90 bmw 325 m50 swap

[DevInAz]

A new problem came up. While driving the car the wiring to the number one coil on the primary side was burned and shorted the ignition coil signal wire to ground and burn the board internally and smoked the driver. I've ordered the drivers and should be here in a few weeks.

If its not one problem its another and this a very dumb problem to have.

I'll be moving around the wires so that the coils get first priority and the car runs with no misfires.

[DevInAz]

Gunni, on this harness we got from you the Vanos control is hooked up the the EC18 pin 5 Stepper control. Should that be hooked up to a stronger driver like one of the ignition or injector drivers?


I switched around some of my ignition drivers on the 36 pin connector. The extra ignition driver that Gunni wired up for us is now switched for my burned driver and everything is up and running. I will drive this car around a little tonight and check the logs.

[gunni]

The stepper should be able to handle the vanos actuation as it´s only a little solenoid being opened and closed, but if you can measure the current then that might be a good idea to make sure it´s not attempting to out do the stepper chip, if it is, then you need to move the output.

[DevInAz]

ok i'll give that a try thanks.

[DevInAz]

How do I zoom out or shrink down the gauges so that I can see them all in this screen? I tried to go to the edit mode but I only saw that I could move the gauges around not shrink them.

[mattias]

You can't miss the directions on how to resize and move, when you enter edit mode there is a window telling you how to. Watch this video :
 http://www.youtube.com/watch?v=DK7spJtnIAgthe gauges.

When finished with the editing you can export the layout to an XML file for later importing into new VemsTune releases.

[DevInAz]

I would like to build one of these circuits to add in ALS, variable boost control (got the idea from Gunni), and shiftcut. The only thing I was wondering about is some type of cross talk through circuits which would confuse the VEMS? this is v3.6 that i'm using. I think the first circuit is the one that should do the job nicely. I will use a plug connector to disconnect the harness shown from the vems harness itself.

Any input or ideas about this?

For the ALS can I use a switch based off of a timed pedal accel and clutch position like what AEM standalones have?

[gunni]

I´ve always used a variable 4k8ohm resistor for boost control.

[DevInAz]

here are the results after our dyno tuning session today.

[DevInAz]

This car was ran on a boost spring only and ran at 168kpa or 10psi roughly. We were having some problems with the boost controller. Mainly using the incorrect tubing that melted and stopped us from using the boost controller. I was told by the tuner to use 3an braided line. What does everyone else use? It will probably be awhile before we hit the dyno again and dial in the boost controller but we'll see. I'm posting my before config and after config files. If anyone sees anything that can be improved please speak up.

http://rapidshare.com/files/450708992/startingpoint.vemscfg

http://rapidshare.com/files/450709002/Endingpoint.vemscfg

[mattias]

Your warmup enrichment table is all wrong, you should have 100% with a hot engine - not 120%.
I'm not sure of the consequences, but if you remove this you can be sure that the VE table needs a re-tune.

Do you need after start enrichment on a hot engine?

Lambda target 1.08 at idle is rarely a good idea, I would use 1.0.

The MAT/TPS ignition retard is quite heavy, make sure it's not doing anything during normal conditions. 4 degrees at 50C is significant. You're not really going to get into trouble until it's hotter. Also the MAT/TPS enrichment table helps you out there.

The high value on injector effective rampup is causing the low VE values at idle, and non-linear behaviour. Lowering to between 0 to 300 ms will make it easier to tune low load. Raise injector voltage compensation to 500 us, works better for deadtime.
You should also set "injector PWM peak time" to 25.5 ms (max), just to avoid any confusion.

[DevInAz]

Thanks Mattias,

Everything you pointed out I didn't even notice. I'll leave the warmup alone until we hit the dyno again.

As for the tuner I was telling him how strong the exhaust smell was at lambda and he said that it wouldn't hurt anything to lean it out as long as it doesn't misfire. Do you think it could harm anything?
The car idles very well.

I don't know how the MAT/TPS table should look but he didn't change it since he isn't sure how the car would react going from yesterdays temp of 60 degrees to augusts high of 110F. He said in a few weeks when we come back he will spend more time but all the little things he didn't change. It was a free tune on the dyno so I can't complain.

I haven't played with the injector ramp up time at all. I'll read the help menu and go from there. Would I have to retune the 100kpa plus part of the ve table if i change the injector ramp up angle?
I also will be hooking up Vanos next time around.

After we left the dyno and the car was running great we got on the freeway to head home and there was a intake back fire and it blew off the charge pipe right at the throttle body. Of course the laptop wasn't logging either. Isn't the only thing that can cause a intake back fire like that a lean condition?

Also Mattias do you have the need for bmw factory scan equipment?

[mattias]

I'm not sure how the tuner could see that lambda 1.08 was better than lambda 1.0. The engine should pull a stronger vacuum and have a stronger idle at 1.0. Whatever, there is no load so it's not harmful.

Like I said about the rampup, it will only affect low load and idle where the pulsewidth is short and the rampup plays  a major part. Once you find the correct value the VE table will be flatter and not have a "pit" towards idle.

I can't tell you what caused the back-fire, but a datalog of daily driving and WOT runs from very low rpm in 3rd or 4th gear would reveal if the engine is tuned properly.

[GintsK]

I do not read about particular settings. But I had cases when I put somewhat like 1.1 for idle in lambda table: for cams with long overlap. Simply then wbo2 do not represent real mixture. Using 1 or 0.9 then waste fuel and foil plugs.

Gints

[DMS]

I just dialled in the icv on the S50 , so i´ll send you a config with that info.

You can test the icv to see if it works by sending it forced duty cycle. This way you can find the maximum idle rpm you want and least rpm you want and set them as maximum and minimum duty cycle, then it will be stuck inbetween those. Then adjusting the DCref table to suit each engine speed while PID is still turned off. When you have that sorted you can enable pid and fine tune it.

you can crack open the throttle a couple of %´s (1-3%) while you do this and wind it back down while opening the icv more and more and maintaining idle.

When will PID be turned on? (My M20 is only running from the ref table.)