BMW S50B30 single variable VANOS

[mattias]

I have never done one, and would like to save some time.

The exhaust cam has one tooth.
The intake cam has eight teeth, evenly spaced (every 15 primary teeth)

I can't use the exhaust cam sync sensor as the engine has a red hot glowing turbine housing next to the sensor..
I can only use the intake cam sensor, is that enough?

There are two solenoids, both low-side. So I will drive them with spare injector drivers, easy to wire as the engine has the early universal harness.

[gunni]

Some info here

http://www.vems.hu/wiki/index.php?page=MembersPage%2FGunnarReynisson%2FVariableVanos

The engine has four sensors, two for the vanos controller, two for the ecu ( 60-2 +1 )

the +1 doesn't move with adjusted cam timing as its fixed to the chain pully

What you could do is and shouldn't need any mods to hardware

Crank , 60-2
Cam sync , intake cam +1 trigger
Exhaust cam , inlet cam variable sensor
VR,VR,VR
Vanos solenoids are driven low side from the vanos controller.

The variable sensor has 8 teeth, movement of 42deg so if you choose a trigger point another tooth will never overlap that during movement.
This is the way I´d do S50B30 now.

Gunni

[VEMS]

Hi Guys,

According to my docs the VANOS solenoids on the s50b32 are PFET controlled (there are flyback diodes present preventing NFET control). But apart from that Gunnar's idea should work.

Best regards, Dave

[gunni]

The S50B32 is not much like the S50B30 in terms of triggering or operations as pointed out by Dave.

Its good to have clear understanding of the differences between the two

[mattias]

I've played with the engine and got VANOS to function, but there is an issue with third trigger input which starts at 5500 rpm. I think it's a software issue and how it handles the position of the teeth.

As rpms increase the position of the third trigger at first goes erratic between where it should be, and about 90 degrees (15 primary teeth, the distance to the next third trigger tooth). Finally it settles higher (90 vs 20 degrees).

It could be noise, but I doubt it. A bit annoying that you can only set measure tooth to max 15, with 14 the second third trigger after missing tooth can just about be reached.

http://www.vems.hu/wiki/index.php?page=MembersPage%2FMattiasSandgren%2FSfiftyBthirty

What to do ?

[VEMS]

Hello Mattias,

Updated your wiki page with my observations after review of triggerlog and vemslog.

Best regards, Dave

[mattias]

Thanks Dave, solved it!

Internal 54 kOhm pull-up inside CPU on SDA pin is not enough (naturally), now mounted 2.4 kOhm pull-up to +5 Volt inside ECU before 10k protection resistor.

Log now looks perfect !

[VEMS]

Hello Mattias,

Thanks Dave, solved it!
Internal 54 kOhm pull-up inside CPU on SDA pin is not enough (naturally), now mounted 2.4 kOhm pull-up to +5 Volt inside ECU before 10k protection resistor.

Thanks for the update, glad to hear its sorted; Camshaft (third trigger position) follows (exhaust) target perfectly very nice!

This is also a very good example of how, when user provides detailed information including vemslog/triggerlog and hardware configuration/layout, problems can be diagnosed, pinpointed and fixed easily (or at least hinted to user where to look/measure to diagnose further).

Best regards, Dave

[mattias]

Also I had to set "measure tooth" to 4 to give me a third trigger position between 23-63 degrees.

With this engine third trigger occurs every 90 crank degrees (15 crank teeth).  Cam moves maximum 40 degrees and you do not want the third trigger position to be near 0 or 90 degrees at either end of the cam movement. Too close and at times it can trigger past the measure tooth and then the ECU will think the cam has moved to the complete opposite end and can't get it back.

Dynoed this engine with a Precision 6766 to 790 whp, with 800 Nm or more between about 4000-7000 rpm. It's quite ridiculous on street tires. 

[Kamuto]

What boost?

[VEMS]

Dynoed this engine with a Precision 6766 to 790 whp, with 800 Nm or more between about 4000-7000 rpm. It's quite ridiculous on street tires. 

Wow nice power and torque!

[MWfire]

Also I had to set "measure tooth" to 4 to give me a third trigger position between 23-63 degrees.

With this engine third trigger occurs every 90 crank degrees (15 crank teeth).  Cam moves maximum 40 degrees and you do not want the third trigger position to be near 0 or 90 degrees at either end of the cam movement. Too close and at times it can trigger past the measure tooth and then the ECU will think the cam has moved to the complete opposite end and can't get it back.

Dynoed this engine with a Precision 6766 to 790 whp, with 800 Nm or more between about 4000-7000 rpm. It's quite ridiculous on street tires. 

Do you have dyno plot. I'm doing one s54b32 car and i need to choose a turbo.

[Kamuto]

Also I had to set "measure tooth" to 4 to give me a third trigger position between 23-63 degrees.

With this engine third trigger occurs every 90 crank degrees (15 crank teeth).  Cam moves maximum 40 degrees and you do not want the third trigger position to be near 0 or 90 degrees at either end of the cam movement. Too close and at times it can trigger past the measure tooth and then the ECU will think the cam has moved to the complete opposite end and can't get it back.

Dynoed this engine with a Precision 6766 to 790 whp, with 800 Nm or more between about 4000-7000 rpm. It's quite ridiculous on street tires. 

Do you have dyno plot. I'm doing one s54b32 car and i need to choose a turbo.

I have done one s54b32 800hp with 1.4 bar borg warner efr 9180 full boost before 4000rpm

[mattias]

600 rpm/sec sweep, start at 3000 rpm for 2 seconds :
3000 rpm = 0.7 bar, 550 Nm
3500 rpm = 1.2 bar, 730 Nm
4000 rpm = 1.4 bar, 820 Nm
5500-7000 rpm = 1.5 bar, 880 Nm down to 790 Nm
7500 rpm = 1.5 bar, 750 Nm

The 6766 turbo had the V-band inlet turbine housing, it might be holding it back compared to a larger twin-entry housing.