[WedgePerformance]

Originally Posted by Mike@N54Tuning.com

That torque limiter has always been disabled in the BMS flash maps. AFAIK it only applies to part throttle shifting not full throttle shifting BTW.

If you let the car shift at redline then it's less of an issue. With RBs redline shifts are generally OK for performance. So you should not have any issues there. It's stock turbos shifting at 6200rpm where it becomes an issue. They posted a dyno awhile ago showing how much more power you make during a 50-150 pull short shifting. It was pretty amazing.

Highest dynojet RBs I know of is 550whp on a 335is.

PS. If you are shooting for 18.5psi map 7 is a good option. If using meth you would use map 3 with a 65 additive to get to the same target. What is the map 6 boost curve dialed in currently?

Mike

No meth and map 7 doesn't hold the timing or boost we are targeting. Also, this is a high load flash and doesn't play well with the preset maps within the JB4. JB4 is just being used as a boost controller.

This tune went in on Sunday and was dyno'd without any real testing and made 531whp on a Mustang dyno with a flat 18psi no taper. We're looking to push the boost level a bit higher once we're able to pull some more logs. We're not even pushing mid range as we are only worried about peak HP at this time.

[WedgePerformance]

Originally Posted by AWTT335i

With 100% e85 i wouldn't expect it to be much of an issue, but for those with lesser octane its easy to bump into KR post shift. I have the same issue on my 6MT sometimes (clean single gear pull, but lots of KR post shift).

PS, you wont see a code unless things get really messy (not sure what the threshold is for the glow ignition code). You really need to see the global picture of all cylinders and what cylinders the DME is pulling timing from to get a feel for how things are holding up post shift. Unfortunately you are only going to see that if you are running Cobb.

I'll have to dig into the BT software and see if there are other parameters I can log as I'm flash only right now. I like the new BT software, but the naming on the channels that are available are not always intuitive in layman terms.

[Mike@N54Tuning.com]

Originally Posted by WedgePerformance

No meth and map 7 doesn't hold the timing or boost we are targeting. Also, this is a high load flash and doesn't play well with the preset maps within the JB4. JB4 is just being used as a boost controller.

This tune went in on Sunday and was dyno'd without any real testing and made 531whp on a Mustang dyno with a flat 18psi no taper. We're looking to push the boost level a bit higher once we're able to pull some more logs. We're not even pushing mid range as we are only worried about peak HP at this time.

Here is the map 7 boost profile and the map 3 profile at a 75 additive. If you want to hold 18psi to redline then map 7 is a bit tame. It's meant to max out factory turbos up top. On map 3 you can go higher than a 75 additive which would target a higher curve than what is shown here but generally that is only used for those running the 3.5 bar MAP sensor. The OEM sensor can only read up to 21psi or so and even at that is a bit sketchy. BMS' suggests the OEM sensor up to 20psi and the 3.5 bar beyond that. On map 3 you can go with a progressive strategy where this boost is given as a function of meth flow, historic timing, both, or neither. So using the neither option would be close to how you have it setup now on map 6 I imagine.

With the CPS and AFR values all set to 0 then the air/fuel ratio and timing curves you get will match whatever is set in the flash. Open loop will still via the fuel pressure to level out fuel trims unless you disable it.

map7
psi_curve[0] = 155 '1500
psi_curve[1] = 160 '2000
psi_curve[2] = 160 '2500
psi_curve[3] = 170 '3000
psi_curve[4] = 175 '3500
psi_curve[5] = 177 '4000
psi_curve[6] = 180 '4500
psi_curve[7] = 185 '5000
psi_curve[8] = 180 '5500
psi_curve[9] = 170 '6000
psi_curve[10] = 160 '6500
psi_curve[11] = 145 '7000

Map 3 @ 75 additive
psi_curve2[0] = 165 '1500
psi_curve2[1] = 170 '2000
psi_curve2[2] = 170 '2500
psi_curve2[3] = 180 '3000
psi_curve2[4] = 187 '3500
psi_curve2[5] = 187 '4000
psi_curve2[6] = 192 '4500
psi_curve2[7] = 200 '5000
psi_curve2[8] = 195 '5500
psi_curve2[9] = 190 '6000
psi_curve2[10] = 180 '6500
psi_curve2[11] = 170 '7000

[WedgePerformance]

Originally Posted by Mike@N54Tuning.com

Here is the map 7 boost profile and the map 3 profile at a 75 additive. If you want to hold 18psi to redline then map 7 is a bit tame. It's meant to max out factory turbos up top. On map 3 you can go higher than a 75 additive which would target a higher curve than what is shown here but generally that is only used for those running the 3.5 bar MAP sensor. The OEM sensor can only read up to 21psi or so and even at that is a bit sketchy. BMS' suggests the OEM sensor up to 20psi and the 3.5 bar beyond that. On map 3 you can go with a progressive strategy where this boost is given as a function of meth flow, historic timing, both, or neither. So using the neither option would be close to how you have it setup now on map 6 I imagine.

With the CPS and AFR values all set to 0 then the air/fuel ratio and timing curves you get will match whatever is set in the flash. Open loop will still via the fuel pressure to level out fuel trims unless you disable it.

Thanks for the info Mike.

[TT-Tom]

Originally Posted by Mike@N54Tuning.com

The problem I've seen on flash tunes is on the IJE0S automatic trans when you short shift around 6200rpm. Timing just nose dives for a second or two regardless of octane on "traditional" back end flash maps. BMS made a special low boost back end flash map to resolve it.

Mike

Very interesting! Does it seem to fix the issue turning boost down on the flash side and using the piggy to control boost?

[Spoolin1]

Wedge, can this be done with the BT cable and Alpina flash software you had me download when you did the flash for me or is this something I need to get done when I have my buddy Cobb protune my car?

[WedgePerformance]

Originally Posted by Spoolin1

Wedge, can this be done with the BT cable and Alpina flash software you had me download when you did the flash for me or is this something I need to get done when I have my buddy Cobb protune my car?

it's in the COBB Advanced Engine Parameters. Just have him check Disable Torque Intervention by Ign.

[Spoolin1]

Originally Posted by WedgePerformance

it's in the COBB Advanced Engine Parameters. Just have him check Disable Torque Intervention by Ign.

Thanks man.

[Mike@N54Tuning.com]

Originally Posted by TT-Tom

Very interesting! Does it seem to fix the issue turning boost down on the flash side and using the piggy to control boost?

The maps are posted on n54tech so you can check out the various changes in Tuner Pro if you're interested.

Mike

[135Pats]

Originally Posted by Mike@N54Tuning.com

The problem I've seen on flash tunes is on the IJE0S automatic trans when you short shift around 6200rpm. Timing just nose dives for a second or two regardless of octane on "traditional" back end flash maps. BMS made a special low boost back end flash map to resolve it.

Mike

Lol yea you mean like this? It's pretty cool...


http://datazap.me/u/135pats/e30?1-12-20

[335twins]

Originally Posted by WedgePerformance

Yes.. Let me know if you need help with Alpina flash if you haven't done that already.

isn't the cut off date for alpina flash around 2007? mine is 2009, can i take advantage of this flash?

[135Pats]

Originally Posted by 335twins

isn't the cut off date for alpina flash around 2007? mine is 2009, can i take advantage of this flash?

Yes your car will take the flash.

[335twins]

Originally Posted by 135Pats

Yes your car will take the flash.

interesting, i read somewhere that after 2007 year there is no need for the alpina flash. Can you point me somewhere to what benefits i will get with the alpina flash?

Thank you

[Mike@N54Tuning.com]

Originally Posted by 135Pats

Lol yea you mean like this? It's pretty cool...


http://datazap.me/u/135pats/e30?1-12-20

You shifted too late there (outside the power band) at 6600rpm so avoided most of the issue. Still got it for a second or so though.

Mike

[135Pats]

Originally Posted by 335twins

interesting, i read somewhere that after 2007 year there is no need for the alpina flash. Can you point me somewhere to what benefits i will get with the alpina flash?

Thank you

What? No, in fact it’s the exact opposite. Can’t remember which month, but sometime in 2007 BMW switched some of the mechatronics in the valve body. As a result, you cannot flash the Alpina logic to the TCU on those cars without first doing a valvebody swap from a later year.

Without getting too complicated, the Alpina flash ups the line pressure during high load shifts. This effectively allows users to hold more torque and more horsepower with tighter, crisper shifts. The OE mechatronics seem to be very capable, we just haven’t found a way to read and modify the TCU tables to our liking. Alpina was obviously given the raw tables by BMW.

Originally Posted by Mike@N54Tuning.com

You shifted too late there (outside the power band) at 6600rpm so avoided most of the issue. Still got it for a second or so though.

Mike

Yea since I was doing that pull specifically for a log I didn’t short shift as I normally would. Timing still gets destroyed for a second before recovering though, which is very frustrating. 6AT is fast but it is a serious pain in the ass sometimes, just doesn’t play nice with others.

[WedgePerformance]

Originally Posted by 335twins

interesting, i read somewhere that after 2007 year there is no need for the alpina flash. Can you point me somewhere to what benefits i will get with the alpina flash?

Thank you

03/07 is the build date that BMW switched to the new MCM. If you have and 02/07 or older, you are out of luck and the only option you have is to replace the MCM.

So for an 09 car, no issues. You can PM me and I'll get you started.

[raceyBMW]

So technically I can use ATR to get rid of the post shift timing drops? Mine are very consistently bad when I short shift.

For reference, Cobb AP Race map with about 100octane, I am FBO with an LSD (keep in mind my DA that night was 8500+ feet).
http://www.datazap.me/u/raceybmw/run-1
http://www.datazap.me/u/raceybmw/run-2
http://www.datazap.me/u/raceybmw/run-3
http://www.datazap.me/u/raceybmw/run-4
http://www.datazap.me/u/raceybmw/run-5
http://www.datazap.me/u/raceybmw/run-6

[WedgePerformance]

Originally Posted by raceyBMW

So technically I can use ATR to get rid of the post shift timing drops? Mine are very consistently bad when I short shift.

For reference, Cobb AP Race map with about 100octane, I am FBO with an LSD (keep in mind my DA that night was 8500+ feet).
http://www.datazap.me/u/raceybmw/run-1
http://www.datazap.me/u/raceybmw/run-2
http://www.datazap.me/u/raceybmw/run-3
http://www.datazap.me/u/raceybmw/run-4
http://www.datazap.me/u/raceybmw/run-5
http://www.datazap.me/u/raceybmw/run-6

http://www.datazap.me/u/wedge/race-map-11?1-3-5

[pits200]

Originally Posted by WedgePerformance

http://www.datazap.me/u/wedge/race-map-11?1-3-5

That's nice with that timing recovery but you aren't running high boost and why are you not hitting your boost target?

[jayzF30]

That is barely a high performance map looking at its boost levels.

[Mike@N54Tuning.com]

Originally Posted by WedgePerformance

http://www.datazap.me/u/wedge/race-map-11?1-3-5

You shifted at redline. Look at how much power you're costing yourself doing that! For a few seconds you'll be making as much as 80whp less!

This comparison is using the non-flatline map on both runs redline shift vs. short shift to see the difference in power during a 50-150 run.



Mike

[pits200]

Originally Posted by jazze90

That is barely a high performance map looking at its boost levels.

I actually meant to say isn't the map suppose to be high boost because I did look at the boost vs target and was surprised at how low it was.