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BMW 3-Series (E90 E92) Forum > E90 / E92 / E93 3-series Powertrain and Drivetrain Discussions > N55 Turbo Engine Tuning and Exhaust Modifications - 335i Tuning > N55 MEVD17 DIY Tuning



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      01-25-2018, 11:31 AM   #221
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Quote:
Originally Posted by asrautox View Post
I can’t speak to your bin, but the 2011’s use 128 to toggle off available codes.
Awesome, thanks for the confirmation. After I posted this I found another discussion that mentioned the same, so I'll give it a go and see if it works.
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      05-03-2018, 03:09 PM   #222
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Quote:
Originally Posted by bahn View Post
Correct. The actual number that causes the problem depends on if the TCU is flashed with Alpina or stock and if the car is xDrive. I've seen issues 490+ on my xDrive automatic.
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      05-10-2018, 08:47 PM   #223
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Hi guys, I seem to be a little late to this thread.

After reading it, I'm still confused as to how the accelerater pedal and commanded load are related or if they are?

I'm still confused on how the request for load is calculated on the e9x n55 but my idea is to just lower the stock tables until I request a lower load or get the throttle to close because I'm over the load limit.

Is there any write-up on what map/table does what or a brief description? I could be over looking this.

Compared to some of the other ecus I have tuned these seem to be a complex. Although it seems like a bit before it's time as now a lot of oem seem to have adopted the torque request/load based systems. I'm going to assume this as to do with transmissions as now they can be programmed separate, and work off the same torque request values.

Thanks in advance!

Last edited by nick121320; 05-10-2018 at 08:54 PM..
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      05-14-2018, 08:54 PM   #224
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Load Difference Ceiling

Not sure if this is helpful, but i am making small changes to different tables and seeing the results.

this maybe already be known, but I changed the Load Difference Ceiling Table to as follows:

1750rpm 65.00 2000rpm 32.50 3000rpm 22.61 3500rpm 10.79 4000rpm 5.97 5000rpm 5.00 5500rpm 3.00 6500rpm 0.00

and the results were that the throttle progressively opened earlier.

https://datazap.me/u/nick121320/load...-4-16-18-35-37

I would deduce that, once the difference between the load actual and load req exceeds this value for the given rpm the throttle references the closure mapping.
Anyone else have experience with this table?

I plan on testing again with the values set to 3.00 from 3500rpm to 6500rpm. I am hoping this will result in better throttle response.


I did reduce my load ceiling main, and currently my targets are only 6psi.
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      05-25-2018, 08:09 PM   #225
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I worked hard on it and finally solved all boost problems I had before using MHD flash. Knowaday it is on commanded wgdc and the costumer asked for full boost map.... so I required to 100% on commanded tables and it is working very well. The problem was that the commanded table was wrong....

Quote:
Originally Posted by Guardian View Post
If there actually IS more power in that scenario, it is likely the from the lack of taper of the boost curve, and the broadened power that goes from the mid range into the higher RPMs. It will make more power, to a point, but it's just going to be highly inefficient. Biggest risk with carrying that 17psi to redline on the stock turbo is more detonation from higher cylinder temps (even with a bigger intercooler). Not as much of a risk with ambients below 70, but will be a risk at higher temps. That is the regularly reffered to risk with JB4: it relies on the stock knock sensor and the DME's ability to compensate and avoid damage. Not trying to start any form of debate about JB4 or long-term reliability, just pointing out the facts. JB4 is a great boost controller.

And the JB4 can do it because it is making the DME only see what it wants it to see. THe DME has no idea that 17psi is actually what is coming out of the turbo, as it is being fooled into thinking its only ~10 psi, or even ~12psi, at redline. Now, I can't say why a flash isn't allowing the same thing, when the table is overwritten to tell it to give 17psi at redline. Are there yet-to-be-found tables buried in the DME that just won't let that happen yet? I don't know.

One thing with BMW, and most of the aftermarket turbo suppliers too, is that there is no publicly available compressor maps for the N55 turbo or the upgrades. It would make tuning much more effective and efficient if they were available. I will never understand the secretiveness that surrounds the compressor maps, and it's so very frustrating to me. I've built and tuned on multiple Subaru, Mitsubishi, and Toyota platforms, and it's like another world here, lol
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      11-11-2018, 04:26 AM   #226
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Is there a newer more updated XDF available for download other than the one provided by the main github repo dated 8/1/2017?

From the beginning of this thread, there was talk of a github fork with updated corrections. Did that ever happen?

Thanks !
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      11-11-2018, 06:08 PM   #227
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any (positive) news for us late-model E series n55 guys?
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      03-31-2019, 05:54 PM   #228
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Hi there guys, definitely late to this sha-bang but wanted to know if it was possible to use my JB4 with the MHD flash, my goal is to use the JB4 as normal for mapping and the MHD flash to auto clear cat codes because of the CEL.
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      04-01-2019, 02:42 PM   #229
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Quote:
Originally Posted by JaggedHook View Post
Hi there guys, definitely late to this sha-bang but wanted to know if it was possible to use my JB4 with the MHD flash, my goal is to use the JB4 as normal for mapping and the MHD flash to auto clear cat codes because of the CEL.
You have to use a backend flash provided by Burger tuning if you want to use the JB4 and MHD. The backend flash maps are posted on n54tech. Otherwise ditch the junk box 4 and run the MHD off the shelf maps.
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      08-14-2019, 10:24 AM   #230
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Quote:
Originally Posted by JaggedHook View Post
Hi there guys, definitely late to this sha-bang but wanted to know if it was possible to use my JB4 with the MHD flash, my goal is to use the JB4 as normal for mapping and the MHD flash to auto clear cat codes because of the CEL.
Or you could run a custom map with the JB4.

Drop me a PM ...
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      08-24-2019, 02:25 PM   #231
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is there an f series 2015-ewg xdf available?
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      08-26-2019, 01:35 PM   #232
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MEVD1726
I have a late model e93 that need the DME to have a bench flash in order to run MHD. My question is if I run JB4, can I run MHD back end flash without having to bench the DME?
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      08-26-2019, 10:04 PM   #233
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Quote:
Originally Posted by robrxt View Post
MEVD1726
I have a late model e93 that need the DME to have a bench flash in order to run MHD. My question is if I run JB4, can I run MHD back end flash without having to bench the DME?
To run a BEF you need to unlock the DME still. Anything that has to do its flashing (backend FLASH) requires an unlock. If you so unlock the dme and flash a BEF make sure to change the JB4 from menu 4/3 to 4/2.
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      08-29-2019, 03:09 AM   #234
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Quote:
Originally Posted by WeekendWarriorz View Post
To run a BEF you need to unlock the DME still. Anything that has to do its flashing (backend FLASH) requires an unlock. If you so unlock the dme and flash a BEF make sure to change the JB4 from menu 4/3 to 4/2.
Thanks for the reply. I just removed the DME from the intake to send off to unlock. I have a chance to purchase a used JB4 locally. It is from a BMW F10 5-series cars, N55 motor with Electronic Wastegate (EWG), Harness Type B. My 2012 335i also have the n55 with harness type B. Does anybody know is this JB4 will fit my car? I've read that a f30 with n55 type B harness will fit but not sure about the f10 5 series with the n55. Thanks in advance!
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      08-29-2019, 09:24 AM   #235
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Quote:
Originally Posted by robrxt View Post
Quote:
Originally Posted by WeekendWarriorz View Post
To run a BEF you need to unlock the DME still. Anything that has to do its flashing (backend FLASH) requires an unlock. If you so unlock the dme and flash a BEF make sure to change the JB4 from menu 4/3 to 4/2.
Thanks for the reply. I just removed the DME from the intake to send off to unlock. I have a chance to purchase a used JB4 locally. It is from a BMW F10 5-series cars, N55 motor with Electronic Wastegate (EWG), Harness Type B. My 2012 335i also have the n55 with harness type B. Does anybody know is this JB4 will fit my car? I've read that a f30 with n55 type B harness will fit but not sure about the f10 5 series with the n55. Thanks in advance!
Will not fit, you need a PWG E series N55 JB4. Do not buy an F series one.
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      08-10-2020, 08:38 PM   #236
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I wanted to know specifically when are each of the 3 timing maps are accessed?

I have timing (main), timing (main) 2, timing (main) 3. What is each one man? Is the first only at wot? When are 2 and 3 used?

Mevd17.2.6



Quote:
Originally Posted by enemigo13 View Post
why you need this kind of crazy boost at 4000rpm? it will not make you go faster, you will just ruin torque curve. I would understand this if you could keep it up to redline or at least 6000-6500rpm and make great power. now its pointless.
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      05-09-2023, 12:26 PM   #237
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Sorry for bumping such an old thread, but can someone please tell me the damos abbreviations for the "Commanded WGDC Switch" and the "Commanded Boost Target Switch" ?
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      05-09-2023, 01:11 PM   #238
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2011 135i  [9.80]
Anyone here self tune and run mafless? One of my next projects is a hot side short intake, and running without the maf will make the design much easier. I have tried to disable the maf and my logs look great, but I still get maf related CEL. Anyone know what tables/changes to make to run mafless? I am 98G0B if that helps.
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