[rjahl]

Something looks wrong with your checksum line. I have looked over about 7 ODA files and except for the actual checksum they all have the following:

00	00	00	00	29	C9	9C	76	00	00	00	02	00	84	02	40
00	84	FF	FF	00	85	00	00	00	85	EA	FF	FF	FF	FF	FF

With the correct 84 FF FF in the file, that segment matches the end location of the first check block.

Yes, 840240 is calculated. The range beginning and end locations are inclusive.

I saw the byte to turn off the checksum and agree that it's better to keep that active. Good idea to use it as an experimental tool.

The Powerclass byte also has another byte to turn off checking and another to change the delay period for the check.

I'm glad I was able to help.

[hassmaschine]

that's not the checksum line - that's the bytes at 840240.

this is my stock checksum at 8400A0:

00 00 00 00 56 85 18 BA 00 00 00 02 00 84 02 40
00 84 FF FF 00 85 00 00 00 85 EA FF FF FF FF FF

I was trying to discern whether there was anything to learn from 840240 because with the right range, the checksum still doesn't work. Perhaps each block is calculated separately and then combined somehow? I did run them independently but nothing matched the original checksum.

[rjahl]

Ok Now I have a weird problem.

I just noticed that the car stumbles on a hard acceleration from stop. Right at 2500 RPM the engine just cuts out and back in again after dropping to 2,000 RPM. It then pulls slowing to about 3,000 RPM and then takes off. No DTS warnings on the dash

Does this only in first gear and hard pull. Pushing the DTS button makes the problem go away. Pulls strong all the way at least three gears. The DTS system / light is working, pushed the car through a few turns this morning and the yellow triangle lit up.

Is this just a function of lousy tires and an active control system or is something else going on?

[hassmaschine]

Sounds like traction control to me.

[rjahl]

That's my thought but I expected a warning light

[hassmaschine]

I haven't been brave enough to try it yet, but there's a byte to disable all traction control..

[rjahl]

Originally Posted by hassmaschine

Looks right. I can confirm that 400A4 is the checksum.

I know it's a CRC32, but it might need some sort of key or seed to calculate correctly. Even selecting that range, I can't get it to match the original checksum.

What does the hex look like at 40240 on yours? Here's the string from mine:

00 00 00 02 00 84 00 00 00 84 00 FF 00 84 02 40 
00 85 EA FF 00 00 01 00 00 01 E8 C0 FF FF FF FF

00840000 is the "data area" start address in the DME memory (this is actually helpful for me for disassembly). 008400FF is some sort of DME data/code or something - don't know the meaning of any of it. 00840240 is the start of block 1 (again?) and 0085EAFF is the end of block 2. I have no idea what 00000100 or 0001E8C0 could be.

looking at this does the checksum really include 40240?

Also, there is apparently a set of bytes to enable/disable the checksum calc. it's at 400EC. I'm not saying that disabling the checksum is a great idea, but if you don't have the ability to correct it yet, it might be useful for testing purposes. I'm betting it will be disabled if you change those bytes to anything other than 0 (perhaps FFFF). It would be easy to test, set them to FFFF and change the checksum to the wrong value.

Could the 1E8C0 be the total number of bytes in the data blocks?

[hassmaschine]

Originally Posted by rjahl

Could the 1E8C0 be the total number of bytes in the data blocks?

duh, how did I not see that.. yes, it is!

[rjahl]

I still can not get Winfkp to flash what I know to be a good file. I've been spoofing the Oda file by simply changing the name and it's not working. I'm now thinking that Terraphantm and the E46 gang had the right idea, but I have not yet tried.

Open up WinKFP.

Click on import, and then click on "Data/Program/BSU NAAB files"
Find the file you saved earlier (Modified ODA File) and load that

Now load Expert mode

Click PABD. Look for 12MSS54.ipo. (Replace with 08MSV70.ipo)Highlight it and click okay
Click on P-SGBD. Look for 12MSS54.PRG.(Replace with 08MSV70.prg) Highlight it and click okay

Set ECU Address to 12

For Data file, click on the name of the file you loaded earlier.

Hit back. Click Program Data. Wait until it finishes."





Do you have any experience with this method?

The BDM is so much easier and the car is running so good with the existing file. I'm just trying to sort this out for others, then I'll probably look cleaning up the 3.0SI tune.

[georgsiotis]

Hi there,

with risk of coming into this thread a little too late.... and stating/questioning obvious stuff----

Planning to get a bdm-reader (anyone you can recommend out of the multitude of hardware out there?) to read my msv70 sitting in my 523i from 2006. This engine is the n52b25 version with 177 hp. EU version from 12/2005. (Sweden).
I am dreaming of transforming it to a 525i , with 218hp. Is this feasible?

Apart from changing the manifold to a 11617559523 one from the 530i (am I right here? pls correct me) and tuning valvelift (among other things) on the extracted bin files with TunerPro (that I am using to tune my 2 ducati mc:s with iaw59 and iaw15 marelli systems), is there something else I should know/have? What software do you use to read from the bdm header?



Many thanks in advance, Georg.

[vilord]

The N52B25 is a 2.5 litre engine, the 530i has an N52B30...
you'd need to look at the parts manifests between different vehicles running the N52B25 to see what the difference is between the 177hp and 218hp versions... maybe its just a different intake and computer map, but there's no guarantee.
this thread has been focused on the changes between the 218hp and 265hp variants of the N52B30, but good luck, i'm interested in seeing this progression to other engines and models!

[hassmaschine]

If it's MSV70 then the same principles apply as if it was a 3 liter motor. The disa transitions, valvetronic, and Vanos would be retuned the same as if you went from a US 325i to a 330i.

If you get a dump I'd be interested in seeing it. I'd also suggest updating to the latest official software before doing any tuning. I won't be making XDFs for old software versions so you'd be on your own.

[NA Fanatic]

Originally Posted by georgsiotis

Hi there,

with risk of coming into this thread a little too late.... and stating/questioning obvious stuff----

Planning to get a bdm-reader (anyone you can recommend out of the multitude of hardware out there?) to read my msv70 sitting in my 523i from 2006. This engine is the n52b25 version with 177 hp. EU version from 12/2005. (Sweden).
I am dreaming of transforming it to a 525i , with 218hp. Is this feasible?

Apart from changing the manifold to a 11617559523 one from the 530i (am I right here? pls correct me) and tuning valvelift (among other things) on the extracted bin files with TunerPro (that I am using to tune my 2 ducati mc:s with iaw59 and iaw15 marelli systems), is there something else I should know/have? What software do you use to read from the bdm header?



Many thanks in advance, Georg.

You already have the 3 stage manifold and performance oriented tune, but less displacement. This is going to sound silly, but (in theory) your best bet for making power out of a -23i car is with the Noelle stroker kit (3.2l). You'd make tons more power (around 300bhp without further modification), but it costs over 5,000€ and seems untested by owners. I'm not sure if it's still offered. A 272hp 530i upgrade would make less power but more financial sense; 218hp is a lot for a NA 2.5 liter engine. Still, it would be cool to have a 3.2l N52 with stronger internals.

[rjahl]

Originally Posted by georgsiotis

Hi there,

with risk of coming into this thread a little too late.... and stating/questioning obvious stuff----

Planning to get a bdm-reader (anyone you can recommend out of the multitude of hardware out there?) to read my msv70 sitting in my 523i from 2006. This engine is the n52b25 version with 177 hp. EU version from 12/2005. (Sweden).
I am dreaming of transforming it to a 525i , with 218hp. Is this feasible?

Apart from changing the manifold to a 11617559523 one from the 530i (am I right here? pls correct me) and tuning valvelift (among other things) on the extracted bin files with TunerPro (that I am using to tune my 2 ducati mc:s with iaw59 and iaw15 marelli systems), is there something else I should know/have? What software do you use to read from the bdm header?



Many thanks in advance, Georg.

Vilord has the correct approach, you need to sort out the physical hardware in your car before looking at the software. I think the manifold you quoted was the three stage manifold for the 3.0 Liter versions and you will need 2.5Liter Version version with dual adjusters probably 11617523911. Depending on your engine, you may already have the three stage manifold. The low compression versions came with three stage manifolds. You need to check this and your exhaust system.

The software should be pretty straight forward, BMW has already done this for you, The 525I uses the 2.5Liter and produces the 218 Crank HP you are looking for. With a little creativity you can probably get that software into your 523.

[hassmaschine]

there is a 2-stage disa manifold for the N52?

[rjahl]

Looks like it but, I could be wrong.

http://www.realoem.com/bmw/enUS/show...diagId=11_3756

[georgsiotis]

Thank you all for your answers.
I'll have to check for the following thus:

* If I have a 2 stage or 3-stage manifold (basically the existence of the
03 Adjuster unit 1 11617560538)
* The exhaust should be identical, according to "word of mouth".
* Dump memory contents:
- how will that be accomplished?
- Do I need to remove the MSV70 and run the BDM header to extract info, or can it be done differently?
- Or can I use OBD to dump the contents via

- Mpps?
- INPa cable ?
- FTDI ELM327 cable?,

and then try to modify the contents with "an inspiration" from a n52b25 525i file, with checksums

I have a memory of reading somewhere that 525i and 523i where identical hardware-wise, only software on how much valvetronic lift (something on going vs 8 mm instead of 9.7 mm at high rpms, and closing the throttle a bit, to have that "restriction effect". But, that needs to be verified on my very car.

[hassmaschine]

memory dump could be either BDM or OBD. BDM will let you clone the DME in case you mess it up. Maybe a good idea if you are experimenting - get a cheap used DME (any MSV70 should work) and write your entire file over to it (including the 4kb chip which cannot be read over OBD), then experiment with that.

You probably don't even need the 525i tune since the 3 stage will be similar on every motor. There are a few parameters that control when it opens. I'm betting like the single stage intakes, BMW has set the tune to not open the 3rd stage.

post up a dump as soon as you have it. we only need the 2560kb portion.

[georgsiotis]

Many thanks!
I will go on and order a used msv70.
Start practice with that (solder a connector, read, etc), before I go on the real thing. Sounds like a very cheap insurance.

- You mentioned that the car should have an update done. Is this something feasible for the standard ediabas/inpa/winkfp user? Is it needed?

- What tools for the bdm read?
could you recommend something that is reliable?

- you suspect that the "3rd" stage is not used at all on the "crippled" versions of the x23i model designations. So it should require a "disa map"modification to "open" the higher rev disa flap when the rpm criteria is met?

Kindest regards

[hassmaschine]

you just need the header and there's a pad you must solder together to activate the BDM connection. it's in the pictures on the first few posts.

[rjahl]

Hass,

Have far have you progressed with your MSV80 mapping? I've been translating my MSV70 maps into the MSV80 and trying to sort out how the E70 develops the extra 17 HP. I can't sort out the intake valve lift maps. If I have them correct the 3d map calls for less lift than the 2d Full load map at any given RPM. How do these work, is the Full Load map a maximum lift limit map amount or does the ECU move from the throttled 3d amp to the full load map right at 100% load?

Does the attached map look correct to you? Oddly enough these two maps for the E70 align much better.

[hassmaschine]

It looks right. the full load map looks similar to the 330i full load map. actually, the 330i opens to full lift before the E70 does. actually, the 330i part throttle map is more aggressive as well. I think it's safe to say it's not the valvetronic maps that add extra power.

The vollast (full load) map is "switched" on with a full load threshold. there's a full load recognition curve, a "drivers wish" full load curve, and a full load scalar value. essentially, above ~90% throttle, full load is reached and it switches to the "full load" map. there's also "full load" maps for fueling, ignition, and VANOS.

Would you mind posting up that E70 binary?