[Terraphantm]

Originally Posted by hassmaschine

haha. yeah my back was really sore after that too. And I did the springs by myself with one hand. :|

it is a little fiddly because the upper rockers aren't actually attached to anything, they are literally floating in place and only the spring pressure keeps them from falling out. But the good thing is you can't really damage anything (ie break a bolt off in the head, strip out the threads, etc).

BTW, I think it might be worth trying some of the parameters from the Z4M / MSS70. The S54's manifolds are much more like 'headers' than the N52, so perhaps the values for the exhaust gas delay will be better for what we need.

Which gets me to thinking - US and Euro S54 headers are different. Perhaps with precise enough measurements and calculations, we could use the differences in those tunes to figure out how to adjust for headers.

[hassmaschine]

yeah, I think you could get close at least. I've been thinking about those maps for a long time.

I have a lot of tunes to build at the moment, but I'm pretty sure I have 'fixed' the torque drop off with the 3-stage manifold after ~6700rpm. It's hard to tell how accurate the torque outputs are on the DME though - I think I need it to log torque loses as well to be sure.

Also, after doing some logging - I think it might be worth looking into the 'sport switch' again. Ignition advance and torque drop off quite a bit at higher coolant temps (95-104c), and it doesn't always cool to 80c fast enough at high loads. It would be great to have the 'sport switch' also change the maps for the coolant temp so they were always 80c, but when in non-sport mode they would still give you better efficiency. That way if you're at the track or whatever, you don't have to worry that the car thinks you should be in 'eco' mode (104c) just because you're idling in the paddock or something.

[rjahl]

Originally Posted by hassmaschine

yeah, I think you could get close at least. I've been thinking about those maps for a long time.

I have a lot of tunes to build at the moment, but I'm pretty sure I have 'fixed' the torque drop off with the 3-stage manifold after ~6700rpm. It's hard to tell how accurate the torque outputs are on the DME though - I think I need it to log torque loses as well to be sure.

Also, after doing some logging - I think it might be worth looking into the 'sport switch' again. Ignition advance and torque drop off quite a bit at higher coolant temps (95-104c), and it doesn't always cool to 80c fast enough at high loads. It would be great to have the 'sport switch' also change the maps for the coolant temp so they were always 80c, but when in non-sport mode they would still give you better efficiency. That way if you're at the track or whatever, you don't have to worry that the car thinks you should be in 'eco' mode (104c) just because you're idling in the paddock or something.

Be cool if you could adjust the load management / knock prediction system to adjust the knock tables or factors on the lower coolant temp as well.

My older Z had ran great when it was cool and not so great when hot. "Knock" nannies took control and the ignition timing was pulled.

[hassmaschine]

I think its all based on coolant temp anyway. Lower the temp and the "nannies" go away on their own.

The good thing about a switch is you can have max output when desired, but enjoy top efficiency the rest of the time.

[rjahl]

Originally Posted by hassmaschine

I think its all based on coolant temp anyway. Lower the temp and the "nannies" go away on their own.

The good thing about a switch is you can have max output when desired, but enjoy top efficiency the rest of the time.

If you are looking through "code". The MSD81 has a routine that changes the target coolant temp to 80 degrees when an ambient air temp reaches a target. Something like 40 degrees ambient will trigger a lower (80 degree) target water temp.

First time I hit this was alarming, the oil temp gauge dropped 10 degrees while I was in heavy traffic on a hot day. I had to do a little digging to learn why.

Yes, I live in Florida and it can get really warm in the summer.

[The Nightman]

Originally Posted by hassmaschine

It could be the headers, yes - I've never felt anything like that. I'm not convinced yet that the MAF-delete works with headers without adjusting the parameters for exhaust gas delay.

How similar is desertman123's tune to mine? I have no issues with stock headers so far (after replacing the faulty B1 S1 O2 sensor)

[hassmaschine]

They have the same baseline - but with the MAF delete, theres no issue with stock manifolds because it was already tuned that way.

[hassmaschine]

Originally Posted by rjahl

If you are looking through "code". The MSD81 has a routine that changes the target coolant temp to 80 degrees when an ambient air temp reaches a target. Something like 40 degrees ambient will trigger a lower (80 degree) target water temp.

First time I hit this was alarming, the oil temp gauge dropped 10 degrees while I was in heavy traffic on a hot day. I had to do a little digging to learn why.

Yes, I live in Florida and it can get really warm in the summer.

yeah, KL_KFT_HK and KL_KFT_HI - by default they are 'flat' so the ambient temp doesn't affect anything. but you could make the coolant temp drop with higher ambient temps - however, I still don't think you'd always want your coolant temp to be 80c just because it's hot outside - that would be a 'track only' situation.

[The Nightman]

Originally Posted by hassmaschine

They have the same baseline - but with the MAF delete, theres no issue with stock manifolds because it was already tuned that way.

Would it be easier to just run a MAF tune with catless headers? I believe 6ixSpd has no issues with the base 330i tune and his headers.

[6ixSpd]

Originally Posted by freedomfries

Would it be easier to just run a MAF tune with catless headers? I believe 6ixSpd has no issues with the base 330i tune and his headers.

Yup. No issues with the base 330i flash and headers.

[The Nightman]

Originally Posted by hassmaschine

yeah, KL_KFT_HK and KL_KFT_HI - by default they are 'flat' so the ambient temp doesn't affect anything. but you could make the coolant temp drop with higher ambient temps - however, I still don't think you'd always want your coolant temp to be 80c just because it's hot outside - that would be a 'track only' situation.

Not sure if this is the same but MHD lets you pick coolant targets. The Sport mode temps seem like a good balance:

Sport Mode
• Coolant normal 95c (104c Stock)
• coolant high 90c (95c Stock)
• Coolant high+kft 80c (85c / 80c Stock) (This mode is activated at full throttle)
• Amb threshold for high mode 27c (32c Stock)
• Amb threshold for high + kft 32c (37c Stock)

Race Mode (only for drag race application)
• Coolant normal 85c (104c Stock)
• Coolant high 85c (95c Stock)
• Coolant high + kft 80c(85c / 80c Stock) (This mode is activated at full throttle)
• Amb threshold for high mode 22c (32c Stock)
• Amb threshold for high + kft 27c (37c Stock)

https://www.facebook.com/MHDtuning/p...2668394995149/

[Pinscher]

Im pretty sure MHD is for n54.

[hassmaschine]

Yeah, but the N52 has most of the same maps.

[bmwcar]

hass did you try to change map KL_EXWMX_N (excentric angle limti..) , so it doesnt drop off after 6800, is it safe to do 180' all the way ?

[hassmaschine]

Yes, i do that for every custom tune. Just set it all to 180.

[bmwcar]

did you try to tune vanos, I mean with method that worked on old ms4x cars,
first make run with vanos off to find max power, and than with vanos always on to find
max torque. then you find where curves intersect thats ideal vanos switch off point?

[johnmyster]

Hass,

I see two files, both apparently for non-maf configurations. Any insight?

[Taskmaster]

Originally Posted by bmwcar

did you try to tune vanos, I mean with method that worked on old ms4x cars,
first make run with vanos off to find max power, and than with vanos always on to find
max torque. then you find where curves intersect thats ideal vanos switch off point?

Vanos is continuously variable, it's not like the older M52 cars with an on and off switch.

[Offset Motorwerks]

Hello

Sorry for potentially posting prematurely. I'm about halfway through this thread, wanting to order a spare DME to start playing with by the time I'm done reading. I'm building an n51 e92 track car, and wanting to leave the original DME alone. My question is, can I (or would there be any reason to) try and use n52 software or DME on my n51? I'm not sure if you have more tuning options available for one or the other, or if we're even capable of cloning the msv80.1 yet.

Thanks!

[hassmaschine]

cloning is possible with MSV80.1 but it's not straight forward like MSV80. First of all you need to be able to recover the boot password.

as far as running MSV80 code on the N51, yeah, you could do that - but I don't think it would work too well, and you'd have to create some sort of franken tune that used the MSV80 program/boot sector along with the N51 tune.

[Terraphantm]

Originally Posted by hassmaschine

cloning is possible with MSV80.1 but it's not straight forward like MSV80. First of all you need to be able to recover the boot password.

as far as running MSV80 code on the N51, yeah, you could do that - but I don't think it would work too well, and you'd have to create some sort of franken tune that used the MSV80 program/boot sector along with the N51 tune.

Cloning should be the same process for both (actually marginally easier on the .1 since it already has the extra can transceiver).

Wouldn’t be difficult to run msv80 code on a .1 - pretty much identical code. Just have to change the ID byte to match the destination DME.

[hassmaschine]

Right, my point was the N52 tune isn't made for the low-compression N51.

The offsets are the same anyway IIRC, so there's no reason to really do that, except maybe to make deleting the extra emissions stuff easier.