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TCU xdf questions-

April 4, 2017, 5:43 am
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which XDF file is suggested now- I see v12 here, and it looks on the surface to be the same as the v12 over on the XPH site? Is it the same file on git? Looks like both are last modified on 3/28? I also see there is a "master" definition file here too?

Just want to be sure I can get the most current when I get around to playing with the TCU bin files again.

I just updated my tcu with a bin based on the alpina 7615835, but with the XE tables from my original 763527. I'm sure there are some cold tables that could be updated as well but I just wanted an initial test to be sure I was on the right path.

It was suggested that I upload the two bin files here, but I don't have the rep points yet- figured I'd do some posting to try and cure that!
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TCU Bins

April 4, 2017, 2:44 pm
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TCU Bins

Alpina 7615835
Stock with rev match 7603527
Both created as xHP backup from my \'09 135i (e82 n54)

TCU Bins
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Cylinder 6 misfire in higher RPM range

April 5, 2017, 7:25 am
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I've been searching around trying to find a thread with a solid answer and can't really find anything.

When I get on the gas around 6000rpm the car will throw a misfire code on cylinder 6. I'm only making around 18-21 psi at the moment.

So far what I've done is:
-gapped plugs down
-swapped around plugs and coils
-compression test (results were fine)
-attempted leak down but hose was leaking so Matco guy is getting me a replacement.

modifications are in signature.

any help is appreciated
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AD Engineering 4L80 automatic transmission swap review - Comparison to stock AT, Level 10, 6MT, etc.

April 6, 2017, 4:15 pm
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By @dmacpro91:

I'm sure a lot of you know the struggles I've gone through with trans options on this platform. Little backstory on the trans options I've run so far.

Stock 6AT
Ran with the stock trans (Alpina flash though) for my entire time as a stock turbo car. Made something like 430whp for a year or so with no issues. Eventually did a single turbo build and the trans held that for a few months at 629whp before it finally gave.

Level 10 "1000hp" "build"
I can't even say enough negative stuff about this setup or the company, but I have a review thread and teardown of what their build includes somewhere on here. Short version is it was useless.

Stock 6MT w/Spec Stage 3+ clutch and SMFW
Ran this setup with varying power levels between 700whp and 800+whp. This setup takes the abuse REALLY well except when launching. In a 135i we don't have nice options for a beefed up manual driveshaft or rear yet. One of the few times I tried to launch hard on this setup I sheered off the end of my driveshaft in the rear. Never did it again after that.

Click here to enlarge

This brings us to the newest trans option which I have a lot of faith in. AD Engineering has come up with a kit to bring all the goodness of the GM trans world to us.

The kit I bought included:
Ford 8.8 Rear
DSS Axles
4L80E w/custom bellhousing
Aluminum driveshaft

Install went pretty smooth. Rear bolted right in and the trans mates up to the engine great. Only modification needed was to cut a little bit out of the tunnel, tweak it, and weld it back in. I'll get pics of this tomorrow. Oh I also needed to have the driveshaft shortened a bit due to me being a 135 instead of a 335, but that was no big deal. The build quality of this kit is absolutely top notch as are all of the products I've received from ADE.

As for the trans controller, I decided to go with the TCI EZ TCU. As we get this project buttoned up I'll provide more info and some videos.

Update 3-15-17:
Car is basically done, just need to wire up the reverse lights. We were able to test it on the rack yesterday and everything is functional (performance mode, manual shifting through all gears, etc.). Ended up needing to add a switch to make the car think the clutch is engaged (for starting). We could have done something like tie it into the brake switch, but I didn't want to chance any weird behavior when brake-boosting. The TCU is mounted behind the AC controls which is a damn near perfect fit. I should be picking it up today. Once I get it back I'll be spending some time getting the gear calculations worked out in the flash so the ECU knows what gear it is in (mainly needed for things like boost limits/gear). In the pic of the 2 switches the red one is the clutch switch and the gray one is for the line lock.

Install notes:
*Use a toggle switch to simulate the clutch signal to the CAS (for starting).

*Leave clutch wiring hooked up so DME doesn't think clutch is always depressed.

*To use paddles, we did a bit of custom wiring in the steering wheel. Up/down shift wires were cut coming out of the back of the steering wheel and that wiring was run to the TCU.

*RPM signal was retrieved through the wire at the OBDII port.

*TPS Signal from DME grey connector position 20.

*Posi-taps make like MUCH easier.

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PTE 6266 vs. EFR 8374

April 6, 2017, 4:29 pm
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Looks like Payam has some new toys:

Quote:
Originally Posted by Payam
Another Teaser. #PTE vs #EFR #6266 #8374 this is why most people turn away from EFR turbos. The size difference is huge, lets hope we get the results you're all waiting for. We will have results posted soon!
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TCU flash review and concerns

April 9, 2017, 8:04 am
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So I did the OTS stage 3 xHP flash and I'm pleased for the most part. The shifts are deff faster and the transmission seems to be smoother but my concerns are the following:

-when I'm in sport mode (gear selector to the left) and I get on the gas it won't shift without me doing it via selector or paddles

- in "D" when I get on the gas and go through a gear then let off, the trans will just hang up high in that gear instead of shifting to the next.

anyone else experiencing this?
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Yet another N54 single turbo entry - Arsenal Motorsports top mount

April 10, 2017, 12:01 pm
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Looks like they are targeting the 'affordable' end. Starts at $3600. Don't know these guys just informing of an option:

Click here to enlarge

ARSENAL MOTORSPORTS | ENGINEERING

TOP MOUNT SINGLE TURBO KITS


STAGE 1 : 550+HP

  • 62/62 PRECISION TURBO. JOURNAL OR BALL BEARING. T4 TWIN SCROLL.
  • 2 - TIAL MVS 38MM WASTEGATES
  • 321 SS V-BAND DOWN PIPE
  • 316 SS DIVIDED TURBO MANIFOLD
  • OIL FEED/DRAIN LINES AND FITTINGS
  • COOLANT PORT BLOCK OFF FITTINGS
  • COOLANT AND POWER STEERING RELOCATION KIT
  • COLD SIDE PLUMBING TO INTERCOOLER
  • MAC SOLENOID


STAGE 2 : 650+HP

  • 62/66 PRECISION TURBO. JOURNAL OR BALL BEARING. T4 TWIN SCROLL.
  • 2 - TIAL MVS 38MM WASTEGATES
  • 321 SS V-BAND DOWN PIPE
  • 316 SS DIVIDED TURBO MANIFOLD
  • OIL FEED/DRAIN LINES AND FITTINGS
  • COOLANT PORT BLOCK OFF FITTINGS
  • COOLANT AND POWER STEERING RELOCATION KIT
  • COLD SIDE PLUMBING TO INTERCOOLER
  • MAC SOLENOID


STAGE 3 : 800+HP

  • 67/66 PRECISION TURBO. JOURNAL OR BALL BEARING. T4 TWIN SCROLL.
  • SAME KIT CONTENTS AS STAGE 1 & 2


STAGE 4: TBA
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NOZ Turbo Engineering dual ball bearing N54 Hybrid turbochargers

April 11, 2017, 8:05 am
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​Hi Gents,

I am pleased to announce the forthcoming release of these dual BB billet CNC'd CHRA turbochargers from NOZ Turbo Engineering in partnership with JDTuning. The turbos are 100% direct fit and retain the use of the OEM oil and coolant lines. The ball bearing assembly itself is made in Germany and the billet steel/alloy CHRA is CNC'd in-house by the turbo manufacturer in Taiwan, where all turbo housing machining, assembly and VSR balancing are performed on a state-of-the-art Schenck VSR by expert technicians.

The turbos feature a TD04-15T lightweight billet compressor wheel with extended tip technology, a TD04 (9 blade) turbine wheel for improved efficiency whilst maintaining excellent spool characteristics and transient response.

The entire OEM wastegate assembly has been re-designed to see improvements in the durability of the wastegate flapper arm bush, flapper arm valve, sleeve, actuator arm and the actuator rod connector to eliminate the dreaded N54 wastegate rattle.


With high-flow inlets on straight E85 and the usual array of supporting mods/tuning expertise I believe they will support around 375rwkW @24/25psi of boost pressure as measured on a Dyno Dynamics dyno. The turbo designer has run a set of these on his own 335i pumping a stupid amount of boost for a little TD04 turbine (like 26-28psi) for the last 6,500+ kms in an effort to push these to failure and so far so good. No dyno results from him as yet as he is not a tuner, so he has left that up to me to obtain the dyno numbers and datalogs potential buyers are going to want to see.

We have just completed the installation of the first set of BB turbos in Australia at Advan Performance and dyno results with datalogs will be following shortly. ;)

Pricing to be finalised soon thereafter.

Cheers,

Justin.
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N54 Power Steering Reservoir Relocation Kit

April 11, 2017, 8:52 pm
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Hi guys,

For those of you with single turbos, this might be of interest. I got tired of my power steering reservoir hanging around in my engine bay, and wanted something a little more substantial. After a few people locally asked for a kit, I decided to make one.

Kit parts
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Kit installed

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My apologies for the terrible pictures... I'm not a photographer.

This kit provides a clean solution to relocate your power steering reservoir on e9x cars when equipped with a top mount turbo. Care has been taken to maintain a stock-like appearance, and only the best materials have been used. Designed and manufactured in the USA.

The kit comes with the follow:


  • Bracket to relocate reservoir and hold AC line
  • 5/8″ Gates hydraulic hose
  • 1/2″ Gates hydraulic hose
  • 6 high-strength, black plated hose clamps
  • 2 unions to connect to stock hose
  • Nuts and bolts for mounting



This is not something I just threw together, it went through 4 iterations. The brackets are 3mm aluminum plate, anodized black. All of the parts are black oxide so it doesn't stand out.

The kit uses stock mounting points on the shock tower to hold the reservoir and AC line securely. The hydraulic lines are mounted behind/below the chargepipe, so they don't get in the way when you need to do maintenance.

The kits are $65, and will come with instructions to make it easy to install. These are manufactured and ready to go.

Hope someone finds it useful!

Find it here: https://www.redshifteng.com/product/...elocation-kit/
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N54 only hitting 16psi out of 18psi boost target

April 13, 2017, 2:25 pm
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Unlocked MHD V6 Tuning Maps for BMW N54

April 15, 2017, 4:48 pm
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All car friends,

I am racing BMW E91 with JB4 tuner, VRSF exhaust, and intake pods. It runs very fast but require trial to to verify against MHD tuner. Problem MHD maps are pay per try and in my country not active to be purchased. With unlocked phone easy to copy maps for trial. From core i8a0s; ija0s; ina0s; ikmos; files n54tech. My ultimate trial selection was to remain JB4 and modified special file for 95 octane fuel.

Pay for hard work to MHD if using maps beyond trial. :paddle:

Make link to txt for reputation
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VTT Unoffical N54 MT 1/4 record

April 16, 2017, 9:27 am
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Took the car to the strip yesterday, after a few shake downs, launched the car at 4700, and was able to cut a 1.67 60ft, car was moving, but unfortunately lost the belt at the top of the run, and the car though pointed straight decided to make a hard left(loss of power steering is my guess), almost collided with the Chevelle we were running. We manged to avoid the wreck, but since we crossed center they did not count our final ET, or trap. As you can see from the slip the chevelle ran a 10.81 despite having to brake hard to avoid us. We were 2/10th's faster the entire way down the track, including the 1000 ft mark, would have reeled of a 10.6 or better, but it wasn't meant to be. We will be heading back to the track very soon to get the slip to back this up..:)

Video, slip, and photos attached for fun...


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Single turbo oil return AN block fitting

April 17, 2017, 3:12 pm
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Hey guys im looking for a replacment oil return block fitting that uses AN on the end. Does anyone sell this?
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HELP. AEM fuel pump

April 18, 2017, 8:32 am
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Hey. I need your help. I bought aem fuel pump for my 535i. How can I install it correctly? The car costs 2 weeks.
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N54/N55 DCT upgrade

April 18, 2017, 2:46 pm
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I've been thinking that the DCTs being the same as the M3 that we should look at how we can adapt the software used in the M to help us go faster. I asked a vendor on another forum about flashing GTS software which is one of about 20 different files available for the GS40 module and he said this...

Hi Mate
Is it possible to have an M3 DCT Zb in a 335i?
I currently have 8606072 but id like to be able to change the shift severity in the CIC (I've managed to code that)
Ive read that somebody on the boards has tried the M3GTS tune but the shift points were all over the place
Can they be changed ? Can launch control RPM be changed ?

How much would it cost get this all done ? all id need is the zb file i can flash myself.

Hello,

DCT flash for 335is is not possible, although many claim and think the transmission is the same as the M3 it is not. The part numbers might show the same, but when you come to order the transmission you order from the dealer with VIN, you do not get same transmission.

The 335is DCT can not be flashed as it will fail.

Thank you...

so ive checked and double checked and the part numbers are exactly the same and the m3 zb's appear in winkfp....

im sure I've read on one of the forums that someone has tried it and it didn't work well because if the shift points? But hopefully that can be adjusted by interpolating with one of the other files...


SO WTF.?
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Giveaway - PS Reservoir Relocation Kit for e9x/ST

April 19, 2017, 6:42 am
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Since a lot of my experience with my e90 has come from BoostAddict, @Sticky said it would be okay for me to give away one of our first (public) products here.

For those of you guys with top mount single turbos and a relocated coolant tank, we made a new bracket and lines to support proper mounting of the power steering reservoir. You can find more info in the original thread: http://www.boostaddict.com/showthrea...Relocation-Kit

The rules are simple... just post in this thread saying you want one, and on 4/26 I will use a random number generator to pick from the list. If you're in the USA, you get the bracket and kit for free. If you're outside of the USA, you might need to pitch in $10-15 for shipping.

1. Grip&Go
2. Aaron
3. psychosinmylobby
4. R.G.
5. Traf
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DOC Race 6466 turbo kit makes 773whp/707wtq on 1M

April 19, 2017, 4:37 pm
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Trying to get results from shops is like pulling teeth sometimes but I'm always on the look out to see who has been getting good results from our kits. This one comes from a dealer of ours Sports Mind in Bahrain who are huge in the BMW scene over there. They installed our 6466 kit on a very rare 1M. The final result was 773hp/707tq with peak torque at just past 3Krpm:awesome: Yikes!! That's got to be an insane car to drive. They are running at 34psi on VP C85 race fuel. 773hp is the company's N54 HP record which isn't too bad.



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N5X Igntion coil testing, part 1

April 19, 2017, 4:45 pm
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As some of you know, the last couple months I have been helping reverse-engineer the BMW ignition system in order to help develop a path for upgrading it. The stock system isn't horrible, but it has many shortcomings as everybody who owns a high powered N54 is well aware of. That being said, since others seem to also be developing upgrades, I think I'll start releasing some information on what I've found for the benefit of the community. Unlike some other threads, this is all new information, and will be expanded and refined the next 1-2 months as testing continues.

1) What are the hardware limitations of the DME?We'll use the older MSD80 to expand on this question. If the hardware is good, it opens up different options than if the hardware is lacking to begin with.

Click here to enlarge

Nearly all BMW's use TCI systems for spark (transistorized coil ignition), which means they have a transistor IGBT (also known as an ignitor) to drive an inductive coil. The transitor is located inside the DME, as opposed to some cars which have a module. The transitor used is a Fairchild ISL9V5036S3ST class IGBT, the datasheet can be downloaded here. It's a very nice transistor, capable of over 30 amps per channel and 250W heat dissipation, among other key features.

The way the circuit functions, is you have a 5v logic signal to the IGBT in the DME. That grounds an output to the coil, energizing the coil (coil has constant 12v and a secondary ground in addition to the coil - signal). When the 5v logic signal ends, the ground path ends, and the coil fires. This is a "dumb" system since the transistor (aka ignitor/IGBT) is separate from the coil. Basically, the transistors function as the points in an old muscle car. Smart coils (LS, Audi, Honda) have the 5v logic going straight to the coilpack, which has the IGBT incorporated.

2) What are the current ignition coils capable of? Bosch/Delphi OEM coils were used to establish a baseline, to see just how powerful the factory system is, and what the limits are for dwell time.

The best way to test an ignition coil is with an oscilloscope. There are a few key things to be concerned with including primary coil amperage draw vs dwell time, primary coil saturation point, secondary coil peak voltage potential, and secondary coil output. Some of these measurements are more difficult to obtain that others. I am not going to release everything I have yet, others need to do their own due diligence, but here are some of my results for dwell and amperage draw that are relevant to everybody on the platform:

a: Bench testing OEM coils. Top trace (green) is function generator signal (dwell), yellow is current draw, lower trace is high tension (secondary voltage, spark starts when primary current collapses and ends at the squiggly, better seen in lower image with upgraded coils)
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b: Testing OEM coils on a running car. Current draw can vary based on operating conditions but is a quick and easy way to see if the tables in the XDF are functioning as expected. In a nut shell, at the beginning of this project, they were not. Now they are, and similar to the bench testing the coils saturate around 3mS at ~14V. Note- current clamp was being finicky today and no good secondary coil data due to technical difficulties with interference (no spark plug wires makes it difficult to obtain):

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If you want to know the mJ output of the Bosch, it's low. The DME can handle more amperage than this, the coils were simply saturating. More will be released on this later.

Just for fun, here's what an upgraded coil looks like on the test bench at 1, 2 and 3mS with significantly stronger secondary output:

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3) Is the DME hardware limited by software?Just because the hardware is good, doesn't mean BMW won't stop your fun.

A couple people have tested the Dwell tables before and found that the car does not react as expected. This meant there were two options; go around the problem or fix the problem. Working with Jake and MHD, the Dwell tables can be made functional and at least one cause of current limiting has been resolved.

4) Which coils should be considered for upgrades?

The answer is always LS swap, for everything car related. Except LS are smart coils and tend to discharge early if over driven. Price, reliability, power are the players. I would love to hear opinions on what would constitute the best coil for these cars, as it seems there's a few drastically different versions coming out in the next 1-2 months.
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BMS JB4 E85 flex fuel development

April 20, 2017, 11:42 am
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What's interesting is that this will be rolled out across all JB4 ranges so it really doesn't matter what motor you have with the JB4 you will be able to do E85 flex-fuel it looks like:

Quote:
Originally Posted by BMS
Been spending the last few days working on improving JB4 E85 integration, and figured it's time for a little update on short and longer term updates. Although this post is specifically for N54 applications similar changes will be made across all JB4 platforms.

1) Added dedicated E85 parameter to interface. It's finally time for E85 to have a permanent home on the interface and datalogs which will become the basis for many E85 integration features to come. We've added it to the windows software and Donnie will be making similar changes to JB4 Mobile shortly. This new field will only fill in when using updated JB4 firmware.

If equipped with a hard wired flex fuel sensor then this field will show the actual reading off the sensor. e.g. true ethanol mixture.

If not equipped with a hard wired flex fuel sensor this field will show the output from our work in progress virtual flex fuel sensor.

Calculated torque is being returned to "DutyC" in the interface.

2) Port injection integration. We've reworked the JB4 port injection mapping so that it can now take in to account your ethanol mixture automatically. We've enabled it for those running a hard-wired sensor, but not quite ready to enable it for virtual sensor readings, since there is still some work to go on that development. But the logic is all in place to enable that as soon as we're ready. The benefit here is to eliminate users having to fiddle with port injection volume settings when making fuel mixture changes.

3) We're improving how the JB4 manipulates it's boost and timing profile based on varying ethanol mixtures. Expect to hear more on that in the coming weeks.

4) Taking advantage of new flashing developments. Inspired by MHD hijacking a voltage in to the DME we've learned how to hijack the DME DTML voltage input and then monitor it back out on CANbus using PID 0x5A, 0x17.

To confirm the voltage input works I patched the input wire over to the gas pedal as shown below. Worth noting the Fuel-IT analyzer uses a simple voltage formula like 0-0.1v = 0% E85 and .1v - 5v = 0-100% E85, which I expect will be compatible with any flash DME flex fuel sensor voltage input logic released.
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Quote:
This approach can be used to have the DME read the voltage of any ethanol analyzer or JB4 output, and when combined with MHD development rumored to be in the works for table blending based on a voltage input, would allow us to incrementally improve our JB4 back end flash maps.

On BimmerBoost I was asked how the new MHD flex fuel flash logic might apply to what we're doing with the JB4 back end flash maps:

The JB4 offers support for a hardwired ethanol sensor. In fact there are maybe 500 out in use. In addition we're developing a virtual sensor so the JB4 can get close on measuring ethanol mixture without the extra cost/headache of installing a sensor. We're also improving our flex fuel tuning as demand is heating up these days for it. I spent the last few hrs working on autoscaling JB4 port injection mapping as a function of a hardwired or virtual flex fuel sensor for example.

What is new is that MHD is releasing some new tables that on the flash end allow blending of a fuel scalar table, timing table, load table, etc, based on a voltage input. They were telling me the only way to get a voltage input in to the DME would be via their flex fuel hardware. Of course this made no sense to me and as you can see in my video above we have a voltage input in to the DTML parameter. There are other pins that can be used also like MAP IAT circuit, etc.

How it goes from here is unknown and really up to how MHD wants to release their new tables. My suggestion is they offer them as a pay per use option. Like MBOOST. So someone pays $25 or whatever to unlock the function when loading a MHD file or back end flash file. If they do it that way then we can add those tables to our JB4 BEF for interested customers to further improve their flex fuel tuning.

The more flex fuel options, the better, right?
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Studs or bolts for PI

April 20, 2017, 10:00 pm
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What is everyone using on their PI systems when it comes to fasteners for manifold? Bolts? Studs? Where sourced from? What size?

My bolts seem a bit short so I wanted to go to studs
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