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Go Back   E46Fanatics > Tuning & Tech > Driveline, Engine & DME Tuning

Driveline, Engine & DME Tuning
Talk about driveline improvements, NA tuning and DME tuning your E46 BMW here. This includes diffs, intakes, exhausts, chips, software and OBD tuning.

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Old 06-27-2012, 09:09 PM   #21
alexxander.foster
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Okay, now that I have a frame of reference, I see what you're talking about in post #5. You're right, there aren't that many things to swap out. There's as much reconnecting as there is discarding of pins.

I think the next step is to verify that those pins are in fact the only things that need to be switched (i.e., different hardware at the ends of the terminals). bmw_chuzo has a thread documenting his M52TUB28 to M54B30 swap. During the swap he also changed over to the MS43, but its unclear whether or not he reused the sensor from the M52TUB28 block. When I was browsing his thread documenting the swap, he mentioned that the older style alternators have a 3 pin connector and the newer style have a 2 pin. Otherwise, it looks like the swap involves only three things: Instrument cluster reflash, EWS module, and DME (EWS and DME must be paired).

Does anyone know what else we need?
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Old 06-27-2012, 09:28 PM   #22
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Also, before I forget, I would still like to document the total cost involved here.

So far, this is the list I've gathered of what's needed for an MS43 upgrade:

- MS43 (paired to EWS module)
- EWS module
- M54 e-pedal assembly
- Male connector for e-pedal assembly
- Female terminals for e-pedal connector
- M54 throttle body
- Male connector for throttle body assembly
- Female connectors for throttle body connector
- Dash reflash

If we estimate $100 for the TB, $100 for the e-pedal, $200 for the EWS and DME pair, and around $50 for the assorted connectors, this puts us as $450 without the dash reflash.
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Old 06-28-2012, 12:23 AM   #23
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Okay, I took a little time to write out all of the changes that need to be made. Its pretty much exactly as simple as TerraPhantm is making it out to be (sorry it took me so long to realize what you've been saying all along).

From what I can tell, the bulk of the changes are that pins become non-functional. Unless I'm being presumptuous about pin functionality, there's about 14 pins that will no longer do anything or go anywhere. One pin will have to be moved to a new location. And there are 14 pins that will have to go to new wiring harnesses. 6 of those pins will go to the new throttle body wiring harness, another 6 will go to the pedal position switch, and the last 2 will go to an emissions circuit which is to-be-determined. It would probably be wise to disconnect those non-functional pins so they dont act like an antenna and bring EMI or other engine noises past all of the electronics filters in the DME.

Here's a spreadsheet of what I've observed thus far: PIN_REASSIGNMENT.pdf
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Old 06-28-2012, 12:49 AM   #24
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Quote:
Originally Posted by alexxander.foster View Post
Okay, I took a little time to write out all of the changes that need to be made. Its pretty much exactly as simple as TerraPhantm is making it out to be (sorry it took me so long to realize what you've been saying all along).

From what I can tell, the bulk of the changes are that pins become non-functional. Unless I'm being presumptuous about pin functionality, there's about 14 pins that will no longer do anything or go anywhere. One pin will have to be moved to a new location. And there are 14 pins that will have to go to new wiring harnesses. 6 of those pins will go to the new throttle body wiring harness, another 6 will go to the pedal position switch, and the last 2 will go to an emissions circuit which is to-be-determined. It would probably be wise to disconnect those non-functional pins so they dont act like an antenna and bring EMI or other engine noises past all of the electronics filters in the DME.

Here's a spreadsheet of what I've observed thus far: PIN_REASSIGNMENT.pdf
Haha yeah, that's what I was trying to say - sorry I didn't articulate it that well

So I think we've got the DME side figured out pretty well. We still need to figure out where the "battery charge indicator", "engine start signal feedback", "signal oil pressure switch", and "signal oil level sensor" end up going on the MS43 cars. And the two fuel tank leak wires.

Here are the labels for those signals

X60004/Pin 1 = Signal Battery Charge Indicator (Input) = S_61--1
X60004/Pin 2 = Engine Start Signal Feedback (Input) = P_30H/S_30H (the same connection recieves both labels in different diagrams... I think S_30H is correct).
X60004/Pin 11 = Signal Oil Pressure Switch (Output) = S_OLD
X60003/Pin 26 = Signal Oil Pressure Switch (Input) = A_OLD
X60004/Pin 21 = Signal Oil Level Sensor (Output) = F_OLN
X60003/Pin 39 = Signal Oil Level Sensor (Input) = T_OLN


Edit: Okay, on MS43 cars, those signals all end up on a connector called X6011, which seems to basically splice them between the instrument cluster and the sensor.

However, one thing that's not as clear is the S_30H signal. Both the X6011 diagram and the MS43 cluster diagram show the wire going to a connector called X276. However, when you click the link for X276, it says it cannot be found. So I don't know what's going on there.

Edit 2: Okay, more digging, and it seems X276 is just a splice.


So it looks like my prediction was right, all of those connectors are going to the cluster directly now.

Edit 3: Looks like the MS42 cluster already recieved the S61--1 signal via a splice. So that wire can also be discarded on the DME end.


----------------------------
I realize this post is fairly unorganized, but the info is there. I'll see if I can find the time to make a clear diagram. Though I suspect Alex will beat me to the punch

Only thing left to figure out is the leak sensor. I did notice that the "AS OF 2001_09" MS43 has another leak diagnosis pin (X60003/51), but more importantly, all of the leak diagnosis pins are labeled as US Only. So it might not be important.

Edit 4: I just looked at the US MS42 Table http://wds.spaghetticoder.org/en/zinfo/E46_PA6000C.htm

There are two "leak diagnosis" pins already present on pins 30 and 34 (34 would probably have to be moved to 20)! However, on the MS43, the two pins are both labeled as "output", while on the MS42 one is out, and one is in. But there are two wires going generally to the right area. So even if there's an electronic component that has to be retrofitted, it can be done with minimal work. Or you can just disable it via euro tune.
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Old 06-28-2012, 03:18 AM   #25
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Wow! Well shit! It looks like we answered all the wiring related questions within 24 hours! And that was a lot less painful than I thought it would be! Thanks for all your help TerraPhantm! I super appreciate it!

I want to catch up with your research over the next day or two to make sure we cover our bases. After that ill make another final spreadsheet with all of the updates.

///////////////////////////////////////////////////////////////////

So, now I'd like to change gears and talk about the next step: putting it in the car!

Let's start with the instrument cluster. Do we NEED to reflash the instrument cluster to have the car start, or will it start without the dash interfering?

Quote:
Originally Posted by TerraPhantm View Post
Haha yeah, that's what I was trying to say - sorry I didn't articulate it that well

So I think we've got the DME side figured out pretty well. We still need to figure out where the "battery charge indicator", "engine start signal feedback", "signal oil pressure switch", and "signal oil level sensor" end up going on the MS43 cars. And the two fuel tank leak wires.

Here are the labels for those signals

X60004/Pin 1 = Signal Battery Charge Indicator (Input) = S_61--1
X60004/Pin 2 = Engine Start Signal Feedback (Input) = P_30H/S_30H (the same connection recieves both labels in different diagrams... I think S_30H is correct).
X60004/Pin 11 = Signal Oil Pressure Switch (Output) = S_OLD
X60003/Pin 26 = Signal Oil Pressure Switch (Input) = A_OLD
X60004/Pin 21 = Signal Oil Level Sensor (Output) = F_OLN
X60003/Pin 39 = Signal Oil Level Sensor (Input) = T_OLN


Edit: Okay, on MS43 cars, those signals all end up on a connector called X6011, which seems to basically splice them between the instrument cluster and the sensor.

However, one thing that's not as clear is the S_30H signal. Both the X6011 diagram and the MS43 cluster diagram show the wire going to a connector called X276. However, when you click the link for X276, it says it cannot be found. So I don't know what's going on there.

Edit 2: Okay, more digging, and it seems X276 is just a splice.


So it looks like my prediction was right, all of those connectors are going to the cluster directly now.

Edit 3: Looks like the MS42 cluster already recieved the S61--1 signal via a splice. So that wire can also be discarded on the DME end.


----------------------------
I realize this post is fairly unorganized, but the info is there. I'll see if I can find the time to make a clear diagram. Though I suspect Alex will beat me to the punch

Only thing left to figure out is the leak sensor. I did notice that the "AS OF 2001_09" MS43 has another leak diagnosis pin (X60003/51), but more importantly, all of the leak diagnosis pins are labeled as US Only. So it might not be important.

Edit 4: I just looked at the US MS42 Table http://wds.spaghetticoder.org/en/zinfo/E46_PA6000C.htm

There are two "leak diagnosis" pins already present on pins 30 and 34 (34 would probably have to be moved to 20)! However, on the MS43, the two pins are both labeled as "output", while on the MS42 one is out, and one is in. But there are two wires going generally to the right area. So even if there's an electronic component that has to be retrofitted, it can be done with minimal work. Or you can just disable it via euro tune.
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Old 06-28-2012, 08:16 AM   #26
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Holy fuck...I can't keep up lol I'll just look at the spreadsheets and drool on myself.

Do I need to continue to find the differences in the physical data collection points or are we good on that?

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Old 06-28-2012, 09:46 AM   #27
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Originally Posted by alexxander.foster View Post
So, now I'd like to change gears and talk about the next step: putting it in the car!

Let's start with the instrument cluster. Do we NEED to reflash the instrument cluster to have the car start, or will it start without the dash interfering?
It's hard to say with 100% certainty, but my gut feeling is that it will start. The cluster is still receiving the same signals it needs to. What I'm not sure about is if the cluster is capable of "broadcasting" that information over the K-BUS, or if it's even necessary.

One way to test would be to put an MS42 cluster in an MS43 car temporarily. It would best be a cluster from an early build, since at some point MID MY2000 (I want to say 04/2000), BMW put an updated cluster in the MS42 cars which ended up being the same one that early MS43 cars got.
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Old 06-28-2012, 01:53 PM   #28
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Hey Hornung418, dont worry about "keeping up", TerraPhantm and I were collaborating on that one so we got it done faster. Also TerraPhantm already looked into this a while ago so has been several steps ahead of us.

Just keep truckin on whether or not the same sensors, switches, and motors that are hooked up to the DME are the same for both. Do you want some help?

Quote:
Originally Posted by Hornung418 View Post
Holy fuck...I can't keep up lol I'll just look at the spreadsheets and drool on myself.

Do I need to continue to find the differences in the physical data collection points or are we good on that?

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TerraPhantm,

That sounds reasonable about the instrument cluster. It would save us a lot of time if we could ignore the instrument cluster for the initial test fire of the DME swap. It'll also help us troubleshoot if there's a problem since there are fewer modified connections.

I think we need someone with an MS43 to help us through the next step. I've got a friend with a 330, I'll ask him if he's willing to test our instrument cluster theory.

In the mean time, I want to take a look at the pin locations of the later versions of the MS43. If the connections are similar then that will increase availability of used DME and EWS combinations.

Another question: Can a DME and EWS be installed and paired to the original keys that came with the car? Or do we have to buy a set with a DME, EWS, key, and ignition lock cylinder?

Quote:
Originally Posted by TerraPhantm View Post
It's hard to say with 100% certainty, but my gut feeling is that it will start. The cluster is still receiving the same signals it needs to. What I'm not sure about is if the cluster is capable of "broadcasting" that information over the K-BUS, or if it's even necessary.

One way to test would be to put an MS42 cluster in an MS43 car temporarily. It would best be a cluster from an early build, since at some point MID MY2000 (I want to say 04/2000), BMW put an updated cluster in the MS42 cars which ended up being the same one that early MS43 cars got.
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Old 06-28-2012, 06:57 PM   #29
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EWS is tied to the key of the car it came out of. There's a company called RPM Motorsport in Canada that could reprogram it. Or if you got yourself a blank MS43, it'd pull the EWS table from your car when it's first initialized.
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Old 06-28-2012, 08:54 PM   #30
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So, just for arguments sake, if the EWS is tied to the key, how people get new keys for their e46 and program the keys themselves without changing the ignition lock cylinder?

edit 1:

Okay, I talked to a friend in South Bay who's been tinkering with the DME. He said that the key and ignition lock core can be reprogrammed through the EWS module. He's not sure how to do it himself yet, but it can be done. Whether or not its worth it will depend on the price.

So, where we're at is that it IS possible, in theory, to hook up an MS43 to the M52TU wiring harness with some manipulation. I think as soon as we verify all of the sensors, servos, solenoids, and motors attached to the MS42 are the same as the ones attached to the MS43 then all thats left is to try it out!

edit 2:

Okay, I decided to help out Hornung418 a bit a sift through the part numbers on realoem.com. I came across something interesting about the "Suction Jet Pump". It looks like its referring to the fuel pump, but whatever it is, its located in the fuel delivery unit at the tank: Sucking Jet Pump Valve.

Also, I noticed that the secondary air pump already has a pin assigned to it on Module 4 pin 3. For the Module 4 connection, both the MS42 and MS43 already match up so no modifications need to be made. But for some reason theres a second connector going to the secondary air pump on module 3 pin 52, which the MS43 requires. wtf...

edit 3:

I figured out what the Suction Jet Pump Valve is and what it does. Its for the brake booster. Heres a description of what it does: Suction Jet Pump Valve Description. The description says that this part was only used on the MS42 DME so it looks like we can just remove it. That saves us another step and makes the MS43 more compatible! Yay!

Quote:
Originally Posted by TerraPhantm View Post
EWS is tied to the key of the car it came out of. There's a company called RPM Motorsport in Canada that could reprogram it. Or if you got yourself a blank MS43, it'd pull the EWS table from your car when it's first initialized.

Last edited by alexxander.foster; 06-29-2012 at 12:12 AM.
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Old 06-29-2012, 08:32 AM   #31
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Quote:
Originally Posted by alexxander.foster View Post
So, just for arguments sake, if the EWS is tied to the key, how people get new keys for their e46 and program the keys themselves without changing the ignition lock cylinder?

edit 1:

Okay, I talked to a friend in South Bay who's been tinkering with the DME. He said that the key and ignition lock core can be reprogrammed through the EWS module. He's not sure how to do it himself yet, but it can be done. Whether or not its worth it will depend on the price.

So, where we're at is that it IS possible, in theory, to hook up an MS43 to the M52TU wiring harness with some manipulation. I think as soon as we verify all of the sensors, servos, solenoids, and motors attached to the MS42 are the same as the ones attached to the MS43 then all thats left is to try it out!

edit 2:

Okay, I decided to help out Hornung418 a bit a sift through the part numbers on realoem.com. I came across something interesting about the "Suction Jet Pump". It looks like its referring to the fuel pump, but whatever it is, its located in the fuel delivery unit at the tank: Sucking Jet Pump Valve.

Also, I noticed that the secondary air pump already has a pin assigned to it on Module 4 pin 3. For the Module 4 connection, both the MS42 and MS43 already match up so no modifications need to be made. But for some reason theres a second connector going to the secondary air pump on module 3 pin 52, which the MS43 requires. wtf...

edit 3:

I figured out what the Suction Jet Pump Valve is and what it does. Its for the brake booster. Heres a description of what it does: Suction Jet Pump Valve Description. The description says that this part was only used on the MS42 DME so it looks like we can just remove it. That saves us another step and makes the MS43 more compatible! Yay!
I'm not sure that technician is correct. When you order a key from BMW, they order one with the right table of rolling codes so that it can mate with the EWS. When you insert that key for the first time, the EWS talks to it, verifies that it's correct, and then assigns it a number in its memory. When you "reprogram" a key with the button trick, that's got nothing to do with the EWS. Instead what's happening is that you're syncing it with the GM5 module so that the remote function works properly.

As far as the suction jet pump - my bad. I should've looked at the US MS42 pinout more carefully. Glad you figured it out!
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Old 06-29-2012, 09:16 AM   #32
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My friend who was talking about the EWS reprogramming was talking about a hack. He still has to sift through the module and see if its possible, but he's confidant it can be done. I dont really care much either way, but it would increase accessibility if he could make it work!

So, now we're pretty much down to two things:
- the differences between the voltage regulators in the MS42 and MS43
- pin 52 on module 3 (the secondary air pump valve)

After this, we're pretty much done. I'm out of ideas on both though.

edit:

Also, I went through the parts diagrams on realoem.com to verify that all of the parts are the same between the M52TU and M54. It looks like 03/2003 is the conservative cut off for compatibility between parts on the two engines. Before 03/2003, pretty much the only differences in engine sensors, relays, servos, motors, etc, were limited to a delete of the suction jet pump, and the addition of DBW.

The pdf file comparing all of the part numbers between the two engine types is up in the first post of this thread.

Last edited by alexxander.foster; 06-29-2012 at 09:22 AM.
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Old 06-29-2012, 10:15 AM   #33
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Quote:
Originally Posted by alexxander.foster View Post
Also, I noticed that the secondary air pump already has a pin assigned to it on Module 4 pin 3. For the Module 4 connection, both the MS42 and MS43 already match up so no modifications need to be made. But for some reason theres a second connector going to the secondary air pump on module 3 pin 52, which the MS43 requires. wtf...
The MS43 DME has two outputs for this, which might be what you're talking about for the second pin assignment. One is for the secondary air pump and one is for the secondary air valve. These outputs are only used during warmup until about 48.3C (119F).
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Old 06-29-2012, 11:22 AM   #34
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Quote:
Originally Posted by alexxander.foster View Post
My friend who was talking about the EWS reprogramming was talking about a hack. He still has to sift through the module and see if its possible, but he's confidant it can be done. I dont really care much either way, but it would increase accessibility if he could make it work!

So, now we're pretty much down to two things:
- the differences between the voltage regulators in the MS42 and MS43
- pin 52 on module 3 (the secondary air pump valve)

After this, we're pretty much done. I'm out of ideas on both though.

edit:

Also, I went through the parts diagrams on realoem.com to verify that all of the parts are the same between the M52TU and M54. It looks like 03/2003 is the conservative cut off for compatibility between parts on the two engines. Before 03/2003, pretty much the only differences in engine sensors, relays, servos, motors, etc, were limited to a delete of the suction jet pump, and the addition of DBW.

The pdf file comparing all of the part numbers between the two engine types is up in the first post of this thread.
03/2003 is when they switched to the MS45.1 (in the US/Canada... ROW stayed with MS43 for the entire E46 production run), so that makes sense
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Old 06-29-2012, 11:28 AM   #35
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The MS43 DME has two outputs for this, which might be what you're talking about for the second pin assignment. One is for the secondary air pump and one is for the secondary air valve. These outputs are only used during warmup until about 48.3C (119F).
According to RealOEM, the M52TU cars and the M54 cars both use the same SAP assembly though (until 03/2003 anyway).
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Old 06-29-2012, 12:11 PM   #36
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Originally Posted by TerraPhantm View Post
According to RealOEM, the M52TU cars and the M54 cars both use the same SAP assembly though (until 03/2003 anyway).


Edit: According to the MS42 datalogging protocol there's an output for the secondary air valve and the secondary air pump relay just like MS43. You sure there's not a second pin for it on the MS42?

Last edited by smooth1; 06-29-2012 at 12:22 PM.
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Old 06-29-2012, 03:07 PM   #37
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Sorry guys, I've been predisposed working doubles in the heat.

Am I correct in reading that all the engine sensors are the same between MS42 and MS43? I made it to logging all the p/ns for the 328.

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Old 06-29-2012, 04:03 PM   #38
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Cool! More data is starting to line up. This is very promising news. Hopefully the actual application of this lines up with what we've been researching.

Quote:
Originally Posted by TerraPhantm View Post
03/2003 is when they switched to the MS45.1 (in the US/Canada... ROW stayed with MS43 for the entire E46 production run), so that makes sense
Fantastic! I noticed that the SAP valve showed up on some searches for the 325, but I read that they discontinued the SJP valve on the MS43 so I was confused. That makes perfect sense.

Quote:
Originally Posted by TerraPhantm View Post
According to RealOEM, the M52TU cars and the M54 cars both use the same SJP valve though (until 03/2003 anyway).
Hey smooth1,

Thanks for pitching in, the help is much appreciated sifting through all this data!

I guess I'm not sure that there isnt a second pin on the MS42. I've triple checked all of the pins for both the MS42 and MS43. Everything matches up except for four things:
- throttle body
- accelerator pedal switch
- SJP
- secondary air pump valve

I'm going to do some more digging today to make sure, but I think that the SJP and the secondary air pump valve are the same thing. If thats correct then TerraPhantm and I were right to assume pin 3 need to be relocated to pin 52 for the MS43 swap -we just thought that the pins performed a different function.

Quote:
Originally Posted by smooth1 View Post
Edit: According to the MS42 datalogging protocol there's an output for the secondary air valve and the secondary air pump relay just like MS43. You sure there's not a second pin for it on the MS42?
No worries man, the only reason I have time for this is I'm procrastinating summer school homework -haha!

I haven't looked into p/n's for the 328 or 330 yet, but the 323 and 325 are all the same up to 03/2003. I posted a link to the a part comparison spreadsheet in post number 1 if you want to check it out. Do you need help looking up numbers for the 328/330?

Quote:
Originally Posted by Hornung418 View Post
Sorry guys, I've been predisposed working doubles in the heat.

Am I correct in reading that all the engine sensors are the same between MS42 and MS43? I made it to logging all the p/ns for the 328.

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Old 06-29-2012, 05:51 PM   #39
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No worries man, the only reason I have time for this is I'm procrastinating summer school homework -haha!
Haha - I'm working in a lab and a lot of time is spent just waiting for some process to finish, so I just hop on here during that time ;P
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Old 06-29-2012, 06:41 PM   #40
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Crisis averted!

I dug a little deeper about the SJP and found that it is, in fact, only used on the M52TU engines with the MS42. Its suppose to provide brake servo vacuum assist by use of a solenoid valve. I'm not really sure why it would be needed, but it cuts off vacuum to the brake servo on command from the DME. For the MS43 they disabled the solenoid pin and replaced the whole SJP valve with an open tube. I posted the updates in post one's X60003 spreadsheet and put a part number next to the SJP pin for the open tube replacement. Depending on how the solenoid works (i.e., if it has to be energized to close, but otherwise is open), it might be fine to just leave the SJP in place.

Also, I figured out why I was getting confused about the SAP -I was looking at a non-USA MS43. When I looked at the USA_LHD MS43 both of the SAP pins were present and in the exact same position as for the MS42 harness.

edit 1:

I caught up to where TerraPhantm was regarding the Fuel leak diagnosis pump. The pin locations and descriptions are as he says. Additional info: The MS42 uses a 3 pin leak diagnosis pump and the MS43 uses a 4 pin leak diagnosis pump. I agree with TerraPhantm that it would be minimal wiring to impliment, but it just seems like a lot of work for something I dont care about I live in California so I will have to deal with this eventually, but I would MUCH rather just get a euro tune and ignore this stuff for now.

Last edited by alexxander.foster; 06-29-2012 at 07:48 PM.
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