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Old 11-01-2013, 01:58 AM   #21
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Some great info in here!
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Old 11-05-2013, 08:14 AM   #22
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Ground spot picked.

Need to put back goo.

I have my base file.

Should fire it up tomorrow.

-Matt
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Old 11-06-2013, 05:25 PM   #23
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I cleaned up the goo this morning and finished that.

I got everything mounted up as it should be.

I was going to use the pigtail connector for the injector, but all of that is in a plastic case that's a pain in the ass to get to. Trying to figure out a different option - looks like there are two weatherpack connectors connecting near the fuel rail. Might try and just wire the injectors up through there (have someone build me a small harness that i would just swap the pins on the ProEFI harness with.) Only reason I say build is I'm tired of working on the harness, and the tools for those connectors are expensive.

Another setback, but this should be the last one.

I will have detailed pics of install when it's closer to final install instead of just quick fire-up and idle.

-Matt
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Old 11-09-2013, 06:28 PM   #24
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So I tried my hand at the fuel injector again today.

This time I was able to get the entire assembly off of the injectors. Simply push the metal clips backward a bit, and pull up on the box. Be careful.

Then undoing the plastic clips on the box wasn't fun. You have to do the clip on both sides at each point, can't do all one side, then the other.

With the way the things are set up, if you move one connector out of the way, there's not a lot of slack. So, you can't keep the rest of the injectors level.

So option a:

Remove wiring from box, go with injector idea.

option b:

Tap into wire at harness near DME.

option c:

No idea.


Might have to go with option b.

-Matt
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Old 11-18-2013, 07:16 PM   #25
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I went with option b, tested the wiring harness, but have not had time to go over some issues with the CAN implementation. I had a fun time when I had that hooked up. Tried cranking it with the CAN bus not hooked up to the ProEFI and it cranked but did not start. I was missing a DLL file on my laptop so I didn't see the actual fault code at the time. I have the file now and will try in the morning when I can see what I'm doing. I hope to have it started soon. After I get it to start, it may require debugging of the CAN bus to figure out where the necessary data for things like throttle position are. We'll see soon.

Also, working in the small DME box is not fun!

-Matt
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Old 11-30-2013, 06:13 PM   #26
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Smile Milestone Achieved!

Today I successfully started the 330 on the ProEFI!

Some things learned:

* The M54 based cars are NOT VR sensors like the S54, they are Hall Effect (Digital) 60-2 setups.
* The 330 w/ MS45.1 is NOT returnless, that applies to the Z4s only.
* Low battery voltage will do weird stuff.

I have not tried seeing how many things are good to go. I only started it for a few seconds. Currently I do not have cam sync, as I have nothing wired to the cam position sensor. It was also running rough because I forgot to hook up cylinder 6 (oops!!!), so I thought something was really wrong, but I'm just a dummy.

The cyl 1 ignition offset is weird to me - according to http://m54megasquirt3.blogspot.co.uk/ it should be 324 degrees or 325 depending upon VR or Hall Effect (he's in a weird spot as the M54 is a swap on that car), yet the ignition offset I put in to get it to start was 29 degrees (thanks @bimmerguy055).

I'm going to see Garth @ Undercover Tuning on Wednesday to verify ignition timing is right, get a MAP and Fuel Pressure sensor installed, and button it up to hopefully be able to drive around on it.

I was quite frustrated a few days ago, but feeling much better about this now.

-Matt

Last edited by mdrobnak; 12-07-2013 at 02:06 PM. Reason: Edited fuel system info, again.
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Old 11-30-2013, 06:27 PM   #27
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Quote:
Originally Posted by mdrobnak View Post
Today I successfully started the 330 on the ProEFI!

Some things learned:

* The M54 based cars are NOT VR sensors like the S54, they are Hall Effect (Digital) 60-2 setups.
* The 330 w/ MS45.1 is NOT returnless, that applies to the Z4s only.
* Low battery voltage will do weird stuff.

I have not tried seeing how many things are good to go. I only started it for a few seconds. Currently I do not have cam sync, as I have nothing wired to the cam position sensor. It was also running rough because I forgot to hook up cylinder 6 (oops!!!), so I thought something was really wrong, but I'm just a dummy.

The cyl 1 ignition offset is weird to me - according to http://m54megasquirt3.blogspot.co.uk/ it should be 324 degrees or 325 depending upon VR or Hall Effect (he's in a weird spot as the M54 is a swap on that car), yet the ignition offset I put in to get it to start was 29 degrees (thanks @bimmerguy055).

I'm going to see Garth @ Undercover Tuning on Wednesday to verify ignition timing is right, get a MAP and Fuel Pressure sensor installed, and button it up to hopefully be able to drive around on it.

I was quite frustrated a few days ago, but feeling much better about this now.

-Matt
Glad I could help, shouldn't be much longer now, and you'll be driving it on the street! I'm very curious how the idle will work out, as the DME(A.K.A,the stock ECU) and EMS (standalone) are fighting each other. I'd see about taking control of the VANOs, as it should give you more control especially on cold starts. The EMS sees everything on the CAN bus?
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Old 12-01-2013, 09:31 PM   #28
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I hooked it up today and it did idle, but it was seemingly really rich. I think the injector offsets were off a bit. I will be adjusting them and trying again either tomorrow or Wednesday at Undercover Tuning.

It looks like the IAT transfer function I have is incorrect, as it was reading air temp too high.

The Coolant Temp information is also incorrect, so that CAN PID does not match MS43 (not entirely shocking).

Throttle position is not correct either.

I will be wiring up the cam position sensor tomorrow as well.

Once I get an idle that doesn't die after 30 seconds (this was a completely cold start), I will use CANKing to see what we can find.

The ignition timing is REALLY retarded during the first 30 seconds of a cold start on the MS45. I didn't log the right things with the ProEFI so I didn't get data I'd consider useful.

More tomorrow.

-Matt
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Old 12-02-2013, 04:03 AM   #29
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With so many sensor readings being "off", I would look at your ground connection.
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Old 12-02-2013, 07:13 PM   #30
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It simply comes down to the calibration is not ready yet. Not unexpected. I modified the injector offsets and things got a lot better.

The good news is with wiring up the Cam Position Sensor, I have "Encoder" (aka Crank), and Cam Sync.

The bad news is that while it did idle around 1000 without too much trouble (definitely oscillating between 750 - 1000), the stock DME thinks 3 cylinders are misfiring. So moving forward, but not there yet. First order of business is to get timing sync right with a timing light (which I don't have). I still was not comfortable leaving things idling for too long given the somewhat bumpy idle and the Service Engine Soon light blinking at me.

I gave it a little throttle and it was ok, but nothing above 1500 RPMs. Everything was fine after swapping back to the DME.

The other piece of bad news is I bought a kit without a fuel pressure sensor. More money to spend.

-Matt
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Old 12-05-2013, 06:16 PM   #31
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Yesterday I was at Undercover Performance in NJ and spent some time working with Garth.

Garth looked at my setup, fabricated a setup to install a ProEFI fuel pressure sensor, installed a MAP sensor, and installed the Wideband O2 sensor in the bank 2 position.

We then tried to get the TDC offset correct. After trying various offsets, Garth came to the conclusion that "cylinder 1 isn't cylinder 1", and as it turns out, he was right.

We verified all of the wiring from the ProEFI to the igniters, and then from the igniters to the coils themselves. In doing so, we found out that I swapped the wires for cylinder 1 and cylinder 3!

After swapping them, the car started up on the 29 degree TDC offset that bimmerguy gave me, and it runs like a champ. I have to wire up TPS, as Garth was finding that worked out better then getting off the CAN bus, then start logging and determine Engine Coolant temp, oil temp, and air intake temp CAN IDs. At that point I can start working on the calibration to get the car driving close to what it was before. I have a check-engine light due to moving the DME's bank 2 sensor out of the way until I can get an additional bung welded in.

I have to re-arrange some of the wiring, and after I do so I will take some good pictures and get a quick "install guide" here.

-Matt

Last edited by mdrobnak; 12-07-2013 at 02:05 PM. Reason: Removed note about fuel system.
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Old 12-07-2013, 01:42 PM   #32
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Updates:

Coolant temp IS correct. Yay.
400k CAN messages in < 20 seconds. Yikes.
Startup is pretty decent:



I HAVE to get TPS off of CAN because of the < 30% pedal position = use IAC. Oops, forgot about that.

DME is too freaking smart. Once it realized that the O2 sensor was unplugged, it stopped applying any O2 Integrators. So I kinda have to get it working right now, or put the other O2 sensor back, which I'm not sure I have the tools for.

Off to analyze CAN bus data.

-Matt
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Old 12-07-2013, 02:02 PM   #33
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PS I edited a post up above - my car IS returnless. I got bad info on that one.
A returnless fuel system is one where there is no fuel pressure regulator and the fuel pressure is controlled/set by the fuel pump. Since your car HAS a fuel pressure regulator (integrated with the fuel filter, setting the fuel pressure to a static 3.5 bar), with a return line, it is NOT a returnless system. Hence, the initial info you got was correct, and your posts are now incorrect again.
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Old 12-07-2013, 02:05 PM   #34
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Oh, I get it now. The return line is not at the rail as in other designs.

I'll be over in a corner now. And fixing the posts, again.

Sorry about that.

-Matt
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Old 12-14-2013, 11:22 AM   #35
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Engine Coolant Temperature was correct.
Maximum PSI has installed the Oxygen sensors the way they're supposed to be.

It's too damn cold and snowy out to do anything.

Here's how I gathered the CAN info:

Ok, so you load the CANKing software instead of the ProEFI software.
Tell it to go on bus @ 1Mbit/s, and choose the log to file function. Don't start logging yet.

Start the car...let it settle.

Hook up your OEM interface as well, so you have a reference point. I'm using BMWLogger for the moment..

Start logging on that.

Start logging on CAN.

Get a few throttle stabs, one a bit slower... etc

Stop both logs.

I loaded both CSV outputs into LibreCalc. BMWLogger gives me real CSV. CANKing gives fixed-width columns. I outputted the file into a real CSV source, and got something like this:
Code:
0,257, 8   6 141  52   0   0  41   2   1,1116.323320 R
0,272, 8   0   0   0   2 100 100  83   0,1116.323450 R
0,273, 8   0   0   1 202  15 160   2 162,1116.323640 R
0,274, 8   0  33   5 108   0   0   0   3,1116.323770 R
0,280, 8   0   0  68   5 128 164   0   0,1116.323900 R
0,258, 8   0   0   0   0   0   0   0 140,1116.324090 R
0,259, 8   0  72 159  69  88   0   0   0,1116.324220 R
0,260, 8   3 110  19 136   0   0   0   0,1116.324350 R
0,256, 8   5 180   5 176   3 252   0  41,1116.324540 R
0,275, 8   6  80   6  80   6  80   6  80,1116.324670 R
0,276, 8   6  80   6  80   6  80   6  80,1116.324790 R
0,277, 8   6  80   6  80   6  80   6  80,1116.324920 R
0,278, 8   0   2   0   2   0   2   0   2,1116.325110 R
0,279, 8   0   1   0   1   0   0   0   0,1116.325240 R
0,281, 8   1   0   4   0   0   0   3 232,1116.325370 R
Two things to note:
The "8" is the data length, that should have been it's own column. I also did decimal values here, which makes it easier for humans to read. In the end, I verified my thoughts using the Hex values.

Ok, I loaded it into a db:

mdrobnak=> \d can1
Table "public.can1"
Column | Type | Modifiers
---------+---------+-----------
channel | integer |
id | integer |
data | text |
ts | text |


I then determined the unique IDs being sent during the logging time period:

mdrobnak=> select distinct id from can1 order by id;
id
-----
256
257
258
259
260
261
263
264
265
272
273
274
275
276
277
278
279
280
281
289
290
291
292
(23 rows)

Out of 400,000 messages, they are 23 different sources.

Lets see how much *unique* data we have:

mdrobnak=> select id,count(distinct data) from can1 group by id order by count;
id | count
-----+-------
289 | 1
292 | 1
258 | 1
265 | 1
272 | 1
280 | 1
291 | 1
261 | 1
263 | 1
290 | 2
279 | 6
259 | 14
264 | 20
281 | 22
278 | 30
274 | 45
273 | 53
276 | 104
275 | 104
277 | 104
256 | 134
260 | 236
257 | 260
(23 rows)

Likely IDs for throttle are either 259,264,281,278,274

281 - not likely
279 - not enough data
290 - just two patterns
278 - not high enough values
274 - quite possible - Least significant word (D7)?
259 - not likely

mdrobnak=> select distinct data from can1 where id=274;
data
------------------------------------
8 0 33 5 104 0 0 0 15
8 0 33 5 108 0 0 0 34
8 0 33 5 102 0 0 0 14
8 0 33 5 103 0 0 0 15
8 0 33 5 102 0 0 0 12
8 0 33 5 107 0 0 0 3
8 0 33 5 107 0 0 0 38
8 0 33 5 104 0 0 0 14
8 0 33 5 109 0 0 0 3
8 0 33 5 110 0 0 0 3
8 0 33 5 107 0 0 0 51
8 0 33 5 102 0 0 0 15
8 0 33 5 103 0 0 0 14
8 0 33 5 104 0 0 0 13
8 0 33 5 100 0 0 0 15
8 0 33 5 103 0 0 0 19
8 0 33 5 100 0 0 0 16
8 0 33 5 100 0 0 0 3
8 0 33 5 105 0 0 0 22
8 0 33 5 99 0 0 0 15
8 0 33 5 101 0 0 0 14
8 0 33 5 102 0 0 0 13
8 0 33 5 107 0 0 0 5
8 0 33 5 105 0 0 0 17
8 0 33 5 107 0 0 0 12
8 0 33 5 106 0 0 0 3
8 0 33 5 103 0 0 0 13
8 0 33 5 108 0 0 0 41
8 0 33 5 102 0 0 0 16
8 0 33 5 108 0 0 0 3
8 0 33 5 103 0 0 0 3
8 0 33 5 107 0 0 0 13
8 0 33 5 105 0 0 0 16
8 0 33 5 105 0 0 0 13
8 0 33 5 102 0 0 0 3
8 0 33 5 104 0 0 0 26
8 0 33 5 105 0 0 0 3
8 0 33 5 104 0 0 0 3
8 0 33 5 106 0 0 0 45
8 0 33 5 102 0 0 0 17
8 0 33 5 106 0 0 0 40
8 0 33 5 107 0 0 0 28
8 0 33 5 105 0 0 0 14
8 0 33 5 105 0 0 0 12
8 0 33 5 105 0 0 0 44
(45 rows)

That looks like someone manipulating throttle...

In my second run, I have 3 times which correlate not exactly, but as I would expect for a DBW setup. Therefore, 274 / 112 HEX is likely the correct ID. I sent this off to Garth the other day but haven't gotten anywhere with it yet.

This PDF was useful to me, though it's for a much older version of the software:

http://www.copleycontrols.com/motion...tor-Kvaser.pdf

-Matt
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Old 12-19-2013, 08:39 PM   #36
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TPS issue resolved. There was a toggle to use CAN or not. Enabled it ( which is not visible in the v2 software ) and voila TPS.

Note the CAN info up there is the ProEFI, not factory. I stupidly assumed it would be rebroadcast. I figured out mass flow in grams/sec.

Next hurdle is getting the CAN cable and gauge inside the car.

-Matt

Last edited by mdrobnak; 12-20-2013 at 01:51 PM. Reason: Clean up post from phone.
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Old 12-20-2013, 01:20 AM   #37
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I honestly wish I understood half of this so I could attempt it on my car lol. Keep up the good work OP!
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Old 12-20-2013, 11:31 AM   #38
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Quote:
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TPS issue resolved. There was a toggle to use CAN or not. enabled it ( which is not visible in the v2 software) and voila a TPS.

Note the CAN info up there is the ProEFI, not factory. I stupidly assumed it would be rebroadcast. I figured out mass flow in grams/sec.

Next hurdle is getting the CAN cable and gauge inside the car.

-Matt
Matt,

It's worth noting that the OBD2 port does not provide direct access to the CAN bus on all E46 models. (Or BMWs in general)

On my 2001 E46, the OBD2 port connects to a wire called the K-Bus, or also known as TXD on wiring diagrams. This goes to the instrument cluster, which is the gateway to the CAN bus. The K-bus speed is 9.8kbs...so reading what the DME is doing is pretty slow!
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Old 12-20-2013, 01:54 PM   #39
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Matt,

It's worth noting that the OBD2 port does not provide direct access to the CAN bus on all E46 models. (Or BMWs in general)

On my 2001 E46, the OBD2 port connects to a wire called the K-Bus, or also known as TXD on wiring diagrams. This goes to the instrument cluster, which is the gateway to the CAN bus. The K-bus speed is 9.8kbs...so reading what the DME is doing is pretty slow!
Yep, there's a quick disconnect harness for the CAN bus direct to the DME in the ProEFI harness. Theoretically you could tap in there with the CANKing software.
That would be 500kbit/sec.

-Matt
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Old 12-22-2013, 04:37 PM   #40
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I will be posting up pics in the next couple days, I cleaned up the engine bay wiring and I now have the car running on the ProEFI all the time. I also ran wires into the cabin for the CAN Gauge I have. There's a question about wiring I have due to the factory CAN Bus being already being connected to the CAN2 connector, which is where the Gauge is supposed to be wired to...

So far I've tweaked some timing to be a bit less aggressive vs the example M3 timing I was given. I have the stock ECU and the MAP sensor agreeing on MAP values now.

Accel / Decel fuel needed a lot of work, it was way to aggressive by default.

It still has some odd interactions with SSG. I have to figure out how to get shift spark retard working.

I also seem to have a bit of bucking between 2500 - 3000 RPMS, not sure if that's a transmission, accel / decel fuel, or timing issue. Fun stuff.

The car is drivable currently, but not going too crazy cause of still needing lots of tweaking.

-Matt
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