Tony's Built 3.0l GT35R E46 325 4dr - Lutz Performance

Looking good

Thank you guys, exhaust is almost done

Nice work!
About MS45 builtin torque control - it's true. When calculated TQ exceeds stock DME goes in limp mode. I checked this myself on M54B25 with B30 head + intake + exhaust and tune attempt by me. When bhp exceeds stock its OK but if TQ more than stock DME goes in limp mode. Because of this I'm thinking about Pro48 (no knock control, but budget) or AEM or MS3 + stock DME and Parallel ECU mode...

Good question was about what to do with non availablity injectors and coils at stock DME after rewiring to aftermarket ECU? Or stock DME will be happy with this by default?

Sexy build, good luck with it

OP look sick! Can't wait to see results. Not sure if I missed this or not OPN? And the fixed harmonics of the crank issue?

Originally Posted by e60fan

Nice work!
About MS45 builtin torque control - it's true. When calculated TQ exceeds stock DME goes in limp mode. I checked this myself on M54B25 with B30 head + intake + exhaust and tune attempt by me. When bhp exceeds stock its OK but if TQ more than stock DME goes in limp mode. Because of this I'm thinking about Pro48 (no knock control, but budget) or AEM or MS3 + stock DME and Parallel ECU mode...

Good question was about what to do with non availablity injectors and coils at stock DME after rewiring to aftermarket ECU? Or stock DME will be happy with this by default?

Should post up a new thread about this. I am plan to run a PiggyBack Stand-Alone system if I can't get my car tuned correctly...

Originally Posted by TrippinBimmer

Should post up a new thread about this. I am plan to run a PiggyBack Stand-Alone system if I can't get my car tuned correctly...

Done...
http://forum.e46fanatics.com/showthread.php?t=970357

Exhaust done, wheels mounted, hotside charge pipe complete

Originally Posted by e60fan

Nice work!
About MS45 builtin torque control - it's true. When calculated TQ exceeds stock DME goes in limp mode. I checked this myself on M54B25 with B30 head + intake + exhaust and tune attempt by me. When bhp exceeds stock its OK but if TQ more than stock DME goes in limp mode. Because of this I'm thinking about Pro48 (no knock control, but budget) or AEM or MS3 + stock DME and Parallel ECU mode...

Good question was about what to do with non availablity injectors and coils at stock DME after rewiring to aftermarket ECU? Or stock DME will be happy with this by default?

If your having problems like above.. You need to stop trying to tune it yourself...

Aftermarket ECU's tend to not work well with the rest of the E46. CAN-BUS needs to have CAN-BUS to communicate with. Cheap ECU's normally don't have it. The BMW ECU is very tunable you just have to know how...

Originally Posted by GGray

If your having problems like above.. You need to stop trying to tune it yourself...

Aftermarket ECU's tend to not work well with the rest of the E46. CAN-BUS needs to have CAN-BUS to communicate with. Cheap ECU's normally don't have it. The BMW ECU is very tunable you just have to know how...

LMK when u an Expert in MS45 DME's...

Looking good so far

Originally Posted by TrippinBimmer

LMK when u an Expert in MS45 DME's...

I know who to contact to do my tuning... And I know how CAN-BUS works.. Meaning you cannot just slap an aftermarket ECU, or piggy back in the E46 without a boat load of problems from the other systems that tie into the ECU and communicate with each other... EWS, ABS, traction control,etc... if not happy it will send the E46 into limp mode, or even a no crank situation if EWS is not happy.

Originally Posted by TrippinBimmer
LMK when u an Expert in MS45 DME's...

Originally Posted by GGray

I know who to contact to do my tuning... And I know how CAN-BUS works.. Meaning you cannot just slap an aftermarket ECU, or piggy back in the E46 without a boat load of problems from the other systems that tie into the ECU and communicate with each other... EWS, ABS, traction control,etc... if not happy it will send the E46 into limp mode, or even a no crank situation if EWS is not happy.

I have the latest firmware Unichip Q+.
I can control fuel/timing (retard,advance), DISA, DBW and so far no issue with intake cam timing. Unichip can tap into CAN BUS too for things like speed limiters, rpm limiters or sometimes torque control.
luckily for the MS45 torque control comes by the way of throttle actuation. DBW on the MS45 is easier to control then cars that use the 300mV - 2.6V feedback signals. MS45 uses 500mV - 4.5V feedback signals.

No issues here after so much experimentation the past few months.

Hot side piping complete w/ Tial Q BOV

Any reason why having the BOV so far away from the manifold? (Long Vacuum Line = delay responds?) Other then that Sick Setup so far!!!

I also noticed No MAF Alpha-N tuning!?!

Originally Posted by str8dum1

i'd be very wary about that Level 10 transmission. terrible track record...

BS! or should i say that is simply not true.

I had a Level10 Tranny custom built for a Subaru SVX Back in 99'. 1st they've built and it was truly "Bullet proof"

back then, after mine they sold 4 more and they ALL performed beyond expectation.

i have since left the subaru scene obviously but i beg to differ. level10 is one of the best in this country.

track record, they build transmissions for our military special ops vehicles.

But to not go too far off Topic this does Look S!CK!!!

In for dyno and road video of it in Action!

Looking good Shawn!

Originally Posted by TrippinBimmer

Any reason why having the BOV so far away from the manifold? (Long Vacuum Line = delay responds?) Other then that Sick Setup so far!!!

I also noticed No MAF Alpha-N tuning!?!

It's not that far away from the manifold, by the looks of it it's placed infront of the drivers-side front wheel.

Originally Posted by SweTurbo

It's not that far away from the manifold, by the looks of it it's placed infront of the drivers-side front wheel.

Technically, I'd put the BOV as close to the compressor as possible...at least that's what all the motorsport engineers do. Why bother pumping all that air through the intercooler, adding more heat to cooling element, only to blow it off to atmosphere?

Originally Posted by PEI330Ci

Technically, I'd put the BOV as close to the compressor as possible...at least that's what all the motorsport engineers do. Why bother pumping all that air through the intercooler, adding more heat to cooling element, only to blow it off to atmosphere?

I get your point

Originally Posted by TrippinBimmer

Any reason why having the BOV so far away from the manifold? (Long Vacuum Line = delay responds?) Other then that Sick Setup so far!!!

I also noticed No MAF Alpha-N tuning!?!

Tial uses a pretty large vac line compared to what's really needed. I've put Tial valves all over the place all with different length vac lines and none have ever shown any delayed response. The one on my car is probably the longest/furthest I have done and still no issues



I put the BOV where it is just for best fitment, no other reason.

Originally Posted by PEI330Ci

Technically, I'd put the BOV as close to the compressor as possible...at least that's what all the motorsport engineers do. Why bother pumping all that air through the intercooler, adding more heat to cooling element, only to blow it off to atmosphere?

Originally Posted by TrippinBimmer

I get your point

BOV can be placed a variety of places to alter the performance of the setup. Closest to the turbo is best for the turbo because it's instantly venting any pressure from coming back at the turbo causing compressor surge. Close to the turbo also creates the most lag as it is completely venting any positive pressure from the source and will cause the most lag between shifts. Primarily as it has to completely "refill" the desired boost before the pull starts again in the next gear. Moving the BOV away from the turbo lessens the amount of lag because it is keeping some positive pressure on the turbo side of the system. Most of the time I go for where works best with what's going on with that particular setup. I chose the location on this car for ease of fitment, clearance with fog lights, lack of clearance on the hot side because of turbo placement, and also far enough away from the blow through MAF that will be in the straight piece of pipe directly before the throttle body.