[scalbert]

Originally Posted by e.n335

I know this since autumn 2007 ... touché. I did datalogs

Datalogs did not show this, that was one of the issues.

[e.n335]

Originally Posted by scalbert

Datalogs did not show this, that was one of the issues.

A flat datacurve on the top says a lot ...

[scalbert]

Originally Posted by e.n335

A flat datacurve on the top says a lot ...

IMO, no it doesn't. About all it tells me is that an external gauge is required as it could be at 15 PSI or 25 PSI.

[e.n335]

Originally Posted by scalbert

IMO, no it doesn't. About all it tells me is that an external gauge is required as it could be at 15 PSI or 25 PSI.

Agree, with peak recall functionality .

[pikkashoe]

So V.3 has fixed the overboost situation in your opinion, based on what you are seeing on here.

I dont really trust the logs at this point, because before my logs said they where fine, and I remember reading some posts where they said the Software wouldnt log anything over 15 psi.

[scalbert]

Originally Posted by pikkashoe

So V.3 has fixed the overboost situation in your opinion, based on what you are seeing on here.

I dont really trust the logs at this point, because before my logs said they where fine, and I remember reading some posts where they said the Software wouldnt log anything over 15 psi.

Yes, and what you see on the gauge is reflected in the software.

[pikkashoe]

How does what i see in the gauge reflect in the software, since supposedly it never read over 15 psi, yet im seeing split second peaks up in the 17 to 18 psi range

[scalbert]

Originally Posted by pikkashoe

How does what i see in the gauge reflect in the software, since supposedly it never read over 15 psi, yet im seeing split second peaks up in the 17 to 18 psi range

The issue was never the software, it is the bridge resistor which limited the map signal. In V3 the resistor is removed and accurate readings are had at all boost levels.

[pikkashoe]

So before the resistor didnt allow the software to see anything higher than 15 psi. But v3 now by passes, that, when you say v3, im guessing you mean the new software.

[scottp999]

Well, I'm glad it is fixed in V3 and shame on me for not installing a boost gauge earlier. This is my first turbo car.

[pikkashoe]

Wow, ive been out of town for the last two weeks, just saw v3 is available!
$375 ouch. Well you have to pay to play!!

[scalbert]

Originally Posted by pikkashoe

So before the resistor didnt allow the software to see anything higher than 15 psi. But v3 now by passes, that, when you say v3, im guessing you mean the new software.

Guess you answered yourself just above...

[pikkashoe]

See kids, thats what you get when you go to college!!

Time to order v3.0. Anyone know the turn around time, shiv said 50 a week shipping out, how many have been ordered though, i dont want to order and wait weeks and weeks and weeks.

[scottp999]

Originally Posted by pikkashoe

See kids, thats what you get when you go to college!!

Time to order v3.0. Anyone know the turn around time, shiv said 50 a week shipping out, how many have been ordered though, i dont want to order and wait weeks and weeks and weeks.

Shiv, mentioned earlier this week that if someone ordered now it would be 3 weeks until shipment.

I can't wait to get my hands on it.

[pikkashoe]

Thanks scott.

I guess for now I will hold off then, I want to make sure 100% there are no kinks either. NO rush for me.

[cwn23]

Somehow I think 3 weeks is being nice....I would gamble and say 5 to 6 weeks the most!

[pikkashoe]

Your probably right about that.

[scottp999]

Originally Posted by pikkashoe

I guess for now I will hold off then, I want to make sure 100% there are no kinks either. NO rush for me.

My opinion is not to hold off. It looks like v3 does a very superior job of managing boost levels and making sure it hits target and does not go over or under.

A couple of Shiv Quotes:

1) We have incorporated boost control logic that, as far as I know, has never been done before in the aftermarket.
from: http://www.e90post.com/forums/showthread.php?t=134243

2)And even then, v2 doesn't have the same adaptive/failsafe/boost control features that we implemented with v3 so that would be unsafe.
from: http://www.e90post.com/forums/showth...=139622&page=6

3) The whole idea behind v2 was, in fact, to drive the solenoids directly to avoid the limitations induced by the factory ECU. v3 takes it a step further by revising the entire PID-based boost control logic used to drive the solenoids. It was the next (and last) logical step.from:http://www.e90post.com/forums/showth...=135636&page=4

4) What we are doing with boost control is a bit different than what we did with v2, which was already very different from other solenoid bypass approaches adopted by other systems. First of all, v2 drove both solenoids. It did not bypass one physically or electrically. This mean that we had twice as much mechanical control over the vacuum signal (what controls boost) in the wastegate line. With two solenoids, we could could reduce the vacuum quicker and catch boost spikes earlier than anything else. But it was reactive so modest spikes/oscillations were bound to occur. Especially in low backpressure (ie, catless) applications. Still not nearly as bad as what we've seen with solenoid bypassing applications.

NOW... with v3, we are monitoring the rate of change in throttle angle, along with swings in engine load/boost, in order to predict how much "pre-spool" we want the turbos to have. At higher RPM and at sudden throttle openings, we actually reduce the amount of pre-spool in order to keep the boost from ramping up uncontrollably. As a result, the boost quickly climbs to 2-3psi just short of the boost target and then ramps towards max boost as quickly (and controllably) as possible. Once boost is locked on the target, the error corrections are small, quick and additive. It results in a virtually spikeless boost control system. Needless to say, the boost logic required to support a stable 15psi catless application is worlds different that what is required to support a 6-7psi stock car application.

And then there is our closed loop/PID system acting as a "watchdog" running in the background, in parallel with the factory boost control system, ready to take over when needed by immediately ramping up Proportional and Integral corrections when boost begins to get out of line.

from: http://www.e90post.com/forums/showthread.php?t=134604

In additon to a better method of controling boost, there is also an overboost protection sub-system in V3:

Two new features that we've incorporated in v3 is overboost protection and leanrun protection. Overboost protection is a built-in subsystem that constantly monitors boost pressure. If boost pressure exceeds a pre-determined boost pressure for longer than a pre-determined length of time, the PROcede will automatically switch over to a stock-like valet mode. To reset it back to normal, the user will have to cycle the ignition OFF/ON. The idea behind this feature is to make it impossible to run unsafe boost pressures in the event of mis-adjusted User Torque values or wastegate failure. As a default, we've been setting the boost and time thresholds to 15.5psi and 1 second, respectively.

from: http://www.e90post.com/forums/showthread.php?t=135636

Don't wait, get it ASAP. After obserivng my V2 boost spikes today, V3 is a high priority.

[Tuned335i]

IMO V2 is still viable, even though I ordered my V3 update last week. When the weather got hotter I started running logs and reduced my user settings quite a bit to keep the boost reasonable (IMO), but I'm decided to stay below 13psi until my V3 PnP arrived. V2 user torque settings control has worked great and no limps or any other codes as from day 1.

[scottp999]

Originally Posted by Tuned335i

IMO V2 is still viable, even though I ordered my V3 update last week. When the weather got hotter I started running logs and reduced my user settings quite a bit to keep the boost reasonable (IMO), but I'm decided to stay below 13psi until my V3 PnP arrived. V2 user torque settings control has worked great and no limps or any other codes as from day 1.

I agree that it has worked great, but I was negligent in monitoring boost with an external boost gauge and I have been over-boosting my car. Keep in mind that your logs are bogus on the high side with the V2 software. It is a known issue that with V2 the logging software will not go above 15PSI. You could have been running 23PSI like me and you would not have known if you did not use an external boost gauge. I saw Shiv's post to run 94% on 93 octane and just went with it. Big mistake, my mistake, I should have monitored. Dropping from 94% to 90% yesterday yields 17.5 PSI. Still too high. Will drop to 88% today. I just want to urge anyone with V2 to get an external boost gauge. Do not rely on the data logs.

V3 is going to be a great thing, and I'm very excited to get it.

[Tuned335i]

Originally Posted by scottp999

It is a known issue that with V2 the logging software will not go above 15PSI.

This is interesting. I read that also, but I have logs that show spikes of greater than 15psi at throttle closure. How is a datalog with a 16.3psi spike possible if it won't read above 15?

Originally Posted by scottp999

You could have been running 23PSI like me and you would not have known if you did not use an external boost gauge. I saw Shiv's post to run 94% on 93 octane and just went with it. Big mistake, my mistake, I should have monitored. Dropping from 94% to 90% yesterday yields 17.5 PSI. Still too high. Will drop to 88% today.

Running 90% my electric gauge with peak recall showed a rock solid 14.8-15psi during the winter. I reduced my settings to 70% and got about 12psi, which is where I'm going to stay until my PnP arrives.

Originally Posted by scottp999

I just want to urge anyone with V2 to get an external boost gauge. Do not rely on the data logs.

+1 The car should have had a boost gauge from the factory. Increasing the boost without installing a boost gauge at the same time is somewhat scary.

[LambOfGod]

Originally Posted by scottp999

My opinion is not to hold off. It looks like v3 does a very superior job of managing boost levels and making sure it hits target and does not go over or under.

A couple of Shiv Quotes:

1) We have incorporated boost control logic that, as far as I know, has never been done before in the aftermarket.
from: http://www.e90post.com/forums/showthread.php?t=134243

2)And even then, v2 doesn't have the same adaptive/failsafe/boost control features that we implemented with v3 so that would be unsafe.
from: http://www.e90post.com/forums/showth...=139622&page=6

3) The whole idea behind v2 was, in fact, to drive the solenoids directly to avoid the limitations induced by the factory ECU. v3 takes it a step further by revising the entire PID-based boost control logic used to drive the solenoids. It was the next (and last) logical step.from:http://www.e90post.com/forums/showth...=135636&page=4

4) What we are doing with boost control is a bit different than what we did with v2, which was already very different from other solenoid bypass approaches adopted by other systems. First of all, v2 drove both solenoids. It did not bypass one physically or electrically. This mean that we had twice as much mechanical control over the vacuum signal (what controls boost) in the wastegate line. With two solenoids, we could could reduce the vacuum quicker and catch boost spikes earlier than anything else. But it was reactive so modest spikes/oscillations were bound to occur. Especially in low backpressure (ie, catless) applications. Still not nearly as bad as what we've seen with solenoid bypassing applications.

NOW... with v3, we are monitoring the rate of change in throttle angle, along with swings in engine load/boost, in order to predict how much "pre-spool" we want the turbos to have. At higher RPM and at sudden throttle openings, we actually reduce the amount of pre-spool in order to keep the boost from ramping up uncontrollably. As a result, the boost quickly climbs to 2-3psi just short of the boost target and then ramps towards max boost as quickly (and controllably) as possible. Once boost is locked on the target, the error corrections are small, quick and additive. It results in a virtually spikeless boost control system. Needless to say, the boost logic required to support a stable 15psi catless application is worlds different that what is required to support a 6-7psi stock car application.

And then there is our closed loop/PID system acting as a "watchdog" running in the background, in parallel with the factory boost control system, ready to take over when needed by immediately ramping up Proportional and Integral corrections when boost begins to get out of line.

from: http://www.e90post.com/forums/showthread.php?t=134604

In additon to a better method of controling boost, there is also an overboost protection sub-system in V3:

Two new features that we've incorporated in v3 is overboost protection and leanrun protection. Overboost protection is a built-in subsystem that constantly monitors boost pressure. If boost pressure exceeds a pre-determined boost pressure for longer than a pre-determined length of time, the PROcede will automatically switch over to a stock-like valet mode. To reset it back to normal, the user will have to cycle the ignition OFF/ON. The idea behind this feature is to make it impossible to run unsafe boost pressures in the event of mis-adjusted User Torque values or wastegate failure. As a default, we've been setting the boost and time thresholds to 15.5psi and 1 second, respectively.

from: http://www.e90post.com/forums/showthread.php?t=135636

Don't wait, get it ASAP. After obserivng my V2 boost spikes today, V3 is a high priority.

Didn't we all pay for something that was suppose to work? V2 I'm not buying V3 until V2 is fixed and works properly.

Shiv.....again.....are you going to fix this problem or are you going to upgrade me to V3 for free?