Think dealer will notice this?

e.n335 · 06-25-2007, 05:57 PM

Quote:

Originally Posted by Terry335

Was there another 335 in the race that broke down? Did other modern cars not finish? To me it says more about the 335 itself than the procede.

I talk about facts, you are speculating. I prefer facts.

Terry335 · 06-25-2007, 06:22 PM

Quote:

Originally Posted by eugen.niederreiter

I talk about facts, you are speculating. I prefer facts.

Are you not familar enough with the event to go in to detail? If so, why did you bring it up in the first place?

e.n335 · 06-25-2007, 06:25 PM

Quote:

Originally Posted by Terry335

Are you not familar enough with the event to go in to detail? If so, why did you bring it up in the first place?

Stop trolling again, please. It's boring.

Terry335 · 06-25-2007, 06:27 PM

Quote:

Originally Posted by eugen.niederreiter

Stop trolling again, please. It's boring.

This is my thread, and you're the one trolling it! If you're bored I suggest you skip my posts.

musc · 06-25-2007, 06:38 PM

Quote:

Originally Posted by Terry335

I'm really happy with the v1. The install is clean, drivability is stock, boost is smooth, and it makes great power. No sluggishness, no codes, no hard starting issues, etc. Just a nice kick in the pants across the board. It's amazing that something so simple can make such a profound difference, but big props to BMW for making an easy to modify car.

I suppose if I were a marketing person I'd put it in a box to hide how simple it is, hype up how much R&D it took to develop, and mark the price up 500%. The funny thing is it’s actually easier for me to access the ECU and put this in than it is to reach the turbo tuner clip. Go figure.

The v2 needs work. Since I don’t have the wideband in yet I set the AF ratio overly rich, around 12:1 in the midrange and 11:1 up top, and at 10 psi it feels a lot slower than the stock AF targets at that same boost level. Once the wideband is in I’ll lean it out to around 13:1 in the midrange and 12:1 up top, and then slowly raise the boost until knock retard becomes an issue. I’m hoping to get away with 12psi / 330rwhp.

Do you think you will try tuning for 100 octane? It'd be interesting to see what you could push the boost too with higher octane.

lawdude · 06-25-2007, 06:47 PM

Quote:

Originally Posted by Terry335

I'm sorry but every time I hear about the 12h endurance race I just roll my eyes. It's a great footnote, but in reality it doesn't prove anything, unless having your engine survive 12 hours with larger coolers and race gas is the criteria for modification. Most people around here seem to care about making it 10k, 20k, 50k miles using pump gas and normal coolers.

Whatchya wanna bet that if the ****** survived a 12 hour endurance race we'd never hear the end of it.

Terry335 · 06-25-2007, 06:53 PM

Quote:

Originally Posted by lawdude

Whatchya wanna bet that if the ****** survived a 12 hour endurance race we'd never hear the end of it.

It's survived several 12 hour "daily commute" races.

So if you race around for 12 hours and have to change your engine or turbos after the race, does that count as surviving? I’m just wondering what the rules are.

Terry335 · 06-25-2007, 06:59 PM

Quote:

Originally Posted by catm3

Do you think you will try tuning for 100 octane? It'd be interesting to see what you could push the boost too with higher octane.

Yeah that's the plan. With limited timing control I might wind up doing a ~11psi tune for the street and a ~13psi tune for race gas.

lawdude · 06-25-2007, 07:13 PM

Quote:

Originally Posted by Terry335

It's survived several 12 hour "daily commute" races.

6 hours to work and 6 hours back home. 8 hours at work, 2 hours sleep. That leaves 2 hours to work on ******. Terry-world logic - I'm not about to argue with that. You da man.

Terry335 · 06-25-2007, 07:25 PM

Quote:

Originally Posted by lawdude

Terry-world logic - I'm not about to argue with that. 6 hours to work and 6 hours back home. 8 hours at work, 2 hours sleep. That leaves 2 hours to work on ******. You da man.

When there are no rules or definitions for anything why not.

My point was simple:

A) The conditions between the endurance race and day to day driving are not comparable. The event car had additional coolers, high octane gas, and a special tune.

B) We don’t know for a fact it survived without long or short term powertrain damage

C) There was no control (e.g. a stock 335) to compare against

D) We do not know the conditions of the race. Racing through a desert @ 120mph is different than racing from California to Texas following posted speed limits.

So for the fact that Eugene isn’t familiar enough to discuss the topic in depth, and for the reasons above, I think bringing up the race is irrelevant in this conversation.

Terry335 · 06-25-2007, 07:26 PM

Quote:

Originally Posted by lawdude

6 hours to work and 6 hours back home. 8 hours at work, 2 hours sleep. That leaves 2 hours to work on ******. Terry-world logic - I'm not about to argue with that. You da man.

PS. Don't leave out taking the wife shopping, easily 2 hours there.

nj1266 · 06-25-2007, 07:33 PM

Quote:

Originally Posted by Terry335

No, I couldn't reach the o2 sensors under the car so I ordered their tailpipe adaptor. I don't want to weld a bung since it's only a temp setup. It should be here next week. Driving around town the v2 circuit is working and richening the car up under boost, I just need to dial it in with the LM1 and then slowly raise the boost.

Placing a wideband in the tailpipe does not give accurate results especially on catted cars. You need to weld a bung in the dp inorder to get accurate results. Also make sure that you do not have any exhaust leaks.

Terry335 · 06-25-2007, 07:43 PM

Quote:

Originally Posted by nj1266

Placing a wideband in the tailpipe does not give accurate results especially on catted cars. You need to weld a bung in the dp inorder to get accurate results. Also make sure that you do not have any exhaust leaks.

Nah it's good enough @ WOT.

jcarlucci1 · 06-25-2007, 07:44 PM

Quote:

Originally Posted by Terry335

Yeah that's the plan. With limited timing control I might wind up doing a ~11psi tune for the street and a ~13psi tune for race gas.

Isn't the turbo tuner boosting 12-13 psi on 91 octane?? Since your tweaking basically the same parameters is this a possibility, or do you feel their tune is unsafe?

Terry335 · 06-25-2007, 07:46 PM

Quote:

Originally Posted by jcarlucci1

Isn't the turbo tuner boosting 12-13 psi on 91 octane?? Since your tweaking basically the same parameters is this a possibility, or do you feel their tune is unsafe?

They run around 11.5psi. It's not safe enough for my taste, but they're great guys and I don't want to comment on their product in general.

nj1266 · 06-25-2007, 07:55 PM

Quote:

Originally Posted by Terry335

Nah it's good enough @ WOT.

No it is NOT good enough when you have a catted car like yours. That is not a proper way to tune cars. The wideband sensor should be placed in the downpipe between 18 and 36 inches from the turbo. Having it in the tailpipe will lead to contamination of the exhaust stream and will give you false results.

Everyone that I know who runs a wideband place it in the dp. You want the sensor to have the least likelihood of getting expose to outside oxygen.

I have LM-1 sensor in the dp and I had a very small leak in the falange between the dp and the high flow cat. Even though the leak was BEHIND the sensor, the sensor picked up the leak @ WOT and made my AFR between 0.5-1 full point off.

Go to a muffler shop and have a bung welded in the dp. It should not cost you more than $40.

Mr Troll · 06-25-2007, 08:00 PM

Terry,

Just wanted to say that your recent threads have been some of the most interesting in this part of the forum. I've owned my 335i for about a month and, believe it or not, was directed to this forum by my BMW salesman who talked about a 80hp/100torque increase with just an "exhaust and a chip". As an electronics/software engineer by background I've been fascinated by the interceptor approach used to fool modern ECUs. I've spend the past few weeks researching exactly what is involved with these systems (my last car tuning experience was on a dual SU carb on a MGB!), and dissected all public info on the haltech system as well as using it to, dare I say it, reverse engineer the Vishnu maps purely to educate myself.

The conclusion I've come to is that the "interceptor computer" approach offers the ultimate edge in performance simply because it is a more tunable system. I don't pretend to understand anything more that the basics when it comes to what combination of boost, timing, a/f are necessary to pull the most power out of an engine, but when a combination of stimulus must be considered to generate the most appropriate response, it is far easier to do this in the digital domain with programmable logic. That said, and my point for this posting, is that I'm convinced that 70-80% of the potential of these programmable digital systems can be had from a discrete electronic system such as your own. Also, deep down I dislike the idea of one computer/controller doing battle with another which is precisely what is going on with the procede/ECU. I'm not a road-racer and am not looking for that last 1% edge but I would like to safely improve my 335 performance if only to beat my friends and fell like I'm driving a more capable 335 and (most) others on the road. ITherefore I'm postponing my order of a procede and will monitor your progress for a little longer... if you manage to tie boost control, A/F ratio and timing together neatly into a discrete package and get 70% of what you can get with a procede (with no codes thrown) sign me up...

Keep up the great work..

PS Yeah I know my login name is stupid!

jcarlucci1 · 06-25-2007, 08:07 PM

Quote:

Originally Posted by Terry335

They run around 11.5psi. It's not safe enough for my taste, but they're great guys and I don't want to comment on their product in general.

Whats your estimate on rwhp at 11psi? And can we go higher than 11 on 93 octane?

lawdude · 06-25-2007, 08:42 PM

Quote:

Originally Posted by Mr Troll

As an electronics/software engineer by background I've been fascinated by the interceptor approach used to fool modern ECUs.

Day trader by day and EE by night. Cool.

Where did you get your EE degree, Sam Houston Institute of Technology?

Mr Troll · 06-25-2007, 08:54 PM

I think you're getting me confused with somebody else..

lawdude · 06-25-2007, 09:11 PM

Quote:

Originally Posted by Mr Troll

I think you're getting me confused with somebody else..

Nope no confusion, Mr Troll = StylePoints

Mr Troll · 06-25-2007, 09:52 PM

Quote:

Originally Posted by lawdude

Nope no confusion, Mr Troll = StylePoints

LOL If you think I'm StylePoints then I guess you also think Procede = Haltech. No, wait a minute, I forgot, you are in THAT camp.

06-25-2007, 08:00 PM	#39
Mr Troll Registered 0 Rep 4 Posts Drives: Penny Farthing Join Date: Jun 2007 Location: Ca iTrader: (0)	This might be what I'm looking for.. Terry, Just wanted to say that your recent threads have been some of the most interesting in this part of the forum. I've owned my 335i for about a month and, believe it or not, was directed to this forum by my BMW salesman who talked about a 80hp/100torque increase with just an "exhaust and a chip". As an electronics/software engineer by background I've been fascinated by the interceptor approach used to fool modern ECUs. I've spend the past few weeks researching exactly what is involved with these systems (my last car tuning experience was on a dual SU carb on a MGB!), and dissected all public info on the haltech system as well as using it to, dare I say it, reverse engineer the Vishnu maps purely to educate myself. The conclusion I've come to is that the "interceptor computer" approach offers the ultimate edge in performance simply because it is a more tunable system. I don't pretend to understand anything more that the basics when it comes to what combination of boost, timing, a/f are necessary to pull the most power out of an engine, but when a combination of stimulus must be considered to generate the most appropriate response, it is far easier to do this in the digital domain with programmable logic. That said, and my point for this posting, is that I'm convinced that 70-80% of the potential of these programmable digital systems can be had from a discrete electronic system such as your own. Also, deep down I dislike the idea of one computer/controller doing battle with another which is precisely what is going on with the procede/ECU. I'm not a road-racer and am not looking for that last 1% edge but I would like to safely improve my 335 performance if only to beat my friends and fell like I'm driving a more capable 335 and (most) others on the road. ITherefore I'm postponing my order of a procede and will monitor your progress for a little longer... if you manage to tie boost control, A/F ratio and timing together neatly into a discrete package and get 70% of what you can get with a procede (with no codes thrown) sign me up... Keep up the great work.. PS Yeah I know my login name is stupid!
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06-25-2007, 08:54 PM	#42
Mr Troll Registered 0 Rep 4 Posts Drives: Penny Farthing Join Date: Jun 2007 Location: Ca iTrader: (0)	I think you're getting me confused with somebody else..
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