[buran]

That‘s great news! Looking forward to that 🙂

[dwsavenko]

Hey Guys!

HASS- You mention with the stock MAF, the 130i tune (NO MAF tuned) will use the "built in IAT"?

RE: "You can actually run the no-MAF tune with the stock MAF in place if you want to see if it works with headers - it just ignores the MAF signal and uses only the built in IAT.")

Does this mean the file listed (MSV80_S8608441_128i_to_130i_US.0da) still uses the factory MAF, but just a specific (IAT) part of the sensor?

Will purchasing a EURO IAT, allow the tune to run better? Or should it be fine with stock parts?

I am going back to try the 128 to 130i Euro file again.

Cheers!

Dylan

[desertman123]

Update on the MAF-less IAT tune:

- Idle is smooth most of the time. The times where it's not is rare, but it jumps around a little bit. If you read any thread with AA headers without a tune they'll describe this, so I'm convinced it's just header related

- With the MAF, there used to be a defined point around 1400rpm where the engine would 'wake up' and jump in RPM, regardless if you're acceling past 1400, or deceling under while in gear. Now with the IAT it's smooth all the way through. I remember Hass mentioning under a certain RPM the MAF didn't have the air speed to get an accurate reading.

- Feels like it breaths slightly better in higher RPM.

- Everywhere the throttle feels better. Doesn't feel so much like an on-off switch, much more gradual.

- So far the LTFT are within spec.

- Cruise control doesn't work lol. I had a few DSC related codes I saw when I scanned it (with Carly, not INPA), but it was some gibberish with 'TORQUE' in there. Cleared it without thinking to take a screenshot, I'll update if it comes back.


Overall very impressed with Hassmachines work he's done for this motor!!!!

[Taskmaster]

Originally Posted by desertman123

Update on the MAF-less IAT tune:

- Idle is smooth most of the time. The times where it's not is rare, but it jumps around a little bit. If you read any thread with AA headers without a tune they'll describe this, so I'm convinced it's just header related

- With the MAF, there used to be a defined point around 1400rpm where the engine would 'wake up' and jump in RPM, regardless if you're acceling past 1400, or deceling under while in gear. Now with the IAT it's smooth all the way through. I remember Hass mentioning under a certain RPM the MAF didn't have the air speed to get an accurate reading.

- Feels like it breaths slightly better in higher RPM.

- Everywhere the throttle feels better. Doesn't feel so much like an on-off switch, much more gradual.

- So far the LTFT are within spec.

- Cruise control doesn't work lol. I had a few DSC related codes I saw when I scanned it (with Carly, not INPA), but it was some gibberish with 'TORQUE' in there. Cleared it without thinking to take a screenshot, I'll update if it comes back.


Overall very impressed with Hassmachines work he's done for this motor!!!!

This makes zero sense.

Biginboca, tetsuo111 and hassmaschine Have you heard of anyone else having O2 feedback issues?

I'm running ALFA N and I was for a minute - Bob fixed this issue somehow...(mostly) but I know of the other guy with the N52 swapped E36 who was having the issue as well. How are you not?

It's time for my custom dyno tune.

[Terraphantm]

Originally Posted by desertman123

- Cruise control doesn't work lol. I had a few DSC related codes I saw when I scanned it (with Carly, not INPA), but it was some gibberish with 'TORQUE' in there. Cleared it without thinking to take a screenshot, I'll update if it comes back.

Check your clutch switch

[desertman123]

Originally Posted by Taskmaster

This makes zero sense.

Biginboca, tetsuo111 and hassmaschine Have you heard of anyone else having O2 feedback issues?

I'm running ALFA N and I was for a minute - Bob fixed this issue somehow...(mostly) but I know of the other guy with the N52 swapped E36 who was having the issue as well. How are you not?

It's time for my custom dyno tune.

What in particular doesn't make sense? Keep in mind this '130i MAFless tune' isn't tailored to headers (unless Hass isn't telling me something) and that my O2 sensors are original, 122k miles.

After about a week of driving the LTFT was like 3% on one bank and under 1% on the other. The idle issues are extremely minor, but noticeable. I will check them again tonight or tomorrow. How are you checking? I'm looking at Carly's OBD2 parameters, which has bank 1 and 2 short and long term fuel trims all separately. Is there something inherently different with the 1 series tunes?

Let me know if there's anything else I should be monitoring.

I need a custom tune anyway, I have headers installed and MILVs sitting on my shelf.

Originally Posted by Terraphantm

Check your clutch switch

Can do, but won't this stop the car from starting? Or let me start without having to push the clutch in (depending how it failed)

...

I'll keep investigating and reporting. Keep in mind guys NOTHING here is a complaint, simply an observation. I chose to be on the leading edge of this stuff.

[hassmaschine]

Originally Posted by dwsavenko

Hey Guys!

HASS- You mention with the stock MAF, the 130i tune (NO MAF tuned) will use the "built in IAT"?

RE: "You can actually run the no-MAF tune with the stock MAF in place if you want to see if it works with headers - it just ignores the MAF signal and uses only the built in IAT.")

Does this mean the file listed (MSV80_S8608441_128i_to_130i_US.0da) still uses the factory MAF, but just a specific (IAT) part of the sensor?

Will purchasing a EURO IAT, allow the tune to run better? Or should it be fine with stock parts?

I am going back to try the 128 to 130i Euro file again.

Cheers!

Dylan

Yes, you can leave the stock MAF in place - it only uses the IAT portion of the sensor. Of course, it's a lot more restrictive.

Originally Posted by Taskmaster

This makes zero sense.

Biginboca, tetsuo111 and hassmaschine Have you heard of anyone else having O2 feedback issues?

I'm running ALFA N and I was for a minute - Bob fixed this issue somehow...(mostly) but I know of the other guy with the N52 swapped E36 who was having the issue as well. How are you not?

It's time for my custom dyno tune.

No, it makes perfect sense. Headers change the position of the O2 sensors relative to the exhaust ports, and the factory MAF-delete relies on an accurate and fast O2 feedback loop. It was simply unknown if the adaptations were good enough to overcome this change (I discovered recently there are adaptations for the distance of the sensor from the head). It appears that they are.

The N52 swapped E36 was my tune, and we did run into this issue - but we were also getting an error for "ambient temp sensor" which I think is also part of the feedback loop. We may try again with IAT substituted for ambient temp.

Otherwise, it appears in an otherwise stock car, it works fine with headers.

Originally Posted by desertman123

What in particular doesn't make sense? Keep in mind this '130i MAFless tune' isn't tailored to headers (unless Hass isn't telling me something) and that my O2 sensors are original, 122k miles.

After about a week of driving the LTFT was like 3% on one bank and under 1% on the other. The idle issues are extremely minor, but noticeable. I will check them again tonight or tomorrow. How are you checking? I'm looking at Carly's OBD2 parameters, which has bank 1 and 2 short and long term fuel trims all separately. Is there something inherently different with the 1 series tunes?

Let me know if there's anything else I should be monitoring.

I need a custom tune anyway, I have headers installed and MILVs sitting on my shelf.

Can do, but won't this stop the car from starting? Or let me start without having to push the clutch in (depending how it failed)

...

I'll keep investigating and reporting. Keep in mind guys NOTHING here is a complaint, simply an observation. I chose to be on the leading edge of this stuff.

That sounds fine - I wouldn't worry about it if it's only 1-3%. Mine is only 10% after almost 20 months. I'm using the Bimmergeeks ProTool.

As far as CC, it could actually be the calibration - but AFAIK only the Z4 cars had a different CAN setup, I'm pretty sure the 128i is the same. However if you're getting a bunch of DSC errors that is more likely - it's probably not caused by the tune, though..

[Jonas225]

I digged through kmm today and wanted to know if the ZB numbers for E90 LCI 330i N53 and E92 LCI 330i N53 are the same.

E92 LCI has the type code KG51
E90 LCI has the type code PM11

ZB number for E90 and E92 are the same (8619306)
But I found ZB number 8619232 in the list for E90.

Hass, do you know if thats just an older ZB number or what the difference between them?

[CobraMarty]

Here is a question for you.

So on my commute to work, I drive and set the CC to 75mph which is right about 2500rpm.

Can you make the rpm window say 2450-2550 just a bit leaner and more timing to get better mileage at that cruise point?
Any other time you would just drive right thru that point.

When again what rpm do the DISA valves 1 and 2, open/close?

[Terraphantm]

Originally Posted by Jonas225

I digged through kmm today and wanted to know if the ZB numbers for E90 LCI 330i N53 and E92 LCI 330i N53 are the same.

E92 LCI has the type code KG51
E90 LCI has the type code PM11

ZB number for E90 and E92 are the same (8619306)
But I found ZB number 8619232 in the list for E90.

Hass, do you know if thats just an older ZB number or what the difference between them?

They're both present, but appear to be identical.

[The Nightman]

Off topic but thought I'd share this procedure for readaptation of the DME after clearing adaptions:

Readaptation of the DME Test Drive is needed!
- Car must be at operating temperature / warm
- Drive vehicle 50-60mph with 2000-2500rpm for about 3min (use
manual shift, if needed)
- Perform at least 2-3 drive cycles if possible
- Let vehicle idle for about 5min

Source: https://www.bmwtis.com/tsb/attachmen...e_06_04_10.pdf

[hassmaschine]

Yeah, thats really for emissions monitors. Generally, dont clear them unless you have a reason.

[dwsavenko]

Thanks for the IAT clarification Hass!!

PS: Anybody have a 3 stage intake they want to "part" with? My local sources are not co-operating. Shoot me a PM!!

[hassmaschine]

BTW, here are some pics of the IAT vs the MAF in side the airbox - to give you an idea of how much smaller the IAT is:

[desertman123]

I sent in my request to get a proper custom tune!! I got MILVS in my shelf and time tonight to install

Cruise still doesn't work. No DTC codes came up besides the initial batch, maybe calibration?

On partial, light throttle (aka cruising at City speeds) the rpms move up and down slightly, enough to feel it in the car itself. Like I'm giving it throttle in a sinwave fashion. Gas mileage is pretty bad. I've done all city driving lately but even then it's bad. Exhaust pops more than usual, running rich maybe? I blame all this on headers.

[hassmaschine]

It could be the headers, yes - I've never felt anything like that. I'm not convinced yet that the MAF-delete works with headers without adjusting the parameters for exhaust gas delay.

as far as cruise control, I think that's probably inside the tune - I haven't changed anything in it of course, but it could be configured differently (maybe the euro car it came from didn't have CC).

[Taskmaster]

Originally Posted by desertman123

I sent in my request to get a proper custom tune!! I got MILVS in my shelf and time tonight to install

Cruise still doesn't work. No DTC codes came up besides the initial batch, maybe calibration?

On partial, light throttle (aka cruising at City speeds) the rpms move up and down slightly, enough to feel it in the car itself. Like I'm giving it throttle in a sinwave fashion. Gas mileage is pretty bad. I've done all city driving lately but even then it's bad. Exhaust pops more than usual, running rich maybe? I blame all this on headers.

Yeah, it will get worse.

[desertman123]

Good God I am sore after doing the MILVS. The usual method didn't really work well so I tried Hass' alternative method of removing the intermediate rocker. Those springs are seriously strong. If I didn't have a friend to help me these things wouldn't have gotten installed.

Ended up being one of us pulls the spring leg and the other either installs or removes the rocker. Once the rockers are out though it's very easy to install. But getting those springs back in place without accidentally bumping something out of place was obnoxious.

[hassmaschine]

haha. yeah my back was really sore after that too. And I did the springs by myself with one hand. :|

it is a little fiddly because the upper rockers aren't actually attached to anything, they are literally floating in place and only the spring pressure keeps them from falling out. But the good thing is you can't really damage anything (ie break a bolt off in the head, strip out the threads, etc).

BTW, I think it might be worth trying some of the parameters from the Z4M / MSS70. The S54's manifolds are much more like 'headers' than the N52, so perhaps the values for the exhaust gas delay will be better for what we need.

[desertman123]

Originally Posted by hassmaschine

haha. yeah my back was really sore after that too. And I did the springs by myself with one hand. :|

it is a little fiddly because the upper rockers aren't actually attached to anything, they are literally floating in place and only the spring pressure keeps them from falling out. But the good thing is you can't really damage anything (ie break a bolt off in the head, strip out the threads, etc).

BTW, I think it might be worth trying some of the parameters from the Z4M / MSS70. The S54's manifolds are much more like 'headers' than the N52, so perhaps the values for the exhaust gas delay will be better for what we need.

I'm thoroughly impressed you did this on your own. Usually id get the upper rocker on and knock the lower one out of place and have to start over. Got so tired last night I didn't realize I posted that here meant to post about it in the MILV thread.

Good thinking, probably better to start from something like that rather than build it up from scratch. Like I said do your thing, I don't mind getting a bit experimental.

[Terraphantm]

Originally Posted by hassmaschine

haha. yeah my back was really sore after that too. And I did the springs by myself with one hand. :|

it is a little fiddly because the upper rockers aren't actually attached to anything, they are literally floating in place and only the spring pressure keeps them from falling out. But the good thing is you can't really damage anything (ie break a bolt off in the head, strip out the threads, etc).

BTW, I think it might be worth trying some of the parameters from the Z4M / MSS70. The S54's manifolds are much more like 'headers' than the N52, so perhaps the values for the exhaust gas delay will be better for what we need.

Which gets me to thinking - US and Euro S54 headers are different. Perhaps with precise enough measurements and calculations, we could use the differences in those tunes to figure out how to adjust for headers.

[hassmaschine]

yeah, I think you could get close at least. I've been thinking about those maps for a long time.

I have a lot of tunes to build at the moment, but I'm pretty sure I have 'fixed' the torque drop off with the 3-stage manifold after ~6700rpm. It's hard to tell how accurate the torque outputs are on the DME though - I think I need it to log torque loses as well to be sure.

Also, after doing some logging - I think it might be worth looking into the 'sport switch' again. Ignition advance and torque drop off quite a bit at higher coolant temps (95-104c), and it doesn't always cool to 80c fast enough at high loads. It would be great to have the 'sport switch' also change the maps for the coolant temp so they were always 80c, but when in non-sport mode they would still give you better efficiency. That way if you're at the track or whatever, you don't have to worry that the car thinks you should be in 'eco' mode (104c) just because you're idling in the paddock or something.