Editing MembersPage/GergelyLezsak

         
         
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My project car is a BMW E30 from 1984. In 1996 the car had been rebuilt and got a 325i engine with a TD04 turbo. http://quasar.dynaweb.hu/~lezsi/bmw/original/IMG_0474.JPG Since then it has got some major improvements like limited slip differential, intercooler, water injection, etc. Engine management remained Motronic 1.3 the time I came here. Now its running on GenBoard v3.3 which controls injectors and ignition too. ---- '''Original setup''' These are engine outlines (and details) before changing anything: * Engine: M20B25 (325i from ~1987) 2500cc, '''6 cyl inline''', 12 Valves, SOHC (stock, but lowered compression) [http://quasar.dynaweb.hu/~lezsi/bmw/original/PICT0004engine-bay.JPG Engine bay(huge pic)] * Fuel injection: Bosch injectors from E36 325i (part no. 0 280 150 415) maybe 190 cc/min @3.5bars. R=~16 Ohms (high impedance) * '''Staging injector''': Bosch no. 0 280 170 400. It comes from the jetronic cold start inj. (not a PWM system!), maybe 113 cc/min @3 bars, R=~3 Ohms. Actually switched by ~half throttle pos. * Adjustable fuel pressure regulator (home made, seems working, no fuel pressure meter altough). See MembersPage/GergelyLezsak/FPR * '''Water injection'''. High pressure pump (headlight washer), Bosch cold start injector. Actually switched by ~half throttle pos. See MembersPage/GergelyLezsak/WaterInjection * '''Turbo''': Mitsubishi TD04-11B (it's a small one from 324d), internal wastegate with stock (direct pressure controlled) mech. actuator arm * Idle control : stock solenoid, Bosch part no. 0 280 140 524. See MembersPage/GergelyLezsak/IdleControl * Intake: guess it's stock AFM with direct filter. Factory throttle pos switch (3 state; idle, between and WOT). See MembersPage/GergelyLezsak/TPS * '''stock 60-2 VR crank-trigger''' for Motronic 1.3, stock coil, mechanical distributor (guess no mech. advance), stock(?) sparks. See MembersPage/GergelyLezsak/Trigger * inductive sensor from ignition cable (cyl. 6?) for cam position. See MembersPage/GergelyLezsak/CamPos * Coolant sensors: Two coolant temp (seems stock) at thermostat housing. See MembersPage/GergelyLezsak/WaterTemp ** 1. (one pinout) shows 120ohms @25c ** 2. (two pins) shows 2.18kohms @25c (this one sounds pretty standard temp sensor) * More sensors: There's no O2 sensor, and there's no IAT (excepting the one may be included in AFM housing -which has to go either). ---- '''Project plan''' Current goal : Achieve maximum power output from current mechanical design with reliability in the long run. Good driveability and fuel economy is also in sight. This is almost done by now. Future plan : Additional mechanical improvements possible (larger injectors, big turbo, etc.) '''Project stages''' * Stage -1 plan * Stage 0 - readonly first : MembersPage/GergelyLezsak/StageZero * Stage 1 - control injection : MembersPage/GergelyLezsak/StageOne * Stage 2 - ignition control : MembersPage/GergelyLezsak/StageTwo * Stage 3 - boost control and whatever: MembersPage/GergelyLezsak/StageThree >actual task now < '''Design section''' * WBO2 mount : MembersPage/GergelyLezsak/WBO * TPS conversion : MembersPage/GergelyLezsak/TPS * Wiring colors, pinout, etc :[http://quasar.dynaweb.hu/~lezsi/bmw/conversion/lezsi-wiring.xls xls] '''Financial''' * MembersPage/GergelyLezsak/BuyList '''Firmware''' * Config and tables dump 20050718 - [http://quasar.dynaweb.hu/~lezsi/bmw/conversion/20050718105516.txt txt] ---- '''Suggestions''' - some of them now obsolete I try to control EFI first and leave ignition to motronic. Issues with this configuration: * I have to share crank VR signal between two computers. There's a ~5V DC signal from the ECU. To share this signal, a series capacitor ("high-pass" filter) is needed so the AC is passed but DC is not. Min. value is 10uF (25V or higher recommended) - easy to mount onboard ** When two ECUs are connected, the GND easily picks up some noise so special care is needed. This is working nice now, no problems. * TPS is not so problematic, I needed to replace WOT switch with potentiometer, therefore I may lost acceleration ignition retard , but I didn't see difference! * M18x1.5 mm female thread in exhaust after the turbo would be nice for WBO2 ** Something like that is installed now. * consider ExhaustGasTemp (will be a small appr. 10 mm drill in the exhaust before turbo) **It's stated that cast part need to be heated with gas welder (?), then simply weld it with CO welder. -It's all not suggested however if any other option possible. * get a wastedspark coilpack. Common to use Ford EDIS packs, but Opel or VW might also be an option ** 3 transformers with 2 high-voltage terminals each) ** or get 2 coilpacks if you can only get coilpacks for 4 cyl (there will be a spare) Any suggestion is appreciated... ---- Hungarian section... Hello MÃ¡r rÃ©gen rÃ¡ kellett volna rakni.. :) Ismerem a kocsidat NyÃregyhÃ¡zÃ¡n Ã©n is Ã¡llÃtgattam a motronicot de tÃ¶kÃ©letes soha nem volt. A csÃ¶rgÃ©s mindig megmaradt. RakjÃ¡l fel egy nagyobb turbÃ³t mert a diesel turbo nem erre valÃ³. A csinÃ¡ltatott hf tÃ¶mitÃ©s hogy birja ? IstvÃ¡n Szia, Ezek szerint Te voltal, aki a mostani chip-eket csinalta? :) Azt hiszem nem sok ertelme van ezzel szenvedni, a gyari szenzorok nem teszik lehetove, hogy jo legyen a rendszer. Tudom, hogy kicsi a turbo, de egyelore a vezerles a program. Ha utana jut ra energia, stb. lehet mas mechanikai atalakitas is :) A hengerfej egyelore jol van (ugy tunik). lezsi ----
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