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'''Introduction''' This page has just started, I will be editing and adding a lot of info for the past progress and what I have done so far, the engine was previously turbo'd and tuned on its stock internals & engine management (MS43) by myself, I recently decided to build it completely and go full standalone. So far: The engine is at the machine shop being built, I took the stock harness out of the car and modifying it to fit the ecu, details soon. //I will remove this introduction once I feel the documentation is complete or I added enough information// ---- '''Car''' * BMW E46 330i '''Engine''' M54B30: * Inline 6, 2979cc, double VANOS, Al block & head * Bored to 84.50 mm for CP forged pistons 8.5:1 * SP components con rods * raceware main and head stud kits, block timeserted * Cometic stock thickness HG * GT35R 0.63 turbine with 50mm BOV, 38mm WG, 600x300x76 mm IC * 2.5" before IC, 3" after, custom piping ---- '''VEMS V3.6''' * IGBT: 8 * LCD: Y * Knock sesors: 2 * EGT: 2 * Flyback: 30 v * MAP: 400 kPa * No SD card, no 1-wire, no PS2 * Trigger ** primary trigger: HALL sensor 60-2 mounted on the block ** secondary trigger: HALL sensor (intake cam) ** '''third trigger: HALL sensor '''(exhaust cam) Actually, commonly the exhaust cam must be used as secondary trigger (if the intake has multiple pulses evenly spaced it's not suitable for secondary trigger, but still suitable for third trigger). No big deal as it can be triggerlogged and than swapped easily. However '''VERY IMPORTANT: write in the order comment: HALL,HALL,HALL, that is thirdtrigger=HALL''' so you get the third trigger wired to econoseal pin (not hidden inside). **//Above info are taken from BMW engine manuals// Note on HALL & VR sensors: Measure resistance for each sensors (both VR and HALL typically has 3 pin. 2 pin is rare, but that is always VR). If you find 2 pins which measures same resistance in both directions (normally between 300..1400 Ohm) that is VR, otherwise HALL. ---- '''E-Fan''' The radiator fan is controlled by a final stage box mounted on the fan shroud, it has three wires coming in: 1. +12v 2. GND 3. PWM signal from the ECU, this one is confirmed to be from 10-100Hz, fan is only on between 10%-90% duty (From BMW catalogues) Then two wires coming out to the fan motor, +12v & GND from the final stage. * Confirmed: modern digital TEMIC or Bosch fans can be controlled by a simple ground-switching PWM signal in the ~100Hz frequency range. Virtually no load on this wire, it is logical signal, any VEMS output can be used. Some fans even have an RPM feedback signal on a 4th wire. On supply wires the load can be ~40A for 600W fans, so soft start/stop is a must here, but it is partially implemented in the fan's eletronic control box. We need extra software support from VEMS firmware to get coolant-temperature dependent PWM signals. Q: I've been trying to drive the fan without any hope, hooked it to S259 & tried the test mode, on-off does nothing...How can I give it the PWM signal???? Use it as IAC output? At least I wanna test...and I hope the software can give a more direct feature software soon ---- '''Wheelspeed''' Concerning the wheel speed input1 (EC18-8) & wheel speed input2 for traction control, I would like to have more info about it, specifically regarding the input signal: * the ABS wheel speed in sensor is VR, it goes to the ABS control module * this control outputs a processed square wave that I think varies from '''0-~10V'''. Can I take this input directly to 18-8 or do I take the input from the ABS sensor directly? ** 0-10V is good for the wheelspeed input (which has resistor and diode protection). ** Tapping the ABS sensor signals is NOT recommended, and that would require VR-to-HALL adapter anyway ---- '''IAC''' BMW's IAC is a double solenoid that is PWMed @ 100Hz. * IAC open -> 36-17 Injector H * IAC close -> 36-6 Injector G ---- '''Electronic Throttle''' I am still not yet done with the build, meanwhile, I was very happy to see the new firmware 1.2.14 implementing ETC. I updated the v3 to 1.2.15 and here is a plan for the ETC: In BMW the electronic throttle body is called EDK, and the pedal module is PWG '''EDK''': 6-pin module: 1. TPS signal 1 BR/VI: 0.5v @0% to 4.5v @100% 2. Power BR/WS: +5v?? 3. Motor Drive 1 GR/WS 4. TPS singal 2 BR/BL: 4.5v @0% to 0.5v @100% 5. Motor Drive 2 BR/SW 6. GND BR/GR '''PWG''': 6-pin module: 1. GND 2. GND 3. Power 2 GE/GN: +5v?? 4. Signal 1 WS: 0.5v to 4.5v 5. Power 1 GE: +5v?? 6. Signal 2 WS/GN: 0.5v to 2v '''Plan & questions:''' * TPS signal 1 to 36-1, signal 2 to analog channel 6(18-6) * Pedal signal (driver's wish) to analog CH 1&2 (18-16&3) * 2 power signals to EDK & 2 to PWG, are these confirmed +5v so should I have them all from TPS Supply (36-29) or +5v (36-28)? Or do I take the throttle body power from TPS supply & the pedal from +5v? * 3 GND to 36-26 * Throttle body motor drive: ** Must order ECU with order comment: "H-bridge output stage for throttle (DC motor resistance=...)" (uses an internal signal OC0, not available normally... if injector-H is not configured in any injgroup, then ETC available on that if configured: but still need H-bridge output stage...) *** Is that why the output from the PPS is reading reversed? I tried hooking the PPS yesterday and it gave me a linear voltage output that decrease when pressing the pedal, although it is normal when measured with the voltmeter:) *** My box was ordered without the H-bridge, any possibilities to update it??? Injgroup G&H were used for IAC '''NOTE''' * S259, I259, P259 are NOT configurable for ETC * Using ETC will use the three analog in channels left, so now I have no in for any additions I might need (like oil T or P)
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