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'''BMW E30 323 with M20B25 Turbo''' http://savarturbo.se/stuff/images/peppe_e30_tic/peppe_e30_turbo.jpg [http://savarturbo.se/stuff/images/peppe_e30_tic/186.jpg http://savarturbo.se/stuff/images/peppe_e30_tic/tn/186.jpg] [http://savarturbo.se/stuff/images/peppe_e30_tic/187.jpg http://savarturbo.se/stuff/images/peppe_e30_tic/tn/187.jpg] [http://savarturbo.se/stuff/images/peppe_e30_tic/188.jpg http://savarturbo.se/stuff/images/peppe_e30_tic/tn/188.jpg] [http://savarturbo.se/stuff/images/peppe_e30_tic/189.jpg http://savarturbo.se/stuff/images/peppe_e30_tic/tn/189.jpg] [http://savarturbo.se/stuff/images/peppe_e30_tic/harness_build_1.jpg http://savarturbo.se/stuff/images/peppe_e30_tic/tn/harness_build_1.jpg] [http://savarturbo.se/stuff/images/peppe_e30_tic/motor_testad.jpg http://savarturbo.se/stuff/images/peppe_e30_tic/tn/motor_testad.jpg] ---- '''The engine''' * Inline 6 cylinder BMW M20B25, 2.5 litres, ignition order 153624. * Wastefire ignition with Ford EDIS wasted spark coils (stock 60-2 trigger wheel) * Sequential fuel injection with no cam sensor and low-Z 720 cc/min injectors * Custom engine harness '''The turbo system''' * PPF turbo manifold (pulse-split) * External wastegate 50 mm from Boström Turbo Teknik * 3.5" downpipe and exhaust system out through the (no muffler) * Dump valve by Simon Marmander * Custom large intercooler * Holset HX50 turbo The config and tables will be updated on this page, and documented properly given some free time. Here they are: [http://www.vems.hu/files/MembersPage/MattiasSandgren/PeppeBmw/config.txt config.txt] and [http://www.vems.hu/files/MembersPage/MattiasSandgren/PeppeBmw/tables.txt tables.txt] Bear in mind that fuel has not been set properly, including afterstart and other enrichments. ---- '''Changes from 2005''' '''Ignition coils''' Above 6000 rpm and some boost this engine ran into a problem with the ignition dwell. The Ford EDIS coils need 4 ms dwell but that was simply not possible since the method used in firmware at the time did not make it possible to use overlapping dwell. At 7000 rpm one revolution of the engine takes 8.57 ms and there are three ignition events. The time between each ignition event is 2.86 ms on a 6 cyl engine, and there is currently 400 us "coil off time" which means an effective 2.46 ms dwell on coils that need 4 ms. The problem would be more serious on a 8 cylinder engine. The coil dwell limitation had not been resolved by spring 2006 when the car was on the road again. The [http://www.biltema.se/products/product.asp?iSecId=1208&iItemId=89447 high power ignition coils] from Swedish company "Biltema" were chosen and driven in "dual out" mode, which means wasted spark. This has worked well, we have not found their limit yet. '''Injector FETs''' We have established that poor quality fuse holders caused 2 injector drivers to break. These holders were replaced with more reliable holders with spade connectors that attach directly to the fuse. ''I have replaced the damaged FETs, testing on the engine stille to come.'' '''Injector Flyback''' The GenBoard/Manual/PowerFlyback has been installed and made a tremendous difference with the injectors. We have found a setting for the injector characteristics that work, more tuning will probably change this but it runs well at idle and the map seems properly flat and uninteresting in this area. <code> injopen = 0 injocfuel = 400 usec </code> ---- '''Extra pins''' ''No stepper motor chip in place, leaves many EC18 pins free for use.'' ||EC18-5||Ground for SCL and SDA|| ||EC18-10||SDA (PD1) - on JP1 connector (current default for AntiLagSystem)|| ||EC18-11||SCL (PD0) - on JP1 connector (current default for shift cut)|| Q: How to enable shiftcut? Through grounding of MCP3208 pin 7? I can't find a good reference information on this. I will update Wiki accordingly if the answer is given here. ----
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