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      01-20-2013, 05:19 PM   #1
Dackelone
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Arrow retrofit EDC onto a 1M...

Some people have PM'd me asking for more info about installing the M3's EDC shocks into a 1M. A German friend of mine has done it. It was not easy, but he did it.

I really can not say how he did it. But I did want to share this pic with you guys.

Basically when you install the M3 EDC shocks when you give the shocks power... they go full soft. And when they don't have any power... they are fully hard(track mode). But getting that in between mode proved to be hard. Darn hard to figure out.

One thing I will say is IF you have access to a M3, you could measure the PWM (pulse width modulation) in order to figure out what voltage.

My friend did tell me he had to use a steering com box from a X5M in order to get the proper signal for the 1M steering system. Because the 1M uses a simular system that the X5M uses. (electronic wise)


Here is a crappy pic confirming the EDC install in a 1M....
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      01-20-2013, 08:19 PM   #2
mlhj83
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That's a job and a half! I guess he didn't install all the various accelerometers, sensors and associated wiring for a full continuously variable system. It pretty much requires a complete rewire of the entire car, which also involves a near complete strip down.

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From M3 tech. document:

"The program is selected using the EDC-K button on the centre console or preset via the MDrive menu and activated using the M button on the steering wheel (for more information, see the MDrive chapter).
The input signals come from two vertical acceleration sensors in the front wheel arches and a third sensor in the rear right-hand wheel arch.
The steering column switch cluster sends the steering angle to the F-CAN. This is transmitted together with the wheel speeds from the DSC to the PT-CAN and evaluated in the EDC-K control unit.
The longitudinal, lateral and vertical accelerations calculated as a result are used as a basis for regulation.
The EDC-K button signal enters the junction box and is transmitted to the EDC-K on the PT-CAN."

Last edited by mlhj83; 01-20-2013 at 08:39 PM.
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      01-20-2013, 09:43 PM   #3
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Would love to see the same driver take your buddies car and a std 1m on track. Would be interesting to see the results.

Also I bet it's a much different ride cruising around on the street.
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      01-20-2013, 11:21 PM   #4
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I am sure there are lots of people who likes the idea of EDC or variable/adjustable suspension systems for a variety of reasons. Sure I am not one of them. In my opinion it is essentially the driver who must adapt his driving style to different road conditions and learn his car and there is nothing wrong or incomplete about that principal. A fixed suspension/ride is like one of the very fundamental reference points a driver can and should learn about his/her car which makes it possible for the driver to trust how it behaves on different roads and conditions and so we know exactly how the car will react when you do something right or wrong. I understand people choosing a "different" set up than the stock one because they may like that different feel or set up better than the stock, but it is more blurred for me when it comes to the logic behind variable and electronically controlled systems.

There are ways to get what you exactly want from your car without introducing EDC to the menu and in the case of 1M I believe better tires (and maybe 18 inch wheels) are just more than enough for most both on the road and occasionally on track. For people who likes to get things more precise there are camber plates and a few other simple, proven and cheap tricks as well.

In short, the 1M suspension is just fine, rides fine enough too especially with proper tires and some say on 18 inch wheels it is even better and I bet it is. One of the things that I love about this car is it doesn't have everything "adjustable" like every other modern gadget we have in our lives, you need to work it out and adapt yourself, respect to it and try to optimize what you have in hand. One less thing to configure before you even start driving, beauty!

Maybe I wouldn't even consider 1M if it had every option available like EDC, auto box, active steering etc. It is what makes the 1M special, a straightforward and old school solution which proves to be working great because it is designed as a one single set up by its engineers, an integral and harmonious unit. It doesn't have plan Bs and Cs in its genes.

Just food for thought, no one should take any offense and sorry if I took it a a bit off topic and probably too long as well.
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      01-21-2013, 05:02 AM   #5
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Well done to him for the work, big job in itself by the sounds of things, but credit due.

Much easier route though is the KW DDC set up, still a 2 day job to fit and set up so can only imagine the man hours that had to go into fitting the M3 EDC set up.......
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      01-21-2013, 06:02 AM   #6
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Why not...

Sooo cool.
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      01-21-2013, 07:23 AM   #7
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+1 for the KW ddc, my friend's got it on his baby with the wifi i-Phone app and it's awesome of confort, precision and quickness....
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      01-21-2013, 08:39 AM   #8
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Dackel, my balls were getting purple and then you post that EDC button; cruel man ;-)

While having plenty of time between angry rants about US 1M allocations and waiting for order confirmation, I started researching this thread's title. Most encouraging at that point was that WDS showed that the E82 was electrically prepared for EDC (see attach1)

What I consider a minor disadvantage of BMW's EDC (made by ZF/Sachs) is that once activated (comport or sport), the power consumption is steady at 0.9 and 1.8 amps. The tech guy at KW for instance, claimed that their switch of setting draws power only during the switching between settings (TBC). As per OP, I'd be very interested to check the signal characteristics on anybodies EDC equipped car, but even more on the 'this is how I did it' or even better: the DIY version of this thread.

More importantly I tried to research the specs of the dampers and their settings themselves. So far I only have the 3M competition EDC curves with the 1M together and I have yet to continue chasing KW for their DDC curves. the M3 ZCP EDCs show that for the rear that 1M rebound is mostly equal to the firmest EDC setting, ie besides neatly increasing the turn-in resistance from the front dampers, with EDC you'll add mostly comfort for the rear axle (Ha:rear, VA:front, 1kN per horizontal line, Max speed is 1m/s, in the HA graph "EDC I=0A" and " =0.9A" lines are switched).

The readily available aftermarket KW DDC, is a meanwhile greatly valued low entry product (compared to EDC DIY). However an API to allow for DIY mobile programming of damper behavior related to all canbus available sensor data (break, steer, throttle, speed, gyro) is still a gap in the market for me; Com'on KW, Bilstein, Ohlins, who's first?
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File Type: pdf WDS E82 EDC Module Power Wiring Diagram.pdf (63.7 KB, 156 views)

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      01-21-2013, 02:51 PM   #9
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Quote:
Originally Posted by eeghie View Post
Dackel, my balls were getting purple and then you post that EDC button; cruel man ;-)

Sorry eeghie for giving you "blue balls"!


I did check with my buddy who retrofitted the EDC shocks on his 1M.


Here is what he told me when I said "man that must have been a lot of coding to get the EDC to work"!

"...Not only coding, there are 2 ecu's to install and 3 sensors. You have to build a wiring harness and to program the junction box with another software. Finally there is the coding"

He told me it was way more work that he thought it would be. Plus its not something that a lay mechanic could install. You really have to know the "ins and outs" of BMW ecu's hardware and software coding. And trust me, my friend is a specialist when it comes to bmw's.
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      01-21-2013, 05:52 PM   #10
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Quote:
Originally Posted by Dackelone View Post
Sorry eeghie for giving you "blue balls"!


I did check with my buddy who retrofitted the EDC shocks on his 1M.


Here is what he told me when I said "man that must have been a lot of coding to get the EDC to work"!

"...Not only coding, there are 2 ecu's to install and 3 sensors. You have to build a wiring harness and to program the junction box with another software. Finally there is the coding"

He told me it was way more work that he thought it would be. Plus its not something that a lay mechanic could install. You really have to know the "ins and outs" of BMW ecu's hardware and software coding. And trust me, my friend is a specialist when it comes to bmw's.
junction schmunction (i'm guessing), coding schmoding (for sure). Having said that, your buddy must be very friendly with the BMW design community to pull all of this off in under a year . But now that we know its been done, you cannot OP this without some review. Is your buddy more the quiet type, or the for hire type? How to approach?
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      01-21-2013, 06:45 PM   #11
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Quote:
Originally Posted by Dackelone View Post
He told me it was way more work that he thought it would be. Plus its not something that a lay mechanic could install. You really have to know the "ins and outs" of BMW ecu's hardware and software coding. And trust me, my friend is a specialist when it comes to bmw's.
Forward my greetings to Dr. Kay Segler, Dackel.
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      01-22-2013, 08:09 AM   #12
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Quote:
Originally Posted by eeghie View Post
junction schmunction (i'm guessing)... Is your buddy more the quiet type, or the for hire type? How to approach?
^^


Lets just say he used to be self employed but now he works at BMW's FIZ. He knows he way around BMW's. Sorry he is not for hire.
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      01-22-2013, 08:18 AM   #13
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Just remember the M3 EDC (especially the ZCP) is active and the KW DDC is not. For people who love the 1M's mechanic suspension but like to change settings to optimise for the situation the KW DDC is a good compromise.

For me - putting an Ohlins TTX on the 1M would be more satisfying.
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      01-23-2013, 10:17 PM   #14
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      01-24-2013, 01:39 PM   #15
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why use the x5m steering wheel when the m3 steering wheel works for our cars? Wouldn't that be easier?
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      01-24-2013, 01:52 PM   #16
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Quote:
Originally Posted by Gtrain View Post
why use the x5m steering wheel when the m3 steering wheel works for our cars? Wouldn't that be easier?
Not the steering wheel... but one of the X5M com boxes for the steering system.
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      01-24-2013, 01:52 PM   #17
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Quote:
Originally Posted by Dackelone View Post
Not the steering wheel... but one of the X5M com boxes for the steering system.
Got it, misunderstood
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      01-30-2013, 09:49 PM   #18
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awesome work!
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      02-11-2013, 11:54 AM   #19
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Quote:
Originally Posted by eeghie View Post


What I consider a minor disadvantage of BMW's EDC (made by ZF/Sachs) is that once activated (comport or sport), according to an M source, the power consumption is steady at 0.9 and 1.8 amps.

More importantly I tried to research the specs of the dampers and their settings themselves. So far I only have the 3M competition EDC curves with the 1M together the M3 ZCP EDCs show that for the rear that 1M rebound is mostly equal to the firmest EDC setting, ie besides neatly increasing the turn-in resistance from the front dampers, with EDC you'll add mostly comfort for the rear axle
I had the occasion to compare 1M, E90EDC E92EDC and E93EDC E92 front dampers.

here my findings (dampers tested by hand without EDC signal I=0A)

From softer to harder:
1M E92 E92EDC E90EDC E93EDC

The E90EDC + E92EDC and non EDC have the same length

In the 1M front dampers the body is exactly the same as E92 but the shaft goes 8mm less out.
I don't know if the shaft is shorter or if simply the internal higher bump stop is thicker in the 1M dampers???????? maybe someone could fin this out???
The same for the rear, body the same but shaft going out 6mm less

I found that the E93EDC front left damper has the shaft as short as the 1M damper, but the right damper has the same as the E92 damper!!!!!
This is completely crazy, I thought the E93 damper was defective, I bought another 2 E93EDC dampers and exactly the same, one is like the E92 the other is shorter like the 1M.
Is intentionally by BMW to make different length dampers L/R???? I could not get my hands on rear E93EDC dampers to compare....
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      02-11-2013, 12:35 PM   #20
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Quote:
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I found that the E93EDC front left damper has the shaft as short as the 1M damper, but the right damper has the same as the E92 damper!!!!!
This is completely crazy, I thought the E93 damper was defective, I bought another 2 E93EDC dampers and exactly the same, one is like the E92 the other is shorter like the 1M.
Is intentionally by BMW to make different length dampers L/R???? I could not get my hands on rear E93EDC dampers to compare....
Maybe it doesn't matter since once the shock/spring are put together and the car is being supported by them... they will squash down somewhat. It could be a sort of pre-loading of the suspension. In the same way you setup coil overs to take of account of the driver's weight. ?
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      02-11-2013, 12:59 PM   #21
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Why only on the E93???

maybe your friend retrofitting the EDC in 1M could investigate about that, and maybe we could take advantage of the shorter and firmer E93 dampers on the 1M!!!!!

I can assure you(even if not measured on a bench) the E93EDC dampers are at least 1.5 time firmer than the ones of the E92EDC, maybe the same as the ZCP EDC E92????
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      02-11-2013, 01:17 PM   #22
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Quote:
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Why only on the E93???

maybe your friend retrofitting the EDC in 1M could investigate about that, and maybe we could take advantage of the shorter and firmer E93 dampers on the 1M!!!!!

I can assure you(even if not measured on a bench) the E93EDC dampers are at least 1.5 time firmer than the ones of the E92EDC, maybe the same as the ZCP EDC E92????
I asked my buddy, here is what he said...


Rear dampers have the same length (e9xm3 = e82m), the 1m front dampers are a bit shorter and left and right differ in length. I don't know why. ?



My thoughts are...

Well... the e93 weighs a lot more than an M3 coupe. That could be why the shocks are harder. It could have to do with the freq the chassis resonates at too. Verts have a whole different sort of problems setting up the suspension than the same car as a coupe.
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