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08-07-2014, 08:28 PM | #45 |
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Not yet, going to start with my old e30 map and work from there but I've been away and there is too much ethanol in the tank at the moment.
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08-24-2014, 02:35 AM | #46 |
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08-25-2014, 01:29 AM | #47 |
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I got the second revision of the map last week but haven't been able to go out and log. We are still working with a mix right now.
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10-20-2014, 08:20 AM | #48 |
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10-22-2014, 12:49 AM | #49 |
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On my 13th revision of the e50 map now.
Still sticking with flash only. |
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10-22-2014, 07:26 AM | #50 |
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There's got to be more to the story. I would have gotten a JB4 about 10 revisions ago. Sorry to hear about you having such a PITA with it. What seems to be the issue?
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2011 135i M Sport 6MT LeMans Blue | Active Autowerke Gen II axle back | Berk d******* | N54 gutted mids | FuelIt Walbro 450 fuel pump | Pure Turbos Stage 2 | 3.5bar TMAP | Pure Turbos inlet pipe | BMS intake | BMS oil catch can | ETS intercooler | ETS charge pipe | BMS JB4 w/ ISO firmware | BMS backend flash stacked on PPK | Eibach springs | Whiteline rear subframe bushing inserts | cosmetic tidbits
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10-22-2014, 08:24 PM | #51 | |
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Quote:
We have been having issues getting it dialed in but are working through them. It looks like the issues are to do with excessive load/torque levels causing thottle closures and misfiring like symptoms. I have a Jb4, but want to persist with flash only for the sake of my DCT. In the meantime I have a perfectly fine map for 98ron. |
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10-28-2014, 09:15 PM | #52 |
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Maybe you could get Terry to increase the targets of his BMS backend flash a bit for you then use that with JB4 ISO controlling boost. Your DME would still be requesting close to the same boost but it would be fine tuned by the jb4. Not sure if it would work but maybe worth a shot.
Sorry btw. I re-read my post after you replied and it was a little snippy. That came out wrong. |
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11-14-2014, 12:18 PM | #53 |
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Just got a reply from Terry about the N55 backend flashes stating that they already have higher DME boost targets. I want this for my car, specifically to combat the "normal" N55 throttle closures that happen with a JB4 when you stand on the pedal. I hope that the higher targets will alleviate the closures. Now just to drop the coin for a Cobb AP...
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11-14-2014, 01:29 PM | #55 |
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Targeting a higher boost at lower RPM with a big turbo may actually cause more problems due to integral windup on the PID loop. Then you can overshoot when boost starts to hit target. If you target 20 psi at 2500 rpm and never hit that, the integral value just winds up as you build boost and it doesn't do you much good. You're better off tweaking the positive side of the proportional ramp.
I.e. If you know you cannot hit a boost level at a given RPM simply due to mechanics (boost threshold) then it should not be targeted. Also, in general I think you will find you need to change the actual PID ramp values when you make a major change like turbo and/or base wastegate spring pressure. Your flash may or may not expose those maps. If your final wastegate duty is significantly higher or lower when maintaining target pressure you should probably make a similar change to the P, I, and D ramps.
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Last edited by Freon; 11-14-2014 at 01:35 PM.. |
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11-16-2014, 06:58 PM | #56 |
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Not gonna lie, that went right over my head.
I just drive the car and let the pros do the tuning. |
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12-12-2014, 01:54 AM | #58 |
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The e85 tuning process has not been smooth.
It has all been documented on N54tech and German Boost. |
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11-04-2015, 11:11 AM | #59 |
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135i N55 6MT 2011 VTT Stage 2+ FBO Cobb Back End Map 6
For a while now, Iv had this set up of FBO and vargas turbo upgrade. We sorted a Map 6 settings and COBB back end flash. For the most part it ran OK, but now its giving me issues. I get error codes and my AVF IGN climbes a lot! So I have been doing a lot of logging, and only when I removed the COBB back end flash is when I saw my AVG IGN stay some what normal. So lets go in order.
To start with, the settings I had initially were the following: Name: 20151104_133540.jpg Views: 0 Size: 157 Bytes WATEGATE 60 PID 40 AUTO SHIFT BOOST REDUX 0 FUEL OPEN 0 With these settings, first I tried WITH the Cobb back end, in maps 5 and 6. Below are those Logs, please note how AVG IGN climbs, etc. WOT3 135i N55.csv WOT2 135i N55.csv WOT1 135i N55.csv After this, what I did was REMOVE the COBB back end flash, keeping the settings above, and these were the results of logs in map 4, map 5, and then map6 Map 4 NO COBB.csv map 4 Map5 NO COBB.csv map 5 Mao 6 NO COBB.csv map 6 Then I went online, and found this thread and saw the settings terry suggested, as seen in the picture attached below: Name: settings terry.jpg Views: 0 Size: 80.3 KB Mainly, what was changed from my last settings that calls my attention are the PID Gain and the AUTO SHIFT BOOST REDUX. After we did these changes, the below logs were recorded, again without the COBB back end. Map1 pid20 NO COBB.csv MAP 1 PID 20 Map 5 pid 20 NO COBB.csv MAP 5 PID 20 Map 6 pid 20 NO COBB.csv MAP 6 PID 20 I am yet to re install the COBB back end but I want an answer on this first, because I have a feeling that COBB may be causing the problems. Some codes that came up were the following: 321C EVAP PROBLEM 2F7C Knocking 1st Cylinder Spark Plug 2F79 Knocking 4th Cylinder 38AC Intellingent Battery Sensor IBS Short to ground Please I appreciate any help. 28A0 387F 3447 0000 2C57 2774 If you cant see the logs or something, the original post is here http://www.n54tech.com/forums/showth...703#post419703 |
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05-26-2018, 10:26 AM | #60 | |
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Quote:
what ended up being your problem? 3 years later... 🙈 |
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