SP-Daten_E89_V48.1 Torrent

February 15, 2013, 6:07 am

≫ Next: Auto transmission upgrade 335ci

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I have completely downloaded and am currently seeding the torrent referred to here:

http://www.e90post.com/forums/showpo...0&postcount=20

Download it while you can. I will be seeding it all weekend.

I know Sticky will probably move this to the 3 series forum, but I wanted to give my N54 brethren a heads up on this because you guys rock.

This is the full 11 GB daten file collection for the E90, E91 and E92. It will allow you to update your modules and write new program code to them with WinKFP.

A couple word about torrents: they are not inherently unsafe. They are a great way to share large files using the Internet. Just because a torrent will break up a large file into "parts", that does not mean there is a high chance for data corruption. Torrents use checksums to verify the parts upon download completion, and will re-download any part that is unable to be verified. You have to be careful though as you do when downloading anything from a source the is not completely verifiable. These particular files are legit, however.

You do need a torrent client to be able to download these files. I have used uTorrent and bittornado in the past and both programs have yielded great results.

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Auto transmission upgrade 335ci

February 15, 2013, 11:26 am

≫ Next: 6AT Trans Upgrade options

≪ Previous: SP-Daten_E89_V48.1 Torrent

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Found a clean 335ci, 2008 model, got 9000 miles on the clock. Are there any automatic transmission upgrades? Does the TCU / ECU go into protection mode if it senses the extra torque? I would like to modify the engine but wonder what the tranny would do.

6AT Trans Upgrade options

February 12, 2013, 6:52 pm

≫ Next: ANOTHER Spec Stage 3+ clutch and SMFW thread

≪ Previous: Auto transmission upgrade 335ci

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@Sikh335 You def getting your 6AT built by these guys?http://www.517trans.com/index.php

ANOTHER Spec Stage 3+ clutch and SMFW thread

February 12, 2013, 10:48 pm

≫ Next: N54 Valve cover gasket DIY

≪ Previous: 6AT Trans Upgrade options

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Welp, last week while doing some datalogging my stock clutch finally started giving out. For 66K miles(40K miles tuned and 20K of those FBO+ meth at well over 450rwtq) it held on like champ and i can't complain one bit. I knew the time was coming so i had already done my research and reading so i had already decided on the Spec Stage 3+ clutch and steel SMFW. PM'd Dzenno@protuningfreaks and had it on the way. It showed up tonight and i'm very satisfied with what i see so far. If the aluminum bellhousing bolts arrive at the dealer in time me and buddy will be doing the install this saturday. I'll be sure to keep the thread updated with pics and a review during and after clutch break in.

N54 Valve cover gasket DIY

February 12, 2013, 11:27 pm

≫ Next: Rb Install thread

≪ Previous: ANOTHER Spec Stage 3+ clutch and SMFW thread

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Seems this DIY has never been done but it needs to be. It's really not that hard and the dealer charges $1000+ to do this. Ridiculous.

Disclaimer: I am not responsible for any damage done to your car following this tutorial. Worked perfectly for mine so it should for yours as well.

**Before you begin - DISCONNECT BATTERY! You'll be messing with electricity and fuel - not fun!**

Some have stated the 26 bolts need to be replace, some say it is not necessary. BMW stated it is not a common practice, only if a problem is noticed and 99% of the time it is not needed.

Here are the part#'s (thanks to user "joe-" for part#'s):

7544369 bolts x 26
11127565286 gasket
11127548063 bolts x 3
11127556977 bolts x 2

Torque specs:

7-7.4 lbs

Pic of new Valve Cover Gasket:



Remove passenger Side Cross Bar:





Remove Coils:



Remove O2 Sensors:



Remove clips on Fuel Rail to get access to bolts:



...and remove bolts:



...and remove Fuel Line Fitting (HIGHLY suggest doing this with a cool motor to avoid pressure release issues):



...and take Sensor off end of Fuel Rail:



Remove vaccum lines off of Booster Line:



Remove the six (6) connectors on Fuel Injectors, three (3) nuts & wires on Ground Posts with wires, lastly remove three (3) Ground Posts:



You do NOT need an extra long socket to get Ground Posts out - simply put socket on Ground Post and then socket/rachet halfway in socket hole:



Pry open tab CAREFULLY to get connectors off Fuel Injectors:



Remove fittings on all six (6) Fuel Injectors and remove entire Fuel Rail:





Remove Wire Holder connected to valve cover (by this point all wires, connectors, etc should be disconnected) - Note the blue-headed that BMW says need to be replaced. I disagree :)



Remove Positive Battery Terminal:



Valve Cover should be able to come off now. Use a putty knife and seperate Valve Cover from Head - do NOT force it or you could crack it. Also, don't gouge the head with any tool you use. I was able to get it loose by just lossening one side:



Cool pics of motor with Valve Cover off - look at that sexy motor LOL:





Get all Gasket material off of Valve Cover and Motor, being careful not to let anything fall into Motor. As you can see below, there's no way this old Valve Cover Gasket was sealing! Had a talk with Rob Beck today regarding this and the gasket not sealing can cause a lot more issues than one might think. The head breathes into the Valve Cover. If the gasket is leaking, it pressurizes your crank case and can cause issues with Turbos, etc. I'll let Rob chime in and elaborate on this.
Use Valvoline chlorine free parts claener applied to the rag not the surface, dont want to much parts cleaner in the motor LOL!!







Clean surface on Motor of all Gasket material - Very important! If you leave it dirty, you will be sorry:



This picture illustrates where the Head breathes into the Valve Cover - have to give Rob Beck credit for this, I had no idea! LOL:



Clean out debris here (I found a bunch of burnt June Bugs in mine! LOL):



New Valve Cover Gasket installed - just push it on:



Insert Spark Plug Guides into Valve Cover before installing it on motor:



Installing Tips:

Really couldn't get pics of this. It's easiest with another pair of hands. Move everything out of the way, the ECU wires go behind Valve Cover easily. Take care not to scrape the Gasket so it falls out. It's really not that difficult - took my wife and I about two minutes to install.

Bolt pattern for tightening I used, I snugged them all then went back and torqued to spec



When putting in bolts, torque down to only 7lbs of torque. Anymore and you will strip the head. Do a bolt pattern - front to back, etc. There's a larger bolt that goes in the right front corner and one that goes in the left rear corner (as you're looking at the car):



TIP: When installing the Fuel Rail, install the bolts first - before you start any fittings otherwise you may strip a bolt hole in the head, like I did (I retapped them easily but much easier if you just don't strip them LOL).



I'd like to send out BIG thanks to Rob Beck for his tips on this job. I appreciate it, man!
Robc

Rb Install thread

February 12, 2013, 11:34 pm

≫ Next: "Devils own" meth kit W/4-AN fitting & Race tank review

≪ Previous: N54 Valve cover gasket DIY

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Thought I would post some pics of my RB install...it was not the hardest job but not the funnest either LOL!
I am about 30 mins from RB-turbo and met up with Rob to get my Rb turbos and man are these things impressive....almost to pretty to install. I must also say that the man making these turbos is a one of a kinf guy and takes pride in his work....very evident after talking to him.

POST your pics here to!!

Here are some pics:

















Torque specs:

Bracket to cylinder head: 9Nm
Coolant supply line to crankcase: 9Nm
Coolant return line to crankcase: 8Nm
Coolant return line to turbo: 8Nm
Coolant supply line to supply line: 8Nm
Exhaust manifold heat shield: 8Nm
Oil supply line to crankcase: 20Nm
Oil pressure line to turbo: 8Nm
Oil return line to crankcase: 8Nm
Oil return line to turbo: 8Nm
Turbo manifold to head: 20Nm

Snap this pic to save some others headaches, when I took the coolant lines off the OEM turbos I must have pryed on the flange and it slight bent it and when installed on the RB's W/spacers it caused a gap. I fixed it by reinstalling the lines on the turbos and tightening down and bending flange back (do not do this with Rbs since it could strip the threads). I rather strip a OEM than a RB LOL!!!



If you want more than 20psi from your RB's you will need this:



If using JB4 you haver to make this setting "pic provided my Steve. Kroda"



Good time to get all the dents out of your FMIC with this awesome liitle tool:



Found out that a regular 10 MM socket or wrench has a bit of a tough time fitting on the "Front turbos" Coolant line nut, so instead of getting a thin walled socket a shaved down a 10MM 1/4" drive socket and it worked like a charm LOL!!





Here is a comparision of a regular socket and shaved socket going on the nut, as you can see a regular socket hits.





Some reference pics of the lines

Front turbo front:



Front turbo rear:



Rear turbo front:



Rear turbo rear:



Most people may know this but the tow hook can be used to lift the motor also...when on a jack it is pretty easy to lift the motor left and right to line up motor mounts by hand:









You can get this device if you want to support it from top with the tow hook:

http://www.harborfreight.com/1000-lb...bar-96524.html

New Parts

Water pump/thermostat:



V-band clamps:



Very important to get all gasket material out of the head:







Use new studs (Get 20-25 incase you have to take manifold off, or threads get damaged ect):



Here is bolt pattern I used to get manifold on evenly, I ujsed the tradioutional way (star) and gasket got squished (slightly nothing bad):





Way to take stud off nut without hurting threads, use bolt penatration liquid first:





Use #45 Torx socket...a 11mm socket gets stuck most of the time on the nut:





There is access from the top on a lot of the bolts:





Here is how the heat-shields are placed once on the turbos are installed, start to put these on BEFORE tightening manifold:

Front turbo:



Rear turbo:





Before installing front turbo loosen induction tube for more clearance. After front tubo is installed connect vaccum line to actuator, if you wait you will be sorry lol!! Make sure induction tube is flush on turbo after:









Wait to connect these lines until both turbos are installed:



Front turbo on!!!





While rear turbo is loose conect these lines together (Once bolted there is no play in the line):[/B]





Oil line can be very tight, basically hard to hold in place with gasket wheile lining up holes, bolt in one side with the gasket on....then slid gasket over and tighten the other side:



Top coolant lines can not be fully installed untill turbo is installled fully, put coolant line end lined up with holes (top right corned on front turbo and top left of rear) and when turbo is bolted down it will push line in)....Sorry couldnt get a pic.
Here are some pics of the new waterpump/thermostate and the cute little Rb's LOL!!!

RB's:



Waterpump:





Note:

"Devils own" meth kit W/4-AN fitting & Race tank review

February 12, 2013, 11:38 pm

≫ Next: Devils Own SS Dual line upgraded review/pics

≪ Previous: Rb Install thread

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Decided to upgrade my meth kit because my other kit (not getting into wich one, this is a review not a bash thread LOL!!) was having issues with air in the lines. I contact Devils own and ordered the following below and it intergrates with the JB4 FSB perfectly. Devils own customer service is way above expectations...aswered every Email and I was able to tell them the length of the lines I needed and the kit was shipped the next day!

Tank:

I LOVE this tank...has a baffle/sump built in so you can take the fluid down low (I never do) and is beneficial when taking hard corners ect. The tank is built exactly like a fuel cell...VERY thick....you could stand on this tghing and it wouyld not budge. The lid is awesome...seals very well and tou just twist the insert and it suctions down..twist in oposite direction and un-seals. I also like the vented allen screw fitting, not just a hole drilled in the tanks cap.









Note: If you get the race tank you will have to have push in fittings from pump to tank.
Fittings: Greatest part of kit, so much easier to purge your systen not fighting a "push in fitting" and the nozzle just stays in place forever (unless you have to clean the nozzle).







Nozzle/Nozzle holder:

I really like the design of there nozzle with the screw in filter. I love the Nozzle holder with the 4-An fitting as stated above...easy to purge and the Nozzle holder will alow you to use a CM nozzle also.







Selonoid:

Pretty much all are the same, except I do like the thicker wires on this unit and of course the 4-AN fittings.



Pump:

Works great, pumps are pretty much the same also...this one is rated at 250 psi.



Installed pics/Notes:

If you run yours like I did You will need 1X 14 ft hose (Had a foot extra just incase) 1X 10" piece (From selonoid to nozzle.

Note: If you have 4-AN fittings on tank you will need a 2-3 foot piece here with a 90 degree fitting on your line....depends on your set-up.









I am VERY satisfied with this set-up, meth flows great and response is instant:

Log:

Devils Own SS Dual line upgraded review/pics

February 12, 2013, 11:41 pm

≫ Next: Pro Tunes - Intro pricing going away, Regular Price starting March 15th 2013

≪ Previous: "Devils own" meth kit W/4-AN fitting & Race tank review

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Made a seperate thread from my Devils own meth kit review for ease of searching.
Decided to go with dual lines for better optimization, I ordered the Devils Own kit and cant be happier! I went with a DO7 & DO10.

Upgrade kit comes with 8" line (will have to specify if you want a 90 degree) 4-AN T (2 male ends & 1 female end....goes directly to selonoid. Nozzles and tap are seperate, I also ordered another line.

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Pro Tunes - Intro pricing going away, Regular Price starting March 15th 2013

February 13, 2013, 7:08 am

≫ Next: Is anyone interested in some turbo inlet pipes? Stock/Upgraded Stock

≪ Previous: Devils Own SS Dual line upgraded review/pics

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After about 9 months of intro pricing, starting March 15th 2013, our custom tunes will be moving back to their regular pricing.

After March 15th our e-Tunes will be at $249 (199 current intro) and local pro tunes will be $349 (299 current intro). If you're interested in getting custom tuned at our intro pricing now but looking to have the car tuned any time AFTER March 15th 2013 that is no problem and your tuning purchase will not expire with us.

In addition to that, if you decide you'd like to move on from the N54 to a different platform (e.g. jump into an N55 or another car) and haven't had a chance to get the car custom tuned yet your purchase is 100% fully transferrable to the next Cobb supported BMW motor. If you choose to sell your Cobb AP altogether but custom tuning hasn't yet been completed the new owner can take full advantage and get their custom tune done based on your unused purchase.

Is anyone interested in some turbo inlet pipes? Stock/Upgraded Stock

February 13, 2013, 9:44 am

≫ Next: DME Swap

≪ Previous: Pro Tunes - Intro pricing going away, Regular Price starting March 15th 2013

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A feat that has been attempted many times before. I'm trying to gauge interest on a set of turbo inlet pipes. I have a them on my car (still waiting flywheel) @rick@defiv made, they use two equal length inlet runners to a y pipe (prevents one turbo from fighting the other) with a filter positioned in the lower passenger-side brake-duct air vent.

This is basically the 'ideal' for cold air induction.

To install you have to remove a lot of stuff, you have to shuffle things around, it's a tight fit down there.

After looking at the intake system Rick identified a few weak points, the inlet pipe at the turbo inlet has a restriction that is -smaller- than the diameter of the turbo inlet. That had to go. The pancake piping, sharp bends all had to hit the trash as well.

Advantages:
Short, equal length runners w/ gradual bends.
Cold Air.
Thermal Coating.
No restrictions all the way into the turbos.

I'm on stock turbos, I still expect to see some significant gains from this intake. You would imagine that upgraded turbos who are starved for air with the stock pipes will see an even better result.

These tubes are done, they're on my car. I haven't had it on the dyno as I'm still waiting for the 6-bolt clutchmasters to arrive.

DME Swap

February 13, 2013, 7:14 pm

≫ Next: Some new COBB product offerings..

≪ Previous: Is anyone interested in some turbo inlet pipes? Stock/Upgraded Stock

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Has anyone outlined the exact differences between a 335i and is? I know there are radiator and cooling upgrades, but what about the DME? Is there a way to remarry a DME with a new VIN?

Some new COBB product offerings..

February 14, 2013, 6:15 pm

≫ Next: Spray pattern with Recessed Meth nozzle (vid & pics)

≪ Previous: DME Swap

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Quick heads up...Cobb's recently released a few hardware modifications for the BMW platform and we're happy to be able to offer them to you guys. Free shipping in the Con US.

http://www.protuningfreaks.com/brands/COBB-Tuning.html

Spray pattern with Recessed Meth nozzle (vid & pics)

February 14, 2013, 7:26 pm

≫ Next: Auto transmission upgrade 335ci

≪ Previous: Some new COBB product offerings..

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Took these pics while my wife did 7/5 command mode with the recessed nozzle and it doesnt seem to be hitting the sides at all. Again this is with the naked eye on video. This was with a DO10 nozzle.

Auto transmission upgrade 335ci

February 15, 2013, 11:26 am

≫ Next: Tool32 DME fault codes list MSD80

≪ Previous: Spray pattern with Recessed Meth nozzle (vid & pics)

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Found a clean 335ci, 2008 model, got 9000 miles on the clock. Are there any automatic transmission upgrades? Does the TCU / ECU go into protection mode if it senses the extra torque? I would like to modify the engine but wonder what the tranny would do.

Tool32 DME fault codes list MSD80

February 16, 2013, 6:03 am

≫ Next: Cobb - Timing Drops / WGDC Base almost at 0 / ATR / Boost Over Shoots / Logs and WGDC base Attached

≪ Previous: Auto transmission upgrade 335ci

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I was checking out Tool32 trying to configure it to English for both INPA and Tool32, and finally got it working! Also I was able to use Tool32 to get all the DME fault codes in English also. I looked at the Sticky thread and its not the complete listing! Hopefully this list will make it to the top.



Here is the complete DME fault codes for MSD80.prg with English translated straight from Tool32 software... Hopefully this can help anyone diagnose their fault codes and fix their cars..There are probably alot of codes floating out there with no mention in seaches via the web...

Code:

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29CC misfirings, several cylinders
29CD misfirings, cylinder 1
29CE misfirings, cylinder 2
29CF misfirings, cylinder 3
29D0 misfirings, cylinder 4
29D1 misfirings, cylinder 5
29D2 misfirings, cylinder 6
29D9 misfirings in case of tank filling level too low
29DA crankshaft sensor, segment adaptation
29DB smooth running, Segment time measurement
29DC cylinder injection switch-off
29E0 fuel mixture control
29E1 fuel mixture control 2
29E2 fuel injection rail, pressure sensor signal
29E5 fuel mixture adaptation, upper speed range
29E6 fuel mixture adaptation 2, upper speed range
29F1 fuel pressure, plausibility
29F2 fuel high pressure system, fuel pressure
29F3 fuel pressure sensor, electrical
29F4 catalytic converter conversion
29F5 catalytic converter conversion 2
2A0C exhaust fume return, systemfunktion
2A0D exhaust fume return valve, input signal
2A0E exhaustfume returnvalve, deviation postioncontroling
2A0F exhaust fume return valve, adaptation
2A10 exhaust fume return valve, signal
2A12 DMTL diagnosis module tank leakage, magnetic valve, input signal
2A13 DMTL diagnosis module tank leakage, leakage diagnosis pujmp, input signal
2A15 DMTL diagnosis module tank leakage, fine leakage
2A16 DMTL diagnosis module tank leakage, finest leakage
2A17 DMTL diagnosis module tank leakage, system failure
2A18 DMTL diagnosis module tank leakage, heating: input signal
2A19 tank ventilation valvel, input signal
2A1A tank ventilation system, function
2A1B tank lid
2A1C tank filling level, plausibility
2A26 catalytic converter, conversion during shift operation
2A27 catalytic converter 2, conversion during shift operation
2A2B fuel mixture control
2A2C fuel mixture control 2
2A2D fuel low pressure system, fuel pressure
2A80 inlet-Vanos variable cam control test, input signal
2A82 inlet-Vanos variable cam control test
2A85 outlet-VANOS variable cam control test
2A87 outlet-Vanos variable cam control test, mechanics
2A94 crankshaft sensor, signal
2A95 crankshaft sensor, synchronisation
2A96 crankshaft sensor, tooth failure
2A97 crankshaft sensor, gap failure
2A98 crank shaft - inlet camshaft, correlation
2A99 crank shaft - outlet camshaft, correlation
2A9A camshaft sensor inlet, signal
2A9B camshaft sensor outlet, signal
2A9E camshaft sensor inlet, synchonization
2A9F camshaft sensor outlet, synchronization
2AA0 camshaft sensor inlet, signal
2AA1 camshaft sensor outlet, signal
2AA2 camshaft sensor inlet, gap loss
2AA3 camshaft sensor outlet, loss
2AA4 camshaft sensor inlet, tooth failure
2AA5 camshaft sensor outlet, tooth failure
2AA8 variable suction unit adjustment motor: input signal
2AA9 variable suction unit adjustment motor 2: input signal
2AAA variable suction unit, plausibility
2AAB variable suction unit, self diagnosis
2AAC variable suction unit 2, self diagnosis
2AAD fuel pumpe, emergency off
2AAE Fuel pump
2AAF fuel pumpe, plausibility
2AB2 DME, internal error: RAM
2AB3 DME, internal error: checksum
2AB4 DME, internal error: RAM-checksum
2AB5 DME, internal error: knocksensor
2AB6 DME, internal error: multi outputstage
2ABC charging pressure sensor, electrical
2ABD intake pressure sensor, re-running
2AC6 Taster driving dynamics control (sports button), signal
2ACB DME digital motor electronics main relay, input signal
2ACC DME digital motor electronics main relay, switch delay
2AD0 gear control
2ADF idle running control, speed
2AE0 idle running control during cold start
2AE4 motor venting/heating relay, input signal
2AF0 nitric oxide sensor, heating
2AF2 nitric oxide sensor, Lambda linear
2AF4 NOXsensor, electrical
2AF6 nitric oxide sensor, Lambda binary
2B00 overspeed, lean-range
2C24 Lambda proben in front of catalytic converter, muddled
2C27 Lambda probe in front of catalytic converter, system check
2C28 Lambda probe in front of catalytic converter 2, system check
2C2B Lambda probe in front of catalytic converter, system check
2C2C Lambda probe in front of catalytic converter 2, system check
2C2D Lambda probe in front of catalytic converter, thrust control
2C2E Lambda probe in front of catalytic converter 2, thrust control
2C31 Lambda probe in front of catalytic converter, trimming control
2C32 Lambda probe in front of catalytic converter 2, trimming control
2C39 Lambda probe in front of catalytic converter, dynamics
2C3A Lambda probe in front of catalytic converter 2, dynamics
2C3B Lambda probe in front of catalytic converter, not plugged
2C3C Lambda probe in front of catalytic converter 2, not plugged
2C3D Lambda probe in front of catalytic converter, Leitungsfailure
2C3E Lambda probe in front of catalytic converter 2, Leitungsfailure Kabelcable oder Übertragungsfehler transmission?
2C3F DME, internal error: Lambdaprobe, evaluation component
2C40 DME, internal error: Lambdaprobe 2, evaluation component
2C41 DME, internal error: Lambdaprobe
2C42 DME, internal error: Lambdaprobe 2
2C6A Lambda probe behind catalytic converter, muddled
2C6B Lambda probe behind catalytic converter, system check
2C6C Lambda probe behind catalytic converter 2, system check
2C6D Lambda probe behind catalytic converter, aging
2C6E Lambda probe behind catalytic converter 2, aging
2C73 Lambda probe behind catalytic converter, signal
2C74 Lambda probe behind catalytic converter 2, signal
2C75 Lambda probe behind catalytic converter, signal
2C76 Lambda probe behind catalytic converter 2, signal
2C77 Lambda probe behind catalytic converter, signal
2C78 Lambda probe behind catalytic converter 2, signal
2C79 Lambda probe behind catalytic converter, signal
2C7A Lambda probe behind catalytic converter 2, signal
2C7B Lambda probe behind catalytic converter, signal
2C7C Lambda probe behind catalytic converter 2, signal
2C7E Lambda probe behind catalytic converter, trimming control
2C7F Lambda probe behind catalytic converter 2, trimm control
2C87 exhaust fume temperature sensor, signal
2C9C Lambda probe heating in front of catalytic converter, input signal
2C9D Lambda probe heating in front of catalytic converter 2, input signal
2C9E Lambda probe heating behind catalytic converter, input signal
2C9F Lambda probe heating behind catalytic converter 2, input signal
2CA6 Lambda probe heating in front of catalytic converter, function
2CA7 Lambda probe heating in front of catalytic converter 2, function
2CA8 Lambda probe heating behind catalytic converter, function
2CA9 Lambda probe heating behind catalytic converter 2, function
2CAA Lambdaprobe before catalyst, temperature
2CAB Lambdaprobe 2 before catalyst, temperature
2CEC throttle valve actuater, short locked
2CED throttle valve actuater, reamains locked
2CEE throttle valve actuater, rough running
2CEF throttle valve actuater, activation
2CF6 throttle valve potentiometer 1, plausibility with regard to air mass
2CF7 throttle valve potentiometer 2, plausibility with regard to air mass
2CF9 throttle valve potentiometer 1
2CFA throttle valve potentiometer 2
2CFB throttle valve adaptation value
2CFC throttle valve, start test
2CFD throttle valve adaptation value missing
2CFE throttle valve, continuous adaptation
2D06 air mass system
2D07 Throttle valve
2D0B throttle valve heater, Relais
2D0C throttle valve, defrosting
2D0E air mass meter, electrical
2D0F air mass meter, signal
2D15 air mass gauge, measurement range
2D16 air mass meter, signal
2D1B accelerator pedal module, pedal sensor signal 1
2D1C accelerator pedal module, pedal sensor signal 2
2D1D accelerator pedal module, pedal sensor 1, voltage suppy
2D1E accelerator pedal module, pedal sensor 2, voltage suppy
2D1F accelerator pedal module, pedal sensor potentiometer, signal
2D20 accelerator pedal module, pedal sensor, plausibility between signal 1 and signal 2
2D28 differential pressure sensor, suction pipe: Signal
2D29 differential pressure sensor, suction pipe: plausibility
2D2A differential pressure sensor, suction pipe: adaptation
2D2B pressure sensor of the intake pipe, re-running
2D2E  angle of throttle valve - intake pipe underpressure, Korrelation
2D33 Absolutpressuresensor, intake pipe: Signal
2D35 Absolutpressuresensor, intake pipe: adaption
2D50 DME digital motor electronics, internal failure:  driving speed contro
2D52 DME digital motor electronics, internal failure: control motor speed
2D53 DME digital motor electronics, internal failure: control speed limitation
2D55 DME digital motor electronics, internal failure: control driver pedal module
2D56 DME digital motor electronics, internal failure: control idle running
2D57 DME digital motor electronics, internal failure: control external torque requirement
2D58 DME digital motor electronics, internal failure: control nominal torque?
2D59 DME digital motor electronics, internal failure: control actual torque??
2D5A control motor torque limitation
2D5C DME digital motor electronics, internal failure: control hardware
2D5F reset
2D60 fuel mass, monitoring
2D61 throttle valve, monitoring
2D64 control stoichiometric mixture
2D67 DME digital motor electronics, internal failure: control processors
2DB5 driving speed control, signal
2DB6 speed controling, switch mulitfunctional steering wheel
2DB7 driving speed control, time limit of data transfer achieved
2DBE active speed control, locked for driving cycle
2DC0 longitudinal dynamics management
2DC3 control Klemme 15
2DC5 torque requirement via CANcontroller area network, plausibility
2DC8 message of electronic gear control? missing, electronic gear control? 1
2DC9 message of electronic gear control? missing, electronic gear control? 2
2DE1 value of left tank-fuellevel , plausibility
2DE2 value of righttank-fuellevel, plausibility
2DEB power management, vehicle wiring system control
2DEC power management, battery control
2DED power management, standby current control
2E18 ignition, cylinder 1
2E19 ignition, cylinder 2
2E1A ignition, cylinder 3
2E1B ignition, cylinder 4
2E1C ignition, cylinder 5
2E1D ignition, cylinder 6
2E30 injection valve cylinder 1, input signal
2E31 injection valve cylinder 2, input signal
2E32 injection valve cylinder 3, input signal
2E33 injection valve cylinder 4, input signal
2E34 injection valve cylinder 5, input signal
2E35 injection valve cylinder 6, input signal
2E68 knock sensor signal 1
2E69 knock sensor signal 2
2E77 ignition, voltage suppy
2E7C bit serial data interface, signal
2E81 elctrical cooling pump:, speed deviation
2E82 elctrical cooling pump: switch off
2E83 elctrical cooling pump, low-power mode
2E84 elctrical cooling pump, communication
2E85 elctrical cooling pump, communication
2E8B intelligent battery sensor, signal
2E8C intelligent battery sensor, function
2E8D intelligent battery sensor, signal transmission
2E8E intelligent battery sensor, communication
2E96 generator, under excitation
2E97 Generator
2E98 generator, communication
2E9F oil condition sensor
2EA1 oil condition sensor, communication
2EAE message of nitrogen oxide sensor 1 missing
2EAF message of nitrogen oxide sensor 2 missing
2ECC generator, communication
2ECD Generator, electrical
2ECE generator,  plausibility: electrical
2ECF Generator, overtemperature
2ED0 generator,  plausibility: temperature
2ED1 Generator, mechanical
2ED2 generator, controler wrong
2ED3 generator, wrong model
2EE0 coolant temperature sensor, Signal
2EE1 coolant temperature sensor, plausibility
2EE2 coolant temperature sensor, plausibility, Signal konstant
2EE3 coolant temperature sensor, plausibility, gradient
2EE6 cooling fluid sensor, measurement range
2EEA temperature sensor radiator outlet, signal
2EEB temperature sensor radiator outlet, plausibility, gradient
2EEC temperature sensor radiator outlet, plausibility
2EF4 map thermostat, mechanics
2EF5 map thermostat, input signal
2EFE electrical fan, input signal
2EFF electrical fan, self diagnosis
2F08 inlet air temperature sensor, signal
2F09 inlet air temperature sensor, plausibility
2F0A inlet air temperature sensor turbo charger, signal
2F0D radiator blind, input signal, (GLF)
2F10 radiator blind, bottom
2F11 radiator blind, top
2F12 air conditioning compressor, input signal
2F49 EWS manipulation protection
2F4A interface EWS-DME electronic vehicle immobilization/digital motor electronics
2F4B DME digital motor electronics, internal failure: EWS (electronic vehicle immobilization) data
2F4C message EWS-DME digital motor electronics electronic vehicle immobilization-digital motor electronics failure
2F4E vehicle speed, signal
2F4F vehicle speed, plausibility
2F58 start automatics, input signal
2F63 brake light switch, plausibility
2F64 brake light test switch, plausibility
2F67 clutch switch, signal
2F6C exhaust fumeflap, input signal
2F71 E-box-fan, input signal
2F76 ambient pressure sensor, signal
2F77 ambient pressure sensor, plausibility
2F79 sensor of environment pressure, re-running
2F7A sensor of environment pressure, re-running
2F7B oil pressure switch, plausibility
2F80 motor shutoff time, plausibility
2F85 DME digital motor electronics, internal failure: inside temperature sensor, signal
2F8F accelerator pedal module and brake pedal, plausibility
2F94 fuel pumpen relay, input signal
2F99 outsidetemperaturesensor, plausibility
2F9A outsidetemperaturesensor, communication
2F9E thermic oil level sensor
2FA3 coding missing
2FA4 wrong data set
2FAB Actives Motorbearing, electrical
2FBC fuel pressure control valve, signal
2FBD fuel pressure steuer ventil, plausibility
2FBE fuel pressure after motorstop
2FBF fuel pressure at injection release
2FC0 fuel pressure, measurement range
2FC6 energy save mode active
3070 cylinder same adjustment via irregular running cylinder 1
3071 cylinder same adjustment via irregular running cylinder 2
3072 cylinder same adjustment via irregular running cylinder 3
3073 cylinder same adjustment via irregular running cylinder 4
3074 cylinder same adjustment via irregular running cylinder 5
3075 cylinder same adjustment via irregular running cylinder 6
307C cylinder same adjustment via Lambda cylinder 1
307D cylinder same adjustment via Lambda cylinder 2
307E cylinder same adjustment via Lambda cylinder 3
307F cylinder same adjustment via Lambda cylinder 4
3080 cylinder same adjustment via Lambda cylinder 5
3081 cylinder same adjustment via Lambda cylinder 6
30A0 ignition coil cylinder 1, input signal
30A1 ignition coil cylinder 2, input signal
30A2 ignition coil cylinder 3, input signal
30A3 ignition coil cylinder 4, input signal
30A4 ignition coil cylinder 5, input signal
30A5 ignition coil cylinder 6, input signal
30AC injection valve cylinder 1, input signal
30AD injection valve cylinder 2, input signal
30AE injection valve cylinder 3, input signal
30AF injection valve cylinder 4, input signal
30B0 injection valve cylinder 5, input signal
30B1 injection valve cylinder 6, input signal
30BA DME digital motor electronics, internal failure
30BB DME digital motor electronics, internal failure
30C0 motor oil pressure control, dynamically
30C1 motor oil pressure control, statically
30C2 oilpressure-controlvalve, activation
30C3 motor oil pressure sensor, signal
30C4 motor oil pressure control, mechanically
30C5 oil pump, mechanical: oil pressure
30C6 motor oil pressure sensor, plausibility
30C7 motor oil pressure system
30CF Wastegate, input signal
30D0 Wastegate 2, input signal
30D6 nitric oxide sensor, plausibility
30D8 NOXsensor, Sensor damaged
30DA NOXsensor, heating time
30DC nitric oxide senor, heating
30DE NOXsensor - Lambdaprobe before catalyst, Korrelation
30E0 NOXsensor, Offset
30E2 nitric oxide sensor, thrust test
30E4 nitric oxide sensor, aging
30E6 nitric oxide sensor, dynamics
30E9 nitric oxide catalytic converter, aging
30ED glow ignition: cylinder 1
30EE glow ignition: cylinder 2
30EF glow ignition: cylinder 3
30F0 glow ignition: cylinder 4
30F1 glow ignition: cylinder 5
30F2 glow ignition: cylinder 6
30FC exhaust fume turbo charger, density
30FE exhaust fume turbo charger, high pressure side
30FF exhaust fume turbo charger, low pressure side
CD8B local-CAN communication failure
CD94 message (outside temperature/relative time, 310)
CD95 message (operation cruise control/ACC active cruise control, 194)
CD96 message (torque requirement ACCactive cruise control, B7)
CD97 message (torque requirement AFS active front steering, B9)
CD98 message (torque requirement DSCdynamic stability control, B6)
CD99 message (torque requirement EGSelectronic gear control?, B5)
CD9A message (torque requirement SMG, BD)
CD9B message (vehicle mode, 315)
CD9C message (speed, 1A0)
CD9D message (gear data, BA)
CD9E message (gearboxdate 2, 1A2)
CD9F message (kilometer reading/coverage, 330)
CDA0 message (terminal state, 130)
CDA1 message (steering wheel angle, C4)
CDA2 message (power management battery voltage, 3B4)
CDA3 message power management load voltage, 334)
CDA4 message (status ARSactive roll stabilizing module, 1AC)acceleration?
CDA5 message (status DSCdynamic stability control, 19E)
CDA6 message (status electrical fuel pump, 335)
CDA7 message (status reverse gear, 3B0)
CDA8 message (Status KOMBI, 1B4)
CDA9 message (heat flow/load torque climate, 1B5)
CDAA message (status crash shut off EKPelectric fuel pump, 135)
CDAB message (lamp condition,  21A)
CDAC message (status water valve,  3B5)
CDAD message (requirement road wheel torque drive line,  BF)
CDAE message (time/date, 2F8)
CDAF message (status trailer, 2E4)
CDB0 message (display gear data)
CDB1 message (Status central lock, 2FC)
CDB3 message (torque requirement steering, B1h)
CDB4 message (gear data, 3B1)
CDB5 PT-CAN communication failure
CDB9 message (status EMF, 201)
CDBA message (actuator request EMF, 1A7)

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Attached Images

 

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Cobb - Timing Drops / WGDC Base almost at 0 / ATR / Boost Over Shoots / Logs and WGDC base Attached

February 16, 2013, 11:50 am

≫ Next: Clutch + Flywheel for minimal chatter?

≪ Previous: Tool32 DME fault codes list MSD80

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I've been wrestling with timing drops Cobb Stage 1 4.01 Aggressive OTS map. I've even tried the sport map and drive map too and get the drops to a slightly lesser extent. I've even tried all 3 levels of the maps on version 3.01 and get the same result. I don't believe its hardware. I never get codes, have 45K on the odometer, changed the spark plugs at 37K and the HPFP was replaced in 2010 with the revised version.

Timing drops always coincide with actual boost exceeding requested boost. I've pulled a ton out of WGDC base and still have not been able to eliminate it. Things are better. Whereas before I would see lots of negative timing now I see more low positive numbers. Wide open throttle and the above 4K RPM's are actually very good. Its mostly at the onset of boost that these happen. I get the drops on part throttle too. My DME seems to like to pull timing aggressively and only closes throttle on rare occasions. When it closes throttle its already too late.

What's especially frustrating is that when I give a light stab of throttle on the highway in 5th or 6th gear (only requesting around 2 psi) Ialways over boost as you'll see in the attached. My WGDC values in this range are already at 0.05 - 0.5. I'll pull them down to 0 but where do I go from here? Any suggestions using PID?

Interestingly on the stage 0 (mimics stock map) I don't get any timing drops even in low boost part throttle situations. Is there something fundamentally different in the underlying logic in this map?

I'm under a CPO warranty and I really am hesitant to stack with a JB4 for this reason although I know doing that seems to be the current workaround. Any suggestions of what I can do ATR with just the Cobb are much appreciated.

Attached Images

           

Attached Files

• DatalogZip.zip (27.8 KB)

Clutch + Flywheel for minimal chatter?

February 16, 2013, 5:12 pm

≫ Next: Rb Install thread

≪ Previous: Cobb - Timing Drops / WGDC Base almost at 0 / ATR / Boost Over Shoots / Logs and WGDC base Attached

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I am currently running around 400 awhp, and the current clutch and flywheel setup (stock) is slipping. I have heard that the DMFWs have the risk of catastrophic failure under higher power. I have no need for a faster revving engine with a lightweight flywheel, but I do need a stronger clutch.

If I plan on capping my power at 450-500awhp, could I keep the DMFW and use a Spec Stage 2+ clutch, or are there single mass flywheels out there that have minimal chatter?

Rb Install thread

February 12, 2013, 11:34 pm

≫ Next: "Devils own" meth kit W/4-AN fitting & Race tank review

≪ Previous: Clutch + Flywheel for minimal chatter?

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Thought I would post some pics of my RB install...it was not the hardest job but not the funnest either LOL!
I am about 30 mins from RB-turbo and met up with Rob to get my Rb turbos and man are these things impressive....almost to pretty to install. I must also say that the man making these turbos is a one of a kinf guy and takes pride in his work....very evident after talking to him.

POST your pics here to!!

Here are some pics:

















Torque specs:

Bracket to cylinder head: 9Nm
Coolant supply line to crankcase: 9Nm
Coolant return line to crankcase: 8Nm
Coolant return line to turbo: 8Nm
Coolant supply line to supply line: 8Nm
Exhaust manifold heat shield: 8Nm
Oil supply line to crankcase: 20Nm
Oil pressure line to turbo: 8Nm
Oil return line to crankcase: 8Nm
Oil return line to turbo: 8Nm
Turbo manifold to head: 20Nm

Snap this pic to save some others headaches, when I took the coolant lines off the OEM turbos I must have pryed on the flange and it slight bent it and when installed on the RB's W/spacers it caused a gap. I fixed it by reinstalling the lines on the turbos and tightening down and bending flange back (do not do this with Rbs since it could strip the threads). I rather strip a OEM than a RB LOL!!!



If you want more than 20psi from your RB's you will need this:



If using JB4 you haver to make this setting "pic provided my Steve. Kroda"



Good time to get all the dents out of your FMIC with this awesome liitle tool:



Found out that a regular 10 MM socket or wrench has a bit of a tough time fitting on the "Front turbos" Coolant line nut, so instead of getting a thin walled socket a shaved down a 10MM 1/4" drive socket and it worked like a charm LOL!!





Here is a comparision of a regular socket and shaved socket going on the nut, as you can see a regular socket hits.





Some reference pics of the lines

Front turbo front:



Front turbo rear:



Rear turbo front:



Rear turbo rear:



Most people may know this but the tow hook can be used to lift the motor also...when on a jack it is pretty easy to lift the motor left and right to line up motor mounts by hand:









You can get this device if you want to support it from top with the tow hook:

http://www.harborfreight.com/1000-lb...bar-96524.html

New Parts

Water pump/thermostat:



V-band clamps:



Very important to get all gasket material out of the head:







Use new studs (Get 20-25 incase you have to take manifold off, or threads get damaged ect):



Here is bolt pattern I used to get manifold on evenly, I ujsed the tradioutional way (star) and gasket got squished (slightly nothing bad):





Way to take stud off nut without hurting threads, use bolt penatration liquid first:





Use #45 Torx socket...a 11mm socket gets stuck most of the time on the nut:





There is access from the top on a lot of the bolts:





Here is how the heat-shields are placed once on the turbos are installed, start to put these on BEFORE tightening manifold:

Front turbo:



Rear turbo:





Before installing front turbo loosen induction tube for more clearance. After front tubo is installed connect vaccum line to actuator, if you wait you will be sorry lol!! Make sure induction tube is flush on turbo after:









Wait to connect these lines until both turbos are installed:



Front turbo on!!!





While rear turbo is loose conect these lines together (Once bolted there is no play in the line):[/B]





Oil line can be very tight, basically hard to hold in place with gasket wheile lining up holes, bolt in one side with the gasket on....then slid gasket over and tighten the other side:



Top coolant lines can not be fully installed untill turbo is installled fully, put coolant line end lined up with holes (top right corned on front turbo and top left of rear) and when turbo is bolted down it will push line in)....Sorry couldnt get a pic.
Here are some pics of the new waterpump/thermostate and the cute little Rb's LOL!!!

RB's:



Waterpump:





Note:

"Devils own" meth kit W/4-AN fitting & Race tank review

February 12, 2013, 11:38 pm

≫ Next: Devils Own SS Dual line upgraded review/pics

≪ Previous: Rb Install thread

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Decided to upgrade my meth kit because my other kit (not getting into wich one, this is a review not a bash thread LOL!!) was having issues with air in the lines. I contact Devils own and ordered the following below and it intergrates with the JB4 FSB perfectly. Devils own customer service is way above expectations...aswered every Email and I was able to tell them the length of the lines I needed and the kit was shipped the next day!

Tank:

I LOVE this tank...has a baffle/sump built in so you can take the fluid down low (I never do) and is beneficial when taking hard corners ect. The tank is built exactly like a fuel cell...VERY thick....you could stand on this tghing and it wouyld not budge. The lid is awesome...seals very well and tou just twist the insert and it suctions down..twist in oposite direction and un-seals. I also like the vented allen screw fitting, not just a hole drilled in the tanks cap.









Note: If you get the race tank you will have to have push in fittings from pump to tank.
Fittings: Greatest part of kit, so much easier to purge your systen not fighting a "push in fitting" and the nozzle just stays in place forever (unless you have to clean the nozzle).







Nozzle/Nozzle holder:

I really like the design of there nozzle with the screw in filter. I love the Nozzle holder with the 4-An fitting as stated above...easy to purge and the Nozzle holder will alow you to use a CM nozzle also.







Selonoid:

Pretty much all are the same, except I do like the thicker wires on this unit and of course the 4-AN fittings.



Pump:

Works great, pumps are pretty much the same also...this one is rated at 250 psi.



Installed pics/Notes:

If you run yours like I did You will need 1X 14 ft hose (Had a foot extra just incase) 1X 10" piece (From selonoid to nozzle.

Note: If you have 4-AN fittings on tank you will need a 2-3 foot piece here with a 90 degree fitting on your line....depends on your set-up.









I am VERY satisfied with this set-up, meth flows great and response is instant:

Log:

Devils Own SS Dual line upgraded review/pics

February 12, 2013, 11:41 pm

≫ Next: Pro Tunes - Intro pricing going away, Regular Price starting March 15th 2013

≪ Previous: "Devils own" meth kit W/4-AN fitting & Race tank review

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Made a seperate thread from my Devils own meth kit review for ease of searching.
Decided to go with dual lines for better optimization, I ordered the Devils Own kit and cant be happier! I went with a DO7 & DO10.

Upgrade kit comes with 8" line (will have to specify if you want a 90 degree) 4-AN T (2 male ends & 1 female end....goes directly to selonoid. Nozzles and tap are seperate, I also ordered another line.