Even in 85F weather the car was really strong. Here are some pics.
Good to see you Dave!
[Edit by TCD on [TIME]1122934167[/TIME]]
One stout e34!
Dave Read drove down from Toronto Friday night to upgrade his S1 kit to a S2 kit. The installation went really smooth and the results are as expected. Even more power! His 200k mile m30 is now happily boosting 15psi. This is big power on a m30b35! He has added many items to improve the performance including a SMT-6 piggy back running 42lb injectors and a 7th injector as well. He also installed a 2 stage water injection system. Sweeney modified his charge air pipe to accept the water injection and 7th injector.
Even in 85F weather the car was really strong. Here are some pics.
Good to see you Dave!
[Edit by TCD on [TIME]1122934167[/TIME]]
Even in 85F weather the car was really strong. Here are some pics.
Good to see you Dave!
[Edit by TCD on [TIME]1122934167[/TIME]]
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OldgreenE34
- Posts: 51
- Joined: Feb 12, 2006 12:00 PM
- Location: Toronto
Hey T6dd,
Last name is Read, not Reid....pretty common mistake.
Just to add to the chatter, I saw 17 pounds of boost on the way back to Toronto after a fuel stop. Adjusted back down to 15 and the car is an absolute point and shoot machine.
On Sunday I ran the Fabi track at Shannonville near Belleville Ontario and had huge interest as the old 3600 pound pig ran with the STI's and Honda S2000's around the tight little track.
Dave
Last name is Read, not Reid....pretty common mistake.
Just to add to the chatter, I saw 17 pounds of boost on the way back to Toronto after a fuel stop. Adjusted back down to 15 and the car is an absolute point and shoot machine.
On Sunday I ran the Fabi track at Shannonville near Belleville Ontario and had huge interest as the old 3600 pound pig ran with the STI's and Honda S2000's around the tight little track.
Dave
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OldgreenE34
- Posts: 51
- Joined: Feb 12, 2006 12:00 PM
- Location: Toronto
I put in a thicker BMW head gasket during a broken rocker replacment using stock bolts. That head gasket let go inside a month. That makes me think I did a poor job in the install, who knows.
So, I went back to stock thickness BMW supply together with ARP studs and huge care in the work. Everything perfectly clean, followed the ARP instructions like a maniac and a few pounds over on the final wrenching. And about a week later a valve adjust and retorque on the studs.
I do not expect any failure in the gasket, I expect the next thing to go is the ring lands, but only if I get into detonation.
I have a bottom end that I am going to build with JE forged pistons sometime during the winter.
Dave
So, I went back to stock thickness BMW supply together with ARP studs and huge care in the work. Everything perfectly clean, followed the ARP instructions like a maniac and a few pounds over on the final wrenching. And about a week later a valve adjust and retorque on the studs.
I do not expect any failure in the gasket, I expect the next thing to go is the ring lands, but only if I get into detonation.
I have a bottom end that I am going to build with JE forged pistons sometime during the winter.
Dave
[QUOTE="OldgreenE34"]I put in a thicker BMW head gasket during a broken rocker replacment using stock bolts. That head gasket let go inside a month. That makes me think I did a poor job in the install, who knows.
So, I went back to stock thickness BMW supply together with ARP studs and huge care in the work. Everything perfectly clean, followed the ARP instructions like a maniac and a few pounds over on the final wrenching. And about a week later a valve adjust and retorque on the studs.
I do not expect any failure in the gasket, I expect the next thing to go is the ring lands, but only if I get into detonation.
I have a bottom end that I am going to build with JE forged pistons sometime during the winter.
Dave[/QUOTE]
Wow, very nice, any plans on some dyno runs
Would be very interesting. Nice job all around. Very neat.
RussC
So, I went back to stock thickness BMW supply together with ARP studs and huge care in the work. Everything perfectly clean, followed the ARP instructions like a maniac and a few pounds over on the final wrenching. And about a week later a valve adjust and retorque on the studs.
I do not expect any failure in the gasket, I expect the next thing to go is the ring lands, but only if I get into detonation.
I have a bottom end that I am going to build with JE forged pistons sometime during the winter.
Dave[/QUOTE]
Wow, very nice, any plans on some dyno runs
Would be very interesting. Nice job all around. Very neat.RussC
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OldgreenE34
- Posts: 51
- Joined: Feb 12, 2006 12:00 PM
- Location: Toronto
[QUOTE="OldgreenE34"]I am going to add a radiator to up the cooling for the intercooler and will get on the dyno after that.
I made 330 at the wheels pre intercooler....but the curve was bumpy. That was peak DIN corrected.
And, thanks for the compliments,
Dave[/QUOTE]
Hey Dave,
Can you add some color to your SMT-6 install? Are you doing both ignition and fuel adjustments? What other functionality are you using with it? Are you happy with it? What would be a better solution if you has to do it over?
RussC
I made 330 at the wheels pre intercooler....but the curve was bumpy. That was peak DIN corrected.
And, thanks for the compliments,
Dave[/QUOTE]
Hey Dave,
Can you add some color to your SMT-6 install? Are you doing both ignition and fuel adjustments? What other functionality are you using with it? Are you happy with it? What would be a better solution if you has to do it over?
RussC
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OldgreenE34
- Posts: 51
- Joined: Feb 12, 2006 12:00 PM
- Location: Toronto
I am using the SMT-6 to run fuel, timing, the 7th injector and an O2 Clamp. An O2 Clamp delivers a fixed voltage to the DME which suggests that the car is running at 14.7 : 1 so that there is no fuel trim causeing a lean condition during a longer pull. I don't think this fuel trim thing happens with the E28 DME, but it sure does with the later version in my car.
Now that I have the knowledge of the ways the DME works against a tuner I would use the SMT again. It would be better with more resolution, ( cells in the map ) and there are a few little glitches.
But, a stand alone which is the real solution is 10 times the cost. Mega Squirt aside as I really don't know anything about it. With the SMT I can let the car run stock on the O2 signal in cruise and then have full control when I need it. Todd will tell you the car is smooth.
I picked up the SMT from Nick at Moder Performance as my way to get do the MAF conversion and I am running a Mustang MAF. It was also dead easy to tune for the 42 pound injectors.
Dave
Now that I have the knowledge of the ways the DME works against a tuner I would use the SMT again. It would be better with more resolution, ( cells in the map ) and there are a few little glitches.
But, a stand alone which is the real solution is 10 times the cost. Mega Squirt aside as I really don't know anything about it. With the SMT I can let the car run stock on the O2 signal in cruise and then have full control when I need it. Todd will tell you the car is smooth.
I picked up the SMT from Nick at Moder Performance as my way to get do the MAF conversion and I am running a Mustang MAF. It was also dead easy to tune for the 42 pound injectors.
Dave
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OldgreenE34
- Posts: 51
- Joined: Feb 12, 2006 12:00 PM
- Location: Toronto
[QUOTE="OldgreenE34"]I am using the SMT-6 to run fuel, timing, the 7th injector and an O2 Clamp. An O2 Clamp delivers a fixed voltage to the DME which suggests that the car is running at 14.7 : 1 so that there is no fuel trim causeing a lean condition during a longer pull. I don't think this fuel trim thing happens with the E28 DME, but it sure does with the later version in my car.
Now that I have the knowledge of the ways the DME works against a tuner I would use the SMT again. It would be better with more resolution, ( cells in the map ) and there are a few little glitches.
But, a stand alone which is the real solution is 10 times the cost. Mega Squirt aside as I really don't know anything about it. With the SMT I can let the car run stock on the O2 signal in cruise and then have full control when I need it. Todd will tell you the car is smooth.
I picked up the SMT from Nick at Moder Performance as my way to get do the MAF conversion and I am running a Mustang MAF. It was also dead easy to tune for the 42 pound injectors.
Dave[/QUOTE]
Cool, can I ask some more questions...
As you say from the other post I made, I was going to go with the Vitesse Monitor and stay with my current system, thats hosed.
Have you used the OBD functionality of your Motronics 1.3? I saw a '91 525i on the dyno a couple weeks ago with a engine problem. The scanner they hooked up seem to get real time data from the ECU. Have you seen or used this functionality before. I ask as I'm thinking that I may upgrade my DME to a 1.3, as it's a pretty straight forward conversion(aka easy). the reason is to get debuggability were I don't have it now. I had a no start condition the other week, and was at a loss to start the debug. With real time data from the DME, this would have been a better way to start the debugg, I think.
On the SMT-6, what are the "glitches" your reffering to? Can you datalog with it? Im actually thinking of going all the way to a PRS 4 or 8(Perfecrt Powers standalone). That would be a better solution all around. Do you have a opinion either way on that unit?
I noticed that Modern Performanece site has no BMW stuff anymore. Are they still doing MAF conversions?
Thanks for the replys,
RussC
[Edit by russc on [TIME]1122948190[/TIME]]
[Edit by russc on [TIME]1122948344[/TIME]]
[Edit by russc on [TIME]1123013063[/TIME]]
Now that I have the knowledge of the ways the DME works against a tuner I would use the SMT again. It would be better with more resolution, ( cells in the map ) and there are a few little glitches.
But, a stand alone which is the real solution is 10 times the cost. Mega Squirt aside as I really don't know anything about it. With the SMT I can let the car run stock on the O2 signal in cruise and then have full control when I need it. Todd will tell you the car is smooth.
I picked up the SMT from Nick at Moder Performance as my way to get do the MAF conversion and I am running a Mustang MAF. It was also dead easy to tune for the 42 pound injectors.
Dave[/QUOTE]
Cool, can I ask some more questions...
As you say from the other post I made, I was going to go with the Vitesse Monitor and stay with my current system, thats hosed.
Have you used the OBD functionality of your Motronics 1.3? I saw a '91 525i on the dyno a couple weeks ago with a engine problem. The scanner they hooked up seem to get real time data from the ECU. Have you seen or used this functionality before. I ask as I'm thinking that I may upgrade my DME to a 1.3, as it's a pretty straight forward conversion(aka easy). the reason is to get debuggability were I don't have it now. I had a no start condition the other week, and was at a loss to start the debug. With real time data from the DME, this would have been a better way to start the debugg, I think.
On the SMT-6, what are the "glitches" your reffering to? Can you datalog with it? Im actually thinking of going all the way to a PRS 4 or 8(Perfecrt Powers standalone). That would be a better solution all around. Do you have a opinion either way on that unit?
I noticed that Modern Performanece site has no BMW stuff anymore. Are they still doing MAF conversions?
Thanks for the replys,
RussC
[Edit by russc on [TIME]1122948190[/TIME]]
[Edit by russc on [TIME]1122948344[/TIME]]
[Edit by russc on [TIME]1123013063[/TIME]]
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OldgreenE34
- Posts: 51
- Joined: Feb 12, 2006 12:00 PM
- Location: Toronto
No I have never used any debugging capabilities, when I have had a no start it has been a dead fuel pump or broken wire somewhere.
Modern Performance is definately a Viper and Ford shop, but I would expect Nick to the willing to offer the conversion. Or, just grab the SMT-6 from him and a Mustang MAF and do it yourself. I can give you the wiring diagrams. Talk to Nick first.
Last I chatted with him he told me that the Perfect Power guys really did not have a stand alone, that they present products before they are ready ... at least in this case.
The glitches are minor, and mostly my fault. More resolution would be a big plus. For example it took me a while to figure out that the air temperature sensor was pulling timing and fuel in warm weather. So, when I finally gave the DME a solid, it's-room-temperature signal many tuning issues disappeared. And the O2 clamp took me too long to get to.
It is great to do a pull, hear a little detonation at a certain load and speed, reach over to the laptop and punch in 1 degree less timing, run through the cell again and have no detonation.
Yes you can data log, and run it in the piece and quite of your home, adjust the tune and the load the new maps into to the SMT later. I have a huge number of development maps NA and Turbo charged. I could give you a base line map.
Dave
Modern Performance is definately a Viper and Ford shop, but I would expect Nick to the willing to offer the conversion. Or, just grab the SMT-6 from him and a Mustang MAF and do it yourself. I can give you the wiring diagrams. Talk to Nick first.
Last I chatted with him he told me that the Perfect Power guys really did not have a stand alone, that they present products before they are ready ... at least in this case.
The glitches are minor, and mostly my fault. More resolution would be a big plus. For example it took me a while to figure out that the air temperature sensor was pulling timing and fuel in warm weather. So, when I finally gave the DME a solid, it's-room-temperature signal many tuning issues disappeared. And the O2 clamp took me too long to get to.
It is great to do a pull, hear a little detonation at a certain load and speed, reach over to the laptop and punch in 1 degree less timing, run through the cell again and have no detonation.
Yes you can data log, and run it in the piece and quite of your home, adjust the tune and the load the new maps into to the SMT later. I have a huge number of development maps NA and Turbo charged. I could give you a base line map.
Dave
[QUOTE="OldgreenE34"]No I have never used any debugging capabilities, when I have had a no start it has been a dead fuel pump or broken wire somewhere.
Modern Performance is definately a Viper and Ford shop, but I would expect Nick to the willing to offer the conversion. Or, just grab the SMT-6 from him and a Mustang MAF and do it yourself. I can give you the wiring diagrams. Talk to Nick first.
Last I chatted with him he told me that the Perfect Power guys really did not have a stand alone, that they present products before they are ready ... at least in this case.
The glitches are minor, and mostly my fault. More resolution would be a big plus. For example it took me a while to figure out that the air temperature sensor was pulling timing and fuel in warm weather. So, when I finally gave the DME a solid, it's-room-temperature signal many tuning issues disappeared. And the O2 clamp took me too long to get to.
It is great to do a pull, hear a little detonation at a certain load and speed, reach over to the laptop and punch in 1 degree less timing, run through the cell again and have no detonation.
Yes you can data log, and run it in the piece and quite of your home, adjust the tune and the load the new maps into to the SMT later. I have a huge number of development maps NA and Turbo charged. I could give you a base line map.
Dave[/QUOTE]
Thanks for the info, I've had the PRS software installed on my system for more than a yr playing around with it. If they really don't have it out by now, I guess they never will (@)
Myother thought was to install a E34 ///M5 Motronic 1.3 DME, as it has the MAF/HFM system already, but thats a bigger projest than the standard 1.3 DME. Ill have to contact Modern Performace and see what they think.
Lets us know about any updates or dyno runs you do!
Thanks,
RussC
Modern Performance is definately a Viper and Ford shop, but I would expect Nick to the willing to offer the conversion. Or, just grab the SMT-6 from him and a Mustang MAF and do it yourself. I can give you the wiring diagrams. Talk to Nick first.
Last I chatted with him he told me that the Perfect Power guys really did not have a stand alone, that they present products before they are ready ... at least in this case.
The glitches are minor, and mostly my fault. More resolution would be a big plus. For example it took me a while to figure out that the air temperature sensor was pulling timing and fuel in warm weather. So, when I finally gave the DME a solid, it's-room-temperature signal many tuning issues disappeared. And the O2 clamp took me too long to get to.
It is great to do a pull, hear a little detonation at a certain load and speed, reach over to the laptop and punch in 1 degree less timing, run through the cell again and have no detonation.
Yes you can data log, and run it in the piece and quite of your home, adjust the tune and the load the new maps into to the SMT later. I have a huge number of development maps NA and Turbo charged. I could give you a base line map.
Dave[/QUOTE]
Thanks for the info, I've had the PRS software installed on my system for more than a yr playing around with it. If they really don't have it out by now, I guess they never will (@)
Myother thought was to install a E34 ///M5 Motronic 1.3 DME, as it has the MAF/HFM system already, but thats a bigger projest than the standard 1.3 DME. Ill have to contact Modern Performace and see what they think.
Lets us know about any updates or dyno runs you do!
Thanks,
RussC