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Fine tuning my M30B34 conversion-Miller chip
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Blaise



Joined: 21 Apr 2010
Posts: 891

PostPosted: Wed Jun 06, 2012 6:55 pm    Post subject: Fine tuning my M30B34 conversion-Miller chip Reply with quote

As many of you know, my 1977 E12 has undergone many improvements and the work continues.

Most recently, I installed a 3.5L M30 and a 5 speed transmission. As you might have imagined, it has transformed the car from the tired car that it was, to a sweet machine that is a joy to drive.

While I am still messing with the suspension and wheels, I found that the motor is still not running as it should.

Under hard acceleration, it will ping. If I back off to about 80% throttle, all seems well.

I wanted to learn more about what was going on, so I took the car for a base dyno run.

Here is the result:

From 5080004 base dyno-5-21-12


As you can see, something happens around 4,700 rpms that leads to a huge drop in air fuel ratio (gets rich) and a resulting drop in torque and horse power.

Assuming a 17% drop in crank to rear wheel power, the torque result is within the motors specifications. Horse power should be getting up to 178 RWHP, but is not even close.

Here are the specifics on my car:

-M30B34 euro motor (3.5L 10:1 compression)-unknown custom grind cam -estimate 8k miles on fresh motor (no noticeable oil consumption)
-BMW ratings for above motor:  229 lb/ft @4k and 215 BHP @ 4.9k
-Running on Motronic 1.3 with 179 ECU from 1990 735i
-AFM from 1990 735i
-New TPS
-New fuel pressure regulator (3 bar)
-New ignition wires
-New spark plugs
-New fuel injectors

I will do some testing of the TPS, so see if the ECU is getting a proper WOT signal.

I want to make sure that my sensors are working as they should.

Next, I will install the Miller W.A.R. chip and mass air flow sensor.

For those of you not familiar with this, the chip replaces the BMW chip and lets me adjust the ECU settings from a laptop.

The mass air flow sensor replaces the stock air flow meter.

I will keep you guys posted on my developments.

Blaise

From 5080004 base dyno-5-21-12

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Last edited by Blaise on Thu Jun 07, 2012 12:15 pm; edited 1 time in total
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Jeff Dennis



Joined: 07 Jan 2009
Posts: 472
Location: Huntsville, Alabama

PostPosted: Thu Jun 07, 2012 11:11 am    Post subject: Reply with quote

Blaise, What fuel do you use?
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Blaise



Joined: 21 Apr 2010
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PostPosted: Thu Jun 07, 2012 11:39 am    Post subject: Reply with quote

Jeff Dennis wrote:
Blaise, What fuel do you use?


91 octane is the highest available in my area. That's what I use.

I tried an autoparts store octane booster, with no difference in the pinging.
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Eric Q



Joined: 25 Jul 2006
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Location: United States

PostPosted: Thu Jun 07, 2012 12:31 pm    Post subject: Reply with quote

Does your chart say the air/fuel ratio is 14.17 @ 4300 rpms? If so that seems really lean to me, I would think you should be 13 or less under full throttle.

I have trouble with heat...when the intake air temperature approaches 120 degrees, I have detonation problems then.
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Blaise



Joined: 21 Apr 2010
Posts: 891

PostPosted: Thu Jun 07, 2012 1:26 pm    Post subject: Reply with quote

Eric Q wrote:
Does your chart say the air/fuel ratio is 14.17 @ 4300 rpms? If so that seems really lean to me, I would think you should be 13 or less under full throttle.

I have trouble with heat...when the intake air temperature approaches 120 degrees, I have detonation problems then.


Yes, that is correct. I am not sure how it is supposed to be.
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Eric Q



Joined: 25 Jul 2006
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Location: United States

PostPosted: Thu Jun 07, 2012 4:57 pm    Post subject: Reply with quote

Here is a link to some dyno sheets from the E28 board. Most are turbos (which like slightly richer mixtures) but there are a few normally aspirated with air/fuel graphs.

http://www.mye28.com/viewtopic.php?t=62090&postdays=0&postorder=asc&start=0

Yours looks strange as the car leans out between 3000 and 4500 rpm before the mixture turns around and gets extremely rich. The graph should be much flatter.
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Blaise



Joined: 21 Apr 2010
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PostPosted: Thu Jun 07, 2012 6:07 pm    Post subject: Reply with quote

Thanks Eric.

That was helpful.
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anthony



Joined: 07 Jan 2009
Posts: 121
Location: San Rafael CA

PostPosted: Thu Jun 14, 2012 1:03 am    Post subject: Reply with quote

I am running motronic 1.3 with the 179 ECU and the m30b35 head and pistons.

My general understanding is BMW squeezed everything it could out of the big straight six with this setup but it all worked together. So the cam and the bigger valves go together.

Your setup is different but I cannot explain your problem. Maybe the intake valve is not able to allow enought air through with the cam trimming? Then at the higher rpm, 5500, the air flow speed increases. High Volume through a bigger opening vs faster airflow through a smaller opening. I don't know but this may be the are to focus on.

Unlike a sensor, it is a lot of work to put on a different head just to see.

My first swap was a US m30b34 I never liked it so I swapped in the b35.
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1980 528i 3.5 M30B35 motronic 1.3
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johnsugameli



Joined: 07 Jul 2011
Posts: 28
Location: South Carolina

PostPosted: Sun Jun 17, 2012 8:20 pm    Post subject: Reply with quote

Hey Blaise,

What headers are you using as well? In my cars' setup, when they added the chip and cam, they also added headers, larger injectors and a higher output fuel pressure regulator. I was also running 93 octane for a while, and I don't know if it was the octane or the corn, but the engine didn't like it as much as the 100 octane at the track. Very hard to find 93 with no ethanol around here to find out if that was it.

Good luck with it, I'm sure you'll get it sorted.

Jack
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Blaise



Joined: 21 Apr 2010
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PostPosted: Mon Jul 02, 2012 1:21 pm    Post subject: Reply with quote

Yesterday, I installed the Miller W.A.R. chip and MAF. The installation went well and the car is running.

But, before I did that, I tested my stock (E32) AFM and TPS. I discovered that things may not be right there.

I used this great article for these tests:

http://www.hiperformancestore.com/Motronic.htm

I found that my AFM did not give me the OHM readings listed...so it may be suspect. But since I converted to the MAF, I will not focus on this. Miller has a troubleshooting guide for the MAF that I will run through.

The feed voltage to the AFM was not quite as listed either. Pin 2 was getting a little voltage, where it is supposed to be zero and pin 4 was getting .11V, where it is supposed to by 2-4 millivolts.

As for the TPS, I am supposed to be getting 5volts between the middle pin and either of the side pins. I get 11.15volts. This is not right! I get 2.4volts with the ignition off.

I am guessing that my TPS harness has an issue...that is causing the TPS signal not to get to the ECU.

Any input welcome....if not...I will just keep you guys posted.

Miller has been great about providing support thus far.

Blaise
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Blaise



Joined: 21 Apr 2010
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PostPosted: Tue Jul 03, 2012 12:54 am    Post subject: Reply with quote

I tested the TPS harness and could not find any problems. I had previously noted a TPS plug voltage with the ignition off, whereas it should have been on. The voltage is still not per the article that I found. This coming straight from the ECU.

I am starting to wonder if motronic 1.3 is supposed to get battery voltage at the TPS.
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wkohler



Joined: 11 Jul 2008
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PostPosted: Tue Jul 03, 2012 1:39 am    Post subject: Reply with quote

Several things that work one way with Motronic 1.0 work the opposite with 1.3, so you can't use that hiperformancestore writeup for everything.

Unfortunately, that's all I have for you since I don't know much about Motronic 1.3, having zero interest in it or it's "benefits."
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Blaise



Joined: 21 Apr 2010
Posts: 891

PostPosted: Tue Jul 03, 2012 2:04 am    Post subject: Reply with quote

wkohler wrote:
Several things that work one way with Motronic 1.0 work the opposite with 1.3, so you can't use that hiperformancestore writeup for everything.

Unfortunately, that's all I have for you since I don't know much about Motronic 1.3, having zero interest in it or it's "benefits."


Thanks Chris, I have a suspicion that this may be the case here, but Miller also told me that the TPS should be a 5volt system. I need to find out definitively if it is a 12volt or 5 volt system.

Would any of you running motronic 1.3 be willing to check your voltage between the TPS plug center pin and either outside pin? With ignition on, plug removed from TPS.

Thanks,

Blaise
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wkohler



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PostPosted: Tue Jul 03, 2012 2:14 am    Post subject: Reply with quote

Here's a great write up on the 1.3 manual TPS

http://www.bimmerboard.com/members/demetk/original/Checking%20the%20TPS.pdf
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Falkenberg



Joined: 10 Nov 2010
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PostPosted: Tue Jul 03, 2012 3:41 am    Post subject: Reply with quote

According to this:
http://forum.bmwland.ru/index.php?act=attach&type=post&id=6521
it should be 5V.
The 5V should be coming from the ECU, so if you have 12V there, either there is a terrible mistake in your wiring, or the ECU is defect / not the right one.

If your WOT is not working, than that might explain why the mixture leans out..

LE: according to this site: http://www.scribd.com/doc/53755019/Bosch-35-Pin-Early-Motronic-Pinout-Bmw-5-6-7 the 35-pinmotronic (1.0?) also used 5V signals to the TPS.

LLE: another link with connector pin-outs:
http://84.45.115.78/e30zonewiki/index.php/ECU_Pinouts#Motronic_1.0
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