MAP sensor wiring help PLEASE!

[Cubieman]

The MAP signal goes to pin 18 per the diagram posted above.

I'm not 100% on this, but I think the power and ground I used are those that others use for the flap when they wire it to the car. I had planned to use the Karbonius snorkel so the flap was never in the picture for me anyway. Actually, the Karbonius snorkel wasn't either because FedEx lost it.

When you open up the turner harness, this is what you'll find.

So when you say you wired the MAP to the Turner harness did you just open it up and splice in power/ground?

[Steve]

Why does this prevent you from running the Flap? Do you say that just because you would have to cut/splice wires in order to run the flap and you don't want to do any irreversible changes?
Also what signal pin are you referring to? I see wiring for the IAT as just power and ground according the first diagram I posted, which does confuse me as I would imagine the IAT can't just run power ground as it must obviously communicate with the DME somehow. But I know its a two wire connection.

I've been thinking one way is to wire the Kassel MAP using pin 17 ground, 18 signal, 7 power, than cutting the Turner harness off so its just got the IAT connection/wiring and tapping that into the necessary DME wires. My intent is to NOT cut/splice however I want to eventually run the Flap so I think that is pretty much inevitable.

The MAP signal goes to pin 18 per the diagram posted above.

I'm not 100% on this, but I think the power and ground I used are those that others use for the flap when they wire it to the car. I had planned to use the Karbonius snorkel so the flap was never in the picture for me anyway. Actually, the Karbonius snorkel wasn't either because FedEx lost it.

When you open up the turner harness, this is what you'll find.

[Cubieman]

I ordered a Turner IAT relocation kit and wired the Kassel stuff directly to it. I did this so my car would be extra easy to return to stock if I decided to remove the airbox. Once wired, I switched the IAT signal pin in the connector box to the proper location.

You can see the IAT relocation kit a little bit in this picture. It worked out well for me but it wouldn't work if you wanted to run the flap or look totally OE.

Why does this prevent you from running the Flap? Do you say that just because you would have to cut/splice wires in order to run the flap and you don't want to do any irreversible changes?
Also what signal pin are you referring to? I see wiring for the IAT as just power and ground according the first diagram I posted, which does confuse me as I would imagine the IAT can't just run power ground as it must obviously communicate with the DME somehow. But I know its a two wire connection.

I've been thinking one way is to wire the Kassel MAP using pin 17 ground, 18 signal, 7 power, than cutting the Turner harness off so its just got the IAT connection/wiring and tapping that into the necessary DME wires. My intent is to NOT cut/splice however I want to eventually run the Flap so I think that is pretty much inevitable.

Also I wonder how feasible it would be to use the Turner harnesse's plug for a MAF sensor (that goes unused for our purposes) to tap into and make use for the flap? Those spade connections already crimped to wire are readily available.

[Steve]

I ordered a Turner IAT relocation kit and wired the Kassel stuff directly to it. I did this so my car would be extra easy to return to stock if I decided to remove the airbox. Once wired, I switched the IAT signal pin in the connector box to the proper location.

You can see the IAT relocation kit a little bit in this picture. It worked out well for me but it wouldn't work if you wanted to run the flap or look totally OE.

[Cubieman]

I had talked with Jim and Matt in the past and they were both awesome to talk with. They must just be real busy like you say. I know how it can be where I work with only a few employees, you get busy then people start calling in frequently asking questions, I'll be brief with them.

[terra]

To give a counter point, I was down there just a couple days ago for my suspension install, and Jim seemed like one of the nicest guys I met in the business. Matt Coyne is also with them now, and he's definitely one of the best guys to work on these cars. Now they are busy - seemed like he would get a call from a customer every 30 seconds. But I never got the impression that they were blowing anyone off.

[COVID-19]

^Have heard similar things from other members too.

[Cubieman]

...this is serious world-changing stuff.

Hell yea it is!
I'll hopefully speak with Jim tomorrow or Tuesday. Just dropped a bunch of $ so I hope he will give me a few minutes. When I called a few months back he would talk at length which I very much appreciated because his time is definitely valuable.
Lately when I called for my DME I bought to have CSL software loaded and tuned it was like pulling teeth to get them to talk with me about any aspect of it. There were times if I wondered if the person on the other end of the phone was even listening to me at all.
After I sent my $960 I realized that I forgot to tell them I had a 6MT car, they didn't even ask if it was a SMG or Manual car and supposedly my DME was all set, but maybe they know that from the VIN?
I'm sure they have more important projects than sending a DME to some newb in Nebraska but it kind of unsettled me a bit the way the communication broke down in my last round of talks with Kassel. Hopefully that trend doesn't continue.

EDIT:
Not trying to pull this thread off topic especially after some great questions by JB but I just had to say that, sorry.

[jbfrancis3]

One thing I learned in my little journey with wrong IAT readings is the concept of a signal ground, which is not the same as chassis ground on the vehicle. I have three questions for the group:

- Is signal ground effectively the chassis of the DME, which is then isolated from the chassis?

- Are there any other types or isolated grounds within the DME?

- Why in the mstewart wiring diagram in post #1 are there are unique +12v and unique grounds for each of the 3 sensors: MAP, flap position and IAT?

[jbfrancis3]

i just double checked my car, I'm definitely using pin 16 for my MAP sensor and IAT. Both I know read fine.

I do remember figuring out later on that the MSS54HP and non-HP are different in some regard with those pins. My car has a real HP.

Odd. I have an OEM HP as well. To which Kassel added the H bridge and loaded the CSL software (I wish TTFS had been able to do it, then the best would have been on it, but they have more critical things to do 😊)

Later this week, I will validate de-pinning 16 and switching to 17. And check continuity between the two pins.

It would be helpful if you could validate proper IAT readings at idle. And check continuity if you're up for it.

Then we can have two recent data points. Cubieman could also ask Jim when he speaks about any findings with pin 16. Because, you know, this is serious world-changing stuff.

[duracellttu]

Thanks for that info, pin 17 is occupied, so I must assume you simply unplugged what was there and plugged in your brown/orange wire from your MAP.

Can you see unplugging pin 17 causing issues with use of the Turner IAT relocation harness? I guess what I am asking is does pin 17 run to (provide ground) to the MAF sensor?
If not, do you happen to know off hand what pin 17 provides ground to in a normal US Spec. M3?

Pin 17 is the MAF sensor on a non-CSL model car. You can unplug that wire and replace it with the MAP sensor wire OR just tap into it. It's really up to you...you might want to keep the wiring, if you ever consider removing the CSL airbox and going back to stock. If you plan to keep it forever, just remove the MAF sensor wiring all together.

Below are the wiring diagrams as a reference.

[repoman89]

Thanks for that info, pin 17 is occupied, so I must assume you simply unplugged what was there and plugged in your brown/orange wire from your MAP.

Can you see unplugging pin 17 causing issues with use of the Turner IAT relocation harness? I guess what I am asking is does pin 17 run to (provide ground) to the MAF sensor?
If not, do you happen to know off hand what pin 17 provides ground to in a normal US Spec. M3?

https://www.newtis.info/tisv2/a/en/e46-m3-cou_200506/components-connectors/components/a-control-units-modules/a6000-control-unit-digital-motor-elecronics2/fX5GYo1

MAF sensor looks like

[Cubieman]

I purchased all the OEM wires to make sure the color codes match the OEM CSL setup. I have been running on this setup for a year without any issues.

NOTE: I have a 2005 ZCP, which has the MSS54HP from the factory. Kassel Performance did my CSP conversion for H-bridge and CSL software load.

There are three wires going to the MAP sensor:

1. Red/Green - Shared 5V --> spliced into from the existing reg/green wire, pin 7
2. Brown/Orange - Ground --> inserted into the 52 pin, grey connector, pin 17
3. Yellow - Signal --> inserted into the 52 pin, grey connector, pin 18

This link below is a great reference for those looking for CSL wiring information on a CSL clone. It shows how to wire both the MAP and IAT sensors.

https://www.ecuworx.co.uk/2016/03/01...csl-clone-ecu/

Thanks for that info, pin 17 is occupied, so I must assume you simply unplugged what was there and plugged in your brown/orange wire from your MAP.

Can you see unplugging pin 17 causing issues with use of the Turner IAT relocation harness? I guess what I am asking is does pin 17 run to (provide ground) to the MAF sensor?

Although after looking over wiring info for the IAT, it uses pins 22/25. So even if I unplugged pin 17 it shouldn't affect the Turner relocation harness as I have to assume the Turner harness simply splits off pins 22/25 wires from the MAF plug and directs them to the IAT connector on the harness.

Anyone know off hand what pin 17 provides ground to in a normal US Spec. M3?

[duracellttu]

I purchased all the OEM wires to make sure the color codes match the OEM CSL setup. I have been running on this setup for a year without any issues.

NOTE: I have a 2005 ZCP, which has the MSS54HP from the factory. Kassel Performance did my CSP conversion for H-bridge and CSL software load.

There are three wires going to the MAP sensor:

1. Red/Green - Shared 5V --> spliced into from the existing reg/green wire, pin 7
2. Brown/Orange - Ground --> inserted into the 52 pin, grey connector, pin 17
3. Yellow - Signal --> inserted into the 52 pin, grey connector, pin 18

This link below is a great reference for those looking for CSL wiring information on a CSL clone. It shows how to wire both the MAP and IAT sensors.

https://www.ecuworx.co.uk/2016/03/01...csl-clone-ecu/

[Cubieman]

i just double checked my car, I'm definitely using pin 16 for my MAP sensor and IAT. Both I know read fine.

I do remember figuring out later on that the MSS54HP and non-HP are different in some regard with those pins. My car has a real HP.

Awesome, good to know!