1997 m3 sedan with s54 swap

[3staxontheradio]

Also that DME utility from Martyn is very useful. Is that cylinder ignition showing ignition timing advance/retard ?

[samthejam]

more info about that

https://nam3forum.com/forums/forum/special-interests/coding-tuning/246025-ecuworx-issue-with-clutch-switch-direct-wire-and-gps-delete

Notes for when I did my manual swap below. Keep in mind the locations/addresses are for 2701 SW version. Please correct for your SW Version and keep in mind I modified the XDF to be in decimal for these, as I just found that easier to edit.


1) Modify K_SKRAFTS_CONTROL to 0x02

• Location: 0x4028
• Edit: Set to 0x02 → 2 (default is 0x01 → 1)
• Purpose:
  • The DME currently treats the clutch sensor and Gear Identification Sensor as one, since they are wired in serial.
  • This setting aligns the behavior with how the Z3M is wired, where the clutch switch is directly connected to the DME.
  • With this change, the DME will recognize that the circuit can still be closed even when the car is in neutral with the engine running.

2) Modify K_S_GANG_LL_ED to 0xFFFF

• Location: 0x5952 on 2001/2701
• Edit: Set to 0xFFFF → 65535 (default is 0x0032 → 50)
• Purpose:
  • This prevents the DME from throwing an error when the car is idling with the clutch engaged (up).
  • It essentially adjusts the logic for idle behavior, ensuring that the ECU does not falsely detect an issue when the car is stationary?

3) K_MD_MIN_VERH_KRAFTS

• Purpose: This parameter defines the minimum torque threshold required for certain powertrain functions to be active?
• Edit: Set to 0xA0 → 160 (default is 0x80 → 128)
• Location:
  • 0x67E0 on MSS54
  • 0x88A2 on MSS54HP
• Default Values:
  • US cars: 0x80 (128 in decimal)
  • Euro cars: 0xA0 (160 in decimal)

https://forums.m3cutters.co.uk/threads/smg-to-manual-conversion-complete-with-pics.150793/post-1991521

[heinzboehmer]

heinzboehmer You had a noticable improvement in ltft and drivability with that line being installed. I did a school dropoff run this morning and the car felt great again. Both resetting adaptions and I guess that drain hose?

I don't really understand why this constitues a vacuum leak when you aren't running a maf. The airbox before the throttle bodies isn't a vacuum source and it's before the air is "metered" by throttle position or MAP. The oil pan is getting essentially atmospheric pressure from the airbox too so 🤷

Oh, messing with the line under the airbox didn't contribute (negatively or positively) to driveability.

I swapped out the cracked original ICV hoses at the same time and those absolutely made a difference.

[3staxontheradio]

My ltft continues to drift down. Now at .93 and .91. I do have two O2 sensors I plan to swap in today. Also given the way the car coughs on a hard start after it sits for more than a week I think I need to take another look at the injectors.

What else should I look into? Evap purge valve? I'm not actually sure which evap purge valve is in the car and I need to look at how the whole evap system is set up right now.

[3staxontheradio]

I was still having issues with my selector rod loosening up over time so I went to pins and clips like OEM and autosolutions uses. The reboot engineering selector rod actually fit pretty well. I had to switch to a shorter bushing from mcmaster and then use a few shims and wavy washer on each joint to get the shoulders of the clip grooves to line up with the edge of the edge of the bushing. Results are good though and it should prevent anything from loosening.


I'm also in the process of pulling headers to do a packaging scan for header development.