11-05-2019, 07:36 PM | #155 |
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Here's a proper 4th gear pull with updated Ver3 MHD 95_102 OTS with E30
https://datazap.me/u/ozbmr/m140i-mhd...22-23-24-25-26 There are some nice gains over Ver2 particularly low down, feel a nice push in the back About 10 wheel HP and 20 Nm increase. I aim to test it at the drag strip in a couple of weeks. They have the Nitro Funny Cars and Drag Racing Championships this Saturday. Below is a Virtual Dyno chart from the above run comparing V2 (blue) and V3 (red) There's a bit of a boost dip at 3200 RPM with Ver 3, and this coincides with a torque limiter value being recorded, (Edit: MHD/Pureboost checked the logs and said that the 131072 code where boost dips is DSC, turning traction control completely off and the code and boost dip would be gone) but I think better ignition timing more than makes up for it and it feels smooth and strong. Dyno indicates 442 HP at the rear wheels, about 495 HP at the engine.
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Tesla Model 3 Performance 0 - 60mph 3.1s
M140i LCI Mineral Grey Dorch Stage 2 HPFP, CG Precision DS-1, XHP, MHD Stage 2 HPFP E30 @ E42 100 - 200 6.96s Quarter mile 10.93@127mph Last edited by OzBMR; 11-10-2019 at 05:07 PM.. Reason: Update regarding torque limiter value and boost dip |
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11-09-2019, 02:06 PM | #156 |
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I went in for a recall DME update, so i took that opportunity to log the stock flash before going back to stage 1 93. Log is below.
http://www.bootmod3.net/log?id=5dc6f88fae729b231c6c2ae9 - I'm really surprised to see 17.5° of timing - I'm also really surprised to see cylinder 1 still pulling timing, so at least I know it's not the tune causing issues on cyl 1. - Also I'm experiencing throttle closure when the boost pressure is more than 1psi above target. I can't feel anything in the car though. |
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11-09-2019, 06:44 PM | #157 |
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Seems like it's a b58 issue, I was getting misfires thought it was from e85 I was on empty tank so I flashed back to stage 1 93 and still under heavy load in manual shifting 3rd especially car misfires sounds like Zeus and spits flames hopefully there's a solution as it seems a few of us are going thru it...my plugs were bad 3/6 I'm at 17k miles but on new plugs I tried again and from a dead stop pull no problems but low mph roll pull if I wot in third its breaking up
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11-10-2019, 12:28 AM | #158 | |
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The ignition timing should be high as the Load is so low. The Timing/Load table would look similar to the one below. At a set RPM point low Load would result in more timing advance and high Load less timing advance. From what I've seen of the various off the shelf tunes I don't think the stock timing maps are touched, only fueling and target Load/boost.
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Tesla Model 3 Performance 0 - 60mph 3.1s
M140i LCI Mineral Grey Dorch Stage 2 HPFP, CG Precision DS-1, XHP, MHD Stage 2 HPFP E30 @ E42 100 - 200 6.96s Quarter mile 10.93@127mph |
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11-11-2019, 04:57 AM | #159 | |
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11-11-2019, 06:20 AM | #160 |
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Yeah good feedback, but I'm not sure it's accurate. I'm not sure how else they'd compensate for varying octanes of fuel.
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11-11-2019, 07:05 AM | #161 |
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I was told by a quite well known tuner that they don't touch the ignition timing maps for the basic off the shelf tunes (in their case at least) Why touch them if they accommodate a wide range of Load and octane levels.
For my Australian delivered car BMW says the car with the stock tune is designed to use RON95 but can safely use anything from RON91 - RON98 (88 - 94 octane AKI) To me it makes sense, when I tuned EVO's there were two ignition timing maps, high octane and low octane and depending on feedback from the engine the DME/ECU will adjust timing scaling it as required. That was with old school open loop systems. More modern cars like these have very sophisticated closed loop systems that are able to tune themselves on the fly e.g. I use E30 fuel with a standard 95 octane map and the DME makes adjustments to increase fuel to maintain the same target AFR as when using 93 octane. I stick 93 octane in and the timing is less than with E30, same 95 octane map. I expect there are many timing tables in the maps for the B58 accounting for many variables including temperatures (IAT, charge temps etc), knock and so on. For custom tunes where people are pushing the limits there would be benefit in adjusting timing maps. Adjusting knock sensitivity values for off the shelf tunes, well that would be a bit risky.
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Tesla Model 3 Performance 0 - 60mph 3.1s
M140i LCI Mineral Grey Dorch Stage 2 HPFP, CG Precision DS-1, XHP, MHD Stage 2 HPFP E30 @ E42 100 - 200 6.96s Quarter mile 10.93@127mph |
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11-11-2019, 07:24 AM | #162 | |
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not all ignition timing maps are well optimized for higher loads from factory.
e.g. if you would look in N55 ignition maps from 335i F30 you will see it is quite retarded in higher loads/rpms zones comparing to N55 M135i, so copying that map from M135i makes sense. In B58 case factory map has 10 degrees of advance at e.g. 5500rpm/180% load. This means it is max ecu will ask in good conditions. I'm running 12. As you probably know B58 loves timing Quote:
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11-11-2019, 12:03 PM | #163 | |
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11-12-2019, 04:53 PM | #164 | |
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11-12-2019, 07:08 PM | #165 | |
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11-14-2019, 07:58 PM | #166 |
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Time to keep beating a dead horse. I just saw another post where BM3 claims that stage 2 is +1.5psi from stage 1. Has anyone seen their stage 2 logs target 18psi? And has anyone that has the same 16.5psi target, reached out to PTF support to see why the boost is low?
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11-14-2019, 10:32 PM | #167 | |
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Boost Target and Load Target, both have boost target of 16.5 PSI across the board and ask for Load of 190 at 3500 RPM and then 170 from 4000 RPM and 165 from 5000 RPM. Both versions experience the boost spike between 3200 - 3500 RPM (coinciding with the Load Target of 190), although the Stage 1 seems to spike a bit later at around 3500 RPM and about 18.7 PSI and Stage 2 about 3200 RPM at about 19.8 PSI This may be due to DP or Timing/Fueling variations. Lower timing/more fuel at spool up can generate boost earlier. Based on the data you'd have to question the need and expense (if there is any extra cost) for upgrading from Stage 1 to Stage 2.
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Tesla Model 3 Performance 0 - 60mph 3.1s
M140i LCI Mineral Grey Dorch Stage 2 HPFP, CG Precision DS-1, XHP, MHD Stage 2 HPFP E30 @ E42 100 - 200 6.96s Quarter mile 10.93@127mph Last edited by OzBMR; 11-15-2019 at 06:37 AM.. |
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11-15-2019, 06:07 AM | #168 | |
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I do have a couple stage 1 test maps that they sent me back in the day, i think they targetted 19-20psi on stage 1. It felt fast as hell but was still in their beta stages so I didn't feel comfortable running it long term. |
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11-18-2019, 07:05 AM | #169 |
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Today I purchased the MHD E85 mix maps pack, was only $145.
I'll post up some data logs soon to compare the MHD Stage 2 95_102 that I have running on E30 blended fuel on for a while now. I'm expecting AFR's to be a bit leaner, maybe closer to 13.0 up top, have similar boost profile, perhaps a little less than the 95_102 map, and more timing advance. I'm thinking if I can run E30 at the lower AFR 95_102 map and maintain close to target rail pressure I should be able to run a higher E blend with the E85 mix map with the higher target AFR's.
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Tesla Model 3 Performance 0 - 60mph 3.1s
M140i LCI Mineral Grey Dorch Stage 2 HPFP, CG Precision DS-1, XHP, MHD Stage 2 HPFP E30 @ E42 100 - 200 6.96s Quarter mile 10.93@127mph |
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11-18-2019, 07:38 AM | #170 | |
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11-18-2019, 05:33 PM | #171 | |
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The level of ethanol possible will be determined by boost levels at various RPM points, target AFR's at those same points and the individual car. With port injection cars the consensus target was 11.5 - 11.8 AFR on 93 fuel and 12.4 AFR for E85. For direct injection if we are at 12.5 - 12.8 AFR tuned for 93 then a low 13 AFR for E85 seems about right. With the current HPFP limitations you can run higher E blends by ramping the boost profile and e.g. 12 PSI boost 2500 - 4500 RPM and ramp up after that as the cam shaft speeds increase, enabling the high pressure pump to flow more fuel.
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Tesla Model 3 Performance 0 - 60mph 3.1s
M140i LCI Mineral Grey Dorch Stage 2 HPFP, CG Precision DS-1, XHP, MHD Stage 2 HPFP E30 @ E42 100 - 200 6.96s Quarter mile 10.93@127mph |
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11-18-2019, 07:37 PM | #172 |
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Here's a 4th gear MHD Stage 2 E30 log
https://datazap.me/u/ozbmr/m140i-mhd...22-23-24-25-26 AFR is quite a bit higher especially through the mid-range. The image below is a Virtual Dyno comparing the Stage 2 95_102 (red lines) with E30 fuel vs the Stage 2 E30 (blue lines) vs Stock (green lines) The Stage 2 E30 map seems to use the stock map fueling up to 4600 RPM then they add a bit more, but still less than the Stage 2 95_102 map. Timing, I can't see any difference between the 95_102 map and the E30 map. The lower boost through the mid-range allows the HPFP to maintain target I think I'll revert to the 95_102 map and try increasing the ethanol content. Worth a look though.
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Tesla Model 3 Performance 0 - 60mph 3.1s
M140i LCI Mineral Grey Dorch Stage 2 HPFP, CG Precision DS-1, XHP, MHD Stage 2 HPFP E30 @ E42 100 - 200 6.96s Quarter mile 10.93@127mph |
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11-19-2019, 06:27 AM | #173 | ||
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11-19-2019, 07:39 AM | #174 | |
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Tesla Model 3 Performance 0 - 60mph 3.1s
M140i LCI Mineral Grey Dorch Stage 2 HPFP, CG Precision DS-1, XHP, MHD Stage 2 HPFP E30 @ E42 100 - 200 6.96s Quarter mile 10.93@127mph |
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11-19-2019, 10:39 AM | #175 | |
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11-19-2019, 09:28 PM | #176 |
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A little late to this party.. Kern, at least for MHD any bit of boost above target will get you throttle closer, and no, you shouldn't feel it at all. My car does it frequently when reviewing logs.
My most recent log. MHD stage 2, revised 91 octane map. Max requested boost 18.1. Timing advance 9.5. 12.5 AFR https://datazap.me/u/neonnblack/log-...ta=4-5-6-20-23 Last edited by neonnblack; 11-19-2019 at 09:35 PM.. |
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