[alyabiev]

Originally Posted by SC_B5X

Here are the logs.

Log of it shatting itself:
https://datazap.me/u/richmichael97/s...59-60-61-62-69

Log on same revision where it was fine:
https://datazap.me/u/sbrach/1125?log...59-60-61-62-69

After the shift actual load was below target for some time, so WGDC I-factor increased but did it way too much and at a way too high rate causing severe overboosting. For me it looks like P-factor mapping was too low for this setup and I-factor was too sensitive.

[SC_B5X]

Planning to go pick up a new motor tomorrow as well as pulling the old one.

[OzBMR]

Originally Posted by alyabiev

After the shift actual load was below target for some time, so WGDC I-factor increased but did it way too much and at a way too high rate causing severe overboosting. For me it looks like P-factor mapping was too low for this setup and I-factor was too sensitive.

Actual Load unable to hit Target due to one cylinder/injector issue, DME continues to increase WGDC to hit the increasingly impossible target.

After the 4/5 gear change Target AFR is 12.7 but actual AFR never gets below 13, perhaps lean condition in one cylinder? Ring broke, crankcase pressurized.

[IMS-340C]

Sorry for your loss, Is there a way to find Spec 2 M340i B58 and make it fit in your car?

Originally Posted by SC_B5X

So last night I was doing a pull and car misfired and went into limp mode, friend radio'd to me that the car was billowing smoke. Pulled over and found a ton of oil all over the engine bay, in the intake system, etc. Cyl 5 is completely dead and it switches off fuel injection right after it starts, no matter if I clear the codes. We already swapped coil and plug and the problem persists on Cyl 5 which leads me to believe it has low compression, possibly a cracked piston.

[kern417]

Originally Posted by alyabiev

After the shift actual load was below target for some time, so WGDC I-factor increased but did it way too much and at a way too high rate causing severe overboosting. For me it looks like P-factor mapping was too low for this setup and I-factor was too sensitive.

Originally Posted by OzBMR

Actual Load unable to hit Target due to one cylinder/injector issue, DME continues to increase WGDC to hit the increasingly impossible target.

After the 4/5 gear change Target AFR is 12.7 but actual AFR never gets below 13, perhaps lean condition in one cylinder? Ring broke, crankcase pressurized.

This makes sense to me (Steve is Michael's tuner)
We'll probably see some new failsafe methods added to tunes to protect the engine in this sort of scenario. I know BM3 just added several more tables.

[conradb58]

Originally Posted by rif75

Very sorry for you

I wanted to take a stage 3 on my B58 but not sure anymore...I do not think that 600hp is the limit of the pistons though. If we could see some data.
I was convincing my self to order the new VTT turbo that has just been relaesed but not doing that before that I get more exemples of stage 3 with stock engine on B58...For now, it will be DP and E30 mix...

You can go Stage 3 turbo and tune down the boost.. but I feel the same way as you I'm not spending $5k on a big turbo to blow my daily up

[SC_B5X]

New motor is going in this weekend.

View post on imgur.com

[OzBMR]

Any change of tuning strategy planned?

When the intake blew up it looked like the same chain of events was occurring. I think there needs to be a hard boost limit as these turbos, combined with enough fuel via the Dorch Stage 2 etc, can provide more than enough flow to end stock components.

It'd be good to have the same safety that exists for the HPFP lower limit apply to boost upper limit i.e. cut boost, drop timing etc if MAP boost exceeds X PSI. For you that might be 29. I'd set the upper limit at about 25 or 26 PSI for the stock engine.

[SC_B5X]

Originally Posted by OzBMR

Any change of tuning strategy planned?

When the intake blew up it looked like the same chain of events was occurring. I think there needs to be a hard boost limit as these turbos, combined with enough fuel via the Dorch Stage 2 etc, can provide more than enough flow to end stock components.

It'd be good to have the same safety that exists for the HPFP lower limit apply to boost upper limit i.e. cut boost, drop timing etc if MAP boost exceeds X PSI. For you that might be 29. I'd set the upper limit at about 25 or 26 PSI for the stock engine.

That's something i'll probably ask Steven about. I think we plan on keeping it 24-26PSI of boost until the old motor gets built and thrown back in.

[RMMAGA]

thanks for posting logs, this is very interesting for others in the community to learn form, nice to see your keeping a sense of humor about it

agree with tuner and others here, that something happened mid log, that cased boost to get out of control, seems like right after shift

it is concerning that there appears to be no limit, the boost target goes higher and higher, it would be interesting to know what the boost limits were set at, i set mine to about 2.7 bar or about 25 psi, and hope this will not happen, i only run about 22 psi however, it could be that if you set them too high at some point they stop working, it was limited to 2.5bar in older BM3 release, but now I can set to anything I like, even like 4 bar

interesting that the remaining cylinders seems to handle almost 40 psi of boost for a few seconds, that is somewhat impressive, but I guess you will know more when you open her up

it is very strange that it did not go into limp mode, when I cracked a piston ring land due to detonation on my B48 (same pistons as you), the engine was totally fine, I think they are designed to crack around the circumference and therefore the metal is captured and does not get into the engine

what happened to me a few years ago after big detonation, meth cut when drifting, was very rough idle, stalling and misfire, causing limp mode, however it would only go into limp mode after misfiring when idling with misfire code, other then that the engine had no idea it was critically damaged, and even power didn't seem that far off under higher load, it would collect oil in charge pipe due to positive crack pressure pushing it our of the turbo I guess, and suck oil into the intake causing massive misfires on all cylinders and bog out, the engine was rebuilt with new pistons and is totally fine for 2 years now

[SC_B5X]

New motor is in, and she's back and running again!

View post on imgur.com

[weehe126]

Man that was fast, nice job. I take it is a pretty straight forward swap then.

[SC_B5X]

Originally Posted by weehe126

Man that was fast, nice job. I take it is a pretty straight forward swap then.

It actually wasn't nearly as bad as we expected. Couple hiccups along the way but nothing major.

[rif75]

Nice job. What is your plan now? Still runing with the Pure 800 I guess but what is your target in term of hp this time? 600wp?

[SC_B5X]

Originally Posted by rif75

Nice job. What is your plan now? Still runing with the Pure 800 I guess but what is your target in term of hp this time? 600wp?

Currently back on stock turbo (sent my Pure 800 back to Pure to be inspected and rebuilt if need be after the engine failure to be safe), but my goal is right around 600-640whp. Honestly whatever 24-25psi gives me. As of right now i'm competing for a full built motor sponsorship by Ghassan Automotive.

[luke1990]

Originally Posted by baldeagleman

Off-topic, but do you have a sound clip of your exhaust with the catless dp and remus axleback? I was looking at that setup. Really sorry to hear about the engine though, that really sucks.

I have that setup too - can send you some; sounds kickass honestly, but still managable for daily . IMHO no need to go for anything more than this

[luke1990]

Originally Posted by SC_B5X

New motor is going in this weekend.

View post on imgur.com

Do you mind me asking how much did you get it for?

Btw - I did my B58 conversion last week; talked with Peter at Pure in Belgium. He mentioned a lot of things, but the way I understood it, he mentioned multiple examples of things going wrong when you push around and over 600whp (Dynojet) on B58s. At that point, you need forged pistons and hmmm I think he mentioned bearings? Not sure , I'm still new to this.

Also - at that point, he mentioned you will start to have to look at gearbox. There is no real good data yet on how much it can take, but it would be safe to assume that its going to need some work.

[vcx]

Originally Posted by luke1990

Do you mind me asking how much did you get it for?


Also - at that point, he mentioned you will start to have to look at gearbox. There is no real good data yet on how much it can take, but it would be safe to assume that its going to need some work.

There is a thread about it, but wihout any clear answer yet unfortunately :

https://f30.bimmerpost.com/forums/sh....php?t=1555975

Any empirical data on the max toque that manual and automatic gearboxes can handle would be great!

[SC_B5X]

Originally Posted by luke1990

Do you mind me asking how much did you get it for?

Btw - I did my B58 conversion last week; talked with Peter at Pure in Belgium. He mentioned a lot of things, but the way I understood it, he mentioned multiple examples of things going wrong when you push around and over 600whp (Dynojet) on B58s. At that point, you need forged pistons and hmmm I think he mentioned bearings? Not sure , I'm still new to this.

Also - at that point, he mentioned you will start to have to look at gearbox. There is no real good data yet on how much it can take, but it would be safe to assume that its going to need some work.

Picked it up for $4k with everything but an alternator and AC compressor. Although the water pump and wiring harness both needed replacement because LKQ fucked it up.

[StannisBaratheon]

Originally Posted by SC_B5X

New motor is in, and she's back and running again!

View post on imgur.com

That was quick! What sort of coding/adaptations did you need to do after replacing the engine? The actual engine swap itself doesn't look too bad based on the info from Newtis, but the coding/programming to get everything interfacing correctly always seems intimidating.

[SC_B5X]

Originally Posted by StannisBaratheon

That was quick! What sort of coding/adaptations did you need to do after replacing the engine? The actual engine swap itself doesn't look too bad based on the info from Newtis, but the coding/programming to get everything interfacing correctly always seems intimidating.

No issues. Same motor swapped in so everything was just plug and play. Although I had to reuse my wiring harness as the one from the donor car (2018 G30 540i) was slightly different and had different length wires.

[///Madgreek1]

Originally Posted by SC_B5X

No issues. Same motor swapped in so everything was just plug and play. Although I had to reuse my wiring harness as the one from the donor car (2018 G30 540i) was slightly different and had different length wires.

I just went through the same thing, had to replace the engine in my 2016 340i due to cylinder wall scoring. Swapped in a motor from a 2018 (has all the revisions that have been made since 2016) with 1700mi. Runs like brand new! Now I'm just waiting for my VTT GC to arrive so I can get that in and get it on a dyno to be properly tuned 👍