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    I have a small but important technical update.

    One of the features of the N52 is that the alternator is controlled by the DME through CAN. This means that it can shed that load under WOT which is pretty sweet. The issue is that there is no longer a separate blue wire with it's own alternator field windings to connect to the alternator warning light, so there's no way of knowing that the alternator is actually charging... Plus, there's no longer that satisfying dimming of the lights as everything comes on-line.

    I finally got around to creating the circuit to resolve it, it's a simple voltage divider that biases the B-E junction of an NPN transistor which then feeds another NPN that sinks the cluster current at the C101 pin 1 (blue wire). The lights will be on anywhere below around 12.6V and off above 13.5V, adjustable, of course. The interesting thing is that the ABS, brake fluid and parking brake lights are all tied into the alternator output. I don't know why... If the alternator in an e30 fails I think you'll get the parking brake, brake fluid and alt lights all at the same time. There also seems to be a 6 second delay between the engine starting and the alternator turning on. Another N52 design feature?

    https://www.youtube.com/shorts/W27SWoJkaMQ


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    Last edited by hoveringuy; 05-06-2022, 08:39 AM.

    Comment


      I received the PC boards back from the fabricator and completed the first one for testing. Worked as expected, the alternator light will come on with IGN and off after the engine starts. I did have an "oh shit" moment when I realized that my dash lights may illuminate when the alternator gets dropped at WOT, but that didn't come to pass.

      So, I can now say that this circuit is "track tested" (It didn't make me any faster)

      I will provide one for FREE to anyone that completes an N52 swap.

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        Well heck yeah! Sign me up....

        Comment


          Possible fuel issue?

          Driving home today my low fuel lights illuminated and I didn't think too much of it because I had 10 miles to make it home and I knew I had at least 3 gallons left. I ran out of gas with 2 miles to go...

          When I finally filled the tank I confirmed that I still had 3 gallons left when the motor quit, but where, how and why?

          it was a new Spectra tank that I had installed 2 years ago, and it also got a new Deatshwerks DW200 255lph pump which had the pickup at the very bottom of the fuel bowl. Late model, single pump 15 gal tank.

          The only thing I can figure is that I left the fuel stranded in the driver side saddle of the tank, possibly because the jet pump wasn't moving it to the passenger side. This was straight and level highway cruising. I'm guessing the plausible reason for that is that there's not enough return flow volume to do that, and that could be because the 255lph pump isn't strong enough. It's probably good enough on a 3.0bar M20 engine, or even a 3.5bar S50, but against a 5.0 bar regulator in the N52 it doesn't flow enough. I won't know for sure for a while until I finish a dual-pump setup in a new tank.

          So, don't just size the pump for the power requirements of the motor, but also large enough to ensure sufficient flow to make jet pump fuel transfer work the way it's supposed to.

          Comment


            What do S54 people use? it's also 5bar FPR isn't it?

            I don't think it's your pump unless there's some wiring issue to it.

            Spec sheet says it'll do 210LPH at 70psi drawing 11A (I think the FP fuse is only 7.5A?)


            There was a thread a while back that showed an aftermarket tank vs OE tank's return line where the eductor/jet/venturi pump is, and it was a less pronounced shape. I'll try to find it and link it.
            Originally posted by priapism
            My girl don't know shit, but she bakes a mean cupcake.
            Originally posted by shameson
            Usually it's best not to know how much money you have into your e30

            Comment


              I run an ETA pick up pump in the driver side.

              One problem is running 2 fuel level sensors, you can’t run them in series as the sensor it’s self is a ground also.

              I was up above it, Now I'm down in it ~ Entropy - A Build thread.
              @Zakspeed_US

              Comment


                Originally posted by moatilliatta View Post
                I run an ETA pick up pump in the driver side.

                One problem is running 2 fuel level sensors, you can’t run them in series as the sensor it’s self is a ground also.
                Yeah, the signal path through the resistive wires also, unfortunately, includes the body of the sensor, so it can't be electrically bonded to the tank or the reading is way off

                It seems that it can be insulated without too much effort and I should have that all done next week.

                Comment


                  I know I know first post but I have been following along this thread (And read all!). I am stuck with an issue that is plaguing my skillset and hoping to get some input. It is a race car so a ton of things were bypassed/deleted and I am starting to doubt what is able to be deleted.

                  2008 N52 Motor
                  2008 N52 Harness which I depinned for not needed pins (MSV80 with repinned/added wires for correct 2006 N52 MAF wiring)
                  N54 Intake Manifold/Throttle Body/MILVs/S54 headers
                  MSV70 ECU
                  Tecomotive Water Pump Controller
                  Fan on switch
                  Fuel Pumps on Switch
                  Brand new 2006 N52 Eccentric Shaft Sensor/Accelerator Pedal/MAF/Oxygen Sensors/Coils/Plugs

                  A little odd but I also did a ZF 8 speed auto transmission behind it. CAN seems to talk at least for Throttle/Torque/RPM. I wish I had CAN language for the MSV70 ZF 6 speed inputs to add current gear/next gear/etc but thats for another time to figure out.

                  The car starts up but it is stuck in Valvetronic failure mode. As you see, I tried a new Eccentric Shaft sensor, that did not fix it. I then tried another eccentric shaft out of a spare head I have. No change. It locks itself at full lift but will not give me an error code. When running relearn procedure it says function successful. I do note it goes to 180.2 vs I know the ECU doesnt like over 180. Would this cause the issue, is somehow the stops worn just enough that this is what is kicking it into limp mode (rough idle, full valvetronic advance, and only 15% throttle available)? There are no codes associated with it, and I had Bob at StageFP delete CAS/do any tuning needed to get it to fire, final tune is when I verify everything actually works. The ISTA will only show me 10 codes at a time it seems, with all of them emissions related (fuel tank leakage/rear o2 sensors/instrument cluster/Kombi etc).

                  Under ISTA valvetronic you can see it locked at full advance and under system status it says "VVTNOTL1", I assume this is a fault. Just odd its not showing up in faults itself.
                  Wondering if anyone had any insight?

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                    Figure more information is better than none:


                    $DATAID: 004 9PP0L 921S 0LA1S

                    $SGBD: MSV70 Version: 6.00

                    === 08.06.2022 === 14:27:14

                    Aktueller Kilometerstand: 0

                    __________________________________________________ _____________________ TEL_ANTWORT: 570ACDA8D404D12B012830DD18737E02000000000000000000 000000

                    Error: 1(10) Nr: 52648 CDA8 Botschaft (Status KOMBI, 1B4) frequency: 1

                    error type: 4 (161 ) Timeout

                    Readines Flag: (17 ) Testbedingungen noch nicht erfüllt

                    error status: (34 ) Fehler momentan vorhanden, noch nicht OBD-entprellt

                    MIL - Status: (49) Fehler wuerde das Aufleuchten der Warnlampe (MIL) verursachen P-Code: U112B Kommunikationsverlust mit Status Instrumentenkombination F_LZ: 40environment text / entry at 100072 km(1.)

                    Motordrehzahl 768.00 rpm

                    Steuergerät Innentemperatur 38.25 °C

                    Spannung Kl. 87 12.80 V

                    Status Motorsteuerung SYN_ENG_IGK_ON

                    __________________________________________________ _____________________ TEL_ANTWORT: 570ACDA064040000012830DD17737D02000000000000000000 000000 Error: 2(10) Nr: 52640 CDA0 Botschaft (Klemmenstatus, 130) frequency: 1

                    error type: 4 (161 ) Timeout

                    Readines Flag: (16 ) Testbedingungen erfüllt

                    error status: (35 ) Fehler momentan vorhanden, OBD-entprellt

                    MIL - Status: (48) Fehler verursacht kein Aufleuchten der Warnlampe (MIL)

                    P-Code: F_LZ: 40 environment text / entry at 100072 km(1.)

                    Motordrehzahl 736.00 rpm

                    Steuergerät Innentemperatur 38.25 °C

                    Spannung Kl. 87 12.70 V

                    Status Motorsteuerung SYN_ENG_IGK_ON

                    __________________________________________________ _____________________ TEL_ANTWORT: 570A2DC364040000012830DD17027E02000000000000000000 000000 Error: 3(10) Nr: 11715 2DC3 Überwachung Klemme 15 frequency: 1

                    error type: 4 (29 ) CAS-Fehler

                    Readines Flag: (16 ) Testbedingungen erfüllt

                    error status: (35 ) Fehler momentan vorhanden, OBD-entprellt

                    MIL - Status: (48) Fehler verursacht kein Aufleuchten der Warnlampe (MIL)

                    P-Code: F_LZ: 40 environment text / entry at 100072 km(1.)

                    Motordrehzahl 736.00 rpm

                    Motor Status IS

                    Spannung Kl. 87 12.80 V

                    Status Motorsteuerung SYN_ENG_IGK_ON

                    __________________________________________________ _____________________ TEL_ANTWORT: 570A2EFE64040480012830DD00B20281000000000000000000 000000 Error: 4(10) Nr: 12030 2EFE Elektrolüfter, Ansteuerung frequency: 1 error type: 4 (76 ) Leitungsunterbrechung

                    Readines Flag: (16 ) Testbedingungen erfüllt

                    error status: (35 ) Fehler momentan vorhanden, OBD-entprellt

                    MIL - Status: (48) Fehler verursacht kein Aufleuchten der Warnlampe (MIL)

                    P-Code: P0480 Motorlüfter 1 Steuerkreis - Fehlfunktion oder Leitungsunterbrechung F_LZ: 40environment text / entry at 100072 km(1.)

                    Kühlmitteltemperatur Kühlerausgang -48.00 °C

                    Tastverhaeltnis E-Lüfter 69.53 %

                    Motor Status IS

                    Spannung Kl. 87 13.10 V

                    __________________________________________________ _____________________ TEL_ANTWORT: 570A2EEAD1042185012830DDFF005A6B000000000000000000 000000 Error: 5(10) Nr: 12010 2EEA Temperatursensor Kühleraustritt, Signal frequency: 1

                    error type: 1 (72 ) Kurzschluss nach Plus oder Leitungsunterbrechung

                    Readines Flag: (17 ) Testbedingungen noch nicht erfüllt

                    error status: (34 ) Fehler momentan vorhanden, noch nicht OBD-entprellt

                    MIL - Status: (49) Fehler wuerde das Aufleuchten der Warnlampe (MIL) verursachen P-Code: P2185 Motorkühlmitteltemperaturfühler 2 Schaltkreis - hoch F_LZ: 40

                    environment text / entry at 100072 km(1.)

                    Kühlmitteltemperatur Kühlerausgang Rohwert 4.98 V

                    Kühlmitteltemperatur Kühlerausgang -48.00 °C

                    Umgebungstemperatur 19.50 °C

                    Ansauglufttemperatur 32.25 °C

                    __________________________________________________ _____________________ TEL_ANTWORT: 570A2A18D4041429012830DD2EE9027E000000000000000000 000000 Error: 6(10) Nr: 10776 2A18 DMTL, Heizung: Ansteuerung frequency: 1

                    error type: 4 (76 ) Leitungsunterbrechung

                    Readines Flag: (17 ) Testbedingungen noch nicht erfüllt

                    error status: (34 ) Fehler momentan vorhanden, noch nicht OBD-entprellt

                    MIL - Status: (49) Fehler wuerde das Aufleuchten der Warnlampe (MIL) verursachen P-Code: P1429 Diagnosemodul Tankleckage (DM-TL) Heizungssteuerkreis - Fehlfunktion oder Leitungsunterbrechung F_Lenvironment text / entry at 100072 km(1.)

                    Umgebungsdruck 976.44 hPa

                    Spannung Strommessung DMTL 4.55 V

                    Status Motorsteuerung SYN_ENG_IGK_ON

                    Spannung Kl. 87 12.80 V

                    __________________________________________________ _____________________ TEL_ANTWORT: 570A2DE258041407012830DD63636363000000000000000000 000000 Error: 7(10) Nr: 11746 2DE2 Krafstoff-Füllstandsgeber, rechts: Signal frequency: 1

                    error type: 8 (28 ) CAN Wert unplausibel

                    Readines Flag: (17 ) Testbedingungen noch nicht erfüllt

                    error status: (34 ) Fehler momentan vorhanden, noch nicht OBD-entprellt

                    MIL - Status: (48) Fehler verursacht kein Aufleuchten der Warnlampe (MIL)

                    P-Code: P1407 Kraftstoff-Füllstandssignal 1 - Signal fehlerhaft F_LZ: 40 environment text / entry at 100072 km(1.)

                    Umgebungsdruck 99.00 kPa

                    Umgebungsdruck 99.00 kPa

                    Umgebungsdruck 99.00 kPa

                    Umgebungsdruck 99.00 kPa

                    __________________________________________________ _____________________ TEL_ANTWORT: 570A2DE158041408012830DD63636363000000000000000000 000000 Error: 8(10) Nr: 11745 2DE1 Krafstoff-Füllstandsgeber, links: Signal frequency: 1

                    error type: 8 (28 ) CAN Wert unplausibel

                    Readines Flag: (17 ) Testbedingungen noch nicht erfüllt

                    error status: (34 ) Fehler momentan vorhanden, noch nicht OBD-entprellt

                    MIL - Status: (48) Fehler verursacht kein Aufleuchten der Warnlampe (MIL)

                    P-Code: P1408 Kraftstoff-Füllstandssignal 2 - Signal fehlerhaft F_LZ: 40 environment text / entry at 100072 km(1.)

                    Umgebungsdruck 99.00 kPa

                    Umgebungsdruck 99.00 kPa

                    Umgebungsdruck 99.00 kPa

                    Umgebungsdruck 99.00 kPa

                    __________________________________________________ _____________________ TEL_ANTWORT: 570A2E8464040000012830DD19550281000000000000000000 000000 Error: 9(10) Nr: 11908 2E84 Elektrische Kühlmittelpumpe, Kommunikation frequency: 1 error type: 4 (67 ) Kommunikationsfehler

                    Readines Flag: (16 ) Testbedingungen erfüllt

                    error status: (35 ) Fehler momentan vorhanden, OBD-entprellt

                    MIL - Status: (48) Fehler verursacht kein Aufleuchten der Warnlampe (MIL)

                    P-Code: F_LZ: 40 environment text / entry at 100072 km(1.)

                    Motordrehzahl 800.00 rpm

                    Kühlmitteltemperatur OBD 45.00 °C

                    Status Motorsteuerung SYN_ENG_IGK_ON

                    Spannung Kl. 87 13.10 V

                    __________________________________________________ _____________________ TEL_ANTWORT: 570ACD94D404D101012830DD18747D02000000000000000000 000000 Error: 10(10) Nr: 52628 CD94 Botschaft (Außentemperatur/Relativzeit, 310) frequency: 1 error type: 4 (162 ) Timeout

                    Readines Flag: (17 ) Testbedingungen noch nicht erfüllt

                    error status: (34 ) Fehler momentan vorhanden, noch nicht OBD-entprellt

                    MIL - Status: (49) Fehler wuerde das Aufleuchten der Warnlampe (MIL) verursachen

                    P-Code: U1101 Kommunikationsverlust mit Umgebungstemperatur/Relativzeit F_LZ: 40environment text / entry at 100072 km(1.)

                    Motordrehzahl 768.00 rpm

                    Steuergerät Innentemperatur 39.00 °C

                    Spannung Kl. 87 12.70 V

                    Status Motorsteuerung SYN_ENG_IGK_ON

                    Comment


                      Additional question:
                      I dont have speed signal/brake signal/or radiator temp signal wired in. Do I need to add speed signal? Wondering if this is causing my issue with only 15.5% throttle available.

                      Comment


                        I struggled with getting VVT to work for the longest time and finally resolved it by extending the stop by a few mm. My issue was that it wasn't learning the stops and I had a persistent error. You should be able to manually turn the motor while tracking the position per the video.

                        https://youtube.com/shorts/pzpOTTT_IJ8

                        why the waterpump controller?

                        Comment


                          Originally posted by hoveringuy View Post
                          I struggled with getting VVT to work for the longest time and finally resolved it by extending the stop by a few mm. My issue was that it wasn't learning the stops and I had a persistent error. You should be able to manually turn the motor while tracking the position per the video.

                          https://youtube.com/shorts/pzpOTTT_IJ8

                          why the waterpump controller?
                          I have to look at the stops, I know one is adjustable but the other is not, so I hope max is adjustable to be slightly lower. It say 8 functions learned successfully so I didn't think there was an issue with learning the stops.

                          Waterpump controller was just reducing one more thing I couldnt "tune" myself. I wanted the ability to go 100% workload if need be and not be beholden to any tuning idiosyncrasies from a stock ECU. (such as F%&%ing 15% throttle and VVT issues).

                          Comment


                            Another "M3 won't let me pass" video... (plus I have a big-dude passenger!)

                            https://www.youtube.com/watch?v=bI7-jzxObkU

                            Comment


                              I shaved another 1/2 second off my previous best. I thought I was going to do even better than that based on my Delta timer, but it just kept eroding as I drag-raced towards the Start-Finish line. You can see the delta timer lose multiple hundredths of a second as I can't keep up with my previous best from earlier in the morning. Even a 15 degree increase in temperature was impacting power.

                              https://www.youtube.com/watch?v=lnI-N3ZgLLQ

                              Comment


                                Hows the car? Brakes balance? Putting down the power?

                                I was up above it, Now I'm down in it ~ Entropy - A Build thread.
                                @Zakspeed_US

                                Comment

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