My N52B30 + GS6-17BG

[Caperix]

What ecu, wiring and throttle body are you running? MSV70 has a injector relay that is powered by the CAS, MSV80 switched to being from the main relay. A mismatch of parts could be causing your issues.

[caelanng]

What ecu, wiring and throttle body are you running? MSV70 has a injector relay that is powered by the CAS, MSV80 switched to being from the main relay. A mismatch of parts could be causing your issues.

MSV80.1, Stock E92 harness with a Redline motorsport adapter harness specifically for N52N MSV80 and E30 that does use a relay.

[Caperix]

So you are using an msv80.1 dme, do you know if it is from an e83 or a n51 e9x? Do you know what year e92 engine harness & if it was n51 or n52? You should have power to the orange wires at all of the fuel injecors with the key in the run position. The dme will ground them to fire. So first check will be seeing if you are getting power to the injecors, check from pin 1 of the injector harness to chassis ground, not across the 2 pins. That wire would be powered by the main relay in the junction box behind the glove box in an e9x, I'm not sure how the redline harness powers it.

[Yo.goob]

Now the worst part, wiring... I absolutely hate wiring. The E92 I got for $400 was an MSV80 car, so I said screw it I'm going to run MSV80. I have the Redline Motorsport N52 MSV80 E30 swap adapter harness connected to a stock E92 Engine Harness. I haven't figured any of this out yet but I still have the cas module, and ekp module because I'm 99% sure I need them. The E92 harness isn't long enough to fit into the glove box, but my OBD2 port sticks out from inside the glove box, where the old light used to be, hopefully no light in the glove box will be fine the only time I use my glove box is to reach for my reg and insurance for when I get pulled over, but that never happens because I'm a responsible driver (this is a lie). My ECU is going to sit in the battery tray for now and I'll make a small enclosure for it, unless I can find a way to easily fit the ECU into the glove box. For fueling I'm running a Walboro 255LPH as 22RPD said that's all I need for running our amazing (garbage) California 91 with the trumpets. The Walboro 255 also not CRAZY loud but it should be fine as this is still a "streetcar"...

He mentioned a while ago that the donor car was an E92 with the MSV80.1 SULEV ECU. I didn't get too deep into the research on how big of a difference the two ECUs were outside of emissions pieces since the information is a bit hard to come by, but I guess this can definitely cause some communication issues for both his tune and maybe the wiring harness Redline Motorsports made for him and his swap? I'm sure ISTA has a lot more to tell on what is communicating and what isn't

[Caperix]

I missed where OP said he was running a n51 e92 harness. I still suspect that the issue is either something not connected correctly in the harness or ews is not actually disabled in the DME. Electrical tests should be able to determine what is going on, but a diagram of redlines harness would be helpful if available

[DesertBMW]

as far as I know there is no proper EWS delete solution for MSV80.x variants. MSV80 and MSV80.1 is the same DME, the only difference is the flash program. Some tuners claim they can flash so that it can be like stand alone, so far I haven't seen a single one that works. Then most EWS delete ads that you see online for these are just so that DME can be installed in another E90, you still have to have the gateway module signals. There is no point in using MSV80 when MSV70 is better.

[Caperix]

Is MSV70 really better or was it the easier solution at the time. With nando taking a break is anyone else soldering the programing header onto the MSV70 boards that made it a better solution? MSV80.1 was used in e83 x3's so it can be coded to work with e46 electronics like the e85 MSV70.

[hoveringuy]

Is MSV70 really better or was it the easier solution at the time. With nando taking a break is anyone else soldering the programing header onto the MSV70 boards that made it a better solution? MSV80.1 was used in e83 x3's so it can be coded to work with e46 electronics like the e85 MSV70.

It's not that one is "better" than the other, it's just that the MSV-70 is much better understood. MSV80 is just mostly has a different processor. So, they are functionally equivalent as far as I'm concerned but MSV70 has a much more developed knowledge-base which makes it better for us.

[N4nier]

To me this sounds like a wiring issue and checking whether or not things are getting power seems like a logical choice to do. A test light through my swap was my best friend (alongside Hoveringuy and Striker01 lol). I also missed a chunk of wiring on my first pass, which included needed relays, then I got an IVM.

I’m also curious if any swaps have actually been completed and documented with these ready made plug and play “adapters”, let alone the msv70 vs 80.. I went with the msv70 because as Hoveringuy mentions it’s just more understood and does the job, especially when doing your own wiring.

[Yo.goob]

To me this sounds like a wiring issue and checking whether or not things are getting power seems like a logical choice to do. A test light through my swap was my best friend (alongside Hoveringuy and Striker01 lol). I also missed a chunk of wiring on my first pass, which included needed relays, then I got an IVM.

I’m also curious if any swaps have actually been completed and documented with these ready made plug and play “adapters”, let alone the msv70 vs 80.. I went with the msv70 because as Hoveringuy mentions it’s just more understood and does the job, especially when doing your own wiring.

I second the wiring issue unless OP already verified continuity, terminating resistances, or whatever the DME and electronics need in order to be happy. Just finished ordering a MSV80.1 wiring harness for my E30 as well from Redline Motorsport and currently waiting for it to arrive in order to see if OP and I will have similar issues or if there is anything different that pops up once everything is wired and ready to crank over.

The other thing that looked interesting is the specific errors that first appeared when OP first tried turning his engine over like the DSC errors, transmission data, steering wheel angle, and a few others that aren't typical for the swaps (that I know of). Aside from the flash tune from 22RPD with the EWS delete, it looks and sounds like the DME is still sifting through whatever "stock" protocols left from MSV80.1. Redline mentions that they have CAN emulators for some of the modules so that these errors don't appear, but I've never looked into what that looks like with ISTA or any other diag tools. Chances are there are still things left to program out or look back and do some diagnostics in ISTA or NCS Expert to see what the DME is still looking for. I'm sure someone can chime in and correct me if I'm wrong.

[2mAn]

Exciting to see more N52 swaps... I think its a great motor

[DesertBMW]

I think its a great motor

Long term, it is not better engine than S50 and I made a video explaining why

[Caperix]

S50's are 31 years old now, even the newest s52 is 27 years old. N52's can be as new as 12 years old and they are all the 3.0 block in the US so the supply is much better. They are lighter and make more power, while having to meet stricter emissions than the s50. They have shown to be reliable up to 300000 miles if taken care of, your video talks about a few of the issues they can have but the example engine just showed signs of neglect.

[Digitalwave]

Nothing but ragebait.

[hoveringuy]

S50 has limited advantages, such as being more easily rebuildable, but N52 is easily superior.

I put 255 to the wheels on completely stock internals and could simulate having an S50, anytime, by throwing a 50lb sack of cement on my hood