Author Topic: XMS standalone install (Read 10574 times)

Gunni · « **on:** December 06, 2006, 04:12:39 AM »

So the engine didn�t want to start at all,
Plenty spark -
Fuel to the rail -
12v over the injectors -
All wires looked intact -
Even the inside of the ECU looked fine -
Engine was able to stay alive with some starter fluid,
so it was evident it wasn�t getting fuel but everything else was working ( timing system it seems, idle circuit and so on )

Anyway on to more fun things.
I have in my shelf a XMS standalone system, I will be using it for something fun next year but why not use it until then right?
more info on the unit here - http://www.perfectpower.com/products/xms.asp -

I�m going to run it alpha-n and use wasted spark for ignition along with batch injection , I�ll be using a zeitronix wideband kit I have to monitor the afr�s to begin with and use it as well for tuning, datalogging rpm�s, afr�s, tps , and egt if I had it, After I fully tune the engine the hard way (It�s good to make this a good learning experience) I�ll switch the wideband sensor over to the XMS and use long term adjusting of the maps with the wideband , also closed loop as well,

Revlimit will probably stay the same, and the engine should be pretty stock running, altough the throttle response will be nuts, and the intake sound as well, I�ll get rid of the catalyst later,

I hope to have it at least ready to fire tonight,
I�m wiring in the wideband and wiring the standalone as well, the few remaining wires,

I�m also waiting on the timing wheel info from Tim_s if I don�t get it I will just count the teeth,

Few notes :

I will not be using a linear rev range, nor a linear throttle range,
more definition in the lower rpms and throttle regions and less in the higher where air flow doesn�t change as much with little throttle, this should aid in getting good drivability, will be using the stock 2 wire idle control valve as well, altough it will be shut off just for the initial setup, so it it does die the engine will still keep alive,

Anyway more info tonight and how things went,
Also a nice thing is, if there is something wrong with the engine or sensors the standalone will show it instantly when I try and crank,

tim_s · « **Reply #1 on:** December 06, 2006, 12:16:35 PM »

Sounds like a fun project gunni! If my calculations backwards from my MS are correct, the VR sensor is 124 degrees at TDC. I'd check by counting teeth though dude, its been a long day, I just opened an msq and did some quick sums. What settings do you need for the XMS? Maybe you ca directly import my settings - I've checked them with an advance timing light and they are spot on.
Intake sound on standard engine with no restriction can be quite fruity, mine certainly was with a drain pipe between the throttle below and the air filter housing.
Would be quite interested in seeing some screenshots of the XMS etc, see how it compares to the MS in terms of datalogging and analysis software, AFR target tables etc.
I'm increasingly fond of MS these days as I learn its intricacies.

Gunni · « **Reply #2 on:** December 06, 2006, 01:56:38 PM »

All I need it to know how many degrees before the VR sensor is at TDC
wich should be 20,666 teeth if every tooth represents 6degrees?
Did you use the cam sensor for cylender identification

I�ll post some screen shots and info on the setup as it goes,
Here is the info from the manual

Start Logging

All inputs and readings from the unit are recorded to a file on the HD of the computer. The one format is recorded in a CSV (Spread Sheet Format) with calibrated values. The other format is in a raw non-calibrated format, which can only be used for playing back. The amount of recording time is relative to your hard disk space on your laptop. 216kb per minute or 1.4Mb for 6 minutes.

PLAY BACK (off Line)

A useful feature used to PLAY BACK a recorded run of a vehicle. This allows you to see the entire software package react as if it were running live on a vehicle. The recorded data can be paused, stopped and different screens can be chosen to optimize the information displayed to you. A useful tool to do fault finding in the comfort of your own office.

Loading a playback file

Once the playback button is clicked the following will appear over the main screen. To load a file click the �Load Recorded data file�. Here there will always be two different files shown. One will always have the text dump-coms written in. The other will have the log file that you wanted recorded. The difference between the two files is the dump-coms file records all info going into and out of the unit. This info can then be used to fault find any errors in the software. If any faults do occur please send this file to Perfect Power for analysis. The other file (XMSRaw003.RDR) is your actual recorded file. This file will record all Data and can then be played back in you own leisure. Once you have started and then stopped logging, a number is automatically assigned to your newly logged file. Every time you log a file the next numerical number will be assigned. Continuous logging will take place until your hard drive is full or the logging is stopped.

I�m missing some wiring info on the perfect power ignition amplifiers I�ll be using so I don�t think I can do a test run tonight,
but am going to finish wiring the unit in along with the wideband controller,

I can�t read any MS files so you�ll have to send me some screenshots from the config screens and or maps,

bmwman91 · « **Reply #3 on:** December 06, 2006, 04:54:09 PM »

Why the wasted spark setup? Just trying to make the already big tuning project a little easier on yourself? Which coils would you go with? The M42 stockers might not work for that if you paired them up...they might not have been designed to be fired that rapidly.

EDIT
Read the specs and it looks like it is pre-config'ed for WS. The external coil drivers are not hard to do though.

Gunni · « **Reply #4 on:** December 06, 2006, 07:28:11 PM »

I�ll be using the stock coils, and sources tell me they will work,
I have the external units with me, I just didn�t have the wiring ,
12v, ground, trigger, to coil, so I didn�t want to damage them,

I decided against the ecu adapter and just cut up what I had done and also the loom, I sourted the wires into groups where they will connect into the xms, I connected the 12v and ground to the unit and made the ignition changes needed to be able to run the M42, I also put in some ign numbers that should allow the engine to rev so I can fine tune them and preferably move the car,

Tomorrow I�ll get the engine going, finish the rest of the car and hurry up tuning it on the road, I expect that the car to be very drivable before the weekend is over,

I need my garage to do a M30 swap for a customer, who will also be getting a XMS unit, just the L version, less ignition outputs, and fewer auxilary outputs,

While I�m doing the customers car I will fine tune my car using datalogs,

If you guys want I�ll post up my maps when they are done,
I�ll be using stock sensors so they should transfer to other standalones pretty easily where stock sensors are also beeing used

tim_s · « **Reply #5 on:** December 07, 2006, 06:00:03 AM »

Just a quicky, havent had chance to read through the thread properly (in work), but I fire the standard coilpack WS and it works great. Also noticed that those datalog files from the XMS are huge in comparison to MS! Would like to see your maps when you're done, we can compare notes!

Gunni · « **Reply #6 on:** December 07, 2006, 07:37:06 AM »

Absolutly,
I don�t plan on beeing secretive about this setup as people with companies usually do, and the more info out there the better for the M42 community

Alpine003 · « **Reply #7 on:** December 07, 2006, 09:27:50 AM »

Quote from: Gunni;15088

I�ll be using a zeitronix wideband kit I have to monitor the afr�s to begin with and use it as well for tuning, datalogging rpm�s, afr�s, tps , and egt if I had it, After I fully tune the engine the hard way (It�s good to make this a good learning experience) I�ll switch the wideband sensor over to the XMS and use long term adjusting of the maps with the wideband , also closed loop as well,

Just in case for the people that don't know, the Zeitronix doesn't exhibit linear output reading like most of the other widebands out there. What this means is that you'll have to recalculate the datalogging figures if you were to share them with someone else for reference.

I hope this isn't a daily driver or you live in a decent climate with minimal changes if you plan on doing just closed loop. But if tuned right, closed loop can be awesome for gas mileage. Nothing like being able to lean it out past 14.5:1 and bump the timing up to the knock threshold during low load steady state cruising.

Looking forward to your progress.

Gunni · « **Reply #8 on:** December 07, 2006, 09:47:51 AM »

I�m using it only to display the values trough it�s own screen or on my laptop,
not in the xms, xms will take over the sensor when mapping is done,
It will be my daily and thus give me maximum seat time with a standalone equiped car

Also the Zt2 does indeed provide linear output now,
http://www.zeitronix.com/Products/zt2/widebandoutput.htm

When I was loggin the M42 last time it ran high 16�s and low 17�s AFR in
steady state driving, going down to about 13,9-14,2 at WOT
The engine has never had closed loop control , so maybe injectors getting clogged as the fuel was less then I assume BMW designed it for

I�ll wire the TPS, RPM, into the Zt2 to log those things as wel

Alpine003 · « **Reply #9 on:** December 07, 2006, 01:08:23 PM »

Quote from: Gunni;15171

I�m using it only to display the values trough it�s own screen or on my laptop,
not in the xms, xms will take over the sensor when mapping is done,
It will be my daily and thus give me maximum seat time with a standalone equiped car

Also the Zt2 does indeed provide linear output now,
http://www.zeitronix.com/Products/zt2/widebandoutput.htm

When I was loggin the M42 last time it ran high 16�s and low 17�s AFR in
steady state driving, going down to about 13,9-14,2 at WOT
The engine has never had closed loop control , so maybe injectors getting clogged as the fuel was less then I assume BMW designed it for

I�ll wire the TPS, RPM, into the Zt2 to log those things as wel

It's good to know Zeitronix changed it. As for 16's and 17's afr, I'm pretty surprised it's that high on the M42 as I never really considered the M42 as fuel efficient as it could be. I'm willing to bet the EGT's are close to 1600 too during cruising.

Gunni · « **Reply #10 on:** December 07, 2006, 05:57:41 PM »

Yea I was surprisds as well,
It was pretty economical actually when I think about it,

Anyway a update,
Everything is wired up and ready to go, I configured the TPS, coolant temp (I�ll need to do it again when I get some more time) but when I was going to go trought the install test , one of the ignition amplifiers was shorting and almost became on fire, I was quick enough to remove the connection to the battery,

I traced it down to a GROUND in the C101 plug on the car side, in #20 , where the ABS 12v is supposed to be, so obviously when I first connected the C101 and gave it a try the wires shorted, the ground wires plastic cover melted and it bonded with the 12v red power cable that goes to the switch , and then returns as the green and green / yellow wires, This definitly fried something in the original ecu, and it was probably the injector drivers as that is what was missing all along

I�m putting in my S50 air temp sensor tomorrow and then try and start it,
Yea also the wideband display . If all works, I�ll finish putting the bumper on, put in my checkerd seats and the solder the connections and then cover them with heat shrink , shortening and getting things clean there, then I can go out and tune the car,

If anybody has any maps from there tuning sessions put them in a separate thread so we can all compare notes,

tim_s · « **Reply #11 on:** December 09, 2006, 06:33:38 PM »

Good luck Gunni! Will get my sparks map up for you, will get you going, though its not perfect by any means. I also have the standard map for the m44 and a few other engines for reference.

Gunni · « **Reply #12 on:** December 09, 2006, 07:11:35 PM »

We have control people,
I�ve been fighting this death car for a few days now, turns out shit was clogging the fuel lines, and the fuel pump died eventually, I blew compressed air trough the lines and replaced the fuel pump, after that I was on the right track,

It starts and I have the throttle stuck a little open, it stays at about 1500rpm at the moment at about 30deg�s, I�ll try and get the revs lower until I can get the icv to take over and maintain the idle for me,

As it turns out the unit doesn�t want to be a straight Alpha-n system,
it uses MAP for refrence, i.e at 0.5bar absolute, the fueling is 50% less then at 1bar absolute but doesn�t have to be you can adjust the scale anyway you like, i.e at 1bar absolute you can have it 60% more then at 0.5bar, so even if your at the same map point in the fuel map, as the pressure changes so does the afr�s,
The tps vs. rpm map is simply mapping of the character of the engine, so I guess wear and tear is thus covered,

to calculate a kpa vs. rpm map I would have to do some calculating,
ignition is what I�m mostly interested in, fueling isn�t really hard at all,

Anyway here are two pics,
first is the unit wired up, I�m missing a air temp sensor, but will wire that up tomorrow and make the loom all pretty and solder all the connections, heat shrink wrap them and make sure they don�t come loose,
the second picture is the new intake boot, it�s actually the airbox - afm rubber from a M30B35 735i E32

, I made a hole in it for the icv air passage,
I then stuck my "3 air filter on it, I�ll put a pipe on it and some brackety when shops open after the weekend

Gunni · « **Reply #13 on:** December 09, 2006, 08:52:45 PM »

I forgot to mention,
the crank setup is 20teeth before TDC, so I used 120degrees as the refrence,

Gunni · « **Reply #14 on:** December 12, 2006, 04:34:24 AM »

I went driving last night, at 120degrees refrence I couldn�t even accealare at all, at 60-65 it was similar, when we quit and I went home I raised it to 80 and 90 slowly, light load became real good and it could accelarate trough the light load revs real easy,

is it REALLY at 124degrees??
I�m putting down a rod in to the chambers to make sure, something doesn�t sound right here,

Anyway when I do find tdc tonight I�ll post up my findings,
After that I should be able to drive it without bucking and stumpling