Teigster

Thank you Vaughan! I'll use this information and work through it.

Long story short I had G4+ Fury that was part of a bad batch and was sent in under warranty and got upgraded to a G4X Fury. Im wondering if it's possible to copy over a map from G4+ to the G4x I did enough to fire the car back up and do a quick log of startup. But don't have enough confidence to copy everything over. I would like to be able to drive the car and do some testing before doing a complete retune for flex fuel and Chassis CAN Bus integration Attached is the G4+ map and the G4x startup test map and log. If anyone can help it would be much appreciated. 1645391496952_1643874886356_Teigons Current Tune.pclr 1645391464210_teigon_g4x_working_1.pclx 1645391468630_Teigons Startup.llgx

Adam I got it figured out. I adjusted the arming threshold in trigger 2 at the 1000rpm range to .5 and have not had an issue since. Pretty happy to have it fire up every time without hesitation. Thank you so much for being here to help answer questions. It finally clicked when I realized what I was looking at on the scope readings. Haven't messed around with an oscilloscope since I was a kid.

Thanks for working on this Adam, doing my best to get the issues to arise. Alright went for a drive arming threshold at .2 for trig 2 on 0 rpm. Drove fine for a mile. Had a weird misfire issue at the stop light when getting going. Kept it alive. Did another mile died at the next light fired right up though. Got to my shop, shut it down and fired up just fine. After getting back home attempted a shutdown restart and the issue finally arose again. no start. Attached logs and a scope image on the failed refire attempts. Had to zip the log was a bit oversized. Upload limit maxed

The ecu was purchased sometime during June or July of 2019. Unfortunately I could not get it to repeat the symptoms this morning. It fired Everytime without hesitation. (First it's done this since build) The image attached is one of the warm start ups I have three other images that share the same characteristics. All fired without hesitation. Any thoughts on this Adam?

Having some issues on my engine not being able to fire up immediately after a shutdown. Prior to coming here, I scoped both cam and crank sensors discovered a weak cam sensor scope and adjusted the arming thresholds on the trigger. Still had issues. Replaced the cam sensor with a new one. Same issue. Changed out the crank sensor today as it had a trigger failure during idle. (I was not able to poke my head into the bay enough to inspect the reluctor wheel teeth. I was very careful not to damage it during the build) the engine idles fine currently but still issues trying to fire after warm unless I have 5-7 minutes to sit. Attached logs and tune. I think I incorrectly saved the scope wrong but I did take a picture. The startup issue has been present since the build. The failing cam sensor was after several thousand miles. Teigons Current Tune.pclr

CAN 1 is wired to put bus. I'll disconnect the factory DME and report back Teigons Current Tune.pclr

Adam, although my factory DME is in parallel compared to the attached thread. We loaded that base CAN setup and also tried adjusting engine speed CAN like you mentioned in this thread. Still not getting results on the Tach. Any ideas?

Thank you Adam for willing to look into this, I'm having a local coder look into the KOMBI messages to see what we can do about the tach functionality. Attached is the current tune ADJUSTED MAP.pclr

Here is a recent message from Thaniel clarifying the data from loopybunny The RPM signal information is referenced in the thread. Or rather think I point to the loopy bunny site. But on the PT can the data is the same as what's posted in the loopy bunny site but the transmission frequency is higher. Now if you are trying to get it to appear on the cluster that's a bit tougher as the cluster is looking for a bunch of messages and some messages have counters and or CRC's to ensure the data stream isn't corrupted. Use a bmw scanner (like INPA) and see what errors the KOMBI is reporting. It will likely list a bunch of missing CAN ID's. Some of the messages can be coded out of the KOMBI if you like so it quits looking for them.

Okay I can understand that. So from here I can at least get the correct data, and bring it here for review. The next step is if a module becomes required are there any specific questions you would be mindful to ask about.

I can look into that and poke around. I have an old labtop to tool with. Another option is paying the consultation fee of dealing with BPM Sport who is capable of 1: getting us the correct CAN Data and 2: building a CAN Bus module to handle these operations. The module would be very similar to what Wiring specialties is putting out for the e46 https://www.wiringspecialties.com/bmw-e46-ls1-canbus-module/ I'd like to see full Link control so I'm open to your opinions to get down the right track and hopefully we can crack this. If we can agree it's a smart and strategic decision to nut up and get the information from BPM Sport I will get us the information.

The goal is to effectively remove the DME all together. I'll have to get creative with a sniffer unless I can verify the old AC type as pulse width module controlled or not.

Hello guys! I'm here to learn some things about proper CAN Bus setup within the Link Fury A little back history on the vehicle and application, The car is a 2011 BMW 135i previously N55 the engine let go and Mark Panic of Panic Wire took it upon ourselves to have a good challenge and reach a fully functional 2jz swap into the vehicle. I did as much as I could to keep the vehicle stock except for the engine and ecu, as the Link Fury is tied into the engine along with the factory DME to handle PT-CAN Bus signals. so far we have managed to have full e-throttle with the BMW electronic throttle pedal and 2j throttle body there. The pedal position data matched that of the e46 chassis. Push button start like factory with comfort access is fully operational and some other little odds and ends. Our main push now is to gain A/C - RPM to the cluster - Fuel control I can live without fuel control for now as I try to capture and decipher the data needed. It's currently hardwired from the Bus unit on a switch for full power operation and controlled with the FPR So far this is the data that has been found through e90 Can Bus project by Thaniel on bimmerforums http://www.bimmerforums.com/forum/showthread.php?2298830-E90-Can-bus-project-(E60-E65-E87-)&p=29255153#post29255153 A/C Can Bus information ARBID 0x242: in Byte0. The first bit (I'll call it Bit0). When it is Zero AC off, 1 is AC on. Max AC, Recirculate Auto and Recirculate are also on this byte Byte0 Bit0 AC on, off Bit1 Bit2 Max AC on, off Bit3 Bit4 Recirculate Auto Bit5 Recirculate Byte1 has Normal or Defrost. Looks like bit2 is what is toggled (ours goes from F1 for Normal and F5 for Defrost). RPM Can Information Engine RPM Hex 0D34 = 3380 3380/ 4 = 845 RPM A fellow that owns the site Loopybunny has compiled a lot of the CAN information already and done alot of the footwork http://www.loopybunny.co.uk/CarPC/k_can.html For now I personally would like to learn a bit on how to properly apply this data ( if it is even the correct data that we need ) to the Link to gain some functionality over the car, hoping here is the best place to learn how to do this.