[m3 e30 fault (solved)]

finally every problem has its solution

the problem was the spark plugs

They were changed before the engine was built but not after. By continuing to think, the conclusion has been reached that when the piston rings dilated, they let oil pass into the chamber without burning, which made it ''pearl'' as they say here in my country in the spark plug, affecting the jump of the electric arc since the unburned oil settled on the electrode randomly.

the synchronization fault that even caused cylinders to fire out of time was due to the fact that the m3 e30 needed a spark plug extension. In the case of insulating this extension with silicone, as one might think is the best option, it causes an electric arc to break towards the ground of the coil, meaning that if for any reason the spark plug is left with oil deposits, an electric arc jumps from the spark plug housing to the coil housing and induces a false current jump, of very little amperage but enough to make a cylinder explode. This is solved by not protecting the spark plug extension.

thanks to everyone!

[m3 e30 fault (solved)]

more checks today

- the fault is that cylinder nº4 does not explode

reviewed:

- trigger signal OK without faults

 -compression test OK
- coil replaced by another, same fault
- coil when the engine is running, it is changed for another with a spark plug and makes the spark jump
- revised itb's, especially cylinder nº4 where the servo intake has been well sealed
- Completely revised 12v power supply, resistor box (5.3OHM wired without connecting injectors for each one).
- Continuity from the link ecu to the correct injector, all the wiring was working for months without flry cable problems

Does anyone have an idea what could be going on?

[m3 e30 fault (solved)]

4 minutes ago, Adamw said:

Was the problem occurring in this log?  did it cut out at the end?  Its running extremely rich, lambda drops below 0.6 is some places and is 0.65 at WOT, sure its not fouling plugs?

In the registry the problem is present all the time but it is greatly accentuated when you exceed 15-20% the tps and the rpm begin to rise

The mixture is not the best since the last thing I do is change the m3 e30 evo2 injectors for the original ones to rule out any open injector and simply change the master fuel to be able to test, having the same fault.

It is as if the ignition of more than one cylinder was cut randomly

It's very strange

[m3 e30 fault (solved)]

Hello everyone, I am writing to you because I am going crazy to solve a fault in this car

A year or so ago we installed a g4x ecu with various modifications which has been working very well. The car has run 2 rallies without any problem and is also used on the road.

About 4 months ago it started failing overnight and there is no way to detect the failure, it seems like a random cylinder fails.

Things we have tried:
-another ecu link g4x
-other injectors
-another resistor box
-other coils (r8 cop)
-spark plugs changed
-check wiring and new gnd
-checked fuel pump and pre-pump
-tested pressure regulator
-the engine was rebuilt completely thinking that a valve was left open or that there was a failure in a ring since sometimes the dipstick had been pulled out of the oil (although it worked well) and we thought it convenient to do it to rule out an air intake and that with something else After 300,000 km of the stock engine, it had to be tuned

The failure only occurs from 50-60 degrees when the engine starts to be hot, when cold it never fails.

No trigger failures are seen and the signal is always good with no error counts and on the oscilloscope everything looks ok

We do not know what else to look at or what it could be since we are running out of where to look, I am attaching a log (being larger than 4mb I had to upload it to another platform) if someone can help me with this problem. If the activation test is done, all the injectors work as well as the coils.

Thanks

https://mega.nz/file/ygI0kZbb#iSGNpUhGM5PZgKNSGx8BVY4rNp01x99WttoHu79keEA

[bmw m5 v10]

good morning

I was wondering if it would be possible to control this motor with some solution other than thunder.

the problem is that you do not want wasted spark so you would need to have direct spark

could you use two storm in parallel? would there be any other problem?

Thank you!

[possible ignition coil fault]

13 hours ago, Adamw said:

No, only an oscilloscope can show you what is happening on the secondary side of the coil.  

How much dwell are you running?  These coils dont like too much, I usually only run about 1.8ms, sometimes a little more only around peak torque.  

I attach an image of my times for the coils

The car has been working very well for months, but just like that it has started to give faults (only when hot) that seem to ignite and above all it happens with little engine load, in the upper zone it is practically perfect

looking at the afr the mixture has become very poor

I have looked at compressions in addition to checking that the same lambda and sensors do not fail and everything seems correct so I suspect that it may come from the coils

have you had a lot of problems with these coils?

[possible ignition coil fault]

Hi!

I have installed some ngk u5014 coils that I suspect that some of them are failing me only hot sometimes

Is there any possibility of logging each ignition coil? If I do a test with the car stopped, they seem to work well but I have suspicions that something is wrong somewhere

Thank you

[e30 m20b23 323i wasted spark]

I have finally fixed the problem with a cherry red hall sensor with a bespoke bracket seems to be working fine

seems to be working smoothly with the e36 60-2 flywheel with a gap of 1.5mm

Regarding the rpm count, I tried a booster with a transistor but this has not worked, the only thing that has worked is the photograph that I have previously attached with the coil of a relay

[injector dead time (ms)]

Hello

I've had an electronic with link g4 + for a while

Some bosch orange injectors are installed and out of curiosity I have looked at the dead time injector and it does not correspond at all with what I have on the map

would changing the injector dead time to the one provided by bosch change the fuel setting a lot? or just a little tweaking would fix it

can there be much difference between two different dead times?

Thank you

[e30 m20b23 323i wasted spark]

1 hour ago, Adamw said:

El problema es que su sensor a veces envía dos "pulsos" para un solo diente, por lo que la ECU ve dos dientes cuando en realidad solo había uno. Luego se asusta cuando su recuento de dientes ha alcanzado los 58 dientes, pero no ha alcanzado el espacio de los dientes faltantes. 

Este pulso adicional podría deberse a la combinación de sensor / rueda no coincidente, o algún problema de alineación / desviación / espacio de aire.  

thanks for your help I just verified what it says and you are absolutely right! I have adjusted the gap from 0.5mm to 1.5mm with no apparent changes (perhaps in 0.5mm it failed a little less) so I will try to make a more robust support if I have the failure, it must be with the vibrations of starting it moves the sensor.

I will keep you informed of how I solve the problem

Thank you

[e30 m20b23 323i wasted spark]

thank you attached the map and the log

It gives me the feeling that there is some fault in the trigger but I can't see it, it tries to start even sometimes it lasts for 2-3 seconds but the rpm is dropping as if it lost the signal

323i BMW base.pclx TriggerScopeLog.llgx

[e30 m20b23 323i wasted spark]

thanks I'm trying to adjust the ignition but I find that sometimes the light strobe works and sometimes it doesn't

I have looked at the trigger and during the adjustment I see small errors in the error counter between 1 and 3

I have attached the capture if anyone can know what it may be

I am using the modified flywheel from a bmw e36 60-2 with the hall sensor from a z3

Thank you

4cc3e782-9d48-46f3-ad06-455e0d98ccc7.jfif 33f97495-3f62-4828-9732-3a9e917f316f.jfif

[e30 m20b23 323i wasted spark]

After a while I am trying to start up and finishing configuring some sensor

I was wondering if it is normal for a fuel pump to appear in red (no faults). The pump seems to be working normally 

Thanks

[e30 m20b23 323i wasted spark]

just completing a few missing wiring things I see that the instrument cluster seems to work for a coil negative signal

Has anyone come across this problem?

being a k-jetronic engine I think I may have problems with the tacho signal

Has anyone come across this problem? with the attached scheme could you solve the problem?

[e30 m20b23 323i wasted spark]

4 hours ago, Adamw said:

Entonces tienes 8 unidades de inyector. Conecte un inyector a cada unidad según el comentario original de Vaughans. Si configura la ECU en grupo multipunto, disparará cilindros impares y luego cilindros pares dos veces por ciclo. Esto le dará la oportunidad de actualizar a secuencial con solo un cambio de configuración si alguna vez agrega un sensor de cámara en el futuro.   

Thanks!

[1uz no spark when cranking]

I had the same problem on a porsche, stable rpm and trigg OK but there was no spark

If I did the spark test with a spark plug it was correct

I realized that those coils needed an igniter

What coils are you using?

[e30 m20b23 323i wasted spark]

4 hours ago, Adamw said:

What ECU do you have?

It's a g4x storm

[e30 m20b23 323i wasted spark]

1 hour ago, Vaughan said:

Las bobinas deben ser:
Ign1: 1-6
Ign2: 2-5
Ign3: 3-4

Si tiene 6 unidades de inyector, conecte cada unidad de inyector al cilindro del mismo número:
Inj1: Cyl 1
Inj2: Cyl 2
Inj3: Cyl 3
Inj4: Cyl 4
Inj5: Cyl 5
Inj6: Cyl 6

Thanks!

Is there a possibility that link does sequential injection with wasted spark?

Or then inside the link it is configured in the same way before in the 3 groups?

I am using only a 60-2 wheel

[e30 m20b23 323i wasted spark]

Hi i am working on a m20b23 i am going to remove the distributor and replace it with wasted spark bosch motorsport 3x2

I have two doubts:

The firing order is 1-5-3-6-2-4 so I understand that the channel grouping would be
A: 1-4
B: 5-2
C-3.6
This is correct?

On the other hand, should the injectors group them in the same way or would it be better to wire them independently in 6 outputs?

Thanks

[knock retard problem]

2 hours ago, dx4picco said:

Retard variables are always expressed as negative values

So try -6

Thank you, I had not fallen into trying to introduce a - in front, I thought that I already considered it negative because it was delay

[knock retard problem]

good morning i'm having trouble tuning the knock sensor

I cannot enter a delay value since it constantly tells me that it cannot be greater than 0, I have reviewed everything and I cannot find it because I cannot enter a greater value such as 6 degrees

Thank you

[fuel temp sensor for corrections]

Good afternoon

I would like to know how I could use the bosch motorsport fuel temperature sensor to make a fuel temperature compensation table for an alpha-n engine and what starting point values I could use

Thank you

[als throttle kicker]

Well I answer myself saying that it is possible

The AUX 1 and AUX2 input must be adjusted under the antilag arming condition and under a second virtual aux condition

This virtual aux is linked to gp delay in which we can enter a time to activate-deactivate to our liking

Thanks

[als throttle kicker]

good morning

Finally I used the attached schematic.

The problem I have is that I do not know how to configure that when I activate DI1 (antilag arming) the aux1 relay is activated for a period of 4 seconds approx and when the antilag is removed (D1 deactivated) the aux2 relay is activated to return the solenoid to its initial position

some help?

[trigger question m3 e30]

13 hours ago, Adamw said:

Yeah looks good.  I would use falling edge on trig 1 and rising on trig 2 in this case.  With most hall sensors to fall time is faster so the falling edge is more accurate, since all timing comes from trig 1 it is preferable to have that as falling.  Cam edge doesnt really matter, but if in trigger 1 settings you are using sync tooth 1 the cam rising edge is preferable in this case since its further away from sync tooth 1.  

Trigger offset will likely be somewhere around -90 or +270

 

 

286º to be exact

Thank you very much the engine already starts and at the moment it seems stable with no trigger failure, let's see how it works