Aaron K

Attached are my configuration and a log file for a startup on my M62 v8. I have a fairly low RPM limit set right now to prevent overruns when getting it started, 3000 RPM. Open loop idle. I'm seeing two things I can't explain at the moment I could use a second look at in my configuration: 1. It starts to fuel cut right at the beginning around 2000 rpm, which should be low enough to prevent this? It eventually stops fuel cutting as the engine speed settles down. 2. Maybe related, the dwell time is going between 2.0 and 1.4ms even though I have the table set so it should be a constant 1.8. Fuel pressure is currently vacuum referenced. The other thing I'm seeing, that may be outside of the ECU at this point, but I'll mention anyway is that my 5-8 cylinder bank is showing richer (Lambda 2) than the 1-4 cylinder bank. I can't explain that yet. The injectors were cleaned and flow tested before installation. BMW_E24_M62.pclx fuel cutting at idle.llgx

Can you illustrate your wiring for the CAN setup, and does it have the 120 ohm resistor at the end (assuming it's the only device)?

It does appear it starts up fine with either Cam Level or Window sync mode. I left it in Cam Level mode, but haven't got to the VVT yet. For the record / future searches, I got this running smoothly and timing accurate to around a degree or two with a Trigger Offset of -61. Appreciate the review and help getting this going!

User error apparently. I'll get the trigger scope next time, and hopefully I can close this post out with a set of values that work for this motor for future users.

It looks like this setup would require the "Cam Pulse Window" sync mode. Hopefully someone has a previous idea on the window length to help some trouble shooting? It looks like the VVT cam swing can impact this window size as well.

To make sure were talking about the same thing, this is the calibrate dialog box where you can adjust the fixed based timing and offset? I was entering new values into those fields, but I don't think they were changing anything. I was entering one, then clicking into the other field to adjust it. Maybe this was as simple as not hitting enter after typing in the value? I tried this just now offline, and hitting enter did turn the field blue, so I was definitely missing that step. My suggestion might be to add a Set button and/or also show the current value to the left of the new value so it's clear if it's being changed or not. I think being a software engineer made me not want to hit enter because that usually just closes dialog boxes. Easy fix though! I'll get a timing light on it next, hopefully mine will pick up the low voltage trigger going into the coil. As far as edges, makes sense to look at the trigger scope for falling or rising. I think what I'm currently confused about is which pulse is the one that matters. See below for a picture of the wheel on the cams behind the hall effect sensor (shown on the bottom). Every rotation will see 4 pulses. For my complete understanding, I'm wondering how the ECU knows which one to pick? The stock ECU would need to look for a pattern and not just a single pulse. Appreciate the support! I closely RTFM that page and it does say to hit enter, so that's my fault. Maybe a UI change will help anyway.

Hi all, I was hoping someone could look over my configuration and log files to see what I might not have setup right. I haven't got the car started yet. Here are a few key details: Engine: BMW M62TUB44 (4.4L V8, dual intake VVT, electronic throttle body, VR crank sensor, dual hall effect cam sensors Ignition: Using Audi 4 pin coils (I believe these are the R8 coils - same red top ones I saw posted here). Trigger 1 is the crank, Trigger 2 is the intake cam sensor on the first bank (cyl 1-4). I haven't tried using the other cam sensor yet, I assumed it was supposed to be the first bank. The other is hooked to a digital input, but I currently have the VANOS solenoids disconnected so was waiting on getting that going. I know the fuel tables aren't probably right yet, but it puffs a bit when started but no real combustion to speak of. Fuel pressure looks good, plugs ended up wet actually. Did a spark test on #5 and it seems fairly strong. I did ignition tests on 1-8 and could hear them operating (but haven't done the spark plug test on all yet). So I suspect the base timing is way off. I tried the calibrate timing option to adjust the offset during cranking, but not much change. I tried a few different values, but nothing exhaustive. Side question: are those values updated in real time when you're running/cranking the engine? I'm still a bit unsure on the cam sensor polarity, not a lot of previous runs with standalone on this engine. Thanks BMW_E24_M62.pclx PC Datalog - 2024-01-16 2;07;51 pm.llgx second config.llgx

Thanks for the clarification and setup info! I'll give this a shot.

I'm working on setting up the VANOS/VVT for a BMW V8 engine, the M62TU. This has two solenoids on the intake cams only that are responsible for retarding the cam when activated. I see that there is a "Single VANOS" in the configuration, which is close, but I'm trying to figure out the correct way to configure for: - Two banks of cam position sensors (currently have cylinders 1-4 on the main trigger input). Not sure how to configure the second cam position sensor. These are hall effect sensors, so I believe they could be set into a digital input. - How to control both intake cam solenoids for both banks. They are configured to two aux outputs separately. Any insight would be appreciated.

Thought it might be helpful to see if anyone has a BMW M62 V8 base map available for a G4X ExtremeX to help get started?