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ex demo https://hifihq.co.nz/product/7379-DLS-Audio-CCi500-40

Ok I think this approach is helping my brain. Here's another interesting view - this is the difference between the Euro M3 tune and CSL as it pertains to the crank degrees at which the intake valve is completely closed. And correspondingly for when the intake valve opens: Arguably the point at which the intake valve completely closes is the most important of the 4 (intake close, intake open, exhaust close, exhaust open), so I wanted to isolate that and examine the difference between the two maps. The intake open difference is directly related, plus an offset to account for the extra duration of the CSL cam. As could be expected we can see that at higher RPM the CSL is configured to to close the intake valve later (by between 5-10 crank degrees) than the Euro M3 tune which will drive more top end power. we can see at low load between 4300 and 6300 RPM that the CSL closes the intake valve earlier than the Euro M3 tune. I presume this is to keep drivability decent with the bigger cams, as presumably is the other island at low RPM thru mid and high load.

More powerful, more reliable\less things to go wrong. M62tu its a technical downgrade, no reason you'd pick it over the non vanos. Some of PFL modules\electronics probably arent quite a reliable as facelift cars eg LKM and ABS Touring's have their own little issues due to trunk\boot\tailgate and sunroof IMO the biggest weak point by far with all E39 540i autos is the 5HP24 transmission, over 1\2 the price of that car if you have to rebuild it

To Bry5on's point I need to make sure I understand the theory of cam timing well. I understand the individual concepts, but where I've been struggling is putting it all together and visualizing what it means in different scenarios. To this end I decided that some spreadsheets would help (spreadsheets always help). First up I took the interpolated AVAN and EVAN tables for both the Euro M3 and CSL tunes and calculated the cam overlap for each for each point on the tables: As you'd expect we have low overlap at idle, high overlap in the midrange, sloping down to high RPM. So how does that work out as a difference between the two? The CSL generally runs more overlap everywhere apart from high rpm low load, and particularly in a few different islands in the low and mid ranges. However - we need to remember that the CSL cams have somewhat greater duration than the standard M3 cams. For the purposes of comparison then we should account for this. That's cool and all, but what it still doesn't tell us is whether the Euro M3 tune and the CSL tune differ in where the centre of the overlap occurs (e.g. before or after TDC) which is also important information in understanding the differences between the two and why. So I calculated the centre of the overlap for each of the tunes And from there we can compare the difference in overlap centre between the two: Interesting stuff to look through anyway - I feel now with this view I can better visualize and understand the impact of the various tweaks etc. that I'll make. I've only just put these together and haven't worked through them in detail to look at various areas of interest but will update here as I do.

Yesterday morning I completed the install of the airbox. First up I took the wiring loom and laid it out in the engine bay to work out the best way to route everything (note the red ties temporarily holding it in place). Once I'd done that I then temporarily installed the TB half of the airbox to get the position and orientation of the IAT sensor just right. I made sure to mark on the loom the orientation of the loom to the connector so that it sat just right. Then I uninstalled the airbox, removed the loom and attached the connectors for the MAP sensor and IAT. The finished loom I then installed the loom for real, cable tying at appropriate points: And here's how the MAF connector end looks: With that done the only wiring left to do was to relocate Pin 1 of the X6003 connector to Pin 18 which was a quick job: Then it was back in with the first half of the airbox for reals this time. All of the hoses and connectors fitted perfectly - I didn't run into any of the issues heinzboehmer did - maybe Karbonius have refined since? The only annoying thing was installing the 10mm nut for the rear vibration isolator - there's not much room to get in there. I clamped up the throttle body boots and moved on to installing the MAP sensor. I'm super happy with how the MAP sensor adapter has turned out - it's worked out exactly how I envisioned it would (I've got more to say about this which I'll do as a separate post). Filter in place: Various top-side connections done: Then it was a quick job to install the front half of the airbox and the snorkel: And finally with the rest of the engine bay back together (you'll have to excuse the dirty car - I'm in the middle of significant landscaping and renovations at the moment at home and it simply isn't worth me spending much time cleaning anything up as the clay dust gets everywhere: Then in the evening I flashed the Terra 0401 program binary to the car (after taking read backups of the current prog and tune) and then the partial binary with what I'm calling the "base modifications" to make the 0401 work with non-CSL cams, code out the DTC for the flap, etc. This morning I started the car briefly to confirm it would start and there were no major issues. A bit later today Dad is coming round to (a) come along for the first test drive and (b) hold the data-logging laptop while I drive. The plan is to take it for a run on the "base modifications" binary, log and make sure things are working as they should be and for me to get a feel for what the base CSL tune is like (my exceptions are for it to be rubbish like everyone says). Then I'll flash V1 of my tune and do the same thing and cross my fingers that it's an improvement. We'll find out 🙂