M3_Power

Yep machined with clear coat.

You can buy the shadow chrome spray paint from BMW directly - it's not very expensive if you are just doing touch up. Otherwise the paint code is A56 - anyone with the BMW paint system can mix this up and put it in a spray can quite easily. But yes the base coat is satin black. Part number 51 91 2 160 217

Because they are the wrong instructions ... they are for the E46 radios. Look at a couple of posts below this forum on E60 E61 Japanese to NZ FM radio ... it's all in there.

Well well well ... was looking through the dmes I had sitting around and it so happens that I have one of them with a Superchip tune already loaded ... Had a look on the website supposedly 11hp or more gain over stock. HP DME only however.

You can't without a scan tool. Here have a read of this ... this has the cut and paste procedure from BMW TIS I am gathering you have the older keys? (non diamond shape) http://www.ebay.com/gds/BMW-Key-Programming-Reprogramming-/10000000007275614/g.html Also are the keys originals or copies?

For that procedure to work you must have the master key ... just because it unlocks the car doesn't mean that it is the master key. If you don't have the master key you have to reset it to the key that you have. Also you must have all doors and windows closed. If you are not sure the key you have is the master key ... put it in the ignition ... turn it on and off 5 times in rapid succession - this initialises it as the master key and then repeat the usual procedure (hold unlock, then lock 3 times) release ... then repeat for other keys.

Actually the main reason I recommend against this is the lock out of the DME ... once it's flashed you are basically bound to them for life with that DME - so any issues you'd have to go back to them to correct (unless you know someone with a BDM of course and took a dump of your EPROMs before you flashed it with the tune - making it reversible). The knowledge is already out there to do basically what they do all by yourself to a certain extent, so why would you bother with it - there's a reason they stop contributing to the major DME discussion about it and if you read the history they were helpful in the beginning until some of the guys started to figure out thing they did exclusively. In my opinion they would have sold far more airboxes had they shared their knowledge with the majority enthusiasts out there that wanted more from their car ... but I guess there's Karbonius now to save the day for those that wanted that route. Another way is to do a Map rail conversion and flash the CSL software with a HP DME - I know a few US guys have been doing this - basically a CSL without the airbox (apparently runs mint). I will have CSL air-rail soon, so if there are members on here that have access to cad or can turn objects into CNC readable files, I am happy to lend this out for the MAP sensor mount to be turned into a CNC file and I'll get it mass produced for everyone.

To make any vagcom ftdi cable into a galletto 1260 just name the cable as EOBD and fix the serial number as 47515789. Done.

Why?? Waste of money. I have a galletto cable ... But you can modify any vagcom into a galletto ... It just need to have the correct cable name and serial number then it'll function like the real thing.

Can now modify ews3 modules including rewrite VIN, km in module, add and delete keys (even ebay keys with correct transponder chip) - can help source these keys from ebay. Tried and tested on my own car with ebay keys and second hand ews modules. No more paying excessive dealer fees for new keys.

Why not just leave them the key and take the EWS module with you? Easily enough to remove on a BMW and they'd have little to no chance getting it started unless they knew what they were doing.

Have a set of e46m3 18s you can borrow... Not sure if they work however offset wise. Shout if they do and I'll bring them over.

FANTASTIC PROGRESS!!!!!!! So factory looking that S54 in there!! As it should be!!

http://workshop-manuals.com/bmw/

By the way, in case it wasn't clear. In keeping with the spirit of how all this originated in the usa and the knowledge being shared and open source, I am happy to offer these conversions and modifications for members for no money exchanged, except for the cost of the headers themselves (I have to buy these from abroad and they aren't cheap given how small they are - roughly $10 a set after shipping is taken into account). If you want this done on an original DME, then it will be on the basis of all risks and no responsibility (I will however take a full dump of your DME over OBD before proceeding of course just in case and more than happy to lend a tester DME for you to get a sense of what it will be like. As for full CSL DME conversions ... Unfortunately these cost a bit more to do and I am not 100% confident with the H bridge soldering yet as it is heat sunken and I need better tooling for it really (working on it) - so any CSL conversions on HP DMEs will be H bridgeless until I have had more pratice. (Intake flapper codes will be removed for this purpose) NB to get the most out of the CSL DME upgrade you'll need a few more bits and pieces and convert to MAP sensor and the airbox of course, otherwise kind of pointless.

Happy to help out Nick ... My suggestion to Ray and anyone wanting this done is to grab a spare mss54 or mss54hp and I'll mod the spare dme and put all the original dme stuff on it creating a clone ... That way you can put whatever you want on it and not be worried about damaging an original dme. I can wipe the ISN table related to ews also so it can be re-sync'd. If you ever put the original dme back in it can be resync'd also. Just tested the clone csl dme again and and H bridge driver ... Flapper works like the real deal : ) I also have everything to create a csl engine clone now ... Anyone wanna volunteer to be my test bed?? Haha ... Unfortunately you don't get to keep the stuff afterwards : )

Holy crap Ray ... that's a steal .... Good to hear you are keeping it!!

^ I can't see Ray selling that low km facelift S62 at all Josh ... that's his back up motor or another secret build haha!! Good luck to the OP with finding a replacement. They are becoming quite rare these S62s .. and rightly so given how brilliant it is.

Luckily there are some clever people around that don't work for BMW ... LOL And end users like me that are crazy enough to splash out on the gear to try it out : ) Excellent to hear Ray ... I figured you haven't txt'd or called to say how awesome the new update is because you've been out drivings?? haha!! Working on acquiring one at the moment ... should happen soon enough : )

140 is really high for a s54 ... I am gathering you are reading those temps on an aftermarket dash with stock sensors?? Or are you reading them off the car's stock dash? Because the stock dash oil temp sensor is notoriously inaccurate (apparently by as much as 30 degrees in the higher ranges). Few things I would do with race application: - cut a hole in the bottom plastic tray to divert air out of the bottom and back of the oil cooler (ala E92 M3) - the airflow goes no where in the E46 M3 oil cooler .. basically just back up into the engine bay, there's no escape route for it. (this is off an E92 M3, but you get the gist) - Get a bigger cooler ... the factory item is tiny. For comparison with aftermarket units: - Are you running a stock bumper? If so, get a splitter to split the air at the low pressure zone back up into the cooler hole. - Check your constant pressure valve (CPV) - Check your ignition timing (if data logged, check it against the oil temp) ... faulty Vanos solenoid have been known to cause retardation in ignition and causing the engine to run hot. Ideally you want this setup to solve it all - tried and proven : )

Have sorted Ray out with a new updated DME with the csl dme smg related tables also now included. I took the car for a quick run up the road and can report the smg now functions exactly like a csl. Also managed to sort out the ews delete issues and hopefully a few other tweaks have made the car even more fun - awaits Ray to report back. I have also successfully created a cloned MSS54HP CSL DME by soldering on the missing transistors and the all important H bridge driver - tested this out on my own car and everything functions 100% as per my original DME. Now to acquire that spare car and create my own CSL replica LOL!!! Have also gotten pretty good at soldering on the BDM headers to the board now ... Almost OEM quality if I may say so : P

Money no object this is the only Alloy Jack I would ever buy or use (I wished I had one actually)... have had way to many China made alloy jack fail on me that I avoid them at all costs, except for perhaps a wheel change job, but most definitely nothing heavy duty: http://www.brunnhoelzl.com/low_profile_jacks.html The Powerbuilt low profile 3ton is a good jack. I have had this for over 10 years now and it has seen some pretty heavy duty use (engine, gearbox you name it) and it has performed flawlessly. It is also the only Powerbuilt jack that I would recommend. I have friends that own workshops and this is the only one that they get from Powerbuilt - they have had cars lifted on this jack and left on the jack for weeks without it dropping a mm - and from what I have seen it gets abused thoroughly as a jack and still carries on working. Also low enough and long enough reach to get under almost every car out there.

The black vinyl part must be in mint condition with the inner pull handle and speaker grills but no armrest necessary. The leather or cloth insert can be in any condition doesn't matter as these are coming off. Need both side.

I'll probably be able to code ews3 keys for folks too .... But I am waiting for a spare ews module first to test. So eBay keys ... Cut locally ... Then ews module coded with new key transponder.

Wrong ... DIS and INPA works best with Windows 7 (32 or 64 bit) on a duo or quad core machine (very fast) depending on what car you are working on (later INPAs are 64bit only). VMware 6.5 is the most stable from my experience, but you can still create or run systems on later releases like 8, 9 and 10. What people don't understand is INPA, EDIABAS and basically the whole BMW Tools suite and different releases are made for specific periods of cars and productions and some don't work on 32bit machines or cross over to different models very well - most also try to put too many models on - or the wrong files and setup. I've also created a DIS program disc that has v44 coding and v57 diagnostics together .. works perfect (in both VMware and T30 clone laptops). Many also don't get that easydis is created by Ken Fister and you don't need a diagnostic head to use this version (you can put v44 or v57 program into this, or which ever version you have and it will work fine (you can also turn on Mini and Rolls Royce within DIS together with BMW models) - you don't need a ADS cable either to work with earlier cars unless you want automatic recognition rather than manual selection of car model (what you must have is the correct round plug cable with the correct wires populated). You should see the amount of stuff I have on my diagnostic laptop ... you can have everything on one laptop without running multiple virtual systems - you just need to know how to set them up correctly. Another myth is the Com1 port myth (much like the PA Soft 1.4 doesn't work on 64bit Win7 - it most certainly does, I wrote a how to on it!!)... I have different cables set up for different Com port .. .Com1 happens to be the one I never use LOL ..