hybrid

I cant tell too much as your mic is making it sound like there is a squeal going on. Do me a favour and rerecord it warm and rev the throttle a few times in short sharp blips (full throttle) dont let it go over 3k rpm. Here is the sound when VANOS has the wrong grade of oil. All of the newbs on the interwebs will tell you you need to replace VANOS. People think thats the fix because at the time they put new oil in too. S50bXX engines are very sensitive to the grade of oil. This is one of the main reasons Castrol developed an oil for the m3.

BBS RC 17x8 with 17x9 slicks @ et38 ... HOWEVER .. I have z3 m-coupe trailing arms so this is how I can run e36/e46/e90 offeset wheels. Normally your looking at dropping 26mm off that for the rear so ET12 for 17x9 will work perfectly (including leaving 2-3mm so the wheel doesn't hit the trailing arm) I have rolled fenders .. but they're not obscene and dont stick out all botu and sh*t looking. Don't quote me on all of this ... you should do your own research as I'm only 100% sure for what works for my 5 lug setup. My front is e30 m3 and I have to run 15mm spacers for the front @ et 30 / 38 wheels. My BBS LMs are 18x8.5 @ et30 btw 9 inch is as wide as you can go in a standard e30. With guard roll and careful offset to avoid the inner wheel/trailing arm clash you might be able to get 9.5 in the rear. You can run 18x8.5 with 35% profile and 225 wide tires. and just kiss the inner guard when turning. To do 10s' in the rear you need to go outwards which mean flares. anything over 8.5 in the front and you need to modify the inner guards in two places. Doing more than 10 inch on an e30 is a waste of time as you over tyre the car for the softest compound available.

Firstly managed to have a f**k out in the e30. After replacing the MAF was wondering why it was cough and spluttering after 5k RPM or under instant load. Removed the spark plugs and found this. It explains a lot why the car was running rich too as number 5 was not even finger tight. Bloody thing was earthing spark on the block. Cool (not) Anyways, new plugs on the way thanks to Greg for the mean deal and information on symptoms. Also in other news the 540 got a nice oil change. And will be getting a new radiator. Im not sure why, but I love doing oil changes etc.. its very therapeutic.

mine on 17x9s sqaure.

air bubbles.

Happy birthday man

You can get mild boost out of the m52bXX engines. Theyre Alloy block so cant handle high boost so well. What you want is an m50b25 out of a 525i e34 or an s50b30 or s38. Those are the BMW engines that you boost. Or be different s14b23 with modified EVO turbo.

That RX2 is the business ..

Cant really say as we aren't working with it but at this point from the description you supplied I would be testing board tracks and each electrical component (resistor / diode / voltage regulators etc) for function with a multimeter and oscilloscope.

Im not having anything to do with the development of the site anymore.. this is why its stalled. Im not coming to the rescue on this one sorry guys. Its entirely up to Ollie and Andrew as they are directors of bimmersport limited and are big enough and ugly enough to wipe their own bottoms from now on. I will however stay part of the community as an admin. But thats it.

overnight parts from japan

Sorry just saw this. They're both different tables .. not related to each other in anyway, only that the addresses are the same.

If they get really stuck, the next thing to try is replacing the temp sensor with a varible resistor in the range specified in the datasheet Tom posted. This way you can drive it and dial any signal you need. This is how I diagnosed my auto trans issue on the 540. (using real time output data as well)

Unfortunately I agree, shops then fall back to "replace whole unit / problem goes away". Unfortunately its a very expensive way around the problem and not really addressing it head on. repeated launch control mode = void warranty outcome lol

Cool you have the earlier 02 version (just). So that diagram tom posted is correct. Here are all possible inputs and programs from the program table in the SMG2 control module. 0x22 gearbox temperature 0x27 hydraulic temperature 0x23 hydraulic pressure sensor evaluation 0x35 Lower level of pressure reached HE 0x36 Exceeding pressure range HE 0x33 bonnet switch evaluation while driving 0x34 bonnet switch evaluation while standstill 0x72 selector lever evaluation 0x24 selector angle (WW) position sensor evaluation 0x25 shift path (gear) position sensor evaluation 0x26 longitudinal acceleration evaluation 0x61 voltage supply 0x62 voltage supply sensor A 0x63 voltage supply sensor B 0x20 gearbox input speed evaluation 0x21 engine speed evaluation (sensor) 0x96 engine speed evaluation (CAN bus) 0x28 PLCD-sensor for position of clutch evaluation 0x80 Erroneous CAN message / CAN bus error 0x81 CAN error 0x91 wheel speed rear left evaluation 0x92 wheel speed rear right evaluation 0x93 wheel speed front left evaluation 0x94 wheel speed front right evaluation 0x95 wheel speed evaluation (several wheels) 0x97 operating break signals by CAN 0x9B Evaluation of gas pedal value via CAN 0x98 Evaluation of steering angle via CAN 0x99 Evaluation of lateral acceleration via CAN 0x9A Evaluation of longitudinal acceleration via CAN 0x90 door switch evaluation by CAN 0x13 Shift Lock control 0x14 starter enable 0x15 hydraulic pump relay control 0x16 light switch for reverse control 0x10 solenoid valve gear forward 0x11 solenoid valve gear backward 0x12 solenoid valve selector angle (WW) 0x17 solenoid valve clutch 0x50 gearbox controller internal error 0xB0 safety concept level 2, gearbox 0xB1 safety concept level 2, clutch 0xB2 safety concept level 3 0x53 gearbox adaptation 0x54 General Adaption 0x55 clutch adaptation 0x30 gear not changable 0x31 gear jump 0x32 Selector angle cannot be regulated 0x73 electrical consumers shutoff VA evaluation 0x74 program selector Plus evaluation 0x75 program selector Minus evaluation 0x76 steering wheel switch + evaluation 0x77 steering wheel switch - evaluation 0x37 Switching-on frequency of hydraulic unit 0x38 Switching-on time of hydraulic unit 0x39 Misuse of hydraulic unit 0x64 Power supply of solenoid valves for gear movement 0x65 Power supply of solenoid valves for clutch and selector angle 0x56 Bleeding 0x57 Aktions modi 0x78 Evaluation of ignition signal 0x51 Evaluation of ESTATE 0xB3 safety concept level 2, RAM 0xB4 safety concept level 2, input 0x3A not able to take out of gear 0x3B Clutch control 0x58 Adaption values of gearbox 0xFF Unknown error location And all test programs that can be run (only using spcailist factory software (not shop software) TESTPRG_NR TESTPRG_NAME DAUER TYP. DAUER MAX. 0x01 Bleeding clutch share cylinder/hydraulik line 2 min 2 min 0x02 Adapt clutch shipping point 5 sek 10 sek 0x03 Adapt clutch shipping values 1 min 2 min 0x04 Evaluate hydraulik pressure reserve 8 sek 30 sek 0x05 Bleeding gearbox actuator 16 min 16 min 0x06 Adapt current offset for selector angle (slot) 0x07 Completely adapt gerabox 2,30 min 3,0 min 0x08 Adapt offset for longitudinal accelration sensor 5 sek 20 sek 0x09 Position centre of shift path 0x0A Put into any gear 0x0B Adapt gearbox 0x0C Test centre of shift path and selector angle sensor 0x0D Adapt selector angle gear recognition 0x15 Produce start conditions for engine You are looking at a problem with 0x15 .. it is possible to test for this ... but I would need to be at the car unfortunately.

Good stuff. You really should test the wiring back from that plug full of water to the control module after this. This can be achieved by a simple continuity test. Most of the those circuits are only 5 volts .. however the solenoid lines are 12 volts. It shouldn't have damaged the control unit as these Siemens and Bosch units have pretty good overload / short out protection. What you're trying to achieve is a pretty simple thing. The temp sensor is just a 'dumb' variable resistor. Replacing it with a fixed resistor will tell it to stop fretting about the temperature. However it is probably also worth investigating why yours keep soaring so much compared to others. Their maybe a deeper issue.

Tom I read from that diagram you are talking about PIN 21 back to the control module. German abbreviation WS is Weiß or pronounced "Viess" (White in english) Now here is where it gets tricky. There are two variants of control module on the '02' m3. upto 2002/09 and 2002/09 to 2003/03. They need to make sure they're using the right diagram. What colour wire did they cut at the dealership ? There is a red and white wire (Rot/weiß) RT/WS which is the solenoid clutch valve. That will trigger your error you are seeing.

If they are reading it from the BMW WDS and know what theyre looking at they shouldnt be cuttng the wrong wires. The colour codes on the wires are abbreviated German. Do you have your VIN number handy (will be a long number stamped into your front strut tower).. will have a look

I think the problem is it starts with a lot of us who have the information and been here so long you get a little bit jaded and just stop reading these sorts of threads. Even when you do you cant be bothered arguing with people, or telling people to try a certain way of doing things for them to only go off and do something else. It actually gets a little bit rude. And its not a respect thing. If you had someone do that in real life you would just mark them as a time waster. So the same thing happens to happen here. Most of the people I help these days are people I have gotten to know and actually spent time with outside of bimmersport. Ive stopped listing what im good at because it just invites silly PMs. Generally I operate on referal from some one like Ray. It also doesnt help when the person doesnt give a proper problem discription. This guy has so he got great qaulity help as it allow tom to work backwards from some information given. I do understand that people arent as technical, but problem solving isnt always about being technical .. infact most times not. Its about describing the problem properly coming up with all of the scenarios resisting the urgent to make assumptions and testing the hell / prooving your theories methodically. Just some ramblings from a jaded bimmersporter

epic as sh*t gets enjoy

Unfortunately not a lot of BMW dealerships around the country send the right technicians on training.. they either leave after a year because they dont want to be a mechanic that and the SMGII system is old technology these days. Most of the 'old boys' who have had the traiing have moved on and out. We also live in a replace it and fix it generation. Not too many people who can be assed or can actually fix these systems. Simplicity aside. Welcome to bimmersport This is what its good for.. Lots of knowledgible OWNERS who have been there done that and are willing to share information.

Welcome Simon to the fun ... some great comedy can be had on here.

about the same.. after driving one right after the other. The black one had more torque down low as the s54 in the m-coupe is detuned to 315bhp but I suspect the VANOS has been adjusted to suit more bottom end.. Rays looking at retrofitting an e46 m3 ecu to it as we speak. If not its off to get unlocked on the dyno to 343bhp.

+1 ECUs either work or dont function at all. Its not like the bytes wear out.

A great day was had on Sunday with Ray, Raerae, Simon and myself taking these out for an outting and some quick photos. Very rare black s54b32 Z3 M-Coupe and a 20,000ks Silver S50b32 M-Coupe E46 M3 / S62B50 m5 v8 aka the animal Lastly all with the bonnets open S54B32, S50b32 & S62B50