#I finally go to the ECU/Engine/Gear set of components

[violet-dragongirl]

I'm getting so much closer to the standard setup in PCars 2. Just need to focus when I'm in the game, take a good break after good results, and keep improving on my consistency.

[oldschoolracing]

Ironically, this journey began with a puncture. A nail to the rear tire a few weeks into owning my Honda CB400 led me on this path. The intention was never to build a custom bike. Back then I was still expecting to find carburettors on a fuel-injected Honda. I didn’t have a clue.

While waiting for a replacement tire, I approached a local shop with a Competition Werkes muffler I’d seeing used on another CB400. When poked fun at for buying a non-fitting part on “evilbay” it became clear that I would need to look elsewhere, and consequently, do it myself.

At the time I was creating digital content for work and was longing for a hands on outlet to break up the day. A motorcycle teardown in a small city apartment carport performed with zero experience and only ignorance for comfort was to be the answer. In hindsight, if I’d known at the time how much work, time and space was needed I probably would have stuck on bar end mirrors and called it a day.

Before long our balcony turned into a workshop. I was stripping paint on the balcony, degreasing in the kitchen sink, and curing paint in the oven. Getting busted with saws under the bed made it clear that a move to a dedicated workshop was overdue. Coincidentally a crowd funded communal workshop opened on the other side of town and there we settled for the rest of the build. Surrounded by other builders and owners who were always happy to help, it became a home away from home. Finding time didn’t always come easy and with only two hours on weeknights and other commitments on weekends, progress was slow. During the early days, I learnt to use a grinder and took a welding & electrical class, but soon realised how time-consuming cutting, bending, sanding by hand was and how much the imperfections bothered me. I now had space but not enough time or patience. Then, I had a light bulb moment; replicate the Honda digitally and work on it from home!

Having had experience in the field, I had the bike 3D scanned with a blue light scanner. This enabled the design work to take place remotely and with greater accuracy. The rear loop on the bike was initially bent by hand, but with the shape of the frame, the rear needed precise bends in all axis. Using the scan data, the bike could be visualised and exact bends specified. Once designed, parts would arrive cut, bent and surface treated. The seat pan and electronics housed under the seat were done this way. A few components required multiple iterations, whilst others fit first go. The balance of software and cardboard mock-ups perpetuated further custom parts and from there the project snowballed.

Rear suspension risers, sprocket cover, top triple clamp to name a few, were designed in the bedroom before being machined in aluminium and anodised black. Working with CAD meant that the seat pan could self-centre on the frame and be locked with hidden fixings. Similarly, the taillight and license plate assembly were custom made. Having purchased four sets of taillights online and none fitting, a decision was made to salvage a lens and build an enclosure around it. Wheel hubs were measured to fit the CBR600RR front end and machined to allow fitment of the laced Excel rims…and the tires finally arrived!

By this point, I had learnt to weld well enough to tidy up the frame and pull the engine out ready for a coat of paint. Fast-forward a few weeks and the engine and frame were back together. Weeks of electrical crimping, cutting and soldering followed with a sea of wires and dozens of sensors needing a new home. One blown ECU later, the wiring was done.

The seat, tank and fender were last on the never-ending list of tasks to complete.  Initially, hoping to do something different, a textured, self-skinning polyurethane foam seat was drawn up. A prohibitively expensive tool to mould the part was necessary so a conventional method took precedence. A debossed leather & textured vinyl, upholstered to a laser cut & bent steel seat pan with machined locking features was the result. The tank and fender were painted and hand pinstriped with gold and silver leaf and fender mounts bent and coated to support it. Where possible, there was an emphasis on minimising visual clutter; hidden indicators, black pod filters, an unobtrusive headlight mount, integrated switchgear, keyless ignition and hidden wiring were carefully considered.

I occasionally get asked, "Why spend so much time building a 400cc bike and not something bigger?" The simple answer is that it’s all I had and didn’t know any better. Rather than rushing to a preconceived destination, it’s been a case of enjoying the journey and all that came with it. Looking back at the three or so years that it took to complete, I reflect on at the skills passed on from the many talented people that have come and gone along the way, the good times and friendships made. The bike community is a tight and embracing one, and people from all walks of life come together to support one another regardless of their background or skill.

…To think I might have missed it all if it weren’t for that little nail.

Other work completed:

Scout cover plate

Rear wheel - Modified KTM hub, sprocket and disk

Motogadget tiny speedo

ISR Master cylinder with integrated switchgear

Baby Face Rearsets

Machined pod filter adapter rings

Keyless ignition

Venhil custom brake hose

Kellermann bar end indicators

Watsen design rear indicators

Custom clutch cable

Biltwell throttle

Power commander

Stainless steel bolt kit for engine

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100MPH STORE

[lovelyfantasticfart]

2010-2020 BMW 535i Technical Service Bulletin # 125506 Date: 110101

2010-2020 BMW 535i Technical Service Bulletin # 125506 Date: 110101 Fuel/Engine Controls - DTC's Set/Hard Start/Driveability SI B12 55 06 Engine Electrical Systems January 2011 Technical Service This Service Information bulletin supersedes SI B12 55 06 dated December 2010. [NEW]designates changes to this revision SUBJECT N54 - Diagnosis for DME FC 29DC/29F2/2FBF MODEL E90, E92 with N54 produced from 06/06 E93, E60, E61 with N54 produced from 03/07 E82, E88 with N54 from start of production E71 X6 with N54 from start of production E89, Z4 with N54 from start of production F01, F02 with N54 from start of production SITUATION I The customer may complain of: ^ Excessive cranking time before the engine starts (5-6 seconds) on a cold start or afier a hot soak. In most cases, diagnosis shows fault code 2FBF as the only fault stored in the DME with SES lamp illumination. SITUATION II The customer may complain of the following: ^ "Vehicle loses power while driving" or "Vehicle runs poorly". ^ The Service Engine Soon lamp may be illuminated. Diagnosis shows fault code 29DC (Cylinder injection cut-out, pressure too low in high-pressure system) and/or 2FBF (Fuel pressure on-release injection, pressure too low), and in some cases, also in conjunction with 29F1 (Fuel high-pressure, plausibility) and 29F2 (Fuel high-pressure, fuel pressure undershot). In some cases, misfire faults for various cylinders (e.g., FC 20D1, 29CF, 29D2, 29CE, 29D0, 29CC) are also stored in MSD80/M5D81. CAUSE Possible causes may include: ^ Sensitivity of injection pump (HDP) diagnostic software 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 185 ^ Internal failure of a High-pressure Injection Pump (HDP) ^ Failure of an electric fuel pump or a clogged fuel filter ^ Failure of the low or high-pressure sensors ^ Defective fuel pressure check - valve/fuel pressure regulator ^ Failure of a volume control valve ^ Defective fuel injector ^ Intermittent electrical connection problem (wire and/or connector) in the fuel delivery system. PARTS INFORMATION 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 186 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 187 WARRANTY INFORMATION ATTACHMENTS 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 188 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 189 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 190 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 191 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 192 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 193 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 194 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 195 B125506_N54_ENGINE DIAGNOSTIC_FAULT_TREE_01_06_11 Correction For Situation I CORRECTION FOR SITUATION I For E90, E92, E93, E60, E61, E82, E88, and E71 vehicles where the customer complains of "Long Cranking Time" and fault code 2FBF is stored in the DME with the SES illuminated, proceed as follows: 1. Use the current ISTA diagnosis software (2.22 or higher). 2. While observing the fuel pressure, activate the electric fuel pump for 20 seconds, using ISTA and the diagnostic query function (after the vehicle test, select Control unit tree; DME; Call ECU functions; Diagnostic query; and Low pressure fuel pump with activation). 3. Immediately after electric pump activation, the pressure must reach at least 4.75 bars. 4. If the minimum threshold of 4.75 bars was not reached, further diagnose the low-pressure system using test module B1214_DI KDR, Fuel Pressure Control (possibly defective electric fuel pump or fuel filter/pressure regulator). 5. [NEW] If the minimum threshold of 4.75 bars was reached, reprogram the vehicle with the current ISTA P version (ISTA/P 2.40.2 or higher). The target integration levels should be: E90, E92 and E93 - E89x-10-12-503 or higher E60 and E61 - E060-10-12-501 or higher E82 and E88 - E89x-10-12-503 or higher E71 - E070-12-501 or higher 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 196 6. [NEW] IMPORTANT: When programming vehicles equipped with the MSD81 DME, make sure that the DME control module is marked for programming in the measure plan (yellow mark in the control module tree and a "P" symbol). If the DME is not marked, you have to select it manually for programming in the control module tree (click on the module and mark the "program" checkbox), and then determine the measures plan. 7. [NEW] After programming the DME programmed number should be "7626000" or higher. 8. After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 minutes. For E89 vehicles where the customer complains of "Long Cranking Time" and only the fault code 2FBF is stored in the DME with the SES illuminated, proceed as follows: 1. Install a calibrated manual fuel pressure gauge (e.g., P/N 83 30 0 491 260 pressure gauge from the K-L-Jetronic special tool kit P/N 83 30 0 491 259), connected with the three-way adapter tool 135 270, into the low-pressure fuel supply line as follows: #1 - Three-way adapter tool (135 270) #2 - Pressure gauge P/N 83 30 0 491 260 2. Use the current ISTA diagnosis software (2.22 or higher). 3. While observing the fuel pressure on the gauge, activate the electric fuel pump for 20 seconds, using ISTA and the component activation function (after the vehicle test, select Control unit tree; DME; Call ECU functions; Component activation; and Fuel pump). 4. Immediately after electric pump activation, the pressure read from the manual gauge must reach at least 4.75 bars. 5. If the minimum threshold of 4.75 bars was not reached, further diagnose the low-pressure system using test module B1214_DI KDR, Fuel Pressure Control (possibly defective electric fuel pump or fuel filter/pressure regulator). 6. [NEW] If the minimum threshold of 4.75 bars was reached, reprogram the vehicle with ISTA/P 2.40.2 (or higher). The target integration level should be E89x-10-12-503 or higher After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 minutes. Correction For Situation II CORRECTION FOR SITUATION II For E90, E92, E93, E60, E61, E82, E88, E89, and E71 vehicles where the customer complains of "Losing power when driving", fault codes 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 197 29DC/2FBF and/or 29F1/29F2 are stored in the DME with the SES illuminated; proceed as follows: 1. Use the current ISTA diagnosis software. Perform test module B1214_DI KDR (Fuel Pressure Control). 2. IMPORTANT: perform this step ONLY FOR E89 (Z4) vehicles (not equipped with the low fuel pressure system sensor): Prior to execution of the High-pressure test module, install a calibrated manual fuel pressure gauge (e.g., P/N 83 30 0 491 260 pressure gauge from the K-L-Jetronic special tool kit P/N 83 30 0 491 259), connected with the three-way adapter tool 135 270, into the low-pressure fuel supply line as follows: #1. - Three-way adapter tool (135270) #2. - Pressure gauge P/N 83 30 0 491 260 3. Perform all applicable steps of the High-pressure Fuel test module B1214_DI KDR. Pay attention to all questions being displayed during diagnosis and answer them correctly. Important Note: When comparing the measured fuel pressure with the engine running at idle speed, make sure to let the fuel pressure stabilize for approximately 60 seconds prior to the final reading. Otherwise, an implausible value (around 150 bars) is going to be entered into the test, resulting in inaccurate diagnosis (defective high-pressure pump). 4. [NEW] After completion of all diagnostic steps, end the test module and enter the "fault feedback" screen. Enter the result of a diagnosis process into the Diagnosis Code dialog box and obtain a "Diagnostic Code". In case no failure can be currently detected in the high-pressure fuel system, enter the last option "No fault found" into the dialog box. IMPORTANT DIAGNOSTIC HINT: In certain cases, the HDP fault may be reproduced only when the engine is under load. In order to replicate the complaint, it may be necessary to road-test vehicle with the manual fuel pressure gauge installed. The excessive low-pressure fuel fluctuation (between 5.0 and 7.0 bars) would indicate incorrect operation of the fuel delivery system. 5. [NEW] For additional comprehensive N54 drivability diagnostic information, refer to the "N54 Engine Diagnostic Fault Tree" (the current version "01_06_11" is shown in this bulletin). 6. Make sure that FASTA data is transmitted after the completion of all appropriate test modules. 7. IMPORTANT: Starting on November 1st, 2010, TC authorization is NOT required for the HDP pump replacement. For details related to the "N54 Fuel System TC Action", refer to SI B13 08 09. 8. If the High-pressure Fuel Pump needs to be replaced, use the updated part P/N 13 51 7 613 933, which incorporates the latest improvements to internal sealing. For the pump replacement procedure, refer to REP 13 51 017. Note: The repair instructions have been updated with the release of the special tool P/N 83 30 0 496 939. The special tool accommodates easy removal of the engine harness block, located under the intake manifold. Consequently, the removal of the intake manifold is no longer necessary when replacing the HDP on the N54 engine. 9. After replacement, clear the adaptation values of the high-pressure flow control valve in the DME by selecting the path: ^ Activities / Service Functions ^ Drive ^ Motor Electronics ^ Adjustment Programs 2010-2020 BMW 535i Sedan (E60) L6-3.0L Turbo (N54) Page 198 ^ Delete Adaptations / variants, and then Test plan ^ Reset adaptive values. 10. [NEW] IMPORTANT NOTE: In addition, vehicles which have had the HDP pump replaced have to be reprogrammed afterwards with ISTA/P 2.40.2 (or higher). The target integration levels should be: E60 and E61 - E060-10-12-501 or higher E82, E88, E89, E90, E92, and E93 - E89x-10-12-503 or higher E71-E070-10-12-501 or higher IMPORTANT: When programming vehicles equipped with the MSD81 DME, make sure that the DME control module is marked for programming in the measure plan (yellow mark in the control module tree and a "P" symbol). If the DME is not marked, you have to select it manually for programming in the control module tree (click on the module and mark the "program" checkbox), and then determine the measures plan. After programming, the DME programmed number should be "7626000" or higher. 11. After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 from Blogger https://ift.tt/2QKbmJ9

[itsworn]

How to Swap a 6R80 Transmission into a Fox-Body Mustang

The modern Ford automatic transmission market has always been a step behind its competition from the General. The Fox-body Mustang fanatics suffered through the lethargic AOD era, followed by the AOD-E, which was marginally better. The 4R70W, which debuted in the Lincoln Mark VIII and was carried over to the Modular generation of Mustangs, had been a step in the right direction, but only when the aftermarket got involved in a complete rebuild. Sure, Ford produced the robust 4R100 that was found in heavy-duty trucks and the Gen 2 Lightning, but its strength came with girth, making it less than ideal to swap into most cars.

The Ford world rejoiced in 2005, however, with the introduction of the 5R55S, an automatic transmission that changed the landscape and made an auto-equipped Mustang a worthy purchase. But as good as the 5R55S was, lurking in the wings was the 6R80 that first appeared in Ford SUV and truck models in 2009 and made its way into the Mustang line-up in 2011 as they shifted to the Coyote 5.0 powerplant.

The 6R80 is a six-speed automatic, and, nearly a decade after its introduction, the transmission was a game-changer in both off-the-showroom floor as well as the swap world. It offers lock up capabilities in any of the forward gears and features a towing/haul selection to help with towing and engine braking for truck applications. In the Mustang, a 6R80-equipped 2011-2017 Mustang GT will typically outperform a manual-transmission equipped Mustangs of the same years on the drag strip.

For a market that was dominated by stick-wielding Mustang junkies, technology has changed the game dramatically. A lot of credit belongs with the gear ratios, beginning with the 4.17:1 First gear. The steep First helps get the heavier Mustang model off the starting line quickly. The ratio drops off to 2.34:1 (Second), 1.52:1 (Third), 1.14:1 (Fourth), 0.86:1 (Fifth), and 0.69:1 (Sixth). There is no traditional 1:1 ratio before Overdrive, which might sound odd, but in this situation, it works rather well. Some tuners use it to their advantage, and some combinations have the car being run out in Fourth gear, while other scenarios the transmission will go into Fifth to complete the quarter-mile.

While its virtues in the 2011-2017 Mustangs are well documented, we wanted to check the real world for 6R80 use in non-OEM applications. The aftermarket is ramped up and rolling strong as big transmission companies like Hughes Performance are cranking out 6R80 builds nearly weekly. Looking at the Mustang-only drag racing scene, we see several 7-second cars, and recently, the aftermarket has introduced billet internals for big power builds.

We tagged along with Drag Week competitor Mike Jovanis as he put the finishing touches on a new street car, a 1989 Mustang LX that he has nicknamed “Almond Joy” due to the unique factory body color. He dropped a Coyote 5.0 under the hood—complete with a VMP Gen 2R supercharger—and began to look for an Overdrive solution. “I really wanted to keep this car all-Ford, so getting a 4L80 or 4L60 wasn’t really an option,” said Jovanis. “The car has a Ford Performance wiring harness, so to add a 6R80 and be able to control it through the ECU is pretty easy.”

Jovanis bought a take-out transmission from a 2015 F-150 for $700 and decided to test fit it before committing to the project. The transmission slipped into the tunnel rather easily, prompting him to start doing more research, which revealed the swap is very common with a lot of aftermarket support for it.

Jovanis works with Hughes Performance with his “fast” car, a 7-second Drag Week / NMRA True Street Mustang, so it was only natural for him to call them first. The plan was to ship the transmission to Hughes to get freshened and upgraded. The company added a 300M billet intermediate shaft, Raybestos GZ-series friction plates, and brand-new Ford steel plates. Hughes then utilized a Sonnax Zip kit that includes o-ringed internal end plug kit, pressure regulator sleeve, valvebody accumulator piston and spring kit, clutch-A control boost valve and sleeve kit, and replacement solenoid o-rings. The Sonnax kit’s components work together to prevent pressure loss with the mainline, solenoid regulator, reverse, clutch control, and solenoid apply circuits.

In addition to the aftermarket parts, Hughes Performance replaced and/or ugraded the wear items where applicable. The final step in the rebuild was a dyno testing of the transmission in-house dyno at the Hughes Performance facility. Every transmission is thoroughly tested and verified before shipping to customers. This particular build is rated at 1,300 hp, offering quite a bit of security when it comes to durability in this application.

“I have a supercharged setup that should easily make over 600 rwhp, having the upgrades offers piece of mind. I can install the transmission and not have any concerns with durability,” Jovanis confessed. A Hughes Pro Series billet torque converter was spec’d for this setup due to the excessive low-end grunt from the Eaton TVS-based supercharger system. Hughes has 33 different stators with nine fin angle options for this particular 6R80 Pro Series torque converter, giving the team plenty of choices to tailor-fit the converter to a wide-variety of applications. The Pro Series converter that Hughes Performance built for Almond Joy will maximize performance on track and offer the proper coupling characteristics, efficiency, and part-throttle response for an enjoyable street experience.

A number of mail-order parts makes the swap into a Fox-body Mustang possible, and it all starts with the Stifflers cross-member. Known for chassis and suspension upgrades, Stifflers designed their crossmember to use bolt-in mounting brackets and Jovanis ended up welding them to the UPR frame connectors for added rigidity. It comes with a specially designed polyurethane bushing that allows proper driveline angle.

Adding a big, clunky shifter from a late-model Mustang or F-150 isn’t the easiest option for Fox-body owners. Additionally, there aren’t many options for aftermarket shifters, so Jovanis sought a solution to retain the factory AOD shifter—adding a sleeper and mundane look the interior. Power by the Hour is a well known in the Mustang world and the shop has been a leader in 6R80 performance for many years. They offer a shifter-stop bracket that allows limited movement from the shift lever so it engages only Park, Reverse, Neutral, and Drive The company also provided the transmission oil pan cooler fittings for use with a stand-alone transmission cooler.

GForce Performance Engineering was tasked with building the custom driveshaft—this car measures 52-inches from the face of the 6R80 transmission to the Strange 1350 pinion yoke. Due to the output, Jesse Powell of GForce Performance Engineering suggested a 3.5-inch diameter aluminum driveshaft instead of a 4-inch diameter that they do for higher output combinations.

The only hiccup in the 6R80 swap was the collector on the driver’s side; a problem we anticipated because there currently isn’t a set of headers that fit around a 6R80. The collector needed to be angled slightly to clear the transmission shift-linkage, a small bump in the road but one that you should be aware of. A custom X-pipe was built and sits tight against the floorboard and doesn’t interfere with the Stifflers cross-member. As a side note, we used an F-150 transmission, but if you source one from a Mustang, the shift-linkage will be different than this installation.

At press time, Jovanis was putting the finishing touches on the car before it will be strapped down to the chassis dyno and tuned up. In an effort to remain 100% Ford, enthusiasts have a durable and easy-to-install option when it comes time to selecting an Overdrive style transmission.

The 6R80 is a relatively tough transmission from the factory, but Jovanis shipped it to Hughes Performance to have it freshened and upgraded since it backs a supercharged Coyote 5.0. The factory drums and other major OEM parts were inspected and re-installed.

Hughes Performance installed a 300M billet intermediate shaft to replace the stock one.

The 6R80 features six forward speeds—4.17:1 (First), 2.34:1 (Second), 1.52:1 (Third), 1.14:1 (Fourth), 0.86:1 (Fifth), and 0.69:1 (Sixth).

Hughes Performance dyno tests all transmissions prior to shipping to ensure the unit operates properly and doesn’t have any leaks.

It is important to test fit the transmission and mark the points of interference. The Fox-body Mustang floorboards needed just some massaging for the 6R80.

The floorboard massaging involved swinging a sledgehammer in an accurate but barbaric motion.

The 258 mm Pro Series billet torque converter was custom built by Hughes Performance. It features a triple disc lock-up clutch assembly, billet steel cover, billet steel TCC piston, full roller-bearing construction, full furnace brazing and silicon spot brazing, heat treated steel hubs, and one of Hughes Performance’s in-house designed CNC-machined billet aluminum stators. The company offers 33 different stators for the 6R80 torque converter, giving the team the ability to build a converter for virtually any combination.

Hughes Performance also supplied Jovanis with special heavy-duty green automatic transmission fluid that is manufactured by High Performance Lubricants specifically for late model 6-, 7-, 8-, 9-, and 10-speed automatic transmissions. This custom HPL green fluid is an effective upgrade over OEM fluids for these late model platforms, and is equally at home in street, racing, and even towing/heavy duty environments.

The torque converter is filled with the High Performance Lubricants trans fluid and slid into the transmission. The transmission is then raised into the newly-clearanced trans tunnel, the converter is bolted to the flexplate, and the transmission bellhousing is bolted to the back of the engine.

Hughes Performance adds a deep transmission oil pan for extra fluid capacity and this transmission required 13 quarts of transmission fluid.

The Stifflers cross-member (p/n TCB-6R80 KIT) bolts on, uses polyurethane bushings (optional solid bushings for race applications), and a specially design bushing for proper driveline angle. We also used a Stifflers driveshaft safety loop (p/n DSL-M03), which bolts on and is NHRA legal.

Power by the Hour offers a transmission cooler plate with AN fitting ends (p/n PCP-TRANSF) to make it easy to plumb the transmission cooler. Jovanis used Fragola black fittings and line to link the transmission to a front-mounted trans cooler.

One of the tricks to using the AOD shifter handle is a special stop bracket from Power by the Hour. This offers limited movement of the gear selector so it can only engage Park, Reverse, Neutral, and Drive. Since the Ford Performance Control Pack electronically controls the transmission, you don’t need access to the other gear selections.

Another trick that Jovanis learned was to use a shifter cable from an SN95 Mustang. It has an adjustable element, so it can be dialed in for use with the AOD shifter.

The factory AOD shifter is removed in order for the new shifter cable to be installed.

The American Racing Headers long-tube headers are specific for Coyote swaps into Fox-body Mustangs and only for stick-shift transmissions, but we went ahead and used them anyway. The only interference problem was the driver’s side collector as it touched the transmission shift-linkage. Jovanis had a local fabrication shop re-angle the collector and build a custom X-pipe with catalytic converters to keep it street-legal. Here is a photo of the passenger’s side collector and it clears the big 6R80 without any issues.

A custom driveshaft is required and GForce Performance Engineering makes it simple requiring some measurements and details, like the type of pinion yoke. This car has a Strange Engineering 1350 pinion yoke.

The GForce Performance Engineering 3.5-inch aluminum driveshaft fit perfectly and has some nice features. It is built from 6061 T6 aluminum tubing, has a splined slip shaft design, solid core U-joints front/rear, and CNC billet machined adapters front/rear.

Here is the Stifflers driveshaft safety loop installed. It is a safety device that is required by NHRA for any car that has sticky drag race tires or runs quicker than 12.99.

The Coyote fits properly in the Fox-body Mustang engine compartment thanks to a UPR Products K-member. The company offers spacers to help lower the engine for hood clearance, which is required for this application due to the VMP Gen 2R supercharger on top. Jovanis uses a Ford Performance Control Pack for the engine and drivetrain control and he estimates output to be around 650-700 rwhp with this combination.

The post How to Swap a 6R80 Transmission into a Fox-Body Mustang appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/swap-6r80-transmission-fox-body-mustang/ via IFTTT

[olivereliott]

A Walt Siegl Ducati with a discreet muscle car vibe

For Walt Siegl, performance and beauty go hand-in-hand. The bikes in his Ducati Leggero series are drop dead gorgeous, but they’re also light, quick and handle well. And that puts them in high demand.

This newest build was commissioned by Jamie Waters, one of the leading lights behind the REV’IT! and Rizoma brands in the USA. Jamie owns a significant collection of race bikes, European sports cars and American muscle cars, but they’re more than just show pieces: he regularly pilots his rare factory racers at AHRMA events.

That makes him the perfect client for Walt. “I’m thrilled that I could build this bike for Jamie,” says Walt from his New Hampshire workshop, “because I know he will ride it and enjoy it.”

Each Leggero is hand made to order with room for customization, but the building blocks are always the same. It starts with a Walt Siegl Motorcycles 4130 chromoly steel frame, created in-house and weighing just 15 pounds.

Walt slots in a two-valve Ducati motor, rebuilt and blueprinted by Bruce Meyers Performance. It’s then finished with top-shelf components, and custom Kevlar bodywork.

On this build, the donor motor came from a Monster 1100. It’s been blueprinted and bumped to 1125 cc with Mahle pistons, warmer cams, ported and flowed heads, and titanium valves. The carbs have been ditched in favour of the fuel injection system from a Hypermotard, and the bottom end has been lightened too.

The Ducati also sports a close-ratio transmission with lightened gears, and a Yoyodyne slipper clutch. There’s a completely new wiring harness, and an ECU programmed to squeeze the most performance out of this particular motor. And the engine cases are finished with a sublime ceramic coating.

Since Jamie’s pretty serious about actually riding the Leggero, he wanted top spec chassis and suspension components too. The lightweight chromoly Leggero frame is matched up to an aluminum subframe, and a Ducati S2R swing arm.

An Öhlins TTX rear shock is mounted up to a relocated lower shock mount, and sprung specifically for Jamie. Up front is a set of forks running Öhlins Nix internals, also sprung to spec. And this particular Leggero rolls on BST carbon fiber wheels, shedding even more precious weight.

Up top you’ll find the signature Leggero bodywork, starting with an aluminum fuel tank. Walt offers his bikes with and without fairings, and Jamie opted for this classy twin headlight number. It’s made from a Kevlar composite, just like the tailpiece.

It would take days of careful study to spot all the details on this Ducati, so we’ll just run through the highlights. The custom-built, ceramic-coated stainless steel exhaust is stunning, right down to its carefully placed heat shields.

The cockpit’s pretty slick too, and includes a racy Motogadget tacho bearing the WSM logo. And there’s a sprinkling of carbon fiber and Rizoma bits, to drive the performance ethos home.

When it came to the final livery, Jamie’s hobby provided all the inspiration needed. “Jamie wanted to incorporate elements from the early muscle car era in my Leggero design,” says Walt, “which is decidedly European, if you will.”

So the white ceramic coating on the exhaust system references early Shelby Cobras, and the frame’s been nickel plated, as a nod to the 1960s and 70s.

The primary paint color was sampled from a car in Jamie’s collection. “Jamie has a 1968 Corvette in Laguna Blue,” says Walt. “For that series Corvette, it was a one-year color only—painted by Peach Pit Racing.”

“It’s a beautiful color, and looks fantastic on the Leggero. Jamie also picked the graphics, with the gold pin-striping, which adds a classic touch.”

“Working closely with someone who is so passionate was a real pleasure,” says Walt. “And the fun is continuing, because we’re in the process of completing a WSM Adventure for him.”

Now we’re really jealous.

Walt Siegl | Facebook | Instagram | Images by Daniela Maria

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B121110_N55_ENGINE_FUEL_SYSTEM_DFT_01_18_11.2010-2020 BMW 335i Technical Service Bulletin # 125506 Date: 110101

B121110_N55_ENGINE_FUEL_SYSTEM_DFT_01_18_11.2010-2020 BMW 335i Technical Service Bulletin # 125506 Date: 110101 Fuel/Engine Controls - DTC's Set/Hard Start/Driveability SI B12 55 06 Engine Electrical Systems January 2011 Technical Service This Service Information bulletin supersedes SI B12 55 06 dated December 2010. [NEW]designates changes to this revision SUBJECT N54 - Diagnosis for DME FC 29DC/29F2/2FBF MODEL E90, E92 with N54 produced from 06/06 E93, E60, E61 with N54 produced from 03/07 E82, E88 with N54 from start of production E71 X6 with N54 from start of production E89, Z4 with N54 from start of production F01, F02 with N54 from start of production SITUATION I The customer may complain of: ^ Excessive cranking time before the engine starts (5-6 seconds) on a cold start or afier a hot soak. In most cases, diagnosis shows fault code 2FBF as the only fault stored in the DME with SES lamp illumination. SITUATION II The customer may complain of the following: ^ "Vehicle loses power while driving" or "Vehicle runs poorly". ^ The Service Engine Soon lamp may be illuminated. Diagnosis shows fault code 29DC (Cylinder injection cut-out, pressure too low in high-pressure system) and/or 2FBF (Fuel pressure on-release 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 223 injection, pressure too low), and in some cases, also in conjunction with 29F1 (Fuel high-pressure, plausibility) and 29F2 (Fuel high-pressure, fuel pressure undershot). In some cases, misfire faults for various cylinders (e.g., FC 20D1, 29CF, 29D2, 29CE, 29D0, 29CC) are also stored in MSD80/M5D81. CAUSE Possible causes may include: ^ Sensitivity of injection pump (HDP) diagnostic software ^ Internal failure of a High-pressure Injection Pump (HDP) ^ Failure of an electric fuel pump or a clogged fuel filter ^ Failure of the low or high-pressure sensors ^ Defective fuel pressure check - valve/fuel pressure regulator ^ Failure of a volume control valve ^ Defective fuel injector ^ Intermittent electrical connection problem (wire and/or connector) in the fuel delivery system. PARTS INFORMATION 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 224 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 225 WARRANTY INFORMATION ATTACHMENTS 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 226 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 227 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 228 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 229 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 230 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 231 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 232 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 233 B125506_N54_ENGINE DIAGNOSTIC_FAULT_TREE_01_06_11 Correction For Situation I CORRECTION FOR SITUATION I For E90, E92, E93, E60, E61, E82, E88, and E71 vehicles where the customer complains of "Long Cranking Time" and fault code 2FBF is stored in the DME with the SES illuminated, proceed as follows: 1. Use the current ISTA diagnosis software (2.22 or higher). 2. While observing the fuel pressure, activate the electric fuel pump for 20 seconds, using ISTA and the diagnostic query function (after the vehicle test, select Control unit tree; DME; Call ECU functions; Diagnostic query; and Low pressure fuel pump with activation). 3. Immediately after electric pump activation, the pressure must reach at least 4.75 bars. 4. If the minimum threshold of 4.75 bars was not reached, further diagnose the low-pressure system using test module B1214_DI KDR, Fuel Pressure Control (possibly defective electric fuel pump or fuel filter/pressure regulator). 5. [NEW] If the minimum threshold of 4.75 bars was reached, reprogram the vehicle with the current ISTA P version (ISTA/P 2.40.2 or higher). The target integration levels should be: E90, E92 and E93 - E89x-10-12-503 or higher E60 and E61 - E060-10-12-501 or higher E82 and E88 - E89x-10-12-503 or higher E71 - E070-12-501 or higher 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 234 6. [NEW] IMPORTANT: When programming vehicles equipped with the MSD81 DME, make sure that the DME control module is marked for programming in the measure plan (yellow mark in the control module tree and a "P" symbol). If the DME is not marked, you have to select it manually for programming in the control module tree (click on the module and mark the "program" checkbox), and then determine the measures plan. 7. [NEW] After programming the DME programmed number should be "7626000" or higher. 8. After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 minutes. For E89 vehicles where the customer complains of "Long Cranking Time" and only the fault code 2FBF is stored in the DME with the SES illuminated, proceed as follows: 1. Install a calibrated manual fuel pressure gauge (e.g., P/N 83 30 0 491 260 pressure gauge from the K-L-Jetronic special tool kit P/N 83 30 0 491 259), connected with the three-way adapter tool 135 270, into the low-pressure fuel supply line as follows: #1 - Three-way adapter tool (135 270) #2 - Pressure gauge P/N 83 30 0 491 260 2. Use the current ISTA diagnosis software (2.22 or higher). 3. While observing the fuel pressure on the gauge, activate the electric fuel pump for 20 seconds, using ISTA and the component activation function (after the vehicle test, select Control unit tree; DME; Call ECU functions; Component activation; and Fuel pump). 4. Immediately after electric pump activation, the pressure read from the manual gauge must reach at least 4.75 bars. 5. If the minimum threshold of 4.75 bars was not reached, further diagnose the low-pressure system using test module B1214_DI KDR, Fuel Pressure Control (possibly defective electric fuel pump or fuel filter/pressure regulator). 6. [NEW] If the minimum threshold of 4.75 bars was reached, reprogram the vehicle with ISTA/P 2.40.2 (or higher). The target integration level should be E89x-10-12-503 or higher After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 minutes. Correction For Situation II CORRECTION FOR SITUATION II For E90, E92, E93, E60, E61, E82, E88, E89, and E71 vehicles where the customer complains of "Losing power when driving", fault codes 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 235 29DC/2FBF and/or 29F1/29F2 are stored in the DME with the SES illuminated; proceed as follows: 1. Use the current ISTA diagnosis software. Perform test module B1214_DI KDR (Fuel Pressure Control). 2. IMPORTANT: perform this step ONLY FOR E89 (Z4) vehicles (not equipped with the low fuel pressure system sensor): Prior to execution of the High-pressure test module, install a calibrated manual fuel pressure gauge (e.g., P/N 83 30 0 491 260 pressure gauge from the K-L-Jetronic special tool kit P/N 83 30 0 491 259), connected with the three-way adapter tool 135 270, into the low-pressure fuel supply line as follows: #1. - Three-way adapter tool (135270) #2. - Pressure gauge P/N 83 30 0 491 260 3. Perform all applicable steps of the High-pressure Fuel test module B1214_DI KDR. Pay attention to all questions being displayed during diagnosis and answer them correctly. Important Note: When comparing the measured fuel pressure with the engine running at idle speed, make sure to let the fuel pressure stabilize for approximately 60 seconds prior to the final reading. Otherwise, an implausible value (around 150 bars) is going to be entered into the test, resulting in inaccurate diagnosis (defective high-pressure pump). 4. [NEW] After completion of all diagnostic steps, end the test module and enter the "fault feedback" screen. Enter the result of a diagnosis process into the Diagnosis Code dialog box and obtain a "Diagnostic Code". In case no failure can be currently detected in the high-pressure fuel system, enter the last option "No fault found" into the dialog box. IMPORTANT DIAGNOSTIC HINT: In certain cases, the HDP fault may be reproduced only when the engine is under load. In order to replicate the complaint, it may be necessary to road-test vehicle with the manual fuel pressure gauge installed. The excessive low-pressure fuel fluctuation (between 5.0 and 7.0 bars) would indicate incorrect operation of the fuel delivery system. 5. [NEW] For additional comprehensive N54 drivability diagnostic information, refer to the "N54 Engine Diagnostic Fault Tree" (the current version "01_06_11" is shown in this bulletin). 6. Make sure that FASTA data is transmitted after the completion of all appropriate test modules. 7. IMPORTANT: Starting on November 1st, 2010, TC authorization is NOT required for the HDP pump replacement. For details related to the "N54 Fuel System TC Action", refer to SI B13 08 09. 8. If the High-pressure Fuel Pump needs to be replaced, use the updated part P/N 13 51 7 613 933, which incorporates the latest improvements to internal sealing. For the pump replacement procedure, refer to REP 13 51 017. Note: The repair instructions have been updated with the release of the special tool P/N 83 30 0 496 939. The special tool accommodates easy removal of the engine harness block, located under the intake manifold. Consequently, the removal of the intake manifold is no longer necessary when replacing the HDP on the N54 engine. 9. After replacement, clear the adaptation values of the high-pressure flow control valve in the DME by selecting the path: ^ Activities / Service Functions ^ Drive ^ Motor Electronics ^ Adjustment Programs 2010-2020 BMW 335i Sedan (E90) L6-3.0L Turbo (N54) Page 236 ^ Delete Adaptations / variants, and then Test plan ^ Reset adaptive values. 10. [NEW] IMPORTANT NOTE: In addition, vehicles which have had the HDP pump replaced have to be reprogrammed afterwards with ISTA/P 2.40.2 (or higher). The target integration levels should be: E60 and E61 - E060-10-12-501 or higher E82, E88, E89, E90, E92, and E93 - E89x-10-12-503 or higher E71-E070-10-12-501 or higher IMPORTANT: When programming vehicles equipped with the MSD81 DME, make sure that the DME control module is marked for programming in the measure plan (yellow mark in the control module tree and a "P" symbol). If the DME is not marked, you have to select it manually for programming in the control module tree (click on the module and mark the "program" checkbox), and then determine the measures plan. After programming, the DME programmed number should be "7626000" or higher. 11. After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 from Blogger https://ift.tt/31eS7xw

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B121110_N55_ENGINE_FUEL_SYSTEM_DFT_01_18_11.2010-2020 BMW 135i Technical Service Bulletin # 125506 Date: 110101

B121110_N55_ENGINE_FUEL_SYSTEM_DFT_01_18_11.2010-2020 BMW 135i Technical Service Bulletin # 125506 Date: 110101 Fuel/Engine Controls - DTC's Set/Hard Start/Driveability SI B12 55 06 Engine Electrical Systems January 2011 Technical Service This Service Information bulletin supersedes SI B12 55 06 dated December 2010. [NEW]designates changes to this revision SUBJECT N54 - Diagnosis for DME FC 29DC/29F2/2FBF MODEL E90, E92 with N54 produced from 06/06 E93, E60, E61 with N54 produced from 03/07 E82, E88 with N54 from start of production E71 X6 with N54 from start of production E89, Z4 with N54 from start of production F01, F02 with N54 from start of production SITUATION I The customer may complain of: ^ Excessive cranking time before the engine starts (5-6 seconds) on a cold start or afier a hot soak. In most cases, diagnosis shows fault code 2FBF as the only fault stored in the DME with SES lamp illumination. SITUATION II The customer may complain of the following: ^ "Vehicle loses power while driving" or "Vehicle runs poorly". ^ The Service Engine Soon lamp may be illuminated. Diagnosis shows fault code 29DC (Cylinder injection cut-out, pressure too low in high-pressure system) and/or 2FBF (Fuel pressure on-release 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 232 injection, pressure too low), and in some cases, also in conjunction with 29F1 (Fuel high-pressure, plausibility) and 29F2 (Fuel high-pressure, fuel pressure undershot). In some cases, misfire faults for various cylinders (e.g., FC 20D1, 29CF, 29D2, 29CE, 29D0, 29CC) are also stored in MSD80/M5D81. CAUSE Possible causes may include: ^ Sensitivity of injection pump (HDP) diagnostic software ^ Internal failure of a High-pressure Injection Pump (HDP) ^ Failure of an electric fuel pump or a clogged fuel filter ^ Failure of the low or high-pressure sensors ^ Defective fuel pressure check - valve/fuel pressure regulator ^ Failure of a volume control valve ^ Defective fuel injector ^ Intermittent electrical connection problem (wire and/or connector) in the fuel delivery system. PARTS INFORMATION 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 233 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 234 WARRANTY INFORMATION ATTACHMENTS 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 235 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 236 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 237 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 238 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 239 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 240 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 241 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 242 B125506_N54_ENGINE DIAGNOSTIC_FAULT_TREE_01_06_11 Correction For Situation I CORRECTION FOR SITUATION I For E90, E92, E93, E60, E61, E82, E88, and E71 vehicles where the customer complains of "Long Cranking Time" and fault code 2FBF is stored in the DME with the SES illuminated, proceed as follows: 1. Use the current ISTA diagnosis software (2.22 or higher). 2. While observing the fuel pressure, activate the electric fuel pump for 20 seconds, using ISTA and the diagnostic query function (after the vehicle test, select Control unit tree; DME; Call ECU functions; Diagnostic query; and Low pressure fuel pump with activation). 3. Immediately after electric pump activation, the pressure must reach at least 4.75 bars. 4. If the minimum threshold of 4.75 bars was not reached, further diagnose the low-pressure system using test module B1214_DI KDR, Fuel Pressure Control (possibly defective electric fuel pump or fuel filter/pressure regulator). 5. [NEW] If the minimum threshold of 4.75 bars was reached, reprogram the vehicle with the current ISTA P version (ISTA/P 2.40.2 or higher). The target integration levels should be: E90, E92 and E93 - E89x-10-12-503 or higher E60 and E61 - E060-10-12-501 or higher E82 and E88 - E89x-10-12-503 or higher E71 - E070-12-501 or higher 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 243 6. [NEW] IMPORTANT: When programming vehicles equipped with the MSD81 DME, make sure that the DME control module is marked for programming in the measure plan (yellow mark in the control module tree and a "P" symbol). If the DME is not marked, you have to select it manually for programming in the control module tree (click on the module and mark the "program" checkbox), and then determine the measures plan. 7. [NEW] After programming the DME programmed number should be "7626000" or higher. 8. After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 minutes. For E89 vehicles where the customer complains of "Long Cranking Time" and only the fault code 2FBF is stored in the DME with the SES illuminated, proceed as follows: 1. Install a calibrated manual fuel pressure gauge (e.g., P/N 83 30 0 491 260 pressure gauge from the K-L-Jetronic special tool kit P/N 83 30 0 491 259), connected with the three-way adapter tool 135 270, into the low-pressure fuel supply line as follows: #1 - Three-way adapter tool (135 270) #2 - Pressure gauge P/N 83 30 0 491 260 2. Use the current ISTA diagnosis software (2.22 or higher). 3. While observing the fuel pressure on the gauge, activate the electric fuel pump for 20 seconds, using ISTA and the component activation function (after the vehicle test, select Control unit tree; DME; Call ECU functions; Component activation; and Fuel pump). 4. Immediately after electric pump activation, the pressure read from the manual gauge must reach at least 4.75 bars. 5. If the minimum threshold of 4.75 bars was not reached, further diagnose the low-pressure system using test module B1214_DI KDR, Fuel Pressure Control (possibly defective electric fuel pump or fuel filter/pressure regulator). 6. [NEW] If the minimum threshold of 4.75 bars was reached, reprogram the vehicle with ISTA/P 2.40.2 (or higher). The target integration level should be E89x-10-12-503 or higher After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 minutes. Correction For Situation II CORRECTION FOR SITUATION II For E90, E92, E93, E60, E61, E82, E88, E89, and E71 vehicles where the customer complains of "Losing power when driving", fault codes 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 244 29DC/2FBF and/or 29F1/29F2 are stored in the DME with the SES illuminated; proceed as follows: 1. Use the current ISTA diagnosis software. Perform test module B1214_DI KDR (Fuel Pressure Control). 2. IMPORTANT: perform this step ONLY FOR E89 (Z4) vehicles (not equipped with the low fuel pressure system sensor): Prior to execution of the High-pressure test module, install a calibrated manual fuel pressure gauge (e.g., P/N 83 30 0 491 260 pressure gauge from the K-L-Jetronic special tool kit P/N 83 30 0 491 259), connected with the three-way adapter tool 135 270, into the low-pressure fuel supply line as follows: #1. - Three-way adapter tool (135270) #2. - Pressure gauge P/N 83 30 0 491 260 3. Perform all applicable steps of the High-pressure Fuel test module B1214_DI KDR. Pay attention to all questions being displayed during diagnosis and answer them correctly. Important Note: When comparing the measured fuel pressure with the engine running at idle speed, make sure to let the fuel pressure stabilize for approximately 60 seconds prior to the final reading. Otherwise, an implausible value (around 150 bars) is going to be entered into the test, resulting in inaccurate diagnosis (defective high-pressure pump). 4. [NEW] After completion of all diagnostic steps, end the test module and enter the "fault feedback" screen. Enter the result of a diagnosis process into the Diagnosis Code dialog box and obtain a "Diagnostic Code". In case no failure can be currently detected in the high-pressure fuel system, enter the last option "No fault found" into the dialog box. IMPORTANT DIAGNOSTIC HINT: In certain cases, the HDP fault may be reproduced only when the engine is under load. In order to replicate the complaint, it may be necessary to road-test vehicle with the manual fuel pressure gauge installed. The excessive low-pressure fuel fluctuation (between 5.0 and 7.0 bars) would indicate incorrect operation of the fuel delivery system. 5. [NEW] For additional comprehensive N54 drivability diagnostic information, refer to the "N54 Engine Diagnostic Fault Tree" (the current version "01_06_11" is shown in this bulletin). 6. Make sure that FASTA data is transmitted after the completion of all appropriate test modules. 7. IMPORTANT: Starting on November 1st, 2010, TC authorization is NOT required for the HDP pump replacement. For details related to the "N54 Fuel System TC Action", refer to SI B13 08 09. 8. If the High-pressure Fuel Pump needs to be replaced, use the updated part P/N 13 51 7 613 933, which incorporates the latest improvements to internal sealing. For the pump replacement procedure, refer to REP 13 51 017. Note: The repair instructions have been updated with the release of the special tool P/N 83 30 0 496 939. The special tool accommodates easy removal of the engine harness block, located under the intake manifold. Consequently, the removal of the intake manifold is no longer necessary when replacing the HDP on the N54 engine. 9. After replacement, clear the adaptation values of the high-pressure flow control valve in the DME by selecting the path: ^ Activities / Service Functions ^ Drive ^ Motor Electronics ^ Adjustment Programs 2010-2020 BMW 135i Convertible (E88) L6-3.0L Turbo (N54) Page 245 ^ Delete Adaptations / variants, and then Test plan ^ Reset adaptive values. 10. [NEW] IMPORTANT NOTE: In addition, vehicles which have had the HDP pump replaced have to be reprogrammed afterwards with ISTA/P 2.40.2 (or higher). The target integration levels should be: E60 and E61 - E060-10-12-501 or higher E82, E88, E89, E90, E92, and E93 - E89x-10-12-503 or higher E71-E070-10-12-501 or higher IMPORTANT: When programming vehicles equipped with the MSD81 DME, make sure that the DME control module is marked for programming in the measure plan (yellow mark in the control module tree and a "P" symbol). If the DME is not marked, you have to select it manually for programming in the control module tree (click on the module and mark the "program" checkbox), and then determine the measures plan. After programming, the DME programmed number should be "7626000" or higher. 11. After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 from Blogger https://ift.tt/3jC2ZNg

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B121110_N55_ENGINE_FUEL_SYSTEM_DFT_01_18_11.2010-2020 BMW Z4 Technical Service Bulletin # 125506 Date: 110101

B121110_N55_ENGINE_FUEL_SYSTEM_DFT_01_18_11.2010-2020 BMW Z4 Technical Service Bulletin # 125506 Date: 110101 Fuel/Engine Controls - DTC's Set/Hard Start/Driveability SI B12 55 06 Engine Electrical Systems January 2011 Technical Service This Service Information bulletin supersedes SI B12 55 06 dated December 2010. [NEW]designates changes to this revision SUBJECT N54 - Diagnosis for DME FC 29DC/29F2/2FBF MODEL E90, E92 with N54 produced from 06/06 E93, E60, E61 with N54 produced from 03/07 E82, E88 with N54 from start of production E71 X6 with N54 from start of production E89, Z4 with N54 from start of production F01, F02 with N54 from start of production SITUATION I The customer may complain of: ^ Excessive cranking time before the engine starts (5-6 seconds) on a cold start or afier a hot soak. In most cases, diagnosis shows fault code 2FBF as the only fault stored in the DME with SES lamp illumination. SITUATION II The customer may complain of the following: ^ "Vehicle loses power while driving" or "Vehicle runs poorly". ^ The Service Engine Soon lamp may be illuminated. Diagnosis shows fault code 29DC (Cylinder injection cut-out, pressure too low in high-pressure system) and/or 2FBF (Fuel pressure on-release 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 181 injection, pressure too low), and in some cases, also in conjunction with 29F1 (Fuel high-pressure, plausibility) and 29F2 (Fuel high-pressure, fuel pressure undershot). In some cases, misfire faults for various cylinders (e.g., FC 20D1, 29CF, 29D2, 29CE, 29D0, 29CC) are also stored in MSD80/M5D81. CAUSE Possible causes may include: ^ Sensitivity of injection pump (HDP) diagnostic software ^ Internal failure of a High-pressure Injection Pump (HDP) ^ Failure of an electric fuel pump or a clogged fuel filter ^ Failure of the low or high-pressure sensors ^ Defective fuel pressure check - valve/fuel pressure regulator ^ Failure of a volume control valve ^ Defective fuel injector ^ Intermittent electrical connection problem (wire and/or connector) in the fuel delivery system. PARTS INFORMATION 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 182 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 183 WARRANTY INFORMATION ATTACHMENTS 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 184 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 185 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 186 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 187 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 188 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 189 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 190 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 191 B125506_N54_ENGINE DIAGNOSTIC_FAULT_TREE_01_06_11 Correction For Situation I CORRECTION FOR SITUATION I For E90, E92, E93, E60, E61, E82, E88, and E71 vehicles where the customer complains of "Long Cranking Time" and fault code 2FBF is stored in the DME with the SES illuminated, proceed as follows: 1. Use the current ISTA diagnosis software (2.22 or higher). 2. While observing the fuel pressure, activate the electric fuel pump for 20 seconds, using ISTA and the diagnostic query function (after the vehicle test, select Control unit tree; DME; Call ECU functions; Diagnostic query; and Low pressure fuel pump with activation). 3. Immediately after electric pump activation, the pressure must reach at least 4.75 bars. 4. If the minimum threshold of 4.75 bars was not reached, further diagnose the low-pressure system using test module B1214_DI KDR, Fuel Pressure Control (possibly defective electric fuel pump or fuel filter/pressure regulator). 5. [NEW] If the minimum threshold of 4.75 bars was reached, reprogram the vehicle with the current ISTA P version (ISTA/P 2.40.2 or higher). The target integration levels should be: E90, E92 and E93 - E89x-10-12-503 or higher E60 and E61 - E060-10-12-501 or higher E82 and E88 - E89x-10-12-503 or higher E71 - E070-12-501 or higher 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 192 6. [NEW] IMPORTANT: When programming vehicles equipped with the MSD81 DME, make sure that the DME control module is marked for programming in the measure plan (yellow mark in the control module tree and a "P" symbol). If the DME is not marked, you have to select it manually for programming in the control module tree (click on the module and mark the "program" checkbox), and then determine the measures plan. 7. [NEW] After programming the DME programmed number should be "7626000" or higher. 8. After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 minutes. For E89 vehicles where the customer complains of "Long Cranking Time" and only the fault code 2FBF is stored in the DME with the SES illuminated, proceed as follows: 1. Install a calibrated manual fuel pressure gauge (e.g., P/N 83 30 0 491 260 pressure gauge from the K-L-Jetronic special tool kit P/N 83 30 0 491 259), connected with the three-way adapter tool 135 270, into the low-pressure fuel supply line as follows: #1 - Three-way adapter tool (135 270) #2 - Pressure gauge P/N 83 30 0 491 260 2. Use the current ISTA diagnosis software (2.22 or higher). 3. While observing the fuel pressure on the gauge, activate the electric fuel pump for 20 seconds, using ISTA and the component activation function (after the vehicle test, select Control unit tree; DME; Call ECU functions; Component activation; and Fuel pump). 4. Immediately after electric pump activation, the pressure read from the manual gauge must reach at least 4.75 bars. 5. If the minimum threshold of 4.75 bars was not reached, further diagnose the low-pressure system using test module B1214_DI KDR, Fuel Pressure Control (possibly defective electric fuel pump or fuel filter/pressure regulator). 6. [NEW] If the minimum threshold of 4.75 bars was reached, reprogram the vehicle with ISTA/P 2.40.2 (or higher). The target integration level should be E89x-10-12-503 or higher After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 minutes. Correction For Situation II CORRECTION FOR SITUATION II For E90, E92, E93, E60, E61, E82, E88, E89, and E71 vehicles where the customer complains of "Losing power when driving", fault codes 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 193 29DC/2FBF and/or 29F1/29F2 are stored in the DME with the SES illuminated; proceed as follows: 1. Use the current ISTA diagnosis software. Perform test module B1214_DI KDR (Fuel Pressure Control). 2. IMPORTANT: perform this step ONLY FOR E89 (Z4) vehicles (not equipped with the low fuel pressure system sensor): Prior to execution of the High-pressure test module, install a calibrated manual fuel pressure gauge (e.g., P/N 83 30 0 491 260 pressure gauge from the K-L-Jetronic special tool kit P/N 83 30 0 491 259), connected with the three-way adapter tool 135 270, into the low-pressure fuel supply line as follows: #1. - Three-way adapter tool (135270) #2. - Pressure gauge P/N 83 30 0 491 260 3. Perform all applicable steps of the High-pressure Fuel test module B1214_DI KDR. Pay attention to all questions being displayed during diagnosis and answer them correctly. Important Note: When comparing the measured fuel pressure with the engine running at idle speed, make sure to let the fuel pressure stabilize for approximately 60 seconds prior to the final reading. Otherwise, an implausible value (around 150 bars) is going to be entered into the test, resulting in inaccurate diagnosis (defective high-pressure pump). 4. [NEW] After completion of all diagnostic steps, end the test module and enter the "fault feedback" screen. Enter the result of a diagnosis process into the Diagnosis Code dialog box and obtain a "Diagnostic Code". In case no failure can be currently detected in the high-pressure fuel system, enter the last option "No fault found" into the dialog box. IMPORTANT DIAGNOSTIC HINT: In certain cases, the HDP fault may be reproduced only when the engine is under load. In order to replicate the complaint, it may be necessary to road-test vehicle with the manual fuel pressure gauge installed. The excessive low-pressure fuel fluctuation (between 5.0 and 7.0 bars) would indicate incorrect operation of the fuel delivery system. 5. [NEW] For additional comprehensive N54 drivability diagnostic information, refer to the "N54 Engine Diagnostic Fault Tree" (the current version "01_06_11" is shown in this bulletin). 6. Make sure that FASTA data is transmitted after the completion of all appropriate test modules. 7. IMPORTANT: Starting on November 1st, 2010, TC authorization is NOT required for the HDP pump replacement. For details related to the "N54 Fuel System TC Action", refer to SI B13 08 09. 8. If the High-pressure Fuel Pump needs to be replaced, use the updated part P/N 13 51 7 613 933, which incorporates the latest improvements to internal sealing. For the pump replacement procedure, refer to REP 13 51 017. Note: The repair instructions have been updated with the release of the special tool P/N 83 30 0 496 939. The special tool accommodates easy removal of the engine harness block, located under the intake manifold. Consequently, the removal of the intake manifold is no longer necessary when replacing the HDP on the N54 engine. 9. After replacement, clear the adaptation values of the high-pressure flow control valve in the DME by selecting the path: ^ Activities / Service Functions ^ Drive ^ Motor Electronics ^ Adjustment Programs 2010-2020 BMW Z4 sDrive35i (E89) L6-3.0L Turbo (N54) Page 194 ^ Delete Adaptations / variants, and then Test plan ^ Reset adaptive values. 10. [NEW] IMPORTANT NOTE: In addition, vehicles which have had the HDP pump replaced have to be reprogrammed afterwards with ISTA/P 2.40.2 (or higher). The target integration levels should be: E60 and E61 - E060-10-12-501 or higher E82, E88, E89, E90, E92, and E93 - E89x-10-12-503 or higher E71-E070-10-12-501 or higher IMPORTANT: When programming vehicles equipped with the MSD81 DME, make sure that the DME control module is marked for programming in the measure plan (yellow mark in the control module tree and a "P" symbol). If the DME is not marked, you have to select it manually for programming in the control module tree (click on the module and mark the "program" checkbox), and then determine the measures plan. After programming, the DME programmed number should be "7626000" or higher. 11. After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 from Blogger https://ift.tt/2VT33xE

[lovelyfantasticfart]

B121110_N55_ENGINE_FUEL_SYSTEM_DFT_01_18_11.2010-2020 BMW X6 Technical Service Bulletin # 125506 Date: 110101

B121110_N55_ENGINE_FUEL_SYSTEM_DFT_01_18_11.2010-2020 BMW X6 Technical Service Bulletin # 125506 Date: 110101 Fuel/Engine Controls - DTC's Set/Hard Start/Driveability SI B12 55 06 Engine Electrical Systems January 2011 Technical Service This Service Information bulletin supersedes SI B12 55 06 dated December 2010. [NEW]designates changes to this revision SUBJECT N54 - Diagnosis for DME FC 29DC/29F2/2FBF MODEL E90, E92 with N54 produced from 06/06 E93, E60, E61 with N54 produced from 03/07 E82, E88 with N54 from start of production E71 X6 with N54 from start of production E89, Z4 with N54 from start of production F01, F02 with N54 from start of production SITUATION I The customer may complain of: ^ Excessive cranking time before the engine starts (5-6 seconds) on a cold start or afier a hot soak. In most cases, diagnosis shows fault code 2FBF as the only fault stored in the DME with SES lamp illumination. SITUATION II The customer may complain of the following: ^ "Vehicle loses power while driving" or "Vehicle runs poorly". ^ The Service Engine Soon lamp may be illuminated. 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 226 Diagnosis shows fault code 29DC (Cylinder injection cut-out, pressure too low in high-pressure system) and/or 2FBF (Fuel pressure on-release injection, pressure too low), and in some cases, also in conjunction with 29F1 (Fuel high-pressure, plausibility) and 29F2 (Fuel high-pressure, fuel pressure undershot). In some cases, misfire faults for various cylinders (e.g., FC 20D1, 29CF, 29D2, 29CE, 29D0, 29CC) are also stored in MSD80/M5D81. CAUSE Possible causes may include: ^ Sensitivity of injection pump (HDP) diagnostic software ^ Internal failure of a High-pressure Injection Pump (HDP) ^ Failure of an electric fuel pump or a clogged fuel filter ^ Failure of the low or high-pressure sensors ^ Defective fuel pressure check - valve/fuel pressure regulator ^ Failure of a volume control valve ^ Defective fuel injector ^ Intermittent electrical connection problem (wire and/or connector) in the fuel delivery system. PARTS INFORMATION 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 227 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 228 WARRANTY INFORMATION ATTACHMENTS 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 229 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 230 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 231 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 232 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 233 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 234 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 235 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 236 B125506_N54_ENGINE DIAGNOSTIC_FAULT_TREE_01_06_11 Correction For Situation I CORRECTION FOR SITUATION I For E90, E92, E93, E60, E61, E82, E88, and E71 vehicles where the customer complains of "Long Cranking Time" and fault code 2FBF is stored in the DME with the SES illuminated, proceed as follows: 1. Use the current ISTA diagnosis software (2.22 or higher). 2. While observing the fuel pressure, activate the electric fuel pump for 20 seconds, using ISTA and the diagnostic query function (after the vehicle test, select Control unit tree; DME; Call ECU functions; Diagnostic query; and Low pressure fuel pump with activation). 3. Immediately after electric pump activation, the pressure must reach at least 4.75 bars. 4. If the minimum threshold of 4.75 bars was not reached, further diagnose the low-pressure system using test module B1214_DI KDR, Fuel Pressure Control (possibly defective electric fuel pump or fuel filter/pressure regulator). 5. [NEW] If the minimum threshold of 4.75 bars was reached, reprogram the vehicle with the current ISTA P version (ISTA/P 2.40.2 or higher). The target integration levels should be: E90, E92 and E93 - E89x-10-12-503 or higher E60 and E61 - E060-10-12-501 or higher E82 and E88 - E89x-10-12-503 or higher E71 - E070-12-501 or higher 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 237 6. [NEW] IMPORTANT: When programming vehicles equipped with the MSD81 DME, make sure that the DME control module is marked for programming in the measure plan (yellow mark in the control module tree and a "P" symbol). If the DME is not marked, you have to select it manually for programming in the control module tree (click on the module and mark the "program" checkbox), and then determine the measures plan. 7. [NEW] After programming the DME programmed number should be "7626000" or higher. 8. After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 minutes. For E89 vehicles where the customer complains of "Long Cranking Time" and only the fault code 2FBF is stored in the DME with the SES illuminated, proceed as follows: 1. Install a calibrated manual fuel pressure gauge (e.g., P/N 83 30 0 491 260 pressure gauge from the K-L-Jetronic special tool kit P/N 83 30 0 491 259), connected with the three-way adapter tool 135 270, into the low-pressure fuel supply line as follows: #1 - Three-way adapter tool (135 270) #2 - Pressure gauge P/N 83 30 0 491 260 2. Use the current ISTA diagnosis software (2.22 or higher). 3. While observing the fuel pressure on the gauge, activate the electric fuel pump for 20 seconds, using ISTA and the component activation function (after the vehicle test, select Control unit tree; DME; Call ECU functions; Component activation; and Fuel pump). 4. Immediately after electric pump activation, the pressure read from the manual gauge must reach at least 4.75 bars. 5. If the minimum threshold of 4.75 bars was not reached, further diagnose the low-pressure system using test module B1214_DI KDR, Fuel Pressure Control (possibly defective electric fuel pump or fuel filter/pressure regulator). 6. [NEW] If the minimum threshold of 4.75 bars was reached, reprogram the vehicle with ISTA/P 2.40.2 (or higher). The target integration level should be E89x-10-12-503 or higher After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 minutes. Correction For Situation II CORRECTION FOR SITUATION II For E90, E92, E93, E60, E61, E82, E88, E89, and E71 vehicles where the customer complains of "Losing power when driving", fault codes 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 238 29DC/2FBF and/or 29F1/29F2 are stored in the DME with the SES illuminated; proceed as follows: 1. Use the current ISTA diagnosis software. Perform test module B1214_DI KDR (Fuel Pressure Control). 2. IMPORTANT: perform this step ONLY FOR E89 (Z4) vehicles (not equipped with the low fuel pressure system sensor): Prior to execution of the High-pressure test module, install a calibrated manual fuel pressure gauge (e.g., P/N 83 30 0 491 260 pressure gauge from the K-L-Jetronic special tool kit P/N 83 30 0 491 259), connected with the three-way adapter tool 135 270, into the low-pressure fuel supply line as follows: #1. - Three-way adapter tool (135270) #2. - Pressure gauge P/N 83 30 0 491 260 3. Perform all applicable steps of the High-pressure Fuel test module B1214_DI KDR. Pay attention to all questions being displayed during diagnosis and answer them correctly. Important Note: When comparing the measured fuel pressure with the engine running at idle speed, make sure to let the fuel pressure stabilize for approximately 60 seconds prior to the final reading. Otherwise, an implausible value (around 150 bars) is going to be entered into the test, resulting in inaccurate diagnosis (defective high-pressure pump). 4. [NEW] After completion of all diagnostic steps, end the test module and enter the "fault feedback" screen. Enter the result of a diagnosis process into the Diagnosis Code dialog box and obtain a "Diagnostic Code". In case no failure can be currently detected in the high-pressure fuel system, enter the last option "No fault found" into the dialog box. IMPORTANT DIAGNOSTIC HINT: In certain cases, the HDP fault may be reproduced only when the engine is under load. In order to replicate the complaint, it may be necessary to road-test vehicle with the manual fuel pressure gauge installed. The excessive low-pressure fuel fluctuation (between 5.0 and 7.0 bars) would indicate incorrect operation of the fuel delivery system. 5. [NEW] For additional comprehensive N54 drivability diagnostic information, refer to the "N54 Engine Diagnostic Fault Tree" (the current version "01_06_11" is shown in this bulletin). 6. Make sure that FASTA data is transmitted after the completion of all appropriate test modules. 7. IMPORTANT: Starting on November 1st, 2010, TC authorization is NOT required for the HDP pump replacement. For details related to the "N54 Fuel System TC Action", refer to SI B13 08 09. 8. If the High-pressure Fuel Pump needs to be replaced, use the updated part P/N 13 51 7 613 933, which incorporates the latest improvements to internal sealing. For the pump replacement procedure, refer to REP 13 51 017. Note: The repair instructions have been updated with the release of the special tool P/N 83 30 0 496 939. The special tool accommodates easy removal of the engine harness block, located under the intake manifold. Consequently, the removal of the intake manifold is no longer necessary when replacing the HDP on the N54 engine. 9. After replacement, clear the adaptation values of the high-pressure flow control valve in the DME by selecting the path: ^ Activities / Service Functions ^ Drive ^ Motor Electronics ^ Adjustment Programs 2010-2020 BMW X6 (E71) L6-3.0L Turbo (N54) Page 239 ^ Delete Adaptations / variants, and then Test plan ^ Reset adaptive values. 10. [NEW] IMPORTANT NOTE: In addition, vehicles which have had the HDP pump replaced have to be reprogrammed afterwards with ISTA/P 2.40.2 (or higher). The target integration levels should be: E60 and E61 - E060-10-12-501 or higher E82, E88, E89, E90, E92, and E93 - E89x-10-12-503 or higher E71-E070-10-12-501 or higher IMPORTANT: When programming vehicles equipped with the MSD81 DME, make sure that the DME control module is marked for programming in the measure plan (yellow mark in the control module tree and a "P" symbol). If the DME is not marked, you have to select it manually for programming in the control module tree (click on the module and mark the "program" checkbox), and then determine the measures plan. After programming, the DME programmed number should be "7626000" or higher. 11. After programming, readapting the DME by means of a short test drive is recommended: ^ Bring the engine to the normal operating temperature. ^ Drive the vehicle at a speed of between 50-60 mph and engine speeds of 2,000-3,000 rpm for approximately 3 minutes (use manual gear shifting, if needed). ^ Let the engine idle for approximately 5 minutes. ^ If possible, to confirm repair effectiveness, let the vehicle sit overnight and cold start it the next morning. Then let it idle for approximately 5 from Blogger https://ift.tt/2ZsUTgn

[itsworn]

Midnight Drags: 6 Cars That Kick Ass!

The winners from the Midnight Drags presented by Gear Vendors Overdrive can’t get all the glory. What about the rest of the fast home-built Car Crafters and runners-up? We roamed the pits to find our favorites from the two-night racing event, held Friday and Saturday night during the Car Craft Summer Nationals July 20-21, 2018 at Beech Bend Raceway. Light-hearted afternoon testing and tuning on both days turned to serious competition once the sun went down.

Our list of six favorites consists of some of home-built hot rods, and includes at least one record setter. Most on the list were knocked-out of eliminations, but to many that didn’t matter, it was all in the fun of the event. One thing is certain: these machines are among the fastest and quickest in their respective hometowns, and we tip our hats to them!

Trailer Park Dart

1971 Dodge Dart Eric Funk; Murfreesboro, TN

Eric Funk’s friend bought this 1971 Dart out of a trailer park with an interior filled with dirty diapers and rust. He restored it with a 318ci, then Eric’s wife and daughter saw the car and fell in love. Eric purchased the Dart from his friend, but on the way home an exhaust valve burned in the engine. Naturally, Eric decided to build a 600hp street-car with a roll cage. “By the time we left the chassis shop, the whole plan changed again,” said Eric. “Instead of a street car, we decided to build street-race car.”

Eric picked up a pair of 76mm turbos off eBay and plumbed them onto a 340ci small-block. With a base tune and 18 pounds of boost, the car made 950 hp to the tires. On this weekend, Eric ran in the Small Tire class with 315mm tires, the widest tire you can fit with stock frame rails (slight modifications to stock frame rails are allowed in most street classes). The Dart is an all-around street-class racer, set up to run Small Tire and street-series classes in both 1/4-mile and 1/8-mile.

Eric and his team of friends had been chasing a vibration through the weekend. On their second run, the front pump on the transmission broke and Eric backed out, resulting in a less-than-ideal 8.59 e.t.

Black Beauty

1965 Corvette Jack Small; Owensboro, KY

On Saturday night of the Midnight Drags, Jack Small was able to make it to the Big Tire finals in his 1965 Corvette, but was eventually outgunned by Bryant Goldstone’s Javelin. Nevertheless, Small’s 1965 Corvette won our attention with its stellar paint and detailed craftsmanship. Oh, and it was the only car in class without some form of power adder, a fact that had us nodding our heads in approval with every pass.

Small has owned the car since 1974, and even drove it to his wedding. It originally was a show car, but after marrying and having children, Small drove it less and decided to build it into a drag car. Powered by a Reher Morrison 509ci big-block Chevy with a Dart block and heads, it’s backed by a Lenco 4-speed and a Moser 9-inch.

Small normally runs the Nostalgia 9-second class at local events. The Corvette is tubbed with 32×16-15 tires. Look for a full feature on Jack’s car soon.

Record-Setting Trailblazer SS

2006 Trailblazer SS Matt Cole; Clarksville, TN

Maybe we’re good luck at Car Craft, because immediately after taking these photos and talking to Matt Cole of Clarksville, Tennessee, he broke the Trailblazer 1/4-mile record with an 8.93 at 157 mph pass.

The unofficial records are posted on TBSSowners.com and the former record was 8.99. Mike’s record-setting pass qualified him for the Sweet 16 in competition at the Midnight Drags, but he red-lighted during eliminations. Matt says he has more in the Trailblazer as the red-light pass had a 163mph trap speed.

Mike is running an aluminum 6.0L LS2 with a 88mm Garrett GT55 turbo. “I have enough turbo to probably split that crank,” said Mike about his aluminum engine. The tuned-down set-up makes around 1,300 hp and Mike has plans for an iron-block build.

The engine started as an ERL LS block, machined and built by Mike Lough Racing Engines with a Callies Precision Engine Components crank, I-beam rods, and Diamond Racing Pistons. It’s topped with Trick Flow 245cc heads and a Brian Tooley Racing cam and valve train.

Mike molded the carbon-fiber doors, dash, and hatch himself, using the factory components to create a mold in his garage. “I had a Corvette, but it sat in the garage all the time,” said Mike. He traded the Corvette straight for this Trailblazer in 2005. He immediately went after the n/a record and held it for two years. Then he spit the pulley off the crank and had to rebuild. “Then I thought, well why not do this… and that… and make this better…”

The car is designed to run Drag Week: “I keep it streetable, licensed, and insured,” said Matt. He currently has an A/C system to be installed and hopes to run Drag Week in 2019.

Friend Chris Girard’s 2008 Trailblazer is set up in a similar manner, running Matt’s former turbo. Chris’ car is a little nicer, but a little slower with a best e.t of 10.2. He’s still running a stock transmission with no trans brake, a stock rear axle, smaller turbo, and stock ECU.

Wacky Wagon

1978 Chevy Malibu Rick Bell; Salem, NH

This body-twisting 1978 two-door Malibu wagon was a staff favorite from the event. Owned by a long-haired hippie named Rick Bell of Salem, New Hampshire, the car was originally built in the “no-go, all-show Pro Street era,” said Rick.

The former owner, Bob Lowe, built this wagon with Malibu coupe doors, which extend the rear wagon glass. It originally featured what Rick calls a fair-grounds-cruising-truck-motor and ran a dismal 14.5 e.t. He rebuilt the Malibu’s two-bolt-main 396ci (new, it would have had a V6 or 305ci V8), enlisting the help of Crosby Automotive Machine of Portsmouth, NH. It’s backed by a Turbo 400 and a Ford 9-inch with 3:89 gears and Mark Williams Enterprises axles.

A Holley Dominator carburetor and fuel pump supply the engine. The fuel tank can easily be drained for switching between pump gas on the street and VP 116 octane racing fuel at the track.

It makes around 700 hp on motor and closer to 1,000 hp with nitrous. Rick normally runs 9.70s naturally aspirated and 8.70s with nitrous. He says he uses the wagon for deliveries at work, and gets pizza in it on the weekends. “We were out the first round both days, but we had lots of fun,” Rick said with a laugh.

White Lightening

2001 Chevy Camaro Travis Martin; Fort Wayne, IN

Travis Martin, of Fort Wayne, Indiana, spent a long weekend dialing in his clean 2001 Camaro. Having more laps up the strip than any other competitor, the Camaro makes 8-second passes look easy.

The 402ci stroker LS uses a stock 6.0L iron block and features a Callies Precision Engine Components crank and Comp-Star rods with Wiesco pistons. A Holley Dominator EFI system handles E85 fuel. The LS is topped with a Shaun’s Custom Alloy billet-intake and Twin Borg-Warner 72mm turbos. It’s backed by a RPM Transmission Turbo 400 and a Strange 12-bolt with 3:08 gears.

Unfortunately, Travis was knocked out of the second round of eliminations Saturday night after blowing off the tires at the start and backing out of the run. The car has always been a street car, according to Travis, who originally campaigned the car with a naturally aspriated head-and-cam combo. It still has a full interior, power steering, and power brakes, and weighs almost 4,000 pounds. Travis has run Drag Week in previous years and plans on returning soon. The next step is a 6-bolt LS block, such as a LSX Bowtie, and more boost, “we’ll see how much power it can take,” said Travis.

EFI Staked Nova

1972 Chevy Nova Doug Flynn; Bowling Green, KY

Doug Flynn’s plane-Jane 1972 Nova was another car which caught the attention of Car Craft’s staff. Featuring two tall throttle bodies poking through the hood, the car features a nitrous-fed 582ci big-block Chevy.

Doug was able to dial-in the car and ran an impressive 8.52 in qualifying Friday night. He backed that up with consistent runs winning the Small Tire class. Unfortunately, Saturday night he was knocked out in the first round.

A former Drag Week competitor, Flynn’s Nova features 582 inches of Chevy rat with a Dart Big M block, Dart Pro1 440cc 20-degree heads, and Holley High Ram lid on an Edelbrock EFI base. The drive-by-wire throttle bodies are mounted vertically on the lid.

Make sure to check out the huge photo gallery below for more deep-dive shots of our favorite Midnight Drags competitors, plus round-by-round coverage of the Midnight Drags presented by Gear Vendors Overdrive in the links below!

Friday Night Round-By-Round Coverage & Video: https://www.hotrod.com/articles/midnight-drags-presented-overdrive-gear-vendors-friday-highlights/

Saturday Night Round-By-Round Coverage & Video: https://www.hotrod.com/articles/midnight-drags-presented-by-gear-vendors-overdrive-saturday-results-gallery/

The post Midnight Drags: 6 Cars That Kick Ass! appeared first on Hot Rod Network.

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[itsworn]

Modern-Day Sleeper 1973 Chevrolet Camaro Adds Sizzle to Your Commute

By today’s standards, a second-generation Camaro with subtle paint and a lowered stance can easily blend into traffic given its sleeper-esque vibe, allowing it move amongst the normal flow without raising an eyebrow. Being a sleeper doesn’t always have to equate to a sedan packing a built V-8 with a shot of nitrous, lack of flash, and dog dish hubcaps as it did in years past. Using today’s cutting-edge technology, a clean-looking muscle car can possess Ferrari-hunting skills ready to take on the competition in a moment’s notice. Imagine the complete surprise of a supercar owner getting dusted by a car that in their opinion doesn’t have the proper look or lineage … priceless!

For Tom Tomlinson, of Bowling Green, Kentucky, the challenge was to create a multilayered muscle car embracing the classic lines of a revered factory design with amazing capabilities once you peel back its skin to reveal the ultimate in modern suspension dynamics and engine development. The fusion would create a car with unparalleled performance and dependability, able to cruise local streets as well as take on the autocross and road courses during track days.

As President and CEO of Holley Performance Products, Tom’s automotive background dates back to growing up in the early ’60s when the advent of muscle cars was taking over the streets. Reading an endless stream of magazines like Hot Rod, Car Craft, Super Chevy, and Rod & Custom for the tech articles and features fueled his automotive skills and knowledge of the performance aftermarket.

While many memorable cars and projects have passed through his garage over the years, there are a few that left a long-lasting impression, especially the jet-black ’69 Chevy Caprice he discovered on a used car lot right after graduating from high school. The car sported hideaway headlights, Corvette Rally wheels, and 427ci badges on the fenders and immediately garnering his attention. Lifting the hood revealed the big-block was still in place, making it a true sleeper, packing the ultimate surprise.

As the years passed, he would religiously follow all of the legendary first-gen Camaro builds by Mark Stielow, cataloging all the information he could in hopes that the knowledge would eventually work its way into the future build of a second-gen Camaro for himself. Finally ready, he started his quest and eventually located a suitable base to start with on eBay. The car was a relatively clean, stock ’73 Camaro LT/RS that had lived most of its life in California, featuring a 350ci V-8 linked to a four-speed.

A deal was made and the car changed hands, along with some interesting history discovered after its arrival. It seems Phil Schilling, then Managing Editor of Cycle magazine, originally owned the Camaro. With help from then Tech Editor Patrick Bedard at Car & Driver magazine, the car was ordered as an LT/RS knowing it would be one of the last small-bumper Camaros to roll off the assembly line. The car was later featured on the cover of Classic Auto Restorer magazine, highlighting Phil’s 19 years of ownership and the potential future value as a collector car; now that’s pretty cool. With the title of the car now in hand, Tom embarked on a 5-year journey to inject the Stielow formula into it while working with many of the industry’s top performance leaders. The plan was to create a modern-day sleeper, the proverbial wolf in sheep’s clothing with substantial tires on the pavement, big brakes, memorable handling, and over 700 hp on tap.

Being totally hands-on throughout the project, Tom—assisted by his son Chad—began with the disassembly of the car. They cataloged all of the parts throughout the process in preparation for it being delivered to Kyle Tucker and his team at Detroit Speed (DSE) to take on the suspension dynamics. Starting out back to deliver the power to the street, DSE first prepared the car for a massive rubber infusion by installing their 18-gauge mini-tubs. They followed up to achieve elite handling by preparing it for an upgrade to DSE’s QUADRALink rear suspension. The system features their exclusive four-link geometry design with Swivel-Link, high durometer rubber bushings, DSE/JRi double-adjustable coilover reservoir shocks, 1 1/4-inch antisway bar, Panhard bar, and subframe connectors. A DSE 9-inch Ford housing features a Strange Engineering aluminum centersection with Truetrac spinning 3.73:1 gears built to Tom’s width specs. It packs a Stielow punch, incorporating axle ends using Corvette C6 hubs and custom axles that function as a full-floater utilizing Corvette C6 calipers and e-brake components.

DSE then moved to the front by first adding their bolt-in factory replacement subframe with exclusive hydroformed framerails and stamped crossmembers. The cutting-edge DSE frontend components include their tubular upper and lower control arms deftly matched to forged spindles along with DSE/JRi double-adjustable coilover reservoir shocks, splined sway bar, and Torrington bearings.

With a car designed to handle plenty of ferocity, you’d better be able to control its stopping power. Tom incorporated a Corvette ZR1 power master flawlessly matched to a Bosch Motorsports ABS system pushing fluid through stainless lines to Brembo/C6 Corvette six-piston front and four-piston rear calipers with matching slotted rotors anchored at each corner. A DSE “Detroit-Tuned” power rack-and-pinion links it all to the street with a set of breathtaking Forgeline GA3 three-piece forged aluminum wheels in satin black centers with polished lips sized 18×10 front and 18×12 rear. For plenty of performance to deliver the goods, BFGoodrich g-Force Rival S rubber sized 275/35R18 front and 335/30R18 rear gets the job done.

If you’re going to make a statement, you’d better do your homework when it comes time to upping the ante in the engine bay. Tom contacted Brian Thomson of Brighton, Michigan, to work his magic on a 7.0L LS7, bringing it to a whole new level. First, he massaged the 427ci displacement to 442 ci, increasing the stroke from 4.000 to 4.125, via a Callies DragonSlayer crank linked to Oliver forged I-beam rods wearing Teflon-skirted Diamond forged pistons to up the compression to 12:1. A set of ported LSX-LS7 aluminum heads make plenty of power and a Comp Cams hydraulic roller stick adds just the right bump. Up top, a factory LS7 intake and throttle body combined with LS9 fuel injection gets fed from a pair of Cadillac CTS-V fuel pumps to complete the package to generate a rock-solid 706 hp on the dyno.

More notable components include a C&R Racing Denso 48mm core aluminum radiator with integrated cooling for the engine oil and power steering, Holley tall cast-aluminum valve covers, and custom air cleaner housing by Sled Alley. It all sparks to life through Chevrolet Performance coils and sensors driven by a Holley Dominator ECU. Spent gasses dump through a set of custom-designed and fabricated 304 stainless steel Hooker BlackHeart headers and 3-inch exhaust with X-pipe by Doug Marino, Senior Exhaust Engineer at Holley (these headers and exhaust are now available from Holley). The goods push rearward through a TREMEC T-56 Magnum six-speed trans assembled by D&D packing a Centerforce DYAD clutch disc. It’s supported by a custom-designed and fabricated trans crossmember by Tom, who also engineered the hydraulic clutch pedal geometry and pedal in CAD, with the final link to a driveshaft by Dynotech.

From DSE, the car was then brought to Matt Gurjack at Sled Alley Hot Rods in Detroit to have the team get busy adding endless details to the build, starting with the flawless execution of the engine bay. Working with Tom, they reworked the original radiator top plate to accommodate the C&R radiator, retained the factory RS diagonal bracing, stripped and replated all the hardware in a factory zinc coating, and completed all the plumbing. Tom, having seen plenty of Pro Touring second-gens that had worn through their inner fenders due to extreme use decided to avoid that situation by crafting his own custom bucks to form new ones. To take on the job, he first removed the front springs to compress the suspension, allowing adequate clearance for its full articulation and lock-to-lock steering range. The panel forming was then handed over to his son Blake who built hammer forms and shapes to craft the new inner fenders from steel, making them look factory perfect.

The Sled Alley team then stripped the car clean and began the restoration process by metal finishing the body and setting all the gaps to perfection. Per Matt, the second-gen body was the “cleanest and most original factory sheetmetal he had ever worked with” requiring no damage repairs, only the deletion of a few of the factory insignias (four of the original nine) to get the desired look. In deciding on a color, Tom wanted to achieve a subtle look with a hint of elegance, so he decided on a coating of late-model Porsche Platinum Silver Metallic. To lay down the vibe he enlisted the skills of Paul and Joe VanNus and team at Dutchboys Hot Rods of Kalamazoo, Michigan, to complete the bodywork, make everything razor sharp, and spray the PPG Envirobase basecoat and Glamour clearcoat, bringing it all to life.

Inside the car is all business, starting with the factory dash updated with a custom gauge panel by Holley Design Engineer Greg Whittle and meticulously painted by Holley Engineering Technician Luke Embry to cradle a bevy of Holley EFI gauges to monitor the vitals. A MOMO steering wheel keeps it all on course while Vintage Air cools the cabin and shifts move through a Hurst stick. Sled Alley continued on by adding Recaro racing seats and Schroth Racing harnesses, updated door panels, carpet, and fully custom wiring that was completely hand strung. Cool bits include a custom radio delete panel and custom-fitted panels by Sled Alley and wrapped interior panels by SPC Interiors along with a DSE rollcage and custom trans hump by Blake.

This is truly a car that will stand the test of time with its tradition intact combined with cutting-edge performance in a package that embraces the best union of looks, handling, acceleration, and braking. We know that Tom will exercise it on both the street and track, and to us that’s the best of both worlds!

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Ask Anything: Easy-Starting EFI

Tom Edison; Milan, MI: Hey, Car Craft! I need some advice on how to make sure I get my new stand-alone EFI system to start and run the first time, as it’s on a new engine. I need to break it in too. The directions are 22 pages long, and while I think I have everything done right, I want to be sure I don’t screw this up. Can you help me out with a straightforward checklist? The engine in my 1967 Chevelle is a 383 with 11:1 compression, AFR 210 heads, Comp Cams 292XFI hydraulic roller cam, a Weiand Team G intake set up for port injection with 80-pound injectors, Holley 1,000-cfm throttle-body, MSD distributor, coil, and box. For the exhaust, I’m using Hooker headers with a Magnaflow 2.5-inch muffler and tailpipe kit. In the back, I have an Aeromotive A-1000 pump and matching EFI regulator with AN8 lines on the supply and return. I carefully followed the wiring diagrams, all the sensors are hooked up, and there is fresh gas in the tank. What am I missing, and what do I do next?

Car Craft: Tom, you told us everything except which stand-alone electronic control unit (ECU) you have, which software, and the types of sensors, specifically the crank and cam sensor. So, like your namesake, Thomas A. Edison, we’ll do our best to get you out of the dark, turn on the lights, and get that small-block shining and that Chevelle flying. The key to a clean start-up and successful tuning is familiarizing yourself with the software interface and getting everything calibrated, tested, documented, and ready to fire up. We’re going give you and all of our readers a step-by-step guide here, but to do that we need to make some assumptions (yeah, we know about assumptions). We’re assuming you will be using a stable, properly functioning laptop computer to manage your EFI system and that you have a way to keep it charged while tuning in the garage and on the road. There is nothing worse than trying to tune EFI on the road with a dying or dead computer. We are also assuming you have downloaded the correct software for your ECU and any computer-controlled accessories like a digital dash, trans controller, or fuel-pump controller. We also recommend having a good timing light, a volt/ohm meter, and the tools for working with your wiring connectors.

You mentioned that you’ll be using an MSD distributor, coil, and ignition box. Just like any build, you’ll want to be sure you have TDC marked on the damper with the factory or an aftermarket pointer. This will help when you need to confirm ignition timing and that commanded timing in the ECU is what’s actually happening at the No. 1 spark plug. Unlike a normal build, you’ll also want to lock out all advance mechanisms in the distributor. For example, on an MSD Pro-Billet distributor, you’ll lock down the mechanical advance by removing the advance components and removing and reinserting the driveshaft with the advance stop bushing pin inserted into a matching hole on the plate. The vacuum advance is locked out with a screw that goes through the mag pickup plate and into the distributor housing. The ECU will take care of all the functions of spark advance and retard that those mechanisms would have done before with far more complete control. You’ll also set up the distributor so the rotor points directly at the No. 1 lug on the cap when the engine is at TDC and tighten the distributor hold down. This is a good time to double-check that your plug wires are following the factory firing order of that Extreme Energy XFI cam. Use new plugs, preferably with a galvanized ground electrode like an AC Delco or NGK, to make plug reading easier. Yes, spark-plug reading is still one of the best ways to know what’s going inside the combustion chamber and what adjustments to make for timing and air/fuel ratio (AFR).

Speaking of AFR, you should have one or two AFR sensors with bungs welded into the collectors of those Hooker headers after the merge. The bungs should be on the top half of the collector tube to avoid condensation damage to the sensor and allow for plenty of space for the sensor pigtail. Be sure you have full-throttle travel on the gas pedal linkage to the throttle-body, just like with a carburetor. With a proper fill level on the oil, a new filter with oil in it, and coolant in the radiator and cooling system, we are set on the mechanical stuff.

So here are the key steps on the EFI side of things. First, switch the ignition to the “on” position only and verify that you can connect to the ECU and that your laptop and tuning software is displaying live parameters and data. You should see readings for coolant temperature, inlet air temp, and throttle position. Next, you’ll configure the fuel-system parameters, including injector size and running the fuel pump to check for leaks and verify that the static fuel pressure is correct. It can be handy to have a little mechanical gauge mounted on the fuel rail—or better, at the regulator—along with a fuel-pressure sensor for the ECU to log fuel pressure. You’ll enter that static pressure, typically 47 to 50 psi into your software. It’s best if it closely matches the nominal fuel pressure that your injectors were rated at for that 80 lb/hr. Ignition is next and you’ll configure the number of cylinders (eight, right?), the reluctor tooth count and type, and the spark outputs. You didn’t specify your crack sensor type or the tooth count, but most current ECUs support four-tooth crank trigger wheels up to 24- or 58-tooth LS-style wheels. You will need to verify the number of teeth, the number of missing teeth in the wheel, and the position of the crank position sensor relative to the position of the wheel and the missing tooth. Our preference is to use at least a 24x wheels (or greater), as they provide a more consistent and tunable signal.

After that, you’ll move through sensor checks: are the coolant (CLT) and air temp (IAT) sensors reading reasonably accurately (ambient temps in your garage). Does the manifold absolute pressure sensor (MAP) show ambient barometric pressure? Note that many MAP sensors will read in metric KPA, where 100 is sea level. Does the O2 or AFR sensor power up and read full lean? Typically, 22 is max lean. Finally, is the battery charged and reading at least 12.5 volts. You’ll want to see the battery at 13.2v or more when the engine is running to ensure adequate current and battery recharging while driving. Most ECUs will not function below 10v, and sometimes folks have problems starting new EFI engines because the starter load pulls down the battery voltage below 10v when cranking. Check the value shown in the tuning software with a reading from your VOM.

Next, you’ll check ECU outputs. With the fuel system disabled (and if it is supported in your software), check for spark output and cranking ignition advance around TDC. This is where having TDC properly marked with your pointer and that known good timing light come in. You’ll likely discover that this engine will want more initial timing than you are used to running, perhaps as high as 20 degrees, and most ECUs will reduce timing (by as much as 15 degrees) during cranking to spin the engine faster for start-up. If you have a fully degreed damper, you can check other cylinders as well to confirm firing order. All of that should be reflected in the timing-light reading. If your system allows it, test-fire the injectors without fuel pressure(!) and the spark disabled (you don’t want to fill the engine with gas!). Remember, spark plus fuel can equal boom!

With the spark and fuel disabled, crank the starter and check for a realistic cranking rpm of 100–200 with a conventional starter, as much as 300 with a gear reduction starter. Finally, make sure you know how to create and view data logs. Try one with the various cranking tests. Now, initiate a log and fire it up. There are a ton of great resources out there for this process. Holley’s documentation is excellent. There are forums for each ECU out there and a fun, educational resource is the RealTuners podcast on YouTube and Facebook. Good luck and let us know how this particular invention works out for you.

This is a sample laptop dashboard configuration for a Holley V4 software interface.

This is a sample start-up, slow-drive data log that shows rpm, MAP, throttle position (TPS), pulse width, battery voltage, two AFR channels, wheel speed front and rear, manifold air temp (MAT), coolant temp (CLT), battery voltage, spark advance, fuel pressure, and crank case vacuum (listed top to bottom). It also illustrates the tremendous information and analytical tools available with EFI and data logging.

Spaced Out

Stephanie Barnes; Phoenix, AZ: Girls read Car Craft too, but at our house, it’s always a question of who gets to the mailbox first. We have a 1971 Torino that we are turning into a modernized all-around performance car with traditional muscle-car looks. We ordered a big disc-brake kit for the front and a smaller setup on the rear. We finally got a really good deal on our 18-inch updated versions of the classic Torq-thrust wheels with BFG G-Force Comp -2s, 255 and 275 sizes. The problem is the front wheels hit the new brake calipers and the way the wheels in the back are sucked in just isn’t what we want. I say we use wheel spacers to get everything to fit and look right, but my husband says running wheel spacers is bad for the front suspension and could cause problems with the axles when we take the car to drags or autocross. We can’t afford to buy different wheels or change the brakes. Can you help us, Car Craft?

Car Craft: Stephanie, we are glad to read that both of you are involved in your Torino restomod project and that you had the gumption to write us with a question that lots of folks wrestle with, as there is a lot of misinformation out there. I don’t know if there is a bet involved, but the short answer is there is nothing wrong with running wheel spacers if you follow some common-sense guidelines. Even NASCAR Cup car teams use spacers to adjust track width for different events. The two biggest issues with spacers are using cheaply made cast products that are neither flat nor concentric and, more importantly, not applying enough torque to the lug nuts! That first issue is pretty obvious. If the spacer doesn’t have truly parallel faces, then you’re bolting on tire wear, vibration, and accelerated wheel or axle-bearing failure. Therefore, it’s important to buy fully machined spacers made on high-quality lathes or mills. Look for runout measurements of 0.001 inch or less. Once that issue is addressed, the second concern is how well the spacer fits the axle. The OEMs typically have wheels that are hub-centric; that is, they are centered by register on the axle or wheel hub. However, many aftermarket wheel makers produce wheels that are lug-centric, which means that the perpendicular straightness of the wheel studs is critical and any spacer needs to be precisely drilled to maintain that squareness. So look for spacers that are drilled for both the bolt pattern and the diameter of the wheel studs you are running. For your Torino, that likely means 5-on-4.5-inch bolt circle with ½-inch studs. When you are installing a properly machined spacer, expect to have to tap it on lightly with a rubber mallet or composite dead-blow hammer to seat it onto the studs. If it won’t go on, inspect the wheel studs to verity that they are all square to the axle/hub face.

As you’ll have gathered, wheel studs are important to this process, so here are some additional guidelines. Knurled wheel studs should always be pressed in or out, not pulled in with washers and a lug nut or beaten out with a ball peen. This ensures that the stud is squarely seated and the head is flush against the hub/axle. Harbor Freight and others have very serviceable 12-ton presses for around $125, and if you don’t have one, you likely know someone who does. Next, be sure that the knurl does not show past the wheel side of the axle flange/hub face. If it does, it can prevent the wheel or spacer from seating properly.

Typically, the single biggest reason folks have trouble with wheels spacers comes from insufficient torque on the lug nuts. It is a common misunderstanding that the wheel studs prevent the wheel from slipping against the axle flange/hub, but this is incorrect. It is the coefficient of friction between the wheel face and the flange/hub face and the clamping force exerted by the lug nut on the stud that keeps the wheel in place. A wheel stud can only bend if the lug nuts are not properly torqued. Adding a wheel spacer between the flange/hub and the wheel does nothing to change this. NHRA rules allow spacers and only require that lug nut thread engagement is equal to the diameter of the stud. This means that super-long studs that stick out through the lug nuts are not required. The NHRA and other sanctioning bodies require the ability to inspect the thread engagement, so use either conventional open-end, taper-style lug nuts or open-end, mag-style lug nuts, such as those from McGard.

What is the right torque amount? For stock Ford-type ½x20 studs installed dry that are Grade 8 equivalent, it’s 120 ft-lb. Specifically for wheel studs, we recommend using either nickel antiseize or a dry film lubricant. Always hand-start the nut on the threads, then run down with an impact or ratchet-style socket and torque to spec with your torque wrench. The lubricated torque spec is 90 ft-lb. If you’ve upgraded to ARP wheel studs, the lubricated spec rises to 110. For those running 7/16 studs, the lubricated spec is 80, and for drag-racing 5/8-inch drive studs, the number is 240! The clamping force on those ½x20 studs is 21,560 pounds per stud!

The last item is how thin or thick can you go with spacers? As long as you have adequate thread engagement and torque the lug nuts properly, up 2 inches of spacer on the rear and 1 inch on the front will not present any significant issues. As a wheel and tire are spaced farther out on the front, the scrub radius will increase making the car more sensitive to bumps and pavement grooves. It will also slightly increase the load on your front wheel bearings. Lastly, as you increase front track, you improve lateral stability, but you may feel a bit more squirm under braking. This is why we suggest no more than 1-inch spacers on the front.

Now you know you can safely solve your brake-caliper interference and stance issues with spacers. As you’ll also now know, it’s always the best idea to use your brake manufacturer’s template (should be available online) to test wheel fitment before mounting them and making them unreturnable.

Wheel spacers come in a variety of sizes, materials, and configurations for bolt pattern and stud diameter. Note that the thinnest spacer shown, 1/8-inch, is made from steel. That is because aluminum that thin can deform under proper lug nut torque settings.

These mag- or shank-style lug nuts from McGard are made from high-quality steel with rolled threads and have a long-lasting hard-chrome finish. They are open ended for inspection by track officials, but also come with easy-to-remove broached hex caps to keep out road grit.

ARP makes these 200,000-psi wheel studs in a variety of lengths, diameter, thread pitch, and knurl sizes. Be sure the knurl does not extend past the face of the hub and that the stud is long enough to provide thread engagement at least equal to the diameter of the stud.

NHRA wheels rule.

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Green Mamba: A Wild 1968 Pro Touring Corvette

Autocross has become quite the popular sport among weekend car enthusiasts and its popularity these days means the landscape of vehicles competing is drastically varied. It’s still a great way to bring out your newer Camaro or Corvette and see what she will do or even give it a go in your classic muscle car. But with time, competition and rivalries arise and it takes more than a decent driver in a 2010 Camaro SS to bring home top honors nowadays. It’s all about purpose-built late-model rides and hard-core Pro Touring muscle. Anything short of that and you’re stuck at the kid’s table.

Bob Bertelsen of Columbiana, Ohio, has been around the autocross scene long enough to know that. In fact, he’s built a few different machines that have seen time weaving through cones in parking lots, such as his 1971 Camaro and 1969 C10 pickup. While they were both plenty fun to drive, the competition wasn’t slowing down and he needed something new to keep him in the game. That’s when he decided on a Corvette. Some of the leading autocrossers were running late-model Corvettes, but there was no appeal to Bob in just buying his way onto the podium with a newer car and some performance upgrades. No, he wanted to build something. He ended up settling on a 1968 Corvette for its short wheelbase and potential for a seriously good power-to-weight ratio.

Bob found the Corvette in Columbus, Ohio, and purchased it back in the fall of 2014. According to Bob, “The previous owner told me they were the second owner and knew the first owner. He said the car was stored every winter and the car had not been driven since the early ’90s.” Spending winters in the garage and only having two previous owners fared well for the Vette because once Bob got to tearing the car down, he found the frame to be in pristine condition.

Around the same time as his purchase of the car, Bob had been in contact with Kyle Tucker of Detroit Speed Inc. regarding a suspension system for C3 Corvettes. They didn’t have anything on the market just yet, but Kyle and Bob struck up a deal to use Bob’s ’68 to mock up their first prototype suspension system. The car then sat for a while as the guys at Detroit Speed started the design and build process of the suspension components on their own C3 test mule. Once they had the front and rear suspension figured out, they made a complete prototype set and Bob sent his Vette over to their shop in North Carolina. Detroit Speed test-fitted the parts to Bob’s unmolested chassis, making a few changes here and there. Finally, in May of 2016 Bob got his car back.

What he got was the Detroit Speed C2/C3 SpeedRay suspension package up front along with their C2/C3 DECAlink independent rear suspension (IRS) out back. The system utilizes Hypercoil springs with JRi double-adjustable shocks all around while the spindles, A-arms, and antisway bars were designed in-house by Detroit Speed. The DECAlink IRS features Detroit Speed’s Hammerhead 12-bolt rearend with a 3.55:1 gear and Detriot Truetrac limited-slip.

Back from Detroit Speed, Bob chose a set of Baer Brakes 6R disc brakes for all four corners. The 14-inch rotors and six-piston calipers with Detroit Speed’s brake bias control would give Bob all the stopping power and adjustability he needed.

The next big step for Bob’s Corvette was bodywork, but since form follows function, his choice of wheels and tires were mounted first. He went for a set of Forgeline CV3s measuring 18×11 in the front and 18×12.5 in the rear, wrapped in BFGoodrich Rival S 315/30R18 and 335/30R18 tires front and rear, respectively. With the wheels and tires mounted he could get the look and stance he desired while still leaving adequate room for suspension travel.

So, about all those body modifications. We would have to keep you here all day to fully explain all the work that went into every detail so we’ll do our best to keep it semi-concise. With the Forgeline wheels in place, Bob fitted some fender flares he had previously purchased, but the wheels still protruded past the edge of the flares. He then modified the flares and extended them to clear the tires. It was the hood’s turn next where Bob grafted late-model ZL1 hood vents to the ’68 hood then re-engineered the stock C3 side vents to match. Bob’s focus then shifted to the trunk and rear window. “I always felt the rear deck on a C3 Corvette looked a mile long, so I decided I would slope the back window,” Bob told us. And while he was at it, he cut the rear deck and made a trunk with CAD-designed and CNC-machined aluminum hinges. Back up front, Bob decided to rid the Corvette of its popup headlights so he filled the gaps with fiberglass and fitted custom billet mounts for each side that would house a total of 14 LED lights. Bob put some final touches on the exterior with carbon-fiber bumpers, splitter, rear wing, and side-view mirrors.

And of course, we can’t forget about the paint. To really make sure his Vette stood out, he made a custom mix with BASF R-M and called it Green Mamba, which he also ended up naming the car. Pro Comp Customs of Glenshaw, Pennsylvania, were then tasked with doing the final bodywork and paint.

Remember, this build is about more than just looks so under the hood is one seriously potent LS7 built by Kurt Urban, now of SDPC Raceshop, the custom engine build shop of Scoggin-Dickey Parts Center. The 427-cubic-inch mill saw a complete rotating assembly with Diamond flat-top pistons along with Callies Compstar crankshaft and rods. The camshaft is a custom grind spec’d by Kurt Urban Performance for this specific engine. The LS7 is topped with a FAST LSXR 102mm intake and throttle body and is controlled by a Holley Dominator ECU. With the above upgrades to the LS7 and 11:1 compression, the engine puts out 650 horsepower at the flywheel and will rev all the way to 7,500 rpm.

Since Bob would be running the Vette hard on track, the LS was retrofitted with a Dailey Engineering dry-sump setup. Bob then had Hickey Metal Fabrication of Salem, Ohio, laser cut the aluminum pieces he needed to build a remote oil tank that would bring the system capacity up to 3 gallons. Then, to keep the engine temps under control, Bob installed an aluminum radiator from C&R Racing. Finally, the exhaust system is comprised of custom 1 7/8-inch headers going into stainless steel pipes and out 4-inch side pipes from Hooker.

Behind the LS7 is a Bowler Performance Stage II TREMEC Magnum six-speed transmission. Transferring power between the two is a Centerforce Triad triple-disc clutch inside a Quick Time bellhousing. Bob also added Auto-Blip, which gives him an auto-rev-matching ability. Just press the brakes going into a corner, apply the clutch, then utilizing a drive-by-wire throttle the car will automatically blip the throttle for a silky-smooth downshift.

Going inside the cabin of Bob’s Corvette, the main talking points are the custom dash, center console, and door panels done by Trick Labs of Butler, Pennsylvania. The Cobra seats were re-covered in black leather and perforated suede to match. Instead of your classic gauge cluster behind the steering wheel, Bob opted to go high-tech with two digital displays in the center console. The top display is from AutoMeter and feeds Bob all the information he needs to know via the Dominator ECU. Below it is a touch screen Samsung tablet that is used for navigation and to play music through Bluetooth-controlled Kenwood speakers. Just below the tablet are his Vintage Air controls for heat and defroster. As far as driving controls, a Detroit Speed MPI steering wheel and NRG quick-release hub is connected to an ididit steering column.

The whole build—once Bob got the car back from Detroit Speed—took just over a year to complete in his two-car garage. Before long, he was getting to try out his new Pro Touring, autocross beast for the first time. After just a couple sessions on a road course and autocross the car more than met his expectations. “Man, this thing will do more than I thought it would!” was his first reaction. But how will the car fare when stacked up against the big dogs? “With a little more seat time, I will be nipping at the leaders’ heels,” Bob stated confidently. Time will have to do the telling, but we, too, think he’s got a pretty good shot.

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Holley’s 1966 Mustang Is a HOT-Bed for Engine Innovation

Holley’s Ti-VCT test mule

It was subtle, but keen-eyed SEMA-goers would’ve found Holley’s Easter egg on its newest project car, “Corner Horse.” This 1966 Ford Mustang fastback is more than just a Coyote-swapped Pro Touring machine with a nostalgic kick—it’s Holley’s test mule for the company’s new Ti-VCT control for Dominator and HP systems. Tom Tomlinson, Holley’s “Chief Gearhead,” worked extensively with Detroit Speed & Engineering (DSE) in Mooresville, North Carolina, to bring this eBay find to the 2016 SEMA Show to introduce the new variable cam timing controller.

The Corner Horse moniker comes from the Kentucky Quarter Horse, something of an everyman’s hot rod in its own right. Bred to work during the weekdays and race during the weekends, the breed was favored by ranchers for its prize-winning speed and good manners, which echoed Tom’s goals for the build.

Starting out as a six-banger California car, Tom had Holley’s Scott McLaughlin inspect the once-repainted Mustang before clicking “Buy It Now.” Other than a “period-correct,” slide-hammer dent repair in the rear quarter, it checked out as a solid foundation for Holley’s Ti-VCT development car. “I’m always a little nervous about repainted cars—it’s so easy to hide damage,” Tom said. “But for a fastback Mustang, it was reasonably priced.” After bringing the car back to Holley’s HQ in Bowling Green, Kentucky, Tom worked with Michael Miernik on Corner Horse’s concept rendering to pen the vintage road-race look.

The first stop after teardown was DSE, where Tom’s son, Blake, would take the reins as lead fabricator. After mediablasting, Blake repaired the rusty cowl and footwells before turning his attention to the damaged quarter. Once the preliminary bodywork was completed, DSE’s Mark McDonald began work on the chassis. The factory sheetmetal “framerails” were removed, and Mark welded in box rails that ran from the rear bumper to the front subframe, tying the chassis together while also providing the new pickup points for DSE’s Quadralink rear suspension.

DSE’s Aluma-Frame crossmembers provide new pickup points for tubular dual A-arm suspension with DSE/JRi coilovers. Hooker BlackHeart headers and exhaust provide the only music Corner Horse makes—there’s no radio! Corvette C6 spindles with SKF racing hubs also provide fixtures for ABS sensors.

From there, Mark also built the rollcage to further stiffen the chassis while also bringing track safety up to snuff. Up front, DSE installed its Aluma-Frame front crossmember, which utilizes tubular control arms and Corvette C6-style spindles and brakes with heavy-duty SKF hubs. A Ford 9-inch was stuffed with gun-drilled Stielow Engineering axles with C6 Corvette ABS reluctors, along with C6 rear brakes and 3.89 gears on an Eaton Truetrac.

To fit the sticky 275-front, 335-rear BFGoodrich Rival S tires, Blake fabricated steel fender flares on all four corners with DSE’s mini-tubs and shock-tower eliminators, which also gave Corner Horse the vintage road-race feel Tom was after. “I saved up photos of vintage Ford race cars, Mustangs and Cobras,” he said. “The inspiration for the flares, wheels, and spoiler was a Trans-Am vibe, but in a streetable car.” The tailpanel was modified to house a motorcycle filler cap before Blake focused his attention on the sheetmetal rear seat delete, which hides the ECU and battery in a custom floor compartment.

Once the main fabrication was completed, Corner Horse was sent to Sled Alley in Clinton, Michigan, for final prep ahead of paint. Matt Gurjack worked to finalize the panel gaps while also re-leading the original seams before shipping the car to Dutchboys Hotrods in Kalamazoo, Michigan. The body was block-sanded and prepped, and PPG True Blue was laid down with Porsche/Audi creamy white stripes, with just about any surface left over shot in semi-gloss black.

Sled Ally was tasked with the final assembly, bringing the pieces together in the weeks ahead of SEMA—heck, Tom didn’t even get to hear that Aluminator breathe until the show began! You can expect to see Holley’s twin-cam test mule out and about in 2017 as it begins stretching its legs with Ti-VCT control.

Holley’s Ti-VCT Controller

The majority of camshafts have fixed variables, meaning they’re optimized for a very specific rpm range. Typically, cam position is set once during engine assembly. However, with modern engine controls and timing components, the cam (or cams, in the case of the Coyote) can be advanced or retarded while the engine is running to broaden the torque and power curves. They can even create artificial overlap to feign the idle of a choppy cam, such as the “ghost cam” idle found in the S197 Boss Mustang (with the Track Key).

This is done with a cam phaser, a two-piece cam gear that uses oil pressure to hydraulically adjust angle between the chaindriven and camshaft halves of the timing gear relative to the crankshaft. Ford’s iteration, Twin Independent Variable Cam Timing (Ti-VCT), can phase through 25 degrees of cam rotation (12.5 degrees advanced or retarded) and is notable among current domestic V8s for being able to independently adjust the intake and exhaust valve timing, thanks to its dual overhead cam (DOHC) configuration (with a phaser for each intake and exhaust cam), whereas LS, LT, and Gen III Hemi engines can only adjust the single cam that carries both the intake and exhaust lobes—though the Viper’s 8.4L V10 uses a concentric “cam-in-cam” to independently adjust intake and exhaust lobes.

Most high-performance Coyotes lock out the Ti-VCT phasers to prevent cataclysmic piston-to-valve contact when using an aggressive camshaft. While some kits limit the phaser’s travel—providing at least some timing control—you’ll often see kits that lock or remove the phasers entirely. While this typically optimizes the cam timing for high-rpm applications, you lose substantial midrange numbers. In a box-stock Coyote, there’s more than 50 lb-ft of advantage at 3,000 rpm compared to locked cams, with substantial gains all the way to peak horsepower. Holley’s Ti-VCT controller is an add-on module for its popular Dominator and HP EFI systems that picks up the performance data it needs from the shared CAN-BUS connection. Holley provides adjustable cam tables in its tuning software. “We have a variety of base maps. You find one closest to your application and load it in,” explained Adam Laymen, Holley EFI systems manager. “Obviously, if you’re going outside the boundaries for what we’ve mapped, you are on your own a bit. But even if you’ve never mapped variable valve timing before, we’ve set it up in very simple terms so anyone who can understand lobe-separation angle and lobe centerlines—and what you’re trying to accomplish with them—can build a table.”

Holley developed its variable valve timing controller on the four-cam Coyote, as it proved to be the most complex platform, but the company expects to release LS and LT versions in the near future now that the bulk of development is saddled on Corner Horse.

DSE’s Quadralink uses stiff but non-binding joints to allow for better compliancy while also providing a wealth of adjustments. The 9-inch has been outfitted with 3.89 gears on an Eaton Truetrac and gun-drilled axles with Stielow Engineering axle ends that are splined to use C6 Corvette hubs, calipers, and ABS sensors.

The Aluminator XS is a rowdy, 500hp, 5.2L Coyote with 11:1 compression, thanks to 3.7-inch forged Mahle pistons with Manley H-beam rods.

The interior was kept near stock, with updated materials and hardware throughout. Recaro seats with Schroth harnesses keep you from leaning on your knees in the corners with better torso support. The transmission tunnel was also raised to clear the D&D Performance–built T56 six-speed, and DSE fabricated a factory-style, four-speed shifter.

Holley’s custom GPS-enabled speedometers ensure accurate readout regardless of what updates happen in the driveline.

The rear seats were deleted, and the new sheetmetal panels were covered in vinyl to blend into the factory interior textures.

The 18×10 and 18×12 EVOD wheels were styled after early Shelby Cobra pieces. BFGoodrich Rival S tires handle the road, 275/35R18 up front and 335/30R18 in rear. Baer six-piston brakes clamp down on all four corners with help from a Bosch Motorsports ABS module.

Dutchboys Hotrods sprayed the PPG True Blue metallic with creamy Porsche/Audi white stripes.

Holley’s Ti-VCT control enables hot rodders to take advantage of cam phasing to widen the usable powerband of a given camshaft(s). Expect LS and LT versions next.

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