I have a CAN Tool I'm not using. Bought an OBD wireless module to data log with. PM me if interested.

 

Thanks for adding the info to page 1!

 

all credit goes to cerenkov for putting it together. all i did was cut and paste it to my original post. =)

 

Terry,

Just be aware that the Bavarian technic does not work on all R56 minis. I have it and it works perfectly on my 2009 N14 JCW.

However, when I try and use it on the 2013 N18 GP it does not work properly. It does download codes, but many of them are just numbers with no context. Also, it will not clear many of these codes. Even something as simple as a catalytic converter code it would not read or clear properly. This is a racecar with no airbags etc, so there are always lots of codes both in the engine and other modules, which I know are there based upon autologic scanning, but bav technic does not see them all. This compares to my N14 where bav tech is perfect.

When I looked at the documentation, bavarian technic clearly states it only supports R56 up until 2009. I emailed their tech department and they confirmed this. They have no plans to upgrade coverage anytime soon. They confirmed it would read and clear some codes on my 2013 model, but it would be patchy and incomplete.

Autoenginuity and autologic do have support, but $$$ ++

Just giving you a heads up, as people with the tune are all N18 owners. Maybe bavarian technic will work for some, but there is no guarantee. Might be worthwhile you speaking to Bavarian technic.

 

Sounds like BMW put the screws to BMS

 

The n18 motor uses the same protocols as the n55, so you may need to select a n55 335 to read codes digits properly, etc. I'm not sure on that but Bavarian Technic can get you up to speed. I'm 100% certain it can delete any n18 DME code as the command it uses is the same as the CT for that purpose. As is the case with the CT if you have an active issue (like a faulty sensor) then that code will not clear with any tool until the sensor is replaced.

 

Quick Question: What are acceptable timing values for WOT with the JB+ on 93 octane. Typically the number smoothly drops to about 2-3* BTDC at full boost (~16.4 lbs avg). Sometimes on the same tank of fuel in the same air (~35*F ambient) I will see the number drop to -2 or -3*. Is this normal?
Can other people post their typical timing results on 93 octane?

 

Don't know about timing but I see 18.5 pounds
A boost at factory setting on 93 oct

 

At what ambient temps are you seeing 18.5 PSI of boost?

 

Timing is dependent on a lot of different variables. Comparing would be useless. The only thing that we can do is look for the 3 degree step reductions which are indicative of timing being pulled.

That being said, people like positive values.

 

70-80f

 

That would be why. I am edging on freezing in Chicago.

 

I see three degree steps all the way down to the final resting value. That's just how the engine works. If it drops three from 11 to 8 for example that is not a symptom.

 

Here's a quote from the N54 forum that Terry linked too (I believe our engines works similar)

"Of more importance is watching out for sharp drops of more than 3 degrees in the engine high torque/power band…. typically in the > 4500 rpm range. Sharp drops of 3 degrees from one scan to the next indicate potential knock activity and are a general indication that the boost curve may be set too high for the available octane. Drops randomly throughout runs especially on pump grade fuels are expected but repeated drops in the same gear indicate an overly aggressive tune."

I'm running the JB+ at 50% with 93 octane and have yet see multiple 3 degree reductions (if any at all) in my data logging (this was all done with no meth). I've posted a log file a few posts up.

 

I suppose it is tough to decipher what is going on with my car. It's not failing to perform by any means, and all seems well I was just looking to clarify the information about the 3 degree drops. It's almost impossible to keep up with the timing number. I suppose I will flat foot it in 3rd gear at 2500 and see how it behaves as the revs climb at 100% load. I have at least 93 octane in this tank, most probably 94-95 because of the left over e85.

 

What are you using to monitor/log?

What do you have the JB+ set at?

It is difficult to monitor timing, normally it's bouncing all over the place. I do think it is easier on a 3 or 4th gear pull to redline. And I think it's easier to study graphs after the fact.

 

I have the Scangauge. The JB+ is at 1 o'clock right now. Air temp ~35*. Intake temps in the 40's and 50's. Water temp typically stable at 179 in Sport mode.

 

I think I'll remove the JB+ too this week and see what the engine's tendencies are at stock.

 

That's not overly aggressive, especially if you are using 93 and e85.

I'll be removing mine next week for a oil change at the dealer. I'll be doing some baseline logging with meth spraying.

 

Right on. Be sure to post results here

 

Dropped the wifey off at the airport. Ended up at 115 mph (closed course in Mexico) and watched the timing drop quickly 11, 9, 6, 2, stabilizes at 1/0 then climbed slowly to 1, 2 at redline. Took it to fuel cut for the sake of completeness. Same tank of fuel described before. (93 oct plus maybe a gallon of e85) JB+ at 1

 

With my gm tuning experience I would be recording KR , knock retard , that tells you your timing is too much. I would guess the more boost
The less timing but I could be all wrong.

 

Yeah, I used the KR on my LS1 but I only have a way to track timing in general. We are essentially talking about the same thing but working with what we have.

 

Yeah, I don't believe there is a way to monitor knock counts directly like the GM's. Maybe with some high end equipment.

 

We'll have to do it the old fashioned way. Data log and watch for our known cuts. Did you see my post from this morning, cerenkov?