I have not done this and I'm not finding that option anywhere in INPA. Is this available in ISTA?
Discussion about issues encountered whilst converting to M3 Flash and GWS
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I have not done this and I'm not finding that option anywhere in INPA. Is this available in ISTA?
The m mode is just a preset stored in one of the modules. Whenever you press it it recalls those settings and I think it does that via CAN. I thought it was stored in the CiC but given we’ve changed all of the m3 modules it seems I was wrong and the settings are stored in the one module we haven’t swapped, the DME.
Ive seen other inconsistencies in Newtis before. I cant offer anything more than the links you’ve posted as theyre what ive seen previously.
thats an understatement and a half, i just wired a whole car with it, omg the errors. and when i have 2 other physical cars to compare to, they dont lie.
derek, you need to reset the dme variant, else your wasting your time.
if any of you guys are using the inpa package from mikes standard tools, get rid of it, it crap.
use the following, it has the proper functions
https://www.bimmergeeks.net/downloads
I've reset all adaptations. But no screen in inpa, ista, winkfp or ncsexpert say the words variant and reset. So I'm confused...is this a terminology thing or is my inpa version lacking (it's v5.000 and I believe was from Mike's tools).
I'll download bimmer geeks.
This is the problem with INPA. It is controlled with rudimentary XML (ini) files, so I can change any label of any text to say anything I want (which is why it was/is easy to translate the program into english). That power is also its downfall. Because there are probably 100 different terminology variations out there now.
That's why I got downloaded the version that @Bimaxtremeretro suggested that way I'm looking at whatever he is looking at. Hopefully that eliminates one variable.
Anyone know what the Digikey or Mouser PN is for our DME, DSC, etc pins? I want to add the wires correctly. I have the PN for our pins on our non weather sealed connectors (i.e. interior connectors), and they come out to about $0.03/ea if you buy 100 of them. I'd like to just buy 100 DME pins too.
Most of the parts came in... the important ones at least, and thanks to @NoQuarter the Dupont Wires Suggestion, which will get me by until the correct plugs arrive (FCP sent the wrong ones). My plan is to get the kombi in, then re-read the threads to write up notes on wiring (re-pinning) and flashing. Unless a draft exists already and you're looking for someone to validate it?
Where is the donate to Beer fund button?
Where is the donate to Beer fund button?
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So far the best wiring guide has been @dyezaks thread. I’ve had a crack at the coding guide but it’s far from complete so feel free to take notes and compile what needs to be changed
https://bmw.spoolstreet.com/threads/m3-flash-and-gws-into-non-m-coding-document.3035/
https://bmw.spoolstreet.com/threads/m3-flash-and-gws-into-non-m-coding-document.3035/
Caught up now.
Setting VO to *KG93 (from E82 *UC93) allowed US based M3 display defaults when default coding the M3 kombi after clearing the eprom. VIN synced and mileage without tamper dot... Large gear numbers and all. Before that, using the *UC93 caused the display to format like original non-M and non-E90 (clusters are physically different in the center).
The only code change I made was setting rpm to wert_02. Will have to research why that was recommended. I'm wondering if the 335is kombi will configure properly (aka no manual intervention) if default coded with the VO set to represent an M3? Could simplify the process.
GSW installed and not active at all (as expected) with non-M DCT programming. Once the TCU was flashed to MGTS (because the number was easy to find), GSW lit up. Cleared codes and test drove. I can confirm the part throttle shifts up in 5th and 6th seem to slip the clutch for a long time. Example. 1/3 throttle at 3500 rpm, upshift and rpm still at 3500. Lift and throttle again, now at 3200 rpm cruising. Weird.
Sorry, but couldn't find anything labeled in INPA that would be interpret as "Variants" through my copy, but did find two reset options under the MEDV176 DME (Would expect INPA to be the same for both N54 and N55). One was for resetting all adaptations and the other was just called ECU Reset with a warning.
Tried them both. Restarted and could hear some adjustments. Ran out of time. Will test tomorrow.
Oh, I had two errors sticking around... will check tomorrow and see if they are still there and grab a snap shot of them. Gave me the impression that the TCU and DSC were unable to talk about something. Each module had a similar message that pointed to the other. Too late to remember. Might reinforce that these modules are meant to work together.
/Chris
Setting VO to *KG93 (from E82 *UC93) allowed US based M3 display defaults when default coding the M3 kombi after clearing the eprom. VIN synced and mileage without tamper dot... Large gear numbers and all. Before that, using the *UC93 caused the display to format like original non-M and non-E90 (clusters are physically different in the center).
The only code change I made was setting rpm to wert_02. Will have to research why that was recommended. I'm wondering if the 335is kombi will configure properly (aka no manual intervention) if default coded with the VO set to represent an M3? Could simplify the process.
GSW installed and not active at all (as expected) with non-M DCT programming. Once the TCU was flashed to MGTS (because the number was easy to find), GSW lit up. Cleared codes and test drove. I can confirm the part throttle shifts up in 5th and 6th seem to slip the clutch for a long time. Example. 1/3 throttle at 3500 rpm, upshift and rpm still at 3500. Lift and throttle again, now at 3200 rpm cruising. Weird.
Sorry, but couldn't find anything labeled in INPA that would be interpret as "Variants" through my copy, but did find two reset options under the MEDV176 DME (Would expect INPA to be the same for both N54 and N55). One was for resetting all adaptations and the other was just called ECU Reset with a warning.
Tried them both. Restarted and could hear some adjustments. Ran out of time. Will test tomorrow.
Oh, I had two errors sticking around... will check tomorrow and see if they are still there and grab a snap shot of them. Gave me the impression that the TCU and DSC were unable to talk about something. Each module had a similar message that pointed to the other. Too late to remember. Might reinforce that these modules are meant to work together.
/Chris
Interesting, I was able to get 'large text' showing up in the 335is cluster with some simple coding values ('gear indicator' related options).
Sounds like your car is shifting the same as the others (mine included). Hard to tell if that is intended behavior due to 'light application' of throttle? @dyezak has found some videos showing M3s with similar slow shifting, difficult to tell if it's normal or we are destroying our clutches.
Regarding EGS/DSC codes, it is probably start assist not being enabled. I hit this as well:
I fixed my DSC error CC-ID 354 (start assist). I ended up disabling start assist completely via:
Code:C0F_AFH_HSA wert_00 C0F_HSA wert_00 wert_10
Car is fully functional now!
I think I may have found it but it could depend on who's version of INPA you're using. This is a pic from my INPA that I downloaded from Bimmergeeks. Note shift + F6
Mine may have that was well (my install is years old), but would need to double-check. I know I've been on that screen to reset the FCV in the last year or 2. Isn't there another page to reset all too?
As for the shifts, is anyone at all running (or tried) a stock DME flash? If the DME/TCU aren't communicating torque properly, it might not matter, but even on my IS, I've experienced a lot of flair on part-throttle shifts in certain gears from torque tuning changes while WOT shifts remained solid as a rock. Low/high RPM and part/full throttle are very different scenarios for releasing/re-engaging a clutch. I'll assume anyone on a tuned flash probably has increased torque output, torque request or other changes that impact (increase) one or both in various ways.
I really don't remember my M3 shifting "too" lazily. D in lower modes wasn't exactly solid by any stretch, but that definitely was not the case in higher modes.
As for the shifts, is anyone at all running (or tried) a stock DME flash? If the DME/TCU aren't communicating torque properly, it might not matter, but even on my IS, I've experienced a lot of flair on part-throttle shifts in certain gears from torque tuning changes while WOT shifts remained solid as a rock. Low/high RPM and part/full throttle are very different scenarios for releasing/re-engaging a clutch. I'll assume anyone on a tuned flash probably has increased torque output, torque request or other changes that impact (increase) one or both in various ways.
I really don't remember my M3 shifting "too" lazily. D in lower modes wasn't exactly solid by any stretch, but that definitely was not the case in higher modes.
I see a similar option with another version of INPA. Will have to try it.
I didn't have much drive time today, but noticed an odd flaring between 1-2 at half throttle. Could hear the throttle fluctuating, as if I was losing traction and then it shifted. Daily driving seemed fine, but different. Race pads kept squealing like a pig down the road making it annoying to test drive. Swapping back to street pads before putting any more miles on it.
I didn't have much drive time today, but noticed an odd flaring between 1-2 at half throttle. Could hear the throttle fluctuating, as if I was losing traction and then it shifted. Daily driving seemed fine, but different. Race pads kept squealing like a pig down the road making it annoying to test drive. Swapping back to street pads before putting any more miles on it.
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