BMW-335i (E90 N54)
Forwords for the N54 application The N54 engine ... is blessed with a vey intelligent engine management system. One of the many great features is very beneficial to water/methanol injection. Some basics: - The engine management (DME) is only as intelligent as what it can process from multiple sensors. - The power output from a given condition is limited by quality rather than quantity of fuel ingested. Water/methanol injection: The main function is to provide inlet, in-cylinder cooling and some octane enhancement. When the DME is seeing cooler charge air and absence of knock, it will not limit power to protect the engine. How much is too much? The limit will depend on the DME?s ability to pull fuel to maintain correct air-fuel ratio. The N54 engine is equipped with two lambda sensor to monitor each bank of three cylinders. Unfortunately it cannot read each cylinder individually so lambda (excess oxygen) is based on the weakest cylinder, other cylinders will be running rich especially a large amount of water/methanol is injected in the inlet tract without any guarantee of even distribution. A few solutions? 1. Avoid injecting high ratio of methanol to fuel so the afr variations between cylinders are minimised. 2. Port injection is one way to overcome this variation. There is cost consideration as well as the risk of one clogged jet. A good failsafe is therefore essential. Although the DME can replace the lean cylinder but also means the other two cylinders will be running pig rich until the clogged jet is serviced. 3. Placing the jets as far away from the throttle is one way to improve the cylinder distribution. Longer inlet path allows more evaporation to take place and better cooling. Reduction of droplet size (mass) by the process of evaporation promotes even cylinder distribution. 4. A delivery system that will keep the methanol ratio constant so the DME can pull fuel gently rather abruptly. A single stage based at one trigger point is not ideal unless you live life by the quarter mile or only interested in WOT dyno results. In conclusion... if you are investing on a wmi system, why compromised for the sake of a hundred dollars or two on a system that will perform well under all load condition with a proper failsafe. You will only get what you paid for. http://www.aquamist.co.uk/HFS4/wirin...4v3-N54_FS.gif http://www.aquamist.co.uk/HFS4/wiring/N54/dme parts.gif |
Re: BMW-335i (E90 N54)
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Re: BMW-335i (E90 N54)
This is the wiring diaghram for Vishnu procede Rev3 http://www.aquamist.co.uk/HFS4/wirin...ocede-Rev3.gif |
Re: BMW-335i (E90 N54) for JB4
We have had a few requests from the N54 community to provide information on "how to" interface with the JB4 tuner. After some research we have some up with following working environments: 1. JB4 requires a full flow signal of 0-2V to cover the 0-2000cc/min range 2. The HFS-4 will output 0.25V to 2.3V signal to match JB4's requirement. 3. Finer failsafe trigger details has to be configured via the JB4 software. 4. The sole failsafe responsibilities are now rested upon the JB4. 5. We can provide additional failsafe soultions by the HFS-4 if requested. 6. Since the HFS-4 provides very fast response to load changes from cruise to WOT, ensure the JB4's failsafe algorithm is equipped to deal with this working environment. 7. Please post here for extra support for seamless HFS-4 to JB4 integration. http://www.aquamist.co.uk/HFS4/wirin...-v2-JB4-v3.gif |
Re: Charge pipe options for jet adaptors
The HFS-4's water jet thread size is M8 x 0.75mm. For ease of installation we provide two M8 to 1/8NPT adaptors.
Some people has experienced problem of fitting these adaptors into their charge pipes. There are rumours that our NPT thread is different from other NPT threads. This is not true. NPT thread is tapered. Our NPT thread has a large diameter, but thread pitch is the same. All you need to do is to run the tap a bit deeper. We did this for several reasons. 1. We have a stronger wall between the M8 and outer NPT thread. 2. The large diameter allows more freedom to adjust the depth of the adaptor. 3. No need to use plumber's tap to fill up the gaps. 4. Lastly, clean the components before loctite. Just to confirm, our jet adaptor can be fitted into any charge pipe. |
Re: BMW-335i (E90 N54)
Thank you Rich for the diagrams. Does this mean I can use map3 with the JB4? What settings should I input as Terry only told me all the failsafe's would rely on the pwm kit.
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Re: BMW-335i (E90 N54)
I am a bit confused on what Terry was saying about the pin #15 on the JB4 and it is suppose to talk care of the failsafe.
Either way, I can make another alternative drawing so that the failsafe is implemented on the HFS-4. I am not a vendor on the forum so I cannot post. Let me know if you can ask Terry to confirm one way or the other. |
Re: BMW-335i (E90 N54)
Quote:
"If it comes with a flow sensor you can wire the 5V output to the JB4 pin#15 and skip the rest of the AM failsafe wiring, as the JB4 will handle that for you." I'm still confused if I still use map 3 as if it was his integrated system |
Re: BMW-335i (E90 N54)
In this case follow the diagram on post #4. Just connect the yellow wire to pin #15 of the JB4 and let JB4 take care of the failsafe.
If you want double safe, add the brown and white wire to cut boost (post #1) |
Re: BMW-335i (E90 N54)
Is there a diagram for HSF-4 to Procede Rev 3 install for the 335i?
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