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From what I've read, there is a DME update provided by BMW to address the 4k power dip along with other problems the original ZHP tune had. My question is, is there still a ZHP 'specific' software update? When I go to my indy for the update, will he know there is specific update for Performance Package 330's? Has BMW labeled a separate tune from the regular 330's for the latest updates, or is there now a generic one?Sorry if my question is a little confusing, I was having a tough time trying to phrase it LOLSent from my DROID2 using Tapatalk. Yay for driving vids! Don't do anything your mom wouldn't do on the road.
Please make sure you are a professional driver on a closed circuit course. Thank you.Of course I couldn't get it to happen when I tried last night. Clearly the solution to this problem is to always have a video camera mounted in the car in order to prove I have a problem. And I'll never have it again.Getting the sound recorded might be a little tricky also - with windows or sunroof down it's too buffety in the cabin, and with the cabin sealed, well. The car's pretty quiet.
I'll give it a shot again today, though. I can guarantee your dyno readings will show it. But do you actually feel it in real life driving?can see my RWHP figures climb and there's just a tiny burp at 3500. The graph blocks the torque which spikes at about 245ft-lbs but starts a dive to 20ft-lbs less which is only an 10% drop for a split second so in real time driving on my car I don't feel anything.
It's weird how torque falls as RPMs rise but I guess torque is best felt at the low end where it's important since torque is how hard you can twist. Horsepower rises as RPM's rise which is good in the high end since HP means how fast your can twist. It makes sense from a practical standpoint. It's easy to push against something moving slowly, and past a certain sweet spot it becomes increasingly harder to push against something moving quickly.
Imagine riding a bike. You can apply a lot of force to the pedals when they're turning slowly. But if you're going as fast as you can in that gear, the pedals are almost falling away from your foot as quickly as you can try to push against them, which results in you only being able to impart a fraction of the force upon them. Most of your available energy at that point is spent just keeping your legs moving that fast. I have a 2006 330Ci ZHP with manual transmission and I have the flat spot/hesitation at just past 4000 RPM. It is very noticeable going from 2nd to 3rd. I read in this months Bimmer (E46 Buyers Guide) about it and have been researching it more.
In the article it says the ECU needs to go to New Jersey for programming. The car is still covered under the CPO warranty. I went to Roseville (CA) BMW and spoke to the shop foreman. He found the service bulletin on it and confirmed it is a known issue. He also indicated that the ECU would have to go to New Jersey to be reprogrammed But he and the service tech told me that my CPO warranty did not cover it. I find this ludicrous.
Niello BMW in Sacramento told me it is not covered by the CPO either. I read all of my CPO paperwork and I don't see how they can deny me. If anyone has more info or suggestions it would be appreciated. I have a 2006 330Ci ZHP with manual transmission and I have the flat spot/hesitation at just past 4000 RPM. It is very noticeable going from 2nd to 3rd.
I read in this months Bimmer (E46 Buyers Guide) about it and have been researching it more. In the article it says the ECU needs to go to New Jersey for programming. The car is still covered under the CPO warranty. I went to Roseville (CA) BMW and spoke to the shop foreman.
He found the service bulletin on it and confirmed it is a known issue. He also indicated that the ECU would have to go to New Jersey to be reprogrammed But he and the service tech told me that my CPO warranty did not cover it.
I find this ludicrous. Niello BMW in Sacramento told me it is not covered by the CPO either. I read all of my CPO paperwork and I don't see how they can deny me. If anyone has more info or suggestions it would be appreciated.What part in the contract do you think covers it? I agree with you as well.We have a huge thread somewhere that discusses 'this' hesitation. The way I read the CPO Warranty, it excludes wear and tear items. This is obviously not wear and tear.
It affects the driveability of the car. I paid a premium for the ZHP Package, and it seems crazy that BMW would not want a satisfied customer over a pretty simple fix. I will try the 'Goodwill Repair' angle, but the problem is that I am not a very good customer to the local dealerships. I don't buy new cars and I either do my own service or pay an independent to do it.If a goodwill repair doesn't work I would try calling BMWNA headquarters. There should be an 800 number somewhere, might even be in our owners manuals.I got the dme update and I can tell you that the disa valve seems to stay open after the update. My guess is that the disa valve was left open to eliminate the feel of the dip. 4 zhps at work and two has the dme update.
The two with the dme update have disa valves that no longer move the valve. The non updated ones still have the disa valve close on start up.Interesting, that's the first I've ever heard of that.There are some people now claiming they can do this 4000 power dip update with one of the available software packages that are floating around the web these days. I have to wonder though why any BMW dealer can't do it then? It makes me wonder if there isn't possibly some hardware change involved with the fix. Dealers can do all other updates, just not this one. It would be nice if it were true but I still have my doubts about whether this can be done by anyone with the right software. Some people say that the Shark Injector cured their 4000 rpm dip.I had my 2800 rpm miss under acceleration fixed with an update to the latest software version but I still have a bit of hesitation passing through 4000 rpm.Barry.
I work at a dealership and the standard procedure now thanks to BMW NA is to submit a PUMA case and send the DME to get updated in NJ. Takes 3 days including shipping.
When the bulletin was created, Dealerships were allowed to update the DME in house, but I'm unsure why now it has to be done with BMWNA.The DISA valve seems inoperative after the DME update. Normally the DISA valve moves when you turn on the car. Now it remains open no matter what. I'm not sure how it looks with load cause naturally you can't tell. The DISA Valve is fully operational when it was self tested on the GT1. What other 'modifications' to the software is beyond me. I still notice a minor dip in at 4k, but Ive given up on figuring it out.
I also have the newer DISA Valve. I paid for the update since it wasn't covered under CPO warranty when it was still active. I work at a dealership and the standard procedure now thanks to BMW NA is to submit a PUMA case and send the DME to get updated in NJ. Takes 3 days including shipping.
When the bulletin was created, Dealerships were allowed to update the DME in house, but I'm unsure why now it has to be done with BMWNA.The DISA valve seems inoperative after the DME update. Normally the DISA valve moves when you turn on the car. Now it remains open no matter what. I'm not sure how it looks with load cause naturally you can't tell. The DISA Valve is fully operational when it was self tested on the GT1.
What other 'modifications' to the software is beyond me. I still notice a minor dip in at 4k, but Ive given up on figuring it out. I also have the newer DISA Valve. I paid for the update since it wasn't covered under CPO warranty when it was still active.My CPO Warranty is almost up. Are you saying that I have no hope on having this covered under warranty, or is asking for a Goodwill Repair a possibility?
How much did you pay for the programming and shipping to Woodcliff Lake? I might have to get this done.I read on bf.c that it's $150Has anybody that has experienced this dip have an automatic?The SIB is just for manual transmission cars.I haven't noticed it on mine but supposedly the last update was written 7/05.
My car is a 7/05 build date so it likely has it installed from Regensburg if it was applicable since when I tried to schedule an appointment the dealer showed no updates for my software. From reading about this for months, this is what I gather:On the normal ZHP small dips, it is the action of the DISA valve transitioning that briefly flattens the power curve. On mine and some others, the system retards itself because a knock sensor reads the DISA valve opening as a knock, and therefor retards the fuel to the engine briefly. So a normal ZHP dip is the valve opening, but the extra dip (like in mine feels like you floored the car, then fully came off the gas, then floored it again, like a bucking bronco) is the knock sensor.
The NJ DME send off fixes this knock sensor problem.And yes, dane, i dont know why it says manual only. I have yet to make any sense of that statement in the SIB. From reading about this for months, this is what I gather:On the normal ZHP small dips, it is the action of the DISA valve transitioning that briefly flattens the power curve. On mine and some others, the system retards itself because a knock sensor reads the DISA valve opening as a knock, and therefor retards the fuel to the engine briefly.
So a normal ZHP dip is the valve opening, but the extra dip (like in mine feels like you floored the car, then fully came off the gas, then floored it again, like a bucking bronco) is the knock sensor. The NJ DME send off fixes this knock sensor problem.And yes, dane, i dont know why it says manual only. I have yet to make any sense of that statement in the SIB.I didn't say.
From reading about this for months, this is what I gather:On the normal ZHP small dips, it is the action of the DISA valve transitioning that briefly flattens the power curve. On mine and some others, the system retards itself because a knock sensor reads the DISA valve opening as a knock, and therefor retards the fuel to the engine briefly. So a normal ZHP dip is the valve opening, but the extra dip (like in mine feels like you floored the car, then fully came off the gas, then floored it again, like a bucking bronco) is the knock sensor. The NJ DME send off fixes this knock sensor problem.This has been my experience as well.
When my car was new it had a distinct stumble at 4K. It was not just a dip in the power band, you could feel the engine stumble and recover as if gas or spark was being cut off. The NJ DME update solved the problem but there still is an occasional power dip at 4K rpm. It is not the same at all, this one the engine does not stumble or anything there is just a brief dip in power.
It also appears to be effected by weather, gas quality, and rate of acceleration. It seems to do it more often when it's warm outside and it seems to do it te least often with Chevron Super Unleaded.William. This has been my experience as well. When my car was new it had a distinct stumble at 4K. It was not just a dip in the power band, you could feel the engine stumble and recover as if gas or spark was being cut off. The NJ DME update solved the problem but there still is an occasional power dip at 4K rpm.
It is not the same at all, this one the engine does not stumble or anything there is just a brief dip in power. It also appears to be effected by weather, gas quality, and rate of acceleration.
It seems to do it more often when it's warm outside and it seems to do it te least often with Chevron Super Unleaded.William.That's what I experience. A stumble or fluttering at that RPM. It's really annoying. My dyno run shows a pretty big dip though.http://i424.photobucket.com/albums/pp325/rpowell123/dyno.jpg. Claims in that thread that there is no need to have the DME sent to Jersey anymore. He says that just by updating to the latest software at either a dealer or indy should take care of the 4000 rpm power dip. Smolck says his is pretty bad on his new ZHP and he is supposed to be taking it to an indy today for a software update.
Cuious to see what happens, if it takes care of it without having to send it off to Joisey.When I had mine updated at an indy for the 2800 to 3000 rpm miss it didn't change my 4000 dip. It is just bad enough to be noticeable, same as before the update. The other day with temps in the mid 30's I couldn't feel it at all the couple of times I tried to make it do it.Barry. Claims in that thread that there is no need to have the DME sent to Jersey anymore. He says that just by updating to the latest software at either a dealer or indy should take care of the 4000 rpm power dip. Smolck says his is pretty bad on his new ZHP and he is supposed to be taking it to an indy today for a software update. Cuious to see what happens, if it takes care of it without having to send it off to Joisey.When I had mine updated at an indy for the 2800 to 3000 rpm miss it didn't change my 4000 dip.
It is just bad enough to be noticeable, same as before the update. The other day with temps in the mid 30's I couldn't feel it at all the couple of times I tried to make it do it.BarryMy DME has been updated with the latest software (2008).
Dip is still there. I don't experience anything like this. Just small spurts of hesitation from 2,700 - 3,000 rpms. Sounds like it's just the DISA maybe opening slightly? Or is this just a cause for software update time?That's exactly what mine was doing. Vanos rebuild, plugs, fuel filter all made no difference. DME update at an indy cured it completely.
Also, when I bought it the dealer installed a new Disa while I did the paperwork. I first noticed it about 200 miles later on my way home.too far to go back to Vegas to have them look at it.My DME has been updated with the latest software (2008). Dip is still there.Ya, I'm interested to hear what Smolck has to report post update. I don't experience anything like this.
Just small spurts of hesitation from 2,700 - 3,000 rpms. Sounds like it's just the DISA maybe opening slightly? Or is this just a cause for software update time?This is what Kpro's car is doing but it's not a ZHP, it's a 325.
It threw an O2 code the other day so were replacing them. We're just at the begining of TS it.When I had the Dinan stage 3 software installed on my ZHP, they updated the DME to the latest version first.
I'm also interested to see what the update does for others. That's what the Shark Injector instructions said-if you don't follow carefully you could brick your DME! It made me nervous but my DME survived even though I deviated slightly from the instructions. My car shows a 4,000 RPM dip on the dyno but I swear I don't feel it when driving.
Had DME updated in October but haven't dynoed since. Even the sample dyno used to market the Shark Injector shows the dip. Next time I'm on track I'll try to pay closer attention when RPMs pass through 4,000.My dyno from October 2010, before DME update and before VANOS seals:3030Shark Injector marketing dyno for E46 330 (they have another one for the ZHP showing slightly higher gains)is in the bay as we speak. Guy said sometimes the DME will die and that is scary, but I told him to proceed. Will update shortly. Funny thing:There is 3-4 technicians with ZHPs at my dealership.
2 of our cars have the updated DME. (yes we paid for it out of our own pocket since the DME must be sent to NJ for reprogramming) We tested each car's DISA Valve. The other tech and mine with the updated DME shows the DISA Valve is remains open during normal operation. The others without the update, when the car is turned on, the DISA Valve closes the flap. This is the assumed normal operation mode with it opening the flap around 3700-4100rpm. We tested the updated DME car's DISA Valve operation using the GT1 and it shows that it is capable of closing and opening on its own but is not doing it on neither one of our updated DME zhp under normal startup.This is where we led to the conclusion that the DISA valve was chosen to be remain open with the DME update.
There is probably more to the software update as well but this is one of the changes we believe has been made. I'm trying to see who I can talk to, to get more information on what specific changes have been done to eliminate the 'dip.' OT: PUMA is the system that the dealership uses to file specific warranty claims that BMWNA handles. 3-4 techs with zhps? Is this at BMW of SF?
Funny thing the other day I was over there, a carporter asked if I was trading in my car.Funny thing:There is 3-4 technicians with ZHPs at my dealership. 2 of our cars have the updated DME. (yes we paid for it out of our own pocket since the DME must be sent to NJ for reprogramming) We tested each car's DISA Valve. The other tech and mine with the updated DME shows the DISA Valve is remains open during normal operation.
The others without the update, when the car is turned on, the DISA Valve closes the flap. This is the assumed normal operation mode with it opening the flap around 3700-4100rpm.
We tested the updated DME car's DISA Valve operation using the GT1 and it shows that it is capable of closing and opening on its own but is not doing it on neither one of our updated DME zhp under normal startup.This is where we led to the conclusion that the DISA valve was chosen to be remain open with the DME update. There is probably more to the software update as well but this is one of the changes we believe has been made. I'm trying to see who I can talk to, to get more information on what specific changes have been done to eliminate the 'dip.'
OT: PUMA is the system that the dealership uses to file specific warranty claims that BMWNA handles. Funny thing:There is 3-4 technicians with ZHPs at my dealership. 2 of our cars have the updated DME. (yes we paid for it out of our own pocket since the DME must be sent to NJ for reprogramming) We tested each car's DISA Valve. The other tech and mine with the updated DME shows the DISA Valve is remains open during normal operation. The others without the update, when the car is turned on, the DISA Valve closes the flap. This is the assumed normal operation mode with it opening the flap around 3700-4100rpm.
We tested the updated DME car's DISA Valve operation using the GT1 and it shows that it is capable of closing and opening on its own but is not doing it on neither one of our updated DME zhp under normal startup.This is where we led to the conclusion that the DISA valve was chosen to be remain open with the DME update. There is probably more to the software update as well but this is one of the changes we believe has been made. I'm trying to see who I can talk to, to get more information on what specific changes have been done to eliminate the 'dip.' OT: PUMA is the system that the dealership uses to file specific warranty claims that BMWNA handles.Interesting stuff, thanks for posting it. So if a person would turn on your ignition without starting the car and go under the hood and unplug the Disa you should be able to hear the valve open up again? Or does it have to be started for it to close?
That's assuming the update in Jersey hasn't been done. Might be a way to determine if a car has had the Jersey update.Hopefully you can find who to talk to and get some specific info on exactly what the update in Jersey actually entails. Be nice to finally know for sure why BMW insists that it can only be done in Jersey.Thanks again.Barry. Mmm.I'm skeptical, and will await YOUR report.Car drives better for sure. I won't 100% know if it is completely better till it warms up. Below 50 degrees it wasn't noticeable much, and today it is under 40 (rare).
But can say the car feels better in the mid range (2000-4000 rpm). I am not the first ZHP this indy has done the update for and others report his fix did the trick.
The indy spent many years at the dealer and only recently opened his own shop. He said he did a lot of the updates to the ZHP's when they were still being sold new. I asked him about Jersey and he said that that is more of a myth today. Yes, he admits back in 05-06 they had to do it, but part of that is dealer voodoo based on some 'policy' they have. The properly equipped indy is under no such constraint and this particular shop also just got a new 'update' to his GT1 that he said would allow for a 'performance' tune. He hadn't tried it yet and said he would call when he got that up and running for me to try out.And all the while my local dealer told me the car had to go to Jersey. I am here to say that I am reasonably sure that isn't the case.
Interesting stuff, thanks for posting it. So if a person would turn on your ignition without starting the car and go under the hood and unplug the Disa you should be able to hear the valve open up again? Or does it have to be started for it to close?
That's assuming the update in Jersey hasn't been done. Might be a way to determine if a car has had the Jersey update.Hopefully you can find who to talk to and get some specific info on exactly what the update in Jersey actually entails. Be nice to finally know for sure why BMW insists that it can only be done in Jersey.Thanks again.BarryThe two non-updated DME ZHPs I've looked at, closes the DISA Valve flapper when the car is on and idling.The two updated DME ZHPs, do not move the DISA Valve from its open position and seems to not move at all. Perhaps it might during load? I cannot say since I do not have a dyno to try it out LOL.
What are you gonna do about your tire bubble you mentioned on the other forum?Unlike some, I don't really freak out about that kind of thing. It isn't as bad as some I have had in the past. For now I am just driving it until I decide what to do about the tires. I'll probably scrap the rears in favor of some newer, sticker ones.About the DME, I had a chance to flog my car through some twistys today and I am pleased to report that driving purposefully across the rev range has affirmed the problem is indeed gone. I would always get some hesitation when driving like that, shifting not quite at redline where the revs stay in the 4000 range a lot, and now it is GONE. So much more enjoyable! Woohoo!And my new Alcantara wheel with tri-stitch and alcantara armrest just came in!
I am seeing that is has been disable on two of the cars updated by BMWNA. The flap does not operate during reving in position but I would not know if it does with load in place. This is merely my observations with a few of the zhps here.However the SIB 12 17 05 that was performed is stated to be a DME Knock adapation reset.Considering the function of the DISA I would think it would kill your low end torque if you made it stay open. I just don't see why that would work. It is designed to utilize the variable length intake runner design of the M54.
Holding it open would nullify that design element. Might work in WOT conditions, but for normal driving I would think driveability would suffer. Anyone ever tried unhooking power to the Disa and seeing how it runs? I assume it would throw a code or two but I wonder how much difference it really makes? Theres a few funny things about this SB. First, it say manual only. If its disa related, or knock sensor related, why would it only be manual?
I have an Auto, and it stutters like hell at 4k.Also, I have unplugged my disa and driven. It doesnt throw codes at all.but, i still had the stutter at 4k (like the knock sensor cutting fuel type stutter.)I dont understand either of those things.which is also the reason why i dont know what to do with the car right now to fix it.So your saying it didn't feel any different as far as low end torque with it unplugged?
Might have to try it next time I have my car out for a drive. Would have been today if we wouldn't have gotten a 1/4' dusting of snow last night. Now the roads are all salted and sloppy. Should be dried out by tomorrow though.Doesn't make any sense why it wouldn't include Auto trans also. Maybe they were only getting complaints from manual owners? Some people on this forum (never heard of it before) seem to think that.you tried just getting the latest software update at an indy or dealer? Not really that expensive at an indy.
Well definitive results are in from my reflash this past week by an indy. My massive dip at 4000rpm is in fact gone! It finally warmed up and sure enough, the car does not have any noticeable loss of power at 4000rpm like before.
So even though I don't have the exact software he used (yet) it absolutely cleared up the issue. My car has the original DISA still on it and 139,000 miles. I am very happy. I think now it's time to look at AA or somebody for a custom tune.Sounds good. Looks like I'm shelling out another $100 or so.
Unclear about shark though. And am surprised I still have the dip.
Even though JC, said he updated with latest software. I would like to get him on here to see what his input is, regarding the dip at 4k rpms.HTC Thunderbolt+TT. You don't have the shark programmer module anymore?W/regards to auto w/dip from earlier in this thread. When I get home next month I will give my car a thorough drive and see if I can tell if it has the dip, but like I said earlier I haven't been able to notice anything. That goes along with the lack of update available for my car when I called the dealer and they pulled my VIN.
Will report back at end of Feb.I sent my dme to Jim Conforti to have Shark put on and latest BMW update. Therefore I do no have original configuration on my Shark plug in.What's more. If he put the latest update on there, why is dip still there?HTC Thunderbolt+TT. Considering the function of the DISA I would think it would kill your low end torque if you made it stay open.
I just don't see why that would work. It is designed to utilize the variable length intake runner design of the M54.
Holding it open would nullify that design element. Might work in WOT conditions, but for normal driving I would think driveability would suffer.I thought it was strange too. I'm just reporting my observations. It doesn't make sense that they would make the DISA inoperative to remove the dip.Two updated DME ZHPs: On startup, the DISA valve does not go into closed positioned for low end torque.Two non-updated ZHPs: On startup, the DISA valve moves to closed position which is the correct function of the DISA Valve.I swapped DISA Valves with on of the non-updated to verify the DISA Valve was working properly. I am puzzled and intrigued. Just wanted to throw in some discussion JC had on another board.Pretty interesting stuff.Anyway.I am trying to contact him to see if he would mind commenting in this thread.
Please be patient. 'Well, I wasn't going to touch this - but what the hellFirst let's deal with Shark'Cracker'.Nice going in cutting into the big electrolytic (C1). That's the thing on the right with the cut marks in the top Did you use a SAWZALL, or do you just have no skill at disassembly? Please NO NOT consider a career in Explosive Ordnance Disposal.You could have just used a larger flatblade screwdriver to pop the top off.
It's just a little bit of cement. Or just unscrew the 4 screws on the OBD version - LOL.If you had just ASKED me for a picture of the circuit board, I would have been happy to give you one.
I've given a number of them out to COLLEGE STUDENTS on this very board who contacted me privately and wanted to use them for this or that project in school. Even one Boy Scout (I think he was an Eagle). You could have made up a 'good story' like I'm sure a few of them did. What do I care? It's an electrical circuit. The 'magic' isn't in hardware guys, it's in the FIRMWARE and the code that gets loaded into the car.So, on that point - great accomplishment.Right up there w/ the Wright Bros, Penicillin, and the Manhattan Project.As to 'unlocking the Shark Injector' to work with a different car - NOT GONNA HAPPEN.
Even I cannot do it. It was designed that way on purpose. Feel free to try to desolder the little flash and read it out. I can guarantee your dyno readings will show it.
But do you actually feel it in real life driving?You can see my RWHP figures climb and there's just a tiny burp at 3500. The graph blocks the torque which spikes at about 245ft-lbs but starts a dive to 20ft-lbs less which is only an 10% drop for a split second so in real time driving on my car I don't feel anything. It's weird how torque falls as RPMs rise but I guess torque is best felt at the low end where it's important since torque is how hard you can twist. Horsepower rises as RPM's rise which is good in the high end since HP means how fast your can twist.Dang, that is one massive dip. Also, this post proves that revving to 6800rpm isn't helping you much, short of staying in power band on gear change.
I have to admit I have never noticed the 4k power dip under WOT for 1st 2nd or 3rd gear.My '04 just hit 70,000 miles but when looking at records from the PO I noticed:'DISA Valve Flap Broken, replaced DISA Valve' at 43,000 miles.Did the new DISA valve maybe buy me some time? I have no idea what DME version I am running and I don't think I can check without the proper scan tool right?Thanks guys!Bump! It looks like I do need the right equipment to check the dme version, any input on the lack of a dip? Bumping this so I need not have to find it again. I have JC's phone number. Will be calling him today regarding.1.
Any insight into 4,000 rpm dip DISA, Programming etc?2. How do I specifically get my DME updated, as I do not have default DME settings saved on my Shark? He installed Shark and latest BMW update.3. If JC installed latest BMW update, why do I still have 'Dip' while others getting update, claim to have 'no dip' anymore?These are the questions I have for him. If there are any others.please post here and I will try to get them answered.I will also offer to him.to just answer the questions here 'in thread' at his convenience, if he desires.User guide added for future use.http://www.bimmerzone.com/images/inject4.pdfDW. Yea I never felt the dip.
Yet this is my second e46.Only affects those with manual transmission.Many.myself included.are leaning toward the DISA vlave as being the issue with the dip.At least initially, BMW thought so too and they were replacing that part as part of the solution.But as of 2005, their solution is reprogramming. CLICK HERE (to see the latest Service Information Bulletin on this topic.What I wonder is if the updated DISA design alone (5) would solve the problem without all the hassle of sending the DME off to the 'Engineering Dept.' Worth noting for those who have not read about these issues ad nauseam: this symptom is not seen on all M54 motors and is totally separate from the 2800 RPM hesitation, which can be addressed at a dealer or indie shop with the right equipment (autologic). Latest software versions in autologic screen shot below apply to 3.0L M54 motor with the ZHP cams and manual transmission. I do not know if these version numbers apply to all M54 B30 motors but hooking up to autologic or dealership service computer will tell you if yours needs updating.FWIW, I can testify switching from BMW 5W-30 to OW-40 motor oil will noticeably reduce the 2800 RPM hesitation. Even more so with high-end oil.
I was not expecting that but it was noticeable when I switched to Mobil 1 OW-40 and then more so with a switch to Lubro Moly OW-40.This screen shot was taken April 10, 2012:http://i1125.photobucket.com/albums/l584/aurelius3/Random%20BMW%20Pics/DMEversion12-04-10.jpg. I will add that my 2005 6MT ZHP seems to specifcally have the dip at 3500 rpm, under heavy load (going uphill under acceleration) and in 3rd gear.The symptom described in the SIB linked above specifies 4k RPM, as do the dyno charts on this topic. But if you're game to do so, pull off your DISA and if it's not the newer part number listed above, replace it with a new one and see if that does the trick by itself. I priced it just now and lowest I saw was $176 HERE (FYI those guys are a little slow with delivery but they won't shaft you on shipping charges. Only affects those with manual transmission.At least initially, BMW thought so too and they were replacing that part as part of the solution.But as of 2005, their solution is reprogramming.
CLICK HERE (to see the latest Service Information Bulletin on this topic.What I wonder is if the updated DISA design alone (5) would solve the problem without all the hassle of sending the DME off to the 'Engineering Dept.' Worth noting for those who have not read about these issues ad nauseam: this symptom is not seen on all M54 motors and is totally separate from the 2800 RPM hesitation, which can be addressed at a dealer or indie shop with the right equipment (autologic). Latest software versions in autologic screen shot below.
Applies to man-trans M54 motor with the ZHP cams. I do not know if these version numbers apply to all M54 motors but hooking up to autologic or dealership service computer will tell you if yours needs updating.FWIW, I can testify switching from BMW 5W-30 to OW-40 motor oil will noticeably reduce the 2800 RPM hesitation.
Even more so with high-end oil. I was not expecting that but it was noticeable when I switched to Mobil 1 OW-40 and then more so with a switch to Lubro Moly OW-40.This screen shot was taken April 10, 2012:will you please post this info in the below thread as well? Good info.from SIGFest 2012, via TTv1.5.4. This has been my experience as well. When my car was new it had a distinct stumble at 4K. It was not just a dip in the power band, you could feel the engine stumble and recover as if gas or spark was being cut off.
The NJ DME update solved the problem but there still is an occasional power dip at 4K rpm. It is not the same at all, this one the engine does not stumble or anything there is just a brief dip in power. It also appears to be effected by weather, gas quality, and rate of acceleration.
It seems to do it more often when it's warm outside and it seems to do it te least often with Chevron Super Unleaded.William.Since my last post I've Sharked my car and it simply runs smoother and not once have I felt any sort of 4k dip. I hope someone has the opportunity to drive multiple cars with the 4k dip. The dips I was experiencing pre and post DME update felt completely different and I believe are completely different issues.William. Guys, this issue is driving me crazy. I've got the 4k RPM DISA stutter in a big way.
Bought car at 54k miles 2 years ago, at 71k now. Did a ton of preventative maintenance in the first few months of ownership, including rebuilt VANOS from Dr VANOS, and once I discovered I had the stutter, I also upgraded the DISA to the GAS DISA Gold. No change in drivability.Recently, my indy reflashed it for me. We both thought this would cure it, but no luck. It had a dealer reflash in '06 for an emissions recall, but that didn't cure it. I've done a ton of digging on the web, and read some conflicting info. Such as the DME still has to go to HQ in NJ on a PUMA case to be reflashed to fix this, others saying that info was obsolete long ago and the current firmware the dealers have now includes whatever this fix was.
I've read that the NJ fix was simply keeping the DISA flap open all the time (or was that closed all the time??), read elsewhere something different.All I know for sure is I have the issue, and REALLY would like to find a solution to get rid of it permanently. If someone has the magic bullet to finally cure this once and for all, I'm all ears. I've been following a thread on e46f of a guy who swapped an M50 manifold which in turn deleted the DISA. From his dyno graph, although it starts at 3k, it doesn't seem like scrapping DISA causes as much of a torque loss as I would've assumed. Plus, the gains are impressive.
He also claims to have around 8 more hp throughout the range to free up once he times the cams correctly. That probably explains the late dip in power as well.caught my attention, but I'm still not sold on deleting DISA, although the power dip is almost unbearable to me. As wsmeyer said, it kills an otherwise great powerband. I installed 7561520 too. However I looked that up, you have a typo (it's 7561522), but there even seems to be another one, 7562334. Here: do you have more info on this?You know, I'm not really sure.
I was just going by what WinKFP said was the last update in the update chain for my software version. It treated 7551522 as a separate variant and I never even noticed 7562334. Looks like the different build dates are being given distinct software versions.I'll try looking at the tunes themselves for differences. Guys, this issue is driving me crazy. I've got the 4k RPM DISA stutter in a big way.
Bought car at 54k miles 2 years ago, at 71k now. Did a ton of preventative maintenance in the first few months of ownership, including rebuilt VANOS from Dr VANOS, and once I discovered I had the stutter, I also upgraded the DISA to the GAS DISA Gold. No change in drivability.Recently, my indy reflashed it for me. We both thought this would cure it, but no luck.
It had a dealer reflash in '06 for an emissions recall, but that didn't cure it. I've done a ton of digging on the web, and read some conflicting info. Such as the DME still has to go to HQ in NJ on a PUMA case to be reflashed to fix this, others saying that info was obsolete long ago and the current firmware the dealers have now includes whatever this fix was. I've read that the NJ fix was simply keeping the DISA flap open all the time (or was that closed all the time??), read elsewhere something different.All I know for sure is I have the issue, and REALLY would like to find a solution to get rid of it permanently. If someone has the magic bullet to finally cure this once and for all, I'm all ears.http://www.zhpmafia.com/forums/showthread.php?6885-Quiet-Moments.with-Jim-Conforti-Addressal-of-the-4k-Power-Dip&highlight=conforti.
So as far as 7651383 goes I don't have it in the system files. And it doesn't seem to be under the 'Performance Package' subtitle either. So I would probably not try to flash it. However, I am flashed to 7651522 and it looks as though it's the latest p/n under ZHP sedans.But for an August Coupe, the P/Ns are as follows:For vehicles with S767A - 7652334 (Manual Transmission)For vehicles with S767A & S205A - 7652336 (Automatic Transmission)Does anyone have any speculation between part numbers and the chassis style??It's an engine.shouldn't make any difference between coupe, sedan or cabrio.I want to try 7652334.Tell me why I shouldn't.
NCS Dummy - Taking the expert out of NCS ExpertNCS Dummy makes working with NCS Expert a lot easier. NCS Dummy parses keyword trace files ( FSWPSW.TRC) or nettodata trace files ( NETTODAT.TRC) and retrieves all possible parameters, control unit data and order options for each function. The parsed trace files can be viewed and modified in a graphical trace editor or exported to text files. NCS Dummy can be used to compare two trace files and show the differences. Furthermore NCS Dummy can disassemble and assemble NCS Expert data files to achieve functionality that is not possible with a stock NCS Expert installation.(660 kB)(933 kB)(1 kB)(1 kB)NCS Dummy is freeware. If you paid for it you got cheated!Minumum requirements:. Microsoft Windows XP or later.
Microsoft.NET Framework 3.5 Service Pack 1 or Microsoft.NET Framework 4. Minimum display resolution of 800x600 for Windows XP/2003, 1024x768 for Windows Vista/7/8/10 (at 96 dpi - higher dpi settings require higher resolutions). Local or remote access to the NCS Expert 'DATEN' folderIf you find bugs or experience any problems with NCS Dummy, please let me know in this thread or contact me at. When reporting bugs, always include the NCS Dummy log (right click on the log and select 'Copy Log' from the menu to put the entire log on the clipboard) and if applicable the keyword trace file ( FSWPSW.TRC) or nettodata trace file ( NETTODAT.TRC) you are trying to parse.Please keep this thread on-topic - NCS Dummy only!
Questions concerning where to get or the usage of NCS Expert, what parameters to change to achieve certain functionality on your car. Will not be answered.
Since this message is updated with each new NCS Dummy version, posts further down the thread may refer to older versions and are perhaps outdated or even incorrect for the current version.What's New?What's new in the latest release?0.6.0.9 (2019-09-19). Fixed broken shortcut keys SHIFT+F3 and SHIFT+ENTER to search backwards in the graphical trace editor. Added several new shortcut keys for frequently used operations like loading and saving trace files, changing the numeral system, adding parameters. Added fullscreen mode for the 'Modules and Traces' tab. Click the arrow button in the bottom right corner of the graphical trace editor or press F11 to toggle. Added possibility to add parameters and update modules in trace functions mode.
It is no longer necessary to unload the trace file to do so. In addition NCS Dummy will ask to update the module automatically when exporting to FSW/PSW trace files. For clarity context menu items 'Add Parameter' and 'Add Custom Data' were renamed to 'Add FSW/PSW Parameter' and 'Add Custom Nettodata' respectively. Added support for portable application.
In order to make NCS Dummy save its settings to a file instead of the registry, create an empty text file NcsDummy.ini in the application folder or launch NCS Dummy (once) with command line argument /portable. Added reverse lookup to the Hex Trace Viewer. Placing the cursor on an address location selects the matching element in the graphical trace editor. Added detection for erroneous parameters with identical keywords but different data like in module FRMFA.C10. Added warning dialog when trying to export nettodata changes to an FSW/PSW trace file. Holding ALT or CTRL while clicking the 'HEX/DEC' button toggles between hexadecimal and binary (holding SHIFT already did). Restored compatibility with Microsoft Windows 2000.
May break again in the future. Small number of new and corrected translations.A complete changelog can be found in chapter 8 of the user manual.Table of ContentsThe forum software does not support anchors so no clickable links in the table of contents, sorry. For easy navigation instead.1. Downloading and First Start. Video in motion for the iDrive Professional Navigation (CIC)8.
IntroductionThe functionality of various electronic control units (ECUs) in BMW vehicles is controlled by parameter settings in firmware internal to the modules. This allows BMW to use the same ECUs across different market versions, models and sometimes even platforms by setting different parameter configurations.The parameters are set at the factory but it is possible to read and change these later. This process is generally called (re)coding.Dealer-level software like BMW Diagnostic & Information System (DIS) and BMW Software Service Station (SSS) usually provide only limited and coarse coding options.
For direct access to individual parameter settings specialist software is needed, like NCS Expert.NCS Expert downloads the parameters from the ECU into a trace file on the computer, which can then be edited, after which NCS Expert is used again to upload the changes into the vehicle ECU.Traditionally the trace files were edited by hand in a plain text editor but this is only feasible for small and trivial changes. Trace files provide no information or guidance on which parameter values are accepted and many settings have cryptic or even meaningless names.In comes NCS Dummy. NCS Dummy does not replace NCS Expert but it does away with the error-prone process of manually editing trace files.
Trace files are still downloaded and uploaded through NCS Expert but NCS Dummy makes editing the files safe and simple.NCS Dummy features an easy-to-use yet powerful user interface. For each setting NCS Dummy displays all accepted values and thousands of English translations help clarify settings. Finding settings is straightforward with the powerful filter and search functions and making changes is as easy as ticking checkboxes.For those looking beyond basic coding, NCS Dummy provides insight into the order options, allows byte-level coding and can even decompile and modify the NCS Expert data files for functionality that was previously impossible to achieve.Don't let the name fool you. NCS Dummy puts NCS Expert on steroids!While NCS Dummy should be quite self-explanatory for basic coding it can do a lot more than might be visible at first glance.
Therefore it is strongly recommended to read this user manual and familiarize yourself with NCS Dummy, its features and how it can help you make your coding easier.2. Downloading and First StartFirst of all make sure your system meets the minimum requirements for NCS Dummy:. Microsoft Windows XP or later. Microsoft.NET Framework 3.5 Service Pack 1 or Microsoft.NET Framework 4.
Minimum display resolution of 800x600 for Windows XP/2003, 1024x768 for Windows Vista/7/8/10 (at 96 dpi - higher dpi settings require higher resolutions). Local or remote access to the NCS Expert 'DATEN' folderand extract the contents of the downloaded archive to a local folder on your hard disk. Double-click NcsDummy.exe to start the application.If NCS Dummy throws an application error, 'The application failed to initialize properly (0xc0000135)', you are missing the.NET Framework. Download and install the. If you do not yet have the Microsoft.NET Framework installed and don't need other applications that use the framework, it doesn't really matter which version you install.
If your computer is running an older version of the.NET Framework NCS Dummy will ask you to update to version 3.5 service pack 1. Windows 7 and later come with the.NET Framework installed by default.On the first launch NCS Dummy checks for the existence of folder C:NCSEXPERDATEN. If the path is not found NCS Dummy automatically switches to the 'Options' tab and asks to enter the path to the NCS Expert DATEN folder. After the path has been set NCS Dummy is ready for use.A lot of information in NCS Dummy can be exported to text files. By default NCS Dummy will open these text files with Microsoft Notepad. If you have a third party plain text editor you prefer, like Notepad or UltraEdit, now is a good time to set this in NCS Dummy.
Point 'Path to custom text file viewer' on the 'Options' tab to the text editor's executable and (if necessary) specify the text editor's command line arguments in 'Text file viewer arguments' (the default '%1' works for most applications).While the NCS Dummy graphical trace editor is quite comfortable to use in Windows XP/2003 on a 1024x768 pixels display (at 96 dpi), the larger scaling of Windows Vista/7/8/10 leaves only a limited amount space available to the graphical trace editor. If you have such a small display and want to squeeze out a few extra rows in the graphical trace editor, launch NCS Dummy with command line argument /smalldisplay:NcsDummy.exe /smalldisplayThis will slightly decrease the font size (on Windows Vista/7/8/10) and reduce the log height to maximize the available space for the graphical trace editor.
It's not a huge difference but can really make a difference on small displays. If you like the result create a shortcut to the NCS Dummy executable that appends this argument.2.1.
Portable ApplicationBy default NCS Dummy remembers its settings, window size and location between sessions by saving the information to the Windows Registry in key HKEYCURRENTUSERSoftwarerevtorNCS Dummy. For those who prefer to run NCS Dummy from a portable location it is possible to make the application save its settings to a configuration file in the same folder as the executable. To do so create an empty text file NcsDummy.ini in the application folder or launch NCS Dummy (once) with command line argument /portable:NcsDummy.exe /portableIf you wish to make a portable NCS Dummy save its settings back to the Windows Registry, launch the application, then delete configuration file NcsDummy.ini.
Alternatively launch NCS Dummy (once) with command line argument /registry:NcsDummy.exe /registry2.2. Reset ConfigurationIf you need to reset NCS Dummy to its default settings delete registry key HKEYCURRENTUSERSoftwarerevtorNCS Dummy (non-portable), delete configuration file NcsDummy.ini (portable) or launch NCS Dummy with command line argument /reset:NcsDummy.exe /reset2.3.
UninstallYou can uninstall NCS Dummy by removing files NcsDummy.exe, NcsDummy.exe.config, NcsDummy.ini (portable), Translations.csv and deleting registry key HKEYCURRENTUSERSoftwarerevtorNCS Dummy (non-portable). Alternatively launch NCS Dummy with command line argument /uninstall:NcsDummy.exe /uninstall3. Modules and TracesThere are three main scenarios of use for NCS Dummy Modules and Traces:.
Module Functions - Without a trace file loaded the graphical trace editor can be used to view what coding functionality a module offers. It's even possible to add new parameters to functions and update the NCS Expert data files with these changes.
Trace Functions - Once a trace file is loaded in NCS Dummy, the graphical trace editor shows the currently selected coding options with checkboxes. If you want to make changes to the coding, select the desired options with the checkboxes and then export the modified trace file for coding with NCS Expert. Trace Differences - When loading two trace files the graphical trace editor shows the differences between both.Starting from NCS Dummy 0.6.0.0 the graphical trace editor is no longer limited to viewing traces only but because the component is commonly known by that name this manual will keep referring to it as graphical trace editor even when no trace is displayed.3.1. Module FunctionsAfter selecting a chassis and module NCS Dummy is in the module functions mode.
In this mode you can view the coding functionality of a module.Module functions legend:. Group - Groups usually combine functions and properties that have related functionality.
FUNCTION and MULTIWORD FUNCTION - Functions describe certain programmable functionality in a module and have a list of one or more predefined parameters. Functions often allow more data values than parameters are defined. To use custom data values you can add new parameters, add custom data for nettodata coding in trace functions mode, or use disassembly. Multiword functions are functions that share the same keyword over two different addresses. Multiword functions are always linked.
Changing the function affects the data on both addresses. You can quickly find the counterpart by choosing 'Select Multiword Counterpart' from the right-click context menu. PROPERTY - Properties are functions that do not have predefined parameters. New parameters cannot be added to properties.
The only way to make changes to the data value is by adding custom data for nettodata coding in trace functions mode.Unoccupied blocks are not really unoccupied, but usually contain data that should not be changed afterwards. Just as with properties changes require adding custom data for nettodata coding in trace functions mode.
parameter - Parameters describe the data values for a function. new parameter - New parameters can be added to functions from within the graphical trace editor. Note that after updating the module with the changes the added parameters are no longer distinguished from regular parameters. invalid parameter - Parameters with invalid data or keyword. These usually only occur when adding parameters and entering wrong information but some modules like KMBIE38.C12 and ARS.C0E contain invalid parameters from the factory.Fake placeholder keyword for initial data value of an unoccupied block.It is also possible to export the module functions to a plain text file. To do so, click the 'Module Functions' button and choose 'Export.' From the dropdown menu.
The items to be included in the exported file can be set with 'Include Translations', 'Include Control Unit Data' and 'Include Order Options'. The graphical trace editor always shows all information but text files have more limited formatting options and may become too overwhelming with all information included.A successful export operation is indicated in the NCS Dummy log with a bold line. Double-click the bold line to open the exported file immediately in Microsoft Notepad (or your preferred plain text editor when set on the 'Options' tab). Right-click the bold line for more options.Below is an excerpt of exported module functions with control unit data and translations but no order options.
Code: FUNCTION KEYWORD ADDRESS (LENGTH) MASKPARAMETER KEYWORD DATA MASKED¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯SPEEDLOCKXKMHMINC0E 00300017 (01) FFnichtaktiv 00 008kmh 08 083kmh 03 03Sometimes the control unit data can also be helpful understanding meaningless parameter keywords like 'wert01' and 'wert02'. In the example below function 'MINDANZZYKLTIPPBLK' has two parameters but the keywords are not descriptive as in last example. However in this case the function keyword reveals what the data represents: 'MINDANZZYKLTIPPBLK' or 'Mindestanzahl Zyklen Tipp-Blinken'. In English that is 'Minimum number of flashes for one-touch turn signals' (don't worry; there are translations for this one in NCS Dummy).
With one-touch turn signals the indicators flash 3 times when shortly tapping the turn signal lever. Looking at the data this learns us that 'wert01' disables the one-touch turn signal functionality and 'wert02' enables it. Mask 1C (0 to 7) also learns us that the function can accept other values than those two. In other words; there's a good chance that you can change the amount of flashes for the one-touch turn signal functionality. Code: FUNCTION KEYWORD ADDRESS (LENGTH) MASKPARAMETER KEYWORD DATA MASKED¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯MINDANZZYKLTIPPBLK 00340506 (01) 1Cwert01 01 04wert02 03 0CFor keywords of which the conversion is known NCS Dummy displays the interpreted value in the graphical trace editor. If you know a conversion that is not yet implemented, please mail it to.3.1.3. Order OptionsOne of the shortcomings of the translations in NCS Dummy is that they do not always clarify the meaning of functions and parameters.
NCS Dummy tries to provide a helping hand by displaying extra information for each parameter that has cross references to the order options. While the order options are not exactly always in a human readable format, they could be a great aid for interpreting meaningless parameters like 'wert01', 'wert02'. The displayed order options can be looked up in the ZST.000 (ZCS) or AT.000 (FA) file in the C:NCSEXPERDATEN folder. The example below shows the order options for each parameter of function 'KLPREDRIVEAUSWAHL' from the E60 instrument cluster.
Code: FUNCTION KEYWORD OPTIONSPARAMETER KEYWORD¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯KLPREDRIVEAUSWAHLwert01 AFS+!(ACC,ACCSTOPGO)+!S85B50wert02 (ACC,ACCSTOPGO)+!AFS+!S85B50wert03 AFS+(ACC,ACCSTOPGO)+!S85B50wert04!AFS+!(ACC,ACCSTOPGO)+!S85B50wert05 S85B50Neither function keyword nor parameter keywords provide any information about the meaning of this function and its parameters, but the order options help to understand what parameter is to be used in what situation. The order options syntax uses Boolean logic:.! (exclamation mark): Boolean not. + (plus): Boolean and., (comma): Boolean orTake for example the order options for parameter 'wert04': '!AFS+!(ACC,ACCSTOPGO)+!S85B50'. Code: AUTOMLICHTKONTROLLEaktivHEIMLEUCHTENwert02MINDANZZYKLTIPPBLKwert02QUITTBLKSICHERNnichtaktivThe main limitation of this representation is that each function in the module must have a function keyword defined in the module description file and each data value for these functions must have a parameter keyword defined. If no keyword exists the function or parameter cannot be represented in this format. Take for example function 'MINDANZZYKLTIPPBLK'.
As seen before (chapter 3.1.2. Control Unit Data) this function controls the number of flashes for the one-touch turn signal functionality.
The function has 2 predefined parameters - 'wert01' (flash once) and 'wert02' (flash 3 times) - but actually accepts up to flashing 7 times. If you want to recode the module to, say, flashing 5 times that's not possible with the FSW/PSW format because there's no parameter keyword defined for data value 5. Naturally there are ways around that, like adding new parameters, but some changes are simply impossible to achieve through FSW/PSW manipulation. Nettodata (see later) provides an alternative that doesn't suffer from this limitation.Now assume you managed to code a non-predefined data value to the module for function 'MINDANZZYKLTIPPBLK' and afterwards read an FSW/PSW trace file from the module with NCS Expert (and unmodified DATEN), NCS Expert will not be able to represent the function because there's no predefined keyword for the data value. NCS Expert then omits the function from the FSW/PSW trace file!
In the past NCS Dummy didn't display the omitted functions either, but starting from version 0.6.0.0 omitted functions are shown in the graphical trace editor as excluded (unchecked gray functions) and can be included by checking one of the parameters.Note that with an FSW/PSW trace file loaded, the graphical trace editor only shows items that can be represented in the FSW/PSW format. Properties and unoccupied blocks are not shown. The only way to visualize and manipulate these is through nettodata.3.2.2.
NettodataWhenever NCS Expert reads a module's coding to the FSW/PSW trace file, it also creates a nettodata trace file - NETTODAT.TRC. This nettodata trace file is actually an intermediate file that is used by NCS Expert when translating the module's binary data to keywords. The nettodata trace file is very interesting because it contains an almost exact binary dump from the module's coding memory. Below is an excerpt of a nettodata trace file. Code: B 003,80,07,30,00,00,28,05,AA,FF,00,00,00,00,00,00,00B 003,00,00,00,00,00,00,00,00,00,00,00,00,00,00,00,00B 003,5D,90,42,50,96,1A,23,32,32,01,05,06,0C,43,64,AFB 003,96,1E,40,0F,0A,32,0A,50,78,64,14,32,64,1E,0A,07B 003,0A,00,0A,06,1E,02,3C,96,02,0A,20,07,0D,00,00,00B 003,0A,0D,1E,32,08,0A,32,19,1E,10,40,30,14,3D,19,15When working directly with the module's binary data no keywords are used and the limitations of FSW/PSW traces do not apply. You have total control over the binary data in the module and therefore nettodata manipulation may seem like the holy grail of coding. However, nettodata has serious limitations as well.
The biggest issue is the fact that many modules do not support nettodata coding. This is actually rather stupid because modules are obviously not coded with keywords but binary data.
Even when coding from an FSW/PSW keyword trace manipulation file, NCS Expert translates all keywords to binary data that is very much like the nettodata format. There's no good reason why a module cannot be coded with nettodata but the job to do so is missing for many modules. If the NCS Expert jobs list does not contain 'NETTODATENCODIEREN', nettodata coding is not supported by the module. From the pre-E60 era not a single module supports nettodata coding.A second issue is that even when a module supports nettodata coding, it does not always work.
Sometimes the process already fails during coding, other times coding is successful but the changes are not working or are lost upon the next restart of the module. It seems NCS Expert performs additional post-processing steps for FSW/PSW coding that are not done for nettodata coding.These issues make nettodata coding only useful in a few specific cases. In all other cases it's better to use FSW/PSW coding instead and - if custom data values are required - make changes by adding new parameters in module functions mode (preferred) or via disassembly (see later).
Despite all this, reading nettodata from modules is still very useful as nettodata trace files often contain more information than FSW/PSW trace files. This extra information can even be useful to achieve certain functionality via FSW/PSW coding.While you cannot export nettodata trace files when an FSW/PSW trace file is loaded in NCS Dummy (there's not enough information in the FSW/PSW trace file to reconstruct the nettodata), you can export FSW/PSW trace files when a nettodata trace file is loaded. However keep in mind that when a nettodata trace file is loaded, the graphical trace editor shows all functionality of the module and FSW/PSW trace files cannot represent all of it. So making changes to items that cannot be represented by FSW/PSW trace files, exporting the FSW/PSW trace manipulation file and recoding the module with it, obviously will not work. The graphical trace editor displays items that cannot be represented by FSW/PSW trace files in italic.3.2.3. Adding custom dataAs seen before (chapter 3.1.2.
Control Unit Data) functions often accept more data values than defined by the parameters. Adding new parameters (see chapter 3.1.4. Adding New Parameters) is one way of providing custom data values and works great for functions, but special functions like properties and unoccupied blocks do not support predefined and new parameters.
This restriction can be circumvented when working with nettodata where direct manipulation of the binary data is possible without the need of predefined or new parameters.When a nettodata trace file is loaded NCS Dummy allows you to add custom data for functions, properties and unoccupied blocks. Adding custom data is very similar to adding new parameters. To do so, right-click on a function or function parameter and choose 'Add Custom Nettodata' from the context menu or press CTRL+SHIFT+N. A new (fake) parameter is added to the function and you can enter a custom data value for it. Note that unlike with adding new parameters, the NCS Expert DATEN files are not updated and only a single custom data value can be set per function! Once satisfied with the changes to the trace coding, export the NETTODAT.MAN trace manipulation file ('Export Nettodata' 'Export NETTODAT.MAN' or press CTRL+E) and recode the vehicle as explained in chapter 6.3.
Coding modules with NETTODAT.MAN trace manipulation file. Do not export to and recode with an FSW/PSW trace manipulation file because FSW/PSW trace files cannot represent the custom data values. If something is wrong with the entered data, for example a data value outside the mask, NCS Dummy will highlight the faulty parameter and data field in red and prevent you from exporting the trace file until the fault is corrected.In the example above functions 'HEIMLEUCHTEN' and 'MINDANZZYKLTIPPBLK' have custom data values applied.
Remember that data values are hexadecimal by default but the numeral system can be changed with the 'HEX/DEC' button.For certain items adding custom data is your only option. However when working with functions (as in the example above) adding new parameters in module functions mode is preferred over adding custom data in trace functions mode. You may still use nettodata and custom data because it's a quick way to make advanced changes to a module's coding without modifying any NCS Expert DATEN files, but if you experience issues (coding fails or does not stick) use the preferred method instead.3.2.4.
HEX Trace ViewerNormally NCS Dummy is always used in conjunction with NCS Expert to recode modules. However in some cases it might be necessary to program the module's EEPROM directly with special tools. EEPROM programming is outside the scope of this user manual but starting from NCS Dummy 0.6.0.5 a HEX trace viewer is available which might come in handy when working with EEPROMs. The HEX trace viewer provides a hexadecimal overview of the module's coding memory.The HEX trace viewer may seem very similar to viewing the content of a nettodata trace file in a plain text editor, but the HEX trace viewer actually displays the data in the same layout as the HEX editors that are usually used in conjunction with EEPROM programmers. In addition you can make changes in the graphical trace editor and see the changes immediately reflected in the HEX trace viewer.The HEX trace viewer can be opened only when a nettodata trace file is loaded: From the 'Export Nettodata' dropdown menu select 'Hex Trace Viewer.' Or press CTRL+H. It is not possible to use the HEX trace viewer with FSW/PSW trace files, nor is it currently possible to load or export EEPROM dumps directly.When a function is selected in the graphical trace editor, the bytes spanned by the function are highlighted in the HEX trace viewer.
Bytes that have changed from the originally loaded nettodata trace are displayed in red. Invalid data is indicated with XX. Byte positions that were not in the nettodata trace file are displayed as blanks. Partially masked bytes are underlined. Pay attention to partially masked bytes because their value may not reflect the actual value in the EEPROM!Placing the cursor on an address location in the HEX trace viewer performs a reverse lookup and selects the nearest function or property in the graphical trace editor.3.3. Trace DifferencesTrace differences show the differences between two trace files.
NCS Dummy automatically switches to trace differences mode after setting chassis, module and loading two trace files. If the second trace file is invalid NCS Dummy falls back to trace functions mode. Trace differences mode can be distinguished easily from module functions mode and trace functions mode by the black and blue numbered bullets in front of parameters.Starting from NCS Dummy 0.6.0.0 the second trace file input field is hidden by default to save space for the graphical trace editor.
The second trace file can be loaded via the 'Browse.' Button for 'FSW/PSW or Nettodata trace 1'. Choose 'Compare Trace 2.' Or 'Compare Recent' from the button dropdown menu or press CTRL+SHIFT+O to load the second trace file.If you use the trace differences functionality often and don't mind losing a few lines in the graphical trace editor you can re-enable the second trace file input field. To do so, uncheck 'Hide FSW/PSW or Nettodata trace 2' on the 'Options' tab.Note that you can only load the second trace file when a first one is already loaded for 'FSW/PSW or Nettodata trace 1'.
Trace differences are not a simple text based comparison but compare addresses and binary data - even for FSW/PSW trace files. Therefore you can mix FSW/PSW and nettodata trace files but both must be of the same chassis and module! Trace file 2 is only used for the trace differences. It does not have trace functions.Trace differences legend:. Group - Groups usually combine functions and properties that have related functionality. FUNCTION - Functions describe certain programmable functionality in a module and have a list of one or more predefined parameters.
Note that in trace differences mode only parameters that are used in both trace files are shown and multiword functions are not highlighted as in module functions mode and trace functions mode (the counterpart may not even be shown if it has no differences). PROPERTY - Properties are similar to functions but do not have predefined parameters.Unoccupied blocks are not really unoccupied, but usually contain data that should not be changed afterwards. UNRESOLVED and -Unresolved functions are defined in the trace file but do not exist in the module description file. This means almost always the wrong chassis and or module are set for the loaded trace file. By default NCS Dummy uses strict reading and will error on unresolved items but strict reading can be disabled on the 'Options' tab. TRACE FILE 2 - Functions, properties and unoccupied blocks that occur in the first or both trace files are shown in black.
Those that occur only in the second trace file are highlighted in blue. trace 1 parameter - Black parameters occur in trace file 1. trace 2 parameter - Blue parameters occur in trace file 2. unresolved parameter - Unresolved parameters are defined in the trace file but do not exist in the module description file (see UNRESOLVED above).Fake placeholder keyword for initial data value of an unoccupied block.Fake placeholder keyword for parameter data values for which no keyword exists.Trace differences can be exported to a plain text file.
To do so, click the 'Trace Differences' button and choose 'Export.' From the dropdown menu. Similar to the module and trace functions the items to be included in the exported file can be set with 'Include Translations', 'Include Control Unit Data' and 'Include Order Options'. Pay attention when one or both trace files are nettodata trace files.
You may get unexpected results if you do not include control unit data: If all differences are in the control unit data, the graphical trace editor shows will correctly show the differences but the exported file is empty!Below is an excerpt of exported trace differences with control unit data and translations but no order options. Code: SWTEINTRAG: 083A '10seconds'SWTEINTRAG: 083B '20seconds'SWTEINTRAG: 083C '30seconds'SWTEINTRAG: 083D '40seconds'SWTEINTRAG: 083E '50seconds'SWTEINTRAG: 083F '60seconds'Head back to the disassembled LM2E6X.C35 module description file and add the new parameters. It may seem tempting to remove the original 'wert01' entry because it is now redundant (parameter 083B shares the same data value) but you should never remove existing parameters as that may break the central coding key (ZCS) or vehicle order options (FA) functionality in NCS Expert! It is safe to have multiple parameters sharing the same value, but you should never add multiple parameters with the same identifier (keyword) and different data values.
That will break the module description file! I use NCS regularly on E38s.
I have all the options printed out in ENGLISH, so I know my choices.Ive actually not tried it on the E31 yet.I didn't bother translating the German parameter names and values. For the E31 it's a doable amount, but then I'd have to do the same for the other models. That's over 3000 parameter names and over 1000 parameter values. I have better things to do.
Of course, if anyone feels like translating all parameter names and parameter values, go ahead. I can change NCS Dummy to show an extra column with the translations.
If you want a bare list of parameter names and/or parameter values, just launch NCS Dummy with command line parameter /mode=verbose (NcsDummy.exe /mode=verbose). This will enable the 'Export Parameter Names' and 'Export Parameter Values' buttons. I recommend using Hex Code sorting for these files as this tends to group related stuff which should aid translating.My main reason for writing the NCS Dummy application was to figure out all possible values for each parameter. If the value is 'nichtaktiv', the other possible value is quite obvious.
You don't need NCS Dummy for that. But quite a few parameters have values which are simply impossible to guess or will be at best a lucky guess. In that case your only options are to gather FSW/PSW trace files from other cars in hope those will contain different values for these parameters, or decoding the binary files by hand. NCS Dummy automates the latter, quickly providing a reliable overview of all possible parameter values of all parameter names in a module or trace file.Coming from the E38 I'm sure you'll be disappointed with the limited coding functionality of the E31, but nevertheless it's informative to know what's going on in certain modules.
Is there any way you can add the e90 family into the program? It consists of the e90/e91/e92/e93/e90 M/e92 M (E9x family)?I'm not sure the E9x family is supported by NCS Expert. At least my version (3.1.0) doesn't show any vehicle younger than the E89, but perhaps there are newer versions. Without NCS Expert data files for the chassis, I cannot update NCS Dummy. If your NCS Expert version does support the E9x family, have a look in the 'EDIABASNCSEXPERDATEN' folder, put the E9x folders in a ZIP archive and send the archive my way ( ). I'm not sure the E9x family is supported by NCS Expert. At least my version (3.1.0) doesn't show any vehicle younger than the E89, but perhaps there are newer versions.
Without NCS Expert data files for the chassis, I cannot update NCS Dummy. If your NCS Expert version does support the E9x family, have a look in the 'EDIABASNCSEXPERDATEN' folder, put the E9x folders in a ZIP archive and send the archive my way ( ).I read on another forum that E89 is what is used for the E9x series as well. Would you mind adding that to your program. It is a very useful tool. Thanks again. I read on another forum that E89 is what is used for the E9x series as well. Would you mind adding that to your program.
It is a very useful tool. Thanks again.I've updated NCS Dummy to version 0.2.0.10 which includes support for the E89.I've also added a new feature: If you export a file with NCS Dummy and then doubleclick on the log line which starts with 'Successfully exported.' The exported file will be opened in your system's default application for text files (.txt). This should save you from always returning to the filesystem to locate and open the exported file. You can also force NCS Dummy to open the exported files automatically by launching the application with command line parameter /autoopenexported=1 (NcsDummy.exe /autoopenexported=1). If you want this behavior but do not want to enter the command line on each start up, create a shortcut to the application and add the command line parameters to the shorcut's Target. If you're interested, I do have all of my E39 fsw/psw files - the first thing I did when I had access to NCS was to make backups up all the FSW/PSW file.Please yes, send them to me.
Even though I don't really have a purpose for them now, it may be helpful in the future to have a bunch of real world trace files. Perhaps for future NCS Dummy functionality, perhaps if I ever get myself an E39. I also hope at least a few people with an early or USA spec E31 send me their trace files. I'm interested in the differences to later or ECE spec E31. I'm not sure the E9x family is supported by NCS Expert. At least my version (3.1.0) doesn't show any vehicle younger than the E89, but perhaps there are newer versions. Without NCS Expert data files for the chassis, I cannot update NCS Dummy.
If your NCS Expert version does support the E9x family, have a look in the 'EDIABASNCSEXPERDATEN' folder, put the E9x folders in a ZIP archive and send the archive my way ( ).Hello! What a great piece of software! Thankyou for taking the time to develop that. I'm sure it will be of great help, to a lot of people. With regards to updating NCS, i have the 'daten' files from ISTA/P v2.37, if you would like them?Kind Regards,FAL.
I've updated NCS Dummy to version 0.2.0.10 which includes support for the E89.I've also added a new feature: If you export a file with NCS Dummy and then doubleclick on the log line which starts with 'Successfully exported.' The exported file will be opened in your system's default application for text files (.txt). This should save you from always returning to the filesystem to locate and open the exported file. You can also force NCS Dummy to open the exported files automatically by launching the application with command line parameter /autoopenexported=1 (NcsDummy.exe /autoopenexported=1). If you want this behavior but do not want to enter the command line on each start up, create a shortcut to the application and add the command line parameters to the shorcut's Target.Please yes, send them to me. Even though I don't really have a purpose for them now, it may be helpful in the future to have a bunch of real world trace files.
Perhaps for future NCS Dummy functionality, perhaps if I ever get myself an E39. I also hope at least a few people with an early or USA spec E31 send me their trace files. I'm interested in the differences to later or ECE spec E31.Feel free to link, but I prefer to keep this thread in the E31 section as it was written especially for the E31 (even though the E31 doesn't really offer much possibilities with coding).Thank you. Revtor - thanksPlease add E70 or allE31PFADDATEN =.datene31E32PFADDATEN =.datene32E33PFADDATEN =.datene33E34PFADDATEN =.datene34E36PFADDATEN =.datene36E38PFADDATEN =.datene38E39PFADDATEN =.datene39E46PFADDATEN =.datene46E52PFADDATEN =.datene52E53PFADDATEN =.datene53E60PFADDATEN =.datene60E65PFADDATEN =.datene65E70PFADDATEN =.datene70E83PFADDATEN =.datene83E85PFADDATEN =.datene85E89PFADDATEN =.datene89K24PFADDATEN =.datenk24R50PFADDATEN =.datenr50R56PFADDATEN =.datenr56RR1PFADDATEN =.datenrr1.