Big Earner
I’ve heard the voltage regulator will show signs of not being able to regulate once you hit higher RPMs where it needs to regular that fast spinning alternator. Once the RPMs decrease it can handle it. If it doesn’t do that then it’s probably the motor within the alternator that needs rebuilding or replacing.
--Trevor--
Vancouver, BC
Messaggero
Makes sense given high RPMs on track. I also think it's the heatsoak - under hood temps on the track are sky high. I opened my hood and let the car cool down for a few hours. Started the car back up, held steady at 14V for about 20 mins. After which it intermittently swung between 12V and 14V but luckily the remaining 1 hour drive was no problem, even with that flickeringOriginally Posted by Rovert
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2004 BMW 330CI ZHP (well, technically ZAM)
Big Earner
Oh damn definitely sounds heat related. What oil/coolant temps were you seeing on the track?
Messaggero
Looooooool I briefly saw 142C oil, I keep the eKombi indicating oil so for coolant I don't have a number. But my gauge has the buffer set to 95-105C dead-centre and it never deviated from that.
I know, I know... 142C oil is pretty high. To be honest I think something could be up with that. Last year my oil temps were steady at ~95-105C on the street, and up to 125C on the track. This year it's 110-115C street, and track is that high number. The eKombi has a couple offsets you can set based off the car it's in (according to the seller), it's possible it somehow got swapped when I disconnected the battery for the winter.
If not, then... holy shit lol
2004 BMW 330CI ZHP (well, technically ZAM)
Big Earner
Yeah that's pretty high but the change from last year is way more concerning. Definitely need to figure out if it's using the right scaling before you go chasing anything else.
I remember seeing that our cars send the temperature to the DME from the temp sensor on the OFH. Hopefully that's the temp coming out of the engine and heading to the sump and not the other way around!
Messaggero
Actually it is hooked up to the oil level sensor:
Good point actually, I should look into this - after fixing my electrical and emissions gremlins I guess I'll drive around with INPA displaying live data!
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2004 BMW 330CI ZHP (well, technically ZAM)
Big Earner
For the S54, yes, but the non-m actually uses the sensor on the OFH. Here is the MS45 info:Actually it is hooked up to the oil level sensor:
Good point actually, I should look into this - after fixing my electrical and emissions gremlins I guess I'll drive around with INPA displaying live data!
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Messaggero
Oh sorry, I meant to say that the eKombi takes the oil temp from the level sensor though - coolant temp, voltage, vehicle speed are from the K-Bus but the oil temp is a separate input and is pinned to the level sensor.For the S54, yes, but the non-m actually uses the sensor on the OFH. Here is the MS45 info:
Which in this case I assume the eKombi reads the PWM signal from the level sensor? It'll be interesting to see how the oil temp from the eKombi compares to the reading from the OFH in INPA.
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2004 BMW 330CI ZHP (well, technically ZAM)
Big Earner
Ahh gotcha I thought it just pulled it from the DME via Canbus. Definitely interested to see how the two compare!
Enforcer
Today was a good day. No need to talk speed bumps but I got the M4 caliper and rotor mounted to my non-M E46 kingpin/spindle. The magic number is 8mm - that’s how much lower the caliper needs to sit. The caliper mount is 19mm and tapers to 14mm after the bolt hole. The kingpin is 16mm. I’m reading online a caliper mount should’nt be thinner than 3/8” or 9.5mm. I think the only way I can do this is by shimming 4mm off both the caliper and the kingpin. I am debating how to divide the 8mm between the two. But an exciting update nonetheless! Need to find a machine shop comfortable with the task at hand
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