Update: 12 Sep 2003,
    
     The wiring harness is complete with the exception of splicing on the connectors for the sensors and fuel injectors, that will be done when the harness is installed in the car so everything fits like OEM.  The throttle body adapter is complete.  All testing of the ECU and Relay box is complete, all functions check out when I trick the ECU into thinking the engine is running by pulsing the tack input voltage.

Update: 21 Oct 2003,

   I had to buy a laptop to use with the EFI tuning software, so I picked up an old IBM 300mhz Thinkpad on ebay for about $50.  I learned the hard way that is illegal for a business to sell you a computer with an operating system installed unless they have all the software license paperwork. The laptop arrived without an operating system and it does not have a CD drive, just a small floppy drive.  Hmmmm....what now?  I found a full set of windows 95 disks with all the original paperwork form a place in Canada!  I installed the OS and the EFI tuning software then tested everything with the ECU, it works great.  I have not had a chance to take time off work and install the system yet.  I think I have everything I need to complete the installation with the exception of the throttle cable.  I will get to the installation soon, I hope. 

Update:  10 Nov 2003,

  I got the pictures of the throttle body adapter and the manifold with the throttle body mounted developed.  It looks pretty good, a little bead blast and some wrinkle black paint and it should blend in just fine.  I also fabricated an aluminum block to cover the cold start injector/valve cover vent hole and mounted the Inlet Air Temp.(IAT) sensor for the fuel injection in that position.




The next step is to mount the throttle cable bracket then begin the installation.  

Update: 19 Feb. 2004
 
I have been spending some time fixing up my new Scion Xa so the EFI conversion has slowed some.  The throttle cable is mounted.  I have a new fuel psi gage to mount on the fuel rail so I can check the fuel psi any time I wish.

Update:  June 7 2004

  I started the EFI conversion a couple of weeks ago but due to family stuff I have not made as much progress as I would like.  The CIS is removed, along with about 3 miles of wiring for the different components that won't be re-used.  

I rebuilt the starter while it was out so I would not have to do it later, what a pain to get at with the FI in place!

  The new 318i manifold is in place with the throttle body and throttle cable.  I used a throttle cable and bracket from a '96 Plymouth Voyager with a 3.0L engine. The throttle cable is pretty long but should work well.  The cable bracket needed some minor modifications to attach it to the BMW manifold.  

  When I originally built the wiring harness that goes from the EFI relay box to the sensors and injectors I used electricians tape to bundle the wires but it is too stiff and looks like crap so I am removing it all and will use various sizes of the corrugated plastic wiring cover to make it look better.  

Update:  June 25 2004

  I have the relay box mounted next to the windshield washer reservoir.  The wiring is run with just a couple of connections left to be completed.  That 3 miles of CIS wiring I removed has been replaced with new wiring for the EFI! The relay box has a metal cover that only exposes the tops of the relays and allows the fuses to be changed.

  I removed the factory fuel pump/accumulator/filter.  I modified an in-tank fuel pump from an Acura RSX to replace the BMW in-tank pump.  I had to fabricate a small adapter to use the BMW in-tank strainer too.  It should work very well and supply plenty of fuel for the HP level this engine will reach.  While I had the tanks out to install the pump, I cleaned them inside and out and replaced the leaky vent hoses.



 
  I ran some 5/16" steel fuel supply  and return lines from the factory plumbing to the fuel rail. I installed a fuel filter from a late '80s Dodge EFI equipped pickup to keep the fuel to the injectors clean.  It's small and has 5/16" hose fittings for inlet and outlet.

  I had to drill and tap the water fitting by the manifold to mount the GM coolant temperature sender.




  I still have to finish mounting the ECU above the glove box, wire the new fuel pump, hook the throttle cable to the pedal, and make the final electrical connections to the relay box.  After a double check of everything it should be ready for a start up.  I'm very excited but a little nervous too.  

Update: July 21 2004

The glove box has been removed to mount the ECU and Mallory CD ignition box. I fabricated some aluminum panels to fill the area and make it look better. I was going to mount the Mallory box under the hood but there really isn't room and it should not get that hot anyway so this seemed like an interesting way to deal with that.

When I tested the in-tank fuel pump it would not work.... I found the factory ground strap between the tank ring and electrical connector was loose, the spot weld had broken! With that repaired the fuel pump supplies 40psi to the fuel rail with no leaks.

Everything is wired with the exception of 2 wires to "switched 12V" for the ignition and ECU. With projects like these you always find other things that need dealt with when you are working on the car so the job keeps expanding. In addition to the fuel tank vent hoses, and rebuilt starter, I resealed the round removable plate under the drivers side carpet and removed most of the heavy rubber sound deadening The factory insulation under the back seat was pretty ratty so I replaced it with new aluminum sided cotton insulation and spray glued it all in place. It's always something!

Update: August 1 2004

I was able to start the engine on the second try a week or so ago. I spent some time today with my wife behind the wheel so I could watch the tuning screen and make adjustments. After about 2 hours of driving/adjusting it runs very well and the VE table has 5 of the 8 RPM/load columns sorted very well. The last 3 columns are high RPM areas and are difficult to get to on public roads without endangering us and others. I am working on installing some new software into the old laptop to use data logging to fine tune the VE table further.

Here's a pic of the intake/fuel rail/regulator/injectors/ and a bunch of other stuff installed. Note the fuel gage mounted on the fuel rail so I can see the pressure while I work on the system. The sensor on the side of the intake plenum is the Inlet Air Temp. sensor. I still need to plumb the valve cover breather to a small K&N filter, I could plumb it into the intake but the oil vapor makes the interior of the intake manifold a mess. I will likely add another vent to the valve cover and plumb them to an oil separator box/filter.

Here's a pic of the OEM fuse box as it is now....Look Ma, no extra relays! Check out the 3" intake pipe/filter. No restriction in that one.... It makes a nice howl when I mat the pedal too.

This project is progressing nicely, power and dirveability are both better than with the CIS. I will be taking a 2500 mi trip in this car starting the afternoon of Aug. 6th. If I can get the data logging software working by then it should be fully sorted by the end.

Update: August 24 2004

I finished the 2500 mi. trip on 12 August. Everything worked with out any problems. I am still fine tuning the VE table using data logs. It runs very well, makes bunches of power and gets almost 10 mpg more than the CIS did! I still need some time to fine tune the high load acceleration VE bins, that requires someone to drive it while I change the bin values using the laptop until it pulls cleanly throughout the rpm/load ranges. It accelerates very well but there is a slight flat spot that needs tweaked. I have a new 4-2-1 header about done, that will require retuning again....

Update: 6 May 2005

I have driven the wheels of this car for nearly a year now with the EFI and I truly love it. I am in the process of assembling a new ECU-the MegaSquirt v2.2 with the MSII daughter board/chip. This will make it easier to upgrade to Programmable Crank Triggered Ignition using the Ford EDIS wasted spark system. I have all the hard parts and the ECU is just about completed. Once you see the ignition signal dance around on the computer while tuning the fuel you realize just how bad distributor based ignition really is!

With the gas prices jumping so high lately it's nice to be able to lean the A/F ratio easily for a little better fuel economy.

16 Oct 2006:

Wow, it's been nearly a year and a half since I've updated this page, a lot has happened.

It's been running over 2 years now with MegaSquirt and has never had a hiccup related to the electronics. I had a fuel rail mount crack but made it home with some bailing wire tying it down to the intake so it didn't squirt high pressure fuel everywhere on the hot engine-scary stuff. That's been the only problem with the EFI-it's great and I truly love it.

If you follow the other pages you have seen that I crashed the car last May and have been rebuilding the front end with some custom pieces. I have also decided to try an early e21 intake and larger throttle body. Pics are on the "Engine Upgrade" page linked from the "Resurection" page.

Everyone is always looking for more MegaSquirt info. Here's a link to another BMW enthusiast's build full of good info. More MegaSquirt info:

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