For uncompromised control and flexibility of your s54 e46 M3...
The BMW S54 engine (found in E46 M3 cars from 2001-2006) is an excellent powerplant and great for engine swaps as well as forced induction applications. ACE Performance is an expert in E46 M3 S54 engine controls. The Emtron KV8 plug in kit allows for a install and control a robust engine management solution.
NEW for 2019 - With recent pricing changes to Emtron ECU hardware, we have been able to totally re-configure/re-develop our S54 package to now use the larger capacity KV8 ECU with a much more comprehensive wire harness adapter at no additional cost. Now, utilize all of the Emtron engine management features and functions without a worry of running out of inputs or outputs!
Optional Sensor Package adds on additional inputs that can be used for engine protection, as well as transferred over network to CAN connected devices (see below)
Turbo Package includes Optional Sensors plus “Flex Fuel” sensors, and other Turbocharger related hardware required to fully utilize all Emtron features for forced induction like charge pressure control, boost by gear, expansion ratio correction (utilizing EMAP and compression ratio to correct VE), and more.
Enjoy full Emtron features and functionality in this fully condensed packaged system from ACE Performance.
“Finally a fully complete programmable motorsport electronics package for the S54. No falsely advertised features that are not actually supported, vague feature lists, or other bait and switch ploys”
CLICK HERE for more product details on the Emtron KV8
Support for nearly all factory sensors/components/outputs unlike other systems (see details below). Electric throttle, Idle air bypass control, VANOS, Sport switch/LED, MAF, CAN BUS integration (see below), and more. Utilizing the open and unlocked flexible Emtron platform that offers real support anywhere in the world though its world class dealer network
Package Contents: (Package is built to order - on average it will be assembled and shipped 2 weeks after purchase)
Emtron KV8 ECU
ACE Wire Harness Adapter - connects factory engine harness to Emtron ECU with no cutting or splicing
2X Ignition Modules
2X Bosch LSU 4.9 Wideband Oxygen Sensors
Bosch MAP Sensor Kit
Bosch Fuel Pressure/Temp sensor and adapter fitting for easy installation
Sensor Package (optional) - additional cost - contact us for details
Bosch Oil Pressure/Temp sensor
3.5 BAR Coolant Pressure sensor
Turbo Package (optional) - additional cost - contact us for details
Bosch Oil Pressure/Temp sensor
3.5 BAR Coolant Pressure sensor
Continental Flex Fuel Ethanol sensor
Boost Solenoid hook up
TMAP (Charge Pressure/Temp) sensor
5 BAR Exhaust Pressure sensor
Dual Wideband Oxygen Sensor input with Short and Long term adaptations
Individual Cylinder Knock detection with Short and Long term adaptations
Calibration slot control (Map switching) capability
Advanced Fuel and Air mass modeling (MAF is also supported)
Optional E-throttle control (dual)
Engine DTC protection/limps/failsafes (pressures, temps, etc)
Comprehensive ECU logging (up to 500hz per channel)
Launch control, Motorsport Traction control (with G-force compensation)
Customize CAN transport and receive to expand, data log, display, etc
True Flex Fuel function
Fuel Pressure and Temperature compensation
All other motorsport features such as Anti-Lag, Gear Cut/Gearshift control with downshift blipping (requires DBW), Nitrous, are all included as configurable functions.
* Some features listed above are subject to additional hardware and wiring integration
- Plug in style installation -
Install ECU, ignition modules, and Wire Harness adapter in factory EBox
Install MAP sensor kit into Idle Air system
Route wire harness adapter sensor harnesses into engine bay. Install sensors.
Install new Bosch LSU 4.9 Oxygen Sensors
Configure ECU for first start up (using ACE start up guide)
Nearly all factory inputs and outputs are supported and connected via ACE Wire Harness adapter.
Due to utilizing the KV series ECU, extra inputs are now available for users to wire directly to the ECU to control extra functions such as calibration slot control, rotary trim position sensors, wire in wheel speed sensors for traction control, etc. There is a dedicated spare 5V and Sensor Return (0V) connection for extra adding analog inputs.
CAN BUS Support
Emtron ECU system supports two seperate CAN networks.
CAN Channel 1
This network is dedicated to Emtron expansion devices, dash loggers, and other Motorsport systems. It is pre-configured and pre-wired to connect directly to the Emtron expansion devices like ELC2 Dual CAN Lambda Controller, Emtron EIC10 Input Expander, and more. The connection can also further be utilized to connect to motorsport dash systems and other motorsport devices.
Termination for this bus is facilitated via an external resistor that can be unplugged and used to easily expand to other CAN devices.
CAN Channel 2
This is connected to the factory vehicle network. This drives some of the factory instrumentation for the E46 platform and also picks up CAN data like wheel speed inputs, AC switch position, AC pressure, and more. These inputs can all be used for ECU functions running factory systems (like AC), but also can configure advanced ECU functions like Emtron Motorsport Traction Control/Launch Control/etc. Advanced motorsport functions in the Emtron ECU platform are fully unlocked and available for complete configuration on demand.
This network also is flexible as you can export comprehensive data to a data logger on this network as well if needed.
* Some installations already have Dash/Loggers attached to the factory network
Factory DSC functionality (ABS stays functional)
DMTL Tank Leakage Detection
Oil Temperature gauge reports Coolant Temp (future update possible)
M3 Cluster Shift Lights (future update possible)
Factory Oil Level/Temperature sensor (future update possible)
Factory Oxygen Sensors (replaced with Wideband Bosch 4.9 sensors)
- Factory SMG transmissions
S54 Specific Calibration Features
Unlike other standalone solutions that delete important components like the Idle Air Solenoid/Bypass system (required for smooth drivability and Drive By Wire Operation - see special note below), our base calibration file combines both the Throttle Position AND the Idle Valve position to generate the total Effective Throttle Area, which is used to generate the efficiency map fuel fuel load. The strategy uses the Idle Air system in combination with the factory main ITB throttle system as original designed by BMW, providing fault free, smooth, and reliable operation. These functions are only possible through Emtron exclusive Throttle Body Modelling functions, and provide the greatest resolution for mapping the engine in comparison to anything else. Furthermore, once engine efficiency is calculated, final air mass calculations are used as engine load for spark, etc. Again, only possible due to the flexibility of utilizing the Emtron platform, and it’s 2500+ channels it produces for the user/tuner to utilize throughout the calibration!
BMW was one of the only car manufacturers to release roadgoing engines with ITB (Individual Throttle Body) systems installed from the factory. When The S62/S54 engine platforms came out, the inherent design changed where normal ITB throttle kits once to had air bleeder/balance valves per throttle that would allow for constant air bypass around the closed throttle. These balance valves allowed the throttles to be synchronized with manometers, but also allowed for a minimum amount of differential pressure to be set through the throttles at all times.
Due to the strict (and annoying) service requirements, and the addition to electronic throttle control, BMW re-designed the fundamental concept of these systems drastically. They installed large idle air bypass kits on these engines. The factory strategy was then set up to actually bleed large quantities of air through the idle air kits before ever opening the main throttles as part of its air management function.
The results were precise control of air flow before the main performance throttles were opened, no abrupt disruption in air due to differential pressure pre/post throttle being balanced, harsh movement (mechanical sticking), and most importantly, less of a need for strict balancing of the throttles. In fact, factory service instructions only required basic mechanical settings of throttles, with no manometer adjustments at all.
The removal/manipulation of the factory Idle Air Bypass/Solenoid system on these ITB equipped engines (S62, S54, S65, S85) should immediately be considered as a red flag, and considered a “lack there of” a competing control systems capability, or the installer/tuners understanding of how such systems function.
It is nearly impossible to balance throttles without air bleeders (even with a manometer) consistently considering environmental changes (temp, etc)
Excessive vacuum with closed throttles overrunning adding to already heavy closing spring load (mechanical sticking)
Closing spring load is so strong, throttles almost always overshoot closed. With no air bleeding through the idle kit, this will create excessive overrunning deceleration conditions while driving and can create locking of tires on track
Spring load is not consistent when converting to “cable throttle kits”
The throttle rod lever ratio is not designed for this, leading to no control at part throttle (with no small air adjustment through Idle Bypass)/non consistent pedal pressure to move throttle.
No control “off idle” leading to ON/OFF like drivability