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-   -   JB4 N54 Single Turbo Setup Directions (https://www.n54tech.com/forums/showthread.php?t=20406)

Terry @ BMS 07-10-2013 02:15 PM

JB4 N54 Single Turbo Setup Directions
6 Attachment(s)
Hey guys,

This is the thread for all information related to a JB4 to control your N54 single turbo kit. We'll use this thread as a place to keep firmware, notes, and settings. :drinking:

BMS Single Turbo Silicon Filter: https://www.burgertuning.com/product...filter-bms_stf

JB4 setup notes:

1) A MAC solenoid is required for single turbo boost control. Some kits include this and others don't. The part number is 35A-AAA-DDBA-1BA. We offer a plug and play version of the solenoid here:
http://www.burgertuning.com/N54_JB4_upgrades.html. Note that we suggest using hard lines for the solenoids as rubber lines tend to deteriorate over time and can cause major over boosting if they start leaking.

2) Special JB4 firmware is required to run this solenoid and is at the bottom of this post.

3) We suggest a 3.5 or 4bar TMAP sensor as the factory sensor can only read up to ~20psi. You can order the 3.5 or 4bar adapterst here: http://www.burgertuning.com/N54_JB4_upgrades.html

4) Single turbos require a special JB4 back end flash map. JB4 single turbo back end flash maps are posted in the open flash and MHD threads. Since a BEF is presumed there is no menu 4/2 or 4/3 setting required for single turbo firmware.

5) With the MAC solenoid in theory the JB4 can control up to 4x the wastegate spring but in practice smaller twin scroll turbos tend to be closer to 2.5x the wastegate spring. We suggest going 40% of your desired maximum boost target. So for a 30psi maximum target around a 12psi spring. Going too high on the spring will sacrifice partial throttle boost control and smoothness. Going too low will prevent you from hitting higher boost targets at higher RPM.

6) With single turbo firmware FF and dutybias are saved on a per map basis. As a starting point for any given map set dutybias all to 50 (level), FF relatively low, and let it learn itself up. Since there is such a wide variation of turbos, manifolds, etc, used we anticipate each setup will require some fine tuning for perfect boost control. Note to enable duty cycle by map settings dutybias 1500rpm must always be set to 50. This tells the JB4 to use your dutybias 2000rpm+ settings.

7) The JB4 single turbo firmware has a unique map set as noted below. Note map1 is the WG spring & safety map. Map0 disables the JB4 all together with boost running at the WG spring.

8) DWP (Default Wastegate Position) represents the JB4 single turbo spool mode setting 0-100%. A value of 75, the suggested starting point, will hold dutycycle to the MAC solenoid at 100% until boost is within 75% of its intended target. Holding dutycycle at 100% during spool improves turbo spool speed but holding it too long may result in boost jumping over target post spool. See this in action here: http://www.n54tech.com/forums/showpo...postcount=2607

9) Getting started: Always start your new turbo setup with map1 and do a quick log to ensure there are no boost leaks, out of control boost, and that the solenoid has been plumbed in properly. If boost goes over the WG spring rating on map 1 then something is wrong with your install. Fix it. Once you're comfortable the car is running OK on the WG spring map1 then move up to map2, set dutybias all to 50 (default), FF relatively low like 20, and evaluate it.

10) Solenoid diagnostics: The most common issue with single turbo kits is getting the boost solenoid working. The JB4 provides a unique feature to simplify diagnostics. On map1 with ignition on, engine off, as you press the gas pedal the JB4 will cycle power to the solenoid. Before doing anything confirm your solenoid is clicking as you press the gas down with the engine off on map1. If not then you have an issue.

Note with single turbo firmware IAVG represents bank2 fuel trims. If bank1 trims and bank2 trims deviate by more than around 20% the JB4 will throw a WG spring safety with last safety mode = 5.

JB4 Single Turbo FAQ:

What fuel upgrades are suggested?

As with a hybrid turbo setup the fueling upgrades are largely a factor of what fuel you intend to use (e.g. pump gas, E85, or mixtures of E85), and how much power you intend to make. The following are some rough guidelines to get you in the ballpark for what you might require:

Pump fuel or unleaded race gas up to 500whp: There is a good chance your factory fuel system will support this.
Pump fuel or unleaded race gas up to 600whp: A good low pressure fuel pump upgrade is required like the Fuel-IT Stage2 or Stage3 drop in replacement.
E85 mixtures of 40% up to 550whp: A good low pressure fuel pump upgrade is required like the Fuel-IT Stage2 or Stage3 drop in replacement.
Straight E85 up to 700whp: Fuel-IT Stage3 low pressure, JB4 integrated port injection.
Straight E85 up to 900whp: Fuel-IT Stage4 with return line kit, JB4 integrated port injection.

Also note that adding in JB4 integrated water/meth injection can raise the power ceiling 50-75whp depending on nozzles used.

What are the benefits of running a JB4 rather than flash only for single turbo use?

While it's possible to tune a single turbo without a JB4 doing so comes with many disadvantages.

1) The JB4 includes more robust safety systems than are possible via flash only. Starting with fundamental safety systems like dropping to WG spring pressure if boost exceeds a user defined value, if the air/fuel ratio in either bank turns dangerously lean, or if fuel pressure drops below a safe level. While you might think the DME alone can handle these basic safety systems surprisingly it's not the case. The DME will happily let you run along at full power and a 18:1 AFR, with boost pegged if a WG line drops off, and the only fuel pressure safety provided is when fuel pressure drops down so low fuel injection itself has to be suspended. In addition to these basic safety systems the JB4 offers layered advanced safety systems. For example it monitors fuel trims bank to bank and reverts to safety if they exceed more than a 15% variance indicating a possible fuel distribution or o2 sensor issue. Common with single turbos. Port injection and WMI add extra failure points and the JB4 control provides advanced advanced safety systems for them as well. The port injection FAQ covers the basics.. The JB4 is also configured to allow the factory throttle blade safety system to remain functional in the event of a serious overboost where a line pops off a WG or similar.

2) The JB4 boost control system is programmed as absolute meaning you'll always target a specific boost level. Unlike the DME which naturally implements a LOAD control system where boost levels go down when it's cold and go up when its warm. The opposite of what you generally want for turbocharged performance. In addition the JB4 single turbo setup is quick and easily adaptable to a wide range of setups eliminating the need for expensive custom boost tuning and the risks that come with repeated logs on systems that are not yet setup. It's not uncommon for engine damage to occur while a new setup is initially being dialed in. In addition the pedal to boost mapping, spool aggression, boost by gear, and other critical factors can be easily adjusted in dash on the fly to suit the needs for the particular track or racing situation. Automatic compensation for o2 sensors under exhaust back pressure is also managed by the JB4. The JB4 automatically builds a base dutycycle curve for each map ensuring consistent performance across a wide range of racing conditions.

3) On the fly changes. Whether it's changing the boost/power level, boost by gear setting (including being able to disable it on the fly for burn outs or if traction turns out to be better than expected), pedal input, 2STEP RPM, or what gauges are shown in dash, the JB4 allows a wide range of user adjustment real time from the drivers seat without having to use a 3rd party device or risk programming the DME between runs.

4) The JB4 allows for much better real time feedback to the driver. User adjustable in dash gauges allow you to keep a constant eye on boost, timing, knock, meth flow, and/or AFR, all selectable and changeable on the fly from the drivers seat. A user adjustable shift light can be triggered making rowing through the gears easier. JB4 Mobile allows wireless bluetooth logging via your Android or Apple phone without a cable locked in your OBDII port.. In addition you can select map0 on the fly to allow OBDII port logging and diagnostics when needed for vehicle service. The JB4 default logging set includes all relevant data required for tuning including boost, timing cylinders 1-6, AFR and fuel trims in both banks, high and low fuel pressure, load, calculated torque, trans temperature, and many other parameters. The JB4 provides a simple to use but incredibly robust data logging system eliminating the need to select what parameters to record before each run and providing instant on the fly charting without the need of 3rd party internet programs. We routinely add parameters to the JB4 logging set based on customer feedback and evolving tuning requirements.

5) Integrated JB4 features such as no lift shift, 2step, anti-lag, port injection control, flex fuel sensor, and progressive water/meth (WMI) control eliminate the need for independent add on boxes that are more difficult to install and technically unable to communicate with each other. Integration allows these extra features to share information for a smooth and cohesive tuning solution. For example with the JB4 NLS and JB4 port injection control when you press the clutch in for NLS your port injection flow is momentarily suspended to avoid huge backfires that have been known to blow out o2 sensors and in extreme cases blow up intake manifolds. When the DME requests a torque drop due to traction or stability control the JB4, WMI, and PI systems all respond accordingly. JB4 anti-lag has a dedicated user adjustable boost limiter to avoid unnecessary engine stress while engaged. WMI integration is able to hold boost levels low UNTIL fluid is flowing adequately to prevent spool up and transitional knock, adjust your boost target if the fluid being injected turns out not to be as potent as was expected or required to prevent knock, and in the event of a fail-safe depending on the severity of the situation either lower your boost target partially OR instantly dump boost out the diverters/close the throttle/cut timing. These are just some of the many examples of why having add on boxes an features all integrated through a single system is advantageous.

6) The JB4 is widely used and widely supported including free unlocked back end flash maps and custom mapping support from BMS via the n54tech support forum. BMS sponsors and attends several 1/4 mile and 1/2 mile races per year continuously improving the JB4 base maps and features based on real world experience and feedback. These updates are provided free of charge to JB4 customers via n54tech firmware posts.

What do I need for my JB4 to anti-lag and 2STEP?

For anti-lag (negative timing while building boost) you'll need the anti-lag wire kit for $15. Older JB4 systems prior to 2016 build date will also need an updated 24k22 chip for $20 which has the latest anti-lag/PI chip settings. The anti-lag wire installs within the JB4 harness allowing it to manipulate the IAT signal where we've embedded the timing changes via our back end flash maps.

For 2STEP/NLS you'll need the 2STEP relay kit which includes a relay that installs within the JB4 harness and allows it to cycle power to the coils, and for manual transmissions a dedicated wire that allows the JB4 to read the clutch signal for NLS operation.

Both systems require a dedicated back end flash map to allow the features to properly work together. With the latest firmware we've also added an option under Ethanol/WMI bit3 (mislabeled DTML WMI input) which allows anti-lag and 2STEP to work together for impressive results.

JB4 Single Turbo Map Guide:

For stock and 3.5bar TMAP sensors:

Map 0: Disables JB4. Required for any flashing or OBDII diagnostics.
Map 1: Wastegate spring, throttle closure over 17psi (also safety map)
Map 2: 17psi
Map 3: 20psi
Map 4: 23psi
Map 5: 26psi (31psi with 4bar TMAP)
Map 6: User definable map
Map 7: 28psi (33psi with 4bar TMAP)
Map 8: Progressive WMI map with integrated safety adjustable from 17psi to 33psi

For 4BAR TMAP sensors as of v13_4 firmware:

Map 0: Disables JB4. Required for any flashing or OBDII diagnostics.
Map 1: Wastegate spring, throttle closure over 17psi (also safety map)
Map 2: 20psi
Map 3: 24psi
Map 4: 28psi
Map 5: 32psi
Map 6: User definable map
Map 7: 36psi
Map 8: Progressive WMI map with integrated safety adjustable from 17psi to 36psi


************************************************** ************************
*FUD N54 Single Turbo Firmware Options as of v135:
************************************************** ************************

bit0 - Disable steering wheel controls.
bit1 - Disable wastegate adaption.
bit2 - Enable E85 cold start fuel enrichment
bit3 - PI Tip In Enrichment Logic BETA
bit4 - Enable BETA Anti-Bog-Logic (Manual Trans Only)
bit5 - Block anti-lag from engaging off brake pedal. Use only volume down button.
bit6 - Disable o2 pressure correction.
bit7 - Disable lambda adaption reset each startup.

0-50 - Lock in a differential between DME target and ECU PSI to reduce the throttle safety. 0 = default operation. 26 units per PSI. e.g. a value of 26 would dampen throttle safety an addl psi. This value will also reduce effective load reported back to the DME by that amount. For diagnostic purposes only.

51 - Output clutch position under low fuel pressure. For troubleshooting NLS.
52 - Output o2 pressure sensor compensation under low fuel pressure.
56 - Output road speed instead of low fuel pressure.
57 - Output TMAP raw voltage instead of low fuel pressure.
65 - Disable fuel trim variance safety

1st/2nd/3rd gear traction control. When enabled, hold volume up or channel down if you need to disable (for doing a burn out, etc).
v138 firmware

1) Fix to CANbus resetting in v137 firmware

v137 firmware: BETA

1) Adjusted CANbus to take select channels via passive CANbus rather than active. The passive channels include RPM, pedal, clutch position (for manuals), and brake position. The change allows for faster sampling of those channels and frees up CANbus bandwidth for some new active channels we'll be adding soon. In addition these channels will be logged even if active CANbus is disabled.
2) As part of this change manual transmission vehicles using the NLS relay no longer need the JB4 clutch wire installed. It does not need to be removed but in the future won't need to be installed. We will be updating our site to reflect the change.
3) As part of this change we've opened up an additional analog input which can be used by customers running WMI, PI, and flex fuel or for additional sensor inputs such as exhaust back pressure or EGT. Email us for details on how to set it up.

v136 firmware:

1) Further integrated rolling anti-lag and 2STEP operation. By default both systems are independent. 2STEP is active from a stop and anti-lag is active (via volume down or brake pedal) from a rolling start. To enable the integration turn on WMI/Ethanol bit3 (mislabeled "DTML WMI Input"). Once enabled anti-lag will kick on when running 2STEP and 2STEP will kick on during rolling anti-lag. Note latest BEF maps have anti-lag timing (under IAT tables) set to -36 degrees. If you're not using one of our files make sure your flash tuner customizes your file for this change for optimal anti-lag performance. Note** manuals must have auto shift reduction set to 0 for NLS to function.
v136_T1) Fixed possible bug with code reading.
v136_T1) Added new safety on low fuel pressure, will revert to map1 if low fuel pressure drops below 50psi at full throttle.
v136_T10) Fixed bug with MHD flex fuel support not registering E85 mixture properly when using WMI page bit2 DTML Flex Input.

v135 firmware

Added anti-bog logic selectable with FUD.4 and pulling clutch wire. Details here: http://www.n54tech.com/forums/showthread.php?t=52657

T1) Adjusted boost safety system so that boost safety for map1 (WG spring) change over is 3psi over map target OR 1psi before sensor runs out of range. Whichever is lower. The user adjustment boost safety setting is now used only for in dash boost gauge calibration.
T1) Fixed another bug in the 2STEP logic. Seemed to be working much better on our development car. Let me know!
T2) Fixed possible bug with map1 not closing throttle body during over boost conditions.
T3) Added new diagnostic function. If on map1, engine off (rpm = 0), speed = 0, when pressing the gas pedal down the JB4 will send 0-80% dutycycle to the boost solenoid. For basic diagnostics you should hear the solenoid clicking away. If no clicking, you know there is a solenoid or electrical issue.
T6) Added rolling anti-lag integration based on brake pedal input. For full effect need anti-lag kit + 2step installed/enabled.

JB4 Single Turbo Back End Flash Maps are posted here: http://www.n54tech.com/forums/showpo...94&postcount=1

Required MAC solenoid with plug and play adapter:

Purchase Here!


How to update firmware:

For firmware updates if having issues we suggest you turn off WiFi, change upload timeout to 25, and set your phone next to JB4 box under the hood.

Download firmware using the new JB4 Mobile firmware database or externally by clicking this link.

Random old dyno threads:
Precision 5862 .84 vs. Comp 6465 .84 dyno comparison: http://www.n54tech.com/forums/showpo...&postcount=616
VM 6465 Twin Scroll Top Mount: http://www.n54tech.com/forums/showthread.php?t=27029
FFTEC 6266 Build: http://www.n54tech.com/forums/showthread.php?t=27819
MOTIV 750 Testing: http://www.n54tech.com/forums/showthread.php?t=31065
800whp VM Kit Testing: http://www.n54tech.com/forums/showthread.php?t=35069

WDBi 07-10-2013 04:31 PM

Could this work with single and dual waste gate setups?

illrider 08-28-2013 08:22 AM


How well is the factory solenoid working with the external wastegate? I thought I remember reading somewhere that right now there is some overboost happening when boost is below the wastegate spring psi, but workingly properly at higher psi. Is this correct? Any progress on being able to control the solenoid properly all throughout the psi range?

Terry @ BMS 08-28-2013 08:26 AM

I know of 3 cars running now in this configuration and they report they are running well. You still have to tune it, of course. But the control system seems fine. Where you may run in to headaches is with trying to control boost levels lower than the wastegate spring. But on the piggyback end we can handle that.

aflatau 08-28-2013 09:37 AM


Originally Posted by Terry @ BMS (Post )
I know of 3 cars running now in this configuration and they report they are running well. You still have to tune it, of course. But the control system seems fine. Where you may run in to headaches is with trying to control boost levels lower than the wastegate spring. But on the piggyback end we can handle that.

So would you recommend having a lower spring rate spring for the wastegate?

Terry @ BMS 08-28-2013 10:36 AM

I'd run a ~12psi spring to start. Later you may need to change that to a ~15psi.

aflatau 09-20-2013 06:34 PM


Which boost solenoid do we use for this? There is two of them.. does it matter which one we use? And also what do we do w the other one?

Terry @ BMS 09-20-2013 09:51 PM

Pick one at random. Put the other in your tool box as a spare.

Terry @ BMS 10-10-2013 08:01 PM

1 Attachment(s)
Our FFTEC kit should be installed shortly and we'll get to work on formal JB4 single turbo software. But, it looks like ISO27 firmware is working pretty damn well out of the box. Here is a customer single turbo log with a 14.5psi target dialed in against a 8psi wastegate spring. Boost is right on target! :)

I'm not sure what his hardware is exactly but looks like full boost by ~3500rpm!

SaferTransport 10-11-2013 08:23 PM

Hey T, any new AT solutions for higher hp/tq cars?

Terry @ BMS 10-11-2013 08:41 PM

Nothing new on that front. Once it finally gives out I'll just have to try various rebuild options.

Terry @ BMS 10-15-2013 08:47 AM

Added a few notes to the first post. I'll add more as we go along.

NJrep335I 10-15-2013 04:57 PM


Originally Posted by Terry @ BMS (Post )
Added a few notes to the first post. I'll add more as we go along.

Good info, does this mean you have your single turbo up and running?

Terry @ BMS 10-15-2013 05:11 PM

1 Attachment(s)
It lives! :)

Will start tuning it later this week.

Terry @ BMS 10-21-2013 08:38 PM

Added a photo above showing the solenoid mount.

sranch335i 10-21-2013 08:56 PM

Holy sh&t!!!!!!!!!!!!!!!!

ak335i 10-21-2013 10:14 PM

Very very good. Race to 700? Tick tock

knissel 10-22-2013 04:59 AM

I have been waiting for a long time for terry to come into the big turbo game! Can't wait to copy everything he does lol

josh135 10-22-2013 05:20 AM

What kit is this or is this a home made kit?!?! Looks pretty awesome.

Terry @ BMS 10-22-2013 07:36 AM


Originally Posted by josh135 (Post )
What kit is this or is this a home made kit?!?! Looks pretty awesome.

It's the FFTEC 6466 kit.

lfelunden 10-22-2013 08:59 AM


Originally Posted by Terry @ BMS (Post )
It's the FFTEC 6466 kit.

It's about time that you go make some jawbreaking records :) :burnrubber:

Eleventeen 10-22-2013 09:28 AM

Terry, are you planning to adapt the twin-turbo firmware to work with the single turbos as well (maybe have a toggle in the interface)? Or are you going to develop specific firmware for the single? Honestly, the twin-turbo firmware doesn't seem that far off.

Payam @ BMS 10-22-2013 09:55 AM

Bottom mount :(. I want to see that beautiful turbo.

Terry @ BMS 10-22-2013 10:17 AM

1 Attachment(s)

Originally Posted by Eleventeen (Post )
Terry, are you planning to adapt the twin-turbo firmware to work with the single turbos as well (maybe have a toggle in the interface)? Or are you going to develop specific firmware for the single? Honestly, the twin-turbo firmware doesn't seem that far off.

On the JB4 end we'll keep it in one firmware. So far, no major changes have been needed but we'll have to keep an eye on it. Likely what we'll do is assume anyone using a 3.5 bar TMAP sensor is running a single or large twin turbo.

There will be a single turbo specific flash though. Working on that now. Here is a NLS log from this morning. :drinking:

Terry @ BMS 10-22-2013 10:33 AM


Originally Posted by FastGti69 (Post )
Bottom mount :(. I want to see that beautiful turbo.

Our 135i was dropped off at FFTEC this morning for top mount treatment. :happy

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