05-03-2024, 11:31 PM | #67 |
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There’s not much out there yet because it’s new to the f8x. It took even longer for the e9x before the first DCT to MT swap was done. It’s still not widely done either on the e9x.
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05-03-2024, 11:41 PM | #68 |
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I’m glad I’m not the only one who noticed that. I intentionally left out the Status Gruppe $1450-$2100 coilovers (with a F/R 400/560 lbf/in spring rate option!!! ) in my responses. Also, even with adding camber plates and the Swift spring upgrade, you don’t reach the $2100 price ($1825 max). I can’t imagine what the ride quality must be like…not great but I bet you can slam the car to the ground.
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05-04-2024, 12:44 AM | #69 |
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I would have more to share, instead sitting at my computer catching up on here. I guess I will share a little bit, I bought my Azurite Black M4 in 2015, stalked in as it was being shipped wishing I took delivery in Europe instead, the mistakes I made when I could have made them.
I tracked in pretty often, no accidents ...... until, it floated away literally in Hurricane IDA, insurance sucks, they never want to give you what of course you think it's worth. Literally a month or so prior I put ohlins on and ditched my EDC, I coded out the button and left it, I have been getting lazier, it seems only money motivates me now but everthing I do has to yield quality. It's how many years later, through covid, parts shortages and I am still building this car, thankfully the body has always been mint, I did respray it though from when I didn't put PPF on everything I own, rock chips drive me crazy. I botched up ordering replacement parts, after a large chunk went to the full leather dashboard and the mistakenly ordered competition seats I asked my self why didn't I just make this into a racecar. Too late right, much cheaper to buy after market, oh not to mention I accidentally ordered Amaro Brown instead of Golden Brown/Braun, nice either way. I went a little nuts buying up blocks, I powdercoated mine and another, I plan to sell the other builds when mine is fully tuned with dyno numbers on paper. The DCT I am pulling has Deka Stage 3, for all the DCT people here I do love the DCT, however I had an issue with crank case pressure and I think my rear main is toast, so there are only 8 bolts left of the 12 holding in onto the block, drive shaft is already off or really out of the way. Having a lean at idle conditions makes clutch adaptation on a DCT near impossible and I am in the process of tuning as is so I looked at this like an opportunity to swap to a manual, if I didn't have to replace the rear main I would keep the DCT. However my issue will be when this car is done, will I want to let it go for another build. It's nothing too crazy as these cars come with a good amount of power especially if you just flash or use a JB4. Either way, I went nuts with powdercoating, block, head, oil filter housing, many other parts on the car. Everything was upgraded, Carillo rods, CP pistons, stock CR, Shrick Cams, Supertech valvetrain, Pure Stage2+, Nostrum DI Stage 3, proper clearances are not stock, oh and the block is sleeved, no more LDS. My PCV setup was part of my issue, so the gold VC is not being used, may be later, OEM VC is fine for me, everything is still in flux. I guess I should share some photos instead of just talk, I have quite a bit, I will upload more when I have some time. I still have to remove my EGS, run the hydraulic lines, install my pedals, I use to think of this like it's a lot of work but now it's really not. I cannot stand working on a dirty car, when it's clean it's easy. Shop space would be ideal. Last edited by undermine; 05-04-2024 at 01:26 AM.. |
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05-05-2024, 12:02 AM | #71 | |
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05-07-2024, 04:16 AM | #73 |
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Is it possible to get a car that is registered as automatic and converted to manual through inspection in US? I wonder as exhaust emissions and the car identity will be wrong.
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05-08-2024, 07:44 AM | #74 |
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Drives: 2013 M3 6MT
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I’d say basically yes not a problem as long as there are no check engine lights or “not ready” codes - but keep in mind 50 states with different laws and in some states emissions laws vary by county ie city vs rural. Some states and counties don’t have any inspections at all.
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05-08-2024, 12:17 PM | #75 | |
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05-08-2024, 09:34 PM | #76 | |
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So, here's what's already been installed generally. Hydraulic line from the Master to the Slave, Pedals, Flywheel, clutch, Transmission, OEM shifter, I might upgrade later, I don't like the look of most after market. OEM Harness for 6MT to DME, and ISM I will likely buy or make the modifications to my existing harness. I still have to remove my paddles but again dash is coming out so no big deal. Biggest issue for me is BM3 and tuning, I have Shrick Cams, Nostrum Stage 3 so right there I have issues getting back to where I was, otherwise if I had a stock motor, or JB4 this would be cake. Deka Stage 3 DCT with Fall-line pan, Mishimoto DCT Cooler anyone? Make an offer. Last edited by undermine; 06-12-2024 at 09:24 PM.. |
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05-09-2024, 10:15 AM | #77 |
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Super cool, thank you for documenting this!
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05-12-2024, 10:29 PM | #78 |
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Yeah totally, I have walked myself through a number of conversions/retrofit, these cars specifically I do not mind working on. This clutch I installed requried me to drop the subframe a little, I only had to unbolt the 4 towards the rear of the front subframe which required fender wells to be moved slightly but I didn't have to remove them. Then loosened the 4 bolts holding the center section of the front subframe the 2 that join the rad support in the front I left. Just enough clearance to lift the trans and bolt it up.
I bled the clutch, it's been a while since I stood on one, I removed the clutch delay when it was on the bench, super easy. Also the bushing that the clutch arm rests on was upgraded to stainless, took me minutes to install. When this is complete I will finalize everything I find on this so if anyone really is interested I can likely make this really easy. I decided on buying a used manual DME that I plan on cloning for future swaps, with that I will flash my ISN and VO code. Mothers day I wasn't doing much, so current status. DME and another harness arrives tomorrow. Clutch, Trans, shift linkage all installed. Master / Slave with hardline, connected to brake booster, installed and bled. One of the trans mounts I am going to drop off to have blasted and cleared with Powder and I have an after market cross brace to blast and powdercoat as well, small stuff that matter if weight isn't a thing. As for the actual project, if all goes well with the DME which I believe will be likely, I will have to remove my dash to get better access to connect some pins to the Front Electronics Module, DME and to the clutch master module, that should complete the swap so I am pretty close I just need some free time. Kind of wish I could work with racecars daily, fun for me, that and setting some nice lap times. |
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05-18-2024, 12:15 PM | #79 | |
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Not much of an update, ordered some automotive color coded wire and contacts for the 4 pin connector for the clutch module, I will be pulling my dash at some point over this weekend to run the lines, it's only 4 wires, ground spiced to brake ground, one to the dme, has to go through the firewall on the main harness, doesn't look fun but it's fine already started, the last two are to the FEM. I bought another adapter for what I use to clone DME, I don't want to crack this one open, I also want to make sure I get a complete clone of a manual, I plan on flashing that clone onto one of my other DME for testing to see if it will properly flash the ECU config so it thinks it's a manual, then I will copy my ISN and VO Code it. If i can get there successfully with everything connected then the DCT to 6mt will be complete, and I can get back to DME tuning.
I will write up the final details for anyone else taking this on, I do plan on making a jumper plug to make the CAN connections easier for anyone else. I will link all of what I am using to do the majority of this at a later time. Quote:
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05-18-2024, 04:57 PM | #80 | |
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I’m rooting for you- I am on the list of people hoping to swap the dct for a manual. I’ve done a few manual swaps, but never in a vehicle with this many electronics. Swapping all the oem parts should be easy enough but I’m curious to see what level of “customizing” needs to be done so I can figure out whether this can cause any issues passing emissions or running a dme tune. |
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05-18-2024, 09:05 PM | #81 | |
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Regarding your concerns, emissions should have zero association with a manual swap. Tuning of course will, and in my case, having installed cams alone requires tuning, if you're stock to begin with you'll be fine. As far as I know right now, it seems a DME once programed for a DCT cannot be reverted back to a manual unless of course you have a copy of a flash from a manual which is what I am attempting. I tried using tool32 to erase the config of the DME, but for this specific DME it seems I can't may be someone out there can so I opted to buy a DME that's is for a manual, I am going to clone it and save the image for future swaps, then I will copy my ISN over and VO code it. My concern is that I already started tuning so in this case that's all likely going to be gone because BM3 already has my VIN associated with a DCT, I did reach out asking them to reset it, so any tuning that was done if I flash those maps back it will likely code my DME for a DCT which would cause me to have to remove it again and flash it back to the 6MT. My plan is to copy the 6MT image and then image it back on to one of my other DME and test, if it works out great I will move forward knowing that I can clone any DME even if it was previously a DCT. Regarding everything else, I haven't had a chance to touch my car, I need to pull my dash and run some wires, that's really it, besides the coding, all my mechanical stuff is pretty much done. For anyone going to take this on, as long as what I am saying works out it isn't that bad. It was an annoyance but an expected one to have to drop my subframe a little, the aftermarket clutch upgrade was significantly larger than the OEM so I just needed about an inch or so of clearance, otherwise. I didn't have to remove my carpet to install the hydraulic line, anyone doing this I do suggest to remove the dash I don't want loose lines just dangling so I am going to remove all the oem harness tape at least the majority of it to run my lines like it's part of the oem harness. When this car is done I plan to make it out for some track days. Thanks everyone for the support, by far I believe the BMW community is really the best. |
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05-21-2024, 09:20 PM | #82 | |
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Here's the update, a lot going on I really must say. As of right now, everything I will start of with all my efforts paid off 100 percent, the DME I purchased that was for a 6MT, I was able to dump the complete BIN file allowing me to locate the VIN and ISN in a hex editor, I already had mine so I copied bit by bit in place of the existing.
The car the DME came from was a 2016 M4, after uploading the modified BIN to the DME I went and plugged it in, my fuel pump was running, I scanned it with ISTA to see what codes it had, photos are attached, I do have some stuff intentionally unplugged so I obviously have legit codes. I had to use E-Sys and VO Coded being that I only worked in the EEPROM, I then updated the software on it and coded for defaults. After that I cleared all codes again to see where I was at, Oil Change Data and Service data was retained and mismatched I will reset that later but as of now no codes. I went a little further, after all of that I decided to load up BM3 and flashed my tune back on, then I went back in ISTA and I still have no codes related to a DCT. All I need to do now is run the wires for the clutch module so I am totally going to put everything back together now, of course when I have some time, I really have a lot going on right now. I have my other DME and plan on cloning the 6MT bin file onto it and then loading my ISN and VIN and testing to see if I have an exact copy. This for me really paid off, once it's back together with the clutch module wired in I will starting it, my tune still isn't 100 percent, I had lean at idle previously. I will be amazed if it's resolved after all of this, I smoked tested like crazy and can't figure it out, I think it's tuning related but when I am back to tuning I will see. Check out the photos, not much to see of ista but no more DCT codes, going to look for when I did have them previously as a reference point. Quote:
Last edited by undermine; 05-21-2024 at 09:36 PM.. |
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05-21-2024, 09:44 PM | #83 | |
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I just want to give everyone a big thanks for all the support, I can't wait till this car is done. When it is done, I am considering to do something like 80eighty to raise some capital to help towards opening a shop. I know that I can always build another, hard letting go of something you've invested countless hours into so I will definitely have to give it some thought to make it worth it. Obviously opening a shop really would be a great start.
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05-22-2024, 02:42 AM | #84 |
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This is an incredible writeup, thank you. I wish you had a shop, I think a few people are interested in swaps!
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05-22-2024, 01:32 PM | #85 | |
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If anyone is really interested and doesn't want to do it themselves I am located in the North East, I would generally charge for my time, I will be testing my old DME with the 6MT Flashed software and will confirm if I can use your existing DME. If that is the case, you'd either need to source a 6MT transmission, flywheel, clutch, pressure plate, pedal set, hydraulic line, two wire harness, plus the clutch module harness, and a conversion plug that I would have to make to complete the CAN connections in the engine bay. Anyone really serious about DCT to 6MT for an F-Series car I know I can make it happen for sure. If this is something you want to take on yourself, I can make the conversion plug for you, if you want to ship me your DME, I can make all the necessary changes to make it work without opening your DME. Another thing if you wanted to go back to a DCT, it's fully reversible, nothing get's cut, except the ground for the clutch module I will be splicing into the ground for the brake using Tyco, everything is OEM, the conversion plug is OEM it's used to loop the CAN connection, like a dummy plug, it's something you can do yourself if you want or I can make it plug and play. The most difficult part of this job for me is removing the dash to run the wiring for the clutch module, I say it's difficult but it isn't it's just time and that time is for me to know it's a clean install, not just fishing lines through the dashboard, imagine you have some chop shop pull lines loosely across your dash and one day you have to remove the dash but because of those lines being ran through a path where when you remove the dash you have to cut the lines, no ghetto stuff for me, and to everyone reading if you're going to invest any time or effort into something you love or into something that someone else loves do everyone a favor and do it right. If it is modified at least make people aware. Anything I am doing here if the car was taken to the dealer they'd be able to figure it out, I won't have codes in ISTA when I am done except for my head unit not having an active ATM so I don't have any ECALL but I will code out the notification, and my head unit having root access also the DME tuning but that's the nature of tuning, it's not stock. Anyway I am here for anyone that is crazy like me and want's to Save the Manuals, I guess I need to buy an Eighty80 Save the Manuals shirt now. |
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06-21-2024, 03:04 AM | #86 | |
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Ok, I just wanted to provide a quick update, it's early AM here, my intake manifold is off, and mid pipe still off however coding is complete, all wiring is complete, except I need to finalize my ground for the clutch module. DME is coded with my VIN and ISN, car starts, all gears 1-6+R display, reverse lights work, no codes except for my combox and ICM having to go through adaptations for ride height and such also not associated with my swap.
I have a bit to finalize but I am glad I was able to make this happen. The biggest hold-up was the time available to pull this off. Cool part about a DCT car is I can go back easier than a 6MT going DCT. I also have my fully coded DCT DME Flash. I might sell this to start a new project when it's done as crazy as it sounds the experience gained was worth the pain. I will be sure to post photos of all my work at a later time. Quote:
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06-21-2024, 09:56 AM | #87 | |
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06-24-2024, 12:24 PM | #88 |
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So I had the car out today, just realized that the accelerator pedal with a DCT is different than that of a 6MT, so that's just one more thing on the list of parts to replace. I will have one today. Car is running, I might need to bleed my clutch a little more, otherwise so far so good. My tune is factory with stage 3 nostrum and shrick cams, lol, waiting for BM3 to reset my account for a resync for 6MT base to tune with.
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