This is because they often bypass the surge protector on the ECM, leading to a power surge when you start the vehicle. Installing a new starter can also cause ECM failure. This can also happen due to power surges due to a lightning strike or arc welding on the vehicle frame. If one of the wires shorts out to the frame, the ECM may fail entirely. Fortunately, these issues can usually be resolved by replacing the corroded wires. If the wires to the transmission or fuel injectors become corroded, they can lose conductivity, leading to a failure. The most common source of ECM failure is in one of the wiring harnesses. What Would Cause ECM Failure?īecause ECMs are electrical systems, they’re subject to short-circuits, power surges, and other failures that plague electronics. It can also be inconvenient since you’ll need a mechanic with an expensive computer to read the error code. This can be advantageous since you can determine the exact cause of failure. When an issue arises, the ECM will log an error code that lets you know the source of the problem. However, it can also be a little opaque if you’re used to doing your own repairs. This is superior to old, mechanical systems, where you had to adjust the carburetor from time to time or have the engine timing tuned. It also controls the transmission in automatic transmission vehicles, and valve timing on vehicles with variable valve timing. The ECM controls a number of systems, but the most important ones for our purposes are the air to fuel ratio, the engine timing. That is why it is so important to recognize the symptoms of ECM failure. When conditions change, the ECM will automatically make adjustments in real-time. Your car’s Engine Control Module (ECM) monitors all the sensors in the vehicle to make sure that the car’s systems are running as they’re supposed to. Car Detailing and Show & Shine Prep sponsored by Autogeek.4 Painful Signs That Your Car’s Engine Control Module Has Problems.Car Audio & Electronics sponsored by Bavsound.Tire & Wheel Forum sponsored by The Tire Rack.Suspension Tech and Handling sponsored by.Professional Motorsports sponsored by Bimmerworld.Track, Auto-X & Drag Racing sponsored by.General BMW and Automotive Discussion sponsored by Intercity Lines.Recommendations on user friendly data interface and tried and true results from users. I guess that's what I'm looking for here. Whatever tuner I use I'd want good tech support. The problem with this idea is not knowing the condition/status of the used ECU I'd purchase. This way I wouldn't have to worry about "bricking" the computer. I thought I might buy a used ECU off Ebay that I could then program using a performance tuner and have the stock unit available when that's what I need. There are so many tuning options available it's a little complex deciding without experience. $700 to have a file sent to me via email seems a little dicey. I like the idea of optimizing the 3 stage manifold using this technology but, was hoping someone here had tried the Bimmerworld ECU and could shed some light on it. The big difference is, you unplug the module from ignition and it reverts to stock settings. Download maps (hundreds of options according to bike/mod config) directly from mfg and install via laptop. I used to map my dynojet ignition modules on my roadracing motorcycles and it was relatively simple. It’s a less sophisticated way to increase power. The other way is to “intercept” the gas pedal signals (your car is throttle by wire with the DME reading the pedal’s position) and mod those signals. The issues are that you need a laptop computer, the maps can be overwritten by the dealer if there’s a software recall or update and you can “brick” (render it unusable) the DME if you screw up. The first way is to flash the DME with a different set of “maps.” A map is basically a set of data which the DME references to determine parameters such as ignition timing, fuel injection timing and duration, turbo boost, etc. There are 2 ways to up the power from the engine computer (DME in BMWspeak).
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