M30B35 swap notes

I wanted to leave this up here as a reference for every little snag I solved during my motor swap(s).

Temp sender: This should have a single output for my chassis, but the B35 sender has two outputs. MyE28 explanation is here. One is the variable signal for the temperature gauge. The other is a switch for a overheating console light. Apparently, on my car, the overheating light function was incorporated into the Check Control system. The net result is that the sensor pins are switched relative to the engine harness connector, swapping the harness pins inside the socket should solve the problem. I might make a jumper just to leave the B35 harness unmolested.

Oil level sender (TBD): This sender should have three wires for my E24 chassis. MyE28 explanation is here. Two outputs (dynamic and static oil levels) and a floating ground. The E34 B35 motor has a different connector (square three-pin instead of the earlier-style round type). I liked the E34 bracket, so I decided to keep the later connector if possible. IIRC the E34 has a three-pin connector but only two pins in the harness. The E24 chassis expects two signal wires, but my Euro engine harness isn’t the same (of course). It doesn’t even fit into the correct pins on the fuse box. TBD.

CEL (TBD): R3v link here. Likely that there is a diode on the cluster leg. RMEuropean has a good writeup here, including a great M52B28 recipe. Pin 11 on the E30, described here at R3v:

Pin#11 – White/Blue – Service Reset – This wire connect from C101 straight to pin 7 of the diagnostic connector from the gauge cluster. By grounding this it resets the service indicator located in the gauge cluster. This will not work correctly if your SI batteries are on their way out. In e36 engine swaps this function is maintained by connecting to x20 pin 19. For most other engine swaps you are going to have to find another way to ground out this pin conveniently. I have used the OBD port before.

There are some other considerations for the oil sender and the A/C system. The A/C clutch is automatically disabled at WOT. Here’s some details at M535i.org, along with the information about running a connection for the SI lights to the C101 for reset computers to work properly:

Dynamic Oil Level Blue/White 13 2 Dynamic oil level Blue/White
Oil Pressure Light Brown/Green 14 23 Oil Pressure Light Brown/Green
Service Indicator White/Blue 14 19 Goes to data link connector pin 7 White/Green

iv. Diagnostic plug wiring (same except needs power)
In order to be able to check codes and communicate with the DME, we wanted to keep as much of the diagnostic plug of the S38 B38 engine wiring harness intact as possible. What we did not do, is wire in a check engine light into the dashboard, although this would be entirely possible to do with the right wire output, and the DME has this capability.

In order to be able to reset the SI lights, we had to connect the C101 plugs through the X20 plug to pins 7 and 16 on the diagnostic plug. In reality, you only need pin 7, but pin 16 is needed to use the Peake reset tool.

v. AC wiring
As far as AC is concerned, currently I have the AC on Signal spliced into the AC wiring of the car. The AC on signal from the switch is spliced to the DME via pin 6 on X20. In the future I will have to add a relay for the compressor control. Basically the AC compressor on is going to run into pin 30 of the relay. It will also run into pin 86 and be spliced into the DME. Then pin 85 will be grounded into the DME as the full throttle switch off. And then pin 87 will run out to the clutch. These will use pins 4,5,6 on X20 to control the A/C, where pin 4 is the AC compressor on signal, pin 5 is from the A/C pressure switch, and pin 6 is the AC on signal.

Stereo hacking: BimmerBoard E34 amp with stock Nokias here. RGB settings here at R3v (LCD – R 35 / G 10 / B 5; Keys – R 16 / G 12 / B 11). Recommended 5-channel amp there too. E34 amp overhaul notes here.