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Original Toolbox from SMS-Soft for Combiloader (PowerBox)
Device Design the Toolbox is an open, caseless board protected from accidental short circuits and mechanical impact by a plastic screen. All components are securely fixed, ensuring stable device operation.
Connections, Switches, and Contacts
Main Connectors:
- Top DB25 Connector – used for connecting the V3 bootloader adapter.
- 12V Power Connector – center contact is "plus," used to supply DC voltage. A power supply with adjustable voltage of 12–15V, a working load of 3A, and current consumption control is recommended. If overload protection is present, it should be disabled or set to the maximum threshold.
- Left OBD-II Connector – used for connecting the J2534 adapter.
The Toolbox is compatible with Dialink and SM2/SM2Pro adapters.
Functional Switches
- K30 – directly supplies constant power to the controller (K30), bypassing the bootloader adapter. A yellow LED indicates activation.
- K15 – supplies switched power to the controller (K15 "Ignition"), bypassing the bootloader adapter. A green LED indicates activation.
- OBD 12V – supplies 12V power to the J2534 adapter. A red LED indicates active status. The J2534 power should be turned off when working with BSM if the GPT level is 5V.
- CAN 120R – connects a 120-ohm terminator resistor between CAN-L and CAN-H. A white LED indicates activation.
- BOOT – manual control of Boot pins (black connector). A blue LED indicates manual mode activation.
Boot Pins and Bootloader Mode
The device has a boot block containing:
- Three signals pulled up to 3.3V via a 510-ohm resistor.
- Three signals pulled down to GND via a 510-ohm resistor.
- One signal pulled down to GND via a 4.7 kΩ resistor.
By default, boot pins are inactive and only connect automatically via the bootloader command or manually by pressing the BOOT button.
When powering on the device, all switches except OBD 12V must be off to enable automatic power line switching and bootloader control.
Forced activation of power lines and boot mode is generally not required, as switching is handled by the bootloader. The necessity for manual activation is specified in programming manuals for certain ECUs.
Controller Connection
The bottom row of connectors is designed for standard bus connections: GND, K30, K15, CAN, K-Line, GPT. Connection is made using the supplied cables and adapters. Wires are securely fixed in the connector, and to disconnect, press the corresponding latch.
A black pin header next to the main block duplicates the primary connector.
Usage with Dialink (pre-2019 versions)
Before using Toolbox, early Dialink users should check the adapter. When pressing the "ECU Identification" button, hold Ctrl:
- If the message "Dialink (Normal)" appears, no additional action is required.
- If the message "Dialink (JmpReq)" appears, solder both J1 and J2 jumpers located near the OBD-II connector.
SMS-Soft Combiloader Toolbox Package Contents
- SMS-Soft Combiloader Toolbox – 1 pc.
- Wires with connectors (colored) – 11 pcs.
- Adapters for large ECU contacts – 4 pcs.
Important:
This function is available only on certain BMW engines and is NOT applicable to other vehicle brands.
The information below applies only to stock engines with factory ECU software and a standard exhaust system.
What This Parameter Actually Represents
This is NOT a direct measurement of fuel octane and is NOT a direct octane reading calculated by the ECU.
The value is an adaptation factor ranging from 0 to 1, where:
- 0 = no correction
- 1 = maximum correction
According to BMW’s internal definition:
Faktor adaptierte Kraftstoffqualität (0 = ROZ98 / 1.0 = ROZ91)
- 0 corresponds to 98 ROZ
- 1.0 corresponds to 91 ROZ
ROZ is the German equivalent of RON (Research Octane Number).
The device converts this multiplier into a more intuitive octane value for user convenience.
⚠️ The device does not measure anything itself.
It only displays the data provided by the engine control unit (ECU).
How the ECU Evaluates Fuel Quality
Each ECU has different calibration sensitivity:
- Sensitivity to the adaptation factor
- Sensitivity of the knock control system
Fuel quality is evaluated subjectively by the ECU, primarily based on:
- Knock ignition timing corrections
- Overall engine noise levels
BMW G-Series & LCI F-Series (B-Engines)
B38 / N63 / S63 / N74
These engines are highly sensitive to octane adaptation.
- During warm-up and cruising, the displayed octane may frequently drop to 95 or lower.
- This does NOT automatically indicate poor fuel quality.
- Under load, the value should increase.
⚠️ If the value continues to decrease under load, this may indicate a problem.
B46 / B48 / B58
These engines have low sensitivity.
- During cruising, octane will typically display maximum values even with mediocre fuel.
- Under load, the value will decrease if fuel quality is truly poor.
S58
Octane correction is virtually inactive.
- It will typically always show 98.
- If it drops below 98, fuel quality is genuinely very poor.
BMW F-Series (Pre-LCI) with N/S Engines
Most pre-LCI F-series ECUs do not calculate octane adaptation.
Do not expect this parameter to function.
S55
- Octane parameter not used by the system
- Display not supported
- However, display of the last 5 refueling quality events is supported
S63
- Octane parameter not used
- Display not supported
- Refueling quality display not supported
BMW E-Series
Octane parameter not available. Display not supported.
Important Notes About Tuned Vehicles
With modified hardware or custom tuning, behavior may vary significantly. Always consult your tuner regarding expected operation.
Key principles:
- If octane drops under load, it means fuel quality is worse than expected under those conditions.
- This does NOT automatically mean the fuel itself is bad.
Examples:
- If a tuner increases ignition timing and boost pressure, even good fuel may cause knock corrections, and the ECU may interpret it as poor fuel.
- Thin-walled or poorly mounted exhaust systems may create parasitic noise, which the ECU may interpret as engine knock, causing negative correction.
- Conversely, if knock sensitivity is reduced or octane correction is disabled in tuning, readings may appear ideal while actual engine safety is compromised.
