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sinner last won the day on January 6

sinner had the most liked content!

About sinner

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  • Birthday 12/12/1985

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    Cycling, cars and science
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    Science and stuff


  • Garage
    E39 530d Touring

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  1. sinner

    E39 530d Potential Purchase Advice

    I had a Feb 2000, that was pre facelift. Have a feeling that was one of the last. Easy to check if it has OBD-II under the dash, or the round connector under the bonnet.
  2. sinner

    E39 530d Potential Purchase Advice

    If the body is sound, everything else is comparably cheap to fix. Gearbox (assuming auto) and turbo are the next most expensive to fix, and they're easy enough to test. Hope you've found a good one!
  3. sinner

    Rear Doorcards Tops Swap Over

  4. Looking good. Those wheels fit so much better. Are you going to change the ARBs?
  5. sinner

    Restart E39 530d Sport Touring

    Yes. In this application, the volume-control valve at the pump is not energized, which sends maximum fuel to the HP circuit. There are none of the efficiency advantages usually associated with the CP3, only the increased rail pressure. The only pressure regulation is from the volume control valve in the rail, so this return line from the rail is going to be hot. Probably, hotter than the original given the higher operating pressure, so the preheat valve would always direct via the cooler. That combined with a blocked/deleted inlet regulator means only one return line would ever be used. I do agree with you, in that if I had an uprated regulator to hand, I would have left the preheat valve in place. I must admit, I do not fully understand how the throttling of the surge connection works in the 5-way valve. It was just too messy a job to test. I see your point of the unrestricted return. I was concerned that some of the extra pressure/heat in the line would be directed toward the inlet. _____________________________________________________________________________________________________________________________________________________________________________________ Edit: Think I've got it now: in the 5 way valve, fuel from the cooler goes straight to the tank(no danger of mixing at the inlet), fuel from the direct return can be sent to the inlet if pressure behind the pump is too low. Is that right? _____________________________________________________________________________________________________________________________________________________________________________________ Yes, I was aware of the E46 setup, I assumed the difference with the E60 was due to the in tank pump, and BMW updating an existing platform. I think there is also a thermocouple in the M57N E46, at the tank side of the LP pump. But, the M57 E46 pre-supply system was closer to the E39, with the thermocouple before the cooler. I should point out that I updated the LP pump to a Bosch 044 because I was having fuelling issues long before the CP3 conversion. At the time, the errors looked like a pump failure (Kraftstoffvorfoerderdruck 0.14 Bar).
  6. sinner

    Restart E39 530d Sport Touring

    A short update. Huge thanks to Enda for helping with the map, and advice in general. It is all working. Rail pressure is currently set to 1600 Bar. I can now use the full rev range - no more cutting at 3.5k due to rail-pressure plausibility. It was snowing here over the weekend, so I took a little road trip down to Italy. The car has done ~350 miles with the CP3 fitted. Torque and power are great, very smooth, efficiency is good at 47 mpg. Although, I have not pushed it hard as it's still on winter wheels. As usual another error has shown up. This time, intermittent boost loss at around 2k RPM, with MAP reporting ~1.5 Bar. I am suspecting a vacuum problem, as this seems too infrequent (only 6 times) to be a boost leak. Next on the list is an adjustable regulator to replace the fuel inlet pressure relief. Then an oil catch can, to collect the oil that the turbo is sucking past the crankcase breather. Cheers
  7. sinner

    Restart E39 530d Sport Touring

    Hi Clavurion, Agreed, I first compressed that line, then deleted the valve. The following is my reasoning for combining the two systems the way I have. Please correct me if I am mistaken; my experience is from cryogenics, not fuel systems. In the M57, the HP relief is via the volume control valve at the CP1, the injector bleed-off connects into this line. So this line is always hot relative to the inlet. It is worth noting that this line is 8 mm in the M57. This hot fuel is returned to the tank via the preheating control valve. The preheating control valve is a just a thermocouple. Above 73 ºC,100% of the fuel returns via the cooler. Below 63 ºC, 20% to 40% of the fuel returns via the cooler. So there are two return lines to the tank one cooled and one direct. The M57 also has a pressure relief valve on the inlet line from the filter to the CP1. This bypasses fuel into the direct return. The valve limits the inlet pressure to between 2 and 3 Bar, and prevents hydrodynamic noise in the pumps. It’s also worth noting that the two return lines do not return directly to the tank. Instead, they connect to a 5-way distribution block (1 to tank, 1 from tank, 1 to pump, 1 cooled return, 1 direct return) between the LP pump and tank. In the M57N the HP relief is via the volume control valve in the rail (hotter than the M57), this hot return connects with the injector bleed-off into the cold LP return form the CP3. After these lines merge, the diameter is increased to 12 mm, to mitigate pressure and temperature increase in the return line. This line is returned directly to the tank. There is no pressure relief on the inlet line. Since the M57 has two (cooled and direct) 8 mm return lines instead of a single 12 mm, the hotter return from the rail can be sent directly into cooler, and the cold return from the CP3 and injector bleed-off can go to the direct return line. This mitigates the need for the preheating valve. If the CP3, injector, and rail returns were connected into the same 8 mm line, then the temperature and pressure would be much higher in that line. The preheating valve would direct 100% to the cooler, but this could lead to a higher pressure after the cooler. In turn, that would increase temperature at the distribution block before the LP pump (assuming the direct return is blocked by the preheating valve). Pump efficiency falls off as temperature increases (viscosity decreases), it also falls with the differential pressures across the pump (between return and inlet), so this should be avoided. Now for the inlet pressure relief valve. I tested two valves. They function very well as one-way valves up to nearly 10 Bar gauge reverse pressure (max tested to). However, they open at ~ 1.8 Bar gauge forward pressure, which seems about right to maintain 2 to 3 Bar in the inlet line. As my CP3 does not have a gear pump, I needed to increase this pressure. First option was deleting the valve, which does work. However, the possibility of hydrodynamic noise remains (I think this is not an issue of in the M57N because of longer line length between pumps). I really don’t want to blow seals out of the CP3, so I am going to replace the valve with an adjustable pressure regulator. Cheers
  8. sinner

    Restart E39 530d Sport Touring

    Yes, I have a feeling this was to keep things simple between the M57 and M67. In the M57, the pressure control valve is located at the high pressure pump, in the M67 it’s in the distributor block between the two rails. The valve is functionally identical. Luckily, the D10 map is available to check against; the D10 used a CP3 and a regulator like the M57N. But, in the Alpina, the CP3 switch, the volume control valve linearisation, and the rail pressure map are all unchanged from the normal 530d. Have a look on ecuconnections, it’s covered in a few threads.
  9. sinner

    Restart E39 530d Sport Touring

    Hi Clavurion, thanks for the input. I agree this is not an ideal solution; I am looking into a new pressure regulator. Just to make sure we are talking about the same part by the "return line from fuel filter" do you mean the left most end of 11?: Initially, I did try to retain the preheating valve, with pump rail and injector returns all connected as in the E60. But, the pressure was still low. by clamping the hose at the regulator I saw the pressure increase to of 0.25 Bar, so I blanked the regulator. Admittedly, I didn't get as far as testing clamping the filter return line, as I assumed direct from filter would be the maximum the pre-supply could push. I could reinstate the preheating valve for rail return (currently direct to cooler the tank), but I think I will need a new regulator. I will test clamping that line next weekend, thanks for the tip. I was also warned against running too high a pressure at the pump return, which is why I ended up connecting the pump + injector return directly to the tank line. Although, I don't know what a safe value is for the pressure here. Any ideas? Cheers
  10. sinner

    Bosch CP3 (E60/E46) Pump on e39

    Just written this conversion up in the projects: https://forum.bmw5.co.uk/topic/131077-restart-e39-530d-sport-touring/?page=2&tab=comments#comment-1475094
  11. sinner

    ABS warning light on - no codes

    Think I just saw this on faceache too. Connect INPA, and do a live read of wheel speeds. If a sensor is down, it will show up there. When I refreshed the rear suspension on mine, one of the sensors crapped out after a couple of days.
  12. sinner

    Restart E39 530d Sport Touring

    The pump is in and, after a whole lot of faff, working! There is a lot of partial/misinformation out there, so I figured I’d write this up as a sort of How-To, in the hope it saves someone else from a whole lot of faff. Before getting into the conversion, it’s worth having a read up of this: https://www.scribd.com/doc/282834243/M57-en-pdf . That will give you an idea of how it works, and what to test for with the regulator and sensor. The only special tool needed is a high-pressure pump removal tool. There are lots of different versions of the CP3, not everything you read applies to all of them. The pump I used is a CP3 R90 from and E65 730d, this was common to many other BMWs until ‘07. This particular pump has no low-pressure gear pump built in, so you must make sure that your in-line pump is producing enough pressure (4+ Bar). It is also a fail-open pump, meaning that when the fuel-control valve loses power, max fuel is sent to the high-pressure circuit instead of the return line. I had the pump tested at the local Bosch place, to ease fault finding later. Additionally, you need the new rail as it houses both the pressure sensor (at the front) and the pressure-regulating valve (at the rear). My rail came from an E60 535d. You will need new connectors for the regulator and sensor; I pulled these out of an E60 loom, but BMW do sell them. You also need the feed line between the pump and the rail, and a return line from the regulating valve (sans the 4-way connector, No. 9). It will make it easier if you get the lines to the injectors, but you can modify the originals to fit. You will also need a new gaskets for the pump and the oil-filter housing. That’s it for parts, everything else can be modified from the original. You can get the CP1 out without removing the oil-filter housing, but you cannot get the CP3 in. So drain the oil and water before you start. The front most bolt on the oil-filter housing is a real bitch to get at with the CP3 in place, so remove the ducting for the fuel cooler too. Cut the connector housing down on the fuel-control valve, as it will foul the hard water pipe that runs around the oil filter. I left the terminals in place, just bent flat, to test the valve (negative 5 V PWM), but you don’t need to operate this valve as the pressure will be regulated with the valve in the rail. The bracket supporting the power steering pump has to be modified as shown, and you need to do away with the top M6 bolt for the bracket. The pump can now go in, and the filter housing can go back in place. You have to put the front most bolt into the housing before you install it behind the pump, as there is no way to get the bolt past the pump otherwise. I ended up turning down a 3/4” socket to get enough clearance and purchase on the bolt. The rail can be fitted next. The tabs holding the rail to the head are 10 mm thinner on the new rail and only the front tab lines up. To get enough clearance for the pressure sensor I had to shift the rail back 15 mm, with respect to the front tab. The return-line banjo at the rear of the rail also has to clear a tab in the casting of the head. I made up two adaptor plates to mount the rail, using 10 mm sheet alloy, with one end drilled 8.5 mm for the bolt to the head, the other tapped M8 for the rail to be bolted to. The eye-to-eye of the adaptors was 15 mm at the front one, and 68 mm at the middle. They were heavily ground to clear the castings of the rail and head. I couldn’t fit an adaptor for the rear most tab. With the rail in place, you can clock the sensor and regulator to clear the vacuum line and inlet manifold and rail-return line, respectively. Then wiring. The regulator in the rail replaces the regulator in the CP1, so you need to extend and reposition the wiring to the rear of the rail. The pressure sensor is now at the front of the rail, so these wires need extending too. I opened the splitter box on the block, and swapped the exit point for the regulator and sensor wires. The new sensor and regulator use the same wire numbering as the originals, making the connector swap pretty simple. Next fit the high pressure lines. These will take some careful bending to make sure they line up correctly. Test fit the inlet manifold, to make sure the lines clear. This was the longest part of the install. Hopefully, a set of E60 injector lines would fit better, but I only had the originals to hand. Put the water pipes back in place, as you will need to run the low-pressure fuel lines around these. Now onto fuel feed. The are two return lines in the E39: one from the fuel cooler (which was fed by the pump) and one from the overpressure of the inlet line. Delete this: On the filling line from the filter, blank and overpressure return line, and connect the line to the inlet at the CP3 (front most); it will need trimming slightly. This will maximise pressure to the pump, +0.25 Bar in my case. An alternative would be to replace the overpressure valve with an after market option, I might pursue this later, but I didn't see the need given the bypass in the CP3. The return line from the rail connects directly to the fuel cooler. The original return line from CP1 can be reused, but needs to be run directly to the hard return line by the ECU. I extended the last section of 8 mm hose on this line to make a smoother curve. You might want to reuse some other sections of hose at the pump return connection, to get a smoother line around the oil filter. That is everything, time to test. Leave the inlet manifold off, and look for leaks. Bleeding the rail may take some time. INPA is very useful to keep track of the pressures. It will run without a remap, but the new pressure sensor will need coding in, and the injection table needs extending to include higher rail pressures. Next, I am replacing the fuel-control valve with a dummy valve. Since the valve is only needed in the fully open position, I figure it should be easier porting a dummy than dismantling the valve and porting the plunger. Cheers
  13. sinner

    Restart E39 530d Sport Touring

    Fun stuff is happening; swapping Czech for German: Finally getting around to the CP3 conversion. The pump is actually fitted already, I still have to get the new rail in. Once that's done, I'll write it up properly. Happy Easter
  14. sinner

    E39 diesel and EML

    You are correct, it is DDE, on my '03 530d at least. Never seen an EML light. However, seeing the DDE light all too regularly...
  15. sinner

    The E39 First World Problems thread

    Wipers are optimised for LHD.