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sinner last won the day on February 9

sinner had the most liked content!


About sinner

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    Cycling, cars and science
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    Science and stuff


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    E39 530d Touring

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  1. sinner

    Restart E39 530d Sport Touring

    Hi @Sagnak I have this working in mine now. I will try to write a proper update tomorrow. There are a few more tables than just the duty cycle that needed changing. @TheEnd has been helping me with this over the summer, he has all the information you will need. Enda's contact details are here: https://www.endtuning.com/contact/ try calling.
  2. sinner

    Restart E39 530d Sport Touring

    @BMW_pnz like this
  3. sinner

    Restart E39 530d Sport Touring

    This got me too at first. My local Bosch tech told me that there are closed-normal and open-normal valves, depending on application. That diagram also shows a low-pressure pump, which is not applicable to our pumps. On BMW, and Duramax, the volume control valve is open-normal. Meaning that if you de-energize it, it will return to an open state. In an open state it allows max fuel to the high pressure circuit. I suggest you test this to understand it fully. Pull the volume control vale, energize and de-energize it to see when it is opening and closing. With the control valve in the pump, pressurise the inlet and look at the return flow with the valve energized and de-energize - you want minimum return. Read up on the other M57 installs, there is a lot of info on ecuconnections, and a few videos on youtube. All of them have the valve de-energized. Also, search for diagnosing CP3 problems. This picture is from further back in this thread. The left shows my initial working setup, with the volume control valve disconnected. The right is with the ported blank installed.
  4. sinner

    Restart E39 530d Sport Touring

    De-energize the regulator. If it is disconnected it should run max fuel volume to the high-pressure circuit. This could be your issue. It was a Bosch centre that tested my pump, so I assume they just replaced parts with original Bosch items. On slide 9 they label it as fuel return. But, if you google CP3 parts lists it is called an overflow valve.
  5. sinner

    Restart E39 530d Sport Touring

    @BMW_pnz I should be more careful with nomenclature. I probably have the wrong name for the bypass. There was an article on Trucktrend for the CP3, but i can't find that now. There is a functional diagram here: http://vu67.ucoz.ru/toplivnaja_sistema_dvigatelja_evro-3.pdf their naming is strange, so we just use numbers. On slides 17 and 18, if numbers 4 or 11 fail, then more more fuel is returned to tank (assuming 9 is good, or replaced with a ported blank). I just checked the invoice form the pump test, it was the overflow valve that was replaced on mine, not the return valve. This thing: https://puredieselpower.com/image/cache/catalog/product/64/F00N200798-750x750w.png Pump testing is not expensive, I paid 75 GBP, which I'd say is worth it to save the diagnosis problems. The problem with the leaking valve was in the rail, number 2 in that schematic - pressure control valve, not the volume control valve, sorry. One of these: https://www.pkwteile.ch/bosch/671251 These are the same across all BMW common rail diesels from about 2003, so easy enough to find at the breakers'. With the leaking pressure control valve, the car would start and run fine, it was only when pushing that it would cut the power with rail plausibility faults. The issue was that errors also showed low pre-supply pressure, which was strange and frustrating given the new fuel lines, 044 and filter. Only after logging the target rail, actual rail, and pre-supply could we confirm the fault in the HP side. LP stayed constant despite what the errors said. The injectors were new, and the pump was tested good, so I swapped the pressure control valve - problem solved. @TheEnd helped out a lot with my conversion, I can't recommend him highly enough. It was Enda who pointed me at Testo (http://www.bimmerforums.com/forum/showthread.php?1830510-Diagnostic-program-with-realtime-graph-view) for data logging.
  6. sinner

    Restart E39 530d Sport Touring

    Hi @BMW_pnz Sorry for my lax response, moving house/country has taken over. This schematic summarises everything as I have it connected. When I first did this I had and issue with the rail pressure sensor linearisation, that caused a cut due to rail plausibility. The injection tables will also need extending to cover this pressure range. Assuming maps are correct, to diagnose properly we would need logs. If the pre-supply pressure is holding while the rail is falling below target you know the problem is on the high-pressure side. For the high pressure-side the main failures would be excessive injector bleed off, leaking volume control valve pressure control valve (Number 2), or leaking bypass at the CP3. Injector bleed off is easy to test, correction values in INPA should also highlight faults. Did you have the CP3 bench tested before you installed it? When mine was bench tested, I had to swap out a bad return valve overflow valve. If the pump and injectors are good, then look at the volume control valve. On a conversion I did last year the valve that came with the rail was leaking (but, only near 1700 bar target). I swapped it out for one from the breakers, which solved the problem. Hope it helps
  7. sinner

    m57 rail pressure sensor error

    The presupply looks low. Spec is 1.5 bar to 5 bar, healthy is is around 4 bar. Low rail pressure could be a leaking pressure control valve at the back of the CP1. I've not seen a pressure sensor fail yet, have had multiple control valves leaking. Logging the live values will make it easier to disentangle this. The following is copied from a post a few weeks ago: Looks like you have INPA. If you install Testo as well that will let you log all of these values. (http://www.bimmerforums.com/forum/showthread.php?1830510-Diagnostic-program-with-realtime-graph-view). Start by log: Engine speed Target rail pressure Actual rail pressure Fuel presupply pressure You can view the logs in Testo or output CSV, so you can plot it in whatever is easier for you to read. Once you have plots for rail pressure and presupply, it will be much easier to diagnose. If presupply is not holding, then look at changing your low-pressure pump and test your regulator. Doubt it's the regulator, but if needed you can replace the OE regulator with something like this: https://www.webcon.co.uk/products/16578-43-bar-natural-aluminium-push-on-fittings/ They are unobtrusive and fit the normal lines. If presupply does not hold after this, then time to look at the lift pump in the tank. If presupply is holding, then you know it is a rail issue. If the rail is too low, then reseal the control valve at the CP1 (a kit like this https://www.ebay.co.uk/itm/Landrover-Freelander-TD4-Diesel-Fuel-Pump-Regulator-Repair-Kit-MAV000040-/173290893566 ). For nominal specs of everything have a read through this dlscrib.com_m57enpdf.pdf section 7
  8. sinner

    Issues with upgraded 530d engine

    Stock high pressure pump and stock injectors with new nozzles are good for 350: A new high pressure pump will help achieve this with less stress. Larger injectors don't seem to be needed, only nozzles. The limit seems to be the head and the compression ratio; later versions of the engine have larger intake valves.
  9. sinner

    Restart E39 530d Sport Touring

    Hi @Tvalancee46 I cannot make production drawings yet. From my notes, the eye-to-eyes are 15 mm and 66.3 mm. They need to be 10 mm thick. You can see from the pictures where I remove material for clearance.
  10. sinner

    Issues with upgraded 530d engine

  11. sinner

    Issues with upgraded 530d engine

    If, as your mapper suggest, it was rail pressure plausibility, that could be a leaking regulator valve at the back of the CP1, weak presupply pressure, or out of range at the pressure sensor (pushing the CP1 harder can do that). But you can only disentangle these by looking at the logs (a rail fault will sometimes throw a presupply error, so codes don't give you the full picture). Without logs and error codes, it's just guess work. That said, this is the logic I would follow: If presupply is not holding, then look at changing your low-pressure pump and regulator, you really should change the regulator anyway if you are trying to push it harder (this is a simple regulator upgrade: https://www.webcon.co.uk/products/16578-43-bar-natural-aluminium-push-on-fittings/ ). If presupply does not hold after this, then time to look at the lift pump. If presupply is holding, then you know it is a rail issue. If the rail is too low, then reseal the regulator valve at the CP1 (something like this https://www.ebay.co.uk/itm/Landrover-Freelander-TD4-Diesel-Fuel-Pump-Regulator-Repair-Kit-MAV000040-/173290893566 ). If rail is on the high side, going out of range of the sensor, you mapper needs to dial back the target pressure, or you need to fit later pressure sensor and change the linearisation appropriately. If it is an over-boost issue, you need to fit the Euro4 MAP sensor and change the linearisation appropriately. Or, reduce the target boost. If it is an under-boost issue, check vacuum actuator is working. If it is not working, then check for vacuum leaks, clean out the vacuum distribution ports, and test the functionality of your pressure converter (swap it out for the EGR converter if needed). If the actuator is working, look for boost leaks, not just in the lines, but also the inter cooler and potentially cracks in the inlet manifold. A smoke machine is good for leak checking. Could also have MAF issue, so clean that. If it has been changed, check that you have the correct linearisation (later gens are different). Error codes and logs will save you a lot of time.
  12. sinner

    Issues with upgraded 530d engine

    Hi Daniels, With all those changes at once it is going to be hard to say what is at fault. Without data, it is just guess work. Get INPA setup and install Testo(http://www.bimmerforums.com/forum/showthread.php?1830510-Diagnostic-program-with-realtime-graph-view). With that you can plot target values against actual values. If there is a large deviation anywhere, that is most likely your problem. You will also see very quickly if a sensor is going out of range (incorrect MAP linearisation for example). Suggest you start by logging: Engine speed Target boost pressure Actual boost pressure Target rail pressure Actual rail pressure Fuel presupply pressure *most of the variable names are in German You can view the logs in Testo. It will also output CSV, so you can plot it in whatever is easier for you to read. Hope it helps
  13. sinner

    Royal Steering Wheels

    I had mine done by Jack a couple of years ago. Went slightly thicker with Napa to match the gear knob. A bodyshop managed to get filler on the original which I couldn't get off without damaging it. That prompted the re-trim, but I am very happy I did as it's much more comfortable that the original.
  14. sinner

    Restart E39 530d Sport Touring

    @Tvalancee46 thank you. Unfortunately, I don't have time to make more of these, or sell them. With the CAD files, any machine shop will be able to produce these for you. Fuel rail long mount: fuelrail_holder_long.x_t (note the bore size in one end is for an M8 helicoil) Fuel rail short mount: fuelrail_holder_short.x_t (note the bore size in one end is for an M8 helicoil) CP3 volume control valve blank: Volume_Control_Dummy.x_t (it's not shown in the volume model, but it needs to be cross drilled with four 2.5 mm diameter ports, and the central bore is 3.3 mm ) @bi-eye I only have the Parasolid (.x_t) files locally. I can make a step file for you when I am allowed back into the office.