Restart E39 530d Sport Touring

[sinner 108]

Sorry for the late response, work is insane at the moment.

@Sagnak Thank you very much! I’ll give you a DM.

Regarding the catch can, I chose not to drain back to sump for simplicity. Also, I check the oil often enough and preferred topping up with fresh oil. Since fitting it, the drain can is still not yet full; the extra line + large volume of the catch can seems have reduced the dP at the crankcase breather. Surprisingly, it is using less oil than it used to and there is no more oil in the turbo outlet. Maybe it’s just slowly filling up with meth...

@bronx1987 I don’t think those numbers are quite right.

First thing is that the injector itself is larger on the M57N, so regardless of nozzles they flow more fuel. Hence, more fuel needed at the lower end of the injection tables. (I am not convinced these are actually needed in the M57, as people get strong results only swapping nozzles). In short, a comparison to the M57 nozzles is not really fair, the injector body should also be considered.

For the M57N, the 535d uses DLLA 160 P 1415 with 160 degree spray angle with 8 x 0.2 µm ports. (Can’t actually find specs for this, but that’s what I noted a few years back from discussions with the local Bosch tech). To convert the M57N injector to an M57 engine while maintaining the same port volume, you need the DLLA 145 P 1655, which has a 145 degree spray angle and 8 x 0.2 µm ports.

For the M57, I don’t know what port volume to aim for. I’m sure Darkside know what they are doing/selling. The Seven catalogue is, or was, a good resource for checking specs. If you want more background, have a search on https://www.ecuconnections.com/forum/ this has been discussed to death for getting on 10 years. Also, talk to a Bosch/injector specialist, there’s a lot of documentation that is not publicly available. Post your finding in the E39 section, it will be easier for others to find there.


Finally, an update. Beyond fitting winter wheels and a heavy coat of Waxoyl, I haven’t had time to do much. Fortunately, sometimes it’s the little things that make the difference. I managed to find a leather armrest, took all of 10 min to install and it’s probably my favourite interior modification.



More updates soon, I hope.

Cheers,

[bronx1987 13]

On 11/23/2020 at 6:36 AM, sinner said:

Sorry for the late response, work is insane at the moment.

@Sagnak Thank you very much! I’ll give you a DM.

Regarding the catch can, I chose not to drain back to sump for simplicity. Also, I check the oil often enough and preferred topping up with fresh oil. Since fitting it, the drain can is still not yet full; the extra line + large volume of the catch can seems have reduced the dP at the crankcase breather. Surprisingly, it is using less oil than it used to and there is no more oil in the turbo outlet. Maybe it’s just slowly filling up with meth...

@bronx1987 I don’t think those numbers are quite right.

First thing is that the injector itself is larger on the M57N, so regardless of nozzles they flow more fuel. Hence, more fuel needed at the lower end of the injection tables. (I am not convinced these are actually needed in the M57, as people get strong results only swapping nozzles). In short, a comparison to the M57 nozzles is not really fair, the injector body should also be considered.

For the M57N, the 535d uses DLLA 160 P 1415 with 160 degree spray angle with 8 x 0.2 µm ports. (Can’t actually find specs for this, but that’s what I noted a few years back from discussions with the local Bosch tech). To convert the M57N injector to an M57 engine while maintaining the same port volume, you need the DLLA 145 P 1655, which has a 145 degree spray angle and 8 x 0.2 µm ports.

For the M57, I don’t know what port volume to aim for. I’m sure Darkside know what they are doing/selling. The Seven catalogue is, or was, a good resource for checking specs. If you want more background, have a search on https://www.ecuconnections.com/forum/ this has been discussed to death for getting on 10 years. Also, talk to a Bosch/injector specialist, there’s a lot of documentation that is not publicly available. Post your finding in the E39 section, it will be easier for others to find there.


Finally, an update. Beyond fitting winter wheels and a heavy coat of Waxoyl, I haven’t had time to do much. Fortunately, sometimes it’s the little things that make the difference. I managed to find a leather armrest, took all of 10 min to install and it’s probably my favourite interior modification.



More updates soon, I hope.

Cheers,

Yes, about the injector body it is correct, they might or might not flow a bit more.

The 535d injector nozzle flows enough to get 350hp @ 1600bar and 450hp at 1800bar, also it requires the r90 pump.

The factory e39 530d injectors flow to 290hp @ 1350bar, so perhaps by the time we get to 1600 bar like factory 535d they would be close to 350hp capability?

Darkside is kind of like the rest of us, they buy random stuff, slap it together and see if it holds, then go from there.

All the nozzles I have listed were for the 145deg angle, also trying to compare them to the darkside firad nozzles in overall hole size.

I may have missed what 535d nozzles I was comparing, It may have been the m57n or m57n2 but one of them is only a 6 hole nozzle also some models like 535d and 335d have different injector numbers, so I may have mixed those up.

Either way, I would love to grab some 535d bodies and throw on some 145deg nozzles with the same overall hole dimensions as the factory 535d nozzles. 

But not to hijack your post. 

 

So your centre console was it the factory e39 plastic/sponge top?

I always wanted a leather cover for it (like the e46) but mine is plastic.

[sinner 108]

19 hours ago, bronx1987 said:

The 535d injector nozzle flows enough to get 350hp @ 1600bar and 450hp at 1800bar, also it requires the r90 pump.

The factory e39 530d injectors flow to 290hp @ 1350bar, so perhaps by the time we get to 1600 bar like factory 535d they would be close to 350hp capability?

 

There is more to it than just those numbers, the 535d has a different head and compression ratio, the later ones even had larger inlet valves. 

Those sort of numbers from an E39 are possible. Take a look at @Stage 4 's build. As a build plan, that is a good one to follow.  

I can't really comment on the gains of what I have done, as I never measured anything. I will at some point. Give me a dm if you want to chat further, I am happy to discuss this stuff - it's cool.

  

[sinner 108]

A long over due update. Nothing particular fun this time, just maintenance.

Last year, we had a couple of days well below zero and the car was not happy about starting. The glow plugs needed doing before winter hit properly this time.  It'd been throwing glow plug errors since I've owned it, but this was one job that I was genuinely afraid of.



With the engine warm and a healthy dose of WD40, it wasn't too bad. Three cam straight out, the other three took a lot of working back and forth with all of the WD40, but little by little they moved without drama. No more glow plug errors!

 

While I had the inlet manifold off, i swapped out the slightly rough mounts I'd made for the rail conversion.

 

For anyone interested, the volume  models are here: fuelrail_holder_short.x_t and fuelrail_holder_long.x_t

It wasn't really necessary as these aren't visible from the outside world, but it helps me sleep better at night and the drawings might be useful for someone else trying this.





The drain tank for the catch can was about half full, not bad after a few thousand miles. But, the filter in the ProVent 200 was saturated, and oil was making it's way into the inlet, so that needs swapping out more often than I expected (part number LC 5001 x).  The oil that made it's way into the inlet showed up at a leak from the cold side of the intercooler quick connect. 

 

 

I've tried aftermarket and OEM with fresh seals - they all leaked. So I fitted a 90 silicone reducer form Viper. The clearance is much improved and no more leaks. 

 

 

All that oil around the sump is the left over WD40 from the glow plugs. I used a lot. The rest is from the leaking power-steering cap that I changed in August, evidently without cleaning properly. I don't get under the car as often as I would like these days.

While i had the car up, it was time to address my folly with black polly bushes.

 

 

I have to admit that on smooth mountain roads it felt astonishingly good. However, this was contrasted with a deep, deep, regret on concrete-section roads like the M25, where every single bump came through the steering wheel and chassis. Purple is good for not a race car.

I also had a bit of noise from the drive line, this turned out to be the prop coupling.



It's only a couple of years old, but I guess the torques specs are a bit down on what the car has now. Luckily, BMW made a few more torquy/powerful cars with the same 110 mm / 12 mm as the E39 530d manual (pictured right). The F10 550d uses the  26117546426 (pictured left), which a bit smaller in the OD than the E39, but bolts up just right. 

I also changed out the gasket for the rear CV joint  and repacked it while I was there, as that had been weeping.

 

 

Last on the list was a BlueBus install, that went in under the floor next to the methanol tank. 

BlueBus is really great, plug and play and it works a treat. Can recommend for anyone wanting to keep and OEM headunit.

That's it for now, hopefully I'll have some updates relating to the turbo actuator soon.

Cheers


 

[skullandbiscuits 47]

Interesting to see bluebus, I am thinking of getting the same for me E38.

[bi-eye 0]

Sinner I'm looking to do the fuel rail and pump upgrade myself, so I've tried to download your specs for the brackets but the files cannot be opened, any chance you could the specs to me another way...Tia.

[Tvalancee46 1]

On 04/02/2021 at 14:24, sinner said:

A long over due update. Nothing particular fun this time, just maintenance.

Last year, we had a couple of days well below zero and the car was not happy about starting. The glow plugs needed doing before winter hit properly this time.  It'd been throwing glow plug errors since I've owned it, but this was one job that I was genuinely afraid of.



With the engine warm and a healthy dose of WD40, it wasn't too bad. Three cam straight out, the other three took a lot of working back and forth with all of the WD40, but little by little they moved without drama. No more glow plug errors!

 

While I had the inlet manifold off, i swapped out the slightly rough mounts I'd made for the rail conversion.

 

For anyone interested, the volume  models are here: fuelrail_holder_short.x_t and fuelrail_holder_long.x_t

It wasn't really necessary as these aren't visible from the outside world, but it helps me sleep better at night and the drawings might be useful for someone else trying this.





The drain tank for the catch can was about half full, not bad after a few thousand miles. But, the filter in the ProVent 200 was saturated, and oil was making it's way into the inlet, so that needs swapping out more often than I expected (part number LC 5001 x).  The oil that made it's way into the inlet showed up at a leak from the cold side of the intercooler quick connect. 

 

 

I've tried aftermarket and OEM with fresh seals - they all leaked. So I fitted a 90 silicone reducer form Viper. The clearance is much improved and no more leaks. 

 

 

All that oil around the sump is the left over WD40 from the glow plugs. I used a lot. The rest is from the leaking power-steering cap that I changed in August, evidently without cleaning properly. I don't get under the car as often as I would like these days.

While i had the car up, it was time to address my folly with black polly bushes.

 

 

I have to admit that on smooth mountain roads it felt astonishingly good. However, this was contrasted with a deep, deep, regret on concrete-section roads like the M25, where every single bump came through the steering wheel and chassis. Purple is good for not a race car.

I also had a bit of noise from the drive line, this turned out to be the prop coupling.



It's only a couple of years old, but I guess the torques specs are a bit down on what the car has now. Luckily, BMW made a few more torquy/powerful cars with the same 110 mm / 12 mm as the E39 530d manual (pictured right). The F10 550d uses the  26117546426 (pictured left), which a bit smaller in the OD than the E39, but bolts up just right. 

I also changed out the gasket for the rear CV joint  and repacked it while I was there, as that had been weeping.

 

 

Last on the list was a BlueBus install, that went in under the floor next to the methanol tank. 

BlueBus is really great, plug and play and it works a treat. Can recommend for anyone wanting to keep and OEM headunit.

That's it for now, hopefully I'll have some updates relating to the turbo actuator soon.

Cheers


 

hello, i read all you post it is very cool, I am from france and I am puting CP3 R90 on my 330d 184 with Firad nozzle (and more parts...), could you sell same rail adapter that you use? and CP3 R90 sensor aluminium plug ?

[sinner 108]

@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.  



 

Edited March 3 by sinner

[daniels 4]

I am going to borrow your tip on the prop coupling on my next service  Thank You!
I have some noise from it and planned to swap it anyway.

I do have some issues with my 530D engine with the setup of a Hybrid-Turbo and the mentioned FIRAD-nozzels, but in order not to hijack your great thread - I have created my own here:
Hyrbid-Turbo 530D

 

Maybe you have some input on that? 

[Tvalancee46 1]

On 22/02/2021 at 12:11, sinner said:

@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.  

If you can't open the Parasolid file locally, use Autodesk's online viewer  https://viewer.autodesk.com/ ,  it has all the tools you'll need to pull measurements. 

=================================NOTE=============================================================

Dimensions missing from file, I will update them asap and try to make some production drawings.

 

hello , I come back to the news concerning the files with the dimension to finalize my editing? thank you very much to you

[sinner 108]

On 01/03/2021 at 22:53, Tvalancee46 said:

hello , I come back to the news concerning the files with the dimension to finalize my editing? thank you very much to you

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.


 

Edited March 3 by sinner