exextatic

You're unlikely to have a CCC in a 2012 X5, more likely the slightly newer CIC, which doesn't have the separate CAPPL module in NCS Expert.

See pages 28-35 of the attached training manual. While it's for the DCC system, functionally it's very similar to plain cruise control - the DME (engine computer) processes the same inputs as the LDM in this case. The main thing to note: Coding can be done DIY with NCSExpert or Protool, or if you want to pay someone to do it, contact our forum sponsor HellBM. 5. E90 DYNAMIC DRIVING SYSTEMS.pdf

Those are from ISTA/D, there are a few websites that offer cut-down functionality, e.g. https://bmwteka.com/wds/en/e87/6fe27cdd For retrofitting cruise control you won't need any extra wiring, only the correct (E87 specific due to rear wiper) steering column switch centre, the lower plastic cover (though I guess you could try modify the existing one), and appropriate coding.

The junction box (fuse box behind glovebox) changes between prefacelift and facelift variants. A white plastic junction box is prefacelift while the gray is facelift. Assuming your vehicle is prefacelift (2006) this should be relevant for your vehicle: A4010a is the JBE (junction box electronics) with two large plugs on the front, at the bottom of the junction box. Given the symptoms I'd suggest ensuring the plugs on both the car and steering-wheel side of the clock spring (A72 steering column switch center) are seated fully and check continuity across the clock spring.

You'd be best getting the car scanned with a scanner that can properly interface with the car's electronics (not a generic OBD2 scanner) and go from there - see if the head unit is responding to diagnostics.

Updating the cable's firmware isn't too difficult either: https://www.sfbmwcoding.com/files/flashing_compatible_cable_ediabaslib.pdf Definitely don't attempt to update the DME without fixing the firmware first, from memory the clone adapters have a firmware bug that results in every 255th byte being corrupt.

Long time, no update (again); while I was hoping to perform the conversion on my 'actual' 530i over the New Years holiday period, life got in the way. The wiring is coming along slowly, with JBE, CAS, DME and EKPM modules up and running. I did get some time to further develop the CAN translator firmware and put together a small UI for diagnostics / configuring the translator: The CAN translator is of my own design and is based on a PIC32MK with four CAN channels, three switch-to-ground outputs, three switch-to-VBat outputs and three optocoupler inputs. The firmware uses FreeRTOS for low-level task scheduling, TinyUSB (diagnostic interface per screenshot above, implemented using WinUSB, not CDC), and custom libraries for managing all of the peripherals. The firmware is field-upgradable with only a laptop and USB cable too

I wouldn't be too concerned with bus contention issues on E46 given it's a 500kb/s network with only a handful of messages. ARBID 0x338 is a good candidate for packing additional data, but it is only sent every 1000ms. If you're wanting data at a higher frequency then an unused ARBID is your best bet, as you've described using the 10ms task.

Definitely consider the CANTCU route if you're intending to use the vehicle as a road car / daily.

You'll likely find this interesting - I've been fiddling around with similar on my M3.

If you're not confident with the VO displayed in NCS Expert, you can use an online VIN decoder tool (e.g. MDecoder) to get the original VO for the car. The reversing camera pictured is aftermarket and won't show up in the VO. Aftermarket units typically intercept the signal going to the CID to show the camera output; this method is transparent to the vehicle's modules.

The HellBM 140i S65 is in a E82 1M replica currently, so the one you saw won't be the HellBM one.

It was contemplated but would be less "oe-like" - either having to modify the sump, or using parts from the BMW Motorsport catalogue that replace the oil level sensor, which then has a flow-on effect on the DME. Adding the screen was more in line with modern BMW and opens up additional opportunities. The DME does have the oil height in millimetres, which can be correlated to the oil level in litres. This isn't sent out over CAN, however - a simplified oil level overview is sent (and typically consumed by the instrument cluster in a factory vehicle).

Another problem needing solving with this conversion is oil level measurement - the N54 never came with a physical dipstick, relying instead on checking the oil level via the oil level sensor. While it is possible to use a scan tool to measure the oil level, I'd prefer to have a quick and easy way of doing this on the go, leading me down the next rabbit hole - designing an in-cluster display to show the oil level (and any other interesting information, such as exact vehicle speed, oil/coolant temperature, etc). The design is based on an off-the-shelf SPI display, paired with a custom (own design) circuit board using a PIC32MK with a single CAN channel: 3D print a housing for the screen out of ABS (don't worry, this cluster isn't the actual cluster I'll be using in the vehicle, just a testing one): Test fitting and adjusting positioning with the cluster face loosely fitted:

I've also had rather extended stocking times with Schmiedmann (3 months in one example, currently have another order approaching 2 months). For genuine parts, I've had much more respectable stocking times (3 days, where Schmiedmann showed 20 for the same part) and better customer service with Hubauer Shop.