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.

Thanks David, yeah I've got a homegrown four channel CAN bus translator based on a PIC32MK that I'll be using at the core of this project. I've been extremely slack with keeping this thread up to date, so time for another update. Since the last post, the gearbox crossmember has been finished. And fitted to the test chassis, alongside the modified propshaft (135i gearbox flange, retubed, E39 540i from CSB backwards): Onto the next job, creating a custom coolant hardline between the coolant reservoir and electronic thermostat (still needs some brackets): While on a roll with bending up hardlines, an oil supply hardline was fabricated as I didn't want to have -AN fittings visible off of the oil thermostat. For this I also machined an adapter fitting for the oil thermostat. The coolant and air conditioning hardlines I had been working on previously were also finish welded: Next up was making the N54 engine loom use the E39 e-box grommet: And the shift linkages were modified: (Not quite sure where the selector rod photos went unfortunately) Propshaft had a fresh CSB and CV joint installed: I'd also performed the typical maintenance on the N54 I'm going to be using, namely replacing all of the gaskets I can easily access (valve cover, sump, VANOS solenoids, etc) and injector decoupling elements. New spark plugs and coil packs (standard N54 items for now) will also be used. Looking nice and clean in there. Nice and clean down under too. The next major hurdle was fabricating exhaust downpipes; there's not a lot of room to work with unfortunately. The vehicle will need to keep the catalytic converters for passing emmissions testing during LVVTA certification, so those were extracted from a factory downpipe set. To complete the factory-like look, some small brackets were designed and 3d printed: And laser-cut and machine folded: Welded on and oxygen sensors added: I'm extremely happy with how these downpipes turned out; they're currently off being ceramic coated (in an effort to keep under-bonnet temperatures down). A few months have also been spent working on electrical and electronics, starting off with a jump-start terminal. The E39s all use engine-mounted jump-start terminals, while the N54 never came with an engine-mounted jump-start terminal - all usages of the N54 have them mounted on the chassis. For this, I designed and 3d-printed a jump-start terminal that will attach to the intake manifold: And finally printed out of PA-CF: Mounted and wired in the fuel pump (EPKM) module: Designed a replacement case for the Comfort Access module, allowing it to attach to the same bracket as the factory E39 PDC module: Created an adapter loom for between the E39 X6001 and E9x X6011 / X6021 engine connectors: The wiring is still ongoing at this stage - chipping away at it slowly.

Are you looking for an APIX1 or APIX2 display? I do have a CarSystems non-MOST retrofit adapter (removed from my 130i while reverting to stock, in preparation for sale) if you're not settled on an adapter yet.

A GS6-45BZ from an N55 vehicle (e.g. M135i) can be made to work. The 45BZ used in S55 (F8x) applications is different (longer bellhousing due to different flywheel setup).

Interesting, though I'm not entirely convinced that's not a documentation error - all images I can find relating to the remanufactured part number have a BZ label. If trying to use a DZ, be sure to know it's coming from an N54-powered car; the bell housing will be wrong if coming from an N57 vehicle.

GS6-53DZ is for N57 (diesel) vehicles - you'll want a GS6-53BZ, though a GS6-45BZ (N55) can be made to work.

Moved to the "Want to buy" subforum.

Should be sorted now, there was a minor configuration issue from the site being moved to new hosting earlier in the week.

The EWS clutch switch start interlock has no bearing on the DME (no matter the tune) and will be enabled by default on US and Japanese variants. It can be coded out of the EWS module easily however.

It's easier done in vehicle (as a few modules are affected) and in-person is preferable in case there are any small wiring issues needing to be diagnosed / resolved. HellBM would be able to assist and are located in Silverdale.

I'd suggest going with a DMF and OE clutch setup for a Sunday driver you want to keep enjoyable. Coding a manual conversion on the earlier E39s is a little more of a nuisance than the later vehicles as you have to deal with ZCS coding strings. You'll need the standard coding tools (NCS Expert, WinKFP) along with Zeko to aid with adjusting your ZCS string; update the ZCS string to remove the auto, write it to cluster and EWS, factory code cluster, EWS, ASC/DSC, PDC (if fitted) and then update the DME to ZB 7539328 (or 7539336 for EU2 emissions standard) and reset adaptions.