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E60 M5 and E61 M5 Touring Discussion 2005- Advertiser's Forum

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post #41 of 202 Old 14th June 2015, 04:35 AM Thread Starter
CHARIOT
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Quote:
Originally Posted by jcolley View Post
Oh wait, is that the LL-CAN for the idle actuators? The SMG talks to/with the DME and them. They are notated as LLS (leerlauft)
I think the L_CAN is something different.

I have my car back now....time for some experimenting.
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post #42 of 202 Old 14th June 2015, 04:58 AM Thread Starter
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OK, I cut off all CAN comm between smg and DME and here's what I have:

0x2b57 emergencyprogram started
0xcdc3 smg can message 3 missing
0xcdc1 smg can message 1 missing
0xcdc2 smg can message 2 missing

for dme

0xcf0b local can bus OFF
0xcf27 message dme 3 missing
0xcf2a message motor data missing
0xcf2b message m-drive status missing

for smg

Unfortunately the faults don't say exactly what the messages are specifically. I'll have to look them up in ZEDIS and see exactly which messages they are....

Does anyone have a coding trace from DME? Then we could see if the L_CAN messages can be toggled to the PT_CAN like in the KOMBI.

Last edited by CHARIOT; 14th June 2015 at 05:13 AM.
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post #43 of 202 Old 14th June 2015, 05:56 AM
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Quote:
Originally Posted by CHARIOT View Post
OK, I cut off all CAN comm between smg and DME and here's what I have:

0x2b57 emergencyprogram started
0xcdc3 smg can message 3 missing
0xcdc1 smg can message 1 missing
0xcdc2 smg can message 2 missing

for dme

0xcf0b local can bus OFF
0xcf27 message dme 3 missing
0xcf2a message motor data missing
0xcf2b message m-drive status missing

for smg

Unfortunately the faults don't say exactly what the messages are specifically. I'll have to look them up in ZEDIS and see exactly which messages they are....
I'm willing to bet that the SMG transmits info on 3 ArbIDs to distinguish priority and expects to see the DME reporting on it's 3rd ArbID as well as the "engine speed for other modules" output. The M-drive is actuated inside the DME as well on receipt of a CAN message.

These all look like the CAN messages you would expect for the full car bus, not PT-CAN. What did you disconnect exactly?

And do tell, WTH is ZEDIS?
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post #44 of 202 Old 14th June 2015, 07:19 AM
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Originally Posted by CHARIOT View Post
Does anyone have a coding trace from DME? Then we could see if the L_CAN messages can be toggled to the PT_CAN like in the KOMBI.

I've never seen any coding done in the DME. However, in the DAMOS/A2L I saw for the mss60 and mss65, there were numerous single byte (1x1) maps used to toggle options. Perhaps there is a toggle for which bus specific messages were transmitted on, but that would seem to be code bloat.
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post #45 of 202 Old 14th June 2015, 09:52 AM
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is the E9X DCT the same one as the F10? price for a new DCT is high beyond the point of being worth the swap.

I have a mechanic here with a good history of putting the right parts in the wrong cars and have already reached out to him and shown him this thread. Ill keep checking here and referencing what we come up with when he gets a chance to take a peak.
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post #46 of 202 Old 14th June 2015, 06:39 PM Thread Starter
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Terminal 58G is simply a rheostat output voltage from the light switch dimmer that makes the interior illumination brighter or darker.

ZEDIS is a program which contains all information relevant to a specific bmw fault code in hex format. Conditions that trigger it, what the fault is, what it means, how to eliminate it/fix it, details on specific cases which involved the fault on other vehicles, etc. Its like a wikipedia page for any fault code you want to search for, the only issue is it is web based. It is maintained by the software/hardware developers who write the software for the control modules.

And the DCT trans is not the same as the F10 part. The case is similar, but the internals are completely different. That trans has gone though multiple design revisions since 2008 to handle varying weights/torque across the different BMW model range.

Last edited by CHARIOT; 14th June 2015 at 07:32 PM.
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post #47 of 202 Old 15th June 2015, 03:14 AM
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post #48 of 202 Old 15th June 2015, 03:27 AM
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post #49 of 202 Old 15th June 2015, 01:58 PM
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There's a lot of good information in that document above. It is a high level description of the system, but gives some details showing some more of the obstacles to focus on. Noted so far:

- LIN Bus communication between GWS (gear shift) and DKG is for redundant communication of PT-CAN data.
- Rules out the notion that the E60 gear shift can be retained
- Drive logic switch consists of two simple grounding switches. Same as E60 to retain SMG trim piece?
- Possible to retain SMG surround so that power/DSC/EDC buttons/wiring modifications can be avoided?


Transmission oil cooler: There are two, oil to coolant and oil to air; receives coolant from a cylinder head to the cooler, then pumped back to the coolant system. This is used to warm up the DCT oil. Once the oil is above 203 degrees, oil thermostat directs oil flow to the oil/air cooler instead.]
- Need to identify controlling scheme for the coolant circulating pump. Is this from the DCT controller?
- Need to identify a location to to tap into S85 coolant system for coolant supply from engine for warm coolant as well as a return point.
- Custom coolant line fab likely required.
- some info from IND

- Oil Calibration routines: Something I hadn't considered until reading this, but just like SMG adaptation, DCT requires some similar functions. How to access these? Obviously DIS/ISTA are not an option. Will INPA allow calibration of DCT via E9x menus or error out before getting there. A custom INPA .IPS can be compiled to a standalone .IPO file dedicated for this, but will require some research.

- Significant number of KOMBI warning symbols not native to E6x KOMBI. Unknown what will display if anything when DCT signals these errors or what safety info will be provided. Worth pursuing E9x KOMBI retrofit? Note that the manual lists "check control message" with a 3 digit number. Perhaps these can be used in tracing?

- Random mention that the stock diff ratio is 3.154:1 for DCT. This changes the overall drive ratio back to very close to stock, somewhere in between an E60 with a 3.62 and a 3.91. Perhaps the ring and pinion for the M3 are compatible in the E60 housing? Anyone willing to contact a diff builder on this one?
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Last edited by jcolley; 15th June 2015 at 02:15 PM.
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post #50 of 202 Old 15th June 2015, 04:11 PM
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Gintani Has done this on there 1500whp E63 M6!!!

Golfers Prayer:
May my swing be straight and my ball fly far. May my round be blessed with no worst then par.

Racers Prayer:
As i lay rubber down the street. I pray for traction i may keep, But if i spin and begin to slide please dear god protect my ride.
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