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

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post #51 of 202 Old 15th June 2015, 04:28 PM
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Originally Posted by Donald-M5 View Post
Gintani Has done this on there 1500whp E63 M6!!!
As far as any real evidence has surfaced, Gintani is *planning* to do this on Tamirlan's M6 TT build. Along with a bunch of other dreamy cool stuff that seems above and beyond at this point. Not downplaying their ability by any means, but so far I haven't seen anything besides renderings and prototype pictures.
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post #52 of 202 Old 15th June 2015, 11:51 PM
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post #53 of 202 Old 15th June 2015, 11:57 PM
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Quote:
Originally Posted by jcolley View Post
As far as any real evidence has surfaced, Gintani is *planning* to do this on Tamirlan's M6 TT build. Along with a bunch of other dreamy cool stuff that seems above and beyond at this point. Not downplaying their ability by any means, but so far I haven't seen anything besides renderings and prototype pictures.
Nicely said Jim.

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post #54 of 202 Old 16th June 2015, 05:14 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....

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.

Disconnecting the PTCAN leads to errors as they are likely going through a handshake init procedure first. You need to leave them connected and use a CAN sniffer to capture all the back and forward data.


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post #55 of 202 Old 16th June 2015, 05:54 AM
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Disconnecting the PTCAN leads to errors as they are likely going through a handshake init procedure first. You need to leave them connected and use a CAN sniffer to capture all the back and forward data.


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Sniffer is all set, just trying to determine a non-intrusive yet easy to access point to tap the wiring.
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post #56 of 202 Old 16th June 2015, 12:28 PM
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Originally Posted by jcolley View Post
Sniffer is all set, just trying to determine a non-intrusive yet easy to access point to tap the wiring.
That is always the issue. They have the special removable wire piercing clamps that drives a thin needle through the wire insulation. Then you just clip to the contacts and remove them when you are done. Non intrusive and removable. Worthwhile investment when you do this often:



They are a bit expensive but you will have to shop around a bit to find the best price somewhere. I found these on Digikey but they are sold elsewhere and there are alternate brands available.

6405/POM Pomona Electronics | 501-1477-ND | DigiKey

Last edited by rt7085; 16th June 2015 at 12:31 PM.
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post #57 of 202 Old 18th June 2015, 12:39 AM Thread Starter
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CAN sniffing will still be a tough venture as you will only see the structure of the messages, not their identities. We would need to start unplugging individual sensors to see what sensors correlate to which messages drop out. My initial thought of breaking the comm was thwarted by the fact that bmw has grouped these individual signals into "packages" on the CAN which adds a step of complexity. The identifier frames of the messages will obviously just be 1 or 0, but there will be a lot of manual work in matching the identifiers with what physical signal (sensor) they represent.

As far as tapping goes for tracing....at work we double crimp wire sets with a new terminal for all for all of our trace equipment. I highly advise against any cutting, poking or any other means of raw copper exposure which requires breaking the jacket of the wire.....

Last edited by CHARIOT; 18th June 2015 at 12:48 AM.
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post #58 of 202 Old 18th June 2015, 01:12 AM
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I've been wanting to work on PT-CAN for something else anyway. Perhaps an engine harness, actuators, DME, DSC, and SMG on a test stand will be an easier start. Not running of course, but should allow some interpretation of handshakes, etc.
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post #59 of 202 Old 18th June 2015, 01:13 AM
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Quote:
Originally Posted by CHARIOT View Post
CAN sniffing will still be a tough venture as you will only see the structure of the messages, not their identities. We would need to start unplugging individual sensors to see what sensors correlate to which messages drop out. My initial thought of breaking the comm was thwarted by the fact that bmw has grouped these individual signals into "packages" on the CAN which adds a step of complexity. The identifier frames of the messages will obviously just be 1 or 0, but there will be a lot of manual work in matching the identifiers with what physical signal (sensor) they represent.

As far as tapping goes for tracing....at work we double crimp wire sets with a new terminal for all for all of our trace equipment. I highly advise against any cutting, poking or any other means of raw copper exposure which requires breaking the jacket of the wire.....

What do you mean by packages? You mean multiple signals per byte string?
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post #60 of 202 Old 18th June 2015, 01:13 AM Thread Starter
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What business does the SZL have with the DKG I wonder?

EDIT: Dumb question....steering position.

Quote:
Originally Posted by jcolley View Post
What do you mean by packages? You mean multiple signals per byte string?
Precisely.

Message headers containing multiple identifiers in sets.

Example - "engine data", (0x2CFA) message is an identifier for all other engine related signals en mass.

Last edited by CHARIOT; 18th June 2015 at 01:21 AM.
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