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Go Back   Bimmerfest - BMW Forums > BMW Model Discussions > 5 Series > E39 (1997 - 2003)

E39 (1997 - 2003)
The BMW 5-Series (E39 chassis) was introduced in the United States as a 1997 model year car and lasted until the 2004 when the E60 chassis was released. The United States saw several variations including the 525i, 528i, 530i and 540i. -- View the E39 Wiki

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  #1  
Old 04-17-2012, 07:35 AM
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doru doru is offline
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Gary's updated CCV thread

OK, it's not Gary who's starting this thread, but I hope he jumps in and start giving us some feedback of some sort.
Gary buddy, you said you will start this thread very soon. So I started it for you. Now spill the beans.......
I know I have to refresh my CCV this summer, and I need to know where I'm sitting. Don't want to buy another winter version, only for you to come with the news 2 days later that Gary's new CCV is out.
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  #2  
Old 04-21-2012, 11:09 PM
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doru,

You crack me up, I laughed for five minute after I saw this.

I've been trying to get a few minutes to respond to this ever since you made the post, but my week has been horrible. I do have some updates regarding the testing we have done with applying full manifold vacuum to the crankcase without the pressure regulation of the CCV valve. I will try really hard to post something tomorrow. I just wanted you to know that I was not intentionally ignoring this.

Gary
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  #3  
Old 04-22-2012, 09:24 AM
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OK, waiting on updates then. Can't hardly wait.
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  #4  
Old 06-08-2012, 12:06 AM
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Don't forget the dipstick guide tube retrofit when you re-engineer the CCV system ...
- How can we clean out a clogged oil dipstick tube (connection to CCV)?



And, CCV testing procedures:
- How to test the BMW E39 pressure-controlled crankcase ventilation system (CCV)?
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  #5  
Old 06-08-2012, 10:57 AM
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Quote:
Don't forget the dipstick guide tube retrofit when you re-engineer the CCV system ...
The kit is going to include a new redesigned dipstick tube.

Gary
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  #6  
Old 06-08-2012, 11:38 AM
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I have the re-designed dipstick tube. Will this be the same as yours?
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  #7  
Old 06-08-2012, 12:21 PM
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Quote:
I have the re-designed dipstick tube. Will this be the same as yours?
The current design incorporates the updated OEM dipstick with additions. If volume allows, we will make our own entirely in house.

Gary
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  #8  
Old 06-08-2012, 12:27 PM
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Thanks.
How long do you think until the redesigned kit is commercial?
P.S. : i think I will be among the first ones to snag it......
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  #9  
Old 06-08-2012, 02:32 PM
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Quote:
Originally Posted by doru View Post
Thanks.
How long do you think until the redesigned kit is commercial?
P.S. : i think I will be among the first ones to snag it......
I'll be right behind you doru!
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  #10  
Old 06-08-2012, 02:59 PM
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Personally, I think it's better to reward Gary's team with our orders for the redesigned dipstick tube guide sans the concentric rings than to give BMW even more money - which, in effect, rewards BMW for their faulty design.

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  #11  
Old 06-08-2012, 03:16 PM
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Quote:
Originally Posted by doru View Post
thanks.
How long do you think until the redesigned kit is commercial?
P.s. : I think i will be among the first ones to snag it......
:
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  #12  
Old 06-12-2012, 01:49 PM
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I am almost positive that my CCV is again done for....

I had a retired BMW master tech. (after 28 years) read the live codes on my car last weekend.
He said the catalytic number was 14, and should read 0, and some other number (I can't remember what...) reads 4, and should read somewhere around 14...
Hence, the reason for my hesitant acceleration when hitting the gas...
He said the timing was retarding...
And, he said the car's high crankcase pressure is the reason for my car's failed oil-pan gasket, and why my fuel pump is making noises (suspected failing again - pump was replaced just last year).
He first suggested replacing the Purge Vent Valve, then later, said to spray a whole can of B-12 carb/throttle body cleaner through the throttle body while the car is running...
This sounded kind of "old-school" to me...

Thoughts....?

I am so tired of changing/replacing this damn CCV...

Thanks!
Jason
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  #13  
Old 06-12-2012, 01:51 PM
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What is the purge vent valve?
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  #14  
Old 06-12-2012, 01:54 PM
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Quote:
Originally Posted by doru View Post
What is the purge vent valve?
I think it is this:
http://realoem.com/bmw/showparts.do?...98&hg=13&fg=15

01 FUEL TANK BREATHER VALVE
PN = 139 01 433 603
$82.88
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  #15  
Old 06-12-2012, 04:39 PM
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Ahhh!!!
OK, thanks Jason. Weird how that pesky CCV can cause so much trouble.
Why is it that the M54 engine has more oil pan gasket failure than the M52? Is the CCV designed different? (If the oil pan gasket failure is due in part by failed CCV)
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  #16  
Old 06-12-2012, 09:42 PM
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Quote:
Originally Posted by doru View Post
Ahhh!!!
OK, thanks Jason. Weird how that pesky CCV can cause so much trouble.
Why is it that the M54 engine has more oil pan gasket failure than the M52? Is the CCV designed different? (If the oil pan gasket failure is due in part by failed CCV)
Yes, I think it is ALL related...!
Notice, the only oil pan gasket repairs you read about are on M54's...
Coincidence...?
I don't think so...
Plus, I think the bad CCV is causing Oxidation and Nitration within the oil (varnishing-up and becoming acidic)...!
Very BAD...!

I found this great article about Oxidation in Oil:

http://www.midtownoil.com/downloads/...ting%20Oil.pdf


Pretty interesting…......
Quote:
"While controlling temperature and using higher-quality base oils can help limit the
degree and rate of oxidation, the eventual breakdown of the base oil molecules due
to oxidative processes is inevitable."
I also found another great article:
http://www.bobistheoilguy.com/whatisoilanalysis.htm
Quote:
"Oxidation measures gums, varnishes and oxidation products.
High oxidation from oil used too hot or too long can leave sludge and varnish deposits and thicken the oil."
Nitration:
http://www.bobistheoilguy.com/forums...t&Number=16187

Quote:
Nitration results from the heating of O, O2, N2, OH, and H in the
cylinder during combustion. The separate gasses mix
and when burned, form many resulting gasses
including NOx.

NOx generation is highest during: high
pressures, high temperatures, during crank angles between 10 and 40
degrees, and when the A/F ratio gets near
16:1, such as in lean-burn engines.

NOx gets into the oil via the blow-by gasses
during the power cycle when the cylinder pressure is highest and when
when the temp of the burning gasses is highest.

EGR valves and large overlap cams introduce
exhaust gas back into the cylinder to cool it down, reducing generation
of
NOx.

NOx creates peroxides that attack the oil and
increase oxidation as well.
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  #17  
Old 09-26-2012, 07:50 AM
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Quote:
Originally Posted by gary@germanautosolutions View Post


Stuff deleted

Now for updates on other products:

CCV - Minimal progress, but I do now have a rapid prototype for checking fitment and tweaking dimensions. I will be back on this heavy in about 2 weeks and hope to have a sellable product by the end of the year.





Stuff deleted

Thanks for your patience,

Gary
So there is hope.........
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Last edited by doru; 09-26-2012 at 07:51 AM.
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  #18  
Old 02-24-2013, 12:42 PM
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bmw_n00b13 bmw_n00b13 is offline
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It seems to me that the core of the redesign is the CCV, which is mostly common between the M52TU and the M54 engines, and it's a problem on both. Hopefully this means the 528 owners get one too! I'm good to beta test!
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  #19  
Old 02-24-2013, 08:29 PM
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gary@germanautosolutions gary@germanautosolutions is offline
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Contrary to how it may appear, there has been some progress on this. I want to assure everyone that there has not been any issues with the initial design concept, just time on my part to make significant progress.

I am waiting for a second version of FMD rapid prototypes to come back so we can continue fitment testing. The problem is the tight clearance around the oil filter housing, intake VANOS solenoid and valve cover venting port. We are trying out a longer version with a different type of cap nut. Once we can verify a good fitment position that allows easy access for servicing I will get started on actual metal prototype parts.

I think most of you have noticed that there is an automated email link on the website that allows you to sign up for CCV updates and get first dibs on the first production units. There have been so many responses to that link that it is helping me try to find more time to fit this into my development schedule.

On another note:

For those who are not aware of it, we have released our 1.2bar coolant caps and will be releasing our M62-tu version of cam tools early next week. We spent a huge amount of research and development time on both of these products and we are very proud of the results.

The coolant cap should drastically reduce cooling system explosions and the M62 cam tools are a big inprovement over the factory tools in accuracy, ease of use, and most of all, affordability.

http://www.germanautosolutions.com/b...12_bar_cap.php

Thanks everyone for your support, patronage and patience,

Gary
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  #20  
Old 02-24-2013, 08:47 PM
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Am I still getting the first one, Gary? :-)
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  #21  
Old 02-24-2013, 08:51 PM
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Am I still getting the first one, Gary? :-)
Yep
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  #22  
Old 02-24-2013, 09:15 PM
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Woohoo! My car really needs a new CCV!
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  #23  
Old 02-24-2013, 10:56 PM
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Quote:
Originally Posted by Jason5driver View Post
I thought the purge valve was for gasoline, not oil?
- BMW_TIS_11.09.20_3_SI_E38_E39_New_Evaporative_Char coal_Canister_Purge_Line.pdf (62.1 KB, 194 views)

Maybe I misunderstood 'which' purge valve - but if it's this one - it's for gasoline:
- How to replace the LDP leak detection pump charcoal canister (1) (2) & does spilled gasoline go into the charcoal canister (1)
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  #24  
Old 07-07-2013, 09:04 PM
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Updates on the slowly progressing G.A.S. CCV replacement.

I have finished the CAD models for revision three of the CCV. Changes have been made to reduce the physical size and reduce the number of machining operations. The net result is a more robust unit that is much easier to fit into the required "very tight" confines of its mounting location. is less costly to machine, and as an added bonus, ends up being a nicer looking unit as well.

The new design changes the main body to a single piece instead of three separate pieces, and changes it to a predominately turned part (lathe machining is typically more efficient) instead of a predominately milled part.

The bottom end hose fitting now screws directly onto the body instead of attaching with four screws.

The vacuum regulator is now octagon shaped instead of hexagon shaped. This shape is stronger and fits better into the mounting location.

The vacuum regulator exit port has been relocated to the rear of the vacuum regulator for easier fitment and easier hose routing.

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I should have Rev-3 FDM rapid prototypes back this week for fitment testing and mounting bracket design. I will update you with pictures once I get the prototypes in hand.

Again, I would like to apologize for how long this project has been taking. It's not because there have been any problems with the concept, but because our other products have been so successful that I haven't had much time to devote to this.

Stay tuned for more updates shortly and thanks everyone for making German Auto Solutions a success.

Gary
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  #25  
Old 07-07-2013, 09:10 PM
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Gary, you're reading my minds. Just 5 minutes ago I went to this thread to check progress...

I plan to do the OFHG, so at the same time will tackle CCV. Looking forward to your products.
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