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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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  #26  
Old 06-07-2012, 11:21 PM
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bluebee bluebee is offline
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Quote:
Originally Posted by Steve530 View Post
the ECM will not complete the tests unless you're driving at 40-60 mph and coast to a stop and idle for 5 minutes
I guess the safest thing then, is to simply run the test sequence once each over a period of two days, from cold idle to slow and fast driving to deceleration back down to idle in gear.

Interestingly, the California smog tests are all done under load (dynomometer on the rear wheels) as shown in this picture below of my car being tested recently.

Quote:
Originally Posted by bluebee View Post
After fixing a dozen lean-condition misfire codes, here are my latest California smog emissions test results at an inspection-only station (the California government is so badly managed that they make you pay more every few years for your inspection just so they can watch over their inspection stations instead of actually watching over their inspection stations).



Comparing old, to new (same vehicle) over time ...
--------------------------------------
- Northern California (bluebee), 2002 525i, 87 AKI (just after rebuilding the ABS control module)
- Northern California (bluebee), 2002 525i, 91 AKI (after clearing P0500 code & driving for two weeks)
- Northern California (bluebee), 2002 525i, 87 AKI (two years later)
--------------------------------------
HYDROCARBONS:
- 15mph (2400 rpm): bluebee: 0 ppm (limit = 52 ppm, avg = 4 ppm), 87AKI, PASS
- 15mph (2445 rpm): bluebee: 9 ppm (limit = 52 ppm, avg = 4 ppm), 91AKI (worse than 87AKI), PASS
- 15mph (1914 rpm): bluebee: 2 ppm (limit = 51 ppm, avg = 4 ppm), test results two years later, PASS

- 25mph (2400 rpm): bluebee: 0 ppm (limit = 36 ppm, avg = 4 ppm), 87AKI, PASS
- 25mph (2393 rpm): bluebee: 2 ppm (limit = 36 ppm, avg = 4 ppm), 91AKI (worse than 87AKI), PASS
- 25mph (1331 rpm): bluebee: 2 ppm (limit = 35 ppm, avg = 4 ppm), test results two years later, PASS
--------------------------------------
Carbon Monoxide:
- 15mph (2400 rpm): bluebee: 0.00% (limit = 0.49%, avg = 0.01%), 87AKI, PASS
- 15mph (2445 rpm): bluebee: 0.01% (limit = 0.49%, avg = 0.01%), 97AKI (worse than 87AKI), PASS
- 15mph (1914 rpm): bluebee: 0.01% (limit = 0.48%, avg = 0.01%), test results two years later, PASS

- 25mph (2400 rpm): bluebee: 0.00% (limit = 0.46%, avg = 0.01%), 87AKI, PASS
- 25mph (2393 rpm): bluebee: 0.01% (limit = 0.46%, avg = 0.01%), 97AKI (worse than 87AKI), PASS
- 25mph (1331 rpm): bluebee: 0.01% (limit = 0.46%, avg = 0.01%), test results two years later, PASS
--------------------------------------
Nitrogen Oxides:
- 15mph (2400 rpm): bluebee: 21 ppm (limit = 424 ppm, avg = 16 ppm), 87AKI, PASS
- 15mph (2445 rpm): bluebee: 53 ppm (limit = 424 ppm, avg = 16 ppm), 91AKI (worse than 87AKI), PASS
- 15mph (1914 rpm): bluebee: 56 ppm (limit = 419 ppm, avg = 27 ppm), test results two years later, PASS

- 25mph (2400 rpm): bluebee: 25 ppm (limit = 711 ppm, avg = 18 ppm), 87AKI, PASS
- 25mph (2393 rpm): bluebee: 63 ppm (limit = 711 ppm, avg = 18 ppm), 91AKI (worse than 87AKI), PASS
- 25mph (1331 rpm): bluebee: 285 ppm (limit = 706 ppm, avg = 26 ppm), test results two years later, PASS
--------------------------------------
Carbon Dioxide:
- 15mph (2400 rpm): bluebee: 15.0% (no limit provided), 87AKI
- 15mph (2445 rpm): bluebee: 15.1% (no limit provided), 91AKI (worse than 87AKI)
- 15mph (1914 rpm): bluebee: 14.8% (no limit provided), test results two years later

- 25mph (2400 rpm): bluebee: 15.0% (no limit provided), 87AKI
- 25mph (2393 rpm): bluebee: 15.1% (no limit provided), 91AKI (worse than 87AKI)
- 25mph (1331 rpm): bluebee: 14.9% (no limit provided), test results two years later
--------------------------------------
Oxygen:
- 15mph (2400 rpm): bluebee: 0.0% (no limit provided), 87AKI
- 15mph (2445 rpm): bluebee: 0.0% (no limit provided), 91AKI
- 15mph (1914 rpm): bluebee: 0.0% (no limit provided), test results two years later

- 25mph (2400 rpm): bluebee: 0.0% (no limit provided), 87AKI
- 25mph (2393 rpm): bluebee: 0.0% (no limit provided), 91AKI
- 25mph (1331 rpm): bluebee: 0.0% (no limit provided), test results two years later
--------------------------------------

Interestingly, over the two years, only the nitrogen oxides jumped appreciably. But why?
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  #27  
Old 07-18-2012, 02:00 PM
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bluebee bluebee is offline
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Last week, I had a long talk with Mike McCarthy at 626-771-3614 (m+hislastname@arb.ca.gov) about OBD codes in California.

Mike manages the OBD program for California. He had tons of details (most of which went over my head), but, it's important to note that the BMW FTP is 'not' the same as the EPA FTP (aka FTP-74) drive trace (Mike said more information is at dieselnet.com).

He said the BMW FTP can be considered a manufacturer-specified 'superset' which encompasses the EPA FTP-75 that all California cars must pass.

For example, the EPA 75 does 'not' have such long times for cold idle and it doesn't even have a second cold start. It has a 10 minute cooloff period in the cycle - but that's it for the engine being off. And, it doesn't even have the idle-in-gear stuff that the BMW drive trace has. Apparently it all started down in LA with a drive cycle of 1,372 seconds and then progressed to EPA control culminating with the EPA-72 spec and then the EPA-75 as described on http://dieselnet.com

Mike knew the history of all the OBD standards, from IM240 to ASM and then on to OBD.

Mike also knew the history of the OBD monitoring requirements. Specifically he confirmed that, in any one drive cycle, a pending code can be set once, and then the second code will trigger the MIL.

To reset the MIL, the code has to be NOT trigged in three complete drive cycles.

For more information, he suggested smogcheck.ca.gov

EDIT: For information on the OBD readiness monitors, I called the Department of Consumer affairs 800-952-5210 where you can actually talk to 'former mechanics' who are now 'technical advisors' or 'consumer assistance representatives' for the state of California who will discuss with you your smog test questions.

At the Department of Consumer Affairs, I spoke with "Marvin" who explained that, in California, a 1996 to 2000 vehicle can pass smog with 2 monitors not ready but that a 2001 to current vehicle can have only 1 monitor not ready and still pass smog tests. He said many technicians still fail the car because they want to have high STAR scores.

In addition, Marvin said that new OBD tests will check your air conditioning because they assume if your ac isn't working that you're leaking freon into the atmosphere just like they check your fuel system, again assuming vapors will leak out into the atmosphere. So it's not just engine emissions that are being monitored.
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Last edited by bluebee; 07-18-2012 at 03:48 PM.
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  #28  
Old 01-11-2013, 05:58 AM
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For cross reference, today was added bit of additional ECM information about the drive cycle here:
> E46 (1999 - 2006) > OBD readiness cycle help
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  #29  
Old 02-17-2013, 09:03 AM
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For the record, this two-page document explains more about the history of the FTP, and specifically in the California (Los Angeles 92) version of the Federal Test Procedure:
- http://www.arb.ca.gov/msei/onroad/br...blication3.pdf
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Last edited by bluebee; 02-18-2013 at 10:49 AM.
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  #30  
Old 03-18-2013, 12:49 PM
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This post in the E46 forum has a much more detailed FTP (for a toyota) that may be of use to those trying to better understand the concept of the drive cycle, in general:
> Sensors NOT READY for a long time. Help.

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  #31  
Old 05-08-2013, 01:48 PM
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For the record, this useful thread was opened today:
Quote:
Originally Posted by wfn View Post

2003 530i here w/ 140Kmi on the odo, P0420 & P0430 codes and an emissions test on the horizon. I have read the majority of Bluebee's and QSilver7's posts on the subject of drive cycle completion and I have the official BMW FTP .pdf.

After I erase my codes with Autel, I can get most monitors to come back ready relatively quickly, except the 'EVAP' and 'CAT', those take about 60-100mi to come back. I also find that I can never get the 'EVAP' to read ready before the 'CAT' trips a CEL so a successful emissions test is not possible.

I can't do the FTP in order it's outlined in the document as it tests the catalytic converters before the evaporative system. I tried doing ~3 minutes idling from cold starts, followed by 20-30 mph driving for ~4 minutes, deceleration, stop and idling in gear for ~6 minutes. Also tried just doing cold starts and idling twice a day separated by roughly 9 hours with some driving in between, all to no avail.

I know you can have one monitor "not ready" on vehicles newer than 2000 in Illinois, but if I fail on my first attempt, whether it be MIL or two monitors not ready, on the re-take I cannot have the 'CAT' monitor "not ready".

Question: Has anyone in a similar situation managed to get the EVAP monitor to become ready before the CAT monitor or am I SOL and must replace both cats?

I don't want to come across like an ass who just wants to circumvent the test and skip the maintenance. I just a) can't be without a car until the test is due b) can't afford a straight R&R with OE parts at the moment. I am planning to re-core my cats with SmithCat when I take a vacation and won't need the car on daily basis.

Thank you for any insight you can provide.

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  #32  
Old 08-24-2013, 06:49 AM
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For the record, the E46 team is simultaneously working on how better to understand the drive cycle, over here today:
-> E46 (1999 - 2006) > Drive Cycle
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  #33  
Old 02-01-2014, 06:57 PM
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bluebee bluebee is offline
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Quote:
Originally Posted by bluebee View Post
Last week, I had a long talk with Mike McCarthy at 626-771-3614 (m+hislastname@arb.ca.gov) about OBD codes in California.

Mike manages the OBD program for California. He had tons of details (most of which went over my head), but, it's important to note that the BMW FTP is 'not' the same as the EPA FTP (aka FTP-74) drive trace (Mike said more information is at dieselnet.com).

He said the BMW FTP can be considered a manufacturer-specified 'superset' which encompasses the EPA FTP-75 that all California cars must pass.

For example, the EPA 75 does 'not' have such long times for cold idle and it doesn't even have a second cold start. It has a 10 minute cooloff period in the cycle - but that's it for the engine being off. And, it doesn't even have the idle-in-gear stuff that the BMW drive trace has. Apparently it all started down in LA with a drive cycle of 1,372 seconds and then progressed to EPA control culminating with the EPA-72 spec and then the EPA-75 as described on http://dieselnet.com

Mike knew the history of all the OBD standards, from IM240 to ASM and then on to OBD.

Mike also knew the history of the OBD monitoring requirements. Specifically he confirmed that, in any one drive cycle, a pending code can be set once, and then the second code will trigger the MIL.

To reset the MIL, the code has to be NOT trigged in three complete drive cycles.

For more information, he suggested smogcheck.ca.gov

EDIT: For information on the OBD readiness monitors, I called the Department of Consumer affairs 800-952-5210 where you can actually talk to 'former mechanics' who are now 'technical advisors' or 'consumer assistance representatives' for the state of California who will discuss with you your smog test questions.

At the Department of Consumer Affairs, I spoke with "Marvin" who explained that, in California, a 1996 to 2000 vehicle can pass smog with 2 monitors not ready but that a 2001 to current vehicle can have only 1 monitor not ready and still pass smog tests. He said many technicians still fail the car because they want to have high STAR scores.

In addition, Marvin said that new OBD tests will check your air conditioning because they assume if your ac isn't working that you're leaking freon into the atmosphere just like they check your fuel system, again assuming vapors will leak out into the atmosphere. So it's not just engine emissions that are being monitored.
I called Mike McCarthy again at 626-771-3614 who said the OBD test machines are currently in beta testing.
He hopes they will pass their tests soon, in which case they can be sold to the test stations.
He hopes that will happen before the end of this year.
He also confirmed that cars can pass California smog with either one or two incomplete registers, depending on their year (as described in the quote above).
He did say that soon, the older (1996 to 2000) cars will be limited to one unset monitor (which can be any monitor other than the fuel evap test); and that the newer cars will be limited to zero unset monitors.

Mike also explained that many people go to the refereee when a smog test station refuses to run the test due to unset monitors.
They just call the BAR referee, who, for free (except the $8.25 for the certificate), will smog check the vehicle at a local community college via a scheduled appointment.
You can schedule the appointments by calling 800-622-7733 and telling them that you have unfilled registers, and nobody will smog you.

Since I lost my registration, I called BAR at 800-952-5210 who simply asked for my license plate and told me that I had to go to the STAR & TEST ONLY stations.
It bothers me that California is so screwed up that they make US pay for their silly system; but it is what it is, and I, as a single person, can't do anything about it.
The only good news out of all this is that the OBD tests are coming soon.

EDIT:
I don't know of any DMV price list for smog stations, but, there is this BAR web site which will list them out by zip code, e.g.,
- http://www.smogcheck.ca.gov/pubwebqu...ationList.aspx

Here, for the record, is the DMV site explaining a couple components the lousy system (but, in reality, it's a system put together by bureaucrats who don't know how to put systems together without the public paying through the nose for their inefficient system):
- http://www.dmv.org/ca-california/smo...og-Inspections



See also:
- How to identify all BMW computer-specific OBDII DTC diagnostic fault codes (1) & how to better understand the key EPA federal test procedure (FTP) concept of the BMW SES "drive cycle" (1) & how to diagnose a typical BMW E39 engine misfire (1) or a sporadic-temperature-change cold-engine intermittent misfire (1) (2) & what you can expect for E39 smog emissions test results (1) & obtaining the pending or diagnostic trouble code (DTC) using free or freeware scans (1) [except in California or Hawaii (1) (2)] or where to get the cheapest reasonable OBDII scanner in the world (1) (2) or a better overall scanner (1) or the best BMW diagnostic tools (1) (2) (3) & a template of what to tell people from the Republik of Kalifornia who need to do an OBC diagnostic scan (1).
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Last edited by bluebee; 02-28-2014 at 06:44 AM.
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