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Discussion Starter · #1 ·
first I want to thank starless and Lbert for their DIY guides that allowed me to do this at all. :thumbup:

although I'm only halfway done at this point, my cvv replacement turned out not to be all that preventive.
The separator itself was leaking quite a lot and the inside had some yellow residue. As expected my rattling DISA had a good amount of play. The intake boots were both in better condition than I expected but I'm going to replace them anyways. Even the ICV was still relatively clean and was moving freely even before the cleaning. The whole process is one PITA and it`s worse on the m54 than on the m52tu because the space to get the hoses onto the pcv is tighter. currently I have only managed to attach one of the hoses.
didn't want to do anything after that as I dropped one of the bolts of the oil separator into the engine bay, then the magnet broke off telescoping pick-up tool leaving me with two items lost in there. thankfully I could grab the magnet, hanging down somewhere close to the splash cover, and the bolt was wedged between the front subframe and the abs line, accessible through the wheel well.
next step is getting everything back together, fingers crossed it'll still run.

The CVV all covered in oil and grime



one of the hoses
 

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Discussion Starter · #4 ·
I hated that part.
Mission Completed

connecting hoses was really easy as I already connected the short 90deg-bend one yesterday.
getting the dipstick back in took me ages, though. The O-Ring didn't want to snap in place. In the end, my brother whacked it in with a rubber mallet. plus getting the heatshield back in was very tricky.

As for the results, my throttle surge still exists, the DISA rattle is obviously gone, my new air filter gives me better fuel economy and the car feels slower but I hope it's the transmission adaption that has been reset by disconnecting the battery for such a long time. Of course I had to test it with dynolicious and the results are similar to before the repair.
Not solving the surge problem really sucks though...
 

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Is there a process for "training" the adaptation on an AT in this car? I had a '95 540iA and after disconnecting the battery, there was a procedure for starting/accelerating/stopping that needed to be done, in order to get the tranny to operate properly. I don't have the car or the procedure anymore, but it consisted of needing a long, quiet, road, as you needed to accelerate from stop to 60 in about 3-4 different throttle positions, and stay at 60 for "some time" (15 seconds???), then stop. Next is to do it again with just a touch more throttle, then more, then with the throttle mashed to the floor. Something like that...
 

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Discussion Starter · #6 ·
Is there a process for "training" the adaptation on an AT in this car? I had a '95 540iA and after disconnecting the battery, there was a procedure for starting/accelerating/stopping that needed to be done, in order to get the tranny to operate properly. I don't have the car or the procedure anymore, but it consistented of needing a long, quiet, road, as you needed to accelerate from stop to 60 in about 3-4 different throttle positions, and stay at 60 for "some time" (15 seconds???), then stop. Next is to do it again with just a touch more throttle, then more, then with the throttle mashed to the floor. Something like that...
never heard of that before, and it wasn't mentioned in the "how to reset the adaptations" by pressing the pedal down for 40sec. would be cool if someone in the know could chime in if there is a procedure for the E46.
 

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hard to tell, as I occasionally stopped working on the car and waited for a helping hand when I couldn't get a part off + I took everything apart, let the car sit overnight and put it back together the next day, but overall I guess about 6 hours. I took my time as I wasn't in a hurry :)
Alright, thanks
 

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For the cross-link record, we did a summary of the CCV here:
- How to test the crankcase ventilation (aka CCV, CVV, PCV, CPV, & OSV) pressure regulating valve system (1)
 
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