BMW Z3 1997 Service Repair Manual On PDF

BMW Z3 1997
GENERAL INFORMATION
Basic Engine Measuring Techniques - Overview
BASIC MEASURING TECHNIQUES

BASIC ENGINE MEASUREMENTS
During the course of engine repairs some basic engine measurements are required to verify engine diagnosis as
well as to complete proper repairs. These measurements are made by precision measuring tools such as
micrometers, Vernier calipers, cylinder bore gauges and dial indicators.
Fig. 1: Sectional View Of Engine

Courtesy of BMW OF NORTH AMERICA, INC.
Also, a working knowledge of the metric system is also a vital skill that is needed by the technician. All BMW
engine measurements consist of metric specifications. Some of the routine engine measurements performed
include:
 Valve Guide Wear (Tilt Angle K)

 Cylinder Bore Measurements (Taper and Out-of-Round)
 Cylinder Head Warpage and Thickness
 Axial and Radial Endplay Measurements (Crankshaft/Camshaft etc).
Among all of the skills possessed by a modern technician, basic measuring techniques are perhaps the most
overlooked and least used. This is why it is important to review these skills from time to time as a refresher.
Also, it is necessary to access technical data to obtain the proper specifications for these measurements. This
course is designed to review measuring techniques to assist in engine diagnosis.
Vernier Measurement
The Vernier scale is used on various measuring tools such as the Vernier caliper and the Depth Gauge. The
Vernier scale can be used with Fractional (US) and Metric systems. For the purposes of this training module we
will always refer to the Metric Vernier scale.
The Vernier scale consists of a fixed scale and a sliding scale. The fixed scale is divided with graduations in 1
millimeter increments. The sliding scale has 10 graduations in increments of .5.
Fig. 2: Identifying Depth Gauge

In order to read a measurement, use the zero mark on the left end of the vernier scale to use as a guide to read a
measurement on the fixed scale.
In the example shown at the right, the zero mark is resting between 26 and 27 mm. Therefore the base
measurement is 26 mm.
Next, the decimal measurement must be taken. For this, find a line on the Vernier that most closely matches any
line on the fixed scale.
Using the example drawing, the "4" on the Vernier scale is lining up directly with a line on the fixed scale.
Combining the previous reading with this reading, the result would be 26.4 mm.
Fig. 3: Locating Vernier Scale Reading

The designations on the Vernier scale are in increments of .5. For example, if a reading on the Vernier scale
falls on the .5 (i.e. 2.5, 3.5 etc) designation this would indicate 5/100th's of a millimeter.
Fig. 4: Identifying Vernier Scale Reading
Micrometer Measurements
Another valuable measuring tool is the micrometer, which can be used for measurements such as bearing
journal diameter, cylinder head thickness, valve shim thickness and brake rotor thickness etc. Micrometers also
come in configurations for inside measurements as well.
The micrometer scale comes in both fractional and metric varieties. We will cover only the metric micrometer
scale in this course.
First you must familiarize yourself with the construction of the micrometer in order to understand how
measurements are made.
Metric Micrometer Construction
The micrometer is constructed of a few basic parts. The actual item to be measured is placed between the anvil
and the spindle. The micrometer can be adjusted to the approximate size using the thimble. The thimble should
only be used for the coarse adjustment. In order to make the actual measurement, the micrometer should only be
turned using the ratchet (a.k.a. the friction stop). Do not attempt to make a measurement using the thimble. This
will give an inaccurate measurement and ultimately damage the micrometer.
Fig. 5: Identifying Micrometer

Micrometers are available in various sizes for outside as well as inside measurements. The more common
variation is the outside micrometer. They are usually available in 25 millimeter increments such as 0-25 mm,
25-50 mm, 50-75 mm etc..
The metric micrometer can measure in increments of one hundredth of a millimeter (.01mm). One hundredth of
a millimeter is equal to 0.0003937 inch which is less than one thousandth of an inch.
The measurement area of the micrometer consists of the sleeve scale and the thimble scale. The sleeve scale is
used to read whole and half millimeters. The thimble scale (which rotates) reads in hundredths (.01) of a
millimeter from zero to fifty. Two complete revolutions of the thimble equals one millimeter.
On the sleeve scale, each scale mark above the center line indicates whole millimeters. Below the center line,
half of a millimeter (or .5mm) increments are indicated.
Fig. 6: Identifying Micrometer Reading

Using the example shown above, the micrometer is a 125-150mm micrometer. To read this micrometer, first
take the basic reading from the sleeve scale. The thimble is past the 139 mm mark. Therefore the reading is a
least 139 mm. Next, look at the thimble scale and note the reading on the centerline. The "10" on the thimble
scale is lined up with the centerline. This indicates a reading of .10 mm. If you add the two readings; 139 + .10
= 139.10 mm.
Fig. 7: Identifying Correct Micrometer Reading
Dial Indicator Measurements
The dial indicator is used to measure the travel or movement of a specific item. It can also be used to measure
axial and radial runout. In engine measurement applications, the dial indicator can be used to measure valve
guide wear, axial movement of the crankshaft (thrust), and runout of flywheels and harmonic balancers.
First, it is important to familiarize yourself with Dial Indicator construction. The face of the dial indicator
consists of a moveable bezel which is also attached to the large measuring scale. This allows the tool to be
brought to the "zero point" when needed.
The main measuring device is the contact point. The contact point (1) is placed against the object to be
measured. Usually, the contact point is rounded or has a ball bearing. This allows for a more accurate
measurement.
The measuring face of the dial indicator consists of 2 scales. The smaller scale is for the "coarse" measurement
which is in graduations of 1 millimeter. One revolution of the small scale is 10 millimeters.
Fig. 8: Identifying Dial Indicator

The large scale is in graduations of .01 millimeter and the scale goes from zero to one hundred. Therefore, one
revolution of the large scale is one millimeter.
The dial indicator also needs to be held in place when taking a measurement. This requires a stand or base.
Depending upon the application, these stands can be a clamp type, magnetic or a threaded base.
When taking a measurement, place the contact point on the object to be measured. The dial indicator must be
pre-loaded slightly to prevent the measurement from bottoming out.
When reading the scale, be sure to "zero" the dial indicator first. If the readings to be taken are less than 1
millimeter, you do not need to use the small scale. If the readings are larger than 1 millimeter, be sure to factor
the small scale into your measurement.
Fig. 9: Identifying Dial Indicator Reading

Examples Of Dial Indicator Measurements

Fig. 10: Measuring Valve Guide Wear - Tilt Angle "K" Using Dial Indicator
Fig. 11: Measuring Crankshaft Endplay - Axial Using Dial Indicator
Fig. 12: Measuring S62 Engine - Basic Throttle Setting Using Dial Indicator
Fig. 13: Measuring Wheel Runout - Axial Using Special Tool
Fig. 14: Identifying Correct Dial Indicator Reading
ADDITIONAL ENGINE MEASUREMENTS
During engine repair procedures it is sometimes necessary to assess engine wear to make determinations on
parts replacement. Also, some engine measurements are needed to verify a previous diagnosis.
For example, a cylinder leakdown test could indicate a cylinder sealing concern. Once the engine is
disassembled, it would be necessary to verify this condition by checking the piston and piston ring condition. If
OK, the next step would be to determine the condition of the cylinder bore. At this point, the cylinders should
be checked for taper (conicity) and for out-of-round. The correct measurements could mean the difference
between just replacing the rings and/or pistons or replacing the engine block. This is why it is necessary to make
accurate measurements when needed.
Some of the other routine engine measurements include:
 Cylinder head warpage

 Cylinder head thickness (on some applications)
 Piston rings - end gap and axial clearance
 Cylinder bore - including out-of-round and taper
Cylinder Head Measurement
If a repair requires removal of the cylinder head, a few basic measurements can be performed to save time and
unnecessary machine shop costs. If an engine has been overheated or has an internal or external fluid leakage
(coolant/oil), it is a good idea to check the cylinder head for warpage.
This can be done by using a commercially available machinists straight edge and a feeler gauge. by sliding the
feeler gauge under the straight edge in various locations, it can determine if there are any low spots or warpage.
Usually, the specification is about .05 mm.
Fig. 15: Identifying Cylinder Head
Also, check to see if the cylinder head has a specification for machining limit. If so, it may be possible to have
the cylinder head re-surfaced. Depending on the amount of material removed during the machining process, it
may be necessary to install a thicker head gasket. There are some "service" head gaskets available through the
part s department.
The cylinder head can be checked for minimum thickness. This is done using a micrometer or a vernier caliper.
This is not possible on all engines, the example shown is a 6-cylinder (M52TU/M54).
If the minimum thickness is not met, the head will need to be replaced.
Fig. 16: Measuring Thickness Of Cylinder Head
Piston Measurements
When replacing pistons and/or piston rings, there are some basic measurements that need to be made. When
fitting a piston to a cylinder bore, the piston diameter should be checked to ensure a proper fit.
The piston diameter is measured using a micrometer. The measurement is taken at a specified point (A) which
is 90 degrees from the piston pin axis. Each engine has a specific location to measure piston diameter. For
example, the illustration below shows measuring Point A. The specification for this engine (N62) is 18 mm. So
the piston diameter is measured 18 mm from the bottom of the piston skirt.
Fig. 17: Measuring Piston Diameter Using Micrometer
The piston diameter, when subtracted from the cylinder bore equals the cylinder wall to piston clearance. If the
clearance measurement obtained is not correct, re-check your readings.
Piston Ring Measurements
There are some important specifications to check when installing piston rings. One of the measurements in axial
clearance. Axial clearance is the distance between the piston ring and ring land. This prevents the rings from
binding in the ring land at operating temperature. Axial clearance is measured using a feeler gauge.
Also the piston ring end gap has to be checked. This measurement is checked using a feeler gauge.
This clearance is critical in order to prevent the end gaps from contacting each other when the engine is at
operating temp.
When installing the piston rings, always stagger the end gaps as per the repair instructions.
Fig. 18: Measuring Piston Ring Gap Using Feeler Gauge
Fig. 19: Measuring Piston Ring End Gap Using Feeler Gauge
Cylinder Bore
In order for the cylinder bore to be considered acceptable, it must not be excessively tapered or out-of-round.
Once the cylinder has been checked for obvious damage and the surface finish is OK, the integrity of the bores
must be verified. If cylinder wear is suspected, it must be checked using the proper cylinder bore gauge.
Each cylinder must be checked at three position in the bore - top, middle and bottom. Also there must be two
opposing dimensions that should be checked. The difference between the top and bottom measurements will
indicate the taper of the bore. The opposing dimensions will indicate the out-of-round specification.
If these measurements are out of specification, the cylinder bore must be re-finished or overbored. New pistons
and rings must be fitted as well.
Fig. 20: Checking Cylinder Bore Using Cylinder Bore Gauge
METRIC SYSTEM
The unit of length, and the basis for all other metric units of measurement is the meter. The meter (1 meter), as a
point of reference, is slightly longer that a yard (39.37 inches).
The divisions of a meter are hundredths and thousandths. One hundredth of a meter is called a centimeter, and is
equal to .3937 inch or about half the diameter of a nickel.
One thousandth of a meter is called a millimeter. The small marks between the centimeter increments are each
one millimeter, or one tenth of a centimeter. And as a point of reference, a standard paper clip is about one
millimeter thick.
Metric System Denominations
Throughout the metric system, common to all units of measurement, are prefixes which designate multiples or
fractions of the unit.
For automotive applications, the most common prefixes are centi; designating one-hundredth; milli; for one
thousandth and kilo- for one thousand.
There are letters uniformly used throughout the system to label the divisions or multiples of each unit of
measurement. The letter "m" represents milli, "c' is for centi and "k" is for kilo. These are then combined with
the letter representing the unit of measurement.
For example, mm is millimeter, cm is centimeter and km is kilometer. The same applies to liter which is the unit
of volume and gram which is the unit of weight.
One kilogram is equal to one thousand grams which is equal to 2.2 pounds. All metric measurements are
directly related. For example, one thousand cubic centimeters, or 10cm x 10cm x 10cm of water weighs one
kilogram. The volume of those one thousand cc's is one liter.
Metric Reference Chart
METRIC REFERENCE CHART

Weight
1 kilogram = 1 kg = 1000 grams = 1000 g
1 hectogram = 1 hg = 100 grams = 100 g
1 dekagram = 1 dag = 10 grams = 10 g
1 gram = 1g
1 decigram = 1dg = .1 gram = 0.1 g
1 centigram = 1 cg = 0.01 gram = 0.01 g
1 milligram = 1 mg = 0.001 gram = 0.001 g
Length
1 kilometer = 1 km = 1000 meters = 1000 m
1 hectometer = 1 hm = 100 meters = 100 m
1 dekameter = 1 dam = 10 meters = 10 m
1 meter = 1m
1 decimeter = 1dm = .1 meter = .1 m
1 centimeter = 1 cm = 0.01 meter = 0.01 m
1 millimeter = 1 mm = 0.001 meter = 0.001 m
Volume
1 kiloliter = 1 kl = 1000 liters = 1000 l
1 hectoliter = 1 hl = 100 liters = 100 l
1 dekaliter = 1 dal = 10 liters = 10 l
1 liter = 1l
1 deciliter = 1dl = .1 liter = .1 l
1 centiliter = 1 cl = 0.01 liter = 0.01 l
1 milliliter = 1 ml = 0.001 liter = 0.001 l
Metric System Conversion Charts

METRIC SYSTEM CONVERSION CHARTS
Linear Measure to Metric Linear Measure (Metric) to English
1 inch = 2.54 cm 1 mm = 0.03937 inch
12 inches = 1 foot = 30.48 cm 1 cm = 0.39 inch
3 feet = 1 yard = 0.91 m 1 m = 39.37 inch
5.5 yards = 1 rod = 5.03 m 1 km = 0.62 miles
5280 feet = 1 mile = 1.61 km -
Square Measure to Metric Square Measure (Metric) to English
1 in2 = 6.45 cm2 1 mm2 = 0.002 in2
144 in2 = 1 ft 2 = 0.09 m2 1 cm2 = 0.16 in2
9 ft2 = 1 yd2 = 0.84 m2 1 m2 = 1549 in2
640 acres = 1mi2 = 2.59 km2 1 km2 = 0.39 mi2 = 247.10 acres
Cubic Measure to Metric Cubic Measure (Metric) to English
1 in3 = 16.39 cm3 1 mm3 = 0.000061 in3
1728 in3 = 1 yd3 = 0.76 m3 1 cm3 = 0.061 in3
27ft3 = 1 yd3 = 0.76 m3 1 m3 = 35.32 ft3
1 km3 = 0.24 mi3
Liquid Measure to Metric Liquid Measure (Metric) to English
1.81 in3 = 1 fluid oz. = 30 ml 1 ml = 0.03 fluid oz = 0.061 in3
1 pint = 0.47 l 1000 cm3 = 1 l = 61.02 in3 = 1.06 qt
57.75 in3 = 1 quart = 0.95 l 1 ft3 water = 62.5 lb
231 in3 = 1 gal = 3.79 l = 0.0038 m3
1 ft3 = 7.48 gal = 28.35 l
Weights to Metric Weight (Metric) to English
1 0z = 28.35 g 1 g = 0.035 oz
1 lb = 453.59 g 1 kg = 2.20 lb
1 lb = 0.45 kg 1 metric ton = 1000 kg = 1.102 tons = 2205 lb
1 ton = .91 metric ton
Temperature to Metric Temperature to Fahrenheit
F = 9/5C +32 C = 5/9 (F-32)
Pressure Conversion Chart
PRESSURE CONVERSION CHART

Bar kPa psi in.Hg.
6.0 600 87.0
5.9 590 85.5
5.8 580 84.0
5.7 570 82.5
5.6 560 81.0
5.5 550 79.0
5.4 540 78.5
5.3 530 77.0
5.2 520 75.5
5.1 510 73.5
5.0 500 72.5
4.9 490 71.0
4.8 480 69.5
4.7 470 68.0
4.6 460 66.5
4.5 450 65.5
4.4 440 64.0
4.3 430 62.5
4.2 420 61.0
4.1 410 59.5
4.0 400 58.0
3.9 390 56.5
3.8 380 55.0
3.7 370 53.5
3.6 360 52.0
3.5 350 51.0
3.4 340 49.5
3.3 330 48.0
3.2 320 46.5
3.1 310 45.0
3.0 300 43.5
2.9 290 42.0
2.8 280 40.5
2.7 270 39.0
2.6 260 37.5
2.5 250 36.5
2.4 240 35.0
2.3 230 33.5
2.2 220 32.0
2.1 210 30.5
2.0 200 29.0
1.9 190 27.5
1.8 180 26.0
1.7 170 24.5
1.6 160 23.0
15
150 22.0
1.4 140 20.5
1.3 130 19.0
1.2 120 17.5 35.90
1.1 110 16.0 32.91
1.0 100 14.5 29.92
0.9 90 13.0 26.93
0.8 80 11.5 23.94
0.7 70 10.0 20.94
0.6 60 9.0 17.95
0.5 50 7.5 14.96
0.4 40 6.0 11.97
0.3 30 4.5 8.98
0.2 20 3.0 5.98
0.1 10 1.5 2.99
0.0 0 0.0 0.0
1986-06 GENERAL INFORMATION
Coding And Programming - Overview - All Models
INTRODUCTION TO CODING & PROGRAMMING

Model: All
Production: All
WHAT IS CODING?
It is a process utilized by BMW, which groups system specific operating requirements (Data) together and then
assigns a label/code to each of these groups of data. The various groups of data are all pre-loaded into system
specific "codable" control modules, along with a basic set of operating instructions (Program).
Types of operating requirements:
 Nominal values of device input signals (0.25V to 2.5V, 5W - 25W, ...)

 Type of device input signal (PWM, square wave, analog ...)
 Operational parameters (device activation/deactivation time, ...)
 Market specific operations (O2 Sensors, Fuel Type, Emission Control, ...)
 Country Specific Regulations (U.S., Canada, Japan, UK, ECE, ...)
 Powertrain Configurations (Manual, Auto, TLEV, ULEV, SULEV, Diesel, ...)
The procedure of assigning one specifically labeled group of data to the operating program of a specific control
module/component is referred to as "coding".
Fig. 1: Identifying Data Before Coding
Fig. 2: Identifying Data After Coding
A "codable" control module has a basic operating program already installed along with several specific
variations of operating data. The coding process allows a specific set of operating data to be assigned to the
basic operating program of that module/component, with respect to its specific application.
Coding can be performed for some systems/components:
 By installing a specific plug (coding plug) into a device/component

 By entering a 4 digit alpha-numeric code (variant code) via the programming selection on
DISplus/GT1/SSS
 Selecting customer specific system operational settings from a list of available features (VKM)
 Automatically by selecting a specific coding process available via ZCS Coding or CIP using the
DISplus/GT1/SSS
NOTE: Codable control modules/components are system specific, which means that
not all control modules are codable.
WHAT IS PROGRAMMING?
It is a process utilized by BMW to load application/system specific operating instructions
Fig. 3: Identifying Data Before Programming

Fig. 4: Identifying Data After Programming
(Program) into a module/component which already has the systems operating requirements (Data) installed,
plus it can be used as a means of updating data and operating instructions previously installed in a control
module.
Basic programmable control modules have a pre-defined set of operating data already installed which allows the
module to be fairly generic until a specific operational program is installed.
Programming of system control modules is performed using a DISplus/GT1/SSS.

NOTE: Programmable control modules are system specific and not all control modules
are programmable using workshop equipment like the DISplus,GT1 or SSS. The
ability to program a module is limited to the number of times it has already been
programmed and the hardware version of the control module itself.
WHAT IS THE PURPOSE OF CODING AND PROGRAMMING?
As a global manufacturer, BMW must design a large variety of control modules to meet numerous vehicle
requirements pertaining to issues such as:
 Country Specific Regulations (U.S., Canada, Japan, UK, ECE, ...)

 Vehicle Equipment Level (Phone, Navigation, HiFi, IHKA, IHKR, ...)
 Vehicle Powertrain Configurations (Manual, Auto, TLEV, ULEV, SULEV, Diesel, ...)
 System Specific Operating Requirements (Nominal values, type of input signal, ...)
By using Coding and/or Programming, the large variety of control modules needed can be reduced to a smaller
number of model specific hardware variations.
Codable control modules contain:
 A common operating program

 A large number/variety of specific operating data groups
In order to use this type of control module it must first be CODED to ensure that the operating data specific to
that vehicle/model application is used by the operating program of the control module.
Programmable control modules contain:
 The required/specific operational data

 No operating program
In order to use this type of control module it must first be PROGRAMMED to ensure that the operating
program specific to the vehicle/model application is used.
Prior to the availability of Coding and Programming in the workshop this task could only be performed at the
factory.
Initially the factory installed Control Module(s) with a common operating program or data into vehicles and as
theses vehicles reached various points in the assembly process the control modules were updated with the
required operating data or program specific to the application for that particular vehicle. Since replacement parts
always need to be available, parts inventory needed to contain all variations of preprogrammed control modules
installed in all varieties of vehicles that were manufactured. This was not a big problem in the early years, when
the variety/quantity of models was smaller.
As the number of control modules and the complexity of the various systems installed into vehicles increased,
the number of modules that needed to be stored in parts inventory began to increase as well. Eventually this led
to the stocking of hundreds of different control modules that were either pre-programmed or pre-coded for a
specific application and model, but only differed slightly in the way they were coded or programmed.
Pre-programmed and pre-coded control modules always needed to be available in the event a control module
failed once the vehicle left the factory floor, since this was the only place programming & coding procedures
could be performed. In order for repairs to be made quickly, dealers were required to maintain a stock of several
varieties of control modules, since technicians could only remove the failed module and installed a new
preprogrammed or pre-coded module into the vehicle.
As a result of having to maintain a very large inventory of pre-programmed and pre-coded control modules in
parts inventory, it was decided to make coding and eventually programming available in BMW workshops.
Fig. 5: Identifying BMW Workshop

The following advantages have occurred since programming and coding can be performed in the workshop:
 Fewer control module hardware versions are needed (only need basic control modules)
 Lower parts and inventory costs
 Able to update software in a control module without having to replace the module (Re-Code/ Re-Program
to address service Measures)
 Ability to add special equipment features to existing control modules (DWA, Day Time Running Lights,
...)
 Customization of vehicle operation (Conversions, VKM, A/C, ...)
The means by which coding or programming information is provided to a control module varies and is
determined by the vehicle, model year and type of module(s) installed.
BMW currently uses the following methods to perform Coding or Programming:
 Coding Plug
 DME variant Coding
 Coding Code
 Central Coding Key (ZCS) or Vehicle Order (VO)
 EPROM Programming
 Flash Programming
 Vehicle and Key Memory (VKM)
WHERE IS DATA STORED IN A CONTROL MODULE?
The control modules used in our vehicles store data/information on one of the following:
 EPROM (E lectrically P rogrammable R ead O nly M emory)

 EEPROM (E lectrically E rasable P rogrammable R ead O nly M emory)
In essence these devices are similar to the harddrive of the PC (P ersonal C omputer) that many of us use daily
to store the images and documents/files of information.
EPROM (Electrically Programmable Read Only Memory)
An EPROM is a computer memory chip that can be electrically programmed, however in order to erase data
that is stored on the chip it must be removed from the device and exposed to UV lighting for a specific time
period. An EPROM has what is commonly called a "window" on the top portion of the chip usually located
underneath a protective label, it is this area that must be exposed to UV light of a certain intensity for a specific
time period in order to erase the information stored on it.
Early engine control modules (DME 3.X) and transmission control modules were the first devices which
allowed technicians to first remove the chip from the module, install a new "blank" EPROM and then program
the module.
Fig. 6: Identifying EPROM (Electrically Programmable Read Only Memory)
EEPROM (Electrically Programmable Read Only Memory)
An EEPROM is a computer memory chip that can be electrically programmed and electrically erased, thereby
not requiring the chip to be removed from the module or exposed to light. In general this chip is not easily
removable from the device it is installed into.
Since the entire process of programming and erasing is done electronically this device is commonly referred to
as "Flash Programmable".
During the programming process the following type of information may be loaded into the control module
depending on the specific application or update that needs to be installed:
 Characteristic Maps (Ex. Ignition, Injection, Purge Control, DSC Regulation, ...)
 Control Constants/ Operational Data
 Operational Program
 Control Module Identification Information (Ex. Hardware Number, Program Number, Date of
Modification, ...)
What is needed to Code and Program?
In order to code or program a vehicle, specific equipment and special software is required such as a DISplus,
GT1 and an SSS which must all be connected to a network and have the must current version of CIP (C oding, I
ndividualization & P rogramming) installed. CIP is the software program that contains all the latest data and
program information to allow control modules to be updated to the latest level to address customer concerns and
implement service solutions.
With the release of CIP 15.0 and the implementation of Progman (see PROGMAN ) the DISplus and GT1 will
only be capable of performing vehicle diagnosis and activation/initiation of a Coding, Individualization or
Programming task through the SSS. A special program management tool (Progman) will only allow the DISplus
and GT1 to act as remote terminals to the SSS (regarding Coding, Individualization & Programming), which
means that the SSS will be the single supplier of Coding, Individualization and Programming information to a
vehicle and its respective control modules.
CODING & PROGRAMMING EQUIPMENT

Model: All
Production: All
EQUIPMENT AND SOFTWARE
Coding and Programming of a control module can only be performed within the workshop network using BMW
Group Equipment and Software.
As of 2004 the standard diagnostic equipment available for a workshop consists of:
DISplus (Diagnostic Information System)
Used For: Vehicle Diagnosis, Coding, Programming and Individualization
With PROGMAN (CD14) the DISplus will no longer be able to do coding and programming directly, it will
only be used as a remote terminal that can initiate Coding & Programming through SSS.
Connection: Direct to LAN/Workshop Network or Direct to OPPS/OPS/Diagnostic Head

Fig. 7: Identifying DISplus (Diagnostic Information System)
GT1 (Group Tester 1)
Used For: Vehicle Diagnosis, Coding, Programming and Individualization
With PROGMAN (CD14) the GT1 will no longer be able to do coding and programming directly, it will only
be used as a remote terminal that can initiate Coding & Programming through SSS.
Connection: Wireless LAN or Direct to LAN/Workshop Network or Direct to OPPS/OPS/Diagnostic Head
Fig. 8: Identifying GT1 (Group Tester 1)

SSS (Software Service Station)
Used For: Vehicle Coding, Programming and Individualization. NO DIAGNOSTIC CAPABILITY.
With release of PROGMAN (CD 14) the SSS becomes the only tool for performing Coding, Programming and
Individualization. All requests from GT1 or DISplus will be performed by the SSS. The SSS can also be used to
directly initiate a Coding, Programming or Individualization request.
SSS will be capable for coding/programming multiple vehicles, Max 5 vehicles at a time.
Connection: LAN/Workshop Network or Direct to OPPS/OPS Head
Fig. 9: Identifying SSS (Software Service Station)

Diagnostic Head
Interface between vehicle and DISplus, GT1 or SSS
Used For:
 Vehicle Diagnosis, Coding, Programming and Individualization

 Not to be used for programming vehicles with a MOST bus (E60/63/64/65/66...)
Connection:
 Wireless to LAN/Workshop Network via access point

 Wireless connection direct to GT1
 Directly to LAN/Workshop Network using DK LAN cable
 Directly to GT1/DISplus/SSS using DK LAN Cable and adapter
Refer to EQUIPMENT CONFIGURATIONS
Fig. 10: Identifying Diagnostic Head

OPPS Head - (Optical Testing & Programming System)

Used For:
 Vehicle Diagnosis, Coding, Programming and Individualization on Most bus equipped vehicles.
NOTE: The OPPS is NOT ABLE to perform Diagnosis, Coding, Individualization &
Programming on an I-bus equipped vehicle.
 Optical diagnosis of MOST and Byteflight Bus systems.

 Simultaneously program vehicles equipped MOST Bus system (except E65/66) via MOST Bus access
port and OBD Connections.
Connection:
 Directly to LAN/Workshop Network connection using DK LAN cable or

 Directly to GT1/DISplus/SSS using DK LAN Cable and adapter.
Fig. 11: Identifying OPPS Head - (Optical Testing & Programming System)
OPS Head - (Optical Programming System)
Used For:
 Vehicle Diagnosis, Coding, Programming and Individualization
NOTE: The OPS is not able to perform optical diagnosis of MOST Bus and Byteflight
systems nor can it be used to perform Diagnosis, Coding, Individualization &
Programming on an I-bus equipped vehicle.
Connection:
 Directly to LAN/Workshop Network or

 Directly to GT1/DISplus/SSS using DK LAN Cable and adapter.
Fig. 12: Identifying OPS Head - (Optical Programming System)

Deutronic Automatic Battery Charger
Used For:
 Maintaining proper vehicle battery voltage level during Diagnosis, Coding and Programming.
 Follow the initial setup of the charger as indicated in the SIB.
Connection:
 During Coding or Programming Procedure the battery charger must be in the Power Supply (PS) mode.
 Place the charger into the power supply mode by depressing the "MENUE" button 3 times in rapid
succession.
Refer to section on EQUIPMENT CONFIGURATIONS
Fig. 13: Identifying Deutronic Automatic Battery Charger

Hardware Operating Conditions
HARDWARE OPERATING CONDITIONS

Device Operating Temperature Relative Humidity
GT1 +3°C - +43°C = +37.4°F - +109.4°F 10 - 80% (no condensation)
OPPS/OPS +3°C - +43°C = +37.4°F - +109.4°F 10 - 90% (no condensation)
SSS +10°C - +35°C = +50F - +95°F 10 - 90% (no condensation)
Monitor SSS +3°C - +35°C = +37.4°F - +95°F 10 - 90% (no condensation)
Coding & Programming Software
Whenever coding and programming are to be performed on a vehicle, the latest version of software for
DISplus/GT1 and SSS must be loaded/installed on the equipment being used.
The DIS CD xx contains the diagnostic programs (test modules, schematics, system status values...) prior to CIP
15.0 all coding and programming information for early production vehicles (E31, E32, E34, E36, E38, E39,
E46, E53 and E52) was also available.
NOTE: With the introduction of CIP 15.0 all coding and programming information will
be migrated to CIP and incorporated within Progman.
Whenever a new version of either DIS CD xx or CIP xx.x is released this indicates that an update or addition to
a specific coding, programming or diagnostic routine has occurred. The change can be reflected by a
new/updated programming software for a specific control module, the ability to code a new module or the
ability to perform a new retrofit procedure when installing a new system.
NETWORKS
As the level of technology in our vehicles continues to increase so does the level of technology that we use in
our diagnostic and programming equipment within the workshop.
In order to meet the ever growing demand for more rapid transfer of information we can no longer have
multiple "stand alone" systems, therefore various infrastructures have been created to allow multiple "stand
alone" devices/systems to interact with each other to share information.
The sharing of information with various control modules in our vehicles has been occurring for quite some time,
now we will also be doing this with the diagnostic equipment in the workshop as well.
Vehicle Bus Systems
In order to make the components used in our vehicles more efficient we utilize bus structures (commonly
referred to as I-Bus, K-Bus, MOST Bus, Byteflight, PT-CAN, etc.). By using bus structures in vehicles, we can
accelerate communication between several different control modules. Many common vehicle systems (such as
entertainment, safety, powertrain, etc.) are "stand alone" systems but also require information from other
modules/systems in order to be more efficient. In order to obtain the required information the systems must also
be able to simultaneously communicate without interfering with each other, which is accomplished by using
various bus structures.
Example:
The ISIS (Intelligent Safety Integration System) system on the E65 uses the Byteflight bus structure.
Fig. 14: Identifying Vehicle Bus Systems
Depending on the equipment level of the E65, the ISIS may consist of 11 satellite components (Control
Modules/Sensors) that are connected, using fiberoptic cables, to the SIM (Safety Information Module) which
monitors the status of the satellite components. Since this is a safety system, components need to be activated
within a fraction of a second in order to be effective, there can not be any processing delays. The SIM is
connected to the ZGM (Central Gateway Module) which monitors the activity of the SIM and will direct
information to the SIM and other devices in the vehicles as necessary.
Workshop LAN Network
A network is nothing more than a group of devices interconnected so that they can communicate with each
other. A LAN is a network that is localized to a specific area, such as a workshop or office.
The bus systems (I-Bus, K-Bus, PT-CAN, Byteflight, MOST Bus, ...) that we have been using in our vehicles
for quite sometime, are nothing more than networks with different configurations. By looking at the byteflight
system mentioned previously, a similarity to a workshop network can be established.
Fig. 15: Identifying Workshop LAN Network

Workshop Network
All workshops are currently equipped with a GT1, DISplus, SSS, OPS, OPPS, Diagnostic Head, Access Point,
desktop computer(s) and printer(s) which can be considered as satellite components (control modules/sensors).
In order for these components to communicate with each other, either directly or indirectly, they must be
interconnected via a cable/wire to a common point or switching device. Consider the switching device/hub to be
similar to the SIM, which monitors all devices connected to it and allows the devices to communicate with each
other. The interconnection of these devices results in the establishment of a network localized to the workshop
area thereby establishing a Local Area Network (LAN) in the workshop.
Network Structure
By having the workshop configured to allow the various devices used on a daily basis to be
interconnected/networked with each other, as indicated in the illustration, additional components can easily be
added and online updates can automatically be installed on all connected devices, as long as they have an
approved IP address.
Example: The network that exist in the workshop is not much different than the network structure that is used in
our vehicles. In order for control modules to communicate with each other they must be correctly identified.
The identification process can be considered to occur as part of the coding procedure which is done at the end
of the assembly process or at anytime a new component/module/system is added to the vehicle. By not recoding
the vehicle after adding or removing a module/system, the communication on a particular bus can be hampered
especially if a response form a module that is no longer installed is expected or a new module transmits data
that is not expected by anyone else on the bus because it is not correctly identified. The VO for a vehicle can be
considered to contain the IP addresses of the modules installed in the vehicle.
If the devices on the workshop network do not have a rigidly assigned IP address, online updates to specific
devices can not occur. The operation/performance of a network can be greatly hampered if multiple devices
share an address, since the transmitted data is not able to reach the correct device, it can result in jamming up
the operation of the network.
Fig. 16: Identifying Network Structure
Network Connections
When establishing a network which will utilize multiple access terminals/jacks it is recommended that the jacks
and cables attached to the specific jacks are numbered and that the corresponding end of the cable that connects
to the router/switched hub should be numbered as well.
Example: The illustration below shows a basic network structure with no miscellaneous devices connected,
other than a Server and Switched Hub. The cables running to/from the Switched Hub are all numbered on both
ends to make troubleshooting the network easier in the event of a problem with the cabling, wall jack or
Switched Hub connections.
Not having the cable and wall jacks number would be like trying to troubleshoot a problem with an electrical
circuit in the vehicle where all the wires are the same color and the components connected have no pin
assignments.
Fig. 17: Identifying Network Connections (1 Of 2)
Once additional devices are connected it becomes very important that the configuration information (IP
Address, Gateway Address, Subnet Mask and Device Name) is entered correctly for each device that is
connected to the network. Each device must be assigned a specific/unique IP Address.
It is very important that the IP address not be shared by multiple devices located on the network, as this can
result in "Locking-up" the network, which can have a detrimental effect on any control module(s) being
programmed or coded.
Fig. 18: Identifying Network Connections (2 Of 2)
Accessing Configuration Information - DISplus/GT1 & Interface(s)
Select "Administration".
Fig. 19: Display DISplus/GT1 (Administration)
Select "System".
Fig. 20: Display DISplus/GT1 (System)
The screen now displays the network configuration information for the device being used DISplus/GT1.
Fig. 21: Display DISplus/GT1 (Network Configuration Information)
Select "Diagnostic Head".

Fig. 22: Display DISplus/GT1 (Diagnostic Head)
Select "Free diagnostic head".
NOTE: In order for an interface to be displayed it must be connected to a vehicle and

the ignition turned on.
Fig. 23: Display DISplus/GT1 (Free Diagnostic Head)
Network configuration information for the selected interface is displayed.
Example: A red color band will be assigned to this interface once "OK" is selected.
Fig. 24: Display DISplus/GT1 (Network Configuration Information)
Workshop Layout
Fig. 25: Identifying Workshop Layout Chart
Workshop Layout Index
WORKSHOP LAYOUT INDEX

Device # Device Name/Description
1 Software Service Station (SSS)
2 Network Printer
3 Switched Hub (Cisco Switch WS C2950-24)
4 BMW Network
5 GT1
6 Wall Jack/Ethernet Connection point to workshop Network
7 Access Point
8 Deutronic Automatic Battery Charger
9 OPS
10 Workshop PC
11 DISplus
12 OPS Head
13 Diagnostic Head
14 Network Server
Workshop Network Components
A LAN currently exists in all workshops to allow the diagnostic equipment (DISplus, GT1, SSS, OPPS, OPS &
Diagnostic Head) to communicate with each other. In order to successfully diagnose, code and program a
vehicle, it is required to have all equipment connected to the workshop network.
Components used to create a network infrastructure in the workshop consist of:
Access Point
Allows direct wireless access to LAN for GT1 and Diagnostic Head
OR
Diagnostic head establishes connection to LAN via wireless communication and thereby can be connected to
DISplus or GT1, which are connected to LAN
Access point is connected directly to LAN.
Symbol - Model Spectrum 24/AP 3020-100
Wall Jack
Connection point for devices such as GT1, DISplus, Access Point, SSS, Diagnostic Head, OPPS/OPS Head,
Printer and Network Server to Switched Router via RJ45 cable.
Fig. 26: Identifying Wireless
Fig. 27: Identifying CAT 5 Ethernet Cable With RJ-45 Connectors
CAT 5 Ethernet Cable with RJ-45 Connectors
Used to establish a connection between:
 Wall jack and Switched Router/Hub

 Wall jack and devices such as GT1, DISplus, Access Point, SSS, Diagnostic Head, OPPS/OPS Head and
Network Server.
Switched Hub
LAN switched distribution hub for all devices connected to the network. Routes communication
telegrams/messages to specific devices from specific devices. Allows multiple devices to communicate with
each other without reducing data transfer rate.
Cisco Switch WS-C2950-24
Server
Central computer which controls interface/communication between all devices on the Workshop LAN and
communication to external networks and internet. Keystone device for network operation along with
switch/router.
Fig. 28: Identifying Switched Hub

Fig. 29: Identifying Server
Common Terminology
Network
A group of computers that are interconnected with each other and able to communicate with each other either
by transferring data via a wired or wireless connection.
Local Area Network (LAN)
A network that exists within a specific area.
Example: By having all computers, testers and printers in the workshop interconnected results in a Workshop
LAN.
Ethernet
The term Ethernet is a communications protocol used to define a method & speed by which interconnected
devices are able to communicate with each other by either a wired (twisted pair) or fiberoptic connection.
Common Ethernet communication protocol terms:
10BaseT - Able to transmit data at a rate of 10Mbps for a maximum distance of 100 meters per segment.
100BaseT - Able to transmit data at a rate of 100Mbps for a maximum distance of 1000 meters per segment.
The speed differences are obtained by modifying the method of encoding the data to be transferred. The
maximum distance consist of the distance from switched hub to wall jack plus length of cable used to connect a
particular device. The greater the distance the greater the chance of signal loss/disturbance.
Ethernet Cable (CAT 5)
A standard used to define an 8 wire cable (4 twisted pair) that is commonly used to interconnect various
computers in the establishment of an ethernet network. Certified to transmit data at a maximum rate of
100Mbps.
RJ-45 Connectors
The plastic connectors at the end of a CAT 5 cable, used to connect the cable to device/computer, wall jack and
hub.
Wall Jack
Accepts RJ-45 connectors when connecting devices to the network. Connection point for devices like DISplus,
GT1, SSS, OPPS, OPS, Diagnostic Head, workshop computers and printer.
Recommendation is that outlet/jack is numbered and the corresponding end of the ethernet cable connected to
the switched hub is numbered as well, to assist in troubleshooting in the event of a problem.
Example: A wall jack outlet is labeled as #1 the other end of the cable at the hub should also be labeled #1.
Switched HUB
Allows multiple devices to send information over the network at the same time without slowing down the
communication process. A switched hub essentially isolates the two devices that are communicating, thereby
providing each component on the network a separate connection at the maximum data transfer rate of the
network.
Example: A switched HUB is similar to the use of cloverleafs on the highway, traffic does not need to stop if a
change in direction needs to be made, plus traffic flows smoothly from point to point.
A regular HUB does not provide each component with a separate connection point to the network but rather a
shared connection point. By sharing a connection point the data transfer rate of the network is reduced when
multiple devices try to communicate.
Example: A regular HUB is similar to the use of a 4 way intersection, the smaller the amount of traffic using
the intersection the quicker a car can go through the intersection and reach its desired destination. The greater
the traffic the longer it will take for a car to reach its desired destination.
The switched hub installed as part of the workshop wiring project is a Cisco WS-C2950-24.
Network Server
A computer that provides information/data to other computers located on the network. A server allows
computers on its network to access information on another network, such as the internet. The server is the
keystone device that allows computers on its specific network to access information on another network.
As an example a server can obtain and distribute software updates to all computers located on its network,
instead of having to physically install the updates to each computer individually.
Automatic/Online Updates
The ability to connect the network server to the BMW server and check for new software updates (Diagnostic,
Coding & Programming data) then downloads the information to all computers/equipment located on the
network automatically at a specific time.
Example: New updates can be installed on SSS, GT1 and DISplus overnight in order to have latest data
available the next morning.
The application that performs online updates is referred to as JETstream.
Access Point
The access point is a wireless communication device that is able to establish a wireless connection with a GT1
and/or a diagnostic head and allows them to communicate with other devices on the network.
Manufactured by Symbol - Model Spectrum 24 /AP 3020-100.
Fig. 30: Identifying Access Point

Interface Name
The specific name assigned to the device (Ex. OPS Blue A)
IP Address
It is a unique four segment number used to identify a specific device located on a specific network. The number
represents the address of the device on the network and is necessary when communicating with other devices
located on the network.
Example: 92.168.100.10
Usually the first three segments are used to identify the network and the last segment identifies the device. The
IP Subnet Mask information generally defines which segments are needed to identify the network and which
identify the device.
In order for a devices on the network to communicate with other devices on the network it must know the
addresses of those devices. If a print command is sent from a computer to a printer on the network, the
command must be addressed specifically to the desired printer.
Example: An IP address is no different than your home address, in order to receive a letter specifically directed
to you, your name and address must be correctly displayed on the letter.
IP addresses are assigned by the network administrator/provider and are rigidly assigned to the device(s) located
within the workshop network, by entering it into the device during the initial setup.
IP Subnet Mask
This information is used to define which segment(s) of the four segment IP address specifically identifies the
device and which identify the specific network.
Example: 255.255.255.0
Indicates that the first three segments (255.255.255) identify the specific network that the device is located on.
The last segment (0) indicates that this is the segment that will identify the specific device.
Gateway
This information identifies the four segment address of the component located on the network responsible for
communicating from the current network to another network. If there is no address in this location then a
connection to any devices outside of the current network can not be established.
NOTE: The network and device address information must be entered exactly as defined
by the network administrator for your facility, otherwise the devices can not be
accessed.
REMOTE CODING, INDIVIDUALIZATION & PROGRAMMING TERMINALS

Fig. 31: Identifying GT1
Fig. 32: Identifying DISplus
With the release of CIP 15.0 and the implementation of Progman (see PROGMAN section for additional
information) the DISplus and GT1 will only be capable of performing vehicle diagnosis and activation/initiation
of a Coding, Individualization or Programming task through the SSS. A special program management tool
(Progman) will only allow the DISplus and GT1 to act as remote terminals to the SSS (regarding Coding,
Individualization & Programming), which means that the SSS will be the single supplier of Coding,
Individualization and Programming information to a vehicle and its respective control modules. By having all
devices (DISplus, GT1 and SSS) connected to the network, the DISplus and GT1 can be utilized to perform
diagnosis on a new vehicle after a request for vehicle programming as an example, has been sent to the SSS for
the current vehicle.
Example: GT1(7) is connected to the LAN via access point (3) and to OPPS head (6) which is connected to
LAN(4) and vehicle (5):
1. Diagnosis of complaint is completed and test module result indicates that a control module needs to be
updated/reprogrammed.
2. Coding and Programming/CIP is accessed on GT1(7) and a request to program specific control module
on vehicle (5) connected to OPPS head (6) is made.
3. The SSS (1) takes over the programming process and begins to reprogram the control module and recode
the vehicle (5).
4. At this point the GT1(7) is free to connect to a new OPPS/diagnostic head and begin a diagnostic routine
or initiate another programming/coding session on a new vehicle.
Fig. 33: Connecting GT1 To LAN Via Access Point And To OPPS Head
Software Service Station
The Software Service Station (SSS) was released to all centers for the sole purpose of Coding and Programming
vehicles that can only be Coded/Programmed using CIP. The SSS is a dedicated desktop PC, that supplements
the DISplus and GT1 diagnostic systems, since the SSS is only capable of performing Coding and Programming
it frees up the DISplus and GT1 for diagnostic functions.
Fig. 34: Identifying Software Service Station
With the release of CIP 15.0 and the implementation of Progman, the SSS replaces the DISplus and GT1
(Group Tester One) diagnosis systems as the primary programming system. The DISplus and GT1 will only be
able to send a request to Program or Code a vehicle directly through the SSS. The SSS performs the actual
programming and coding process. In this configuration the SSS is able to program up to five vehicles at a time
and the DISplus and GT1 are free to be used for other tasks, provided that all devices are connected to the
workshop network and have been assigned specific IP addresses.
As with the DISplus and GT1, data is supplied to the Software Service Station by means of a CIP DVD-ROM
or CD-ROM, additional data can also be provided by online updates via JETStream.
OPPS/OPS/Diagnostic Head
The OPPS (Optical Testing and Programming System), OPS (Optical Programming System) and the diagnostic
head can all be used with the Software Service Station to serve as the interface to the vehicle. Optimal
programming speed on MOST bus equipped vehicles is obtained by using the OPPS/OPS head connected to the
OBD connector and directly to the MOST access port on E60, E63/64 and newer vehicles.
OPPS
The OPPS was first introduced with the E65 and is able to:
 Acts as interface between vehicle and DISplus/GT1/SSS

 Reduce programming time of MOST Bus control modules
 Diagnosis the fiber optic communication system utilized on the byteflight and MOST bus systems.
Fig. 35: Identifying OPPS

 Simultaneously program vehicles equipped with a MOST bus system (except E65/66 up to 3/05 prod.) via
MOST Bus access port and OBD connections.
 Perform vehicle diagnosis, coding and programming on all vehicles equipped with a MOST bus.
 Communicates via a wired connection (DK LAN cable ) to Network or directly to GT1/DISplus/SSS
The OPPS is NOT ABLE to perform Diagnosis, Coding & Programming on an I-bus equipped vehicle.
OPS
The OPS is able to:

 Reduce programming time of MOST Bus control modules
 Simultaneously program vehicles equipped with a MOST bus system (except E65/66) via MOST Bus
access port and OBD connections.
 Perform vehicle diagnosis, coding and programming on all vehicles equipped with a MOST bus.
 Communicates via a wired connection (DK LAN cable ) to Network or directly to GT1/DISplus/SSS
Fig. 36: Identifying OPS

The OPS is NOT ABLE to perform Diagnosis on the fiber optic communication system utilized on the
byteflight and MOST bus systems nor can it be used to perform Diagnosis, Coding & Programming on
an I-bus equipped vehicle.
Diagnostic Head
The diagnostic head is able to:

 Perform vehicle diagnosis, coding and programming and Vehicle & Key Memory on most vehicles.
Should not be used for coding and programming vehicles equipped with a MOST bus
(E60/63/64/65/66...) as processor is too slow.
Fig. 37: Identifying Diagnostic Head
 Communicates via a wired connection (DK LAN cable ) to Network or directly to DISplus/GT1/SSS
 Wireless communication to LAN/Workshop Network Connection via Access Point
MOST Direct Access Port
The MOST Direct Access port is installed on vehicles equipped with a MOST bus such as E60/E62/E63.... The
port is utilized to allow separate programming of control modules connected to the MOST bus when using the
OPPS/OPS head for Programming & Coding. By using this port in conjunction with the OBD socket when
programming a vehicle the overall programming/coding time is reduced.
Access to the port differs corresponding to the model.
For E60 the port (5) is located on the left side of the glove box (3) behind the strut (2). To access the connection
remove the cover (1) and remove the terminating plug (4) from the cable to allow connection to the port (5).
Fig. 38: Identifying MOST Direct Access Port
Example: Referring to the illustration below - Parallel programming of an E60 using OPPS head in
conjunction with short OBD cable (1) P/N 666 111 and MOST bus programming cable (2) P/N 663 121 which
connects to the MOST Access Port located in the glovebox. The OPPS is connected to the network via DK LAN
cable 3.
NOTE: The OPS can be substituted for the OPPS.

Fig. 39: Identifying OBD Cable P/N 666 111 And MOST Bus Programming Cable P/N 663 121
Equipment Configurations
The diagnostic and programming equipment available in the workshop should always be configured to have the
DISplus, GT1 and SSS connected directly to the LAN/Workshop network. To ensure uninterrupted
service/data transmission, it is highly recommended that the radio/wireless connection of the diagnostic
head is NOT used to perform any type of Programming or Coding function.
The normal configuration (when coding or programming) of the DISplus & GT1 to the diagnostic/OPPS/OPS
head are as follows:
DISplus (1) - Connected to network using SI LAN cable (2)
+ Diagnostic/OPPS/OPS head (3) - Connected to network using DK LAN cable (4)
+ OBD or Diagnostic plug cable - Connecting diagnostic head to vehicle

Fig. 40: Connecting DISplus To Network Using SI LAN Cable
GT1 (1) - Connected to network using SI LAN cable (3) and LAN adapter BT1:1 (2)
+ Diagnostic/Opps head (5) - Connected to network using DK LAN cable (4)
+ OBD or Diagnostic plug cable - Connecting diagnostic head to vehicle.

Fig. 41: Connecting GT1 To Network Using SI LAN Cable And LAN Adapter BT1:1
NOTE: For optimum programming speed the OPPS/OPS head (5) can be substituted for
the diagnostic head:
+ Connect OPPS/OPS head (5) directly to a network drop via a DK LAN cable (4)
+ Connect OPPS/OPS head to the OBD connector using the short OBD cable P/N 663 111
Fig. 42: Connecting OPPS/OPS Head Directly To Network Drop Via DK LAN Cable
In the event that the workshop network is disabled/down the DISplus and GT1 can still be used to diagnose a
vehicle by utilizing the following configurations:
GT1 (1) - Not connected to network
+ Diagnostic/OPPS head (5) - Connected to GT1 using DK LAN cable (4) and LAN adapter BT1:1(2) plus
LAN adapter BT X (3))
+ OBD or Diagnostic plug cable (5) Connecting diagnostic head to vehicle
Fig. 43: Connecting Diagnostic/OPPS Head To GT1 Using DK LAN Cable And LAN Adapter BT1:1 Plus
LAN Adapter BT X
DISplus (1) - Not connected to network
+ Diagnostic/OPPS/OPS head (3) - Connected to DISplus using DK LAN cable (4) and PC LAN cable (2)
+ OBD or Diagnostic plug cable - Connecting diagnostic head to vehicle

Fig. 44: Connecting Diagnostic/OPPS/OPS Head To DISplus Using DK LAN Cable And PC LAN Cable
NOTE: OPPS/OPS can not be used to perform diagnosis on an I-bus equipped vehicle
(i.e. E32, E36, E38, E46, E53...).
PROCEDURE FOR CODING & PROGRAMMING
An important prerequisite for ensuring trouble-free programming is the correct preparation of the vehicle.
A diagnostic procedure must first be performed on the vehicle prior to any programming. Programming
must not be started before faults in the vehicle electrical system are ruled out.
Correct preparation of the vehicle avoids errors during programming.
The programming procedure may be terminated if a bus signal is generated as the result of activation of electric
loads during programming. The programming procedure should be repeated following termination. In
exceptional cases it may be necessary to replace the control unit if communication is no longer possible.
Prior to beginning any programming or coding procedure some general guidelines need to be considered in
order to ensure that the process goes as smoothly as possible:
Check
Action /Procedure
Engine
Turn off engine, ignition key on - KL15
Fig. 45: Identifying Engine Start/Stop Switch

Manual gearbox/SMG
Transmission in neutral.
Parking brake applied.
Fig. 46: Identifying Manual Gearbox/SMG

Automatic Transmission
 Transmission in position P.
 System temperature below 80°C.
Attention: Do not apply parking brake on vehicles equipped with the electromechanical parking brake.
Fig. 47: Identifying Automatic Transmission Selector Lever

Loads
 All electric loads, lights and indicator lights switched off.

 Wipe/wash system switched off. Insure that the wipers can move freely. Wipers may be activated during
programming.
Do Not Block the Wipers.
Fig. 48: Identifying Button

Check
Action /Procedure
Diagnosis
Perform quick test.
Using the diagnosis system, rectify any problems before programming and clear stored fault codes.
Fig. 49: Identifying DISplus

Battery
The battery should be sufficiently charged at the start of the programming procedure (12.6 V).
Fig. 50: Identifying Battery

Battery Charger
IMPORTANT: Vehicles must be connected to the Deutronic Automatic Battery Charger prior to beginning the
programming or coding procedure, this is the only approved battery charger for MOST bus-equipped vehicles.
During the programming or Coding procedure the battery charger must be in the Power Supply (PS) mode.
Place the charger into the power supply mode by depressing the "MENUE" button 3 times in rapid succession.
Do not connect or disconnect the charger during programming. The system voltage must not drop below 12.6 V
during the programming procedure.
Fig. 51: Identifying Battery Charger

DO NOT USE Radio Connection for Programming or Coding!!
Diagnostic head/OPPS head (5) must be connected directly to a network drop to ensure uninterrupted
programming.
The DK LAN cable (4) MUST NOT BE routed through an open window of the vehicle, leave a door open.
Fig. 52: Connecting Diagnostic Head/OPPS Head To Network

Programming
Check CKM values, also observe individual settings on the vehicle if applicable, start programming procedure.
Attention: The data status of the Software Service Station must always be kept updated!
Fig. 53: Identifying Progman

Make sure that no switches, radio etc. are operated during programming as this could terminate the
programming procedure.
DO NOT TOUCH CODING/PROGRAMMING ACTIVE
CODING PLUG
Model: E23, E24, E28, E30, E32, E34, E36
Production: 9/87 - 2002

CODING PLUG
A coding plug is a mechanically keyed or electronically coded device/plug, that can open or bridge circuits in a
particular component to allow it to operate differently dependent on the type of plug installed/inserted.
BMW used a mechanical coding plug which simply opened or bridged circuits to assign market specific data to
the instrument cluster of the E23, E24, E28 and E30 vehicles. With the introduction of the E32 in 1988 and the
E34 in 1989, electronic coding plugs were utilized in the instrument cluster.
Fig. 54: Identifying Coding Plug

The change to an electronic coding plug which allowed market specific data to be assigned to the instrument
cluster also contained Non-Volatile Random Access Memory (NV-RAM), which provided an ability to retain
vehicle specific data in the plug such as:
 Vehicle Identification Number
 Accumulated Mileage
 Service Indicator Information
 Coding plug number
 Fuel Tank Size data
By using a plug that is able to store data, the instrument cluster can be replaced without loosing vehicle mileage,
unless the coding plug is damaged.
Fig. 55: Identifying External Coding Plug

With the introduction of vehicles like the E31 and E38 the instrument cluster no longer utilizes a coding plug
since it receives most of its input signals directly from a control module, EKM (E31) or IKE (E38), this allows
vehicle data to be directly stored in the control module and the instrument cluster is no longer coded. For these
vehicles and newer models, market specific data is stored in the control module (EKM or IKE). By coding these
modules by way of ZCS coding (refer to ZCS CODING PROCEDURE ) market specific data is
assigned/released to the control module.
Coding Plug Identification

Each coding plug features a stored 5-digit numerical code that varies between model/equipment, etc.
The code can be read out through the instrument cluster display by pressing the odometer reset button and
turning the ignition switch to KL R. The coding plug number will be display in the instrument cluster matrix.
Fig. 56: Identifying Coding Plug Identification Number

If this is no longer possible, the coding plug must be removed in order to read the code on the label of the
coding plug.
Ordering Replacement Coding Plug
The coding plugs are received pre-coded and installing them automatically codes the cluster.
The first digits of the 5-digit code is changed on coding plugs when they are replaced.
ORDERING REPLACEMENT CODING PLUG
E32 E34
ORIGINAL NUMBER 1 1101 2 0101
REPLACEMENT NUMBER 5 1101 4 0101
NOTE: It is not possible to input the mileage reading, the service interval status and
the chassis number into the replacement coding plug.
CODING PLUG OVERVIEW
Since the introduction of the E32 several versions of instrument cluster coding plugs have been introduced, this
section will provide an overview of the different versions, plus provide identification and coding information.
Coding Plug Identification - E32/E34
The E32/E34 Instrument cluster coding plugs progressed through three variations of design.
Start of production up to 2/89.
The original E32/E34 instrument cluster coding plug was installed in the wiring harness connector (X16) which
plugged into the instrument cluster. This plug contained all of the vehicle specific coding data for the instrument
cluster and retained accumulated mileage and service interval information.
In the event that the instrument cluster must be replaced the coding plug is reused with the new cluster. By
reusing the old/original plug the mileage in the odometer does not change, since the coding plug is able to retain
the information.
 If the coding plug must be replaced, the total mileage and Service Interval information will be lost.
Fig. 57: Removing Coding Plug
 Replacement coding plugs pre-coded by part number and are available from the parts department.
From 2/89 to 9/91 Production
The E32/E34 instrument cluster and coding plug were redesigned in 2/89. As a result of this redesign the coding
plug became an external component and plugged directly into the back of the instrument cluster, no longer part
of the X16 connector.
Even though the plug can be removed without disconnecting the harness, all power must be disconnected from
the cluster prior to removal, to prevent data loss from the coding plug.
9/90 Revision
In 9/90 the cluster was slightly redesigned again to address changes in the fuel gauge and some minor physical
changes. The electronics of the cluster as well as the coding plug were upgraded considerably.
The coding plug and the instrument cluster are not compatible with the earlier redesign. The printed circuit
board and the coding plug are colored blue for distinction over the components of the earlier redesigned cluster.
The new blue coding plug is also keyed differently to prevent unintentional exchange with the earlier coding
plug.
E32/34 as of 9/91 (1992 Model Year)
After 9/91 production, the instrument cluster coding plug can be coded using the ZCS function within CIP by
selecting the specific module via the DISplus/GT1/SSS. The physical characteristics of the coding plug did not
change.
A replacement uncoded coding plug (P/N 62 11 8 359 368) must be coded after installation into the instrument
cluster, refer to ZCS CODING PROCEDURE .
A precoded coding plug (P/N 62 11 8 359 369) is available for this cluster as well. When ordering include with
your order the following information:
 ZCS code for the vehicle

 VIN for the vehicle
E36 Instrument Cluster
318i/is, 325i/is and M3
The instrument cluster for these vehicles does not utilize a coding plug. The entire cluster is coded model
specific, by using the ZCS coding procedure in CIP by selecting E36.
Recently, a new procedure has been made available that transfers the accumulated mileage and service interval
data from a defective instrument cluster into a new replacement cluster for these vehicles.
318ti and Z3 Roadster
These vehicles are equipped with an instrument cluster that is not connected to the diagnostic link and therefore
can not be coded using ZCS. Since the cluster can not be coded, these vehicles require a coding plug for vehicle
specific coding.
Like the E32/E34, the coding plug is able to store the accumulated mileage and service interval information. In
addition to storing the data on the coding plug the instrument cluster is also able to internally store the data on
an EEPROM (Electrically Erasable Programmable Read Only Memory), as redundant back. If the cluster main
processor or coding plug need to be replaced, the mileage and SI Indicator data can be transferred to the new
component using the clusters test step procedure #9. higher value overwrites the lower.
Test No. 09
DISTANCE READING Test - 09 allows the total stored mileage to be updated if one of the storage components
has to be replaced. The test step will be used if the manipulation dot is illuminated in the cluster display. This
test step will identify which component has the lower mileage.
Display Example:
012654 I - Indicates the mileage in the internal EEPROM is lower than the mileage stored in the coding plug.
000325 E - Indicates the mileage in the external coding plug is lower than the total mileage stored in the
internal EEPROM.
Pressing the reset button for 4 seconds will over write the lower mileage with the higher mileage and cancel the
manipulation dot. The SI data will also be transferred at the same time.
To remove the coding plug from the instrument cluster first remove the snap off cover. Pull the coding plug
from the connector in the cluster.
Fig. 58: Removing Coding Plug From Instrument Cluster
FEDERAL ODOMETER DISCLOSURE REQUIREMENT 92-513
The Federal Odometer Disclosure Requirement 92-513 states that, whenever an instrument cluster component is
replaced that brings the odometer back to 0 (coding plug), the mileage prior to its replacement along with the
date that the replacement occurred must be recorded on the left door frame of the vehicle.
A permanent label to record this information is included with every coding plug (except E36/5 and E36/7) that
is ordered from the parts department.
Additional labels can be ordered separately under Part Number 89 89 1 000 500.
Fig. 59: Identifying Odometer Notice
Fig. 60: Identifying Vehicle Mileage And Cluster Replacement Date
Strict compliance with this requirement must be followed through with the following vehicles if mileage is reset
to 0:
VARIANT CODING
Model: E24, E28, E30, E32, E34, E36
Production: 3/87 - 12/95
VARIANT CODING
A Variant Code is another means by which market specific application data can be released/assigned to a
control module, this process allows one base control module to be utilized for different market applications.
The variant code is a 4 digit hexadecimal (alpha-numeric) code that is entered into a control module as part of
the coding process. By entering a valid code into the module a set of operational data (characteristic maps)
specific to the code entered is assigned to the operating program of that control module. The operational data
and code are semi rigidly assigned, meaning that if a new code is entered, a different set of data is assigned to
the program.
Variant coding is only used on engine control modules. Engine control modules which utilize variant coding
were first introduced into production vehicles as of 3/87 production with Motronic M1.1 (Engine Control
Module ECM/DME).
Variant coding is only used on Engine Control Modules with version M1.X.
ENGINE CONTROL MODULE ECM/DME INFORMATION

DME Version Series Cyl. Engine Year
M1.1 E28/E30 6 M20/M30 3/87 - 8/92
M1.2 E24/E28 6 S38 87 - 88
M1.3 E34 6 M20/M30 6/87 - 9/90
M1.3 E34 6 M30 6/88 - 12/92
M1.3 E32 6 M30 3/87 - 7/92
M1.7 E30/E36 4 M42 3/90 - 12/93
M1.7.2 E36 4 M42 1/94 - 12/95
Using the DISplus/GT1/SSS with the latest CIP programming software contained within Progman, allows the
technician to:
 Code a new, uncoded control module.

 Recode a previously coded control module.
The variant code is entered into the control module either by:
 Adopting the existing code from the defective DME control module (if diagnostic communication is
possible).
 Manually entering the variant code via the keypad displayed on the screen of the DISplus/GT1/SSS.
Fig. 61: Entering Variant Code Into Control Module
NOTE: M1.X DME control modules can only be coded up to eight (8) times. The
GT1/DISplus will display the remaining number of times the control module can
be recoded.
If variant coding of an M1.3 control module for an M20 engine is not possible, the cause may be that Pin 18
(DME Code Link) of the 20 pin diagnostic connector may be backed out of the connector preventing
communication between the tester and DME control module.
Variant Code Identification Display

The variant code for a DME M1.X control module can be accessed in three ways:
 Electronically via DISplus or GT1:

 DME Control Module Identification screen
 Select "Programming" then "DME variant code", installed variant code is displayed.
 DME control module variant code label

 SI B13 02 90 (3009)
The quickest and most accurate way to access the variant code of the installed DME is by viewing the DME
Identification page using the DISplus or GT1.
Fig. 62: Identifying DME Identification Page

If a control module malfunction is suspected cross reference the BMW and Bosch part numbers in the display
with the installed variant code. Problems can occur if:
 The correct variant code is installed in the wrong control module.

 An incorrect variant code is installed in the correct control module
Variant Code Structure
The four digit structure of the variant code consists of a 16 bit binary code which converts to a 4 digit
hexadecimal code. Each hex character provides information pertaining to specific functions, characteristic maps
and vehicle data.
Fig. 63: Identifying Variant Code Structure
The information from the variant code is used to define the operational data to be assigned to the operating
program of the module.
Each hex digit has a binary equivalent that provides four 1's or 0's which results in a total of 16 bits of
information (or choices) per hexadecimal digit.
Fig. 64: Identifying Variant Code Information
Under no circumstances should the variant code to be changed from the assigned number for the vehicle. Erratic
engine operation and possible engine damage may result.
Variant Code Procedure
In the event that an M1.x control module needs to be replaced or recoded the process can be accessed through
Progman with CIP 15.0 or higher.
To perform the procedure from CIP the Model series must be selected.
Then select the body (E32, E36 ...)

Fig. 65: Selecting Model Series Selection Menu
Select: "Progammierung"
Advance screen to the right two times to enter the programming/variant coding selection screen.
Fig. 66: Selecting Progammierung
From the "Selection" screen:
Select: "DME Variant Code"
Select: "Exchange Control Unit"
Select: The Engine version installed on the connected vehicle to be coded Ex. "M40/42/43"
The following steps are based on the selection of "M40/42/43":
"M40/42/43 4-Cyl. has been selected ? Y/N"
Select: "Y"
"Is the vehicle fitted with a DME M1.7.3 (M43 engine from 9/95) ? Y/N"
Select: "N"
Select: 1 "New Coding"
Select: 1 "Adopt code from old control unit" and follow the procedure indicated once selection is made.
OR
Select: 2 "Enter code manually" (See ENGINE CONTROL MODULE ECM/DME INFORMATION for
Variant Code) and follow the procedure indicated once selection is made.
If DME M1.X control module replacement is required, determine which method of variant coding you will
need.
 Adopt variant code from existing control module

 Manual input of variant code from control module label
NOTE: For vehicles produced with the M42B19 engine (M1.7.2 Engine Control Module)
a replacement EPROM was made available for vehicles produced 1/94-12/95 to
address a service issue. Since the control module for this engine requires a
variant code in order to assign the correct operating data to the program a
variant code must still be assigned to the module upon installing the EPROM.
Adopt a Variant Code
The preferred method of coding a replacement module is by "Adopting" the code from the old module, since
this method prevents accidentally entering the wrong code which may occur when trying to manually enter the
code. If the control module cannot communicate on the diagnostic link the manual input method will be
necessary (refer to MANUALLY ENTERING A VARIANT CODE ).
Fig. 67: Identifying Variant Code Adopting Chart
Manually Entering a Variant Code
The process of manually entering a variant code should only be utilized when it is not possible to communicate
with the Engine Control Module (DME) via the DISplus or GT1. The variant code to be entered can be taken
from the label of the problem control module and checked against the listing of variant codes provided in SI
B13 02 90 (3009) prior to entering the code into the new module.
Fig. 68: Entering Variant Code

CODING CODE
Model: E32 and E34
Production: 10/90 - 9/91
CODING CODE (CODE NUMBER)
E32 and E34 vehicles produced from 9/90 to 10/91 were not ZCS compatible. For this limited range of
production a coding code is required in order to properly code the following control modules:
 IHKR 2 & 3
 EDC III
 DWA
All other replacement control modules (except DME) within this production range are precoded at the factory.
The coding code is a single digit. Like variant coding, the code is entered via the DISplus/GT1/SSS. By
entering a valid code into the module a set of operational data specific to the code entered is assigned to the
operating program of that control module.
Code Number Identification
Along with the VIN, the Code number for the installed control module(s) is printed on a label, located on the
underside of the fuse box cover.
Additional labels are available from the parts department under P/N 01 99 9 784 735
Fig. 69: Identifying Code Identification Number
Coding Code Procedure
With the original module still installed in the vehicle, select the Coding/Programming function which can be
accessed through Progman with CIP 15.0 or higher using the DISplus/GT1 or SSS.
1. From Progman establish a connection to the interface connected to the vehicle and access CIP
To perform the procedure from CIP the Model series must be selected (3 series, 7 series ...)
Then select the body (E32, E36 ...)

2. Select "Codierung ZCS/FA"
(Advance screen to the right two times to enter the selection screen.)
3. Select: Specific model series

4. Select: "Recoding" or "Coding Code"
5. Select: "Replacement part"
Fig. 71: Selecting Codierung ZCS/FA
6. Select: Specific system/module to be coded

7. Turn off ignition and remove the old module, install new module and turn ignition on.
8. Advance the screen and enter "0" plus the number located on the label of the module
9. Confirm entry
10. 10. If the displayed number is correct confirm and coding will begin A message "Coding Complete" will
be displayed when finished coding.
Ordering Pre-Coded Modules
Pre-coded control modules are available from the parts department and requires the following information:
 Part number "Basic Control Module"

 VIN of vehicle for which it is needed
 The "Code Number" indicated on the module
Workshop Exercise
Access the initial start screen in CIP for performing the Coding Code procedure.
VEHICLE CODING INFORMATION

Model: All
VEHICLE CODING INFORMATION
Introduction
As part of an ongoing process to reduce the need for country, model and option specific control modules, BMW
began to utilize a multi digit vehicle coding structure referred to as a Central Coding Key (ZCS) and later
changed to a structure referred to as a Vehicle Order (VO/FA).
Fig. 72: Identifying Vehicle Coding Information Number

The Central Coding Key (ZCS) is a unique 37 digit (originally a 48 digit) code that contains specific model,
country variation and individual equipment/option information for a vehicle.
During the manufacturing process of a vehicle, the ZCS code is created to identify the specific vehicle being
built and to properly code the control modules installed during the assembly process once the vehicle reaches
the end of the line. To ensure that the ZCS code can be retrieved once the vehicle leaves the factory it is stored
in one or two control modules, depending on the model.
ZCS is often referred to as a "key" since it is able to automatically "unlock" or "activate" specific functions of a
new control module or can be used to recode a used control module to be compatible with the specific vehicle it
has been installed into. With the introduction of the E31 the ZCS information was used for the first time as a
coding key for replacement vehicle control modules, this ensured that the replacement modules would be coded
to the required specification of the vehicle.
As the number of options & accessories available for installation in a vehicle increased, an alternative to the
ZCS code was introduced on 9/01 production E46 vehicles. The ZCS system was replaced with a system known
as the Vehicle Order (VO/FA). The VO is a straight forward listing of vehicle specific information including a
list of the option codes pertaining to the systems or equipment installed in the vehicle and is used in the same
manner as the ZCS to properly code replacement or additional modules.
Regardless of which structure is utilized on a vehicle, codeable modules have no limit as to the number of times
that they can be recoded.
ZCS STRUCTURE
The 37 digit structure of the ZCS is subdivided into three segments. The segments represent specific
information about the vehicle.
Each segment ends with a checksum "digit". A checksum is utilized by the coding software to detect
unacceptable/erroneous manually entered coding information.
Fig. 73: Identifying ZCS Structure

The information/digits of the ZCS code reflects the options installed in the vehicle and should never be changed
manually unless it is necessary for special recoding functions such as:
 Canadian market vehicle being moved to the US
 Retrofit installation of an accessory system (ie. CPT9000 phone system or BMW ULF system)
If a modification needs to be made to the ZCS structure and there is no information available in a service
bulletin then the BMW Technical Hotline should be contacted for assistance by submitting a PUMA case,
requesting a modified ZCS code.
Each portion of the ZCS provides specific information regarding that vehicle:
GM (Grundmerkmale) - Identifies the "Basic Features" of the vehicle and contains 9 digits that are used to
describe:
 Vehicle type (E36, E38, E39 ...)

 Specific body style of the vehicle (Sedan, Coupe ...)
 Country specific coding identification (US, UK, ECE ...)
 Unique equipment that affects the basics of the vehicle (with sunroof, without sunroof, wheel size ...)
 Basic language variant (English, Spanish, German ...)
SA (Sonderausstattungs) - Identifies the "Special Equipment" of the vehicle and contains 17 digits that describe
what features/functions are installed in the vehicle, such as:
 Power Windows or Manual windows

 Power Door Locks or Manual Door Locks
 Power Sunroof or Manual Sunroof
 Power Convertible Top or Manual Convertible Top
 Phone Pre-wire
The SA segment is configured to provide a total of 64 possible number combinations (option groups) for all
series vehicles worldwide. The information is modified whenever a new component/accessory is added to the
vehicle via a retrofit coding procedure.
VN (Versionsnummer) - Identifies the "Version Number" of the vehicle and contains 11 digits that are used to
describe:
 Series specific coding data that are not reflected in the GM or SA segments. This includes, model year
dependent data, software and hardware versions of the control modules installed, coding instructions, etc.
The VN is displayed as 40 possible combinations of digits. A deliberate change in the VN will result in
erroneous coding data being used when recoding a module or coding a replacement module which will affect
the proper operation of a control module(s) coded with an incorrect VN.
NOTE: In its original form the ZCS was displayed as a 48 digit code containing a fourth
segment, the AM (Antriebsmanagement) which identified Powertrain
management information specific to the vehicle, however this information was
eliminated and was not needed for coding a control module.
FOUR DIGIT PORTION REPRESENTS VEHICLE BODY AND SPECIFIC BODY EQUIPMENT (COUPE,
SEDAN, ROADSTER, SUNROOF, ETC,)
There are 4096 possible combinations of digits per model.
Fig. 74: Identifying ZCS Structure Information Chart

ZCS Stored Location In Vehicle
The ZCS is stored in the vehicle to simplify the coding procedures when a module needs to be recoded or a
replacement module needs to be coded. Depending on the vehicle, the ZCS information is stored in the
following locations:
ZCS STORED LOCATION IN VEHICLE

Vehicle Model Module Vehicle Model Module
E31 All EKM E39 All Instrument
Cluster/EWS
E32 All Instrument E38 All Instrument
Cluster Cluster/EWS
E34 All Instrument E46(1) All Instrument
Cluster Cluster/LSZ
E36 318i/is 325i/is Instrument E52 All Instrument
M3 Cluster Cluster/LSZ
E36 318ti Z3 EWS II As of E53 All Instument
9/98: Instrument Cluster/LSZ
Cluster/EWS
(1) The E46 switched to a Vehicle Order (VO) data structure in 9/01.
The procedure to code control modules that utilize the ZCS information can be performed via the DISplus/GT1
or SSS using Progman with CIP 15.0 or higher and accessing the "Codierung ZCS/FA" function.
When coding a ZCS codable control module the coding program in CIP automatically searches the stored
location, based on the VIN, and codes the selected module according to the information provided in the ZCS
code.
On later production vehicles the ZCS information began to be stored in two locations, referred to as redundant
data storages, this insures that the information is always available in the event the primary device storing the
data fails.
NOTE: On early production vehicles without redundant data storage, if the module
being coded or recoded is the module that stores the ZCS information, then the
vehicles ZCS information must be obtained from the label located on the vehicle
or electronically accessed from the module and printed out then entered
manually via the input screen on DISplus/GT1 or SSS.
For vehicles with redundant data storage the coding of the module storing the data is performed
automatically using the information stored in the "back up" module.
ZCS Identification/Display
The ZCS information for a specific vehicle can be obtained by:
 Accessing the control module(s) that electronically stores the information, using the DISplus/GT1 or SSS
 Locating the ZCS label affixed in the vehicle
Accessing Stored ZCS Information
From Progman establish a connection to the interface connected to the vehicle and access CIP.
To perform the procedure from CIP the Model series must be selected (3 series, 7 series ...).
Then select the body (E32, E36 ...).

Select "Codierung ZCS/FA".
Then advance screen to the right two times to enter the vehicle series selection screen.
Fig. 76: Selecting Codierung ZCS/FA
Example:
Select vehicle series (i.e "E36 Series" ).

Fig. 77: Selecting Vehicle Series
Select "Display coding code and code for printout".

Fig. 78: Selecting Display Coding Code And Code For Printout
ZCS Information for vehicle is displayed along with the stored location.
Fig. 79: Display ZCS Information For Vehicle Along With Stored Location
Accessing ZCS Information Label
On earlier production vehicles the ZCS label is affixed to the vehicle in a specific location depending on the
model:
 E36 - Under rear seat; center area or next to left sending unit of fuel tank.
 Z3 Roadster - In Trunk; under carpet on floor, forward of tool kit.
 E31/32/34 - In fuse box cover
 E38 - In E-Box cover
Fig. 80: Identifying Accessing ZCS Information Label
NOTE: As of 9/98 production the ZCS label was eliminated from the vehicle. Some
older vehicles will have identification labels containing an AM segment, this
information is not needed for coding or recoding a control module on that
vehicle.
ZCS Codable Control Modules
Control modules located in a vehicle that are ZCS codable are listed/identified by the "Codierung ZCS/FA"
function contained in CIP.
A list of the modules specific to the model can be accessed as follows:

Select "CodierungZCS/FA".
Fig. 82: Selecting CodierungZCS/FA
Example:
Select vehicle series (i.e "E36 Series" ).

Select "Recode".
Then advance screen to the right.

Fig. 84: Selecting Recode
Displays control modules that are ZCS codable.

Fig. 85: [Displays Control Modules That ZCS Codable]
Workshop Exercise
Access the ZCS coding information on an E36, E39, E46 or E53. and identify where the information is stored.
Determine which modules in an E36, E39, E46 or E53 are codable.
VEHICLE ORDER
In 9/01 the ZCS vehicle data structure on the E46 was replaced with what is referred to as the Vehicle Order
(VO) or Fahrzeugauftrag (FA). The vehicle order structure is utilized on all new models introduced/produced as
of 9/01, such as E65/66, E60, E63/64, E83, E85 etc. Models such as E36, E39, E52, and E53 produced after
9/01 continued to be manufactured using the ZCS structure until production of the model is complete.
Vehicle Order for E46 as of 9/01 Production:

Fig. 86: Vehicle Order Chart (For E46 As Of 9/01 Production)
Vehicle Order for New Models as of 9/01 Introduction:
Fig. 87: Vehicle Order Chart (For New Models As Of 9/01 Introduction)
The vehicle order format contains information pertaining to the production of a specific vehicle such as:
Series Type - (E46, E65, E60, etc.)

Time Criterion - Identifies date the options/hardware equipment available for installation into the vehicle was
standardized/"locked". This information does not refer to the production date of the vehicle. A problem with
coding or programming may occur if a module or option based on a newer or older time criterion date is
installed into the vehicle.
Model Code (Basic Type) - Base level from which the vehicle is "created/built".
Paint Code - Identifies the color of the vehicle at time of production.
Upholstery Code - Identifies the type of upholstery installed in the vehicle at time of production.
Assembly Number - Identifies the programmed part number for powertrain (Not used)
E-Wort - Identifies additions/options added to the vehicle that are not part of standard SA codes/options
HO-Wort - Identifies options installed at Center/Dealer using 3 digit option code (Currently not used.
Installed Option/SA Codes - Listing of accessories & equipment options installed in the vehicle.
The information contained in the vehicle order is used to identify the module(s)/system(s) that are/should be
installed in the vehicle and also what if any control modules need to be updated if a new system/option is added
or removed to/from the vehicle to ensure proper compatibility with the devices installed in the vehicle. The
information contained in the vehicle order such as installed options, is modified whenever a new component
(module/system) is installed and coded to the vehicle. If the new component is not properly coded to the vehicle
the SA listing is not updated and problems can be encountered whenever a measures plan for the vehicle is
created, vehicle needs to be recoded or VKM/Individualization functions are to be modified.
A listing of the components that need to be updated is provided whenever a measures plan is generated.
Example: Information contained in the VO of an E60

Fig. 88: Identifying Select Measures Plan
Series Type: E60
Time Criterion: Identified as 1203 indicates the date (month/year) that the list of available options/hardware
available for installation into the vehicle was standardized/"locked". Although the vehicle referenced was
produced in 6/04 the time criterion of 1203 is still valid and indicates that no changes were made to the
available option packages/hardware available for installation into that specific model since 1203.
Model Code: Identified as NA53 indicates the vehicle and engine type plus provides information pertaining to
the country the vehicle was built for (i.e. LH or RH drive). If an automatic transmission is installed it will be
considered an NA63, however the model code contained in the VO will always reflect the base level which is a
manual transmission vehicle.
Paint Code: Identified as 0475 indicates the color of the vehicle at time of production.
Upholstery Code: Identified as LCBA indicates the type of upholstery installed in the vehicle at time of
production.
Installed Option/SA Codes: Listing of accessories & equipment options installed in the vehicle 1CA - Selection
COP relevant vehicles
205 -Automatic transmission
248 - Steering Wheel Heating

2RA - LT/ALY wheels
EPROMS & EEPROMS

Model: E31/32/34/36/38/39
Production: All
INTRODUCTION
Early Engine and Transmission Control Modules used EPROMs (Electrically Programmable Read Only
Memory device) to store operational programs and operating data specific for the application that they were
used for. Since the operating program and associated data is installed at the factory during the vehicle assembly
process updates could not be provided for vehicles once they were programmed and left the factory floor. In
order to install a new or updated program (DME or TCM) the module needed to be replaced. Eventually it
became possible to replace EPROMs and/or update them which dramatically reduced the cost of updating a
module and a vehicle.
ENGINE CONTROL MODULE EPROM PROGRAMMING
With the introduction of M3.X & DME/ECM control modules it was no longer necessary to replace the entire
control module in order to install updated engine operating programs and/or data.
ENGINE CONTROL MODULE EPROM PROGRAMMING DATA

M3.X DME/ECM Version Vehicle Application
M3.1 E36 - 325i/is (up to 8/92)
E34 - 525i (up to 8/92)
M3.3 E31 - 840Ci (9/93 - 12/95)
E32 - 740i/iL (9/92 - 8/94)
E34 - 530i/it & 540i (3/93 - 12/95)
E38 - 740i/iL (9/94 - 12/95)
M3.3.1 E36 - 325i/is & M3 (as of 9/92)
E34 - 525i/it (as of 9/92)
M3.x engine control modules allow EPROMs:
 To be removed & replaced

 Programmed or updated depending on control module version
M3.1 Engine Control Modules
Beginning with M3.1 DME/ECM control modules, BMW introduced the ability to program an EPROM using
BMW diagnostic equipment. On the M3.1 control module the originally installed EPROM needs to be removed
from the control module and a new partially blank EPROM installed in order to update the existing control
module.
For the M3.1 systems the replacement EPROM that is installed does not contain all the data necessary for the
engine to operate, it is a "basic" EPROM that only contains some basic data referred to as "resident data" which
helps identify the module and allows the diagnostic equipment to determine what program and associated data
needs to be installed/loaded.
Fig. 89: Identifying EPROM Replacement Information (Basic State)

Fig. 90: Identifying EPROM Replacement Information (Programmed)
M3.3 & M3.3.1 Engine Control Modules
As later versions of engine control modules (M3.3 & M3.3.1) were introduced it was not always necessary to
replace the EPROM in order to perform an update to the module. The EPROMs installed on the newer systems
are larger and allow additional information to be loaded without having to install a new EPROM. In the event
that the size of the update exceeds the space available on the installed EPROM or an update was previously
performed, then the installed EPROM will need to be replaced.
THE UPDATE CANCELS THE OLD FUNCTIONS CHARACTERISTICS AND ADDS THE UPDATED
FUNCTION TO THE EPROM
Fig. 91: Identifying EPROM Before Update
Fig. 92: Identifying EPROM After Update
For the M3.3 & M3.3.1 systems the replacement EPROM that is installed does not contain all the data
necessary for the engine to operate, it is a "basic" EPROM that only contains some basic data referred to as
"resident data" which helps identify the module and allows the diagnostic equipment to determine what program
and associated data needs to be installed/loaded.
ENGINE CONTROL MODULES FLASH (EEPROM) PROGRAMMING
At the end of 1995 new variations of DME/ECM control modules were introduced that no longer contained a
removable EPROM but instead contained a soldered in EEPROM. An EEPROM is an E lectrically E rasable P
rogrammable R ead O nly M emory device, which means that programs & data stored on the chip can be
electrically erased and replaced with new/revised programs or data. In order to erase the data on the chip a short
duration low level voltage/charge is applied to a pin on the EEPROM and the stored data is erased, hence the
name "Flash". Once the data is erased new data is loaded.
By using a newer technology, these control modules have the ability to be updated a total of 13 times before
they need to be replaced.
Theoretically an EEPROM can be erased and reprogrammed more than 13 times, BMW set the number to 13,
since a point will be reached where the update being installed may no longer be compatible with the hardware
of the installed module which could result in erroneous operation. If the program is not compatible with the
hardware version of the module, the program used to determine the correct update for the module will indicate
that the module will need to be replaced before the update can be performed.
The reference to Flash programming is a result of the technology used to erase the EEPROM prior to installing
a new program and or data.
The control modules listed identify when EEPROMs were first introduced into the DME/ECM:
CONTROL MODULES INFORMATION DATA (DME/ECM)

DME/ECM Version ENGINE Vehicle Application
M5.2 M44 E36 - 318i/iA (as of 12/95)
E36 - Z3 (as of 1/96)
M62 E39 - 540i/iA (as 3/96)
E38 - 740iLA (as of 12/95)
E31 - 840iCA (as of 1/96)
MS41.1 M52 E36 - 328i/iA (as of 10/95)
E39 - 528i/iA (as of 2/96)
MS 41.2 S52 E36 - M3 (as of 1/96)
The utilization of EEPROMs within the Engine Management Systems continues to be used today, and has
expanded into other control modules as well.
TRANSMISSION EPROMS
Beginning with vehicles produced in the early 1990's the Transmission EPROM can be replaced on some
vehicles in order to address customer complaints that would normally be addressed by having to replace the
Transmission Control Module (TCM). Service EPROMs are available for the following systems:
TRANSMISSION CONTROL MODULE (TCM) INFORMATION DATA

TCM Version Engine Application
EGS 1.27 M70B50 E31 - 850iA (1/90 - 9/91)
EGS 1.29 M70B50 E31 - 850iA (9/91 - 12/91)
EGS 4.16 M42B18 E36 - 318iA/isA/iCA/itA (12/92 - 12/95)
M50B25 E36 - 325iA/iSA/iCA (10/91 - 9/95)
E34 - 525iTA/iA (9/90 - 12/95)
EGS 7.30 M60B30 E34 - 530iA (3/93 - 8/93)
AGS 7.32 M60B30 E34 - 530iA (9/93 - 6/95)
EGS 9.20 M60B40 E34 - 540iA (3/93 - 8/93)
E32 - 740iA/iLA (9/92 - 9/94)
E31 - 840CiA (9/93 - 9/94)
AGS 9.22 M60B40 E34 - 540iA (9/93 - 5/96)
E38 - 740iA/iLA (9/94 - 5/95)
E38 - 750iLA (1/95 - 6/95)
TRANSMISSION CONTROL MODULE FLASH (EEPROM) PROGRAMMING
The introduction of newer generation Transmission Control Modules introduced with the M44, M52 and M62
engines at the end of 1995, brought with it the ability to "flash" program this module as well. By being able to
electrically erase and install a new program and or data stored on the EEPROM, it no longer becomes necessary
to replace the chip to get an updated transmission program installed.
The technology used on the Transmission Control module is the same as explained in the section "ENGINE
CONTROL MODULES FLASH (EEPROM) PROGRAMMING ".
WHEN IS EPROM REPLACEMENT AND/OR PROGRAMMING NECESSARY?
The program and or data of an engine or transmission control module only needs to be updated or replaced if:
 The control module is replaced with a non programmed/basic module.

 A Service Action, Recall or customer concerns have resulted in the release of a new/updated program or
revised operational data.
The programming procedure of the diagnostic equipment will identify if:
 a DME EPROM needs to be replaced or can be updated

 a control module (DME or Transmission) can still be programmed or needs to be replaced if the
reprogramming limit of 13 times has been reached
How A Replacement EPROM Or Control Module Is Determined

DME/ECM EPROM
As mentioned previously on the M3.1 Engine Control Modules the EPROM needs to be replaced whenever an
update is to be performed. On M3.3 and M3.3.1 Control Modules the EPROM's for these modules generally
have enough additional space to add/load one update. However, if the update that needs to be installed is too
large, then the installed EPROM needs to removed and a Basic EPROM reinstalled. The diagnostic equipment
(DISplus, GT1 or SSS) contains a program within CIP that will determine the part number of the replacement
EPROM or control module that needs to be installed.
For some control module variations there is more than one replacement EPROM available.
Example: An M3.1 DME has three different hardware versions:
Bosch Hardware Number 0 261 200 402
This requires three different replacement EPROM's, however one EPROM is not necessarily specific to one
hardware version.
TCM
Regarding the replacement EPROM for Transmission Control Modules there are specific Service Bulletins
which identify various situations that can be addressed by replacing the EPROM in the control module. The
replacement transmission EPROM does not require any type of programming after being installed, as it already
contains all the program and operational data.
If an early version Transmission Control Module, for vehicles prior to 1996 model year, is replaced it generally
also does not need to have the EPROM replaced as the required program is already installed.
Programming Procedure
Within CIP is a procedure that requires the selection of the model/series whenever a/an:
 EPROM needs to be updated/replaced

 EEPROM needs to be updated
 Control module needs to be replaced
Then select "Programming" - "DME Programming" or "EGS Programming" and follow the steps given in the
respective SIB.
Workshop Exercise - SIB Look-up
Detailed information pertaining to updates and replacements is provided in:

SI B12 08 95(4274) - DME EPROM replacement
SI B12 08 94(4117) - M50 DME EPROM Update
SI B12 07 94(4116) - M50 DME Programming Update,
SI B12 09 94(4132) - M60 DME EPROM Update
SI B 12 07 95(4273) - M60 DME EPROM Needs Replacement
SI B12 05 96 - Programming Flash Control Modules (DME)
SI B2404 96 - EPROM Replacement Application Chart
SI B24 05 95 - EGS/AGS EPROM Replacement
Plus additional situation/complaint specific Service Bulletins available on the TIS website.
Determination Process for DME EPROM
In the event a DME EPROM, a control module or the program of a control module needs to be updated or
replaced the program contained within CIP will provide the information necessary to perform the specific task.
A program within CIP is used to determine the correct replacement part numbers (EPROM, Control Module or
software update) to be installed.
For earlier production vehicles there are two ways to perform this process:
 "automatic" determination
or
 "manual" determination.
The automatic determination is the preferred method as it is faster and mistakes made during data entry into the
tester are avoided. For newer production vehicles that utilize EEPROMs/Flash programming the determination
process is done automatically as part of determining a measures plan (refer to CIP section or more information).
Automatic Determination
In order to determine which EPROM needs to be installed there is a special procedure that is executed as part of
the "Exchange EPROM" process. The procedure will "automatically" determine the correct replacement
EPROM or control module part number, based on the "Basic part number" and "Programmed part number"
stored on the installed EPROM, if the EPROM is not damaged.
The procedure is run automatically if "YES" is selected for the answer to the question Is old EPROM still
installed.
During the automatic determination process the tester compares the part numbers stored in the EPROM of the
currently installed DME control module with a list of possible replacement part numbers contained in the
program of the tester.
The comparison is done to determine if the tester can "recommend" a replacement EPROM or control module
part number.
Manual Determination
If the EPROM is damaged then the "Basic part number" and "Programmed part number" indicated on the label
of the control module that is located on the cover of the module must be entered "manually" via the touch
screen on the tester so that the replacement part numbers can be determined.
This procedure is followed if "NO" is selected for the answer to the question "Is old EPROM still installed?"
During a manual determination you will need to:
 Enter the part number for a basic (programmable) control module.

 Enter the VIN number of the vehicle.
 Enter the part number of a programmed control module
Once the correct numbers are entered, the tester searches a "master list" for the proper replacement part number
and will display either that part number or the message "no substitute found."
Regardless of which process is used if the replacement part does not match the part number displayed and
"expected" by the program on the tester, programming will not occur. You need to obtain the proper
replacement part.
At no time during the determination or programming process should you turn off the ignition, disconnect the
control module or tester/interface.
Once the EPROM is programmed by way of the "Automatic" or "Manual" determination process it contains the
operating program for the engine and the associated operational data or characteristic maps. In the event a basic
replacement control module is installed, the EPROM installed in the control module will be programmed in the
same manner.
NOTE: The EPROM in a basic replacement module does not need to be replaced since
it only contains the "resident data" and nothing else.
PROGMAN
Model: All
Production: All
PROGMAN INTRODUCTION
With the release of CIP 15.0, BMW released a new software program known as Progman.
Fig. 93: Identifying New Software Program Known As Progman

Progman is a software package that operates with Windows XP Embedded to manage:
 Administration & assignment of OPPS/OPS/Diagnostic heads plus network configuration/addressing.

 Installation/loading of new data updates via Jetstream.
 Activation of a Coding, Individualization or Programming request from a GT1 to an SSS via a
multiconsole/multisession feature.
 Coding, Individualization or Programming of older vehicles via the SGC/UNIX application.
 Coding, Individualization & Programming functions of CIP.
Fig. 94: Identifying Program System With Windows XP Embedded
Progman
The new prog ramming man agement tool utilizes a new operating system (Windows XP Embedded) to manage
the programming processes that can be initiated via the SSS.
Progman utilizes Windows XP Embedded which will serve as the basis for all further programs required for
programming applications. No changes can be made to the operating system of this Windows variant and it can
be used only in connection with the corresponding hardware (Software Service Station).
Fig. 95: Display Model Series Selection Menu
Progman incorporates all Coding, Individualization & Programming functions that were previously part of the
DIS CD for E31/32/34/36/38/39/46/52 & E53, which operates under the old SGC/UNIX application, into the
CIP application.
Since CIP is incorporated into Progman, it will now contain all Coding, Individualization & Programming
functions. CIP will be used to launch the SGC/UNIX application for the older vehicles as well as launch the
Windows XP based application for Coding and Programming the newer vehicles.
In the future the E36/38/39/46/52/53 applications will be converted/integrated directly into CIP and be based on
Windows XP Embedded. The structure for the E31/32/34 will not be changed and will remain SGC/UNIX
based.
Administration
The administration tool provides the same setting options as before however, Progman adds additional
features/capabilities:
 Ability to view and select accessible "Interfaces" (Diagnostic Head, OPPS, OPS...)
 Configure interfaces
 Adjust SSS and network specific settings
 View available SSS units and select a specific unit
 Select language specific to each SSS
JETstream
JETstream is the application that provides online data updates for Coding and Programming data. The feature
allows the SSS to be up to date on the current/new vehicle data regarding coding and programming information
prior to the release of an update DVD. The application can be configured to automatically search for online
updates at a specific time (ex. after normal shop hours every night) and install any updates found at a specific
time/point in the systems operation cycle.
In order for this feature to work the SSS must:
 Be located on the workshop network

 Be connected to BMW via a network connection
 Have the correct network specific data entered in the "Network" mask
 Have the host/domain name and IP address of the BMW server entered in the "Online Service" mask
 Have the "Automatic Online Update" feature active
Multiconsole/Multisession
Since the SSS is the primary Coding and Programming system, coding and programming tasks can be
"transferred" to the SSS from any GT1 located on the workshop network. In order to monitor the tasks assigned
to a specific SSS a menu of active jobs is displayed via Progman and can be accessed by any GT1 or SSS on the
network.
MULTICONSOLE/MULTISESSION FUNCTION
Multiconsole The multiconsole function makes it possible to
control programming procedures both via the
Software Service Station as well as via the BMW
diagnosis systems GT1.
Multisession The multisession function makes it possible to
program several vehicles simultaneously.
This function allows the GT1 to be remote terminals for the SSS with respect to Coding and Programming and
once a task is transferred to an available SSS, the GT1 can be used to diagnose another vehicle and/or transfer
another coding/programming task to an SSS.
CIP
The Coding, Individualization and Programming application that has been used previously since the
introduction of the E65 continues to operate the same as before. The only major change is that all of the Coding
and Programming functions for the older vehicles (E31/32/34/36/38/39/46/52 & E53) that was only available on
the DIS CD for use on DISplus and GT1 has been incorporated into CIP.
Prior to CIP15.0 SGC/Unix functions for Coding, Individualization & Programming were incorporated into DIS
CD VXX.X.
Fig. 96: Display Coding, Individualization And Programming Application (1 Of 2)

As of CIP 15.0 SGC/Unix functions for Coding, Individualization & Programming are incorporated into CIP.
Fig. 97: Display Coding, Individualization And Programming Application (2 Of 2)
WHAT WILL PROGMAN DO FOR ME?
Progman allows the GT1 to be released from the task of Programming and Coding vehicles. The GT1 will be
capable of performing vehicle diagnosis while the SSS is used to Program and Code a vehicle(s).
Example: Given a workshop with 10 active workstalls (CORA) and equipped with 2-GT1's, 1-DISplus, 1-SSS,
3-Diagnostic Heads, 1 OPPS Head, 2-OPS Heads
Before Progman (CIP 15.0)
CIP INFORMATION BEFORE PROGMAN (CIP 15.0)

# of MOST-bus equipped # Vehicles able to be Diagnosed
Vehicles able to be Programmed while another is being
Device at one time Programmed
GT1 1 0
GT1 1 0
DISplus 0 1
SSS 1 0
TOTAL 3 1
With Progman (CIP15.0)
CIP INFORMATION WITH PROGMAN (CIP 15.0)

# of MOST-bus equipped # Vehicles able to be Diagnosed
Vehicles able to be Programmed while another is being
Device at one time Programmed
GT1 0 1
GT1 0 1
DISplus 0 1
SSS 5 0
TOTAL 5 3
By installing CIP 15.0 on all of the GT1's and SSS's, Progman can be accessed via any GT1 or SSS but is
controlled/operated by the Software Service Station (SSS) only. Since the SSS controls/runs Progman, it will be
the only device able to code and program vehicles, the GT1 will be viewed as a remote terminal for Progman.
With the introduction of Progman, parallel programming of up to five vehicles can be performed. The vehicles
to be programmed do not need to be the same model series nor have the same data status or be connected at the
same time.
GETTING STARTED WITH PROGMAN
Progman is launched from the GT1 whenever the Coding/Programming function is selected. On the SSS
Progman is always active as this is the only program installed on the system.
Fig. 98: Display Progman System
From the main menu screen in Progman the administration features for system configuration can be accessed or
a new session can be started. By selecting "Help" a more detailed document explaining Progman can be
accessed.
ADMINISTRATION
In order to insure initial system setup selecting "Administration" will bring up a new screen which explains the
menu selections available on the right side.
At this point Interfaces, Settings or User Interface can be selected.

Fig. 99: Display Administration Overview
Interfaces
By selecting "Interfaces" an overview of all available and/or connected interfaces is obtained along with
information pertaining to the status of the interface, device name, software level and IP address.
Fig. 100: Display Status Of Interface, Device Name, Software Level And IP Address
Explanation of Status Indicators
Symbol Description
Fig. 101: Identifying Interfaces Status Indicators Explanation
Examples of Possible Combinations
Interface Name
An interface name can be freely assigned to each interface so as to simplify definition of the interface in the
workshop. The name used should be helpful in locating/identifying the particular interface if necessary.
Version
The firmware version indicates the software level currently installed on the selected interface (OPPS/OPS/
diagnostic head). It is recommended that the version on the interface be the same as that of the SSS it is being
used with.
IP Address
The IP address (internet protocol address) is a unique and specifically assigned address for each device in the
workshop network. This address consists of a number block which is normally structured as follows.
Example: 192.168.100.10
The IP addresses must be structured so that each device in the network is distinguished from all the others and
must be exclusive to that device and not shared among other devices connected to the network.
External Interface
This column indicates whether the current interface is an external interface. External interfaces are located in
external subnetworks and can be used in connection with this Software Service Station.
Overview
If an interface is selected and items on the right of the screen in the menu listing are selectable (not grey) then
additional information can be accessed for that device.
In this example "Overview", "Interface update", "Configuration" and "Self-test" are available.
If a device is not correctly configured for the network certain selections may not be available for that device.
Fig. 102: Display Interfaces Name, Version And IP Address
NOTE: The Interface list does not automatically update as devices are utilized or freed
up. The only way to update the list is to select "Overview".
Configuration
Configuration provides information for the device selected pertaining to:
 Interface Name
 Gateway
 IP Address
 IP Subnet Mask
Fig. 103: Display Interfaces Configuration Information (1 Of 3)
Interface Name
The specific name assigned to the device (Ex. Blue A). The name used should be helpful in locating/identifying
the particular interface if necessary.
IP Address
A specific four segment number assigned exclusively to the device. The number represents the address of the
device on the network and is necessary when communicating with other devices located on the network.
Gateway
This information identifies the four segment address of the component located on the network responsible for
communicating from the current network to another network. If the there is no address in this location then a
connection to any devices outside of the current network can not be established.
IP Subnet Mask
This information is used to define which segment of the four segment IP address specifically identifies the
device and which identify the specific network.
Example: 255.255.255.0
Indicates that the first three segments (255.255.255) identify the specific network that the device is located on.
The last segment (0) indicates that this is the segment that will identify the specific device.
NOTE: The network and device address information must be entered exactly as defined
by the network administrator for your facility, otherwise the devices can not be
accessed.
After entering the necessary information and continue is selected, Progman will run a check on the
values/information entered and will indicate if the information is acceptable.

Interface Update
Interface update can only be selected if the selected interface is not being used by another device (interface
symbol has a green background).
This function allows the firmware of the interface to be checked against the version of the SSS.
It is recommended that the version of the SSS and the Interface be at the same level to reduce susceptibility to
errors and system conflicts.
Fig. 106: Display Interface Update Information (1 Of 2)
The SSS will check which firmware version is installed in the interface and then searches for the newest
available version on the SSS. Depending on the result of the search, Progman will make a recommendation as to
what action should be taken.
 If both versions are equal no action is required.

 If the version on the SSS is newer then Progman will suggest updating the version on the interface.
 If the version on the SSS is older, Progman is able to change the version on the interface to the older one.
Once the update is successfully completed a corresponding message is displayed.

Fig. 107: Display Interface Update Information (2 Of 2)
Updating Interface after Initial Install
After the initial installation of Progman with CIP 15.0, the firmware installed on the interfaces that will be used
with Progman must first be updated. If the firmware level of the interface is not at a predefined level then it will
not be recognized/identified within the Progman application, thereby not allowing a connection to the interface.
This update only needs to be performed when an interface is used for the first time with Progman.
Using the GT1 update the firmware in the interface.
Select the interface

Fig. 108: Selecting Interface
With a connection to the interface established a message should be displayed indicating that the firmware in the
head needs to be updated, perform the update by selecting the "Diagnostic head Update" button.
After the update is complete select "Quit connecting".
Access Progman and verify that the interface is recognized

Fig. 109: Selecting Quit Connecting Button
From Progman the firmware level of the interface should also be checked and updated if necessary. Progman
does not automatically inform the user if the firmware of the interface needs to be updated.
Updates to the interface are checked and performed by selecting the specific interface from the list, located
under "Administration" - "Interfaces", then selecting "Interface Update" (refer to previous page for additional
information).
Self-Test
Self-test can only be selected if the selected interface is not being used by another device (interface symbol has
a green background).
Depending on the interface selected a test loop must be attached to the interface.
 For opps use test loop 663124 and 663131

 For OPS use test loop 663124
 For Diagnostic Head, no test loop is needed
External Interface
An external interface is an interface that is not automatically detected by Progman or is not contained in the
subnet of the workshop network, such an interface can be added manually to the list of available interfaces or
removed using this function. In order to add an interface the I/P address of the interface must be entered.
Fig. 110: Display Interfaces Menu For Entering IP Address

Example: The dealer has two separate service facilities each with its own network, an external interface can be
connected to a vehicle located within one network and accessed by a GT1 or SSS located in the other network in
order to Code/Program the vehicle.
Settings
From the Administration screen the "Settings" tap allows access to information specific to a selected/specific
SSS.
Fig. 111: Display Administration - Settings Tap
Overview
The overview tap provides a listing of all SSS's that are located on the network.
Fig. 112: Display SSS Overview Menu (1 Of 2)
The Overview screen provides information pertaining to:
 Operating status of a particular SSS
Ready (Green) = Usable
Full use of SSS is possible
Limited (Yellow) = Usable
The number of possible sessions is limited (Ex. a download of a new update is in progress)
Not Ready (Red) = Maintenance
No new sessions are possible (Ex. an update is currently being installed)
 Number of active sessions on each SSS

 The CIP version installed on each SSS
Upon selecting a particular SSS additional menu selections are possible.
The selected SSS is highlighted in a blue frame and all items are possible for the selected SSS are active in the
menu.
Fig. 113: Display SSS Overview Menu (2 Of 2)

Operating Status
This menu item provides a more detailed status information for specific SSS then the Overview table.
Fig. 114: Display SSS Operating Status Menu
The name of the SSS is displayed with a colored background indicating the status of the selected SSS.
Green = Ready Yellow = Limited Red = Maintenance
Additional status information is also displayed:
MAC address - Media Access Control address is an unchangeable and unique address for identification of a
network device.
Serial Number - Serial number of specific SSS
Operating Status - Provides detailed information about the current operation of the SSS
Sessions - Indicates the number of currently active/started CIP sessions.
Interfaces - Indicates how many interfaces are connected to the specific SSS
Online Service - Indicates whether the online update is activated on the SSS
From this location it is also possible to change the operating status of the SSS, as long as the selected SSS is
currently in the "Ready" status, plus this is also the recommended location from which the SSS should be
restarted or shutdown using the buttons at the bottom of the screen.
Network
The Network function allows network configuration information specific to the SSS to be entered, these settings
should have been set during the initial installation of Progman/CIP15.0.
NOTE: Maintain a copy of the system configuration information, in the event

information gets disturbed, printout a copy and keep in a binder along with
information for DISplus, GT1 and the interfaces.
Fig. 115: Display Network Configuration Menu (1 Of 2)

Information that can be entered is similar to the information needed to configure an interface. The following
information must be entered to correctly configure the SSS to the network:
 Assign a name specific to the SSS
 Gateway Address
 IP Address specific to SSS
 Information pertaining to the IP subnet mask
Any changes that are made to the configuration are saved by selecting continue and will go into effect once the
SSS is restarted.
NOTE: Restart immediately means that Progman checks the current status of any
sessions that are still active and once the sessions are complete the system will
restart.
Restart later indicates that Progman will wait until the end of the day (specified under "Operating
Times") to check and restart the system.
Fig. 116: Display Network Configuration Menu (2 Of 2)

Installation
The Installation tap is selected when updates need to be installed either by a way of a new CIP DVD or
checking for new online updates (Automatically or Manually). The updates that can be installed pertain to the
Progman application as well as updated vehicle data files for utilization by CIP.
The table provides an overview of the software program and version currently installed.
The selection/activation of Automatic online updates via the BMW server is selected from this screen.
"DVD update" can be selected whenever a new CIP DVD needs to be installed.
"Online update" allows a manual check for online updates to be initiated.
Fig. 117: Display Installation Menu

NOTE: It is recommended that the Automatic Online Update feature be activated to

insure that needed Program and Coding updates are received in a timely
manner. When new updates are made available they are downloaded and
installed after the normal operating times of the workshop as specified under
"Operating Times".
"Display status" provides information pertaining to the installation of the latest update.
Information pertaining to an erroneous installation of an update is displayed in the messages section.
NOTE: If frequent error messages are displayed contact your service provider for
assistance and have available a copy of the error messages that have been
received.
Fig. 118: Display Installation - Status Menu

FASTA
The FASTA function assures that vehicle operation and service data from the diagnostic and programming
devices are sent to BMW. With Progman if data is available it is transmitted automatically every five minutes
This function shows if any data is available for transfer and when it will be sent.
By selecting "Send data" (manual send) make sure that no sessions are currently running on the SSS as this will
lengthen the data transmission process.
It is preferred that the automatic transfer process be utilized.
Fig. 119: Display FASTA Function Menu

NOTE: In order for FAST data transmission to be possible the correct BMW server
address must be entered in the "Online Service" menu.
Date and Time
In this function the current date and time must be entered. An automatic correction for daylight savings time to
standard is made automatically.
Operating Times
The normal operating time of the workshop/service facility is entered in this function. The time is used to
establish a maintenance period for the SSS. The end of normal operating time signals Progman to start
executing/installing any online updates that may be available.
User Interface
Under this menu language settings specific to the individual SSS and printer configuration information can be
set.
Example: If the language of the SSS is set to German then all information displayed on the SSS will be in
German, however it does not mean that the GT1 will also display the text in German when accessing Progman
and "connecting" to that SSS.
Workshop Exercise - Configuration Check
1. Check/access network configuration information for:

 SSS
 DISplus
 GT1
 Interfaces (Opps, OPS & Diagnostic Head)
2. Check firmware level of interface's via SSS.
STARTING A PROGRAMMING OR CODING SESSION WITH PROGMAN
In order to start a session in Progman the Diagnostic, OPPS or OPS head that will be selected can not be
connected to the DISplus or GT1.
Disconnecting From Interface To Be Used By Progman
If the vehicle to be programmed was previously being diagnosed using a diagnostic head with the GT1, then the
connection with the head must be broken before that head will be recognized by Progman.
Select "Service"
Select "Setting up a connection"

Fig. 120: Selecting Service And Setting Up Connection Button
Select "Quit connecting"

Fig. 121: Selecting Quit Connecting Button
The selected head is free/disconnected

Fig. 122: Display Free Diagnostic Head Menu
Select "End"
Fig. 123: Selecting End Button
Select "Change"
Select "Coding/Program"
Fig. 124: Selecting Change And Coding/Program Button
Select available SSS
Select "Continue"
Fig. 125: Selecting Continue Button
Starting A Session With Progman
Select "New Session"

Fig. 126: Selecting New Session Button
Select the desired interface
Select "Continue"
Fig. 127: Display Interfaces Name, Version And IP Address
Under "Description" enter information that will identify the vehicle to which the interface is connected (Ex.
VIN or Model type, Service hat #, Vehicle color, Bay location, etc.)
Select "Continue"
Fig. 128: Entering Information In "Description" About Vehicle To Which Interface Connected
Access CIP Functions For E31E32/E34/E36/E38/E39/E46/E52/E53
Select desired model series
For this example an E53 - X5 is being used, therefore select "X"

Fig. 129: Selecting "X" Button
Select "E53"
Fig. 130: Selecting "E53" Button
The screen now displays the SGC/Unix screen previously accessed via the DISplus/GT1 when coding and
programming was selected.
At this point select the desired function and proceed as stated in the respective Service Information Bulletin for
the procedure being performed.
Fig. 131: Displaying SGC/Unix Screen
Access CIP Functions For E60/E62/E63/E64/E65/E83/E85...
Select desired model series
For this examples an E60 is being used, therefore "5 Series" is selected
Fig. 132: Selecting 5 Series Button
Select E60
Fig. 133: Selecting E60/E61 Button
CIP is determining the vehicle order for the vehicle being accessed.
Fig. 134: Display Vehicle Order (VO) Determined
From this screen select the desired function.

Fig. 135: Selecting Desired Function
Return To Progman "Home" Screen
Select "Minimize"
Fig. 136: Selecting Minimize Button
The Progman "Home" screen is displayed, from here a new session can be started or a current session reviewed.
If using a GT1 a change to diagnostics can also be made.

Fig. 137: Display Progman - Home Screen (1 Of 2)
Progman "Home" Screen Session Status
The Progman "Home" screen displays all sessions that are running on a particular SSS and allows any of the
sessions to be reviewed.
Fig. 138: Display Progman - Home Screen (2 Of 2)
Explanation of session status indicators:
1 - Black text with white background indicates that session is running and does not require any input, the
status of the session can be reviewed.
2 - Grey text indicates a session is active/in progress and is currently being accessed or reviewed by
another user. This session can not be accessed by an additional user.
3 - Orange text indicates that input is required before program can continue, this session should be
accessed and reviewed to provide required input.
Fig. 139: Display Session Status Indicators Explanation
Going From Progman To Diagnosis On GT1
If using a GT1 it is possible to switch from Progman to a diagnostic function.
From the Progman home screen select "Change"

Fig. 140: Selecting Change Button
The GT1 will switch to diagnostics and a new diagnostic session can be started by connecting to an available
interface, if nothing was previously active.
Or
If a diagnostic session was previously active then the system will return to that point, prior to having switched
over to Progman.
Fig. 141: Display Diagnostic Start Menu
Going From Diagnosis To Progman On GT1
If using a GT1 it is possible to switch from a diagnostic function to Progman to check the status of an active
session.
From the diagnostic screen:
Select "Change"
Select "Coding/Program"
Fig. 142: Selecting Change And Coding/Program Button
Select the SSS on which the session is to be checked

Fig. 143: Selecting SSS
The GT1 will switch to the Progman session.
Select the session to be checked.
Example:
The E64 SPT 2 session is highlighted in orange, which indicates that a user input is required.
Select "E64 SPT 2"

Fig. 144: Selecting E64 SPT 2
The status information for the selected session states that it is "Waiting for user action"
Select "Continue" to view/access the session

Select "Start" to initiate/carryout the measures plan
Or
Select "Cancel" to end the process and return to the previous module selection screen of CIP.
Or
Select "Minimize" to return to the home screen of Progman.

Fig. 146: Selecting Start Button
SHUTTING DOWN THE SSS
After selecting "Administ." on the Progman Home screen select "Settings".

Fig. 147: Selecting Setting Button
Select "Overview"
Fig. 148: Selecting Overview Button
Select the specific SSS to be shutdown

Fig. 149: Display SSS Overview Menu
After selecting the specific SSS, select "Operating Status".

Fig. 150: Selecting Operating Status Button
This is the only location from which the SSS should be restarted or shutdown using the buttons at the
bottom of the screen.
Selecting "Restart" will switch the SSS off and then back on.
Selecting "Switch off" will turn the SSS off.
NOTE: The on/off button located directly on the computer should not be used to turn
OFF the SSS.
Fig. 151: Display SSS Operating Status
Workshop Exercise - Access CIP & ZCS
1. Access CIP for an E60.

2. Access ZCS functions to obtain the central coding key on an E53 or Vehicle order on an E46.
CODING, INDIVIDUALIZATION & PROGRAMMING (CIP)

Model: All
Production: All
CODING, INDIVIDUALIZATION & PROGRAMMING
Introduction
With the introduction of the E65 in 2001, BMW not only introduced a vehicle loaded with the latest technology
but also introduced a new way of performing vehicle coding and programming. In order to code and program an
E65, a software program commonly referred to as CIP was introduced. The acronym CIP stands for C oding, I
ndividualization & P rogramming and with the introduction of Progman & CIP 15.0 it has become the sole
software tool for coding and programming vehicles.
Initially CIP was developed for use on the E65/E66 and newer models but has since been expanded to include
all vehicles produced prior to the introduction of the E65 that utilize a an SGC/UNIX programming structure.
The intention of the CIP program is to insure that whenever a module is updated or replaced it will still be
compatible with all the other modules installed in the vehicle (equipped with a MOST bus). Since all of the
communication between the various modules installed in a vehicle is over a bus network structure, it is very
important that all of the installed modules be able to communicate with each other without problems.
To ensure compatibility/seamless integration between control modules, the CIP software reads out the part
numbers of all the control modules installed in the vehicle as well as the software levels of the respective
modules. The information from the various installed modules is then cross referenced against a "master
reference list" to determine if a module( s) needs to be updated and how this update will effect the other
installed modules. Once this cross reference process is started it can result in additional issues such as:
 If the software level in a selected module is updated will the hardware of the module still be able to
function correctly.
 If the software to be installed is not going to be compatible with the installed hardware then the module
will need to be replaced.
 If updated software is installed in the selected module will this have any impact on any other installed
modules and will they need to have the software updated or will the hardware need to be updated in
additional modules in order to install the revised software.
Example: A desktop computer originally built with a Pentium I, 75 Mhz processor using Windows 95 is not
able to operate using Windows 2000. In order to operate with Windows 2000 this old desktop computer needs
to upgraded with new hardware. However, a desktop computer designed to operate with Windows 2000 can be
updated to Windows XP without having to upgrade the hardware of the computer.
All hardware devices that utilize software/programs to operate can only have the installed software updated a
certain number of times before the operating capacity of the installed hardware is exceeded and no longer
compatible, this results in the device no longer being able to function. In order for these devices to continue to
operate the installed hardware/control modules will need to be updated, which is what happens in our vehicles
or desktop computers over time.
Integration Levels
All new models produced as of the E65 have a minimum allowable software level, based on production date,
which is referred to as an integration level or data status. The integration level defines the software level that all
the control modules installed into a particular model, at time of production, must be at in order to ensure
compatibility. Once an integration level for a specific production period is defined/"locked", the modules
installed in those vehicles can not be updated beyond that level.
The Integration level or data status for vehicles equipped with a most bus is provided in the "Status report" or
"Measures plan" as shown below.
Vehicle data status: E060-04-09-503
Target data status: E060-04-09-55
If the vehicle data status and target data status are not the same, this indicates that some of the installed control
modules need to be updated to bring the vehicle up to the latest level.
If the software levels were not locked it would be quite complex to track all software and hardware variations
for all models through all production ranges. It would be extremely difficult to determine what software and
hardware level is compatible with each module installed in a specific vehicle(s) and exactly what needs to be
updated if one module is updated or replaced, therefore a limit or locked point must be define for specific
production periods by model.
Example: MY2002 vehicles can not be programmed with software that is assigned to MY2003 vehicles since the
defined integration level for each Model Year is different. Similarly Windows 2000 can not be installed &
operated on a computer originally developed to run with Windows 95.
Measures Plan
A measures plan is generated by CIP to identify what if any control modules need to be updated in order to
bring a vehicle up to the latest integration level or data status. The measures plan also identifies the part number
of the old/installed programmed control module and also what the new part number will be after the update is
performed.
Fig. 152: Display Select Measures Plan Screen
By accepting the defined plan all modules that are listed will be updated "automatically".
IMPORTANT: Whenever a measures plan is defined it should always be printed out before
proceeding in order to document the work performed, by attaching it to the
repair order.
NOTE: An all inclusive status report or measures plan is only generated for vehicles
equipped with a MOST-bus, to ensure compatibility. For all other vehicles a
measures plan is generated only for the module selected to be updated (i.e.
DME, TCU, EGS...) no evaluation of the other modules in the vehicle is made.
Initial CIP Screen

Fig. 153: Display Initial CIP Screen
From the initial CIP screen select the model for which a coding or programming session is to be performed.
CIP Main Selection Screen

Fig. 154: Display CIP Main Selection Screen
Selection of CIP functions/options:
Termin. CIP - End the CIP program and return to Progman home screen
Load SW - Load software function to be selected if:
 Control module has been replaced

 Retrofit process is to be carried out
 Vehicle software is to be updated
 Coding/programming of one or more module(s) is to be performed
CKM - Vehicle and Key Memory/Individualization allows various driver selectable features (such as drive way
locking, seat memory, central locking/unlocking, daytime running lights etc.) to be coded to the vehicle or
individual keys.
Management - Provides the ability to:

 display the current version of CIP installed
 print previously performed Service Measure Reports
 run a test on the software currently installed on system (SSS)
Vehicle - Allows access to:
 Vehicle Order
 Initialization
 Service Functions
 Complete vehicle coding
Control Module Replacement Yes/No
Fig. 155: Display Control Module Replacement Menu

At this screen information is needed to determine which path is to be followed.
Answer "Yes" if:

 A previously installed control module has been replaced.
Answer "No" if :
 No control module(s) has been replaced but an update on one or more modules needs to be performed.
 A retrofit needs to be performed on the vehicle (such as installation of CD player, ULF, phone cradle
installation, activation of bluetooth, etc...).
 A control module for a new system/accessory is installed as part of a retrofit installation.
CIP FUNCTIONS - IF NO (NON MOST-BUS VEHICLES WITH VO)
Fig. 156: Display Select Control Module Menu

Select the module to be reprogrammed
Or
Select "Retrofits" if an accessory function/feature is to be added or deleted.

Example: DME/DDE was selected on previous screen.
Programming is selected if:
 Checking for availability of updated software for selected control module.

 It is known that updated software is available for the selected control module. Replacement is selected if a
module was replaced.
EWS is selected if:
 Alignment of EWS & DME must be performed
Fig. 157: Selecting Programming Button

Example: Programming was selected on previous Screen.
Upon selecting "Update software" a measures plan will be generated that is specific to the module selected.
Fig. 158: Selecting Update Software
A measures plan for the selected system/module is displayed.
A measures plan identifies the programmed part number for the control module(s) installed:
 "Old part no. progr. ctrl. mod." - indicates p/n for software currently installed.
 "New part no. progr. ctrl. mod." - indicates the p/n if the module is updated, by accepting the displayed
measures plan the module will be updated to the new number and software.
NOTE: The "update" does not need to be performed if the two part numbers are the
same.
Fig. 159: Display Select Measures Plan Screen
On vehicles without a MOST-Bus, a "Measures plan" provides information on updates that are available for the
selected control module. By selecting accept, only the module listed in the measures plan will be updated.
NOTE: Prior to selecting accept, printout a copy of the measures plan and attach it to
the repair order to document the work performed.
IMPORTANT: If the measures plan identifies any control modules that will need to be
replaced exit CIP.
CIP FUNCTIONS - IF NO (MOST-BUS VEHICLES)
After selecting "No" CIP evaluates the installed control modules to determine if any updates are required.
Fig. 160: Display Fitted Control Module Determined
Once the evaluation is completed and CIP determines that there are updates available a "Status report" is
generated.
NOTE: Status report is similar to a measures plan.
The status report identifies the control modules for which an update is available and also indicates if the module
will need to be reprogrammed or replaced.
Information is also provided indicating the current programmed part number and also what the number should
be after an update is performed.
Fig. 161: Display Status Report
If "Cancel update" is selected or if CIP determines that there are no updates needed or available for the
vehicle then the "Control module selection" screen is displayed.
Fig. 162: Display Control Module Selection Screen (1 Of 2)
CONTROL MODULE SELECTION - PROGRAMMING - UPDATE SOFTWARE
From the "Control module selection" screen specific control modules can be selected for reprogramming.
Or
Select "Retrofits" if an accessory function/feature is to be added or deleted

Fig. 163: Display Control Module Selection Screen (2 Of 2)
Example: DME DDE is selected on the previous screen.
By selecting "Programming" the software of the selected module can be updated or a measures plan for all
installed modules can be obtained and updated.
Fig. 164: Selecting Programming Button
By selecting "Update Software" a measures plan will be generated that will indicate what updates if any are
available not only for the DME but for all modules installed in the vehicle.
Fig. 165: Selecting Update Software Button
A "Measures plan" provides information on updates that are available for all installed control modules. By
selecting accept, all modules listed in the measures plan will be updated.
NOTE: Prior to selecting accept printout a copy of the measures plan and attach it to
the repair order to document the work performed.
IMPORTANT: If the measures plan identifies any control modules that will need to be
replaced exit CIP.
Fig. 166: Display Select Measures Plan Table
Control Module Selection-Programming-Special Measures
IMPORTANT: The "Special Measures" function is only to be used in the event that a control
module(s) can not be programmed during the "Update Software" process that
is executed as a result of a developed "Measures plan"/"Status report" or
specific instructions are given in a Service Information Bulletin which require
the use of special measures to update a module.
Fig. 167: Selecting Special Measure Button
In the event that a control module(s) can not be programmed successfully the information will appear next to
the specific module(s) in the final report, which is generated upon completion of an update or "Measures plan".
Retrofits
Select "Retrofits" to view a list of functions/features that can be modified or installed.

Fig. 168: Selecting Retrofits Button
The initial screen displays information pertaining to:
 Airbag activation/deactivation
 Telematics On/Off
 Language (setting control display/monitor language)
 Maintenance interval - reset/checking
 USA-Canada conversion
 Retrofits - listing accessories installed or available for installation.
Fig. 169: Display Retrofitting Selection Screen
By selecting "Retrofits" on the previous screen a list of accessory systems available for installation is obtained.
NOTE: Some of the items listed may not be available as retrofits for US vehicles.
Fig. 170: Display Add Retrofits
Example: ULF was selected on previous screen.
If this system/module is installed the vehicle order will be modified to reflect the addition of this
module/accessory to the vehicle by selecting "Continue".
MANAGEMENT
"Management" can be selected from the main/initial CIP screen.

Fig. 172: Selecting "Management" From Main/Initial CIP Screen (1 Of 2)
Or
"Management" can be selected from the Main CIP Selection screen.

Fig. 173: Selecting "Management" From Main/Initial CIP Screen (2 Of 2)
By selecting "Management" the following functions can be accessed:
 Print previously performed Service Measure reports

 Display the current version of CIP installed
 Run a test on the software currently installed on the system (SSS)
Management - Reports
To access the most recently generated measures plans select "Reports".

Fig. 174: Selecting Reports Button
The 16 most recently generated measures plans can be accessed/viewed.
NOTE: The reports are not specific to the vehicle currently connected but are a
cumulative listing of vehicles recently connected/accessed using CIP via a
specific SSS.
Fig. 175: Display Management Screen
Management - Application - Test & Version
The "Application" function provides the ability to:
 Run a system test

 Determine information regarding the version of CIP currently installed
Fig. 176: Selecting Application Button
Select "Test" if system files are to be checked.

Fig. 177: Selecting Test Button
By selecting the "Start" button a brief test of the system files will be performed.
Fig. 178: Selecting Start Button
By selecting "Version" installed application information will be displayed.

Fig. 179: Selecting Version Button
A list of the various files/applications installed as well as their software levels is displayed.
Fig. 180: Display CIP Version Information List
VEHICLE
"Vehicle" can be selected from the main CIP selection screen to access additional functions:
 Vehicle order
 Initialization
 Service functions
 Complete encoding
Fig. 181: Selecting Vehicle Button From Main CIP Selection Screen
By selecting "Vehicle" the following functions can be accessed:
 Vehicle Order
 Initialization
 Service functions
 Complete encoding
Vehicle - Vehicle Order
By selecting "Vehicle order" the ability to adapt/modify the vehicle order can be accessed.
NOTE: Changing the vehicle order may affect vehicle operation. Modifying the vehicle
order should only be performed when directed to do so by the Technical
Hotline, Service Information Bulletin or Aftersales Installation Instructions.
Fig. 182: Selecting Vehicle Order Button
Selection of "Adapt VO" provides the ability to install a modified Vehicle Order file.
Fig. 183: Selecting Adapt VO Button
Before selecting "Continue" a floppy disk (1.44) containing the modified/new vehicle order must be inserted
into the disk drive of the SSS.
NOTE: The modified VO file is obtained from the Technical Hotline by submitting a
PUMA case requesting a modified VO, the PUMA case should indicate what
accessory/feature needs to be added or removed. The modified file will be sent
via E-mail and must be copied on to a 1.44" floppy disk. Do not attempt to open
the received file on a PC, as this may corrupt the data contained in the file.
Vehicle - Initialization
The "Initialization" function provides access to three different functions:
 Start system time - Used to synchronize all modules contained on the vehicles byteflight bus.
 Delete fault memory
 CAS or EWS calibration
Fig. 185: Selecting Initialization Button
By selecting "Delete fault memory" the fault memory of all installed control modules will be cleared.
Fig. 186: Selecting Delete Fault Memory Button
Displays a report pertaining to the clearing of the fault memory on all installed modules.
Fig. 187: Display Final Report
By selecting "EWS adjustm." or "CAS Calibration" the rolling code tables can be initialized.
Fig. 188: Selecting EWS Adjustment Button
By selecting "Yes" the calibration/initialization of the rolling code tables in the DME and CAS or EWS
modules will be carried out.
Fig. 189: Selecting YES Button
Vehicle - Service Function
The "Service function" feature provides access to various calibration functions.

Fig. 190: Selecting Service Function Button
Selecting "LWS" will provide the ability to calibrate the steering angle sensor.
Fig. 191: Selecting LWS Button
By selecting continue the process to calibrate the steering angle sensor will be carried out.
Vehicle - Complete Encoding
"Complete encoding" provides the ability to code/recode all control modules installed in the vehicle.
Fig. 193: Selecting Complete Encoding Button
Recoding all the installed control modules may result in the loss of initialization or system settings such as radio
station presets or seat/mirror memory.
By selecting "Yes" all installed control modules will be recoded based on the information contained in the
Vehicle Order.
CIP FUNCTIONS - IF YES
After selecting "Yes" on the Yes/No selection screen a determination/check of all installed control modules is
performed.
Fig. 196: Display Fitted Control Modules Determined Message
Upon completing a check of the installed control modules, a list highlighting the installed control modules is
displayed.
Select the control module(s) that were replaced and select continue.
Fig. 197: Display Control Module Selection Screen
After selecting the replaced module(s) and selecting continue a measures plan will be generated which
compares the integration levels (actual vs. target) for not only the modules replaced but for all installed modules
as well. If any of the installed control modules do not match the target level they will be updated along with the
replacement modules.
CKM - INDIVIDUALIZATION (VEHICLE & KEY MEMORY)

Fig. 198: Selecting CKM Button
The CKM feature contained in CIP (for models produced as of the E65) provides the ability to "customize"
certain vehicle and key functions to meet the specific preferences of the customer. It is important to note that the
functions/features that can be "customized" will vary depending on model, equipment level and vehicle
software level.
Upon selecting "CKM" a check of the current vehicle and key settings is made and displayed. The displayed
settings list should be printed out and provided to the customer in order for them to select how the available
functions should be set. The CKM function contained within CIP allows settings for both vehicle and keys to be
made directly, the older version separates the key settings from the vehicle setting as different functions.
On older vehicles the Car Memory and Key Memory settings can be accessed via the SGC/UNIX function.
Fig. 199: Display Car Memory And Key Memory Settings Button
Detailed information pertaining to CKM configuration is available in SI B09 03 98.
Upon selecting "CKM" a check of the current vehicle and key settings is made.
Fig. 200: Selecting CKM Button
Once the check is complete the current setting are displayed and can be printed out.
Fig. 201: Display Current Setting Screen
Changes to the current settings can be made by selecting the preferred function.
NOTE: Some preference settings can be made that are specific to the key being used.
Fig. 202: Selecting Preferred Function
The factory default setting are identified by a "factory" symbol.
To except/code the new setting to the vehicle or key select "Encode car".
Fig. 203: Selecting Encode Car Button
To lock the changes to the vehicle and/or keys select "Save".
By selecting back additional changes can be selected or the function aborted.

Fig. 204: Selecting Save Button
Once the new values are stored/set a final report showing the new setting will be displayed. The report will also
show if the effected modules did or did not accept the changes.
Fig. 205: Display Final Report
ZCS CODING PROCEDURE
The ZCS coding procedure can currently be performed with the DISplus using DIS CDs until DIS CD 42 is
released at which time all SGC/Unix coding and programming functions will be available only via Progman
using the GT1 or SSS.
There are two methods of encoding replacement control modules:
 Manual input of ZCS

 Automatic ZCS retrieval and coding
Coding Control Modules That Store The ZCS
On earlier production vehicles when replacing a control module that stores the ZCS code (i.e Kombi/Instrument
Cluster) the information must be entered manually in order to code the replacement module. The ZCS code
from the label located in the vehicle or a printout of the code stored in the module to be replaced must be
entered into the new module.
The control modules that store the ZCS and require manual input are:
 IKE - E38
 EKM - E31
 Instrument Cluster - E32/34 (After 9-91) & E36 (except 318ti and Z3 Roadster)
 EWS II - 318ti & Z3 Roadster
NOTE: As long as the defective EWS II control module can communicate with the
coding equipment, automatic encoding is possible.
On later production vehicles where the ZCS information is stored in two modules, redundant data storage, the
ZCS information to code the replacement module can be obtained from the second/backup module.
Vehicles which have redundant ZCS data storage are:
 E36 (Z3) - Instrument Cluster & EWS II as of 9/98

 E39 - Instrument Cluster & EWS II
 E46 - Instrument Cluster & LSZ
 E53 - Instrument Cluster & LSZ
NOTE: E46 changed from ZCS to a Vehicle Order (VO/FA) vehicle data structure in 9/01.
Manual Input of ZCS Data

Fig. 206: Display Model Series Selection Menu
Fig. 207: Selecting Codierung ZCS/FA Button
The version ID page is displayed.
Make sure it is the most up-to-date version of the software for the encoding procedure.
Press the right arrow.

Fig. 208: Display Version ID Page
Select vehicle series (i.e "E36 Series").

Select "Recoding".

Fig. 210: Selecting Recoding Button
Example:
Select "KOMBI".
Fig. 211: Selecting COMBI Button
Select "Yes" to recode KOMBI.

Follow the instructions given on screen.

Fig. 213: Display Instructions
Chassis number of vehicle is displayed.
Select "Yes" to accept VIN.
Select "No" if VIN needs to be changed.
When installing a new module the last 7 digits of the VIN will need to be entered.
Follow the instructions given on screen.

Fig. 215: Display Instructions
Chassis number of vehicle is displayed, enter VIN using touch screen pad or the keyboard on an SSS.
Select "Yes" to accept VIN.
Select "No" if VIN needs to be changed/corrected.
When installing a new module the last 7 digits of the VIN will need to be entered.
Fig. 216: Display Chassis Number Of Vehicle
Current ZCS code is displayed
Select "YES" to accept current code
Select "No" to change the ZCS data
When installing a new module the ZCS code of the vehicle will need to be entered. The information can be
obtained from:
 ZCS print out of old module before removal

 ZCS label located in vehicle
Fig. 217: Selecting Yes Button
If the ZCS code must be changed follow the instruction given on screen and enter the required information
exactly as indicated on the ZCS label or printout of ZCS code before removal of module.
Fig. 218: Display Instruction
Confirm or enter new GM information.

Fig. 219: Entering New GM Information
Confirm or enter new SA information.

Fig. 220: Entering New SA Information
Confirm or enter new VN information.

Fig. 221: Entering New VN Information
Confirm or correct ZCS information.

Fig. 222: Confirming Correct ZCS Information
Select "Yes" to begin the coding process for the installed/selected module.
Upon completion of the coding process print out a copy of the ZCS information displayed and attach it to the
repair order to be maintained with vehicle file.
Switch ignition off for 10 seconds, then check for proper system operation.
Automatic Coding Procedure
When a control module is replaced that does not store the ZCS code, the replacement module is coded
automatically using the ZCS code stored in the Kombi, EWS or LSZ.

Fig. 224: Display Model Series Selection Screen
Fig. 225: Selecting Codierung ZCS/FA Button
The version ID page is displayed.
Make sure it is the most up-to-date version of the software for the encoding procedure.
Press the right arrow.

Fig. 226: Pressing Right Arrow
Select vehicle series (i.e "E36 Series").

Select "Recoding"

Example:
Select "ZVN II/GM (ZKE IV)".

Fig. 229: Selecting ZVN II/GM (ZKE IV) Button
Confirm module selection.

Fig. 230: Confirming Module Selection
If a replacement module is to be installed install it now.

Fig. 231: Display ZVM/VM
Select yes to begin coding or recoding the selected module.

Coding/recoding process of selected module is complete, follow the instructions given.

Fig. 233: Display Instruction
Additional ZCS Coding Functions

Retrofit
The retrofit function allows options or accessory equipment to be added after the vehicle is manufactured.
By selecting to install a new option/accessory from the list of available retrofits for the specific vehicle, the ZCS
information will be updated to reflect the addition of the new option or accessory that was installed. Updating of
the ZCS information will ensure that the new component is recognized and able to communicate with the other
modules in the vehicle.
Conversion
The conversion function allows specific features of certain control modules/systems to be modified, similar to
the way Individualization (Vehicle & Key Memory) is used on newer models to "customize" a vehicle.
GENERAL INFORMATION
Emissions - Overview
EMISSION OVERVIEW
Models: All Equipped with OBD II
Production Date: 1995 to Present
Manufacturer: Bosch and Siemens Engine Control Modules
Pin Connector: 88 and 134 Pins
EMISSIONS OVERVIEW
What Is OBD?
Today many of the engine's control systems such as throttle opening, fuel injection, ignition, emissions and
performance are controlled by an electronic control module and the related sensors and actuators. The first on-
board diagnostic (OBD) systems were developed by the manufacturer as a way to detect problems with the
electronic systems.
Beginning with 1994 model year, requirements for OBD systems have been established by the EPA and CARB.
The purpose of the OBD system is to assure proper emission control system operation for the vehicle's lifetime
by monitoring emission-related components and systems for deterioration and malfunction. This includes also a
check of the tank ventilation system for vapor leaks.
The OBD system consists of the engine and transmission control modules, their sensors and actuators along
with the diagnostic software. The control modules can detect system problems even before the driver notices a
driveability problem because many problems that affect emissions can be electrical or even chemical in nature.
What Happens If A Problem Is Detected?
When the OBD system determines that a problem exists, a corresponding "Diagnostic Trouble Code" is stored
in the control module's memory.
The control module also illuminates a yellow dashboard Malfunction Indicator Light indicating "Check Engine"
or "Service Engine Soon" or displays an engine symbol.
Fig. 1: Identifying OBD System
This light informs the driver of the need for service, NOT of the need to stop the vehicle. A blinking or flashing
dashboard light indicates a rather severe level of engine misfire.
After fixing the problem the Fault code is deleted to turn off the light. If the conditions that caused a problem
are no longer present the vehicle's OBD system can turn off the dashboard light automatically. If the OBD
system evaluates the component or system three consecutive times and no longer detects the initial problem, the
dashboard light will turn off automatically.
What Is The Most Common Problem Detected By OBD?
Fuel Filler Cap
If the fuel filler cap is not properly closed after refueling, the OBD system will detect the vapor leak that exists
from the cap not being completely tightened.
If you tighten the cap subsequently, the dashboard light should be extinguished within a few days or after
deleting the Fault code. This is not an indication of a faulty OBD system. The OBD system has properly
diagnosed the problem and accordingly alerted the driver by illuminating the dashboard light.
Please check the fuel filler cap first when the dashboard light comes on to avoid unnecessary diagnostic time.
To check the fuel filler cap turn the cap to the right until you hear a click or the cap reaches the full stop. Make
sure that the retaining strap is not caught between the filler pipe and the fuel filler cap. If the light should stay
on further in depth evaporative leak diagnosis is required.
Misfire Detection
As part of the CARB/OBD II regulations the Engine Control Module must determine if misfire is occurring and
also identify the specific cylinder(s). The ECM will determine severity of the misfire event, and whether it is
emissions relevant or catalyst damaging. In order to accomplish these tasks the ECM monitors the crankshaft
for acceleration losses during firing segments of cylinder specific firing order. If the signal is implausible an
erroneous reference mark can be obtained by the ECM which will result in a misfire fault being set.
Possible causes of cylinder misfire faults (actual field findings):
 Vehicle ran low or out of fuel

 Poor fuel quality (ex. water in fuel, customer uses an additive, etc.)
 Low/high fuel pressure
 Ignition coil
 Fouled spark plug(s)
 Restricted/contaminated fuel injector(s)
 Crankshaft position sensor
 Poor combustion due to low compression or high leakage
 Blocked/restricted catalyst
ENGINE MISFIRE DIAGNOSIS
Engine Misfire is the result of inefficient combustion in one or more cylinders. The causes of Engine Misfire
are extensive but can be grouped into the following sub-systems. Consider the charts below as an additional
diagnostic aid once the DISplus/MoDIC is connected, the correct fault symptom has been chosen and the fault
memory has been interrogated. Follow the Test Module as displayed by the DISplus/MoDIC.
 COMPONENT
 POSSIBLE CONDITION
 TEST
 CORRECTION
 Spark Plug:
 Incorrect spark plug installed
 Electrode gap closed or too small
 Electrode(s) missing
 Oil or fuel fouled spark plug
 Ceramic insulation cracked
 Secondary Ignition DISplus Preset Measurement

 Verify correct spark plug
 Replace if necessary
 Swap with another cylinder
 Secondary circuit: (wiring, M73-cap, rotor)

 Wet or moist due to water infiltration.
 High resistance due to corrosion.
 Check water ingress, repair, replace
 Check resistance value, replace
 Ignition Coil(s):
 Secondary/Primary Circuits open or shorted.
 Housing cracked, damaged.
 Secondary and Primary

 Inspect and replace if necessary
 Swap with another cylinder
 Ignition Coil & Engine Harness Connectors

 Power supply, Primary control and ground (shunt signal) circuits impaired.
 Primary Ignition & Term 4A feedback Preset Measurements

 Look for open, loose connector, corrosion, crossed or backed out pins (also consider ignition
unloader or ECM relay on MY97 and newer cars).
 Determine defective condition, repair or replace.
 A secondary ignition oscilloscope display provides vital information about the ignition system's
condition.
 Follow the precautions in group 12 of the Repair Instructions.
 Use the following scope patterns as a guideline for ignition system diagnosis. Use the preset
measurement function of DISplus.
Evaluation of secondary signal amplitude at idle speed.
Fig. 2: Identifying Evaluation Of Secondary Signal Amplitude At Idle Speed

 COMPONENT
 TEST
 CORRECTION
 Pistons, Rings, Valves, Camshaft:
 Hole in piston crown, ring(s) broken, valve(s) not seating, valve(s) bent, valve spring(s) broken,
camshaft lobe cracked, etc.
 Idle Quality - Rough Running Preset.
 Cylinder compression & leakdown tests.
 Correct condition as required.
 Hydraulic Valve Actuator (HVA):

 HVA oil bore restricted or blocked.
 Engine oil pressure builds up too slow.
 Intermittent Misfire Fault - Not Currently Present.
 HVA binding/sticking in bore.
 Idle Quality - Rough Running Preset.
 Listen to HVA
 Check Oil Pressure
 Cylinder leakdown
 Always consider mechanical components when diagnosing misfire.
 Inspect for scoring.
 Vacuum Leaks:
 Unmetered vacuum leaks causing a "lean " operating condition. Possible "Excessive Mixture
Deviation " fault codes.
 Idle Quality - Rough Running Preset. Test for vacuum leaks.
 Interpret Add. & Multipl. adaptation values
 Correct condition as required
 COMPONENT
 TEST
 CORRECTION
 Fuel (quality):
 Contaminated fuel, (water, other non combustible).
 Clean fuel system, replace fuel.
 Fuel Delivery:
 Fuel pump delivery pressure low, restriction in fuel line to fuel rail or running loss valve.
 Fuel filter restricted (clogged).
 Low fuel in tank.
 Check fuel pressure & volume.
 Check fuel pump power and ground
 Determine restriction/flow reduction, replace component as necessary.
 Interpret Additive and Multiplicative adaptation values.

 Running Loss Valve:
 Valve stuck in "small circuit" position.
 Check valve
 Display "diagnosis requests" in DISplus and test valve for proper function, replace valve as
necessary.
 Fuel Injectors:
 Leaking fuel injector pintle seats cause rich engine starts with hot ambient temperatures.
 Blocked (dirty) injector(s).
 Ti Preset & status page.
 Sec Ign scope pattern.
 Check injectors for leakage.
 Swap suspect injector with another cylinder.
 Inspect injector, replace if necessary.
 Fuel Pressure Regulator:

 Regulator defective, causes fluctuation in the injected quantity of fuel causing mixture adaptation
faults.
 Fuel pressure
 Check nominal fuel pressure value with engine operating under varied speeds.
 Evaporative System:
 Defective evaporative system vent causing fuel tank collapse and fuel. starvation.
 DISplus status, EVAP test with pressure tool, purge valve func. test.
 Check the fuel tank condition and vent line.
 Check Fresh Air Valve on TLEV E36 vehicles or LDP/DM TL and filter on ORVR vehicles for
proper system "breathing".
 COMPONENT
 TEST
 CORRECTION
 Crankshaft Position Sensor or Increment Wheel:

 Implausible signal for misfire detection.
 Increment wheel loose or damaged (internal on M44, M52 and M54, external on M62 & M73).
 Air gap between sensor and wheel.
 Noticeable at higher RPM.
 DISplus preset measurement.
 Determine defective sensor or increment wheel and replace.
 Catalyst Damaged:
 Excessive exhaust back pressure (bank specific fault present, more noticeable under heavy load and
high RPM).
 DISplus preset measurement of oxygen sensor.
 Back pressure test per SIB with Special Tool.
 Determine catalyst condition, replace or repair as necessary.
 Oxygen Sensor:
 Excessive mixture deviation, possible vacuum leaks.
 Monitor oxygen sensor signal via DIS preset.
 Swap sensor from other bank (if applicable) and see if fault transfers to other bank.
 Engine Control Module

 Internal control module fault.
 Misfire Reprogramming.
 Check fault memory.
 Highly unlikely but must be considered.
 Check Model/Prod range - reprogram
When diagnosing a Misfire fault code, Remember:
"Misfire" is caused by a defect in the internal combustion engine or a defect in the control of the
engine operation.
"Misfire" is the result of improper combustion (variation between cylinders) as measured at the
crankshaft due to:
 Engine mechanical defects; breakage, wear, leakage or improper tolerances.

 Excessive mixture deviation; air (vacuum leaks), fuel and all the components that deliver air/fuel
into the combustion chambers.
 Faulty ignition; primary, secondary including spark plugs.
 Faulty exhaust flow; affecting back pressure.
 Tolerance parameters; ECM programming.
A Misfire fault code(s) is the "symptom" of a faulty input for proper combustion. When diagnosing
a misfire, review the charts to assist you in finding the faulty input.
OBD HISTORY
As a result of low fuel costs, together with a high standard of living and a dense population, the state of
California was affected particularly heavily by air pollution. This spurred the state to pass the most
comprehensive and stringent emissions and consumption laws in the world. The automobile manufacturers were
reminded of their obligations and this drove them on to comply with the new regulations at enormous expense.
 In continuing efforts to improve air quality, the Environmental Protection Agency (EPA) amended the
Clean Air Act in 1990. The Clean Air Act was originally mandated in 1970. The Clean Air Act has a
direct impact on automobile manufactures whereby they are responsible to comply with the regulations
set forth by the EPA. The 1990 amendment of the Clean Air Act set forth all of the changes currently
being introduced on vehicles sold in the United States today.
 In 1967, the State of California formed the California Air Resources Board (CARB) to develop and
carryout air quality improvement programs for California's unique air pollution conditions. Through the
years, CARB programs have evolved into what we now know as ON Board Diagnostics and the National
Low Emission Vehicle Program.
 The EPA has adopted many of the CARB programs as National programs and laws. One of these earlier
programs was OBD I and the introduction of the "CHECK ENGINE" Light.
 BMW first introduced OBD I and the check engine light in the 1987 model year. This enhanced diagnosis
through the display of "flash codes" using the check engine light as well as the BMW 2013 and MoDIC.
OBD I was only the first step in an ongoing effort to monitor and reduce tailpipe emissions.
 By the 1989 model year all automotive manufactures had to assure that all individual components
influencing the composition of exhaust emissions would be electrically monitored and that the driver be
informed whenever such a component failed.
 Since the 1996 model year all vehicles must comply with OBD II requirements. OBD II requires the
monitoring of virtually every component that can affect the emission performance of a vehicle plus store
the associated fault code and condition in memory.
If a problem is detected and then re-detected during a later drive cycle more than one time, the OBD II
system must also illuminate the "CHECK ENGINE" Light in the instrument cluster to alert the driver that
a malfunction has occurred. However, the flash code function of the Check Engine Light in OBD I
vehicles is not a function in OBD II vehicles.
 This requirement is carried out by the Engine Control Module (ECM/DME) as well as the Automatic
Transmission Control Module (EGS/AGS) and the Electronic Throttle Control Module (EML) to monitor
and store faults associated with all components/systems that can influence exhaust and evaporative
emissions.
OBD I
The essential elements here are that electrical components which affect exhaust emissions are monitored by the
motor-electronics system and an optical warning signal (CHECK ENGINE Light) is issued in the event of an
OBD I-relevant malfunction. The corresponding fault can be read out via a flashing code without the aid of a
testing device.
OBD II
Since January 1996, OBD II has been compulsory on all vehicles in the US market. The main difference from
OBD I is that not only are the purely electrical components monitored but also all the systems and processes
that affect exhaust emissions and fuel system evaporative emissions.
The operational reliability of the exhaust-treatment system must be guaranteed for 5 years and/or 100,000 miles;
this is maintained by emission certification. In this case, the data relevant to exhaust/evaporative emissions are
read out via a standardized interface with a universal "diagnosis device". If a violation is identified, the vehicle
manufacturer in question is legally bound to eliminate the fault throughout the entire vehicle series.
Objectives Of OBD II
 Permanent monitoring of components relevant to exhaust emissions in all vehicles.
 Immediate detection and indication of significant emission increases over the entire service life of each
vehicle.
 Permanently low exhaust emissions in the field.
Fig. 3: Identifying Objectives Of OBD II

OVERVIEW OF THE NATIONAL LOW EMISSION VEHICLE PROGRAM
Emission Reduction Stages:
While OBD II has the function of monitoring for emission related faults and alerting the operator of the vehicle,
the National Low Emission Vehicle Program requires a certain number of vehicles produced (specific to
manufacturing totals) currently comply with the following emission stages;
TLEV : Transitional Low Emission Vehicle
LEV: Low Emission Vehicle
ULEV: Ultra Low Emission Vehicle.
Prior to the National Low Emission Vehicle Program, the most stringent exhaust reduction compliancy is what
is known internally within BMW as HC II . The benefit of exhaust emission reductions that the National Low
Emission Vehicle Program provides compared with the HC II standard is as follows:
TLEV- 50% cleaner.

LEV- 70% cleaner.
ULEV -84% cleaner.
 Compliance Level
 NMHC Non Methane Hydrocarbon
 CO Carbon Monoxide
 NOx Oxide(s) of Nitrogen
 TLEV
 0.250
 3.4
 0.4
 LEV
 0.131
 3.4
 0.2
 ULEV
 0.040
 1.7
 0.2
 TLEV
 0.125
 3.4
 0.4
 LEV
 0.075
 3.4
 0.2
 ULEV
 0.040
 1.7
 0.2
 TLEV
 0.156
 4.2
 0.6
 LEV
 0.090
 4.2
 0.3
 ULEV
 0.055
 2.1
 0.3
OBD II Emission Compliance Chart

Fig. 4: Identifying OBD II Emission Compliance
SYSTEM MONITORING
Within the framework of OBD II, certain components/systems must be monitored once per driving cycle while
other control systems (e.g. misfire detection) must be monitored permanently. A "driving cycle" consists of
engine startup, vehicle operation (exceeding of starting speed), coasting and engine stopping.
Permanent Monitoring
Permanently monitored systems are monitored according to temperature immediately after startup. In the event
of malfunctions (e.g. oxygen sensor), the Malfunction Indicator Light will illuminate immediately.
The following are monitored permanently:
 Misfire Detection
 Fuel System (duration of injection)
 All emission related electrical circuits, components and systems of the ECM, TCM and EML (if
equipped).
Cyclic Monitoring
Systems monitored once per driving cycle will only result in a fault being registered after the corresponding
operating conditions have been completed. Therefore, there is no possibility for checking when the engine is
started up briefly and then shut down.
The following are monitored once per driving cycle:
 Oxygen Sensor Function

 Secondary Air Injection System
 Catalytic Converter Function (efficiency)
 Evaporative Vapor Recovery System
Due to the complexity involved in meeting the test criteria within the defined driving cycle, all tests may not
be completed within one "customer driving cycle". The test can be successfully completed within the defined
criteria, however customer driving styles may differ and therefore may not always monitor all involved
components/systems in one "trip".
Drive Cycle
The following diagram shows how a drive cycle is set (test drive) in order for all the systems to be monitored
once. The test conditions can be created in any desired order after startup.
Fig. 5: Identifying Drive Cycle Graph
1. Engine cold start, idling, approximately 3 minutes. Evaluated:

 Secondary Air System
 Evaporative Leak Detection (LDP Equipped Vehicles)
2. Constant driving at 20 to 30 MPH, approximately 4 minutes. Evaluated:

 Oxygen Sensors - Achieved "Closed Loop" Operation
 Oxygen Sensors - Response Time and Switching Time (Control Frequency)
3. Constant driving at 40 to 60 MPH, approximately 15 minutes (sufficient vehicle coasting phases

included). Evaluated:
 Catalytic Converter Efficiency
 Oxygen Sensors - Response Time and Switching Time (Control Frequency)
4. Engine idling, approximately 5 minutes. Evaluated:

 Tank-Leak Diagnosis (DM TL Equipped Vehicles after KL 15 is switched OFF)
NOTE: The diagnostic sequence illustrated above will be interrupted if:
 The engine speed exceeds 3000 RPM.

 The driving speed exceeds 60 MPH.
 Large fluctuations in the accelerator pedal position.
THE "MALFUNCTION INDICATOR LIGHT" ( MIL) WILL BE ILLUMINATED UNDER THE

FOLLOWING CONDITIONS
 Upon the completion of the next consecutive driving cycle where the previously faulted system is
monitored again and the emissions relevant fault is again present.
 Immediately if a "Catalyst Damaging" fault occurs (Misfire Detection).
The illumination of the light is performed in accordance with the Federal Test Procedure (FTP) which
requires the lamp to be illuminated when:
Fig. 6: Identifying Malfunction Indicator Light

 A malfunction of a component that can affect the emission performance of the vehicle occurs and causes
emissions to exceed 1.5 times the standards required by the (FTP).
 Manufacturer-defined specifications are exceeded.
 An implausible input signal is generated.
 Catalyst deterioration causes HC-emissions to exceed a limit equivalent to 1.5 times the standard (FTP).
 Misfire faults occur.
 A leak is detected in the evaporative system, or "purging" is defective.
 ECM fails to enter closed-loop oxygen sensor control operation within a specified time interval.
 Engine control or automatic transmission control enters a "limp home" operating mode.
 Ignition is on (KL15) position before cranking = Bulb Check Function.
Within the BMW system the illumination of the Malfunction Indicator Light is performed in accordance with
the regulations set forth in CARB mail-out 1968.1 and as demonstrated via the Federal Test Procedure (FTP).
The following page provides several examples of when and how the Malfunction Indicator Light is illuminated
based on the "customer drive cycle".
Fig. 7: Checking Bulb Function
1. A fault code is stored within the ECM upon the first occurrence of a fault in the system being checked.
2. The "Malfunction Indicator Light" will not be illuminated until the completion of the second consecutive
"customer driving cycle" where the previously faulted system is again monitored and a fault is still
present or a catalyst damaging fault has occurred.
3. If the second drive cycle was not complete and the specific function was not checked, the ECM counts
the third drive cycle as the "next consecutive" drive cycle. The "Malfunction Indicator Light" is
illuminated if the function is checked and the fault is still present.
4. If there is an intermittent fault present and does not cause a fault to be set through multiple drive cycles,
two complete consecutive drive cycles with the fault present are required for the "Malfunction Indicator
Light" to be illuminated.
5. Once the "Malfunction Indicator Light" is illuminated it will remain illuminated unless the specific
function has been checked without fault through three complete consecutive drive cycles.
6. The fault code will also be cleared from memory automatically if the specific function is checked through
40 consecutive drive cycles without the fault being detected or with the use of either the DIS, MODIC or
Scan tool.
NOTE: In order to clear a catalyst damaging fault (see MISFIRE DETECTION) from
memory, the condition must be evaluated for 80 consecutive cycles without the
fault reoccurring.
With the use of a universal scan tool, connected to the "OBD" DLC an SAE standardized DTC can be obtained,
along with the condition associated with the illumination of the "Malfunction Indicator Light". Using the
DISplus or MODIC, a fault code and the conditions associated with its setting can be obtained prior to the
illumination of the "Malfunction Indicator Light".
READINESS CODE
The readiness code provides status (Yes/No) of the system having completed all the required monitoring
functions or not. The readiness code is displayed with an aftermarket Scan Tool or the DISplus/MoDIC .
The code is a binary (1/0) indicating;
 0 = Test Not Completed or Not Applicable - six cylinder vehicles (not ready - V8 and V12)
 1 = Test Completed - six cylinder vehicles (ready - V8 and V12)
A "readiness code" must be stored after any clearing of fault memory or disconnection of the ECM. A readiness
code of "0" will be stored (see below) after a complete diagnostic check of all components/systems, that can
turn on the "Malfunction Indicator Light" is performed.
The readiness code was established to prevent anyone with an emissions related fault and a "Malfunction
Indicator Light" on from disconnecting the battery or clearing the fault memory to manipulate the results of the
emissions test procedure (IM 240).
Interpretation of the Readiness Code by the ECM(s) (SAE J1979)
The complete readiness code is equal to "one" byte (eight bits). Every bit represents one complete test and is
displayed by the scan tool, as required by CARB/EPA. For example:
0 = EGR Monitoring (=0, N/A with BMW)
1 = Oxygen Sensor Heater Monitoring
1 = Oxygen Sensor Monitoring
0 = Air Condition (=0, N/A with BMW)
1 = Secondary Air Delivery Monitoring
1 = Evaporative System Monitoring
0 = Catalyst Heating
1 = Catalyst Efficiency Monitoring

Fig. 8: Identifying Secondary Air Delivery Monitoring
Drive the car in such a manner that all tests listed above can be completed (refer to the DRIVE CYCLE).
When the complete "readiness code" equals "1" (ready) then all tests have been completed and the system has
established its "readiness".
Readiness Code Using DISplus/MoDIC
The readiness code can be checked with the DISplus/MoDIC. This is particularly helpful in verifying that "drive
cycle" criteria was achieved. A repair can be confirmed before returning the vehicle to the customer by a
successfully completed drive cycle.
Using an MS43 system for example, the readiness code is found under "Service Functions"
Fig. 9: Identifying Readiness Code Using Displus/MoDIC

OBD II DIAGNOSTIC TROUBLE CODES (DTC)

The Society of Automotive Engineers (SAE) established the Diagnostic Trouble Codes used for OBD II
systems (SAE J2012). The DTC's are designed to be identified by their alpha/numeric structure. The SAE has
designated the emission related DTC's to start with the letter "P" for Powertrain related systems, hence their
nickname "P-code".
For example:
Fig. 10: Identifying Obd II Diagnostic Trouble Codes (DTC)

 DTC's are stored whenever the "Malfunction Indicator Light" is illuminated.

 A requirement of CARB/EPA is providing universal diagnostic access to DTC's via a standardized
Diagnostic Link Connector (DLC) using a standardized tester (scan tool).
 DTC's only provide one set of environmental operating conditions when a fault is stored. This single
"Freeze Frame" or snapshot refers to a block of the vehicles environmental conditions for a specific time
when the fault first occurred. The information which is stored is defined by SAE and is limited in scope.
This information may not even be specific to the type of fault.
SCAN TOOL CONNECTION
Starting with the 1995 750iL, soon after on all 1996 model year and later BMW vehicles, a separate OBD II
Diagnostic Link Connector (DLC) was added.
The DLC provides access for an aftermarket scan tool to all emission related control systems:
 ECM - Engine Management Monitored Emissions Functions/Components

 TCM (AGS/EGS) -Transmission Control
 EML - Electronic Throttle Control
This diagnostic communication link uses the existing TXD II circuit in the vehicle through a separate circuit on
the DLC when the 20 pin cap is installed.
Fig. 11: Identifying Scan Tool Connection

The DLC Connector bridging cap is marked "OBD II " and is found:
Fig. 12: Identifying DLC Connector Bridging Cap
Fig. 13: Identifying E38 Center Console
NOTE: E38 and older models have a cosmetic cover and a secured DLC cover.
20 Pin Diagnostic Socket Deletion
Model And Production Date: E46 From 6/00 E39, E52, E53 From 9/00
For model year 2001 the E39, E46 and E53 will eliminate the 20 pin diagnostic connector from the engine
compartment. The 16 pin OBD II connector located inside the vehicle will be the only diagnosis port.
The E38 and Z3 will continue to use the 20 pin connector until the end of production.
The 16 pin OBD II connector has been in all BMWs since 1996 to comply with OBD regulations requiring a
standardized diagnostic port.
Previously before 2001, only emissions relevant data could be extracted from the OBD II connector because it
did not provide access to TXD (D-bus).
The TXD line is connected to pin 8 of the OBD II connector on vehicles without the 20 pin diagnostic
connector.
Fig. 14: Identifying 20 Pin Diagnostic Socket
The cap to the OBD II connector contains a bridge that links KL 30 to TXD and TXD II. This is to protect the
diagnostic circuit integrity and prevent erroneous faults from being logged.
The OBD II connector is located in the driver's footwell to the left of the steering column for E39, E46 and E53
vehicles.
Special tool 61 4 300 is used to connect to the 20 pin diagnostic lead of the DIS until the introduction of the
DISplus.
Fig. 15: Identifying ODB II
Diagnostics Via OBD II Connector

Fig. 16: Diagnostics Via OBD II Connector
BMW FAULT CODE (DISPLUS/MODIC)
 BMW Codes are stored as soon they occur even before the "Malfunction Indicator Light" comes on.
 BMW Codes are defined by BMW, Bosch and Siemens Engineers to provide greater detail to fault
specific information.
 Siemens systems - one set from four fault specific environmental conditions is stored with the first fault
occurrence. This information can change and is specific to each fault code to aid in diagnosing. A
maximum of ten different faults containing four environmental conditions can be stored.
 Bosch systems - a maximum of four sets from three fault specific environmental conditions is stored
within each fault code. This information can change and is specific to each fault code to aid in
diagnosing. A maximum of ten different faults containing three environmental conditions can be stored.
 BMW Codes also store and displays a "time stamp" when the fault last occurred.
 A fault qualifier gives more specific detailed information about the type of fault (upper limit, lower limit,
disconnection, plausibility, etc.).
 BMW Fault Codes will alert the Technician of the current fault status. He/she will be advised if the fault
is actually still present, not currently present or intermittent.
The fault specific information is stored and accessible through DISplus/MoDIC.
 BMW Fault Codes determine the diagnostic output for BMW DISplus/MoDIC.
Fig. 17: Identifying BMW Diagnosis Requests

OBD II Fault Memory and Fault Codes
Within the framework of OBD II, a diagnosis of all emission-related components/functions must take place
during driving. Faults will be stored and displayed if necessary. For this purpose, the ECM includes OBD II
memory. The standardized P codes for malfunctions are stored in this memory. The memory can be read out
with the DISplus/MoDIC or a Scantool.
Emission Control Function Monitoring & Comprehensive Component Monitoring
OBD II regulations are based on section 1968.1 of Title 13, California Code of Regulations (CCR), The law set
forth in section 1968.1 requires an increased scope of monitoring emission related control functions including:
 Catalyst Monitoring
 Heated Catalyst Monitoring (currently used on BMW 750iL vehicles)
 Misfire Monitoring
 Evaporative System Monitoring
 Secondary Air System Monitoring
 Air Conditioning System Refrigerant Monitoring (Not applicable for BMW vehicles)
 Fuel System Monitoring
 Oxygen Sensor Monitoring
 Exhaust Gas Recirculation (EGR) System Monitoring (Not applicable for BMW vehicles)
 Positive Crankcase Ventilation (PCV) System Monitoring (Not required at this time).
 Thermostat Monitoring (if equipped)
Monitoring these emission requirements is a function of the ECM which uses "data sets" while monitoring the
conditions of the environment and the operation of the engine using existing input sensors and output actuators.
The data sets are programmed reference values the ECM refers to when a specific monitoring procedure is
occurring. If the ECM cannot determine the environmental and/or engine operating conditions due to an
impaired or missing signal, it will set a fault and illuminate the "Malfunction Indicator Light".
This input or control signal monitoring falls under another category called "Comprehensive Component
Monitoring" . The ECM must recognize the loss or impairment of the signal or component. The ECM
determines a faulted signal or sensor via three conditions:
1. Signal or component shorted to ground.

2. Signal or component shorted to B+.
3. Signal or component lost (open circuit).
Specific fault codes are used to alert the diagnostician of these conditions.
MS41.1, MS41.2 Engine Control - Overview - M3, 3-Series, 5-Series
MS41.1/MS41.2
Models: E36/E39/Z3- MS41.1 with M52 Engine
E36 M3 - MS41.2 with S50B32 Engine
Production date: 1996-1999
Manufacturer: Siemens
Pin Connector: 88 Pin
PURPOSE OF THE SYSTEM
The MS41.X system manages the following functions:

Fig. 1: Identifying MS41.X System
SYSTEM COMPONENTS: INPUTS - PROCESSING - OUTPUTS

Fig. 2: Identifying System Inputs & Outputs (1 Of 2)
Fig. 3: Identifying System Inputs & Outputs (2 Of 2)
POWER SUPPLY
Fig. 4: Identifying Power Supply System
KL30 - Battery Voltage: It supplies the operating voltage to the ECM. The ECM contains a "EEPROM" that
will store data in the event of power loss (battery disconnected).
KL15 - Ignition Switch: When the ignition is switched "on" the ECM is informed that the engine is about to be
started. KL15 also supplies voltage to the Engine Control Module Relay. Switching KL15 "off" removes the
ECM operating voltage.
Engine Control Module Relay: It provides the operating voltage for:
 ECM
 Fuel Injectors
 Idle Speed Valve
 Evaporative Emission Valve/Air Inlet Shut Off Valve
 Exhaust Flap Solenoid
 VANOS Solenoid
 Running Losses Solenoid
1. Fuel Pump Relay

2. Oxygen Sensor Heating
3. EGS (and ASC on E39)
4. Hot Film Air Mass Sensor
5. Secondary Air Pump Relay
6. Secondary Air Injection Solenoid
Ground: Multiple ground paths are necessary to complete current flow through the ECM. The ECM ground pin
numbers and functions are:
 Pin #
 Ground
 04, 28, 32, 34, 56
 ECM
 07
 Hot Film Air Mass Sensor
 38
 Knock Sensor Shielding
 39
 Temperature Sensors
 40
 Crankshaft Position/RPM sensor and Fuel Tank Pressure Sensor
 41, 64
 Camshaft Position Sensors Shielding
 42
 Throttle Position Sensor
Principle Of Operation
Battery Voltage is monitored by the ECM for fluctuations. It will adjust the output functions to compensate for
a lower (11.7v) and higher (14v) voltage value. For example, the ECM will:
 Modify Pulse Width Duration of Fuel Injection

 Modify Dwell Time of Ignition
Fig. 5: Identifying E39 Power Supplies Circuit
The E39 Power Supplies (KL15 and ECM Relay) are fused to the MS41.1 ECM.
The fuses are housed in the Engine Fuse Block located in the Electronics Box.
When KL15 is switched "on" the ECM is ready for engine management. The ECM will activate ground to
energize the Engine Control Module Relay. The Engine Control Module Relay supplies operating voltage to the
ECM and the previously mentioned operating components.
When KL15 is switched "off" the ECM operating voltage is removed. The ECM will maintain a ground to the
Engine Control Module Relay for a few seconds.
Ground is required to complete the current path through the ECM. The ECM also:
Fig. 6: Identifying Engine Control Module Relay Circuit
 Internally links a constant ground (1) to the engine sensors.

 Switches ground (2) to activate components.
Workshop Hints
Power Supply - Testing
Inadequate power and ground supply can result in:
 No Start
 Hard Starting (Long Crank Times)
 Inaccurate Diagnostic Status or ECM Not Found
 Intermittent/Constant "CHECK ENGINE" Light
 Intermittent/Constant Driveability Problems
Power supply including fuses should be tested for:
 Visual Blown Fuse

 Available Voltage
 Voltage Drop (Dynamic Resistance)
 Resistance of Cables and Wires
Fig. 7: Testing Power Supply Fuse
The ignition (KL15) must be switched off when removing or installing the ECM connector to prevent
voltage spikes (arcing) that can damage the Control Module!
Fig. 8: Identifying Engine Control Module Relay
The Engine Control Module Relay (E36 located in the fuse box, Z3/E39 in the Electronics Box) should be
tested for:
 Battery Voltage and Switch Ground

 Resistance
 Battery Voltage and Voltage Drop
Fig. 9: Identifying Engine Control Module Relay
Tools And Equipment
Power Supply
When testing power supply to an ECM, the DIS/MoDIC multimeter function as well as a reputable hand held
multimeter can be used.
It is best to make the checks at the ECM connection, this method includes testing the wiring harness.
The correct Universal Adapter for the MS41.X application should be used (#88 88 6 614 410). This will ensure
the pin connectors and the harness will not be damaged.
Fig. 10: Identifying Universal Adapter
The interior of this Universal Adapter is shielded, therefore it is vital that the ground cable is connected to the
vehicle chassis whenever the adapter is used.
The adapter uses a Printed Circuit board inside keeping the capacitive and inductive load to a minimum.
When installing the Universal Adapter to the ECM (E36 located below the windshield on the passenger side of
the engine compartment, Z3/E39 in the Electronics Box), make sure the ignition is switched off.
The Engine Control Module Relay should be tested using the relay test kit (P/N 88 88 6 613 010).
This kit allows testing of relays from a remote position.
Always consult the ETM for proper relay connections.
AIR MANAGEMENT
Fig. 11: Identifying Air Management System
Throttle Valve: The mechanical throttle valve regulates the intake air flow and it is linked by a cable to the
accelerator pedal.
The throttle housing is secured to the intake manifold by four bolts (arrows).
The throttle valve is heated by engine coolant to prevent condensation from "icing". The throttle valve is
"preset" and should not be adjusted.
Fig. 12: Identifying Throttle Housing Bolts
Throttle Position Sensor: A potentiometer is mounted on the throttle housing which provides the ECM with a
voltage value (0-5v) that represents throttle angle position and rate of movement. The sensor receives its power
supply from the ECM.
The Potentiometer is non-adjustable because the ECM "learns" the throttle angle voltage at idle speed. If the
throttle position sensor is replaced, the adaptations must be cleared using the DIS/MoDIC.
If this input is defective, a fault code will be stored and the "CHECK ENGINE" Light will be illuminated when
the OBD II criteria is achieved. The ECM will still operate the engine using the Hot-Film Air Mass Meter and
Engine RPM inputs.
Fig. 13: Testing Throttle Position Sensor
Idle Speed Control Valve: This valve regulates air bypassing the throttle valve to control the engine idle speed.
The valve is supplied with battery voltage from the ECM Relay. The Idle Air Actuator is a two-coil rotary
actuator. The ECM is equipped with two final stage transistors which will alternate positioning of the actuator.
The final stages are "pulsed" simultaneously by the ECM which provides ground paths for the actuator. The
duty cycle of each circuit is varied to achieve the required idle RPM.
Fig. 14: Testing Idle Speed Control Valve
If this component/circuits are defective, a fault code will be set and the "CHECK ENGINE" Light will be
illuminated when the OBD II criteria is achieved.
Hot-Film Air Mass Meter (HFM): The air volume input signal is produced electronically by the HFM which
uses a heated metal film (180°C above intake air temperature) in the air flow stream.
The ECM Relay provides the operating voltage. As air flows through the HFM, the film is cooled changing the
resistance which affects current flow through the circuit. The sensor produces a 1-5 volt varying signal. Based
on this change the ECM monitors and regulates the amount of fuel injected.
Fig. 15: Identifying Hot-Film Air Mass Meter (HFM)
If this input is defective, a fault code will be set and the "CHECK ENGINE" Light will be illuminated when the
OBD II criteria is achieved. The ECM will operate the engine using the Throttle Position and Engine RPM
inputs.
NOTE: The HFM is non-adjustable.
Air Temperature Signal: This signal is needed by the ECM to correct the air volume input for changes in the
intake air temperature. The sensor is located in the intake manifold behind the throttle housing.
The ECM provides the power supply to this component. The sensor decreases in resistance as the temperature
rises and vice versa (NTC). The ECM monitors the applied voltage (5v), as air temperature changes the
resistance value the voltage signal will vary (0-5v).
If this input is defective, a fault code will be set and the "CHECK ENGINE" Light will be illuminated when the
OBD II criteria is achieved. The ECM will operate the engine using the Engine Coolant Sensor input.
Fig. 16: Identifying Air Temperature Signal
Pressure Control Valve: The pressure control valve varies the vacuum applied to the crankcase ventilation
depending on engine load. The valve is balanced between spring pressure and the amount of manifold vacuum.
The oil vapors exit the separator labyrinth (2) in the cylinder head cover (1). The oil vapors are drawn into the
cyclone type liquid/vapor separator (3) regulated by the pressure control valve (5). The collected oil will drain
back into the oil pan (4).
Fig. 17: Identifying Pressure Control Valve Components
At idle when the intake manifold vacuum is high, the vacuum reduces the valve opening allowing a small
amount of crankcase vapors to be drawn into the intake manifold. At part to full load conditions when intake
manifold vacuum is lower, the spring opens the valve and additional crankcase vapors are drawn into the intake
manifold.
Fig. 18: Locating Oil Vapors Exiting Separator Labyrinth In Cylinder Head Cover
1. Engine Oil Vapors

2. Collective Drain Back Oil
3. Oil Vapors to the Intake Manifold
Air flow into the engine is regulated by the Throttle Valve or the Idle Speed Control Valve. Both of these air
"passages" are necessary for smooth engine operation from idle to full load. On the MS41.X system, the
Throttle Valve is mechanically controlled and the Idle Speed Control Valve is electrically controlled. All of
the ECM monitoring, processing and output functions are a result of regulated air flow.
Fig. 19: Air Flow Principle
The Throttle Position Sensor is monitored by the ECM for throttle angle position and rate of movement. As
the throttle plate is opened, a rising voltage signal (up to 5v) requests acceleration and at what rate. The ECM
will increase the volume of fuel injected into the engine, advance the ignition timing and decrease the Idle
Speed Valve opening (air is now going by the throttle plate). The "full throttle" position indicates maximum
acceleration to the ECM and in addition to the functions just mentioned, this will have an effect on the air
conditioning compressor (covered in Performance Controls).
As the throttle plate is closed (integral springs), a decrease in voltage signals the ECM to activate fuel shut off if
the RPM is above idle speed (coasting). The Idle Speed Control Valve will then be opened to maintain idle
speed.
The ECM monitors the engine idle speed in addition the Throttle Position Sensor voltage. The voltage value is
"learned" at the correct idle speed and if the voltage value has changed (mechanical wear of throttle plate or
linkage), the ECM will adjust the Idle Speed Control Valve to maintain the correct idle speed based on the
"new" voltage (the adaptations must be cleared using the DIS/MoDIC). If the Throttle Position input is
defective, a fault code will be set and the "CHECK ENGINE" Light will illuminate when the OBD II criteria is
achieved. The ECM will maintain engine operation based on the Hot-Film Air Mass Sensor and the Engine
RPM Sensor.
The Idle Speed Control Valve is controlled by the ECM modulating the ground circuits to the two windings
for opening and closing. By varying the duty cycle applied to the windings, the valve can be progressively
opened or held steady to maintain the idle speed. If the Idle Speed Control Valve circuit is defective, a fault
code will be set and the "CHECK ENGINE" Light will illuminate when the OBD II criteria is achieved.
There are additional factors that influence the ECM in regulating idle speed:
Fig. 20: Identifying ECM In Regulating Idle Speed
 The RPM sensor input allows the ECM to monitor engine speed because of loads that cause idle
fluctuations due to drag on the engine: power steering, thick oil (friction forces), etc.
 Cold engine temperature (coolant NTC) provides higher idle speed to raise temperature sooner.
 Vehicle speed informs ECM when the vehicle is stationary and requires idle maintenance.
 A/C on request from the climate control system (arming the ECM) and compressor engage
(stabilize idle speed) acknowledgment.
 Range selector provides a Park/Neutral input to the ECM identifying when the vehicle is in a drive
gear. This signal allows idle stabilizaton for the increased load on the engine.
The Hot-Film Air Mass Sensor sends a varying voltage (0-5v) to the ECM representing the measured amount
of intake air volume. This input is used by the ECM to determine the amount of fuel to be injected. If this input
is defective, a fault code will be set and the "CHECK ENGINE" Light will illuminate when the OBD II criteria
is achieved. The ECM will maintain engine operation based on the Throttle Position Sensor and Engine Speed
Sensor.
The Air Temperature Signal allows the ECM to make a calculation of intake air temperature. The varying
voltage input from the NTC sensor indicates the larger proportion of oxygen found in cold air, as compared to
less oxygen found in warmer air. The ECM will adjust the amount of injected fuel because the quality of
combustion depends on oxygen sensing ratio.
The ignition timing is also affected by air temperature. If the intake air is hot the ECM retards the base ignition
timing to reduce the risk of detonation. If the intake air is cooler, the base ignition timing will be advanced. If
this input is defective, a fault code will be set and the "CHECK ENGINE" Light will illuminate when the OBD
II criteria is achieved.
Workshop Hints
Air Management
Unmetered air leaks can be misleading when diagnosing faults causing Check Engine Light/driveability
complaints.
Crankcase Ventilation System
A fault in this system can often "mislead" diagnosis. This type of fault can produce:
 Mixture/Misfire Defect Codes

 Whistling Noises
 Performance/Driveabiltity Complaints
 Crankcase Ventilation System
Throttle Valve And Throttle Position Sensor
These components are non-adjustable and tampering is not permitted. However, the attaching throttle and cruise
control cables should be adjusted.
Fig. 21: Identifying Throttle Valve And Throttle Position Sensor
Throttle Position Sensor - Testing
The Throttle Position Sensor can be tested with the following methods:
 DIS Status Page (approx. 0.6v idle to 4.2v full throttle)

 DIS Oscilloscope - Select from the Preset Measurements which requires taking the measurements
with the ECM and Universal Adapter with the ECM disconnected. (approx. 1-4 k ohms).
 Resistance check of the entire circuit, using the Universal Adapter with the ECM disconnected
(approx. 1-4 k ohms).
Idle Speed Control Valve - Testing

 The Idle Speed Control Valve and idle air circuit (passage ways) should be checked for physical
obstructions. Visually inspect the sealing gasket (1), mounting (2) and air hose clamps (3).
 The resistance of the valve winding should be checked.
 The ECM output and Idle Speed Control Valve operation can be tested by "Component
Activation" on the DIS/MoDIC.
 The Pulse Width Modulated ground outputs from the ECM can be tested using the DIS/MoDIC
Oscilloscope.
 Consult Technical Data for specified idle speed.
NOTE: If the valve is blocked or contaminated, An HFM fault code will also be present!
Hot-Film Air Mass Sensor
This component is non-adjustable and tampering is not permitted.
A faulty Hot-Film Air Mass Sensor can produce the following complaints:
 Difficult To Restart When Engine Is Hot

 Engine Starts Then Stalls
 "CHECK ENGINE" Light Illuminated
 Engine Starts And Runs Only With Accelerator Pedal Depressed
Testing:
The Hot-Film Air Mass Sensor can be tested with the following methods:
 DIS/MoDIC Fault Code and Component Testing.

 DIS Status Page
 DIS Oscilloscope - which requires taking the measurement with the ECM and the Universal
Adapter connected to the circuit (engine running).
Fig. 25: Testing Hot-Film Air Mass Sensor
NOTE: Visually inspect the sensor for damaged, missing or blocked screens. The
screens affect air flow calibration. Also inspect the sealing rings where the
sensor inserts in the air filter housing and intake boot. Ensure the pin
connections are tight.
Air Temperature Signal - Testing
NTC sensors decrease in resistance as the temperature rises and vice versa. The ECM monitors the sensor
voltage which varies as temperature changes the resistance value. For example, as temperature rises:
Fig. 26: Testing Air Temperature Signal
 Resistance through the sensor decreases.

 Voltage drop across the sensor decreases.
 Input signal voltage also decreases (5 - 0v)
This Sensor should be tested using:
 DIS/MoDIC Status page

 DIS/MoDIC Multimeter 2.2 - 2.7 k ohms at 20°C
Tools And Equipment
The DIS/MoDIC as well as a reputable hand held multimeter can be used when testing inputs/components.
Fig. 27: Identifying Special Tools And Equipment
When installing the Universal Adapter to the ECM (E36 located below the windshield on the passenger side of
the engine compartment, Z3/E39 in the Electronics Box), make sure the ignition is switched off.
The Slack Tube Manometer Test Tool (#99 00 0 001 410) should be used to troubleshoot crankcase ventilation
valves.
FUEL MANAGEMENT
Fig. 29: Identifying Fuel Management
Fuel Tank: The fuel tank is made of high density polyethylene (reduced weight) which is manufactured to meet
safety requirements.
A mid-chassis mounted "saddle" type tank is used (E36/ E39) which provides a tunnel for the driveshaft but
creates two separate low spots in the tank.
A Siphon jet is required with this type of tank to transfer fuel from the left side, linked to the fuel return line.
As fuel moves through the return, the siphon jet creates a low pressure (suction) to pick up fuel from the left
side of the tank and transfer it to the right side at the fuel pick up.
The Z3 uses a conventional type fuel tank that is mounted between the seats and the luggage compartment. The
Z3 has a single sending unit that (with the fuel pump) is accessed from behind the passenger seat.
Fig. 30: Identifying Fuel Tank Components
Fuel Pump: The electric fuel pump supplies constant fuel volume to the injection system. This system uses a
single submersible (in the fuel tank) pump. The inlet is protected by a mesh screen.
When the fuel pump is powered, the armature will rotate the impeller disc creating low pressure at the inlet. The
fuel will be drawn into the inlet and passed through the fuel pump housing (around the armature). The fuel
lubricates and cools the internals of the pump motor.
The fuel will exit through a non-return check valve to supply the injection system. The non-return check valve
is opened by fuel exiting the pump and will close when the pump is deactivated. This maintains a "prime" of
fuel in the filter, lines, hoses and fuel rail.
Fig. 31: Identifying Electric Fuel Pump
The pump contains an internal overpressure relief valve that will open (reducing roller cell pressure) if there is a
restriction in the fuel supply hardware.
Fuel Supply Components: The fuel is transferred from the fuel pump to the fuel filter. The fuel filter "traps"
contaminants before they reach the fuel injectors and should be replaced at the specified interval. The arrow on
the filter denotes the installation direction (under the driver side floor). The large filter size also serves as a
volume reservoir for pressurized fuel (dampening fuel pump pulsations).
Fig. 32: Identifying Pump Container
Running Losses refers to the fuel vapors that can escape to the atmosphere during vehicle operation. The fuel
pump delivers more volume than the injection system requires. The unused fuel is routed through a return line
to the tank at the fuel pressure regulator integrated in the Running Losses 3/2 Way Valve under the driver side
floor. The fuel is constantly circulated in this manner.
Using the by-pass type regulator reduces the returned fuel temperature to the tank.
Fig. 33: Identifying Fuel Supply Components
Running Losses Fuel Supply: The ECM controls the operation of the Running Losses Fuel Circuit by
activating the by-pass solenoid. The solenoid is energized for 20 seconds on engine start up to supply full fuel
volume to the fuel rail. After 20 seconds, the solenoid is deactivated and sprung closed (the by-pass is opened).
This reduces the amount of fuel circulating through the fuel rail and diverts the excess to return through the fuel
pressure regulator.
The fuel injectors are provided with regulated fuel for injection but the returned fuel by-passes the engine
compartment fuel rail thus lowering the temperature and amount of vaporization that takes place in the fuel
tank.
The solenoid is also activated momentarily if an engine misfire is detected. This function provides full fuel flow
through the fuel rail to determine if the misfire was caused by a lean fuel condition. The solenoid is monitored
by the ECM for faults.
Fig. 34: Identifying Running Losses Fuel Supply
Fuel Pressure Regulator: The Fuel Pressure Regulator maintains a constant "pressure differential" for the fuel
injectors.
The fuel pressure is set to 3.5 bar (+/- 0.2) by internal spring tension on the restriction valve.
The vacuum chamber is sealed off by a diaphragm which is connected by a hose to the intake manifold. Intake
manifold vacuum regulates the fuel pressure by assisting to compress the spring (lowering fuel pressure).
When the restriction valve opens, unused fuel returns back to the fuel tank.
Fig. 35: Identifying Fuel Pressure Regulator
Examples of "pressure differential" are:
 At low to part throttle, intake manifold vacuum is available at the tip of the fuel injectors to enhance fuel
"flow through". Vacuum is also applied to the fuel pressure regulator vacuum chamber, causing the
diaphragm to compress the spring which opens the restriction valve. This lowers the fuel pressure
available to the fuel injectors.
Fig. 36: Identifying Fuel Supply (1 Of 2)
 Wide open throttle depletes intake manifold vacuum at the tip of the fuel injectors and in the fuel pressure
regulator vacuum chamber. The spring closes the restriction valve to raise fuel pressure available to the
fuel injectors. This maintains pressure differential (fuel flow through) for the fuel injectors.
Fig. 37: Identifying Fuel Supply (2 Of 2)
By maintaining constant Fuel Pressure Differential through vacuum sensing (engine load), the ECM can then
regulate volume and mixture by the length of time the injectors are open (duration).
The fuel rail distributes an even supply of fuel to all of the injectors, and also serves as a volume reservoir. The
fuel rail is secured by bolts to the intake manifold.
Bosch Fuel Injectors: The Fuel Injectors are electronically controlled solenoid valves that provide precise
metered and atomized fuel into the engine intake ports. The Fuel Injector Valve consists of:
Fuel is supplied from the fuel rail to the injector body. The fuel is channeled through the injector body to the
needle valve and seat at the tip of the injector.
Without electrical current, the needle valve is sprung closed against the seat.
Fig. 38: Identifying Bosch Fuel Injectors Components
1. Fuel Strainer
2. Electrical Connector
3. Solenoid Winding
4. Closing Spring
5. Solenoid Armature
6. Needle Valve
7. Pintle
The Fuel Injectors receive voltage from the Engine Control Module Relay. The ECM activates current flow
through the injector solenoid creating a magnetic field that pulls the needle "up" off of its seat.
The pressurized fuel flows through the opening and deflects off of the pintle.
The pintle (tip of the needle) is a cone shaped deflector that "fans out" the fuel spray into an angled pattern
which helps to atomize the fuel.
When the ECM deactivates current flow, the needle valve is sprung closed against the seat and fuel flow
through the injector is stopped.
The length of time that the ECM activates the Fuel Injectors is very brief, the duration is in milli-seconds (ms).
This affects the mount of fuel volume flowing through the Fuel Injectors.
The ECM will vary the length of time (ms) to regulate the air/fuel ratio (mixture).
Fig. 39: Identifying Cone Shaped Pintle
The Fuel Injectors are mounted in rubber "o rings" between the fuel rail and the intake manifold to insulate
them from heat and vibration.
This insulation also reduces the injector noise from being transmitted through the engine compartment. The
Fuel Injectors are held to the fuel rail by securing clips (arrow).
Fig. 40: Identifying Fuel Injector Securing Clips
If a Fuel Injector is faulty (mechanical or electrical), it can produce the following complaints:
 "CHECK ENGINE" Light

 Long Crank Time (Leaking)
 Engine Hydrolock (Leaking)
 Oxygen Sensor/Mixture/Injector Related Fault Codes
 Misfire/Rough Idle (Leaking or Blocked)
 Excessive Tailpipe Smoke (Leaking)
Crankshaft Position/RPM Sensor (Hall Effect): This sensor provides the crankshaft position and engine
speed (RPM) signal to the ECM for Fuel Pump and Injector operation.
A Hall sensor is mounted on the left side at the rear of the engine block. The impulse wheel is mounted on the
crankshaft inside the crankcase, at the rear main bearing support. The impulse wheel contains 58 teeth with a
gap of two missing teeth.
The Hall sensor is supplied with voltage from the ECM. A digital square wave signal is produced by the sensor
as the teeth of the impulse wheel pass by. The "gap" allows the ECM to establish crankshaft position.
Fig. 41: Checking Crankshaft Position/RPM Sensor (Hall Effect)
The crankshaft position sensor is monitored as part of OBD II requirements for Misfire Detection. If this input
is faulty, the ECM will operate the engine (limited driveability) from the Camshaft Sensor input. A fault with
this input will produce the following complaints:
 Hard Starting/Long Crank Time
 Driveability/Misfire/Engine Stalling
 "CHECK ENGINE" Light
Cylinder Identification Signal: An angle pulse generator is used for the camshaft position sensing. The
MS41.X ECM uses the signal from the camshaft sensor to set up the fully sequential fuel injection.
This sensor consists of two windings (primary and secondary) that are connected together at one end, and a
magnetic core.
The primary winding is supplied with a 120 kHz AC signal. The magnetic coupling causes an induced voltage
into the secondary winding (at the same frequency). However the induced voltage has a slight phase shift due to
the induction time delay.
Fig. 42: Checking Cylinder Identification Signal
The trigger wheel of the camshaft influences the magnet field of the sensor and causes the phase shift to
increase as the disc of the wheel moves closer to the sensor. The ECM monitors this change in phase shift as
"TDC" (compression input) from the camshaft. When the disc passes by the sensor the phase shift moves closer
again.
If this input is defective, the system will still operate based on the Crankshaft Position/RPM Sensor. A fault will
be set and the ECM will activate the injectors in parallel. The camshaft position sensor is monitored as part of
the requirements for OBD II.
Fig. 43: Waveform Of Crankshaft Position/RPM Sensor
Engine Coolant Temperature: The Engine Coolant Temperature is provided to the ECM from an NTC type
sensor located in the coolant jacket of the cylinder head. The sensor contains two NTC elements, the other
sensor is used for the instrument cluster temperature gauge.
The ECM determines the correct air/fuel mixture required for the engine temperature by monitoring an applied
voltage to the sensor (5v). This voltage will vary (0-5v) as coolant temperature changes the resistance value.
Fig. 44: Checking Engine Coolant Temperature
If the Coolant Temperature Sensor input is faulty, a fault code will be set the ECM will assume a substitute
value (80°C) to maintain engine operation.
Throttle Position Sensor: The potentiometer is monitored by the ECM for throttle angle position and rate of
movement. For details about the sensor, refer to the AIR MANAGEMENT section.
As the throttle is opened, the ECM will increase the volume of fuel injected into the engine. As the throttle plate
is closed, the ECM activates fuel shut off if the RPM is above idle speed (coasting).
Fig. 45: Checking Throttle Position Sensor
If the Throttle Position input is defective, a fault code will be set. The ECM will maintain fuel injection
operation based on the Air Flow Volume Sensor and the Crankshaft Position/RPM Sensor.
Hot-Film Air Mass Meter (HFM): The air volume input signal is used by the ECM to determine the amount
of fuel to be injected for correct air/fuel ratio. For details about the sensor, refer to the AIR MANAGEMENT
section.
If this input is defective, a fault code will be set and the ECM will operate the engine using the Throttle Position
and Engine RPM inputs.
Fig. 46: Checking Hot-Film Air Mass Meter (HFM)
Air Temperature: This signal allows the ECM to make a calculation of air density. For details about the
sensor, refer to the AIR MANAGEMENT section.
The varying voltage input from the NTC sensor indicates the larger proportion of oxygen found in cold air, as
compared to less oxygen found in warmer air. The ECM will adjust the amount of injected fuel because the
quality of combustion depends on oxygen sensing ratio.
If this input is defective, a fault code will be set and the ECM will operate the engine using the Engine Coolant
Sensor input.
Fig. 47: Checking Air Temperature
Fuel Management delivers fuel from the tank to the intake ports of the engine. To accomplish this, fuel supply
must be available to the fuel injectors. Then the fuel must be injected in the precise amount and at the correct
time. The ECM does not directly monitor fuel supply, although it does control fuel supply. The Fuel Pump
supplies fuel when it receives operating voltage from the Engine Control Module Relay supplying the Fuel
Pump Relay. The ECM controls and monitors fuel injection.
Fig. 48: Fuel Management Components
The Fuel Pump will be activated when the ignition (KL15) is switched "on" and the ECM supplies a ground
circuit to activate the Fuel Pump Relay. The Fuel Pump Relay supplies operating power to the in-tank mounted
fuel pump. This is a momentary activation to "pressurize" (prime) the fuel system.
The ECM then requires an engine RPM signal from the Crankshaft Position/RPM Sensor to maintain
continuous Fuel Pump Relay activation.
If the engine RPM signal is not present, the ECM will deactivate the Fuel Pump Relay.
Fig. 49: Checking ECM & Fuel Pump Relays
The Fuel Injectors will be opened by the ECM to inject pressurized fuel into the intake ports. The Fuel
Injectors receive voltage from the Engine Control Module Relay. The ECM controls the opening by activating
the ground circuits for the Solenoid Windings. The ECM will vary the duration (in milli-seconds) of "opening"
time to regulate the air/fuel ratio.
The ECM has six Final Stage output transistors that switch ground to the six injector solenoids. The Injector
"triggering" is first established from the Crankshaft Position/RPM Sensor.
The ECM is programmed to activate the Final Stage output transistors once for every two revolutions of the
crankshaft in two groups (Semi- Sequential Injection).
Fig. 50: Checking Crankshaft Position/RPM Sensor
The injectors are opened in two groups for every complete "working cycle" of the engine. This delivers the fuel
charge for cylinders 1,5,3 during one revolution of the crankshaft and cylinders 6,2,4 during the second
revolution of the crankshaft. This process enhances fuel atomization during start up.
Fig. 51: Semi-Sequential Injection Graph
During start up, the ECM recognizes the Camshaft Position (Cylinder ID) input. The camshaft position is
referenced to the crankshaft position. It then switches the injection to Full Sequential. This process "times" the
injection closer to the intake valve opening for increased efficiency.
When activated, each injector delivers the full fuel charge at separate times during each engine working cycle.
If this input is faulty, the ECM will activate the injectors in Parallel to maintain engine operation and set a fault
code.
Fig. 52: Full Sequential Injection Graph
The Injector "open" Time to maintain engine operation after it has been started is determined by the ECM
(programming). The ECM will calculate the engine "timing" based on a combination of the following inputs:
Fig. 53: Checking Injector Open Time
 Battery Voltage
 Throttle Position
 Air Flow Volume/Mass
 Air Temperature
 Crankshaft Position/RPM
 Camshaft Position (Cylinder ID)
 Engine Coolant
 Oxygen Sensor (Detail in Emissions)
The injection ms value will be regulated based on battery voltage. When cranking, the voltage is low and the
ECM will increase the ms value to compensate for injector "lag time". When the engine is running and the
battery voltage is higher, the ECM will decrease the injection ms value due to faster injector reaction time.
Cold starting requires additional fuel to compensate for poor mixture and the loss of fuel as it condenses onto
cold intake ports, valves and cylinder walls. The cold start fuel quantity is determined by the ECM based on the
Engine Coolant Temperature Sensor input during start up.
During cranking, additional fuel is injected (in Semi-Sequential) for the first few crankshaft revolutions. After
the first few crankshaft revolutions, the injected quantity is metered down as the engine comes up to speed.
When the engine speed approaches idle RPM, the ECM recognizes the Camshaft Position and switches to Full
Sequential injection.
When the engine is cold, optimum fuel metering is not possible due to poor air/fuel mixing and an enriched
mixture is required. The Coolant Temperature input allows the ECM to adjust the injection ms value to
compensate during warm up and minimize the injected fuel at engine operating temperature.
When the engine is at idle, minimum injection is required. Additional fuel will be added if the ECM observes
low engine RPM and increasing throttle/air volume inputs (acceleration enrichment). As the throttle is opened,
the ECM monitors acceleration and rate of movement. The ECM will increase the volume of fuel injected into
the engine by increasing the injection ms value. The "full throttle" position indicates maximum acceleration and
the ECM will add more fuel (full load enrichment).
As the throttle is closed, the ECM decreases the injection ms value (fuel shut off) if the RPM is above idle
speed (coasting). This feature decreases fuel consumption and lowers emissions. When the engine RPM
approaches idle speed, the injection ms value is increased (cut-in) to prevent the engine from stalling. The cut-in
RPM is dependent upon the engine temperature and the rate of deceleration.
The Hot-Film Air Mass (HFM) signal provides the measured amount of intake air volume/ mass. This input is
used by the ECM to determine the amount of fuel to be injected to "balance" the air/fuel ratio.
The Air Temperature Signal allows the ECM to make an additional calculation of air density. The varying
voltage input from the NTC sensor indicates the larger proportion of oxygen found in cold air, as compared to
less oxygen found in warmer air. The ECM will adjust the amount of injected fuel because the quality of
combustion depends on oxygen sensing ratio (details in Emissions).
The Crankshaft Position/RPM signals the ECM to start injection as well as providing information about the
engine operation. This input is used in combination with other inputs to determine engine load which
increases/decreases the injection ms value. Without this input, the ECM will not activate the injectors.
The Camshaft Position (Cylinder ID) affects the injection timing (Semi-Sequential/Full Sequential). To
accomplish this, the ECM contains six Final Stage output transistors that activate the injectors individually. The
engine operates sufficiently on Semi-Sequential Injection (two groups of three), but more efficiently on Full
Sequential Injection (six individual). If one of the fuel injector circuits faulted, the engine can still operate on
limited power from the other remaining fuel injector circuits.
Injection "Reduction" Time is required to control fuel economy, emissions, engine and vehicle speed
limitation. The ECM will "trim" back or deactivate the fuel injection as necessary while maintaining optimum
engine operation.
As the throttle is closed during deceleration, the ECM decreases the injection ms value (fuel shut off) if the
RPM is above idle speed (coasting). This feature decreases fuel consumption and lowers emissions.
Fig. 54: Checking Injection Reduction Time
When the engine RPM approaches idle speed, the injection ms value is increased (cut-in) to prevent the engine
from stalling. The cut-in RPM is dependent upon the engine temperature and the rate of deceleration. This
function can be observed as displayed on the Fuel Economy (MPG) gauge.
The ECM will selectively deactivate injectors to control maximum engine RPM (regardless of vehicle speed).
When the engine speed reaches 6500 RPM (7600 RPM M3), the injectors will be individually deactivated as
required to protect the engine from over-rev. As the engine speed drops below 6500 (7600 M3) RPM, injector
activation will be resumed. This feature does not protect the engine from a forced over-rev such as
improperly downshifting a manual transmission equipped vehicle (driver error).
Maximum vehicle speed is also limited by the ECM selectively deactivating the injectors (regardless of engine
RPM).
Fig. 55: Identifying Speedometer

This limitation is based on the vehicle dimensions, specifications and installed tires (speed rating).
Fig. 56: Deactivating Injectors
The ECM will also protect the Catalytic Converter by deactivating the injectors.
If the ECM detects a "misfire" (ignition, injection or combustion) it can selectively deactivate the Final Stage
output transistor for that cylinder(s).
The injector(s) will not open, preventing unburned fuel from entering the exhaust system.
On the MS41.X system, there are six individual injector circuits resulting in deactivation of one or multiples.
This will limit engine power, but protect the Catalytic Converter.
Fig. 57: Deactivating Injectors
Fuel Injection Control Monitoring is performed by the ECM for OBD II requirements. Faults with the fuel
injectors and/or control circuits will be stored in memory. This monitoring includes:
 Closed Loop Operation

 Oxygen Sensor Feedback
These additional corrections are factored into the calculated injection time. If the correction factor exceeds set
limits a fault will be stored in memory.
When the criteria for OBD II monitoring is achieved, the "CHECK ENGINE" Light will be illuminated.
Fig. 58: Fuel Injection Control Monitoring Graph
Workshop Hints
Before any service work is performed on any fuel system related component, always adhere to the
following:
 Observe relevant safety legislation pertaining to your area.

 Ensure adequate ventilation.
 Use exhaust extraction system where applicable (alleviate fumes).
 DO NOT OPERATE THE FUEL PUMP unless it is properly installed in the fuel tank and is
submersed in the fuel (fuel lubricates the pump).
 DO NOT SMOKE while performing fuel system repairs.
 Always wear adequate protection clothing including eye protection.
 Use caution when working around a HOT engine compartment.
 During fuel system repairs that involve "sealing rings", always replace them with new COPPER
sealing rings only.
 BMW does not recommend any UNAUTHORIZED MODIFICATIONS to the fuel system. The
Fuel systems are designed to comply with strict federal safety and emissions regulations. In the
concern of product liability, it is unauthorized to sell or perform modifications to customers
vehicles, particularly in safety related areas.
 Always consult the Repair Instructions on the specific model you are working on before attempting
a repair.
Fuel
Fuel quality should always be considered when diagnosing a driveability complaint. The type of fuel, proper
AKI rating, impurities and moisture are not factored by the ECM.
Please refer to the Owner's Manual.
Fuel Supply
The fuel supply hardware should be visually inspected for damage that can affect pick-up, transfer, pressure.
Fuel Pump And Sending Unit Access
All BMW vehicles have access plates to service the fuel pump and sending unit(s) without removing the fuel
tank.
Fig. 59: Identifying Fuel Pump And Sending Unit Access
The E36/E39 access plates are located under the rear seat. The "saddle" type fuel tank (under rear seat) has two
access plates.
Fig. 60: Identifying Fuel Pump/Sending Unit
The passenger side allows access to the fuel pump/sending unit. The driver side allows access to the sending
unit.
The Z3 has a single access plate located behind the passenger seat.
Fig. 61: Identifying Single Access Plate
Draining Fuel Tank
In order to remove the fuel tank it must be drained first to avoid fuel spills and handling excessive weight. In
some cases depending on the fuel tank dimensions (vehicle specific), it is also necessary to drain the fuel tank to
replace the sending units and/or fuel pump.
CAUTION: In some vehicles, the sending units/fuel pump is mounted lower than the
top of the fuel tank. A fuel spill will be encountered if the fuel is not
drained.
The saddle type tank requires an additional step to drain the fuel from the driver side. The evacuation equipment
should be attached to the tank compensating hose (arrow) to drain out the remaining fuel.
Fig. 62: Identifying Sending Units/Fuel Pump
Fuel Pump/Pressure Regulator - Testing
The fuel pump should be tested for delivery pressure and volume. Caution when disconnecting fuel hoses
because there is the possibility of residual fuel pressure! Install the fuel pressure gage between the fuel filter and
pressure regulator.
Remove the fuel pump relay (located in the Electronics Box E36/Z3, and right side of the trunk E39 - see relay
testing in the POWER SUPPLY section) and connect the Relay Bypass Switch to pin 87b and 30 of the relay
socket. This will activate the fuel pump without running the engine.
Fig. 63: Testing Fuel Pump/Pressure Regulator

Fuel volume must be tested to verify:
 Fuel Pump Output

 Restriction are not present in the pump pickup lines/hoses and fuel filter
Fig. 64: Testing Fuel Volume
Fuel Injectors
When inspecting the fuel injectors, consider the following:
 O-rings should be replaced, lubricated with vaseline or SAE 90 gear oil for installation
 Verify the code number
 Plastic spacer washer is not damaged
 Color code of nozzle housing
 Color code injector housing
Fig. 65: Identifying Fuel Injector Components
Fuel injectors can leak which bleeds off fuel pressure and increases emissions. The injectors can be tested using
the Fuel Injector Leakage Tester.
Fig. 66: Testing Fuel Injectors
The Fuel Injectors should also be tested using the DIS/MoDIC for:
Fig. 67: Testing Fuel Injectors
 Resistance
 Power Supply
 Status Display - Fuel Injection Signal (approximate 3.5 - 5 ms)
 ECM Final Stage transistor activation. This test function is found under the Oscilloscope Preset list
- "Ti Injection Signal". Install the 88 pin adapter, Diagnostic cable, MFK 2 negative lead to ECM
ground and MFK 2 positive lead to the ground activation circuit for the injector. This test is
performed with the engine running.
Fig. 68: Fuel Injectors Testing Graph
Crankshaft Position/RPM Sensor
This sensor should be tested using the DIS/MoDIC for:
 Power Supply
 DC Voltage
 Status Display
 Oscilloscope Display found under Preset Measurements - "Engine Speed Sensor Signal"
Fig. 69: Testing Crankshaft Position/RPM Sensor
Camshaft Position Sensor (Cylinder ID)
This sensor should be tested using the DIS/MoDIC for:
 Resistance
 Power Supply
 AC Voltage
 Status Display
 Oscilloscope Display found under Preset list - "Camshaft Sensor Signal"
Fig. 70: Waveform Of Camshaft Position Sensor (Cylinder Id) Graph
Engine Coolant Temperature
NTC sensors decrease in resistance as the temperature rises and vice versa. The ECM monitors the sensor
voltage which varies as temperature changes the resistance value. For example, as temperature rises:
 Resistance through the sensor decreases

 Voltage drop of the sensor decreases
 Input signal voltage also decreases (5-Ov)
The Sensor should be tested using:
 DIS/MoDIC Status page degrees C (dependent on engine temperature).

 DIS/MoDIC Multimeter ECM input 2.250 K ohms at 20°C Temp. Gauge input 6.7 K ohms at 20°C
Fig. 71: Testing Engine Coolant Temperature
Tools And Equipment
The DIS/MoDIC as well as a reputable hand held multimeter can be used when testing inputs/ components.
Fig. 72: Identifying Special Tools And Equipment
When installing the Universal Adapter to the ECM (located below the windshield on the passenger side of the
engine compartment), make sure the ignition is switched off.
The Fuel Hose Clamp Tool (#13 3 010) can be used for isolating pressure faults. In addition, fuel loss can be
reduced when changing the fuel filter while loosening clamps (1 and 2).
The Relay Bypass Switch (#61 3 050) must be used especially when fuel vapors are present! The switch
eliminates the risk of electrical arcing.
When testing fuel pressure, the hand held fuel pressure gage (#13 3 060) can be used.
Caution: Residual fuel pressure may be present!
The DIS is equipped with a pressure measuring function, found in Measurement testing. The following adapters
(Special Tool numbers) will be necessary:
 #13 6 051
 #13 6 055
 #13 6 057
These adapters install "in line" in the fuel pressure hose.

Fig. 74: Testing Fuel Pressure
For vehicles equipped with "quick-release" couplings, install special tool (#13 5 270) between the fuel filter (1)
and pressure supply hose (2). This tool will couple to the DIS Pressure Adapter (3).
Fig. 75: Identifying DIS Pressure Adapter
Later production fuel rails are equipped with a threaded adapter fitting (1).
This threaded adapter fitting allows Adapter #13 5 220 to be threaded on to the fuel rail and coupled to the DIS
Pressure Adapter.
When testing the fuel injectors for leakage, use Special Tool #88 88 5 000 362. This tool pressurizes the
injectors with air and the injector tips are submersed in water. If air bubbles are present, this indicates the
leaking injector(s).
Fig. 76: Testing Fuel Injectors For Leakage
IGNITION MANAGEMENT
Fig. 77: Identifying Ignition Management
Ignition Coils: The high voltage supply required to ignite the mixture in the combustion chambers is
determined by the stored energy in the ignition coils. The stored energy contributes to the ignition duration,
ignition current and rate of high voltage increase. The Coil circuit including primary and secondary components
consists of:
1. Coil Assembly
 Primary Winding
 Secondary Winding
2. Resistor (Boot Connector)

3. Spark Plug
4. ECM Final Stage Transistor
5. Secondary Coil Ground with 235 ohm resistor
Fig. 78: Identifying Coil Assembly
The Coil Assembly contains two copper windings insulated from each other. One winding is the primary
winding, formed by a few turns of thick wire. The secondary winding is formed by a great many turns of thin
wire.
The primary winding receives battery voltage from the ignition switch (KL 15), or Ignition Coil Power Relay
(>9/97 activated by the ignition switch KL15). The ECM provides a ground path for the primary coil (Terminal
1) by activating a Final Stage transistor. The length of time that current flows through the primary winding is
the "dwell" which allows the coil to "saturate" or build up a magnetic field. After this storage process, the ECM
will interrupt the primary circuit at the point of ignition by deactivating the Final Stage transistor. The magnetic
field built up within the primary winding collapses and induces the ignition voltage in the secondary winding.
The voltage generated in the secondary winding is capable of 50,000 volts (50 KV). The high voltage is
discharged (Terminal 4) through the secondary ignition spark plug connector (boot) to the spark plug.
The primary and secondary windings are uncoupled, therefore, the secondary winding requies a ground supply
(Terminal 4a).
The secondary grounds through a "shunt resistor" (approximately 235 ohms). The secondary ground is also
supplied to the ECM which allows monitoring of secondary ignition. The resistor is located in the wiring tray
on top of the cylinder head cover.
Fig. 79: Testing Coil Assembly
As the secondary magnetic field collapses, a voltage spike is induced in the windings. The ECM monitors the
voltage drop across the resistor as an indication of coil firing. After the ECM activates the primary ignition, this
feedback signal (Terminal 4a Signal) is confirmation that secondary ignition took place. The ECM measures
the duration of time it takes the voltage drop for each ignition coil to dissipate below two volts. The time scale
constantly changes based on engine RPM.
 If the 2 volt signal is not maintained long enough, the ECM detects a week spark.
 If the feedback signal is not present (0 volts) ignition did not take place.
If the signal is missing, an ignition coil fault will be set for that cylinder. If multiple signals are missing, a
feedback circuit fault will be set. If the ground circuit is defective, a ground fault will be set.
There is an individual ignition circuit and coil for each cylinder on the MS41.X system.
The six individual ignition coils (1) are coupled to spark plug connectors (2) which contain a resistor. The
assemblies are mounted on top of the cylinder head cover.
There are two manufacturers of ignition coils: Bremi and Bosch.

Fig. 80: Identifying Spark Plug Connectors
Spark Plugs: The spark plugs introduce the ignition energy into the combustion chamber. The high voltage
"arcs" across the air gap in the spark plug from the positive electrode to the negative electrode. This creates a
spark which ignites the combustible air/fuel mixture.
The spark plugs are located in the center of the combustion area (on the top of the cylinder head) which is the
most suitable point for igniting the compressed air/fuel mixture.
Fig. 81: Identifying Spark Plugs
The correct spark plugs for this system are:

 Bosch F8LDCR (dual electrode, non-adjustable gap)
NOTE: The High Performance Platinum Spark Plugs are also approved for use.
 NGK BKR6EQUP (quad electrode, non-adjustable gap)
Fig. 82: Identifying Platinum Spark Plugs
Faults with the Ignition Output Components are monitored by the ECM. If there are faults with the ignition
coil(s) output and/or spark plugs, the following complaints could be encountered:
 "CHECK ENGINE" Light With Mixture Related Fault Codes

 Poor Engine Performance
 Engine Misfire
 No Start / Hard Starting
 Excessive Exhaust Emissions / Black Smoke
The ignition is monitored by the ECM via the secondary ignition feedback circuit and Crankshaft Position/RPM
Sensor. If a Misfire fault is present, the "CHECK ENGINE" Light will illuminate when the OBD II criteria is
achieved and the ECM will deactivate the corresponding fuel injector for that cylinder. Engine operation will
still be possible.
Knock Sensors: are required to prevent detonation (pinging) from damaging the engine. The Knock Sensor is a
piezoelectric conductor-sound microphone. The ECM will retard the ignition timing (cylinder selective) based
on the input of these sensors. Detonation can occur due to:
 High Compression Ratio

 Poor Quality Fuel (Octane Rating)
 High Level of Cylinder Filling
 Maximum Timing Advance Curve
 High Intake Air and Engine Temperature
 Carbon Build-Up (Combustion Chamber)
The Knock Sensor consists of:
1. Shielded Wire
2. Cup Spring
3. Seismic Mass
4. Housing
5. Inner Sleeve
6. Piezo-Ceramic Element
Fig. 83: Identifying Knock Sensor Components
A piezo-ceramic ring is clamped between a seismic mass and the sensor body. When the seismic mass senses
vibration (flexing), it exerts a force on the peizo-ceramic element. Opposed electrical charges build up on the
upper and lower ceramic surfaces which generates a voltage signal. The acoustic vibrations are converted into
electrical signals. These low voltage signals are transmitted to the ECM for processing.
There are two Knock Sensors bolted to the engine block on the intake manifold side, (1) between cylinders 1 - 3
and (2) between cylinders 4 - 6. If the signal value exceeds the threshold, the ECM identifies the "knock" and
retards the ignition timing for that cylinder.
If a fault is detected with the sensor(s), the ECM deactivates Knock Control. The "CHECK ENGINE" Light
will be illuminated when the OBD II criteria is achieved, the ignition timing will be set to a conservative basic
setting and a fault will be stored.
Crankshaft Position/RPM Sensor: This sensor provides the crankshaft position and engine speed (RPM)
signal to the ECM for ignition activation and correct timing. This input is also monitored for Misfire Detection.
For details about the sensor, refer to the FUEL MANAGEMENT section.
A fault with this input will produce the following complaints:
 No Start
 Intermitant Misfire/Driveabilty
 Engine Stalling
Fig. 84: Testing Crankshaft Position/RPM Sensor
Camshaft Position Sensor (Cylinder Identification): The cylinder ID sensor input allows the ECM to
determine camshaft position in relation to crankshaft position. It is used by the ECM to establish the "working
cycle" of the engine for precise ignition timing. For details about the sensor, refer to the FUEL
MANAGEMENT section.
If the ECM detects a fault with the Cylinder ID Sensor, the "CHECK ENGINE" Light will be illuminated when
the OBD II criteria is achieved and the system will still operate precise single ignition based on the Crankshaft
Position/RPM Sensor.
If the signal is impaired during a restart, the ECM will activate "double ignition". The ignition coils will be
activated on both the compression and exhaust strokes to maintain engine operation.
Fig. 85: Testing Camshaft Position Sensor (Cylinder Identification)
Engine Coolant Temperature: The ECM determines the correct ignition timing required for the engine
temperature. For details about the sensor, refer to the FUEL MANAGEMENT section. This sensor is located
in the coolant jacket of the cylinder head.
If the Coolant Temperature Sensor input is faulty, the "CHECK ENGINE" Light will be illuminated when the
OBD II criteria is achieved and the ECM will assume a substitute value (80°C) to maintain engine operation.
The ignition timing will be set to a conservative basic setting.
Fig. 86: Testing Engine Coolant Temperature
Throttle Position Sensor: This sensor provides the ECM with throttle angle position and rate of movement. As
the throttle is opened the ECM will advance the ignition timing. The "full throttle" position indicates maximum
acceleration to the ECM, the ignition will be advanced for maximum torque. For details about the sensor, refer
to the AIR MANAGEMENT section.
If the Throttle Position input is defective, a fault code will be set and the "Check Engine" Light will illuminate
when the OBD II criteria is achieved. The ECM will maintain engine operation based on the HFM and the
Engine Speed Sensor, and the ignition timing will be set to a conservative basic setting.
Hot-Film Air Mass Meter: This input is used by the ECM to determine the amount of ignition timing advance
based on the amount of intake air volume. For details about the sensor, refer to the AIR MANAGEMENT
section.
If this input is defective, a fault code will be set and the "CHECK ENGINE" Light will illuminate when the
OBD II criteria is achieved. The ECM will maintain engine operation based on the Throttle Position Sensor and
Engine Speed Sensor, and the ignition timing will be set to a conservative basic setting.
Fig. 88: Testing Hot-Film Air Mass Meter
Air Temperature: This signal allows the ECM to make a calculation of air density. The sensor is located in the
intake manifold behind the throttle housing. For details about the sensor, refer to the AIR MANAGEMENT
section.
The ECM will adjust the ignition timing based on air temperature. If the intake air is hot the ECM retards the
ignition timing to reduce the risk of detonation. If the intake air is cooler, the ignition timing will be advanced.
If this input is defective, a fault code will be set and the "Check Engine" Light will illuminate when the OBD II
criteria is achieved. The ignition timing will be set to a conservative basic setting.
Fig. 89: Testing Air Temperature
Ignition Management provides ignition to the combustion chambers with the required voltage at the correct
time. Based on the combination of inputs, the ECM calculates and controls the ignition timing and secondary
output voltage by regulating the activation and dwell of the primary ignition circuits. The ECM controls and
monitors the primary ignition circuits and the secondary ignition output including Misfire Detection.
Fig. 90: Ignition Management Principle
The ECM has a very "broad" range of ignition timing. This is possible by using a Direct Ignition System, or
sometimes refered to as "Static Ignition System" (RZV). Reliability is also increased by having separate
individual ignition circuits.
The Ignition Control is determined by the ECM (load dependent). The ECM will calculate the engine "load"
based on a combination of the following inputs:
 Battery Voltage
 Air Temperature
 Camshaft Position (Cylinder ID)
 Engine Coolant
 Knock Sensors
 Air Flow Volume
 Crankshaft Position/RPM
The dwell time will be regulated based on battery voltage. When cranking, the voltage is low and the ECM will
increase the dwell to compensate for saturation "lag time". When the engine is running and the battery voltage is
higher, the ECM will decrease the dwell due to faster saturation time.
The Crankshaft Position/RPM signals the ECM to start ignition in firing order (1-5-3-6-2-4) as well as
providing information about the engine operation. This input is used in combination with other inputs to
determine engine load which advances/retards the ignition timing. Without this input, the ECM will not activate
the ignition.
Cold start is determined by the ECM based on the engine coolant temperature and RPM during start up. A cold
engine will crank over slower than a warm engine, the ignition timing will range between top dead center to
slightly retarded providing optimum starting.
When starting a warm engine, the RPM is higher which results in slightly advanced timing.
If the engine coolant and intake air temperature is hot, the ignition timing will not be advanced reducing starter
motor "load".
Fig. 91: Testing Ignition Control
Multiple Ignition Pulses ensure good spark quality during engine start up. The ECM will activate the ignition
coils 9 times per 720° of crankshaft revolution.
The ignition timing will be progressively advanced assisting the engine in coming up to speed. As the engine
speed approaches idle RPM, the timing remains slightly advanced to boost torque. When the engine is at idle
speed, minimum timing advance is required. This will allow faster engine and catalyst warm up.
The multiple pulsing switches to single pulse after the engine has been running for a short period of time or:
Fig. 92: Waveform Of Multiple Ignition Pulses
 Engine Temperature <55°

 Engine Speed <800 RPM
The timing will be advanced when the ECM observes low engine RPM and increasing throttle/ air volume
inputs (acceleration torque). As the throttle is opened, the ECM advances the timing based on engine
acceleration and at what rate. The ECM will fully advance timing for the "full throttle" position indicating
maximum acceleration (torque).
The HFM signal represents the amount of intake air volume. This input is used by the ECM to determine the
amount of timing advance to properly combust the air/fuel mixture.
The Air Temperature Signal assists the ECM in reducing the risk of detonation (ping). If the intake air is hot the
ECM retards the ignition timing. If the intake air is cooler, the ignition timing will be advanced.
As the throttle is closed, the ECM decreases the ignition timing if the RPM is above idle speed (coasting). This
feature lowers the engine torque for deceleration. When the engine RPM approaches idle speed, the timing is
slightly advanced to prevent the engine from stalling. The amount of advance is dependent upon the engine
temperature and the rate of deceleration.
Knock Control allows the ECM to further advance the ignition timing under load for increased torque. This
system uses two Knock Sensors located between cylinders 1, 2, 3 and between cylinders 4, 5, 6. Knock Control
is only in affect when the engine temperature is greater than 35 C and there is a load on the engine. This will
disregard false signals while idling or from a cold engine.
Based on the firing order, the ECM monitors the Knock Sensors after each ignition for a normal (low) signal.
If the signal value exceeds the threshold, the ECM identifies the "knock" and retards the ignition timing (3°) for
that cylinder the next time it is fired. This process is repeated in 3° increments until the knock ceases.
The ignition timing will be advanced again in increments to just below the knock limit and maintain the timing
at that point.
Fig. 93: Identifying Knock Control
If a fault is detected with the Knock Sensor(s) or circuits, the ECM deactivates Knock Control. The ignition
timing will be set to a conservative basic setting (to reduce the risk of detonation) and a fault will be stored. The
"CHECK ENGINE" Light will be illuminated when the OBD II criteria is achieved.
Tools And Equipment
The DIS/MoDIC as well as a reputable hand held multimeter can be used when testing inputs/ components.
Fig. 94: Identifying Tools And Equipment
Fig. 95: Identifying 88 Pin Adapter
When Testing the Secondary Ignition System, use Special Tool #88 88 6 127 040 (Secondary Ignition Adapter
Set) which connects to the DIS. The instruction book is included with the kit. Refer to the HELP button for
additional (on screen) connections.
CAUTION: Observe Safety Precautions, High Voltage is Present with the Engine
Running
The Spark Plugs should be properly installed and torqued using the following Special Tools:
Fig. 96: Identifying Special Tools
 12 1 200 Torque Adapter (prevents over tightening)

 12 1 171 Spark Plug Socket
NOTE: Never use air tools for removal or installation!
EMISSIONS MANAGEMENT-TRANSITIONAL LOW EMISSION VEHICLE (TLEV) COMPLIANT

Fig. 97: Identifying Emissions Management-Transitional Low Emission Vehicle (TLEV) Compliant
Evaporative Emissions
The control of the evaporative fuel vapors (Hydrocarbons) from the fuel tank is important for the overall
reduction in vehicle emissions. The evaporative system has been combined with the ventilation of the fuel tank,
which allows the tank to breath (equalization). The overall operation provides:
 An inlet vent, to an otherwise "sealed" fuel tank, for the entry of air to replace the fuel consumed
during engine operation.
 An outlet vent with a storage canister to "trap and hold" fuel vapors that are produced by the
expansion/evaporation of fuel in the tank, when the vehicle is stationary.
The canister is then "purged" using the engine vacuum to draw the fuel vapors into the combustion chamber.
This "cleans" the canister allowing for additional storage. Like any other form of combustible fuel, the
introduction of these vapors on a running engine must be controlled.
The ECM controls the Evaporative Emission Valve which regulates purging of evaporative vapors. The
evaporative system must be monitored for correct purge operation and Leak Detection.
On-Board Refueling Vapor Recovery (ORVR 98 MY E39): The ORVR system recovers and stores
hydrocarbon fuel vapor that was previously released during refueling. Non ORVR vehicles vent fuel vapors
from the tank venting line back to the filler neck and in many states reclaimed by a vacuum receiver on the
filling station's fuel pump nozzle.
When refueling an ORVR equipped vehicle, the pressure of the fuel entering the tank forces the hydrocarbon
vapors through the larger tank vent line to the liquid/ vapor separator, through the rollover valve and into the
charcoal canister. The HC is stored in the charcoal canister, and the system can then "breath" through the LDP
and the air filter.
The vent line to the filler neck is smaller, but still necessary for checking the filler cap/neck during Evaporative
Leak Testing.
Liquid/Vapor Separator: Fuel vapors are routed from the fuel tank filler neck through a hose to the
Liquid/Vapor Separator (E36 shown). The vapors cool when exiting the fuel tank, the condensates separate and
drain back to the fuel tank through a return hose. The remaining vapors exit the Liquid/ Vapor Separator to the
Active Carbon Canister.
Fuel Tank Pressure Sensor (E36/Z3 Vehicles): The pressure transducer mounted on the liquid/ vapor
separator (fuel tank on Z3) provides the fuel tank pressure input to the ECM. This is used by the ECM to check
the fuel storage and evaporative (purge) system for leaks.
The pressure sensor receives a power supply from the ECM and produces a varying voltage input (0-5v) to the
ECM, representing the amount of pressure in the fuel tank/evaporative system.
If this input is defective, a fault code will be set and the "CHECK ENGINE" Light will illuminate when the
OBD II criteria is achieved.
Fig. 98: Identifying Pressure Sensor

Active Carbon Canister: As the hydrocarbon vapors enter the 3 liter canister, they will be absorbed by the
active carbon. The remaining air will be vented to the atmosphere through the end of the canister allowing the
fuel tank to "breath". When the engine is running, the canister is then "purged" using intake manifold vacuum to
draw air through the canister which extracts the hydrocarbon vapors into the combustion chamber. The canister
is located in the spare tire well (E36 shown).
Air Inlet Shut Off Valve (E36 VEHICLES): A shut-off valve is installed on the intake or vent side of the
charcoal canister as a component of the vacuum type Evaporative Fuel System Leak system.
Operation of the valve is controlled by the ECM. When the shut-off valve and purge valve are closed, the entire
fuel tank/evaporative system is sealed from the atmosphere.
The shut-off valve is required to test the system for leaks. If this valve is defective, a fault code will be set and
the "CHECK ENGINE" Light will illuminate when the OBD II criteria is achieved.
Fig. 99: Identifying Purge Valve
Evaporative Emission Valve: This ECM controlled solenoid valve regulates the purge flow from the Active
Carbon Canister into the intake manifold (located next to the HFM). The ECM Relay provides operating
voltage and the ECM controls the valve by regulating the ground circuit. The valve is powered open and closed
by an internal spring.
If the Evaporative Emission Valve circuit is defective, a fault code will be set and the "CHECK ENGINE" Light
will illuminate when the OBD II criteria is achieved.
If the valve is "mechanically" defective, a driveability complaint could be encountered and a mixture related
fault code will be set.
Fig. 100: Testing Evaporative Emission Valve Circuit
LDP (Leak Diagnosis Pump - E39): The LDP provides a means of testing the fuel/evaporative system for
leaks. The pump is activated by ECM control. It pressurizes the fuel tank and evaporative system.
The upper chamber contains an integrated reed switch that produces a switched high/low voltage signal that is
monitored by the ECM. The switch is opened by the magnetic interruption of the metal rod connected to the
diaphragm when in the top dead center position.
Fig. 101: Identifying LDP
The repetitive up/down stroke is confirmation to the ECM that the valve is functioning and the basis for
determining if a leak is present in the system.
The ECM monitors the length of time it takes for the reed switch to open, which is opposed by pressure under
the diaphragm in the lower chamber. If this component/circuits are defective, a fault code will be set and the
"CHECK ENGINE" Light will illuminate when the OBD II criteria is achieved.
Barometric Pressure Sensor (98 MY E39): The 1998 528i with MS 41.1 requires an additional input signal
for activation of the LDP function test.
Fig. 102: Identifying Barometric Pressure Sensor
The sensor is located on passenger side strut tower forward of ASC 5 Hydraulic Unit.
The LDP test function can occur during a long trip. If the test occurs while the vehicle is driven down a very
steep grade just prior to the LDP test, the barometric pressure sensor provides a rapid change (varied DC
voltage signal) informing the ECM to postpone the test function.
If this component/circuits are defective, a fault code will be set and the "CHECK ENGINE" Light will
illuminate when the OBD II criteria is achieved.
Fig. 103: Identifying Barometric Pressure Sensor
Fig. 104: Identifying Exhaust Emissions
Exhaust Emissions
The combustion process of a gasoline powered engine produces Carbon Monoxide (CO), Hydrocarbons (HC)
and Oxides of Nitrogen (NOx).
 Carbon Monoxide is a product of incomplete combustion under conditions of air deficiency. CO

emissions are strongly dependent on the air/fuel ratio.
 Hydrocarbon are also a product of incomplete combustion which results in unburned fuel. HC
emissions are dependent on air/fuel ratio and the ignition of the mixture.
 Oxides of Nitrogen are a product of peak combustion temperature (and temperature duration).
NOx emissions are dependent on internal cylinder temperature affected by the air/fuel ratio and
ignition of the mixture.
Control of exhaust emissions is accomplished by the engine and engine management design as well as after-
treatment.
 The ECM manages exhaust emissions by controlling the air/fuel ratio and ignition.
 The ECM controlled Secondary Air Injection further dilutes exhaust emissions leaving the engine
and reduces the catalyst warm up time.
 The Catalytic Converter further reduces exhaust emissions leaving the engine.
Siemens Oxygen Sensor: The pre-catalyst oxygen sensors (single sensor for 323i and Z3) measure the residual
oxygen content of the exhaust gas. The sensors vary in resistance proportional to the oxygen content that allows
the ECM to monitor the air/fuel ratio. If necessary, the ECM will "correct" the air/fuel ratio by regulating the
injection time. The sensors are mounted in the exhaust manifolds on the E36/E39 (1), up-stream of the catalytic
converter. The 323i and Z3 sensor mounts in the down pipe.
The probe of the sensor which is exposed to the exhaust gas is made from titanium dioxide (semi-conductive
material). When heated and maintained to an operating temperature of 600 to 700°C, the titanium dioxide
becomes conductive and will allow current to flow, based on the amount of oxygen content.
Fig. 105: Identifying Manifold
The ECM supplies the oxygen sensors with 5 volts.
The ECM then monitors the voltage drop through the tip of the sensors as a measure oxygen deviation.
Fig. 106: Identifying Sensor
The resistance value of the sensor changes rapidly when the mixture deviates. If the oxygen content of the
exhaust is high (lean mixture), the oxygen molecules will block the flow of electrons through the titanium
dioxide. This creates high resistance and a small voltage drop across the sensor tip (4.6v monitored by the
ECM). If the oxygen content in the exhaust is low (rich mixture), the resistance in the semiconductive tip
decreases and allows electron flow, creating a large voltage drop (0.1v monitored by the ECM).
The voltage signal monitored by the ECM will vary between approximately 4.6 to 0.1 volts as the mixture
changes from lean to rich. The ECM monitors the length of time the sensor is operating in the lean, rich
(including time of rise and fall) and rest conditions. The evaluation period of the sensor is over a predefined
number of oscillation cycles.
Fig. 107: Display Of Lean And Rich Mixture
Direct Oxygen Sensor Heating: The oxygen sensor conductivity is efficient when it is hot (600° - 700°C). For
this reason, the sensors contain heating elements. These "heated" sensors reduce warm up time and retain the
heat during low engine speed when the exhaust temperature is cooler. OBD II requires monitoring of the
oxygen sensor heating function and heating elements for operation.
The four oxygen sensor heating circuits (E36/E39 shown) receive operating voltage from the ECM Relay when
KL15 is switched "ON". Each of the sensor heaters are controlled through separate final stage transistors.
The sensor heaters are controlled with a pulsed square wave voltage during a cold start. This allows the sensors
to be brought up to operating temperature without the possibility of thermal shock. The duty cycle is then varied
to maintain the heating of the sensors.
Fig. 108: Identifying Direct Oxygen Sensor
When the engine is decelerating (closed throttle), the ECM increases the duty cycle of the heating elements to
compensate for the decreased exhaust temperature.
Metal Monolith Catalytic Converter: The dual (single on the 323i and Z3) three-way catalysts on the
E36/E39 (1) after-treats exhaust emissions leaving the engine. A properly operating catalyst consumes/stores
most of the oxygen that is present in the exhaust gas which is a result of burning the remaining pollutants.
The oxygen sensor monitors the air/fuel mixture which allows the ECM to maintain the correct mixture for
catalyst efficiency.
The gases that flow into the catalyst are converted from CO, HC and NOx to CO2, H2O and N2.
Fig. 109: Identifying Metal Monolith Catalytic Converter
The exhaust flow heats the catalyst and with the remaining oxygen, the exhaust pollutants are further reduced
by burning. The temperature operating range for the highest efficiency is 400° - 800° C which is also influenced
by the air/fuel mixture. This type of catalyst will store small amounts of excess oxygen which will aid in
diluting the exhaust.
The metal monolith matrix consists of thin (0.04 mm) metal strips (flat and corrugated) that are wound together
to form circular bodies. The complete wrapped assembly is inserted into a round sheet metal jacket (1.5 mm
thick). The jacket and matrix are coated with chrome-nickel and chrome steel.
Fig. 110: Identifying Compact Catalyst
This type of catalyst is compact and offers low back pressure with a large internal surface area. The metal
monolith has a very rapid "light off" time and an even heat distribution.
Catalytic Converter Monitoring: In order to determine if the catalysts are working correctly, post catalyst
oxygen sensors (2 E36/E39 and single on the 323i and Z3)) are installed to monitor exhaust gas content exiting
the catalysts.
Fig. 111: Identifying Catalytic Converter Monitoring
The signal of the post cat. O2 sensor is evaluated over the course of several pre cat. O2 sensor oscillations.
During the evaluation period, the signal of the post cat. sensor must remain within a relatively constant voltage
range (3.5 - 4.6v).
The post cat. O2 voltage remains high with a very slight fluctuation. This indicates a consistent amount of
oxygen when compared to the pre cat. sensor.
Fig. 112: Identifying Good Signal
If this signal decreased in voltage and/or increased in fluctuation, a fault code will be set for Catalyst Efficiency
and the "CHECK ENGINE" Light will illuminate when the OBD II criteria is achieved.
Fig. 113: Identifying Defective Signal
Secondary Air Injection: Injecting ambient air into the exhaust stream after a cold engine start reduces the
warm up time of the catalyst and reduces HC and CO emissions. The ECM controls and monitors the Secondary
Air Injection. The components of the system (E36 shown) include:
 Secondary Air Injection Pump - Electric pump that draws in ambient air and supplies it to the
Non-Return Valve. The pump motor is activated by Secondary Air Injection Pump Relay.
 Secondary Air Injection Pump Relay - Supplies operating voltage to the Secondary Air Injection
Pump when activated by the ECM.
 Vacuum Vent Valve (Solenoid) - Switches vacuum to open the Non-Return Valve when activated by
the ECM.
 Non-Return Valve - Opened by the Vacuum Vent Valve allowing air to be pumped into the exhaust
stream. Sprung closed to prevent exhaust (pressure) from reaching the Secondary Air Injection
Components.
 Secondary Air Injection Pipes - Distributes injected air to the exhaust manifold for bank 1
(cylinders 1, 2, 3) and bank 2 (cylinders 4, 5, 6).
Fig. 114: Testing Air Injection
Misfire Detection: As part of the OBD II regulations the ECM must determine misfire and also identify the
specific cylinder(s), the severity of the misfire and whether it is emissions relevant or catalyst damaging based
on monitoring crankshaft acceleration.
In order to accomplish these tasks the ECM monitors the crankshaft for acceleration by the impulse wheel
segments of cylinder specific firing order. The misfire/engine roughness calculation is derived from the
differences in the period duration of individual increment gear segments.
Each segment period consist of an angular range of 90° crank angle that starts 54° before Top Dead Center.
If the expected period duration is greater than the permissible value, a misfire fault for the particular cylinder is
stored in the fault memory of the ECM.
Fig. 115: Identifying Crankshaft Position Sensor
Depending on the level of misfire rate measured, the ECM will illuminate the "CHECK ENGINE" Light,
deactivate the specific fuel injector to the particular cylinder and switch oxygen sensor control to open-loop.
In order to eliminate misfire faults that can occur as a result of varying flywheel tolerances (manufacturing
process) an internal adaptation of the flywheel is made. The adaptation is made during periods of decel fuel cut-
off in order to avoid any rotational irregularities which the engine can cause during combustion. This adaptation
is used to correct segment duration periods prior to evaluation for a misfire event.
If the sensor wheel adaptation has not been completed the misfire thresholds are limited to engine speed
dependent values only and misfire detection is less sensitive. The crankshaft sensor adaptation is stored
internally and is not displayed via DIS or MoDIC. If the adaptation limit is exceeded, a fault will be set.
Emissions Management controls evaporative and exhaust emissions. The ECM monitors the fuel storage system
for evaporative leakage and controls the purging of evaporative vapors. The ECM monitors and controls the
exhaust emissions by regulating the combustible mixture and after treating by injecting fresh air into the exhaust
system. The catalytic converter further breaks down remaining combustible exhaust gases and is monitored by
the ECM for catalyst efficiency.
Fig. 116: Identifying Emissions Management Controls
The Evaporative Leakage Detection (E36 and Z3) is conducted by the ECM and can detect a leak as small as
1.0 mm (0.040") when the following conditions are met:
 No faults present. There are several fault codes relating to the evaporative system. In addition, the
ECM also monitors the components for evaporative system operation. Any detected faults will be
stored in the memory and the "CHECK ENGINE" light will illuminate when the OBD II criteria is
achieved and the test will not conclude.
 Engine coolant temperature must be < 80° C.
 Current altitude >2500m (8,202 Feet).
 Accumulated Canister Purge time < 360 seconds (6 minutes) since start of drive cycle.
 Canister purge cycle times between 10 and 150 seconds in length (dependent on HC saturation).
 Vehicle speed = 0 (vehicle at standstill).
 Engine Speed = idle
Once all of the testing criteria have been met, the ECM will start the test on the evaporative system. The test is
carried out in the following sequence:
 The ECM reads and stores the current fuel tank pressure input value.
 The Evaporative Emission Valve and shut-off valve are closed for approx. 8 seconds.
 The ECM reads the pressure build up in the fuel tank. If the pressure build up is below a stored
threshold value, the Evaporative Emission Valve is switched on for approximately 3 seconds.
 The ECM reads the tank pressure after purging. If the pressure has dropped, the purge function is
OK.
 The Evaporative Emission Valve is switched OFF again for approximately 8 seconds.
 The ECM reads the tank pressure again to verify pressure build up.
 If the pressure build up is not within a stored value range, the ECM detects this as a leak within the
evaporative system.
 Depending on the degree of pressure build up, the ECM detects this as a leak within the
evaporative system.
 Following the test cycle, the shut-off valve is switched OFF and normal purge operation is resumed.
Fig. 117: Identifying Fuel Tank Pressure Sensor
The Evaporative Leakage Detection (98 MY E39) uses a Leak Diagnosis Pump (LDP) to pressurize the fuel
tank and the evaporative emission system (approx. 25mb.). The LDP equipped system is capable of detecting a
leak as small as 0.5 mm. (0.020"). The LDP is located in the left rear (driver's side) fender well and is only
replaceable as a complete component. The vacuum supply line (required for pump operation) is in the wiring
harness from the engine compartment and runs down the driver's side of the vehicle.
The LDP is a unitized component that contains the following:
 Vacuum Chamber.
 Pneumatic Pressure Chamber.
 DME Activated Vacuum Solenoid.
 Reed Switch - Providing A Switched Voltage Feedback Signal To The ECM.
In the inactive state, the LDP diaphragm is at the bottom end (of down stroke). The diaphragm pushes a rod
downward against spring pressure to open the canister vent valve.
This open valve serves as the filtered air inlet path for normal evaporative "breathing".
Fig. 118: Testing Of Evaporative System
During Leak Testing of the evaporative system, the vent valve is sprung closed to block atmospheric venting.
The Evaporative Emission Valve is also sprung closed to seal the system.
During every engine cold start the LDP solenoid is energized by the ECM. Engine manifold vacuum enters the
upper chamber of the LDP to lift up the spring loaded diaphragm.
As the diaphragm is lifted it draws in ambient air through the filter and into the lower chamber of the LDP
through the one way valve.
Fig. 119: Identifying LDP
The solenoid is then de-energized, spring pressure closes the vacuum port blocking the engine vacuum and
simultaneously opens the vent port to the balance tube which releases the captive vacuum in the upper chamber.
This allows the compressed spring to push the diaphragm down, starting the "limited down stroke". The air that
was drawn into the lower chamber of the LDP during the upstroke is forced out of the lower chamber and into
the fueltank/evaporative system.
Fig. 120: Identifying Balance Tube
 This electrically controlled repetitive up/down stroke is cycled repeatedly building up a total
pressure of approximately +25mb in the evaporative system. After sufficient pressure has built up
(LDP and its cycling is calibrated to the vehicle), the leak diagnosis begins and lasts about 100
seconds.
 The upper chamber contains an integrated reed switch that produces a switched high/low voltage
signal that is monitored by the ECM. The switch is opened by the magnetic interruption of the
metal rod connected to the diaphragm is in the top dead center position.
 The repetitive up/down stroke is confirmation to the ECM that the valve is functioning. The ECM
also monitors the length of time it takes for the reed switch to open, which is opposed by pressure
under the disarrayed in the lower chamber. The LDP is still cycled, but at a frequency that depends
upon the rate of pressure loss in the lower chamber.
 If the pumping frequency is below parameters, there is no leak present. If the pumping frequency is
above parameters, this indicates sufficient pressure can not build up in the lower chamber and
evaporative system, indicating a leak.
The chart represents the diagnostic leak testing time frame in seconds. When the ignition is switched on, the
ECM performs a "static check" of circuit integrity to the LDP pump including the reed switch.
Fig. 121: Time And Pressure Graph
 On cold engine start up, the pump is activated for the first 27 seconds at approximately 166-200 Hz.
This rapid pumping phase is required to pressurized the evaporative components.
 Once pressurized, the build up phase then continues from 27-38 seconds. The ECM monitors the
system through the reed switch to verify that pressure has stabilized.
 The measuring phase for leak diagnosis lasts from 38-63 seconds. The pump is activated but due to
the pressure build up under the diaphragm, the pump moves slower, if the pump moves quickly,
this indicates a lack of pressure of a leak. The registers as a fault in the ECM's.
 From 63-100 seconds the pump is deactivated, allowing full down stroke of the diaphragm and rod.
At the extreme bottom of rod travel, the canister vent valve is pushed open relieving pressure and
allowing normal purge operation when needed.
Evaporative Emission Purging is regulated by the ECM controlling the Evaporative Emission Valve. The
Evaporative Emission Valve is a solenoid that regulates purge flow from the Active Carbon Canister into the
intake manifold. The ECM Relay provides operating voltage and the ECM controls the valve by regulating the
ground circuit. The valve is powered open and closed by an internal spring.
The "purging" process takes place when:

Fig. 122: Identifying Evaporative Emission Purging
 Oxygen Sensor Control Is Active.

 Engine Coolant Temperature is < 67° C.
 Engine Load is present.
The Evaporative Emission Valve is opened in stages to moderate the purging.
 Stage 1 opens the valve for 10 ms (mill-seconds) and then closes for 150 ms.
 The stages continue with increasing opening times (up to 16 stages) until the valve is completely
open.
 The valve now starts to close in 16 stages in reverse order.
 This staged process takes 6 minutes to complete. The function is inactive for 1 minute then starts
the process all over again.
 During the purging process the valve is completely opened during full throttle operation and is
completely closed during deceleration fuel cutoff.
Evaporative Purge System Flow Check is performed by the ECM when the oxygen sensor control and
purging is active on the E39. When the Evaporative Emission Valve is open the ECM detects a rich/lean shift as
monitored by the oxygen sensors indicating the valve is functioning properly.
If the ECM does not detect a rich/lean shift a second step is performed when the vehicle is stationary and the
engine is at idle speed. The ECM opens and close the valve (abruptly) several times and monitors the engine
RPM for changes. If there are no changes, a fault code will be set. The E36 and Z3 is checked during the
Evaporative Leakage Test.
Fuel System Monitoring is performed by the ECM which verifies the calculated injection time (ti) in relation
to engine speed, load and the oxygen sensor signal as a result of the residual oxygen in the exhaust stream.
The ECM uses the oxygen sensor signal as a correction factor for adjusting and optimizing the mixture pilot
control under all engine operating conditions.
Fig. 123: Identifying Fuel System Monitoring
Adaptation Values are stored by the ECM in order to maintain an "ideal" air/fuel ratio. The ECM is capable of
adapting to various environmental conditions encountered while the vehicle is in operation (changes in altitude,
humidity, ambient temperature, fuel quality, etc.).
The adaptation can only make slight corrections and can not compensate for large changes which may be
encountered as a result of incorrect airflow or incorrect fuel supply to the engine.
Within the areas of adjustable adaption, the ECM modifies the injection rate under two areas of engine
operation:
 During idle and low load mid range engine speeds (Additive Adaptation).
 During operation under a normal to higher load when at higher engine speeds (Multiplicative
Adaptation).
These values indicate how the ECM is compensating for a less than ideal initial air/fuel ratio.
NOTE: If the adaptation value is greater than "0.0" Additive (% Multiplicative), the ECM
is trying to richen the mixture. If the adaptation value is less then "0.0" Additive
(% Multiplicative), the ECM is trying to lean-out the mixture.
Catalyst Monitoring is performed by the ECM under oxygen sensor closed loop operation. The changing
air/fuel ratio in the exhaust gas results in lambda oscillations at the precatalyst sensors. These oscillations are
dampened by the oxygen storage activity of the catalysts and are reflected at the post catalyst sensors as a fairly
stable signal (indicating oxygen has been consumed). Conditions for Catalyst Monitoring:
 Requirements
 Status/Condition
 Closed Loop Operation
Yes
Engine Coolant Temperature
Operating Temperature
Vehicle Road Speed
3-50 MPH (5 to 80 Km/h)
Catalyst Temperature (Calculated)
350°C to 650° C
Throttle Angle Deviation
Steady Throttle
Engine Speed Deviation
Steady / Stable Engine Speed
Average Lambda Value Deviation
Steady / Stable Load
Catalyst temperature is an internally calculated value that is a function of load/air mass and time.
As part of the monitoring process, the pre and post O2 sensor signals are evaluated by the ECM to determine
the length of time each sensor is operating in the rich and lean range.
Fig. 124: Identifying O2 Sensor Operation
If the catalyst is defective, the post O2 sensor signal will reflect the pre- O2 sensor signal (minus a phase
shift/time delay), since the catalyst is no longer able to store oxygen.
The catalyst monitoring process is stopped once the predetermined number of cycles are completed, until the
engine is shut-off and started again. After completing the next "customer driving cycle" whereby the specific
conditions are met and a fault is again set, the "CHECK ENGINE" Light will be illuminated.
NOTE: The catalyst efficiency is monitored once per trip while the vehicle is in closed
loop operation.
Fig. 125: Identifying Good And Defective Signal
Secondary Air Injection is required to reduce HC and CO emissions while the engine is warming up.
Immediately following a cold engine start (-10 to 40°C) fresh air/oxygen is injected directly into the exhaust
stream.
The temperature signal is provided to the ECM by the Air Temperature Sensor in the HFM. Below -10° C the
pump is activated briefly to "blow out" any accumulated moisture.
The ECM provides a ground circuit to activate the Secondary Air Injection Pump Relay. The relay supplies
voltage to the Secondary Air Injection Pump.
The single speed pump runs for approximately 90 seconds after engine start up.
Secondary Air Injection Monitoring is performed by the ECM via the use of the pre-catalyst oxygen sensors.
Once the air pump is active and air is injected into the exhaust system the oxygen sensor signals will indicate a
lean condition (up to 16 seconds).
If the oxygen sensor signals do not change within a predefined time, a fault will be set and identify the faulty
bank (E36 328i and E39).
If the additional oxygen is not detected for two consecutive cold starts, the ECM determines a general fault with
the function of the secondary air injection system. After completing the next cold start and a fault is again
detected the "CHECK ENGINE" Light will be illuminated when the OBD II criteria is achieved.
Fig. 126: Identifying Secondary Air Injection System
Misfire Detection is part of the OBD II regulations. The ECM must determine misfire and also identify the
specific cylinder(s). The ECM must also determine the severity of the misfire and whether it is emissions
relevant or catalyst damaging based on monitoring crankshaft acceleration.
Emission Increase:
 Within an interval of 1000 crankshaft revolutions, the ECM adds the detected misfire events for
each cylinder. If the sum of all cylinder misfire incidents exceeds the predetermined value, a fault
code will be stored and the "CHECK ENGINE" Light will be illumnated.
 If more than one cylinder is misfiring, all of the misfiring cylinders will be specified and the
individual fault codes for each misfiring cylinder, or multiple cylinders will be stored. The
"CHECK ENGINE" Light will be illuminated.
Catalyst Damage:
 Within an interval of 200 crankshaft revolutions the detected number of misfiring events is
calculated for each cylinder. The ECM monitors this based on load/RPM. If the sum of cylinder
misfire incidents exceeds a predetermined value, a "Catalyst Damaging" fault code is stored and
the "CHECK ENGINE" Light will be illuminated.
If the cylinder misfire count exceeds the predetermined threshold the ECM will take the following measures:
 The oxygen sensor control will be switched to open loop.

 The cylinder selected fault code is stored.
 If more than one cylinder is misfiring, the fault code for all individual cylinders and for multiple
cylinders will be stored.
 The fuel injector to the respective cylinder(s) is deactivated.
Fig. 127: Identifying ECM/Injector/Ignition Coil Operation

Fig. 128: Checking Engine Light
 Upon the completion of the next consecutive driving cycle where the previously faulted system is
monitored again and the emissions relevant fault is again present.
 Immediately if a "Catalyst Damaging" fault occurs.
The illumination of the light is performed in accordance with the Federal Test Procedure (FTP) which requires
the lamp to be illuminated when:
 A malfunction of a component that can affect the emission performance of the vehicle occurs and
causes emissions to exceed 1.5 times the standards required by the (FTP).
 An Implausible input signal is generated.
 Catalyst deterioration causes HC-emissions to exceed a limit equivalent to 1.5 times the standard
(FTP).
 A leak is detected in the evaporative system or "purging" is defective.
 ECM fails to enter closed-loop oxygen sensor control operation within a specified time interval.
 Engine control or automatic transmission control enters a "limp home" operating mode.
 Ignition is on (KL15) position before cranking = Bulb Check Function.
Within the BMW system, the illumination of the check engine light is performed in accordance with the
regulations set forth in CARB mail-out 1968.1 and as demonstrated via the Federal Test Procedure (FTP). The
following page provides several examples of when and how the "CHECK ENGINE" Light is illuminated based
on the "customer drive cycle".
Fig. 129: Drive Cycle Chart
1. A Fault Code is stored within the ECM upon the first occurrence of a fault in the system being
checked.
2. The "CHECK ENGINE" light will not be illuminated until the completion of the second
consecutive "customer driving cycle" where the previously faulted system is again monitored and a
fault is still present or a catalyst damaging fault has occurred.
3. If the second drive cycle was not complete and the specific function was not checked, the ECM
counts the third drive cycle as the "next consecutive" drive cycle. The "CHECK ENGINE" light to
be illuminated.
4. If there is an intermittent fault present and does not cause a fault to be set through multiple drive
cycles, two complete consecutive drive cycles with the fault present are required for the "CHECK
ENGINE" Light to be illuminated.
5. Once the "CHECK ENGINE" Light is illuminated it will remain illuminated unless the specific
function has been checked without fault through three complete consecutive drive cycles.
6. The fault code will also be cleared from the memory automatically if the specific function is
checked through 40 consecutive drive cycles without the fault being detected or with the use of
either the DIS, MODIC, or Scan Tool.
NOTE: In order to clear a catalyst damaging fault from memory, the condition under
which the fault occurred must be evaluated for 80 consecutive cycles without
the fault reoccurring.
With the use of a universal scan tool, connected to the "OBD" DLC an SAE standardized DTC can be obtained,
along with the condition associated with the illumination of the "CHECK ENGINE" Light. Using the DIS or
MODIC, a fault code and the conditions associated with its setting can be obtained prior to the illumination of
the "CHECK ENGINE" Light.
OBD II Drive Cycle & Trip
 A "Drive Cycle" consists of engine startup and engine shutoff.

 "Trip" is determined as vehicle operation (follow an engine-off period) of duration and driving
style so that all components and systems are monitored at least once by the diagnostic system except
catalyst efficiency or evaporative system monitoring.
 Within this text the term "customer driving cycle" will be used and is defined as engine start-up,
operation of vehicle (dependent upon customer drive style) and engine shut-off.
Federal Test Procedure (FTP)
The Federal Test Procedure (FTP) is a specific driving cycle that is utilized by the EPA to test light duty vehicle
emissions. As part of the procedure for a vehicle manufacturer to obtain emission certification for a particular
model/engine family the manufacturer must demonstrate that the vehicle(s) can pass the FTP defined driving
cycle two consecutive times while monitoring various components/systems.
Some of the components/systems must be monitored either once per driving cycle or continuously. Systems and
their components required to be monitored once within one driving cycle:
 Oxygen Sensors
 Secondary Air Injection System
 Catalyst Efficiency
 Evaporative Vapor Recovery System
Due to the complexity involved in meeting the test criteria within the FTP defined driving cycle, all tests may
not be completed within one "customer driving cycle". The test can be successfully completed within the FTP
defined criteria, however customer driving styles may differ and therefore may not always monitor all involved
components/systems in one "trip".
Components/systems required to be monitored continuously:
 Cylinder Misfire Detection

 Fuel System
 Oxygen Sensors
 All Emissions Related Components / Systems - DME, EGS, or EML (comprehensive
The Vehicle Speed Graph is an example of the driving cycle that is used by BMW to complete the FTP.
Fig. 130: Vehicle Speed Graph
The diagnostic routine in Vehicle Speed Graph will be discontinued whenever:
 Engine Speed Exceeds 3000 RPM

 Large Fluctuation In Throttle Angle
 Road Speed Exceeds 60 MPH
NOTE: The driving criteria shown can be completed within the FTP required ~11 miles
in a controlled environment such as a dyno test or test track.
A "customer driving cycle" may vary according to traffic patterns, route selection and distance traveled, which
may not allow the "diagnostic trip" to be fully completed each time the vehicle is operated.
Readiness Code
The readiness code provides status (Yes/No) of the system having completed all the required monitoring
functions or not. The readiness code is displayed with an aftermarket scan tool. The code is a binary (1/0)
indicating:
 0=Test Completed or Not Applicable

 1= Test Not Complete
A "readiness code" must be stored after any clearing of fault memory or disconnection of the ECM. A
readiness code of "0" will be stored (see below) after a complete diagnostic check of all
components/systems, that can turn on the "CHECK ENGINE" Light.
The readiness code was established to prevent anyone with an emissions related fault and a "CHECK
ENGINE" Light on from disconnecting the battery or clearing the fault memory to manipulate the results
of the emissions test procedure (IM 240).
Interpretation of the Readiness Code by the ECM(s) (SAE J1979)
The complete readiness code is equal to "one" byte (eight bits). Every bit represents one complete test and
is displayed by the scan tool, as required by CARB/EPA.
 1 = EGR Monitoring (=0, N/A with BMW)

 0 = Oxygen Sensor Heater Monitoring
 1 = Oxygen Sensor Monitoring
 1 = Air Condition (=0, N/A with BMW)
 0 = Secondary Air Delivery Monitoring
 1 = Evaporative System Monitoring
 1 = Catalyst Heating (=0, N/A with BMW at this time).
 0 = Catalyst Efficiency Monitoring
Drive the car in such a manner that all tests listed above can be completed (refer to the FTP cycle). When the
complete "readiness code" equals "0" then all tests have been completed and the system has established its
"readiness". Accessibility of the readiness code is also possible using the DIS/MoDIC.
OBD II Diagnostic Trouble Codes (DTC)
The Society of Automotive Engineers (SAE) established the Diagnostic Trouble Codes used for OBD II
systems (SAE J2012). The DTC's are designed to be identified by their alpha/numeric structure. The SAE has
designated the emission related DTC's to start with the letter "P" for Powertrain related systems, hence their
nickname "P-code".
Fig. 131: Identifying OBD II Diagnostic Trouble Codes (DTC)
 DTC's are stored whenever the "CHECK ENGINE" Light is illuminated.

 A requirement of CARB/EPA is providing universal diagnostic access to DTC's via a standardized
Diagnostic Link Connector (DLC) using a standardized tester (scan tool).
 DTC's only provide one set of environmental operating conditions when a fault is stored. This
single "Freeze Frame" or snapshot refers to a block of the vehicles environmental conditions for
specific time when the fault first occurred. The information which is stored is defined by SAE and
is limited in scope. This information may not even be specific to the type of fault.
Scan Tool Connection
The MS41.x has a separate OBD II Diagnostic Link Connector (DLC). The OBD II connector is located in the
drivers footwell to the left of the steering column (right side of center console on the Z3). The DLC provides
access for an aftermarket scan tool to all emission related control systems:
 ECM - Engine Management Monitored Emissions Functions/Components

 TCM (AGS/EGS) - Transmission Control
 EML - Electronic Throttle Control
This diagnostic communication link uses the existing TXD II circuit in the vehicle through a separate circuit on
the DLC when the 20 pin cap is installed.
Fig. 132: Identifying Diagnostic Communication Link
BMW Fault Code (DIS/MoDIC)
 BMW codes are stored as soon as they occur even before the "CHECK ENGINE" Light comes on.
 BMW Codes are defined by BMW and Siemens Engineers to provide greater detail to fault specific
information.
 Siemens system - one set of four fault specific environment conditions are stored with the first fault
occurrence. This information can change and is specific to each fault code to aid in diagnosing. A
maximum of ten different faults containing four environmental conditions can be stored.
 BMW Codes also store and displays a "time stamp" when the fault last occurred.
 BMW Fault Codes determine the diagnostic output for BMW DIS/MoDIC
Fig. 133: Display BMW Diagnosis Request
Workshop Hints
Before any service work is performed on any fuel system related component, always adhere to the
following:
 Observe relevant safety legislation pertaining to your area.

 Ensure adequate ventilation.
 Use exhaust extraction system where applicable (alleviate fumes).
 DO NOT SMOKE while performing fuel system repairs.
 Always wear adequate protection clothing including eye protection.
 Use caution when working around a HOT engine compartment.
 BMW does not recommend any UNAUTHORIZED MODIFICATIONS to the fuel system. The fuel
systems are designed to comply with strict Federal Safety and Emissions Regulations. In the
concern of product liability, it is unauthorized to sell or perform modifications to customer vehicles,
particularly in safety related areas.
 Always consult necessary REPAIR INSTRUCTIONS on the specific model you are working on
before attempting a repair.
The "CHECK ENGINE" Light can be diagnosed with an aftermarket Scan Tool that allows Technicians
without BMW Special Tools or Equipment to Diagnose an emission system failure.
Fig. 134: Identifying Check Engine Light
Fuel Tank Vent Valve Noise is eliminated by placing an insulating mount (1) between the valve bracket and the
mounting bracket and secured by a hex nut (2).
Fig. 135: Identifying Hex Nut
Fig. 136: Identifying Pinched Retainer Strap
Testing the Oxygen Sensor should be performed using the DIS Oscilloscope from the "Preset Measurement"
List. The scope pattern should appear as below for a normal operating pre-catalyst sensor.
If the signal remains low (rich condition) the following should be checked:
 Fuel Injectors
 Fuel Pressure
 Ignition System
 Input Sensors that influence air/fuel mixture
 Engine Mechanical
If the signal remains high (lean condition) the following should be checked:
 Air/Vacuum Leaks
 Fuel Pressure
 Input Sensor that influence air/fuel mixture
 Engine Mechanical
Fig. 137: Identifying Input Sensor Influence Air/Fuel Mixture
NOTE: A mixture related fault code should be investigated first and does not always
indicate a defective oxygen sensor!
Tools And Equipment
The correct Universal Adapter for the MS41.x application should be used (#88 88 6 614 410). This will ensure
When checking the fuel tank and ventilation system for leak-tightness use Special Tool Set #90 88 6 161 170
which includes all of the pieces shown.
1. Pressure Control Valve

2. & 3) . Quick Coupling Adapters
This set is used in conjunction with shop supplied compressed air and the DISplus Multimeter function for
reading the pressure bleed off.
Fig. 140: Identifying Pressure Control Valve
E39
This Special Tool Set #90 88 6 161 160 will also be required to "cap off" the LDP air filter and Evaporative
Emission Valve hose when performing the Leakage Diagnosis Test.
Fig. 141: Identifying Ring Compressor
E36
The Fresh Air Inlet Valve (1) must be closed when checking the fuel tank and ventilation system for leak-
tightness.
Fig. 142: Identifying Air Inlet Valve
Disconnect plug connector (2) and install Special Tool # 88 88 6 126 410/411.
Connect the other end of the tool to the vehicle battery to power the valve closed during testing.
Fig. 143: Identifying Ultrasonic Leak Detector
 Fuel Filler Cap and Filler Neck

 Fuel Tank Ventilation Lines
 Evaporative Emission Valve
 Fuel Tank and Fuel Sending Unit
 Liquid / Vapor Separator
PERFORMANCE CONTROLS
Fig. 144: Identifying Performance Controls
Engine Speed Signal (TD): is produced by the ECM as an output function. The TD signal is a processed square
wave signal that indicates engine RPM. The signal is made available to other control modules including the
Instrument Cluster, IHKA, EWS II and the 20 pin Diagnostic Socket.
The TD output is a square wave modulated signal. The frequency of the signal is directly proportional to RPM.
The receiving control module detects RPM by the number of pulses.
Fig. 145: Identifying Engine Speed Signal (TD)
Load Signal (Ti): is produced by the ECM as an output function that represents the actual amount of fuel
injected. It is made available to other control modules as an input for operation. These control modules include:
 OBC = Fuel Consumption for MPG and Range
 Instrument Cluster = MPG Gauge (Except M3)
The Ti output is a processed square wave signal. The frequency of the signal is proportional to engine RPM.
The pulse width and duty cycle will vary to reflect the injection quantity.
A/C Compressor Control: is an output of the ECM. The ECM controls the A/C Compressor Relay based on
signals from the IHKA Control Module.
When the driver selects the "snow flake" button, the IHKA Control Module signals the ECM (AC) which
"arms" it for compressor activation.
The ECM prepares for the additional load of the compressor by modifying the ignition timing and stabilizing
idle speed.
When A/C compressor activation is required the IHKA signals the ECM through the high/low refrigerant
pressure switches (KO). The ECM will provide a ground circuit for the A/C Compressor Relay.
The A/C Compressor Relay is deactivated during wide open throttle acceleration at low speeds to allow the
engine to quickly achieve maximum power.
Fig. 146: Identifying A/C Compressor Control
Driveaway Protection System Interface EWS II: and ECM Control Modules are synchronized through an
individual serial number (ISN). The ISN is a unique code number that is permanently assigned to the ECM and
also stored in the EWS II Control Module. The ISN must match every time the ignition is switched "ON",
before the ECM drive away protection feature will be cancelled.
 Engine Control Module designed to operate with the EWS II system will not interchange with
ECMs from previous models.
 The ISN replaces the BC Code input to the ECM.
 The ISN is unique to each ECM and cannot be changed or overwritten. The ISN is
transferred/stored in the EWS II Control Module using the DIS/MoDIC (including diagnosis).
 Every time the ignition is switched "ON", the ISN number is sent from the EWS Control Module to
the ECM, as a digital coded signal. The numbers must match before the ECM will release the
driveaway protection.
 The ISN is continuously sent to the ECM as long as the ignition is switched on (KL 15).
 The ECM will disregard the loss of the ISN after the engine is running.
Fig. 147: Identifying Driveaway Protection System Interface EWS II
VANOS Control: Performance, torque, idle characteristics and exhaust emissions reduction are improved by
Variable Camshaft Timing (VANOS). The VANOS unit is mounted directly on the front of the cylinder head
and adjusts the Intake camshaft timing from retarded to advanced. The ECM controls the operation of the
VANOS solenoid which regulates the oil pressure required to move the control piston. Engine RPM, load and
temperature are used to determine VANOS activation.
VANOS mechanical operation is dependent on engine oil pressure applied to position the control piston. When
oil pressure is applied to the control piston (regulated by the solenoid), the piston moves causing the splined
adjustment shaft to move. The straight splines slide within the camshaft sleeve. The helical splines rotate the
camshaft drive sprocket changing the position in relation to the camshaft position which advances/retards the
intake camshaft timing.
Fig. 148: Identifying VANOS Control
The operation of the VANOS solenoid is monitored in accordance with the OBD II requirements for emission
control. The ECM monitors the final stage output control and the signal from the Camshaft Position Sensor for
VANOS operation.
Retarded Timing: In the normal or off position, the spool valve in the piston housing is held by spring pressure
directing the engine oil to the back side of the piston.
This pulls the attached helical gear cup forward and maintains the late (retarded) valve timing position.
Fig. 149: Identifying Retarded Timing
Advanced Timing: When the ECM provides a ground circuit to the solenoid, the spool valve pushes against the
spring pressure diverting the pressurized engine oil to the front side of the piston. This pushes the helical gear
cup further into the matched helical camshaft secondary gear drive.
The angled teeth of the helical gears cause the pushing movement of the helical cup to be converted into a
rotational movement. This rotational movement is added to the turning of the camshaft and causes the intake
camshaft to "advance" 12.5+.
Fig. 150: Identifying Advanced Timing
Exhaust Flap Damper Control (E36): To meet European noise level compliance, the rear silencer
incorporates a flap that is designed to reduce exhaust noise at idle, low RPM and while coasting. Components of
the system include:
 Exhaust Flap with Vacuum Actuator

 Switch Solenoid
 Vacuum Reservoir
 Check Valve
The ECM will power the switching solenoid and apply vacuum to the exhaust flap actuator to close the flap
allowing additional damping of the exhaust for the following conditions:
 Engine Idle - up to 2500 RPM

 Engine Deceleration
The ECM will deactivate the solenoid when accelerating above 2500 RPM. The vacuum is vented from the flap
actuator and the flap opens. This decreases the exhaust backpressure for improved torque.
Fig. 151: Identifying Exhaust Flap Damper Control (E36)
Controller Area Network (CAN): The CAN is used between the engine and automatic transmission control
modules (if equipped). The CAN is a high speed bus that transfers one million bits of information per second.
The CAN supplies the ECM and the EGS with all related operating data required by their operation:
 Engine Temperature
 Gear Selection Position
 Torque Converter Lock Up
 Engine Load (ti)
 Engine RPM
 Timing Retard (Shift Intervention)
Fig. 152: Identifying Controller Area Network (CAN)
NOTE: The DIS/MoDIC will display CAN faults with on screen diagnosis under DME
(ECM) or EGS Fault survey.
Throttle Position Output (DKI): DKI is the throttle position output signal to the ASC Control Module (if
equipped).
The DKI signal is directly proportional to the throttle position sensor input signal.
This output signal is used by the ASC control module during ASC regulation. DKI is a pulse width modulated
signal created by the ECM.
Fig. 153: Identifying Throttle Position Output (DKI)
ASC Interfaces: The ECM is linked to the ASC Control Module (if equipped) through three signal lines for
ASC regulation. The three signals are switched high/low input requests for power reduction/drag torque
reduction.
 S-EML - Signal to the ECM of throttle regulation (reduce engine torque during acceleration).
 S-ASC (ZA) - Signal request to the ECM for fade out of ignition/injection and idle RPM increase (further
reduction in engine torque during acceleration).
 S-MSR (ZWV) - Signal request to the ECM for ignition timing retard and idle RPM increase (reduce
engine torque during deceleration).
Fig. 154: Identifying ASC Interfaces
Auxiliary Throttle: A second throttle housing is mounted "upstream" of the main throttle housing. This
auxiliary throttle is used in conjunction with ASC (if equipped).
The throttle is normally open and is closed by the ASC Control Module which restricts intake air flow reducing
engine torque to restore traction/maintain stability.
Fig. 155: Identifying Auxiliary Throttle
The Auxiliary Throttle is linked by a cable to the ADS II motor which regulates the throttle plate position.
Activation of the ADS II motor is an output function of the ASC Control Module.
The Auxiliary Throttle is closed briefly when the ignition is switched on "KL15" allowing the ASC to conduct a
brief test of the ADS II motor and Auxiliary Throttle Position Potentiometer.
Fig. 156: Identifying ASC Control Module
Vehicle Speed Signal: The vehicle speed input signal is provided by the ABS/ASC Control Module. The
vehicle speed input is a digital square wave and the frequency is proportional to the speed of the vehicle. The
speed signal is used for idle speed regulation and for vehicle top speed regulation.
For OBD II compliance, the ECM also monitors the signal (as compared to engine RPM and load) for abrupt
fluctuations in the signal frequency to "detect rough road surfaces" for the purpose of Misfire Detection
plausibility.
Fig. 157: Identifying Vehicle Speed Signal

ECM Programming - FLASH Control Modules
The MS41.x ECM is a programmable "FLASH" Control Module. The ECM contains a soldered in FLASH
EPROM which can be programmed/updated up to 13 times. The EPROM has basic information always present
in it refered to as "resident data". This resident data gives the EPROM its identification and contains
instructions for the programming of the operational maps. When you program, you are inputting operational
maps to the ECM such as injection timing and ignition timing, etc.
An unprogrammed control module will not allow the engine to start. DME (ECM) FLASH programming is
performed with the DIS/MoDIC using the latest software.
Using the "automatic" determination process (preferred method), the MoDIC compares the part numbers stored
in the FLASH EPROM of the currently installed ECM with a list of possible replacement part numbers stored in
the MoDIC's memory. The comparison is done to:
 Display the part number for the replacement programmable control module for that vehicle.
 Determine if the MoDIC can "recommend" a replacement part number(s) from the list part
numbers stored in its memory.
 Identify a proper replacement program or control module.
Fig. 158: Identifying ECM Programming - FLASH Control Modules
The determination identification screen is an example of the data displayed once the determination is made.
Fig. 159: Displaying Data
Workshop Hints
The following signals are "manufactured" by the ECM for other control modules and are not the "raw" inputs to
the ECM.
These signals should be tested if another Control Module, gauge or function is inoperative due to a lack of the
signal(s).
With the 88 Pin adapter and the DIS Oscilloscope (Preset Measurements) the following signals can be observed
with the ECM installed and engine running:
Fig. 160: Engine RPM Graph
1. TD = Engine RPM
2. Ti = Fuel Injection
The waveform on the scope should be even, continuous, without interference and of sufficient height (indicates
signal strength). Examples of "good" patterns are shown.
The test should be performed at the ECM and at the output Control Module/component.
Fig. 161: Fuel Injection Graph
CAN Signal
The DIS/MoDIC will display CAN faults with on screen diagnosis under DME (ECM) or EGS Fault survey.
The CAN lines should be checked using an ohm meter or Oscilloscope function of the DIS.
Fig. 162: Identifying CAN Signal
VANOS
Fig. 163: Identifying VANOS
Tools And Equipment
The correct Universal Adapter for the MS41.x application should be used (#88 88 6 614 410). This will ensure
VANOS
The electrical/hydraulic function can be checked "statically" by using the adapter tools and shop supplied
regulated compressed air.
Special Tool # 90 88 6 113 450 adapts regulated compressed air to substitute for engine oil pressure required to
move the VANOS piston.
Special Tool # 90 88 6 126 410 allows battery voltage and ground to activate the solenoid.
Fig. 166: Identifying VANOS

Introduction To Bus Systems - Overview - All
INTRODUCTION TO BUS SYSTEMS

Model: All from E38 to Present
Production: All
INTRODUCTION TO BUS SYSTEMS
Up until the introduction of the E31, all of the information transferred between control units was transmitted on
dedicated signal lines. As the various electronic systems grew more complex, the size of the wiring harness
increased beyond practical limits.
Signals such as engine RPM, coolant temperature, throttle position, road speed etc. each used a dedicated signal
line going to the control module that required this information. Each of these lines differed in the method of
signal transmission. Some of the methods used were variable duty cycle, switched DC signals and signals with
variable frequencies. This created a need for larger and more complex wiring harnesses.
Fig. 1: Identifying Signal Line Control Module

Fig. 2: Identifying CAN System
A solution to this problem was found by introducing bus networks to BMW Group vehicles. A bus system uses
multiplexing technology similar to that used in the electronics and telecommunications industry. Multiplexing is
a system of transmitting several messages on the same circuit or channel.
This technology allows control modules to transfer data bi-directionally at high speed and enables control
modules to share sensor information. This also allows control modules to send and receive control commands at
a faster rate than with conventional methods.
With the amount and complexity of features now available in modern vehicles, multiplexing is a necessary
technology. There are numerous benefits to in-vehicle bus networks such as:
 A reduction in the size of the wiring harness by decreasing the number of interfaces between control units
to one or two wires.
 Greater system reliability by reducing the number of connectors and components.
 A reduction in the number of redundant sensors by allowing the sharing of sensor information.
 Reduction of costs for components, assembly and troubleshooting.
 Flexibility in system configuration for addition of new systems.
Fig. 3: Communication Control Module Using Individual Signal Lines
Fig. 4: Communication Control Module Using Bus Network

MULTIPLEXING
Multiplexing relies on the use of digital communication between control units. A digital signal consists of a
series of high and low voltage signals which represent "bits" of information.
Using the example of morse code for explanation, the letters SOS are represented in morse code as three dots -
three dashes - three dots. Expressed as an electrical signal SOS would be represented as three short pulses -
three long pulses - three short pulses.
Fig. 5: Identifying SOS Electrical Signal

The basis for digital communication is binary code. Binary code uses only 2 digits - 0 and 1. Electrically, 1 is
represented by a voltage pulse and 0 is represented by a low voltage signal usually 0 volts.
In digital communication, each pulse represents a "bit" of data. Eight "bits" of information in a series of pulses
makes up one "byte". A byte represents a character in a line of information (data).
Fig. 6: Identifying Electrical Signal
In order to illustrate multiplexing in a vehicle application, an example of a K-Bus circuit will be used. The K-
Bus (Body Bus) was introduced in the E38 as a low speed data transfer bus. One of the benefits of multiplexing
is sensor sharing. The outside (ambient) temperature circuit is an example of "sharing" sensor information.
In the illustration shown below, the ambient temperature sensor is an analog input to the instrument cluster. The
temperature information is used by the cluster for the outside temperature display for the driver. The outside
temperature information is also needed by the climate control system (IHKA) for temperature control and
additional functions.
In previous models (before bus systems), the IHKA required an additional dedicated outside temperature sensor.
Using multiplexing principles, the K-Bus can transfer the temperature information (as well as additional data)
from the cluster to the climate control system which eliminates the need for an additional sensor.
Fig. 7: Locating Ambient Temperature Sensor
BUS COMMUNICATION SPEEDS
Data must be transmitted at high speed in order to make digital communication practical. The speed of these
signal is referred to as the data rate (formerly baud rate). Depending on the type of bus network used, data can
be transmitted from 9600 bits per second (9.6k/bps) to 500K bits per second (500K/bps).
Current fiber optic systems can transmit and receive data up to 22.5 M/bps.
BUS COMMUNICATION SPEEDS SPECIFICATION

Model Bus Data Rate Structure
E38 I/K/P Bus 9.6 K/bps Linear
E38 CAN 500 K/bps Linear
E38 D-Bus 9.6 K/bps Linear
E65 K-CAN-S 100 Kbps Linear
E65 K-CAN-P 100 Kbps Linear
E65 PT-CAN 500 Kbps Linear
E65 MOST 22.5 Mbps Ring
E65 byteflight 10 Mbps Star
E65 Sub-Busses 9.6 Kbps Linear
Depending on the system requirements, bus networks communicate at different speeds. Systems such as
powertrain control require a large amount of data to be transferred due to constantly changing values such as
RPM, road speed and throttle position etc. Therefore the CAN-Bus (or PT-CAN) operates at 500 K/bps.
Faster communication speeds are required for video and audio signals. Therefore, the MOST-Bus is designed to
handle these needs and can communicate at 22.5 M/bps.
To accurately describe the speed of data transmission the term "bps" (bit per second) is used. This is not to be
confused with baud rate. Baud rate refers to the rate that a change of state occurs on a signal line. Any voltage
change on the signal line is a change of state, but this does not relate directly to the amount of bits per second.
In other words, more that one bit can be transferred per baud. This is dependent upon the type of
communication protocol.
In this course, data communication speed will be referred to as bit per second (bps). A "bit" is an abbreviation
for binary digit. A bit is the smallest information unit that a computer can process. A series of 8 bits make up
one byte and a series of bytes make up a bus telegram message.
BUS SYSTEM STRUCTURE
There are 3 possible arrangements for bus system structure in BMW vehicles. They are:
 Linear (or Tree Structure)

 Ring
 Star
The linear bus structure is the most common arrangement. Up until the introduction of the E65, the linear
structure was used exclusively. The 2 other bus structures are currently used for fiber optic networks. The ring
structure is used on the MOST-Bus and the star structure is used on the byteflight system.
Fig. 8: Identifying Linear Or Tree Structure
Fig. 9: Identifying Star Structure

Fig. 10: Identifying Ring Structure
BUS SYSTEM APPLICATION
In the following pages of this course and subsequent courses, all BMW bus systems will be discussed. Starting
from the earliest bus networks up to the latest fiber optic networks used today. Below is a listing by model of
the major bus networks in use. (Some sub busses are not shown)
BUS SYSTEM APPLICATION SPECIFICATION
K-
Can
D- can- I- K- P- M- (P & PT- MOST- LIN-
TXD/RXD Bus bus Bus Bus Bus Bus S) CAN bus byteflight Bus Notes
E31 X X X CAN-Bus
used on
M60, M62
and M73
engines.
E32 X X CAN-Bus
used on
M60
engine.
E34 X X CAN-Bus
used on
M60
engine.
E36 X X X CAN-Bus
used on
M52
engine.
M-Bus
used from
96 model
year.
E38 X X X X X X X New bus
systems
introduced
in 95
model
year (D,
K, P and
M-Bus)
E39 X X X X X X X I-Bus
used on
vehicles
with high
version
cluster.
E46 X X X X X X LIN-Bus
added in
2003
model
year (face
lift). CAN
changed
PT-CAN
in 2000
model
year.
E53 X X X X X X X I-Bus
used on
vehicles
with high
version
cluster.
E65/E66 X X X X X X X E65
introduced
new bus
systems in
2002.
First
BMW to
use fiber
optics.
E60 X X X X X X K-CAN S
and K-
CAN P
are
combined
into K-
CAN. LIN
used on
IHKA,
AHL and
driver's
switch
block.
E63/E64 X X X X X X K-CAN S
and K-
CAN P is
combined
into K-
CAN.
E83 X X X X X X E83 Does
not use
byteflight.
LIN-Bus
is used on
DIAGNOSIS BUS (D-BUS)
The D-Bus is actually the oldest bus system used in BMW vehicles. It is used as a serial communications bus to
transmit data between the DISplus or GT-1 and the connected control units for diagnosis purposes.
The D-Bus was introduced as TXD (and RXD) in 1987. The term D-Bus was adopted with the introduction of
the E38 in 1995, however it is still referred to as TXD in the ETM.
Fig. 11: Diagnosis Bus (D-Bus) Control Unit

The control unit subject to diagnosis is selected by sending a diagnosis telegram to the control unit address. By
request from the diagnosis equipment (DISplus/GT-1), the control unit will transmit information such as the
contents of the fault memory or activate a control unit output.
All modules in the vehicle are not connected directly to the D-Bus, some systems are connected through a
gateway such as the IKE or cluster. The gateway handles all diagnostic "traffic" and routes the necessary
information to the correct bus system.
The D-Bus is only active when the DISplus or GT-1 is connected to the diagnostic socket and communicating.
Data over the D-Bus operates at a rate of up to 9.6 Kbps (9600 bits per second) on earlier vehicles. The D-Bus
on current models (from E65) operates at 110 K/bps.
The D-Bus connects various diagnosable control units to the DISplus or GT-1 via the diagnostic connector.
Earlier vehicles also used a second diagnosis line called RXD to allow the diagnostic equipment to establish
communication. RXD is not a bus line but a one way communication link used to wake up the diagnosis of the
connected control unit.
Diagnostic Connector
There have been numerous changes to the diagnostic connector since it's introduction in 1988. Early vehicles
until the 2001 model year used the 20-pin diagnostic connector located in the engine compartment. On vehicles
equipped with the 20-pin connector, diagnostic communication is carried out through the TXD/RXD interface
(D-Bus).
RXD is a 12 volt one-way digital signal which is sent to the module subject to diagnosis. This signal was used
to wake-up the control module and initiate diagnostic communication. RXD was gradually phased out starting
in 1997 (until 2001) and TXD (D-Bus) is now used for all diagnostic communication.
Fig. 12: Identifying Diagnostic Connector

The TXD signal line is bi-directional and allows information to be retrieved (such as fault codes) and
commands to be carried out (such as component activation). On vehicles equipped with the 20-pin diagnostic
connector, TXD is in pin 20 and RXD in pin 15.
Later control modules (from 1997) no longer required the separate RXD to establish communication, (DS2
protocol) so Pin 15 was removed from the Diagnostic socket of most vehicles. Pin 15 (RXD) was still used in
the E38 until the end of production in 2001.
In 1995, to satisfy the requirements of OBD II, a standardized 16-pin connector was installed inside of all
vehicles. Up until 2001, the 16-pin OBD II connector was not used by BMW diagnostic equipment to access
diagnosis, it was reserved for aftermarket scan tool usage. The 20-pin connector was eliminated from all BMW
vehicles from 2001 and the 16-pin OBD connector is now used exclusively.
TXD II (pin 17) was introduced as a communication line exclusive to DME (ECM), AGS (TCM) and EML. Pin
2 provided a connection to the 16 pin OBD connector via a bridge in the cap of the 20-pin connector. TXD II is
technically identical to the D-Bus (TXD).
NOTE: On vehicles equipped with both the 20-Pin and 16-Pin OBD connector, the cap
on the 20-pin connector must be installed to access diagnostic information
from the OBD II connector.
Beginning with the introduction of the E65, TXD has been omitted and TXD II is now used exclusively for
diagnostic communication. TXD II is in pin 7 of the 16 pin OBD connector.
Fig. 13: Identifying Diagnostic Communication
Gateways
On some of the early models the D-Bus was connected directly to some modules. Some modules were
diagnosed through a gateway module such as the IKE or cluster. For instance as the diagram below shows,
modules that are on the I, K and P-Bus must be diagnosed through the IKE. In this case the IKE acts as a
"gateway" module. The gateway routes all diagnostic "traffic" to the correct bus system.
Fig. 14: Identifying Gateways Model
On newer vehicles such as the E65, the ZGM acts as a gateway and all diagnostic data is routed through this
module.
A gateway allows information to be transferred from one bus system to another. Due to the difference in
communication speed, the gateway must "translate" the data and then route the data to the correct network.
In addition to the above functions, the gateway will also allow data messages with a higher priority to be
transmitted first.
Fig. 15: Identifying Gateway And Diagnostic Data Route
CONTROLLER AREA NETWORK (CAN-BUS)
The CAN protocol was originally developed by Intel™ and Bosch in 1988 for use in the automotive industry.
CAN provides a standardized, reliable and cost-effective communications network which allows vehicle
manufacturers to combat the increasing size of vehicle wiring harnesses.
The CAN-Bus was introduced on BMW vehicles in 1993 in the 7 and 5 series vehicles with the M60 engine and
automatic transmission. The CAN-Bus connected the DME (ECM) with the EGS (TCM) control units. This
network allowed data to be transferred between DME and EGS at rate of up to 500 Kbps (Kilobits per second).
Fig. 16: Identifying Example Of Early CAN-Bus On M60 Engine
As shown in the above picture, the original CAN-Bus network contained only 2 control units or "subscribers".
Since it's introduction, subscribers on CAN have increased as system needs dictated.
Beginning with the 1995 model year, new systems were added to the CAN-Bus. The introduction of the E38
750iL necessitated major changes to the CAN-Bus structure. EML and DSC were added as well as DME II for
the M73 engine.
For the 1998 model year, the instrument cluster and the steering angle sensor were also added to expand the
signal sharing capabilities of the vehicle.
When introduced, the CAN-Bus consisted of 2 copper wires and a third connection which served as a shield.
The shield was needed to protect the CAN-Bus from electrical interference. Since the CAN-Bus uses relatively
low voltage (approx 2.5), it is vulnerable to signal interruption from higher voltage circuits or aftermarket
systems such as cell phones etc.
Fig. 17: Identifying Tree Structure And Star Connector
The shield on the CAN-Bus was only used until the 99 model year, after which the entire CAN-Bus network
went to twisted pair wiring. Twisted pair configuration allows the same level of interference suppression and
creates more flexibility in wiring due to the elimination of the extra shielding.
The two signal wires used in CAN are referred to as CAN-High and CAN-Low. Each wire carries the same
information bi-directionally. The two wire configuration is used for redundancy in the event of failure.
Due to the linear structure of the network, the CAN-Bus is available for other modules in the event of a
disconnected or failed control unit. This is referred to as a "Tree" structure with each control unit occupying a
branch.
Currently, the CAN-Bus is used on all BMW vehicles and has been expanded to other systems. The
introduction of the E65 brought about new variations of CAN. The new PT-CAN and K-CAN will be discussed
in a later module.
CAN-Bus Operation
The primary function of the CAN-Bus is to exchange data at a high transfer rate between CAN subscribers. This
is accomplished using two signal lines referred to as CAN-High and CAN-Low. Both of these signal lines
transfer the same data at the same time. Two signal lines are used for redundancy in the event of a signal line
failure.
Voltage on the CAN-Bus is divided between the two data lines. for an average of 2.5 volts per line. Voltage is
measured from each data line to ground. Each module on CAN contributes to this voltage.
Fig. 18: Identifying CAN-Bus View On Multimeter

Fig. 19: Identifying CAN-Bus View On Oscilloscope
When viewing the CAN-Bus signals on an oscilloscope, CAN-Low with be approximately 2.5 volts. The signal
will be "pulled" low during communication. CAN-High will be at 2.5 volts, but the signal will be "pulled" high
during communication. However, the fact that 2.5 volts are present does not indicate that the CAN-Bus is fault
free, it just means that the voltage level is sufficient to support communication.
Terminal Resistors
Two 120 Ohm resistors are used in the CAN-Bus circuit to establish the correct impedance to ensure fault free
communication. A 120 Ohm resistor is installed in two control units of the CAN between CAN-H and CAN-L.
Because the CAN is a parallel circuit, the effective resistance of the complete circuit is 60 Ohms. On some
vehicles there is a jumper wire that connects the two parallel branches together, others have an internal
connection at the instrument cluster.
The resistance is measured by connecting the appropriate adapter to any of the modules on the CAN and
measuring the resistance between CAN-L and CAN-H. The resistance should be 60 Ohms. The CAN-Bus is
very stable and can continue to communicate if the resistance on the CAN-Bus is not completely correct;
however, sporadic communication faults will occur.
The terminal resistors are located in the ASC/DSC control unit and either the instrument cluster or in the DME.
Early 750iL vehicles that used the star connector have a separate external resistor which connect CAN-H and
CAN-L together.
Modules which do not have the terminal resistor can be checked by disconnecting the module and checking the
resistance directly between the pins for CAN-H and CAN-L. The value at these control units should be between
10 kOhms and 50 kOhms.
Fig. 20: Identifying Terminal Resistors Modules

CAN Communication Protocol
The CAN-Bus network uses a unique communication protocol. Bus telegram messages are not "addressed" to
the intended receiver (module) as on other bus networks. Instead, the content of the message (RPM, TD, Temp,
etc) is labeled by an identifier code that is unique throughout the CAN. All of the subscribers receive the
message and each one checks the message to see if it is relevant to that particular control unit.
If the message is relevant then it will be processed, if not, it will be ignored. The identifier code also determines
the priority of the message. In a case where two control units attempt to send a message over a free bus line, the
message with the higher priority will be transmitted first. The protocol of the CAN ensures that no message is
lost, but stored by the Master Controller and then re-transmitted later when it is possible.
INFORMATION AND BODY BUS (I AND K-BUS)
Initially the I-Bus was introduced on the E31 as the information bus. The E31 version of the I-Bus was used for
body electronics and driver information systems. With the introduction of the E38, the I-Bus is now referred to
as the instrument bus. The K-Bus was added to the E38 along with the I-Bus. Models without Navigation or
IKE will use the K-Bus only. Both of these bus systems are technically identical, the only difference is their use
by model.
The I and K-Buses are a serial communications bus in which all connected control units can send as well as
receive information over one wire. From this point forward they will be referred to as the I/K-Bus and
differences will be pointed out separately.
The data transfer rate is approximately 9.6 Kbps (bits per second).
The I/K-Bus is always active when terminal R is switched on. If the bus line is quiet more than 60 seconds, all
of the control modules will go into Sleep Mode.
When receiving messages over the bus line, the control unit first determines if the message is error free before
accepting it.
The information sent over the bus is configured serially. Each message consists of:
1. Transmitter address (8 bit address)

 The senders name.
2. Length of data (number of following message bytes)

 How long the sender will speak.
3. Receiver address (8 bit address)

 Whom the sender wishes to speak to.
4. Command or Information
 What the sender wants done.
5. Detailed description of message (maximum 32 bytes of data)

 How the sender wants it done.
6. Summary of transmitted information (check sum)

 The sender summarizes everything said.
The sender of the message then waits (100 ms) for an acknowledgment that the message was received.
All of the connected control units will receive the information, but only the module addressed will accept and
react to the data.
The rules for communication on the bus line are:
 Only one module speaks at a time.

 Everybody speaks at the same speed.
 Messages are acknowledged by the recipient.
 The message is repeated if the addressed module fails to respond.
 The Master Controller has priority.
 Quit sending message after 5 failed attempts.
Communication between busses - On vehicles equipped with an I-Bus (E38, E39, E53 High) messages to be
sent back and forth between the K-Bus and I-Bus have to be transferred via a Gateway. This Gateway is the
IKE. The IKE determines by the address of the message recipient whether the message needs to be passed along
to the other bus. The D-Bus and CAN-Bus also utilize the IKE or KOMBI as a gateway.
Polling - Each module on the I/K-Bus is informed by a message from the Master Controller as to the ready
status of all of the other connected modules. The modules polled are according to the coding of the Master
Controller. Every 30 seconds after KL R is switched on, each module on the bus line is polled.
A message concerning bus subscriber status is updated continuously based on the results of these polls. If a
subscriber fails to respond with "device status ready" the Master will try again after 1 second.
If the module fails to reply again, the Master will assume that the subscriber is defective and send the message
"subscriber inactive" to all connected modules. The inactive module will continue to be polled until the key is
switched off in case the module resets itself.
Bus System Overview
Fig. 21: Identifying Vehicle With I And K-Bus Control Unit

Fig. 22: Identifying Vehicle With K-Bus Control Unit

The I/K-Bus consists of a single copper wire. The wire color of the I and K-Bus is uniform throughout the
vehicle with: I-Bus WS/GR/GE and the K-Bus WS/RT/GE (Note: 2001 E39s with base Kombi have changed
K-Bus wire color to the same as the I-Bus, WS/GR/GE).
Due to the linear structure of the network, the I/K-Bus is available for other modules in the event of a
disconnected or failed control unit. Just as the CAN-Bus, this is referred to as a "Tree" structure with each
control unit occupying a branch. The I/K-Bus provides the diagnostic connection to the control units located on
those busses (except IKE/KOMBI).
Always refer to the to determine the exact wiring configuration and color for a specific model.
Troubleshooting The I/K-Bus
The failure of communication on the I/K-Bus can be caused by several sources:
 Failure of the bus cable.

 Failure of one of the control units attached to the bus.
 Failure of the voltage supply to individual modules.
 Interference in the bus cables.
The I/K-Bus is active when KL R is switched on, it remains active until 60 seconds after the last message. If the
key is switched off (KL30) the bus may be activated for a time by individual users via a "wake-up" message.
Unlike the CAN-Bus where each control unit (subscriber) provides voltage for communication, the I/K-Busses
use only determined Main (master) or Stand-by Controllers to supply B+ for communication. The voltage level
on the I/K-Bus must be above 7 V. The nominal value should be close to the system voltage of the vehicle.
Just like the CAN-Bus, the fact that voltage is present does not mean that the bus is fault free, it just means that
the voltage level is sufficient to support communication.
Control units that provide operating voltage to the I/K-Bus are:
On E38 and E39/E53 High version vehicles:
 The LCM is the Main (master) Controller of the I-Bus. The IKE and MID/BMBT are Stand-by
Controllers.
 The GM is the Main (master) Controller of the K-Bus.
On E46, E52 and E39/E53 Base version vehicles:
 The GM is the Master Controller for vehicles equipped with only the K-Bus.
 The LCM/LSZ is the Stand-by Controller.
Failure Of The Bus Cable
The following faults can occur to the I/K-Bus wiring:
 Short Circuit to B+
 Short Circuit to B-
 Bus line down (open)
 Defective plug connections (damaged, corroded, or improperly crimped)
Short Circuit to B+: Modules that send a message see that the message was not received and that the bus
remains high. However, subscribers are unable to decide whether the fault is due to a shorted line or a defect in
the communication interface. The module will repeat its message 5 times before discontinuing and faulting. The
module will continue to operate as normal minus any commands that could not be delivered by the bus.
Short Circuit to B-: The subscribers do not interpret a low bus line as a fault but just as a bus line deactivation.
The Master and Standby controllers do detect the short and enter it as a bus fault. (No communication).
Bus Line Down: The bus line may be open at any of several locations. As long as the Master or Stand-by is still
connected, communication can occur with any modules still remaining. The fault situation will be the same as if
the disconnected modules were defective themselves.
Checking the bus line is carried out just like any other wiring. Perform continuity tests between the connections
of different modules (all modules disconnected) without forgetting to make sure that the bus has not shorted to
ground or another wire. It is recommended to use the "Wire Test" in "Preset Measurements" which is more
sensitive than just a resistance check.
If Voltage level and the wire test are O.K. then looking at the communication signal may be useful. In order to
get a signal, operate different devices on the I/K-Bus (e.g. MID/MFL) to stimulate conversations.
The following are some examples of scope patterns that may be observed when checking the I/K-Bus.
Fig. 23: BMW Measuring System Oscilloscope Display

The example shown above is of a correctly operating K-Bus signal. The high portion of the signal is
approximately 12 volts. The signal is active when communication is occurring of the bus.
Fig. 24: Identifying Flat Line At 12 Volts
No communication is taking place. The bus may be temporarily off line or shorted to B+.
Fig. 25: Identifying Flat Line At 5 Volts
No output voltage from the Main (master) or standby controllers. Bus line may be open or control unit may be
defective.
Failure Of One Of The Control Units Attached To The I/K-Bus.
Each control unit connected to the bus has an integrated communication module that makes it possible for that
control unit to exchange information. Failure of a control unit normally triggers a fault code in the other control
units connected to the bus.
As a quick check for the I/K-Bus, activate the four way flashers. The flash indicators must light up in the
instrument cluster. Switch on the Radio, and adjust volume using the MFL or MID/BMBT, the volume must
change accordingly.
On High version vehicles press the recirculation button on the MFL, The IHKA should respond to the request.
This test checks the gateway link as well as the I and K-Bus communication.
If the tests prove O.K, this means that communication on the bus is O.K. Any faults still existing can only be
related to faults specific to a control unit or a local I/K-Bus wiring defect to a module.
There are instances where failures may be software related. A faulted module may paralyze or take down the
entire bus. This scenario would be evident by functions not being carried out and possible faults stored.
In order to isolate the defective control unit, the control units can be disconnected one at a time. Repeat the bus
test after each disconnected control unit. If the disconnected control module is the defective one the faults will
only point to communication with that interrupted module and no one else.
Once the module has been replaced (observing current S.I.Bs) and coded, perform the I or K-Bus Test Module
in the Diagnosis Program to ensure that communication is O.K.
Failure Of The Voltage Supply To Individual Modules.
A slowly dropping battery voltage on a vehicle with discharged battery can lead to sporadic communication
faults in various control units on the bus. The reason is that not all control units will switch off communication
at the same voltage level leaving some modules still trying to communicate. Always verify a properly charged
battery and charging system and fuses before beginning troubleshooting on the bus. Also, do not forget to check
for a proper ground to a control unit, this may not allow the bus to see a signal low (0-2 V)
Interference In The Bus Cables.
Interference will have a similar effect to shorting or disturbing the bus wiring. Excessive interference created by
a defective alternator or aftermarket devices such as cell phones or amplifiers may induce a voltage into the bus
line and disrupt communication. This type of interruption may be intermittent and faults may only be stored in
some modules and not in others. These faults are often difficult to reproduce. Isolate any aftermarket wiring in
the vehicle and see if the fault returns.
Peripheral Bus (P-Bus)
The P-Bus is a single wire serial communications bus that is used exclusively on vehicle that are equipped with
ZKE III. These vehicles are the E38, E39 and E53.
The P-Bus provides the Central Body Electronics system with a low speed bus for use by the General Module
(GM) to control various functions. These functions are carried out by various peripheral modules. The
peripheral modules are located in areas of the vehicle close to sensors or actuators where wiring the components
separately would create an excessively large wiring harness. In some cases (e.g. Sunroof module) these
peripheral modules are integrated into an actuator or switch to create one unit.
The P-Bus is only used within the ZKE system and is very similar in communication protocol and speed to the
I/K-Bus. The P-Bus is not designed for a rapid exchange of continuous information. Instead, the messages on
the P-Bus are short control commands. This limited message flow allows for fast reaction time by the Peripheral
module. (e.g. a door lock request).
Fig. 26: Identifying P-Bus
In comparison with previous electronic systems, bus networks provide a simple method to operate various body
electronic systems. Using the example of a power window circuit, the previous methods to operate a window
were inefficient. The power window circuit carried a large amount of current which required larger gauge wires
and heavy duty switches. Window switches were subject to wear from arcing contacts and the wiring size did
not allow much flexibility when passing through bulkheads and door jamb areas.
A bus network needs less high current circuits and uses a smaller amount of heavy gauge wire. The switches are
only used to signal the modules and they do not carry high current. The switches are used to provide a low
current ground input signal which increases the life of the switch and improves reliability considerably.
The drivers side window switch is a control unit on the P-Bus. If the driver needs to open the front passenger
side window, a signal is sent from the driver's side switch block module to the passenger side door module. The
passenger side door module contains the load circuits for switching the window motor. The passenger side door
module will respond to the "window open" telegram from the drivers door switchblock by actuating the
switching circuit for the window motor.
(Early E36)
Fig. 27: Conventional Power Window Circuit Diagram

In addition to simplifying the power window circuit, the bus network also allows functions that were not
possible with a conventional power window circuit. For example, the remote operation of the power windows
from the key transceiver (convenience open feature).
The convenience open feature on the E38 operates by a radio frequency signal from the key transceiver. The
"open request" signal is received by the FBZV module. The FBZV module sends a digital signal to the General
Module (GM III). The GM then sends an "open windows and sunroof" telegram over the P-Bus and all 4
windows and sunroof will open. This type of feature is much too complex for a conventional window circuit.
The bus network allows new features like this to be possible.
Fig. 28: Identifying P-Bus Control Unit
Troubleshooting The P-Bus
The failure of communication on the P-Bus can be caused by several sources:
 Failure of the bus cable.

 Failure of one of the control units attached to the bus.
 Failure of the voltage or ground supply to individual modules.
 Interference in the bus cables.
The P-Bus may be active at anytime following a wakeup call. The GM provides the voltage necessary to
support communication. The voltage level of the P-Bus is 12V.
The Diagnosis of the central body electronics is carried out via the K-Bus. The GM converts diagnosis request
from the DISplus into diagnostic mode messages and transmits them the peripheral modules over the P-Bus.
Automatic testing of the P-Bus connection is carried out every time the GM communicates with the diagnosis
program (not during a short test).
Checking the bus line is carried out just like any other wiring. Perform continuity tests between the connections
of different modules (all modules disconnected) without forgetting to make sure that the bus has not shorted to
ground or another wire. It is recommended to use the "Wire Test" in "Preset Measurements" which is more
sensitive than just a resistance check.
Troubleshooting of the P-Bus network is carried out the same as the I/K-Bus.
Fig. 29: Identifying Troubleshooting P-Bus Display

M-BUS
The M-Bus is used exclusively in the climate control systems for the control of the "smart:" stepper motors.
These stepper motors are used to control various air distribution flaps. In previous climate control systems, such
as E32/E34, the stepper motors were directly controlled by the climate control module.
The M-Bus was introduced on the E38 climate control system (IHKA). The M-Bus was also installed on
subsequent models equipped with IHKA and IHKR.
The M-Bus communicates with the "smart" stepper motors which contain a processor capable of transmitting
and receiving messages. The stepper motor is then operated by final stage transistors located within the stepper
motor electronics.
Fig. 30: Identifying M-Bus

The M-Bus consists of a three wire ribbon cable containing the following wires:
 Power (B+)
 Ground
 Bidirectional Signal Line
Each stepper motor on the M-Bus has a unique part number to distinguish it's location on the climate control
housing. The part number corresponds to a unique electronic address on the M-Bus. Since each stepper motor
contains a unique electronic address, the motor will only respond specific commands. A stepper motor installed
in the wrong location would result in improper operation.
Fig. 31: Identifying Stepper Motors
Communication Protocol
Each stepper motor acts as a "subordinate" module, it listens to all data on the bus, but only responds as long as
the message is transmitted without errors and recognizes it's own address.
The M-Bus protocol differs from the CAN and the I/K/P-Busses in that communication takes place within a
framework time of 650 microseconds.
When the climate control module (IHKA/R) is commanding a change in position of one or more stepper motors,
the sequence of data is:
1. Start bit - Informs the stepper motors that a command is coming.
2. Synchro bit - Establishes the message as originating from the IHK control module.
3. Data Field - The command to move a stepper motor to a particular position.
4. Address Field - The IHK control unit names the stepper motor the command is intended for.
If the message was received by the stepper motor without error, the stepper motor will carry out the command
and transmit it's acknowledgment which is as follows:
1. Synchro Bit - Establishes the message as originating from the stepper motor
2. Data Field - Status information from the actuator (feedback)
3. End of Frame - Closes the communication Session
Communication continues on the M-Bus until the GM send the "go to sleep" command over the K-Bus.
M-Bus Topology
The M-Bus consists of a three wire ribbon attached to the climate control housing and connecting all of the
"smart" stepper motors in the system. The number of stepper motors depends upon the vehicle model and
climate control system (IHKA, IHKR etc.).
For example, the E38 (shown) with IHKA uses 9 "smart" stepper motors and one motor that is conventionally
controlled. The M-Bus is divided into two circuits due to the large number of stepper motors. Other models
such as the E39, E46 and E53 only use one circuit for the M-Bus and less stepper motors.
Fig. 32: Identifying M-Bus Topology
M-Bus Troubleshooting
The failure of communication on the M-Bus can be caused by several sources:
 Failure of the bus ribbon, e.g. open or shorted.

 Failure of one of the stepper motors attached to the bus, e.g. shorted to B+ or B-.
 Failure of the voltage or ground supply to the IHK control unit.
The M-Bus is active at any time following KLR on. The IHK module provides the voltage necessary to support
communication. The voltage level of the M-Bus is 5 V, but because status communication occurs at an average
50% duty cycle the observed voltage is approximately 2.5 V. The presence of 2.5 V means that communication
is occurring.
Checking the M-Bus ribbon is carried out just like any other wiring. Perform continuity tests between the
connections of the stepper motors (all motors disconnected) and the control unit without forgetting to make sure
that the data line has not shorted to ground or power.
It is recommended to use the "Wire Test" in "Preset Measurements" which is more sensitive than just a
resistance check.
If Voltage level and the wire test are O.K, then looking at the communication signal may be useful.
The following is an example of a scope pattern that may be observed when checking the M-Bus. Notice the very
high frequency of the signal at approximately 20 kHz.
Fig. 33: Identifying Scope Pattern (M-Bus)

1997 SPECIFICATIONS INDEX
Z3 - 4-Cylinder
SPECIFICATIONS INDEX
Z3 SPECIFICATIONS INDEX
System Specification/Procedure
Air Conditioning
Service A/C SYSTEM SPECIFICATIONS
Torque TORQUE SPECIFICATIONS
Axle Nut/Hub Nut (Collar Nut)
Rear 184 Ft. Lbs. (250 N.m)
Battery CAPACITIES
Brakes
Bleeding Sequence BLEEDING BRAKE SYSTEM
Disc Brakes DISC BRAKE SPECIFICATIONS
Charging
Generator GENERAL SPECIFICATIONS
Drive Belts
Adjustment ADJUSTMENTS
Belt Routing DRIVE BELT ROUTING
Engine Cooling
General Service Specifications SPECIFICATIONS
Radiator Cap Pressure SPECIFICATIONS
Thermostat R & I THERMOSTAT AND CONNECTIONS
Water Pump R & I WATER PUMP WITH DRIVE
Engine Mechanical
Compression ENGINE IN GENERAL (M44)
Oil pressure OIL PUMP WITH STRAINER AND
DRIVE (M44)
Overhaul ENGINE - TECHNICAL DATA (M44)
Torque TORQUE SPECIFICATIONS (M44)
Fluid Specifications See FLUIDS under MAINTENANCE tab. From
within Manager or Service Writer, click the
"30/60/90 Interval" or Maint." button.
Flywheel/Flex Plate Torque FLYWHEEL
Fuel System
Fuel Filter Location Under Vehicle On Frame Rail
Fuel Filter R & I FUEL FILTER
Pressure Release Procedure FUEL SYSTEM PRESSURE RELEASE
Pressure Specification FUEL SYSTEM
Fuel Pressure Test Procedure FUEL PUMP
Ignition
Firing Order & Cylinder Identification FIRING ORDER & CYLINDER
INDENTIFICATION
Ignition Wires (Routing) Coil on plug
Spark Plug
Type NGK BKR6EK
Gap Not Adjustable
Torque 23 Ft. Lbs. (31 N.m)
Starting
Starter STARTER SPECIFICATIONS
Wheel Alignment
Adjustment Specifications WHEEL ALIGNMENT SPECIFICATIONS
Torque TORQUE SPECIFICATIONS x
Wheel & Tire
Wheel Lug Nut Torque 81-96 Ft. Lbs. (110-130 N.m)
1997 SPECIFICATIONS INDEX
Z3 - 6-Cylinder
SPECIFICATIONS INDEX
Z3 SPECIFICATIONS INDEX
System Specification/Procedure
Air Conditioning
Service A/C SYSTEM SPECIFICATIONS
Axle Nut/Hub Nut (Collar Nut)
Rear 184 Ft. Lbs. (250 N.m)
Battery CAPACITIES
Brakes
Bleeding Sequence BLEEDING BRAKE SYSTEM
Disc Brakes DISC BRAKE SPECIFICATIONS
Charging
Generator GENERAL SPECIFICATIONS
Drive Belts
Adjustment ADJUSTMENTS
Belt Routing DRIVE BELT ROUTING
Engine Cooling
General Service Specifications SPECIFICATIONS
Radiator Cap Pressure SPECIFICATIONS
Thermostat R & I THERMOSTAT
Water Pump R & I WATER PUMP
Engine Mechanical
Compression ENGINE COMPRESSION
Oil pressure Oil pressure should be more than 7 psi (48
kPa) at idle and 56 psi (386 kPa) at 3000
RPM.
Overhaul ENGINE SPECIFICATIONS
Fluid Specifications See FLUIDS under MAINTENANCE tab.
From within Manager or Service Writer, click
the "30/60/90 Interval" or Maint." button.
Flywheel/Flex Plate Torque 83-96 Ft. Lbs. (113-130 N.m)
Fuel System
Fuel Filter Location Under vehicle, forward from fuel tank
along fuel feed line behind fuel filter
cover.
Fuel Filter R & I FUEL FILTER
Pressure Release Procedure FUEL SYSTEM PRESSURE
RELEASE
Pressure Specification 50 psi (344 kPa)
Fuel Pressure Test Procedure FUEL PUMP
Ignition
Firing Order & Cylinder Identification FIRING ORDER & CYLINDER
INDENTIFICATION
Ignition Wires (Routing) Coil on plug
Spark Plug
Type NGK BKR6 EQUP
Gap Not Adjustable
Torque 23 Ft. Lbs. (31 N.m)
Starting
Starter STARTER SPECIFICATIONS
Wheel Alignment
Adjustment Specifications WHEEL ALIGNMENT
PROCEDURES
Wheel & Tire
Wheel Lug Nut Torque 81-96 Ft. Lbs. (110-130 N.m)
1997 DTC INDEX
BMW
SELF-DIAGNOSTICS DTCS
DIAGNOSTIC TROUBLE CODES (DTC) LIST - Z3, 318TI & 318I (4-CYL - 9/96-12/96)
SELF-DIAGNOSTICS DIAGNOSTIC TROUBLE CODES (DTC) LIST - Z3, 318ti & 318i (4-
CYLINDER - 9/96-12/96)
PCode BMW-FC PCode Text Diagnosis
P0100 115 Mass or Volume Air Flow See DTC CHART (Z3, 318ti & 318i 4-
Circuit CYLINDER - 9/96-12/96) - 2 OF 3
P0111 124 Intake Air Temperature Sensor See DTC CHART (Z3, 318ti & 318i 4-
1 Circuit Range/Performance CYLINDER - 9/96-12/96) - 3 OF 3
P0116 123 Engine Coolant Temperature See DTC CHART (Z3, 318ti & 318i 4-
Circuit Range/Performance CYLINDER - 9/96-12/96) - 2 OF 3
P0120 117 Throttle/Pedal Position See DTC CHART (Z3, 318ti & 318i 4-
Sensor/Switch "A" Circuit CYLINDER - 9/96-12/96) - 2 OF 3
P0130 10 O2 Sensor Circuit (Bank 1 See DTC CHART (Z3, 318ti & 318i 4-
Sensor 1) CYLINDER - 9/96-12/96) - 2 OF 3
P0133 15 O2 Sensor Circuit Slow See DTC CHART (Z3, 318ti & 318i 4-
Response (Bank 1 Sensor 1) CYLINDER - 9/96-12/96) - 2 OF 3
P0135 13 O2 Sensor Heater Circuit (Bank See DTC CHART (Z3, 318ti & 318i 4-
1 Sensor 1) CYLINDER - 9/96-12/96) - 2 OF 3
P0139 17 O2 Sensor Circuit Slow Diagnostic information is not available.
Response (Bank 1 Sensor 2) Use BMW Diagnostic Information
System Plus (DISplus) or Group Tester
One (GT-1) to diagnose system.
P0170 26 Fuel Trim (Bank 1) See DTC CHART (Z3, 318ti & 318i 4-
CYLINDER - 9/96-12/96) - 1 OF 3
P0201 150 Injector Circuit/Open - See DTC CHART (Z3, 318ti & 318i 4-
Cylinder 1 CYLINDER - 9/96-12/96) - 3 OF 3
P0300 62 Random/Multiple Cylinder See DTC CHART (Z3, 318ti & 318i 4-
Misfire Detected CYLINDER - 9/96-12/96) - 1 OF 3
P0301 50 Cylinder 1 Misfire Detected See DTC CHART (Z3, 318ti & 318i 4-
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
P0325 210 Knock Sensor 1 Circuit (Bank See DTC CHART (Z3, 318ti & 318i 4-
1 or Single Sensor) CYLINDER - 9/96-12/96) - 3 OF 3
2) CYLINDER - 9/96-12/96) - 3 OF 3
P0335 111 Crankshaft Position Sensor "A" See DTC CHART (Z3, 318ti & 318i 4-
P0340 112 Camshaft Position Sensor "A" See DTC CHART (Z3, 318ti & 318i 4-
Circuit (Bank 1 Or Single CYLINDER - 9/96-12/96) - 3 OF 3
Sensor)
P0420 40 Catalyst System Efficiency See DTC CHART (Z3, 318ti & 318i 4-
Below Threshold (Bank 1) CYLINDER - 9/96-12/96) - 1 OF 3
P0440 93 Evaporative Emission System See DTC CHART (Z3, 318ti & 318i 4-
CYLINDER - 9/96-12/96) - 1 OF 3
Purge Control Valve Circuit CYLINDER - 9/96-12/96) - 1 OF 3
P0500 120 Vehicle Speed Sensor "A" See DTC CHART (Z3, 318ti & 318i 4-
CYLINDER - 9/96-12/96) - 3 OF 3
P0505 32 Idle Air Control System See DTC CHART (Z3, 318ti & 318i 4-
CYLINDER - 9/96-12/96) - 3 OF 3
P0600 236 Serial Communication Link See DTC CHART (Z3, 318ti & 318i 4-
CYLINDER - 9/96-12/96) - 3 OF 3
P0601 103 Internal Control Module See DTC CHART (Z3, 318ti & 318i 4-
Memory Check Sum Error CYLINDER - 9/96-12/96) - 3 OF 3
P0603 102 Internal Control Module Keep See DTC CHART (Z3, 318ti & 318i 4-
Alive Memory (KAM) Error CYLINDER - 9/96-12/96) - 3 OF 3
Random Access Memory CYLINDER - 9/96-12/96) - 3 OF 3
(RAM) Error
(RAM) Error
P07XX ..... These codes apply to Diagnostic information is not available.
electronically controlled Use BMW Diagnostic Information
transmissions. System Plus (DISplus) or Group Tester
Problem
P1174 27 Fuel Trim Adaptation See DTC CHART (Z3, 318ti & 318i 4-
Malfunction (Bank 1) CYLINDER - 9/96-12/96) - 1 OF 3
P1176 16 O2 Sensor Slow Response Diagnostic information is not available.
(Bank 1) Use BMW Diagnostic Information
P1186 14 O2 Sensor Heater Control See DTC CHART (Z3, 318ti & 318i 4-
Circuit (Bank 1 Sensor 2) CYLINDER - 9/96-12/96) - 2 OF 3
P1386 220 Control Module Self-Test, Diagnostic information is not available.
Knock Control Circuit Baseline Use BMW Diagnostic Information
Test (Bank 1) System Plus (DISplus) or Group Tester
P1396 ..... Crankshaft Position Sensor See DTC CHART (Z3, 318ti & 318i 4-
P1509 168 Idle-Speed Control Valve See DTC CHART (Z3, 318ti & 318i 4-
Opening Solenoid Control CYLINDER - 9/96-12/96) - 3 OF 3
Circuit Signal Electrical
P1511 175 DISA (Differentiated Intake See DTC CHART (Z3, 318ti & 318i 4-
Manifold) Control Circuit CYLINDER - 9/96-12/96) - 3 OF 3
Electrical
Closing Coil Electrical CYLINDER - 9/96-12/96) - 3 OF 3
P1585 8 Misfire Detected With Low Diagnostic information is not available.
Fuel Use BMW Diagnostic Information
Knock Control Test Pulse Use BMW Diagnostic Information
(Bank 1) System Plus (DISplus) or Group Tester
P1690 165 Malfunction Indicator Lamp Diagnostic information is not available.
(MIL) Control Circuit Use BMW Diagnostic Information
Electrical System Plus (DISplus) or Group Tester
electronically controlled Use BMW Diagnostic Information
transmissions. System Plus (DISplus) or Group Tester
DIAGNOSTIC TROUBLE CODES (DTC) LIST - Z3, 318TI & 318I (4-CYL - 1/97-8/97)
SELF-DIAGNOSTICS DIAGNOSTIC TROUBLE CODES (DTC) LIST - Z3, 318ti & 318i (4-
CYLINDER - 1/97-8/97)
PCode BMW-FC PCode Text Diagnostics
P0100 115 Mass Or Volume Air Flow See DTC CHART (Z3, 318ti & 318i 4-
Response (Bank 1 Sensor 1) CYLINDER - 1/97-8/97) - 2 OF 3
P0135 13 O2 Sensor Heater Circuit See DTC CHART (Z3, 318ti & 318i 4-
(Bank 1 Sensor 1) CYLINDER - 1/97-8/97) - 2 OF 3
P0170 26 Fuel Trim (Bank 1) See DTC CHART (Z3, 318ti & 318i 4-
CYLINDER - 1/97-8/97) - 2 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
1 Or Single Sensor) CYLINDER - 1/97-8/97) - 3 OF 3
2) CYLINDER - 1/97-8/97) - 3 OF 3
P0335 111 Crankshaft Position Sensor See DTC CHART (Z3, 318ti & 318i 4-
"A" Circuit CYLINDER - 1/97-8/97) - 3 OF 3
Sensor)
Below Threshold (Bank 1) CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
Leak Detected (Small Leak) CYLINDER - 1/97-8/97) - 1 OF 3
P0446 ..... Evaporative Emission Purge See DTC CHART (Z3, 318ti & 318i 4-
System CYLINDER - 1/97-8/97) - 1 OF 3
Pressure Sensor/Switch CYLINDER - 1/97-8/97) - 1 OF 3
Range/Performance
Leak Detected (Large Leak) CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 3 OF 3
CYLINDER - 1/97-8/97) - 3 OF 3
CYLINDER - 1/97-8/97) - 3 OF 3
(RAM) Error
(RAM) Error
P07XX ..... These codes apply to Diagnostic information is not available
electronically controlled
transmissions.
Problem
P1145 2 Solenoid Valve Running Diagnostic information is not available.
Losses Control Circuit Use BMW Diagnostic Information
Malfunction (Bank 1) CYLINDER - 1/97-8/97) - 2 OF 3
Circuit (Bank 1 Sensor 2) CYLINDER - 1/97-8/97) - 2 OF 3
P1386 220 Control Module Self-Test,
Knock Control Circuit Diagnostic information is not available.
Baseline Test (Bank 1) Use BMW Diagnostic Information
P1403 ..... EVAP System Shut Off Valve See DTC CHART (Z3, 318ti & 318i 4-
CYLINDER - 1/97-8/97) - 1 OF 3
P1423 80 Secondary Air System (Bank See DTC CHART (Z3, 318ti & 318i 4-
1) CYLINDER - 1/97-8/97) - 2 OF 3
P1453 84 Secondary Air Injection Pump See DTC CHART (Z3, 318ti & 318i 4-
Relay Control Circuit CYLINDER - 1/97-8/97) - 2 OF 3
Electrical
Electrical
P1585 8 Misfire Detected with Low Diagnostic information is not available.
Knock Control Test Pulse Use BMW Diagnostic Information
(Bank 1) System Plus (DISplus) or Group Tester
P1690 165 Malfunction Indicator Lamp Diagnostic information is not available.
(MIL) Control Circuit Use BMW Diagnostic Information
P17XX ..... These codes apply to .....
transmissions.
DIAGNOSTIC TROUBLE CODES (DTC) LIST - Z3 (6-CYL)
SELF-DIAGNOSTICS DIAGNOSTIC TROUBLE CODES (DTC) LIST - Z3 (6-CYLINDER)

P0101 8 Mass Or Volume Air Flow See DTC CHART (Z3 6-
Circuit Range/Performance CYLINDER) - 3 OF 5
P0111 14 Intake Air Temperature Sensor 1 See DTC CHART (Z3 6-
P0116 10 Engine Coolant Temperature See DTC CHART (Z3 6-
P0120 112 Throttle/Pedal Position See DTC CHART (Z3 6-
Sensor/Switch "A" Circuit CYLINDER) - 3 OF 5
P0125 222 Insufficient Coolant Temperature See DTC CHART (Z3 6-
for Closed Loop Fuel Control CYLINDER) - 4 OF 5
P0130 150 O2 Sensor Circuit (Bank 1 Sensor See DTC CHART (Z3 6-
1) CYLINDER) - 3 OF 5
P0133 229 O2 Sensor Circuit Slow Response See DTC CHART (Z3 6-
(Bank 1 Sensor 1) CYLINDER) - 3 OF 5
P0134 186 O2 Sensor Circuit No Activity See DTC CHART (Z3 6-
Detected (Bank 1 Sensor 1) CYLINDER) - 3 OF 5
P0135 25 O2 Sensor Heater Circuit (Bank 1 See DTC CHART (Z3 6-
Sensor 1) CYLINDER) - 3 OF 5
Detected (Bank 2 Sensor 1) CYLINDER) - 3 OF 5
P0170 202 Fuel Trim (Bank 1) See DTC CHART (Z3 6-
CYLINDER) - 2 OF 5
P0173 203 Fuel Trim (Bank 2) See DTC CHART (Z3 6-
CYLINDER) - 2 OF 5
P0201 6 Injector Circuit/Open - Cylinder 1 See DTC CHART (Z3 6-
CYLINDER) - 4 OF 5
CYLINDER) - 4 OF 5
CYLINDER) - 4 OF 5
CYLINDER) - 4 OF 5
CYLINDER) - 4 OF 5
CYLINDER) - 4 OF 5
P0300 ..... Misfire Detected See DTC CHART (Z3 6-
CYLINDER) - 1 OF 5
P0301 238 Cylinder 1 Misfire Detected See DTC CHART (Z3 6-
CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5
P0325 57 Knock Sensor 1 Circuit (Bank 1 See DTC CHART (Z3 6-
Or Single Sensor) CYLINDER) - 5 OF 5
P0330 59 Knock Sensor 2 Circuit (Bank 2) See DTC CHART (Z3 6-
CYLINDER) - 5 OF 5
P0335 83 Crankshaft Position Sensor "A" See DTC CHART (Z3 6-
Circuit CYLINDER) - 4 OF 5
P0340 65 Camshaft Position Sensor "A" See DTC CHART (Z3 6-
Circuit (Bank 1 Or Single Sensor) CYLINDER) - 4 OF 5
P0412 62 Secondary Air Injection System See DTC CHART (Z3 6-
Switching Valve A Circuit CYLINDER) - 2 OF 5
P0420 233 Catalyst System Efficiency See DTC CHART (Z3 6-
Below Threshold (Bank 1) CYLINDER) - 1 OF 5
Below Threshold (Bank 2) CYLINDER) - 1 OF 5
P0440 250 Evaporative Emission System See DTC CHART (Z3 6-
CYLINDER) - 1 OF 5 -DTC
CHART (Z3 6-CYLINDER) - 2 OF
5
Incorrect Purge Flow CYLINDER) - 1 OF 5
Leak Detected (Small Leak) CYLINDER) - 1 OF 5
Purge Control Valve Circuit CYLINDER) - 2 OF 5
P0446 ..... Evaporative Emission System See DTC CHART (Z3 6-
Leak Detected CYLINDER) - 1 OF 5
Pressure Sensor CYLINDER) - 2 OF 5
P0500 214 Vehicle Speed Sensor "A" See DTC CHART (Z3 6-
CYLINDER) - 4 OF 5
P0505 204 Idle Air Control System See DTC CHART (Z3 6-
CYLINDER) - 4 OF 5
P0600 217 Serial Communication Link See DTC CHART (Z3 6-
CYLINDER) - 5 OF 5
P0601 100 Internal Control Module Memory See DTC CHART (Z3 6-
Check Sum Error CYLINDER) - 5 OF 5
P07XX ..... These codes apply to Diagnostic information is not
electronically controlled available.
transmissions.
P1140 149 Mass Or Volume Air Flow Diagnostic information is not
Circuit Range/Performance available. Use BMW Diagnostic
Problem Information System Plus (DISplus) or
Group Tester One (GT-1) to diagnose
system.
P1145 50 Solenoid Valve Running Losses Diagnostic information is not
Control Circuit Electrical available. Use BMW Diagnostic
Information System Plus (DISplus) or
system.
P1161 122 Fuel Trim Adaptation Additive Diagnostic information is not
High (Bank 2) (M52: Engine Oil available. Use BMW Diagnostic
Temperature Sensor Circuit) Information System Plus (DISplus) or
system.
P1178 231 O2 Sensor Signal Circuit Slow See DTC CHART (Z3 6-
Switching From Rich To Lean CYLINDER) - 3 OF 5
(Bank 1 Sensor 1)
(Bank 2 Sensor 1)
P1186 190 O2 Sensor Heater Control Circuit See DTC CHART (Z3 6-
P1188 227 Fuel Control (Bank 1 Sensor 1) See DTC CHART (Z3 6-
CYLINDER) - 2 OF 5
CYLINDER) - 2 OF 5
P1190 235 Pre Catalyst Fuel Trim System Diagnostic information is not
(Bank 1) available. Use BMW Diagnostic
system.
P1191 236 Pre Catalyst Fuel Trim System Diagnostic information is not
system.
P1192 225 Post Catalyst Fuel Trim System Diagnostic information is not
system.
P1193 226 Post Catalyst Fuel Trim System Diagnostic information is not
system.
P1396 ..... Crankshaft Position Sensor See DTC CHART (Z3 6-
Rationality Check CYLINDER) - 4 OF 5
P1397 18 Camshaft Position Sensor "B" Diagnostic information is not
Circuit (Bank 1) available. Use BMW Diagnostic
system.
P1403 ..... EVAP System Shut-Off Valve See DTC CHART (Z3 6-
CYLINDER) - 2 OF 5
P1421 246 Secondary Air System (Bank 2) See DTC CHART (Z3 6-
CYLINDER) - 2 OF 5
CYLINDER) - 2 OF 5
Incorrect Flow Detected CYLINDER) - 2 OF 5
P1453 35 Secondary Air Injection Pump See DTC CHART (Z3 6-
Relay Control Circuit Electrical CYLINDER) - 2 OF 5
P1509 53 Idle-Speed Control Valve See DTC CHART (Z3 6-
Opening Solenoid Control Circuit CYLINDER) - 4 OF 5
Signal Electrical
P1519 103 Oil-Condition Sensor See DTC CHART (Z3 6-
Temperature Measurement CYLINDER) - 4 OF 5
(M62/M52/S52: "A" Camshaft
Position Actuator Bank 1)
P1525 21 "A" Camshaft Position Actuator See DTC CHART (Z3 6-
Control Open Circuit (Bank 1) CYLINDER) - 4 OF 5
P1550 27 Idle-Speed Control Valve Closing See DTC CHART (Z3 6-
Coil Electrical CYLINDER) - 4 OF 5
P1593 124 DISA (Differentiated Intake Diagnostic information is not
Manifold) Control Circuit available. Use BMW Diagnostic
Electrical Information System Plus (DISplus) or
system.
P1622 123 Map Cooling Thermostat Control Diagnostic information is not
Circuit Electrical available. Use BMW Diagnostic
system.
P1624 168 Pedal Position Sensor Diagnostic information is not
Potentiometer Supply Channel 1 available. Use BMW Diagnostic
Electrical (M52: Coolant Information System Plus (DISplus) or
Thermostat (Coolant Temperature Group Tester One (GT-1) to diagnose
Below Thermostat Regulating system.
Temperature)
P17XX ..... These codes apply to Diagnostic information is not
electronically controlled available.
transmissions.
DIAGNOSTIC TROUBLE CODES (DTC) LIST - M3, 328I, 328IS & 528I (6-CYL)
SELF-DIAGNOSTICS DIAGNOSTIC TROUBLE CODES (DTC) LIST - M3, 328i, 328is & 528i (6-
CYLINDER)
P0101 8 Mass Or Volume Air Flow See DTC CHART (M3, 328i, 328is &
Circuit Range/Performance 528i 6-CYLINDER) - 3 OF 5
P0111 14 Intake Air Temperature Sensor See DTC CHART (M3, 328i, 328is &
1 Circuit Range/Performance 528i 6-CYLINDER) - 4 OF 5
P0116 10 Engine Coolant Temperature See DTC CHART (M3, 328i, 328is &
P0120 ..... Throttle/Pedal Position See DTC CHART (M3, 328i, 328is &
Sensor/Switch 528i 6-CYLINDER) - 3 OF 5
Range/Performance
P0121 12 Throttle/Pedal Position Diagnostic information is not available.
Sensor/Switch "A" Circuit Use BMW Diagnostic Information
Range/Performance System Plus (DISplus) or Group Tester
P0125 222 Insufficient Coolant See DTC CHART (M3, 328i, 328is &
Temperature for Closed Loop 528i 6-CYLINDER) - 4 OF 5
Fuel Control
P0130 75 O2 Sensor Circuit (Bank 1 See DTC CHART (M3, 328i, 328is &
Sensor 1) 528i 6-CYLINDER) - 3 OF 5
P0133 229 O2 Sensor Circuit Slow See DTC CHART (M3, 328i, 328is &
Response (Bank 1 Sensor 1) 528i 6-CYLINDER) - 3 OF 5
P0134 200 O2 Sensor Circuit No Activity See DTC CHART (M3, 328i, 328is &
Detected (Bank 1 Sensor 1) 528i 6-CYLINDER) - 3 OF 5
P0135 25 O2 Sensor Heater Circuit (Bank See DTC CHART (M3, 328i, 328is &
1 Sensor 1) 528i 6-CYLINDER) - 3 OF 5
Response (Bank 2 Sensor 1) 528i 6-CYLINDER) - 3 OF 5
Detected (Bank 2 Sensor 1) 528i 6-CYLINDER) - 3 OF 5
P0170 202 Fuel Trim (Bank 1) See DTC CHART (M3, 328i, 328is &
528i 6-CYLINDER) - 2 OF 5
P0173 203 Fuel Trim (Bank 2) See DTC CHART (M3, 328i, 328is &
P0201 6 Injector Circuit/Open - See DTC CHART (M3, 328i, 328is &
Cylinder 1 528i 6-CYLINDER) - 4 OF 5
P0300 0 Random/Multiple Cylinder See DTC CHART (M3, 328i, 328is &
Misfire Detected 528i 6-CYLINDER) - 1 OF 5
P0301 238 Cylinder 1 Misfire Detected See DTC CHART (M3, 328i, 328is &
P0325 57 Knock Sensor 1 Circuit (Bank See DTC CHART (M3, 328i, 328is &
1 Or Single Sensor) 528i 6-CYLINDER) - 5 OF 5
2) 528i 6-CYLINDER) - 5 OF 5
P0335 83 Crankshaft Position Sensor "A" See DTC CHART (M3, 328i, 328is &
Circuit 528i 6-CYLINDER) - 4 OF 5
P0340 65 Camshaft Position Sensor "A" See DTC CHART (M3, 328i, 328is &
Circuit (Bank 1 Or Single 528i 6-CYLINDER) - 4 OF 5
Sensor)
P0412 62 Secondary Air Injection System See DTC CHART (M3, 328i, 328is &
Switching Valve A Circuit 528i 6-CYLINDER) - 2 OF 5
P0420 233 Catalyst System Efficiency See DTC CHART (M3, 328i, 328is &
Below Threshold (Bank 1) 528i 6-CYLINDER) - 1 OF 5
Below Threshold (Bank 2) 528i 6-CYLINDER) - 1 OF 5
P0440 250 Evaporative Emission System See DTC CHART (M3, 328i, 328is &
528i 6-CYLINDER) - 1 OF 5 -DTC
CHART (M3, 328i, 328is & 528i 6-
CYLINDER) - 2 OF 5
528i 6-CYLINDER) - 1 OF 5 -DTC
CHART (M3, 328i, 328is & 528i 6-
CYLINDER) - 2 OF 5
Incorrect Purge Flow 528i 6-CYLINDER) - 1 OF 5
Leak Detected (Small Leak) 528i 6-CYLINDER) - 1 OF 5
Purge Control Valve Circuit 528i 6-CYLINDER) - 2 OF 5
Vent Control Circuit 528i 6-CYLINDER) - 1 OF 5
P0451 ..... Carbon Canister Shutoff Valve See DTC CHART (M3, 328i, 328is &
Control Circuit Electrical 528i 6-CYLINDER) - 2 OF 5
Leak Detected (Large Leak) 528i 6-CYLINDER) - 1 OF 5
P0500 214 Vehicle Speed Sensor "A" See DTC CHART (M3, 328i, 328is &
P0505 204 Idle Air Control System See DTC CHART (M3, 328i, 328is &
P0600 217 Serial Communication iLnk See DTC CHART (M3, 328i, 328is &
P0601 100 Internal Control Module See DTC CHART (M3, 328i, 328is &
Memory Check Sum Error 528i 6-CYLINDER) - 5 OF 5
transmissions.
P1178 231 O2 Sensor Signal Circuit Slow See DTC CHART (M3, 328i, 328is &
Switching from Rich to Lean 528i 6-CYLINDER) - 3 OF 5
(Bank 1 Sensor 1)
(Bank 2 Sensor 1)
P1186 235 O2 Sensor Heater Control See DTC CHART (M3, 328i, 328is &
Circuit (Bank 1 Sensor 2) 528i 6-CYLINDER) - 3 OF 5
Circuit (Bank 2 Sensor 2) 528i 6-CYLINDER) - 3 OF 5
P1188 227 Fuel Control (Bank 1 Sensor 1) See DTC CHART (M3, 328i, 328is &
P1396 244 Crankshaft Position Sensor See DTC CHART (M3, 328i, 328is &
Segment Timing Plausibility 528i 6-CYLINDER) - 4 OF 5
P1403 51 Carbon Canister Shutoff Valve See DTC CHART (M3, 328i, 328is &
(M73: Heated Catalyst Battery
Voltage Or Current Too Low
during Heating) - (Bank 2)
P1421 246 Secondary Air System (Bank 2) See DTC CHART (M3, 328i, 328is &
Incorrect Flow Detected 528i 6-CYLINDER) - 2 OF 5
P1453 35 Secondary Air Injection Pump See DTC CHART (M3, 328i, 328is &
Relay Control Circuit Electrical 528i 6-CYLINDER) - 2 OF 5
P1470 196 Leakage Diagnostic Pump Diagnostic information is not available.
Control Circuit Electrical Use BMW Diagnostic Information
Reed Switch Did Not Close Use BMW Diagnostic Information
Clamped Tube (M52 MY99/00: Use BMW Diagnostic Information
Leakage Diagnostic Pump System Plus (DISplus) or Group Tester
Reed Switch Circuit) One (GT-1) to diagnose system.
Reed Switch Did Not Open Use BMW Diagnostic Information
P1509 53 Idle-Speed Control Valve See DTC CHART (M3, 328i, 328is &
Opening Solenoid Control 528i 6-CYLINDER) - 4 OF 5
P1519 212 Oil-Condition Sensor See DTC CHART (M3, 328i, 328is &
Temperature Measurement 528i 6-CYLINDER) - 4 OF 5
Position Actuator) - (Bank 1)
P1525 21 "A" Camshaft Position See DTC CHART (M3, 328i, 328is &
Actuator Control Open Circuit 528i 6-CYLINDER) - 4 OF 5
(Bank 1)
Closing Coil Electrical 528i 6-CYLINDER) - 4 OF 5
transmissions.
DIAGNOSTIC TROUBLE CODES (DTC) LIST - 540I, 740I, 740IL & 840CI (V8)
SELF-DIAGNOSTICS DIAGNOSTIC TROUBLE CODES (DTC) LIST - 540i, 740i, 740iL & 840Ci (V8)
P0100 115 Mass Or Volume Air See DTC CHART (540i, 740i, 740iL &
Flow Circuit 840Ci V8) - 2 OF 3
P0111 124 Intake Air Temperature See DTC CHART (540i, 740i, 740iL &
Sensor 1 Circuit 840Ci V8) - 3 OF 3
Range/Performance
P0116 123 Engine Coolant See DTC CHART (540i, 740i, 740iL &
Temperature Circuit 840Ci V8) - 2 OF 3
Range/Performance
P0120 117 Throttle/Pedal Position See DTC CHART (540i, 740i, 740iL &
Sensor/Switch "A" 840Ci V8) - 2 OF 3
Circuit
P0130 10 O2 Sensor Circuit (Bank See DTC CHART (540i, 740i, 740iL &
1 Sensor 1) 840Ci V8) - 2 OF 3
P0133 15 O2 Sensor Circuit Slow See DTC CHART (540i, 740i, 740iL &
Response (Bank 1 Sensor 840Ci V8) - 2 OF 3
1)
P0135 13 O2 Sensor Heater Circuit See DTC CHART (540i, 740i, 740iL &
(Bank 1 Sensor 1) 840Ci V8) - 2 OF 3
1 Sensor 2) 840Ci V8) - 2 OF 3
P0139 17 O2 Sensor Circuit Slow Diagnostic information is not available. Use
Response (Bank 1 Sensor BMW Diagnostic Information System Plus
2) (DISplus) or Group Tester One (GT-1) to
diagnose system.
2 Sensor 1) 840Ci V8) - 2 OF 3
Response (Bank 2 Sensor 840Ci V8) - 2 OF 3
1)
(Bank 2 Sensor 1) 840Ci V8) - 2 OF 3
2 Sensor 2) 840Ci V8) - 2 OF 3
P0159 23 O2 Sensor Circuit Slow Diagnostic information is not available. Use
Response (Bank 2 Sensor BMW Diagnostic Information System Plus
2) (DISplus) or Group Tester One (GT-1) to
diagnose system.
P0170 26 Fuel Trim (Bank 1) See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 1 OF 3
P0173 34 Fuel Trim (Bank 2) See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 1 OF 3
P0201 150 Injector Circuit/Open - See DTC CHART (540i, 740i, 740iL &
Cylinder 1 840Ci V8) - 3 OF 3
P0300 62 Random/Multiple See DTC CHART (540i, 740i, 740iL &
Cylinder Misfire 840Ci V8) - 1 OF 3
Detected
P0300 75 Random/Multiple See DTC CHART (540i, 740i, 740iL &
Cylinder Misfire 840Ci V8) - 1 OF 3
Detected
P0301 50 Cylinder 1 Misfire See DTC CHART (540i, 740i, 740iL &
Detected 840Ci V8) - 1 OF 3
P0325 210 Knock Sensor 1 Circuit See DTC CHART (540i, 740i, 740iL &
(Bank 1 Or Single 840Ci V8) - 3 OF 3
Sensor)
(Bank 2) 840Ci V8) - 3 OF 3
P0335 111 Crankshaft Position See DTC CHART (540i, 740i, 740iL &
Sensor "A" Circuit 840Ci V8) - 3 OF 3
P0340 112 Camshaft Position Sensor See DTC CHART (540i, 740i, 740iL &
"A" Circuit (Bank 1 Or 840Ci V8) - 3 OF 3
Single Sensor)
P0420 40 Catalyst System See DTC CHART (540i, 740i, 740iL &
Efficiency Below 840Ci V8) - 1 OF 3
Threshold (Bank 1)
P0430 45 Catalyst System Diagnostic information is not available. Use
Efficiency Below BMW Diagnostic Information System Plus
Threshold (Bank 2) (DISplus) or Group Tester One (GT-1) to
diagnose system.
P0440 93 Evaporative Emission See DTC CHART (540i, 740i, 740iL &
System 840Ci V8) - 1 OF 3
P0443 98 Evaporative Emission See DTC CHART (540i, 740i, 740iL &
System Purge Control 840Ci V8) - 1 OF 3
Valve Circuit
P0500 120 Vehicle Speed Sensor See DTC CHART (540i, 740i, 740iL &
"A" 840Ci V8) - 3 OF 3
P0505 32 Idle Air Control System See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 3 OF 3
P0600 6 Serial Communication See DTC CHART (540i, 740i, 740iL &
Link 840Ci V8) - 3 OF 3
P0600 236 Serial Communication See DTC CHART (540i, 740i, 740iL &
Link 840Ci V8) - 3 OF 3
P0601 103 Internal Control Module See DTC CHART (540i, 740i, 740iL &
Memory Check Sum 840Ci V8) - 3 OF 3
Error
Keep Alive Memory 840Ci V8) - 3 OF 3
(KAM) Error
Random Access Memory 840Ci V8) - 3 OF 3
(RAM) Error
(RAM) Error
transmissions.
P1140 121 Mass Or Volume Air See DTC CHART (540i, 740i, 740iL &
Flow Circuit 840Ci V8) - 2 OF 3
Range/Performance
Problem
P1166 130 Oxygen Sensors Diagnostic information is not available. Use
Swapped BMW Diagnostic Information System Plus
(DISplus) or Group Tester One (GT-1) to
diagnose system.
P1174 27 Fuel Trim Adaptation See DTC CHART (540i, 740i, 740iL &
Malfunction (Bank 1) 840Ci V8) - 1 OF 3
Additive Malfunction 840Ci V8) - 1 OF 3
(Bank 2)
P1186 14 O2 Sensor Heater Control See DTC CHART (540i, 740i, 740iL &
Circuit (Bank 1 Sensor 2) 840Ci V8) - 2 OF 3
Circuit (Bank 2 Sensor 2) 840Ci V8) - 2 OF 3
840Ci V8) - 3 OF 3
840Ci V8) - 3 OF 3
P1386 220 Control Module Self- Diagnostic information is not available. Use
Test, Knock Control BMW Diagnostic Information System Plus
Circuit Baseline Test (DISplus) or Group Tester One (GT-1) to
(Bank 1) diagnose system.
P1396 ..... Crankshaft Position See DTC CHART (540i, 740i, 740iL &
Sensor 840Ci V8) - 3 OF 3
P1509 168 Idle-Speed Control Valve See DTC CHART (540i, 740i, 740iL &
Opening Solenoid 840Ci V8) - 3 OF 3
Control Circuit Signal
Electrical
Closing Coil Electrical 840Ci V8) - 3 OF 3
P1585 8 Misfire Detected with Diagnostic information is not available. Use
Low Fuel BMW Diagnostic Information System Plus
(DISplus) or Group Tester One (GT-1) to
diagnose system.
P1589 222 Control Module Self- Diagnostic information is not available. Use
Test, Knock Control Test BMW Diagnostic Information System Plus
Pulse (Bank 1) (DISplus) or Group Tester One (GT-1) to
diagnose system.
P1690 165 Malfunction Indicator Diagnostic information is not available. Use
Lamp (MIL) Control BMW Diagnostic Information System Plus
Circuit Electrical (DISplus) or Group Tester One (GT-1) to
diagnose system.
transmissions.
DIAGNOSTIC TROUBLE CODES (DTC) LIST - 750IL & 850CI (V12)
SELF-DIAGNOSTICS DIAGNOSTIC TROUBLE CODES (DTC) LIST - 750iL & 850Ci (V12)
P0100 115 Mass Or Volume Air Flow See DTC CHART (750iL & 850Ci V12)
Circuit - 2 OF 4
P0111 124 Intake Air Temperature See DTC CHART (750iL & 850Ci V12)
Sensor 1 Circuit - 3 OF 4
Range/Performance
P0116 123 Engine Coolant Temperature See DTC CHART (750iL & 850Ci V12)
Circuit Range/Performance - 3 OF 4
P0130 10 O2 Sensor Circuit (Bank 1 See DTC CHART (750iL & 850Ci V12)
Sensor 1) - 2 OF 4
P0133 15 O2 Sensor Circuit Slow See DTC CHART (750iL & 850Ci V12)
Response (Bank 1 Sensor 1) - 2 OF 4
P0135 13 O2 Sensor Heater Circuit See DTC CHART (750iL & 850Ci V12)
(Bank 1 Sensor 1) - 2 OF 4
Sensor 2) - 2 OF 4
P0141 14 O2 Sensor Heater Circuit Diagnostic information is not available.
(Bank 1 Sensor 2) Use BMW Diagnostic Information
Sensor 1) - 2 OF 4
(Bank 2 Sensor 1) - 2 OF 4
Sensor 2) - 2 OF 4
P0161 4 O2 Sensor Heater Circuit Diagnostic information is not available.
(Bank 2 Sensor 2) Use BMW Diagnostic Information
P0170 26 Fuel Trim (Bank 1) See DTC CHART (750iL & 850Ci V12)
- 2 OF 4
- 2 OF 4
- 2 OF 4
- 2 OF 4
- 2 OF 4
- 2 OF 4
P0201 150 Injector Circuit/Open - See DTC CHART (750iL & 850Ci V12)
Cylinder 1 - 3 OF 4
Cylinder 2 - 3 OF 4
Cylinder 3 - 3 OF 4
Cylinder 4 - 3 OF 4
Cylinder 5 - 3 OF 4
Cylinder 6 - 3 OF 4
Cylinder 7 - 3 OF 4
Cylinder 8 - 3 OF 4
Cylinder 9 - 3 OF 4
Cylinder 10 - 3 OF 4
P0300 62 Random/Multiple Cylinder See DTC CHART (750iL & 850Ci V12)
Misfire Detected - 1 OF 4
P0301 50 Cylinder 1 Misfire Detected See DTC CHART (750iL & 850Ci V12)
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
P0325 210 Knock Sensor 1 Circuit See DTC CHART (750iL & 850Ci V12)
(Bank 1 Or Single Sensor) - 4 OF 4
(Bank 2) - 4 OF 4
P0335 111 Crankshaft Position Sensor See DTC CHART (750iL & 850Ci V12)
"A" Circuit - 3 OF 4
P0340 112 Camshaft Position Sensor See DTC CHART (750iL & 850Ci V12)
"A" Circuit (Bank 1 Or - 3 OF 4
Single Sensor)
P0410 208 Secondary Air Injection Diagnostic information is not available.
System Use BMW Diagnostic Information
P0420 40 Catalyst System Efficiency Diagnostic information is not available.
Below Threshold (Bank 1) Use BMW Diagnostic Information
P0422 40 Main Catalyst Efficiency See DTC CHART (750iL & 850Ci V12)
Below Threshold (Bank 1) - 1 OF 4
P0430 45 Catalyst System Efficiency Diagnostic information is not available.
Below Threshold (Bank 2) Use BMW Diagnostic Information
P0440 93 Evaporative Emission See DTC CHART (750iL & 850Ci V12)
System - 1 OF 4
P0442 183 Evaporative Emission Diagnostic information is not available.
System Leak Detected Use BMW Diagnostic Information
(Small Leak) System Plus (DISplus) or Group Tester
System Purge Control Valve - 1 OF 4
Circuit
P0443 98 Evaporative Emission Diagnostic information is not available.
System Purge Control Valve Use BMW Diagnostic Information
Circuit System Plus (DISplus) or Group Tester
P0500 120 Vehicle Speed Sensor "A" See DTC CHART (750iL & 850Ci V12)
- 3 OF 4
P0505 32 Idle Air Control System See DTC CHART (750iL & 850Ci V12)
- 3 OF 4
P0600 214 Serial Communication Link See DTC CHART (750iL & 850Ci V12)
- 3 OF 4
- 3 OF 4
- 3 OF 4
- 3 OF 4
P0601 101 Internal Control Module See DTC CHART (750iL & 850Ci V12)
Memory Check Sum Error - 3 OF 4
Keep Alive Memory (KAM) - 3 OF 4
Error
Random Access Memory - 3 OF 4
(RAM) Error
(RAM) Error
P07XX ..... These codes apply to .....
transmissions
P1166 130 Oxygen Sensors Swapped Diagnostic information is not available.
Use BMW Diagnostic Information
P1174 ..... Fuel Trim See DTC CHART (750iL & 850Ci V12)
- 2 OF 4
- 2 OF 4
P1186 ..... O2 Sensor Heater Circuit See DTC CHART (750iL & 850Ci V12)
- 2 OF 4
- 2 OF 4
P1188 28 Fuel Control (Bank 1 Sensor Diagnostic information is not available.
1) Use BMW Diagnostic Information
P1189 36 Fuel Control (Bank 2 Sensor Diagnostic information is not available.
1) Use BMW Diagnostic Information
P1270 140 Control Module Self-Test, See DTC CHART (750iL & 850Ci V12)
Torque Monitoring (M73: - 2 OF 4
Mass Air Flow Sensor Bank
Comparison Plausibility)
P1280 250 AIS Assisted Injection Diagnostic information is not available.
System Circuit (Bank 1) Use BMW Diagnostic Information
P1283 29 Switching Solenoid for Air Diagnostic information is not available.
Assisted Injection Valves Use BMW Diagnostic Information
Control Circuit Electrical System Plus (DISplus) or Group Tester
(Bank 1) One (GT-1) to diagnose system.
P1287 77 Switching Solenoid for Air Diagnostic information is not available.
Assisted Injection Valves Use BMW Diagnostic Information
Control Circuit Electrical System Plus (DISplus) or Group Tester
(Bank 2) One (GT-1) to diagnose system.
P1301 190 Ignition Monitoring Cylinder Diagnostic information is not available.
1 Spark Duration Too Short Use BMW Diagnostic Information
P1383 203 Ignition Monitoring See DTC CHART (750iL & 850Ci V12)
Malfunction - 3 OF 4
- 4 OF 4
- 4 OF 4
Knock Control Circuit Use BMW Diagnostic Information
Baseline Test (Bank 1) System Plus (DISplus) or Group Tester
Knock Control Circuit Use BMW Diagnostic Information
Baseline Test (Bank 1) System Plus (DISplus) or Group Tester
Segment Timing Plausibility - 3 OF 4
P1411 ..... Secondary Air System (Bank See DTC CHART (750iL & 850Ci V12)
1) - 2 OF 4
P1423 80 Secondary Air System (Bank See DTC CHART (750iL & 850Ci V12)
1) - 2 OF 4
P1453 84 Secondary Air Injection Diagnostic information is not available.
Pump Relay Control Circuit Use BMW Diagnostic Information
P1453 85 Secondary Air Injection See DTC CHART (750iL & 850Ci V12)
Pump Relay Control Circuit - 2 OF 4
Electrical
Control Circuit Electrical Use BMW Diagnostic Information
Reed Switch Did Not Close Use BMW Diagnostic Information
Clamped Tube (M52 MY Use BMW Diagnostic Information
99/00: Leakage Diagnostic System Plus (DISplus) or Group Tester
Pump Reed Switch Circuit One (GT-1) to diagnose system.
P1543 ..... Throttle Position Sensor See DTC CHART (750iL & 850Ci V12)
Range Check - 2 OF 4
P1585 8 Misfire Detected With Low Diagnostic information is not available.
transmissions
DTC INDEX
BMW (TRANSMISSION)
SELF-DIAGNOSTICS (TRANSMISSION) DTCS

DIAGNOSTIC TROUBLE CODES Z3, 318I & 318TI (1/96-8/96)
DIAGNOSTIC TROUBLE CODES Z3, 318i & 318ti (1/96-8/96)

PCode BMW Code Possible Problem Diagnostic Parameters
P0705 8 Transmission Range Sensor "A" Circuit See 1996 4-CYLINDER
Malfunction (PRNDL Input) DIAGNOSIS: Z3, 318i &
318ti (1/96-8/96) .
P0720 42 Output Speed Sensor Circuit See 1996 4-CYLINDER
DIAGNOSIS: Z3, 318i &
318ti (1/96-8/96) .
P0730 100 Incorrect Gear Ratio See 1996 4-CYLINDER
318ti (1/96-8/96) .
P0740 111 Torque Converter Clutch Circuit/Open See 1996 4-CYLINDER
318ti (1/96-8/96) .
P0743 32 Torque Converter Clutch Circuit See 1996 4-CYLINDER
Electrical DIAGNOSIS: Z3, 318i &
318ti (1/96-8/96) .
P0748 5 Pressure Control Solenoid "A" Electrical See 1996 4-CYLINDER
318ti (1/96-8/96) .
P0753 30 Shift Solenoid "A" Electrical See 1996 4-CYLINDER
318ti (1/96-8/96) .
P0758 33 Shift Solenoid "B" Electrical See 1996 4-CYLINDER
318ti (1/96-8/96) .
P1743 4 Pressure Control Solenoid "E" Electrical See 1996 4-CYLINDER
(M44/M52: Brake Band Electrical) DIAGNOSIS: Z3, 318i &
318ti (1/96-8/96) .
P1746 104 Transmission Control Module Output See 1996 4-CYLINDER
Stage DIAGNOSIS: Z3, 318i &
318ti (1/96-8/96) .
P1747 150 CAN-Bus Monitoring See 1996 4-CYLINDER
318ti (1/96-8/96) .
318ti (1/96-8/96) .
318ti (1/96-8/96) .
P1748 103 Transmission Control Module Self-Test See 1996 4-CYLINDER
318ti (1/96-8/96) .
318ti (1/96-8/96) .
318ti (1/96-8/96) .
P1749 108 Secondary Pressure Solenoid No Diagnosis Available
Communication Error (M52: Internal
Transmission Control Module Memory
Error)
P1750 54 Secondary Pressure Solenoid Circuit No Diagnosis Available
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
P1761 2 Shiftlock Solenoid No Diagnosis Available
P1765 154 CAN Throttle Valve No Diagnosis Available
P1780 152 CAN Torque Reduction No Diagnosis Available
DIAGNOSTIC TROUBLE CODES Z3, 318I & 318TI (9/96-8/97)

PCode BMW Code Possible Cause Diagnostic Parameters
P0705 8 Transmission Range Sensor "A" See 1997 4-CYLINDER
Circuit Malfunction (PRNDL Input) DIAGNOSIS: Z3, 318i &
318ti (9/96-8/97) .
318ti (9/96-8/97) .
P0731 100 Gear 1 Incorrect Ratio See 1997 4-CYLINDER
318ti (9/96-8/97) .
P0732 ..... Gear 2 Incorrect Ratio See 1997 4-CYLINDER
318ti (9/96-8/97) .
318ti (9/96-8/97) .
318ti (9/96-8/97) .
P0740 111 Torque Converter Clutch See 1997 4-CYLINDER
Circuit/Open DIAGNOSIS: Z3, 318i &
318ti (9/96-8/97) .
318ti (9/96-8/97) .
P0748 5 Pressure Control Solenoid "A" See 1997 4-CYLINDER
318ti (9/96-8/97) .
318ti (9/96-8/97) .
318ti (9/96-8/97) .
P1743 4 Pressure Control Solenoid "E" See 1997 4-CYLINDER
Electrical (M44/M52: Brake Band DIAGNOSIS: Z3, 318i &
Electrical) 318ti (9/96-8/97) .
318ti (9/96-8/97) .
318ti (9/96-8/97) .
318ti (9/96-8/97) .
318ti (9/96-8/97) .
P1748 103 Transmission Control Module Self- See 1997 4-CYLINDER
Test DIAGNOSIS: Z3, 318i &
318ti (9/96-8/97) .
318ti (9/96-8/97) .
318ti (9/96-8/97) .
Transmission Control Module
Memory Error)
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
DIAGNOSTIC TROUBLE CODES Z3 (10/97-8/98), 318I (9/97-6/98) & 318TI (9/97-6/98)
TABLE 3: Z3 (10/97-8/98), 318i (9/97-6/98) & 318ti (9/97-6/98)

P0705 8 Transmission Range Sensor "A" See 1998 4-CYLINDER
Circuit Malfunction (PRNDL Input) DIAGNOSIS: Z3 (10/97-
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
DIAGNOSIS: Z3 (10/97-
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
P0740 111 Torque Converter Clutch See 1998 4-CYLINDER
Circuit/Open DIAGNOSIS: Z3 (10/97-
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
Electrical DIAGNOSIS: Z3 (10/97-
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
Electrical (M44/M52: Brake Band DIAGNOSIS: Z3 (10/97-
Electrical) 8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
P1746 104 Transmission Control Module See 1998 4-CYLINDER
Output Stage DIAGNOSIS: Z3 (10/97-
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
Test DIAGNOSIS: Z3 (10/97-
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
Test DIAGNOSIS: Z3 (10/97-
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98) .
P1748 110 Transmission Control Module Self- No Diagnosis Available
Test
Memory Error)
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
DIAGNOSTIC TROUBLE CODES DIAGNOSTIC TROUBLE CODES 318TI (9/98-12/98)
TABLE 4: DIAGNOSTIC TROUBLE CODES 318ti (9/98-12/98)

Malfunction (PRNDL Input) DIAGNOSIS: 318ti (9/98-
12/98) .
DIAGNOSIS: 318ti (9/98-
12/98) .
12/98) .
12/98) .
12/98) .
12/98) .
12/98) .
Electrical DIAGNOSIS: 318ti (9/98-
12/98) .
Electrical DIAGNOSIS: 318ti (9/98-
12/98) .
12/98) .
12/98) .
Electrical (M44/M52: Brake Band DIAGNOSIS: 318ti (9/98-
Electrical) 12/98) .
Stage DIAGNOSIS: 318ti (9/98-
12/98) .
12/98) .
12/98) .
12/98) .
12/98) .
12/98) .
12/98) .
Error)
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
DIAGNOSTIC TROUBLE CODES 6-CYLINDER : M52 - 2.8L (11/95-8/96)

PCode BMW Code Possible Cause Diagnosis Parameters
P0412 ..... Secondary Air System Solenoid No Diagnosis Available
Valve
P0705 8 Transmission Range Sensor "A" See 6-CYLINDER
Circuit Malfunction (PRNDL Input) DIAGNOSIS: M52 - 2.8L
(11/95-8/96) .
P0715 ..... Input Speed Sensor No Diagnosis Available
P0720 42 Output Speed Sensor Circuit See 6-CYLINDER
DIAGNOSIS: M52 - 2.8L
(11/95-8/96) .
P0730 100 Incorrect Gear Ratio See 6-CYLINDER
(11/95-8/96) .
P0740 111 Torque Converter Clutch See 6-CYLINDER
Circuit/Open DIAGNOSIS: M52 - 2.8L
(11/95-8/96) .
P0743 32 Torque Converter Clutch Circuit See 6-CYLINDER
Electrical DIAGNOSIS: M52 - 2.8L
(11/95-8/96) .
P0748 5 Pressure Control Solenoid "A" See 6-CYLINDER
(11/95-8/96) .
P0753 30 Shift Solenoid "A" Electrical See 6-CYLINDER
(11/95-8/96) .
P0758 33 Shift Solenoid "B" Electrical See 6-CYLINDER
(11/95-8/96) .
P1453 ..... Secondary Air System Relay No Diagnosis Available
P1743 4 Pressure Control Solenoid "E" See 6-CYLINDER
Electrical (M44/M52: Brake Band DIAGNOSIS: M52 - 2.8L
Electrical) (11/95-8/96) .
P1746 104 Transmission Control Module See 6-CYLINDER
Output Stage DIAGNOSIS: M52 - 2.8L
(11/95-8/96) .
P1747 150 CAN-Bus Monitoring See 6-CYLINDER
(11/95-8/96) .
(11/95-8/96) .
(11/95-8/96) .
P1748 103 Transmission Control Module Self- See 6-CYLINDER
Test DIAGNOSIS: M52 - 2.8L
(11/95-8/96) .
(11/95-8/96) .
(11/95-8/96) .
Memory Error)
P1750 54 Secondary Pressure Solenoid Circuit See 6-CYLINDER
Range/Performance DIAGNOSIS: M52 - 2.8L
(M44/M52/S52/M62/M73: System (11/95-8/96) .
Voltage Input Low)
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (3-SERIES - 9/96-8/97) & 5-SERIES (3/96-8/97)

Circuit Malfunction (PRNDL Input) DIAGNOSIS: M52 - 2.8L 3-
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
DIAGNOSIS: M52 - 2.8L 3-
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
P0731 100 Gear 1 Incorrect Ratio See 6-CYLINDER
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
P0732 ..... Gear 2 Incorrect Ratio See 6-CYLINDER
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
Circuit/Open DIAGNOSIS: M52 - 2.8L 3-
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
Electrical DIAGNOSIS: M52 - 2.8L 3-
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
Electrical DIAGNOSIS: M52 - 2.8L 3-
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
Electrical (M44/M52: Brake Band DIAGNOSIS: M52 - 2.8L 3-
Electrical) SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
P1746 104 Transmission Control Module Output See 6-CYLINDER
Stage DIAGNOSIS: M52 - 2.8L 3-
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
Test DIAGNOSIS: M52 - 2.8L 3-
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97) .
Memory Error)
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (M3 - 4/96-8/97)

P0705 8 Transmission Range Sensor "A" See 6-CYLINDER DIAGNOSIS -
Circuit Malfunction (PRNDL M3, 3.2L (4/96-8/97) .
Input)
Input)
Input)
P0715 16 Input/Turbine Speed Sensor "A" See 6-CYLINDER DIAGNOSIS -
Circuit M3, 3.2L (4/96-8/97) .
P0720 42 Output Speed Sensor Circuit See 6-CYLINDER DIAGNOSIS -
M3, 3.2L (4/96-8/97) .
P0720 106 Output Speed Sensor Circuit See 6-CYLINDER DIAGNOSIS -
M3, 3.2L (4/96-8/97) .
P0732 100 Gear 2 Incorrect Ratio See 6-CYLINDER DIAGNOSIS -
M3, 3.2L (4/96-8/97) .
P0733 ..... Incorrect Gear Ratio See 6-CYLINDER DIAGNOSIS -
M3, 3.2L (4/96-8/97) .
M3, 3.2L (4/96-8/97) .
M3, 3.2L (4/96-8/97) .
P0740 111 Torque Converter Clutch See 6-CYLINDER DIAGNOSIS -
Circuit/Open M3, 3.2L (4/96-8/97) .
P0743 4 Torque Converter Clutch Circuit See 6-CYLINDER DIAGNOSIS -
Electrical M3, 3.2L (4/96-8/97) .
P0748 5 Pressure Control Solenoid "A" See 6-CYLINDER DIAGNOSIS -
Electrical M3, 3.2L (4/96-8/97) .
P0753 30 Shift Solenoid "A" Electrical See 6-CYLINDER DIAGNOSIS -
M3, 3.2L (4/96-8/97) .
P0758 33 Shift Solenoid "B" Electrical See 6-CYLINDER DIAGNOSIS -
M3, 3.2L (4/96-8/97) .
P0763 32 Shift Solenoid "C" Electrical See 6-CYLINDER DIAGNOSIS -
M3, 3.2L (4/96-8/97) .
P0768 31 Shift Solenoid "D" Electrical See 6-CYLINDER DIAGNOSIS -
M3, 3.2L (4/96-8/97) .
P0773 3 Shift Solenoid "E" Electrical See 6-CYLINDER DIAGNOSIS -
M3, 3.2L (4/96-8/97) .
P1746 104 Transmission Control Module See 6-CYLINDER DIAGNOSIS -
Output Stage M3, 3.2L (4/96-8/97) .
P1747 150 CAN-Bus Monitoring See 6-CYLINDER DIAGNOSIS -
M3, 3.2L (4/96-8/97) .
M3, 3.2L (4/96-8/97) .
M3, 3.2L (4/96-8/97) .
Self-Test M3, 3.2L (4/96-8/97) .
Self-Test M3, 3.2L (4/96-8/97) .
Self-Test M3, 3.2L (4/96-8/97) .
P1750 54 Secondary Pressure Solenoid See 6-CYLINDER DIAGNOSIS -
Circuit Range/Performance M3, 3.2L (4/96-8/97) .
(M44/M52/S52/M62/M73:
System Voltage Input Low)
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (9/97-8/98)

Circuit Malfunction (PRNDL Input) DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
P0715 ..... Input Speed Signal See 6-CYLINDER
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
Circuit/Open DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
Electrical DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
CYLINDER (9/97-8/98) .
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
Electrical (M44/M52: Brake Band DIAGNOSIS: 6-
Electrical) CYLINDER (9/97-8/98) .
Stage DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
Test DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
Test DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
Test DIAGNOSIS: 6-
CYLINDER (9/97-8/98) .
Memory Error)
Range/Performance DIAGNOSIS: 6-
(M44/M52/S52/M62/M73: System CYLINDER (9/97-8/98) .
Voltage Input Low)
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (323I, 328I & 528I - 9/98-5/99)
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (323i, 328i & 528i - 9/98-5/99)

Circuit Malfunction (PRNDL DIAGNOSIS (323i, 328i, 528i
Input) - 9/98-5/99) .
DIAGNOSIS (323i, 328i, 528i
- 9/98-5/99) .
- 9/98-5/99) .
- 9/98-5/99) .
- 9/98-5/99) .
- 9/98-5/99) .
- 9/98-5/99) .
- 9/98-5/99) .
Circuit/Open DIAGNOSIS (323i, 328i, 528i
- 9/98-5/99) .
Electrical DIAGNOSIS (323i, 328i, 528i
- 9/98-5/99) .
- 9/98-5/99) .
- 9/98-5/99) .
- 9/98-5/99) .
P0763 ..... Shift Solenoid "C" Electrical See 6-CYLINDER
- 9/98-5/99) .
Electrical (M44/M52: Brake Band DIAGNOSIS (323i, 328i, 528i
Electrical) - 9/98-5/99) .
P1746 104 Transmission Control Module No Diagnosis Available
Output Stage
- 9/98-5/99) .
- 9/98-5/99) .
- 9/98-5/99) .
Self-Test DIAGNOSIS (323i, 328i, 528i
- 9/98-5/99) .
- 9/98-5/99) .
- 9/98-5/99) .
P1749 108 Secondary Pressure Solenoid See 6-CYLINDER
Communication Error (M52: DIAGNOSIS (323i, 328i, 528i
Internal Transmission Control - 9/98-5/99) .
Module Memory Error)
Circuit Range/Performance DIAGNOSIS (323i, 328i, 528i
(Voltage Input Low) - 9/98-5/99) .
(Voltage Input High) - 9/98-5/99) .
P1765 154 CAN Throttle Valve See 6-CYLINDER
- 9/98-5/99) .
- 9/98-5/99) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (M COUPE, M ROADSTER, M3, Z3, 328IS, 528I -
9/98-5/99)
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (M COUPE, M ROADSTER, M3, Z3, 328is, 528i -
9/98-5/99)
Circuit Malfunction (PRNDL Input) DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
Circuit/Open DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
Electrical DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
Electrical (M44/M52: Brake Band DIAGNOSIS (M COUPE,
Electrical) M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
Output Stage DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
Test DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
Memory Error)
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
P1761 2 Shiftlock Solenoid See 6-CYLINDER
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (Z3 - 6/99-5/00)

P0705 8 Transmission Range Sensor "A" See 6-CYLINDER DIAGNOSIS
Circuit Malfunction (PRNDL (Z3 - 6/99-5/00) .
Input)
P0720 42 Output Speed Sensor Circuit See 6-CYLINDER DIAGNOSIS
(Z3 - 6/99-5/00) .
P0731 100 Gear 1 Incorrect Ratio See 6-CYLINDER DIAGNOSIS
(Z3 - 6/99-5/00) .
(Z3 - 6/99-5/00) .
(Z3 - 6/99-5/00) .
(Z3 - 6/99-5/00) .
P0740 111 Torque Converter Clutch See 6-CYLINDER DIAGNOSIS
Circuit/Open (Z3 - 6/99-5/00) .
P0743 32 Torque Converter Clutch Circuit See 6-CYLINDER DIAGNOSIS
Electrical (Z3 - 6/99-5/00) .
P0748 5 Pressure Control Solenoid "A" See 6-CYLINDER DIAGNOSIS
Electrical (Z3 - 6/99-5/00) .
P0753 30 Shift Solenoid "A" Electrical See 6-CYLINDER DIAGNOSIS
(Z3 - 6/99-5/00) .
P0758 33 Shift Solenoid "B" Electrical See 6-CYLINDER DIAGNOSIS
(Z3 - 6/99-5/00) .
P1743 4 Pressure Control Solenoid "E" See 6-CYLINDER DIAGNOSIS
Electrical (M44/M52: Brake Band (Z3 - 6/99-5/00) .
Electrical)
P1746 104 Transmission Control Module See 6-CYLINDER DIAGNOSIS
Output Stage (Z3 - 6/99-5/00) .
P1747 150 CAN-Bus Monitoring See 6-CYLINDER DIAGNOSIS
(Z3 - 6/99-5/00) .
(Z3 - 6/99-5/00) .
(Z3 - 6/99-5/00) .
Self-Test (Z3 - 6/99-5/00) .
Self-Test (Z3 - 6/99-5/00) .
Self-Test (Z3 - 6/99-5/00) .
Communication Error (M52:
Internal Transmission Control
Circuit Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
P1761 2 Shiftlock Solenoid See 6-CYLINDER DIAGNOSIS
(Z3 - 6/99-5/00) .
P1765 154 CAN Throttle Valve See 6-CYLINDER DIAGNOSIS
(Z3 - 6/99-5/00) .
P1765 158 CAN Throttle Valve See 6-CYLINDER DIAGNOSIS
(Z3 - 6/99-5/00) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (323I, 328I & 528I - 6/99-8/00)

Circuit Malfunction (PRNDL Input) DIAGNOSIS (323i, 328i
& 528i - 6/99-8/00) .
P0715 33 Input/Turbine Speed Sensor "A" See 6-CYLINDER
Circuit DIAGNOSIS (323i, 328i
& 528i - 6/99-8/00) .
DIAGNOSIS (323i, 328i
& 528i - 6/99-8/00) .
P0727 150 Engine Speed Input Circuit No Signal See 6-CYLINDER
& 528i - 6/99-8/00) .
& 528i - 6/99-8/00) .
& 528i - 6/99-8/00) .
& 528i - 6/99-8/00) .
& 528i - 6/99-8/00) .
& 528i - 6/99-8/00) .
P0740 48 Torque Converter Clutch Circuit/Open See 6-CYLINDER
& 528i - 6/99-8/00) .
Electrical DIAGNOSIS (323i, 328i
& 528i - 6/99-8/00) .
& 528i - 6/99-8/00) .
& 528i - 6/99-8/00) .
P0763 18 Shift Solenoid "C" Electrical See 6-CYLINDER
& 528i - 6/99-8/00) .
& 528i - 6/99-8/00) .
& 528i - 6/99-8/00) .
Test DIAGNOSIS (323i, 328i
& 528i - 6/99-8/00) .
Communication Error (M52: Internal DIAGNOSIS (323i, 328i
Transmission Control Module Memory & 528i - 6/99-8/00) .
Error)
Range/Performance (System Voltage DIAGNOSIS (323i, 328i
Input Low) & 528i - 6/99-8/00) .
P1751 ..... Secondary Pressure Solenoid Circuit See 6-CYLINDER
Input High) & 528i - 6/99-8/00) .
& 528i - 6/99-8/00) .

P0560 96 System Voltage See 6-CYLINDER
DIAGNOSIS (4/00-9/01) .
P0600 129 Serial Communication Link See 6-CYLINDER
DIAGNOSIS (4/00-9/01) .
DIAGNOSIS (4/00-9/01) .
P0601 80 Internal Control Module Memory See 6-CYLINDER
Check Sum Error DIAGNOSIS (4/00-9/01) .
P0603 81 Internal Control Module Keep No Diagnosis Available
Alive Memory (KAM) Error
Circuit Malfunction (PRNDL DIAGNOSIS (4/00-9/01) .
Input)
Circuit DIAGNOSIS (4/00-9/01) .
DIAGNOSIS (4/00-9/01) .
P0727 150 Engine Speed Input Circuit No See 6-CYLINDER
Signal DIAGNOSIS (4/00-9/01) .
DIAGNOSIS (4/00-9/01) .
DIAGNOSIS (4/00-9/01) .
DIAGNOSIS (4/00-9/01) .
DIAGNOSIS (4/00-9/01) .
DIAGNOSIS (4/00-9/01) .
P0741 ..... Torque Converter Clutch See 6-CYLINDER
Functional Check DIAGNOSIS (4/00-9/01) .
Electrical DIAGNOSIS (4/00-9/01) .
DIAGNOSIS (4/00-9/01) .
DIAGNOSIS (4/00-9/01) .
DIAGNOSIS (4/00-9/01) .
P1748 ..... Transmission Control Module See 6-CYLINDER
Internal Module DIAGNOSIS (4/00-9/01) .
DIAGNOSIS (4/00-9/01) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: ZF TRANSMISSION (9/01-8/02)

P Code BMW Code Possible Cause Diagnostic Parameters
P0709 60 Transmission Range Sensor "A" See 6-CYLINDER: ZF
Circuit Intermittent TRANSMISSION DIAGNOSIS
(9/01-8/02 - 1 OF 4) .
P0715 33 Input/Turbine Speed Sensor "A" See 6-CYLINDER: ZF
Circuit TRANSMISSION DIAGNOSIS
(9/01-8/02 - 1 OF 4) .
Circuit Range/Performance TRANSMISSION DIAGNOSIS
(9/01-8/02 - 1 OF 4) .
P0720 32 Output Speed Sensor Circuit See 6-CYLINDER: ZF
TRANSMISSION DIAGNOSIS
(9/01-8/02 - 1 OF 4) .
Range/Performance TRANSMISSION DIAGNOSIS
(9/01-8/02 - 1 OF 4) .
P0731 50 Gear 1 Incorrect Ratio See 6-CYLINDER: ZF
(9/01-8/02 - 1 OF 4) .
(9/01-8/02 - 1 OF 4) .
(9/01-8/02 - 1 OF 4) .
(9/01-8/02 - 1 OF 4) .
(9/01-8/02 - 1 OF 4) .
P0740 4 Torque Converter Clutch See 6-CYLINDER: ZF
Circuit/Open TRANSMISSION DIAGNOSIS
(9/01-8/02 - 2 OF 4) .
P0741 48 Torque Converter Clutch Circuit See 6-CYLINDER: ZF
Performance or Stuck Off TRANSMISSION DIAGNOSIS
(9/01-8/02 - 1 OF 4) .
P0745 1 Pressure Control Solenoid "A" See 6-CYLINDER: ZF
(9/01-8/02 - 2 OF 4) .
P0750 16 Shift Solenoid "A" See 6-CYLINDER: ZF
(9/01-8/02 - 2 OF 4) .
P0751 16 Shift Solenoid "A" Performance See 6-CYLINDER: ZF
or Stuck Off TRANSMISSION DIAGNOSIS
(9/01-8/02 - 2 OF 4) .
P0752 16 Shift Solenoid "A" Stuck On See 6-CYLINDER: ZF
(9/01-8/02 - 2 OF 4) .
P0753 16 Shift Solenoid "A" Electrical See 6-CYLINDER: ZF
(9/01-8/02 - 2 OF 4) .
P0755 17 Shift Solenoid "B" See 6-CYLINDER: ZF
(9/01-8/02 - 2 OF 4) .
P0756 17 Shift Solenoid "B" Performance See 6-CYLINDER: ZF
(9/01-8/02 - 2 OF 4) .
P0757 17 Shift Solenoid "B" Stuck On See 6-CYLINDER: ZF
(9/01-8/02 - 2 OF 4) .
P0758 17 Shift Solenoid "B" Electrical See 6-CYLINDER: ZF
(9/01-8/02 - 2 OF 4) .
P0760 18 Shift Solenoid "C" See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P0761 18 Shift Solenoid "C" Performance See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P0762 18 Shift Solenoid "C" Stuck On See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P0763 18 Shift Solenoid "C" Electrical See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P0775 2 Pressure Control Solenoid "B" See 6-CYLINDER: ZF
(9/01-8/02 - 2 OF 4) .
P0782 57 2-3 Shift See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
(9/01-8/02 - 3 OF 4) .
P0795 3 Pressure Control Solenoid "C" See 6-CYLINDER: ZF
(9/01-8/02 - 2 OF 4) .
P1700 62 Double Error Output Speed and See 6-CYLINDER: ZF
Input/Turbine Speed TRANSMISSION DIAGNOSIS
(9/01-8/02 - 1 OF 4) .
P1719 144 CAN Version Error See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P1720 129 CAN Timeout Control Module See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P1731 51 Gear 1 manual Incorrect Ratio See 6-CYLINDER: ZF
(9/01-8/02 - 1 OF 4) .
P1747 128 CAN-Bus Monitoring See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P1761 19 Shiftlock Solenoid See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P1762 19 Shiftlock Solenoid High Input See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P1763 19 Shiftlock Solenoid Low Input See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P1764 19 Shiftlock Solenoid Open Circuit See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P1765 147 CAN Throttle Valve See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P1791 81 Internal Transmission Control See 6-CYLINDER: ZF
Module Memory TRANSMISSION DIAGNOSIS
Checksum/EEPROM Error (9/01-8/02 - 3 OF 4) .
Module Watchdog Error TRANSMISSION DIAGNOSIS
(9/01-8/02 - 3 OF 4)
Module Memory Checksum TRANSMISSION DIAGNOSIS
Error (9/01-8/02 - 3 OF 4) .
Circuit High TRANSMISSION DIAGNOSIS
(9/01-8/02 - 2 OF 4) .
(9/01-8/02 - 2 OF 4) .
(9/01-8/02 - 2 OF 4) .
P1834 4 Pressure Control Solenoid "D" See 6-CYLINDER: ZF
(9/01-8/02 - 2 OF 4) .
Circuit Low TRANSMISSION DIAGNOSIS
(9/01-8/02 - 2 OF 4) .
(9/01-8/02 - 2 OF 4) .
(9/01-8/02 - 2 OF 4) .
(9/01-8/02 - 2 OF 4) .
P1882 57 2-3 Shift Circuit High See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
(9/01-8/02 - 3 OF 4) .
P1889 96 System Voltage - Electrical See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P1892 96 System Voltage Low Input See 6-CYLINDER: ZF
(9/01-8/02 - 3 OF 4) .
P1893 83 Supply Voltage Pressure Control See 6-CYLINDER: ZF
Solenoid/Shift Solenoid Circuit TRANSMISSION DIAGNOSIS
High (9/01-8/02 - 4 OF 4) .
Solenoid/Shift Solenoid Circuit TRANSMISSION DIAGNOSIS
Low (9/01-8/02 - 4 OF 4) .
Solenoid/Shift Solenoid No TRANSMISSION DIAGNOSIS
Signal (9/01-8/02 - 4 OF 4) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: GM TRANSMISSION (9/01-8/02)

P0705 8 Transmission Range Sensor "A" See 6-CYLINDER: GM5
Circuit Malfunction (PRNDL Input) TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
P0709 ..... Range Switch Transitional Signal See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
P0715 16 Input/Turbine Speed Sensor "A" See 6-CYLINDER: GM5
Circuit TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
P0717 ..... Input Speed Less Than 100 RPM See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
P0720 42 Output Speed Sensor Circuit See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
P0722 ..... Output Speed Less Than 100 RPM See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
P0727 ..... CAN Engine Speed Invalid Signal See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3) .
P0731 ..... Gear 1 Incorrect Ratio See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
P0732 100 Gear 2 Incorrect Ratio See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3) .
P0741 ..... TCC Stuck Off See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3) .
P0742 ..... TCC Stuck On See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3) .
P0743 4 Torque Converter Clutch Circuit See 6-CYLINDER: GM5
Electrical TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3) .
P0753 30 Shift Solenoid "A" Electrical See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3) .
P0758 33 Shift Solenoid "B" Electrical See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3) .
P0763 32 Shift Solenoid "C" Electrical See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3) .
P1719 ..... CAN Level Bus Check See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3) .
P1720 ..... CAN Messages/Time Out See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3) .
P1765 154 CAN Throttle Valve See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3) .
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3) .
P1780 152 CAN Torque Reduction See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3) .
P1790 ..... RAM & ROM Check See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3) .
P1791 ..... Internal Error (NVM/RAM) See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3) .
P1794 ..... ROM Check See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3) .
P1801 ..... Shift Solenoid "A" Short To See 6-CYLINDER: GM5
Ground TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3) .
P1802 ..... Shift Solenoid "B" Short To Ground See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3) .
P1803 ..... Shift Solenoid "C" Short To Ground See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3) .
P1891 ..... Power Supply Fault See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3) .
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: 5HP19 TRANSMISSION (9/02-2003)

P0709 60 Transmission Range Sensor "A" See 6-CYLINDER: 5HP19
Circuit Intermittent TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
P0715 33 Input/Turbine Speed Sensor "A" See 6-CYLINDER: 5HP19
DIAGNOSIS (9/02-2003 - 1
OF 3) .
Circuit Range/Performance TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
P0720 32 Output Speed Sensor Circuit See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
Range/Performance TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
P0731 50 Gear 1 Incorrect Ratio See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
P0741 48 Torque Converter Clutch Circuit See 6-CYLINDER: 5HP19
Performance or Stuck Off TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
P0745 1 Pressure Control Solenoid "A" See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0750 16 Shift Solenoid "A" See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0751 16 Shift Solenoid "A" Performance or See 6-CYLINDER: 5HP19
Stuck Off TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0752 16 Shift Solenoid "A" Stuck On See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0753 16 Shift Solenoid "A" Electrical See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0755 17 Shift Solenoid "B" See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0756 17 Shift Solenoid "B" Performance or See 6-CYLINDER: 5HP19
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0757 17 Shift Solenoid "B" Stuck On See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0758 17 Shift Solenoid "B" Electrical See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0760 18 Shift Solenoid "C" See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P0761 18 Shift Solenoid "C" Performance or See 6-CYLINDER: 5HP19
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P0762 18 Shift Solenoid "C" Stuck On See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P0763 18 Shift Solenoid "C" Electrical See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P0775 2 Pressure Control Solenoid "B" See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0782 57 2-3 Shift See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P0795 3 Pressure Control Solenoid "C" See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
Control Circuit Low TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
Control Circuit High TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
DIAGNOSIS (9/02-2003 - 2
OF 3) .
DIAGNOSIS (9/02-2003 - 2
OF 3) .
DIAGNOSIS (9/02-2003 - 2
OF 3) .
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P1700 62 Double Error Output Speed and See 6-CYLINDER: 5HP19
Input/Turbine Speed TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
P1719 144 CAN Version Error See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1720 129 CAN Timeout Control Module See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1731 51 Gear 1 manual Incorrect Ratio See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
P1732 65 Gear Monitoring 4 at Electrical See 6-CYLINDER: 5HP19
Substitute Program TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
P1747 128 CAN-Bus Monitoring See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1761 19 Shiftlock Solenoid See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1762 19 Shiftlock Solenoid High Input See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1763 19 Shiftlock Solenoid Low Input See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1764 19 Shiftlock Solenoid Open Circuit See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1765 147 CAN Throttle Valve See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1791 81 Internal Transmission Control See 6-CYLINDER: 5HP19
Module Memory TRANSMISSION
Checksum/EEPROM Error DIAGNOSIS (9/02-2003 - 3
OF 3) .
Module Watchdog Error TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
Module Memory Checksum Error TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1882 57 2-3 Shift Circuit High See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1889 96 System Voltage - Electrical See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1892 96 System Voltage Low Input See 6-CYLINDER: 5HP19
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1893 83 Supply Voltage Pressure Control Diagnosis Not Available
Solenoid/Shift Solenoid Circuit
High
Low
Solenoid/Shift Solenoid No Signal
P2761 4 Torque Converter Clutch Pressure See 6-CYLINDER: 5HP19
Control Solenoid Control TRANSMISSION
Circuit/Open DIAGNOSIS (9/02-2003 - 2
OF 3) .
Control Solenoid Control Circuit TRANSMISSION
High DIAGNOSIS (9/02-2003 - 2
OF 3) .
Low DIAGNOSIS (9/02-2003 - 2
OF 3) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: GM5 TRANSMISSION (9/02-2003)

Circuit Malfunction (PRNDL TRANSMISSION
Input) DIAGNOSIS (9/02-2003 - 1
OF 3) .
DIAGNOSIS (9/02-2003 - 1
OF 3) .
DIAGNOSIS (9/02-2003 - 1
OF 3) .
Circuit No Signal TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
P0722 32 Output Speed Sensor Circuit No See 6-CYLINDER: GM5
Signal TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
P0727 150 Engine Speed Input Circuit No See 6-CYLINDER: GM5
Signal TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3) .
DIAGNOSIS (9/02-2003 - 2
OF 3) .
Stuck On TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P0973 16 Shift Solenoid "A" Control Circuit See 6-CYLINDER: GM5
Low TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0976 17 Shift Solenoid "B" Control Circuit See 6-CYLINDER: GM5
Low TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3) .
P0979 18 Shift Solenoid "C" Control Circuit See 6-CYLINDER: GM5
Low TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1719 144 CAN Version Error See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1720 129 CAN Timeout Control Module See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1780 ..... CAN Throttle Valve See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1790 80 Internal Transmission Control See 6-CYLINDER: GM5
Checksum/EPROM Error DIAGNOSIS (9/02-2003 - 3
OF 3) .
OF 3) .
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1891 96 System Voltage High Input See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P1892 96 System Voltage Low Input See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3) .
P2759 4 Torque Converter Clutch Pressure See 6-CYLINDER: GM5
Electrical DIAGNOSIS (9/02-2003 - 2
OF 3) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: SMG TRANSMISSION (3/03-2003)

P0932 20215 Hydraulic Pressure Sensor Circuit See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5) .
Low TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5) .
High TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5) .
P1720 20800 CAN Timeout Control Module See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5) .
P1721 20801 CAN Timeout ASC/DSC See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5) .
P1747 52999 CAN-Bus Monitoring See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5) .
P1765 20904 CAN Throttle Valve See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5) .
P1766 20702 Double Error Engine Speed See 6-CYLINDER: SMG
CAN/Direct Wiring TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5) .
P1767 20913 CAN Wheel Speeds Rear Axle See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 3
OF 5) .
P1771 20901 CAN Torque Interface Plausibility See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 4
OF 5) .
P1782 20910 CAN Brake Signal See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 2
OF 5) .
P1791 20401 Internal Transmission Control See 6-CYLINDER: SMG
OF 5) .
Module Error 7 (High Side TRANSMISSION
Driver) DIAGNOSIS (3/03-2003 - 4
OF 5) .
P1817 20606 Gear Selector Lever GSL0 Cable See 6-CYLINDER: SMG
High Input TRANSMISSION
DIAGNOSIS (3/03-2003 - 4
OF 5) .
Low Input TRANSMISSION
DIAGNOSIS (3/03-2003 - 4
OF 5) .
Plausibility TRANSMISSION
DIAGNOSIS (3/03-2003 - 4
OF 5) .
DIAGNOSIS (3/03-2003 - 4
OF 5) .
DIAGNOSIS (3/03-2003 - 4
OF 5) .
DIAGNOSIS (3/03-2003 - 4
OF 5) .
P1823 20611 Gear Selector Lever Digital Cable See 6-CYLINDER: SMG
DIAGNOSIS (3/03-2003 - 3
OF 5) .
P1850 20213 Shift Angle Sensor High Input See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 2
OF 5) .
P1851 20213 Shift Angle Sensor Low Input See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 2
OF 5) .
P1852 20213 Shift Angle Sensor Plausibility See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 2
OF 5) .
P1859 20217 Clutch Speed Sensor Plausibility See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 5
OF 5) .
P1860 20612 Gear Selector Lever Hall Sensor See 6-CYLINDER: SMG
Error 1 TRANSMISSION
DIAGNOSIS (3/03-2003 - 5
OF 5) .
DIAGNOSIS (3/03-2003 - 4
OF 5) .
DIAGNOSIS (3/03-2003 - 4
OF 5) .
DIAGNOSIS (3/03-2003 - 4
OF 5) .
DIAGNOSIS (3/03-2003 - 4
OF 5) .
DIAGNOSIS (3/03-2003 - 4
OF 5) .
DIAGNOSIS (3/03-2003 - 4
OF 5) .
P1887 20335 Hydraulic Pump See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 2
OF 5) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: 5HP19 NON-AWD TRANSMISSION (2004)

Circuit Intermittent NON-AWD TRANSMISSION
DIAGNOSIS (2004 - 1 OF 4) .
Circuit NON-AWD TRANSMISSION
Circuit Range/Performance NON-AWD TRANSMISSION
NON-AWD TRANSMISSION
Range/Performance NON-AWD TRANSMISSION
Performance or Stuck Off NON-AWD TRANSMISSION
P0751 16 Shift Solenoid "A" Performance See 6-CYLINDER: 5HP19
or Stuck Off NON-AWD TRANSMISSION
P0756 17 Shift Solenoid "B" Performance See 6-CYLINDER: 5HP19
P0761 18 Shift Solenoid "C" Performance See 6-CYLINDER: 5HP19
Control Circuit Low NON-AWD TRANSMISSION
Control Circuit High NON-AWD TRANSMISSION
Input/Turbine Speed NON-AWD TRANSMISSION
Substitute Program NON-AWD TRANSMISSION
Module Memory NON-AWD TRANSMISSION
Checksum/EEPROM Error DIAGNOSIS (2004 - 4 OF 4) .
Module Watchdog Error NON-AWD TRANSMISSION
Module Memory Checksum Error NON-AWD TRANSMISSION
P1893 83 Supply Voltage Pressure Control See 6-CYLINDER: 5HP19
Solenoid/Shift Solenoid Circuit NON-AWD TRANSMISSION
High DIAGNOSIS (2004 - 4 OF 4) .
Solenoid/Shift Solenoid Circuit NON-AWD TRANSMISSION
Low DIAGNOSIS (2004 - 4 OF 4) .
Solenoid/Shift Solenoid No NON-AWD TRANSMISSION
Signal DIAGNOSIS (2004 - 4 OF 4) .
P2761 4 Torque Converter Clutch See 6-CYLINDER: 5HP19
Pressure Control Solenoid NON-AWD TRANSMISSION
Control Circuit/Open DIAGNOSIS (2004 - 2 OF 4) .
Control Circuit High DIAGNOSIS (2004 - 2 OF 4) .
Control Circuit Low DIAGNOSIS (2004 - 2 OF 4) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: 5HP19 (5-SPEED) - AWD TRANSMISSION (2004)

Circuit Intermittent AWD TRANSMISSION
P0710 ..... Transmission Fluid Check See 6-CYLINDER: 5HP19
AWD TRANSMISSION
P0711 ..... Transmission Temperature Sensor See 6-CYLINDER: 5HP19
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Circuit AWD TRANSMISSION
Circuit Range/Performance AWD TRANSMISSION
AWD TRANSMISSION
Range/Performance AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Performance or Stuck Off AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Stuck Off AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Control Circuit Low AWD TRANSMISSION
Control Circuit High AWD TRANSMISSION
Input/Turbine Speed AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Substitute Program AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Module Memory AWD TRANSMISSION
Module Watchdog Error AWD TRANSMISSION
Module Memory Checksum Error AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Solenoid/Shift Solenoid Circuit AWD TRANSMISSION
Solenoid/Shift Solenoid No Signal AWD TRANSMISSION
Control Solenoid Control AWD TRANSMISSION
Circuit/Open DIAGNOSIS (2004 - 2 OF 3) .
Control Solenoid Control Circuit AWD TRANSMISSION

PCode Possible Cause Diagnostic Parameters
P0705 Range Position Switch See 6-CYLINDER: 6HP19
(2004 - 4 OF 5) .
P0710 Oil Temperature Sensor Plausibility See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P0711 Oil Temperature Sensor General See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P0712 Oil Temperature Sensor Lower See 6-CYLINDER: 6HP19
Threshold TRANSMISSION DIAGNOSIS
(2004 - 1 OF 5) .
P0713 Oil Temperature Sensor Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P0714 Oil Temperature Sensor No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P0715 Input/Turbine Speed Sensor "A" Circuit See 6-CYLINDER: 6HP19
(2004 - 4 OF 5) .
P0720 Output Speed Sensor Circuit See 6-CYLINDER: 6HP19
(2004 - 4 OF 5) .
(2004 - 4 OF 5) .
P0731 Gear 1 Incorrect Ratio See 6-CYLINDER: 6HP19
(2004 - 2 OF 5) .
(2004 - 2 OF 5) .
(2004 - 2 OF 5) .
P0734 Gear 4 Incorrect Ratio See6-CYLINDER: 6HP19
(2004 - 2 OF 5) .
(2004 - 2 OF 5) .
P0741 Torque Converter Clutch Circuit See 6-CYLINDER: 6HP19
(2004 - 2 OF 5) .
P0745 Pressure Control Solenoid "A" See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P0748 Pressure Control Solenoid "A" No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P0751 Shift Solenoid "A" Performance or Stuck See 6-CYLINDER: 6HP19
Off TRANSMISSION DIAGNOSIS
(2004 - 1 OF 5) .
P0753 Solenoid Valve Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P0775 Pressure Control Solenoid "B" See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P0778 Pressure Control Solenoid "B" No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P0781 Range Shift Monitoring General See 6-CYLINDER: 6HP19
(2004 - 2 OF 5) .
(2004 - 2 OF 5) .
P0783 3-4 Shift See 6-CYLINDER: 6HP19
(2004 - 3 OF 5) .
(2004 - 3 OF 5) .
P0795 Pressure Control Solenoid "C" See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P0798 Pressure Control Solenoid "C" No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
(2004 - 3 OF 5) .
P0962 Pressure Control Solenoid "A" Control See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
(2004 - 1 OF 5) .
P0966 Pressure Control Solenoid "B" Control See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
(2004 - 1 OF 5) .
P0970 Pressure Control Solenoid "C" Control See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
(2004 - 1 OF 5) .
P0973 Solenoid Valve Lower Threshold See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
(2004 - 1 OF 5) .
P1702 Double Error Output Or Not Allowed See 6-CYLINDER: 6HP19
Actuation Of Valves TRANSMISSION DIAGNOSIS
(2004 - 5 OF 5) .
P1720 CAN Timeout Control Module See 6-CYLINDER: 6HP19
(2004 - 5 OF 5) .
(2004 - 5 OF 5) .
P1727 Engine Speed Signal See 6-CYLINDER: 6HP19
(2004 - 4 OF 5) .
P1728 Engine Speed See 6-CYLINDER: 6HP19
(2004 - 4 OF 5) .
P1736 Gear Ratio Monitoring See 6-CYLINDER: 6HP19
(2004 - 2 OF 5) .
P1747 CAN-Bus Monitoring See 6-CYLINDER: 6HP19
(2004 - 4 OF 5) .
P1771 Engine Torque Plausibility See 6-CYLINDER: 6HP19
(2004 - 3 OF 5) .
P1790 Internal Transmission Control Module See 6-CYLINDER: 6HP19
Memory Checksum/EEPROM Error TRANSMISSION DIAGNOSIS
(2004 - 5 OF 5) .
(2004 - 5 OF 5) .
Watchdog Error TRANSMISSION DIAGNOSIS
(2004 - 5 OF 5) .
P1793 TCM Hot Disabling See 6-CYLINDER: 6HP19
(2004 - 5 OF 5) .
(2004 - 5 OF 5) .
P1804 Solenoid Valve Shiftlock See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P1810 Turbine Speed Sensor Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 4 OF 5) .
P1811 Turbine Speed Sensor Lower Threshold See 6-CYLINDER: 6HP19
(2004 - 4 OF 5) .
P1812 Output Speed Sensor Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 4 OF 5) .
P1813 Output Speed Sensor Lower Threshold See 6-CYLINDER: 6HP19
(2004 - 4 OF 5) .
P1814 Output Speed Sensor Plausibility See 6-CYLINDER: 6HP19
(2004 - 4 OF 5) .
P1861 2-1 Shift Circuit General See 6-CYLINDER: 6HP19
(2004 - 3 OF 5) .
(2004 - 3 OF 5) .
(2004 - 3 OF 5) .
(2004 - 3 OF 5) .
(2004 - 3 OF 5) .
P1881 Range Shift (1-2) Monitoring Upper See 6-CYLINDER: 6HP19
(2004 - 2 OF 5) .
P1882 Range Shift (2-3) Monitoring Upper See6-CYLINDER: 6HP19
(2004 - 2 OF 5) .
P1883 3-4 Shift Circuit High See 6-CYLINDER: 6HP19
(2004 - 3 OF 5) .
(2004 - 3 OF 5) .
(2004 - 3 OF 5) .
P1890 Power Supply General See 6-CYLINDER: 6HP19
(2004 - 2 OF 5) .
P1891 Power Supply Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 2 OF 5) .
P1892 System Voltage Low Input See 6-CYLINDER: 6HP19
(2004 - 2 OF 5) .
P1893 Supply Voltage Pressure Control See 6-CYLINDER: 6HP19
Solenoid/Shift Solenoid Circuit High TRANSMISSION DIAGNOSIS
(2004 - 5 OF 5) .
Solenoid/Shift Solenoid Circuit Low TRANSMISSION DIAGNOSIS
(2004 - 5 OF 5) .
Solenoid/Shift Solenoid No Signal TRANSMISSION DIAGNOSIS
(2004 - 5 OF 5) .
P1896 Valve Voltage Supply See 6-CYLINDER: 6HP19
(2004 - 5 OF 5) .
P1897 Valve Voltage Supply Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 5 OF 5) .
P1898 Sensor Voltage Supply Lower Threshold See 6-CYLINDER: 6HP19
(2004 - 5 OF 5) .
P2713 Pressure Regulator Valve Plausibility See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P2716 Pressure Regulator No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P2720 Pressure Regulator Valve Lower See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
P2721 Pressure Regulator Valve Upper See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
(2004 - 1 OF 5) .
P2725 Pressure Regulator Valve No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5) .
(2004 - 1 OF 5) .
(2004 - 1 OF 5) .
P2759 Torque Converter Clutch No Signal See 6-CYLINDER: 6HP19
(2004 - 2 OF 5) .
P2761 Torque Converter Clutch Pressure See 6-CYLINDER: 6HP19
Control Solenoid Control Circuit/Open TRANSMISSION DIAGNOSIS
(2004 - 2 OF 5) .
Control Solenoid Control Circuit High TRANSMISSION DIAGNOSIS
(2004 - 2 OF 5) .
Control Solenoid Control Circuit Low TRANSMISSION DIAGNOSIS
(2004 - 2 OF 5) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: NON-AWD TRANSMISSION (2004)

Circuit Malfunction (PRNDL NON-AWD TRANSMISSION
Input) DIAGNOSIS (2004 - 1 OF 3) .
Circuit Intermittent NON-AWD TRANSMISSION
Circuit NON-AWD TRANSMISSION
Circuit No Signal NON-AWD TRANSMISSION
Signal NON-AWD TRANSMISSION
Signal NON-AWD TRANSMISSION
Performance or Stuck Off NON-AWD TRANSMISSION
Stuck On NON-AWD TRANSMISSION
Low NON-AWD TRANSMISSION
Checksum/EPROM Error DIAGNOSIS (2004 - 3 OF 3) .
Module Memory Checksum Error NON-AWD TRANSMISSION
Control Solenoid Control Circuit NON-AWD TRANSMISSION
Electrical DIAGNOSIS (2004 - 2 OF 3) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: GM5 - AWD (2004)

P0705 60 Transmission Range Sensor "A" See 6-CYLINDER: GM5 AWD
Circuit Malfunction (PRNDL TRANSMISSION DIAGNOSIS
Input) (2004 - 1 OF 3) .
(2004 - 1 OF 3) .
P0710 ..... Transmission Fluid Temperature See 6-CYLINDER: GM5 AWD
Sensor TRANSMISSION DIAGNOSIS
(2004 - 1 OF 3) .
(2004 - 1 OF 3) .
(2004 - 1 OF 3) .
P0715 33 Input/Turbine Speed Sensor "A" See 6-CYLINDER: GM5 AWD
(2004 - 1 OF 3) .
Circuit No Signal TRANSMISSION DIAGNOSIS
(2004 - 1 OF 3) .
P0720 32 Output Speed Sensor Circuit See 6-CYLINDER: GM5 AWD
(2004 - 1 OF 3) .
P0722 32 Output Speed Sensor Circuit No See 6-CYLINDER: GM5 AWD
Signal TRANSMISSION DIAGNOSIS
(2004 - 1 OF 3) .
P0727 150 Engine Speed Input Circuit No See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3) .
P0731 50 Gear 1 Incorrect Ratio See 6-CYLINDER: GM5 AWD
(2004 - 2 OF 3) .
(2004 - 2 OF 3) .
(2004 - 2 OF 3) .
(2004 - 2 OF 3) .
(2004 - 2 OF 3) .
P0741 48 Torque Converter Clutch Circuit See 6-CYLINDER: GM5 AWD
(2004 - 2 OF 3) .
Stuck On TRANSMISSION DIAGNOSIS
(2004 - 2 OF 3) .
P0753 16 Shift Solenoid "A" Electrical See 6-CYLINDER: GM5 AWD
(2004 - 2 OF 3) .
P0758 17 Shift Solenoid "B" Electrical See 6-CYLINDER: GM5 AWD
(2004 - 2 OF 3) .
P0763 18 Shift Solenoid "C" Electrical See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3) .
P0973 16 Shift Solenoid "A" Control Circuit See 6-CYLINDER: GM5 AWD
Low TRANSMISSION DIAGNOSIS
(2004 - 2 OF 3) .
P0976 17 Shift Solenoid "B" Control Circuit See 6-CYLINDER: GM5 AWD
(2004 - 2 OF 3) .
P0979 18 Shift Solenoid "C" Control Circuit See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3) .
P1719 144 CAN Version Error See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3) .
P1720 129 CAN Timeout Control Module See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3) .
P1765 147 CAN Throttle Valve See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3) .
P1790 80 Internal Transmission Control See 6-CYLINDER: GM5 AWD
Checksum/EPROM Error (2004 - 3 OF 3) .
Checksum/EEPROM Error (2004 - 3 OF 3) .
Module Memory Checksum Error TRANSMISSION DIAGNOSIS
(2004 - 3 OF 3) .
P1891 96 System Voltage High Input See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3) .
P1892 96 System Voltage Low Input See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3) .
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: SMG TRANSMISSION (2004)

P0932 20215 Hydraulic Pressure Sensor See 6-CYLINDER: SMG
Circuit Low TRANSMISSION
Circuit High TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
P1771 20901 CAN Torque Interface See 6-CYLINDER: SMG
TRANSMISSION
Driver) DIAGNOSIS (2004 - 4 OF 5) .
P1817 20606 Gear Selector Lever GSL0 See 6-CYLINDER: SMG
Cable High Input TRANSMISSION
Cable Low Input TRANSMISSION
Cable Plausibility TRANSMISSION
P1823 20611 Gear Selector Lever Digital See 6-CYLINDER: SMG
TRANSMISSION
TRANSMISSION
TRANSMISSION
P1859 20217 Clutch Speed Sensor See 6-CYLINDER: SMG
P1860 20612 Gear Selector Lever Hall See 6-CYLINDER: SMG
Sensor Error 1 TRANSMISSION
TRANSMISSION
DIAGNOSTIC TROUBLE CODES V8: TRANSMISSION (1/96-8/97)

P0705 8 Transmission Range Sensor "A" See V8 TRANSMISSION
Circuit Malfunction (PRNDL DIAGNOSIS (1996-8/97) .
Input)
P0715 16 Input/Turbine Speed Sensor "A" See V8 TRANSMISSION
Circuit DIAGNOSIS (1996-8/97) .
P0720 42 Output Speed Sensor Circuit SeeV8 TRANSMISSION
DIAGNOSIS (1996-8/97) .
P0730 102 Incorrect Gear Ratio See V8 TRANSMISSION
DIAGNOSIS (1996-8/97) .
P0731 ..... Incorrect Gear Ratio See V8 TRANSMISSION
DIAGNOSIS (1996-8/97) .
P0732 100 Gear 2 Incorrect Ratio See V8 TRANSMISSION
DIAGNOSIS (1996-8/97) .
P0733 ..... Gear 2 Incorrect Ratio See V8 TRANSMISSION
DIAGNOSIS (1996-8/97) .
DIAGNOSIS (1996-8/97) .
DIAGNOSIS (1996-8/97) .
P0740 111 Torque Converter Clutch See V8 TRANSMISSION
Circuit/Open DIAGNOSIS (1996-8/97) .
P0743 4 Torque Converter Clutch Circuit See V8 TRANSMISSION
Electrical DIAGNOSIS (1996-8/97) .
P0748 5 Pressure Control Solenoid "A" See V8 TRANSMISSION
P0753 30 Shift Solenoid "A" Electrical See V8 TRANSMISSION
DIAGNOSIS (1996-8/97) .
P0758 33 Shift Solenoid "B" Electrical See V8 TRANSMISSION
DIAGNOSIS (1996-8/97) .
P0763 32 Shift Solenoid "C" Electrical See V8 TRANSMISSION
DIAGNOSIS (1996-8/97) .
P1734 1 Pressure Control Solenoid "B" See V8 TRANSMISSION
P1738 29 Pressure Control Solenoid "C" See V8 TRANSMISSION
P1743 51 Pressure Control Solenoid "E" See V8 TRANSMISSION
P1746 104 Transmission Control Module See V8 TRANSMISSION
Output Stage DIAGNOSIS (1996-8/97) .
P1747 150 CAN-Bus Monitoring See V8 TRANSMISSION
DIAGNOSIS (1996-8/97) .
DIAGNOSIS (1996-8/97) .
DIAGNOSIS (1996-8/97) .
P1748 103 Transmission Control Module Self- See V8 TRANSMISSION
Test DIAGNOSIS (1996-8/97) .
P1750 54 Secondary Pressure Solenoid See V8 TRANSMISSION
Circuit Range/Performance System DIAGNOSIS (1996-8/97) .
Voltage Input Low)
DIAGNOSTIC TROUBLE CODES V8 TRANSMISSION (9/97-8/00)

Input)
P0720 42 Output Speed Sensor Circuit See V8 TRANSMISSION
DIAGNOSIS (9/97-8/00) .
DIAGNOSIS (9/97-8/00) .
DIAGNOSIS (9/97-8/00) .
Circuit/Open DIAGNOSIS (9/97-8/00) .
DIAGNOSIS (9/97-8/00) .
DIAGNOSIS (9/97-8/00) .
DIAGNOSIS (9/97-8/00) .
Output Stage DIAGNOSIS (9/97-8/00) .
DIAGNOSIS (9/97-8/00) .
DIAGNOSIS (9/97-8/00) .
DIAGNOSIS (9/97-8/00) .
Test DIAGNOSIS (9/97-8/00) .
Circuit Range/Performance DIAGNOSIS (9/97-8/00) .
P1761 2 Shiftlock Solenoid See V8 TRANSMISSION
DIAGNOSIS (9/97-8/00) .
P1765 ..... TCM Rationality See V8 TRANSMISSION
DIAGNOSIS (9/97-8/00) .

P0560 96 System Voltage See V8 TRANSMISSION
DIAGNOSIS (9/00-8/01) .
P0600 129 Serial Communication Link See V8 TRANSMISSION
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
P0603 81 Internal Control Module Keep See V8 TRANSMISSION
Alive Memory (KAM) Error DIAGNOSIS (9/00-8/01) .
P0606 82 ECM/PCM Processor See V8 TRANSMISSION
DIAGNOSIS (9/00-8/01) .
Input)
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
Performance or Stuck Off DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
Electrical (M44/M52: Brake Band DIAGNOSIS (9/00-8/01) .
Electrical)
Output Stage DIAGNOSIS (9/00-8/01) .
DIAGNOSIS (9/00-8/01) .
Self-Test DIAGNOSIS (9/00-8/01) .
P1765 147 CAN Throttle Valve See V8 TRANSMISSION
DIAGNOSIS (9/00-8/01) .

Circuit Intermittent DIAGNOSIS (9/01-8/02 - 1
OF 5) .
Circuit DIAGNOSIS (9/01-8/02 - 1
OF 5) .
Circuit Range/Performance DIAGNOSIS (9/01-8/02 - 1
OF 5) .
DIAGNOSIS (9/01-8/02 - 1
OF 5) .
Range/Performance DIAGNOSIS (9/01-8/02 - 1
OF 5) .
DIAGNOSIS (9/01-8/02 - 1
OF 5) .
DIAGNOSIS (9/01-8/02 - 1
OF 5) .
DIAGNOSIS (9/01-8/02 - 1
OF 5) .
DIAGNOSIS (9/01-8/02 - 1
OF 5) .
DIAGNOSIS (9/01-8/02 - 1
OF 5) .
Circuit/Open DIAGNOSIS (9/01-8/02 - 2
OF 5) .
Performance or Stuck Off DIAGNOSIS (9/01-8/02 - 2
OF 5) .
DIAGNOSIS (9/01-8/02 - 2
OF 5) .
P0750 16 Shift Solenoid "A" See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5) .
P0751 16 Shift Solenoid "A" Performance or See V8 TRANSMISSION
Stuck Off DIAGNOSIS (9/01-8/02 - 3
OF 5) .
P0752 16 Shift Solenoid "A" Stuck On See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5) .
DIAGNOSIS (9/01-8/02 - 3
OF 5) .
P0755 17 Shift Solenoid "B" See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5) .
P0756 17 Shift Solenoid "B" Performance or See V8 TRANSMISSION
OF 5) .
P0757 17 Shift Solenoid "B" Stuck On See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5) .
DIAGNOSIS (9/01-8/02 - 3
OF 5) .
P0760 18 Shift Solenoid "C" See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5) .
P0761 18 Shift Solenoid "C" Performance or See V8 TRANSMISSION
OF 5) .
P0762 18 Shift Solenoid "C" Stuck On See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5) .
DIAGNOSIS (9/01-8/02 - 3
OF 5) .
DIAGNOSIS (9/01-8/02 - 2
OF 5) .
P0782 57 2-3 Shift See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5) .
DIAGNOSIS (9/01-8/02 - 4
OF 5) .
DIAGNOSIS (9/01-8/02 - 2
OF 5) .
P1719 144 CAN Version Error See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 5
OF 5) .
P1720 129 CAN Timeout Control Module See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 5
OF 5) .
P1731 51 Gear 1 manual Incorrect Ratio See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 5) .
DIAGNOSIS (9/01-8/02 - 3
OF 5) .
DIAGNOSIS (9/01-8/02 - 5
OF 5) .
Test DIAGNOSIS (9/01-8/02 - 3
OF 5) .
DIAGNOSIS (9/01-8/02 - 4
OF 5) .
P1762 19 Shiftlock Solenoid High Input See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5) .
P1763 19 Shiftlock Solenoid Low Input See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5) .
P1764 19 Shiftlock Solenoid Open Circuit See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5) .
DIAGNOSIS (9/01-8/02 - 5
OF 5) .
P1791 81 Internal Transmission Control See V8 TRANSMISSION
Module Memory DIAGNOSIS (9/01-8/02 - 5
Checksum/EEPROM Error OF 5) .
Module Watchdog Error DIAGNOSIS (9/01-8/02 - 5
OF 5) .
Module Memory Checksum Error DIAGNOSIS (9/01-8/02 - 5
OF 5) .
Circuit High DIAGNOSIS (9/01-8/02 - 2
OF 5) .
OF 5) .
OF 5) .
P1834 4 Pressure Control Solenoid "D" See V8 TRANSMISSION
OF 5) .
OF 5) .
Circuit Low DIAGNOSIS (9/01-8/02 - 2
OF 5) .
OF 5) .
OF 5) .
OF 5) .
OF 5) .
P1882 57 2-3 Shift Circuit High See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5) .
DIAGNOSIS (9/01-8/02 - 4
OF 5) .
P1889 96 System Voltage - Electrical See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5) .
P1892 96 System Voltage Low Input See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5) .
P1893 83 Supply Voltage Pressure Control See V8 TRANSMISSION
Solenoid/Shift Solenoid Circuit DIAGNOSIS (9/01-8/02 - 5
High OF 5) .
Low OF 5) .
Solenoid/Shift Solenoid No Signal DIAGNOSIS (9/01-8/02 - 5
OF 5) .
DIAGNOSTIC TROUBLE CODES V8 TRANSMISSION (5-SPEED - 9/02-2003)

P0709 60 Transmission Range Sensor "A" See V8 TRANSMISSION 5-
Circuit Intermittent SPEED DIAGNOSIS (9/02-2003
- 1 OF 5) .
P0715 33 Input/Turbine Speed Sensor "A" See V8 TRANSMISSION 5-
Circuit SPEED DIAGNOSIS (9/02-2003
- 1 OF 5) .
Circuit Range/Performance SPEED DIAGNOSIS (9/02-2003
- 1 OF 5) .
P0720 32 Output Speed Sensor Circuit See V8 TRANSMISSION 5-
SPEED DIAGNOSIS (9/02-2003
- 1 OF 5) .
Range/Performance SPEED DIAGNOSIS (9/02-2003
- 1 OF 5) .
P0731 50 Gear 1 Incorrect Ratio See V8 TRANSMISSION 5-
- 1 OF 5) .
- 1 OF 5) .
- 1 OF 5) .
- 1 OF 5) .
- 1 OF 5) .
P0741 48 Torque Converter Clutch Circuit See V8 TRANSMISSION 5-
Performance or Stuck Off SPEED DIAGNOSIS (9/02-2003
- 2 OF 5) .
P0745 1 Pressure Control Solenoid "A" See V8 TRANSMISSION 5-
- 2 OF 5) .
P0750 16 Shift Solenoid "A" See V8 TRANSMISSION 5-
- 3 OF 5) .
P0751 16 Shift Solenoid "A" Performance See V8 TRANSMISSION 5-
or Stuck Off SPEED DIAGNOSIS (9/02-2003
- 3 OF 5) .
P0752 16 Shift Solenoid "A" Stuck On See V8 TRANSMISSION 5-
- 3 OF 5) .
P0753 16 Shift Solenoid "A" Electrical See V8 TRANSMISSION 5-
- 3 OF 5) .
P0755 17 Shift Solenoid "B" See V8 TRANSMISSION 5-
- 3 OF 5) .
P0756 17 Shift Solenoid "B" Performance See V8 TRANSMISSION 5-
- 3 OF 5) .
P0757 17 Shift Solenoid "B" Stuck On See V8 TRANSMISSION 5-
- 3 OF 5) .
P0758 17 Shift Solenoid "B" Electrical See V8 TRANSMISSION 5-
- 3 OF 5) .
P0760 18 Shift Solenoid "C" See V8 TRANSMISSION 5-
- 3 OF 5) .
P0761 18 Shift Solenoid "C" Performance See V8 TRANSMISSION 5-
- 3 OF 5) .
P0762 18 Shift Solenoid "C" Stuck On See V8 TRANSMISSION 5-
- 3 OF 5) .
P0763 18 Shift Solenoid "C" Electrical See V8 TRANSMISSION 5-
- 3 OF 5) .
P0775 2 Pressure Control Solenoid "B" See V8 TRANSMISSION 5-
- 2 OF 5) .
P0782 57 2-3 Shift See V8 TRANSMISSION 5-
- 4 OF 5) .
- 4 OF 5) .
P0795 3 Pressure Control Solenoid "C" See V8 TRANSMISSION 5-
- 2 OF 5) .
Control Circuit Low SPEED DIAGNOSIS (9/02-2003
- 2 OF 5) .
Control Circuit High SPEED DIAGNOSIS (9/02-2003
- 2 OF 5) .
- 2 OF 5) .
- 2 OF 5) .
- 2 OF 5) .
- 2 OF 5) .
P1719 144 CAN Version Error See V8 TRANSMISSION 5-
- 5 OF 5) .
P1720 129 CAN Timeout Control Module See V8 TRANSMISSION 5-
- 5 OF 5) .
P1731 51 Gear 1 manual Incorrect Ratio See V8 TRANSMISSION 5-
- 1 OF 5) .
P1747 128 CAN-Bus Monitoring See V8 TRANSMISSION 5-
- 5 OF 5) .
P1748 15 Transmission Control Module See V8 TRANSMISSION 5-
Self-Test SPEED DIAGNOSIS (9/02-2003
- 3 OF 5) .
P1761 19 Shiftlock Solenoid See V8 TRANSMISSION 5-
- 4 OF 5) .
P1762 19 Shiftlock Solenoid High Input See V8 TRANSMISSION 5-
- 4 OF 5) .
P1763 19 Shiftlock Solenoid Low Input See V8 TRANSMISSION 5-
- 4 OF 5) .
P1764 19 Shiftlock Solenoid Open Circuit See V8 TRANSMISSION 5-
- 4 OF 5) .
P1765 147 CAN Throttle Valve See V8 TRANSMISSION 5-
- 5 OF 5) .
P1791 81 Internal Transmission Control See V8 TRANSMISSION 5-
Module Memory SPEED DIAGNOSIS (9/02-2003
Checksum/EEPROM Error - 5 OF 5) .
Module Watchdog Error SPEED DIAGNOSIS (9/02-2003
- 5 OF 5) .
Module Memory Checksum SPEED DIAGNOSIS (9/02-2003
Error - 5 OF 5) .
P1882 57 2-3 Shift Circuit High See V8 TRANSMISSION 5-
- 4 OF 5) .
- 4 OF 5) .
P1889 96 System Voltage - Electrical See V8 TRANSMISSION 5-
- 4 OF 5) .
P1892 96 System Voltage Low Input See V8 TRANSMISSION 5-
- 4 OF 5) .
P1893 83 Supply Voltage Pressure Control See V8 TRANSMISSION 5-
Solenoid/Shift Solenoid Circuit SPEED DIAGNOSIS (9/02-2003
High - 5 OF 5) .
Low - 5 OF 5) .
Solenoid/Shift Solenoid No SPEED DIAGNOSIS (9/02-2003
Signal - 5 OF 5) .
P2722 5 Pressure Control Solenoid "E" See V8 TRANSMISSION 5-
- 3 OF 5) .
- 3 OF 5) .
- 3 OF 5) .
P2761 4 Torque Converter Clutch See V8 TRANSMISSION 5-
Pressure Control Solenoid SPEED DIAGNOSIS (9/02-2003
Control Circuit/Open - 2 OF 5) .
Control Circuit High - 2 OF 5) .
Control Circuit Low - 2 OF 5) .
DIAGNOSTIC TROUBLE CODES V8: TRANSMISSION (SMG - 2004)

P1765 20904 CAN Throttle Valve See V8 SMG
TRANSMISSION
P1766 20702 Double Error Engine Speed See V8 SMG
P1767 20913 CAN Wheel Speeds Rear See V8 SMG
Axle TRANSMISSION
P1771 20901 CAN Torque Interface See V8 SMG
P1782 20910 CAN Brake Signal See V8 SMG
TRANSMISSION
P1791 20401 Internal Transmission See V8 SMG
Control Module Memory TRANSMISSION
P1796 20406 Internal Transmission See V8 SMG
Control Module Error 7 TRANSMISSION
(High Side Driver) DIAGNOSIS (2004 - 2 OF 4) .
P1817 20606 Gear Selector Lever GSL0 See V8 SMG
P1823 20611 Gear Selector Lever Digital See V8 SMG
P1850 20213 Shift Angle Sensor High See V8 SMG
Input TRANSMISSION
P1851 20213 Shift Angle Sensor Low See V8 SMG
Input TRANSMISSION
P1852 20213 Shift Angle Sensor See V8 SMG
P1859 20217 Clutch Speed Sensor See V8 SMG
P1860 20612 Gear Selector Lever Hall See V8 SMG
Sensor Error 1 TRANSMISSION
P1887 20335 Hydraulic Pump See V8 SMG
TRANSMISSION
DIAGNOSTIC TROUBLE CODES V8 & V12 TRANSMISSION (6-SPEED - 2003)

P0715 20200 Input/Turbine Speed Sensor "A" See V8 & V12 6-SPEED
P0720 20201 Output Speed Sensor Circuit See V8 & V12 6-SPEED
TRANSMISSION
P0729 20306 Gear 6 Incorrect Ratio See V8 & V12 6-SPEED
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
P0741 20307 Torque Converter Clutch Circuit See V8 & V12 6-SPEED
P0745 20000 Pressure Control Solenoid "A" See V8 & V12 6-SPEED
TRANSMISSION
P0751 20100 Shift Solenoid "A" Performance See V8 & V12 6-SPEED
or Stuck Off TRANSMISSION
P0753 20100 Shift Solenoid "A" Electrical See V8 & V12 6-SPEED
TRANSMISSION
P0756 20101 Shift Solenoid "B" Performance See V8 & V12 6-SPEED
P0758 20101 Shift Solenoid "B" Electrical See V8 & V12 6-SPEED
TRANSMISSION
P0761 20102 Shift Solenoid "C" Performance See V8 & V12 6-SPEED
P0763 20102 Shift Solenoid "C" Electrical See V8 & V12 6-SPEED
TRANSMISSION
P0766 ...... Reserved For Later Versions See V8 & V12 6-SPEED
TRANSMISSION
P0768 ..... Reserved For Later Versions See V8 & V12 6-SPEED
TRANSMISSION
P0775 20001 Pressure Control Solenoid "B" See V8 & V12 6-SPEED
TRANSMISSION
P0781 20311 1-2 Shift See V8 & V12 6-SPEED
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
P0795 20002 Pressure Control Solenoid "C" See V8 & V12 6-SPEED
TRANSMISSION
TRANSMISSION
P0973 20100 Shift Solenoid "A" Control See V8 & V12 6-SPEED
P0976 20101 Shift Solenoid "B" Control See V8 & V12 6-SPEED
P0979 20102 Shift Solenoid "C" Control See V8 & V12 6-SPEED
P1701 20700 Double Error Position See V8 & V12 6-SPEED
Information CAN/Serial Line TRANSMISSION
P1702 20701 Combination Substitute Function See V8 & V12 6-SPEED
TRANSMISSION
P1720 20800 CAN Timeout Control Module See V8 & V12 6-SPEED
TRANSMISSION
P1721 20801 CAN Timeout ASC/DSC See V8 & V12 6-SPEED
TRANSMISSION
P1727 20903 CAN Engine Speed See V8 & V12 6-SPEED
TRANSMISSION
P1728 20336 Engine Overspeed Condition See V8 & V12 6-SPEED
TRANSMISSION
P1747 52999 CAN-Bus Monitoring See V8 & V12 6-SPEED
TRANSMISSION
P1765 ..... Throttle Valve Signal See V8 & V12 6-SPEED
TRANSMISSION
P1771 20901 CAN Torque Interface See V8 & V12 6-SPEED
P1782 ..... Brake Pedal Signal See V8 & V12 6-SPEED
TRANSMISSION
P1790 20400 Internal Transmission Control See V8 & V12 6-SPEED
Checksum/EPROM Error DIAGNOSIS (2003 - 6 OF 6) .
P1793 20330 ETC Cut-Off Due To See V8 & V12 6-SPEED
Overtemperature Condition TRANSMISSION
TRANSMISSION
P1806 20105 Shift Solenoid "A" or "B" See V8 & V12 6-SPEED
Mechanically Stuck TRANSMISSION
P1810 20200 Input/Turbine Speed Sensor See V8 & V12 6-SPEED
P1813 20201 Output Speed Sensor Circuit Low See V8 & V12 6-SPEED
Input TRANSMISSION
P1814 20203 Output Speed Sensor Gradient See V8 & V12 6-SPEED
Too High TRANSMISSION
P1830 20006 Pressure Control Solenoid See V8 & V12 6-SPEED
Current Error in P/R/N TRANSMISSION
High TRANSMISSION
Low TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
P1871 20316 2-1 Shift Circuit High See V8 & V12 6-SPEED
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
P1888 20337 CAN Timeout Instrument Pack See V8 & V12 6-SPEED
during Operation Parking TRANSMISSION
Interlock Emergency Release DIAGNOSIS (2003 - 5 OF 6) .
P1890 20500 System Voltage See V8 & V12 6-SPEED
TRANSMISSION
P1891 20500 System Voltage High Input See V8 & V12 6-SPEED
TRANSMISSION
P1892 20500 System Voltage Low Input See V8 & V12 6-SPEED
TRANSMISSION
P1893 20501 Supply Voltage Pressure Control See V8 & V12 6-SPEED
Solenoid/Shift Solenoid Circuit TRANSMISSION
Solenoid/Shift Solenoid No TRANSMISSION
Signal DIAGNOSIS (2003 - 6 OF 6) .
Solenoid/Shift Solenoid TRANSMISSION
P1897 20502 Supply Voltage Sensors High See V8 & V12 6-SPEED
Input TRANSMISSION
P1898 20502 Supply Voltage Sensors Low See V8 & V12 6-SPEED
Input TRANSMISSION
P2713 20003 Pressure Control Solenoid "D" See V8 & V12 6-SPEED
TRANSMISSION
P2722 20004 Pressure Control Solenoid "E" See V8 & V12 6-SPEED
TRANSMISSION
P2759 20005 Torque Converter Clutch See V8 & V12 6-SPEED
Pressure Control Solenoid TRANSMISSION
Control Circuit Electrical DIAGNOSIS (2003 - 3 OF 6) .
Pressure Control Solenoid TRANSMISSION
Control Circuit/Open DIAGNOSIS (2003 - 3 OF 6) .

PCode BMW Code Possible Cause Diagnostic Parameter
P0668 ..... Chip Temp See V8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 10 OF 10)
TRANSMISSION
P0701 ..... Range Position Switch See V8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 9 OF 10) .
P0702 ..... Watchdog See V8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 9 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 9 OF 10) .
P0710 ..... Oil Temperature Sensor See V8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 2 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 2 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 2 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 2 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 2 OF 10) .
"A" Circuit TRANSMISSION
DIAGNOSIS (2004 - 1 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 2 OF 10) .
P0721 ..... Output Speed Sensor Circuit SeeV8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 1 OF 10) .
P0729 ..... Gear Ratio Monitoring See V8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
Circuit Performance or Stuck TRANSMISSION
Off DIAGNOSIS (2004 - 5 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
DIAGNOSIS (2004 - 3 OF 10) .
P0751 20100 Shift Solenoid "A" See V8 & V12 6-SPEED
DIAGNOSIS (2004 - 4 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 4 OF 10) .
DIAGNOSIS (2004 - 5 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 4 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 7 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
DIAGNOSIS (2004 - 3 OF 10) .
P0829 ..... Range Shift Monitoring See V8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
P0962 ..... Pressure Regulator Valve See V8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
P0973 ..... Solenoid Valve See V8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
P0979 ..... Interlock Lower Threshold See V8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 5 OF 10) .
P0982 ..... Shiftlock Interruption Or Short See V8 & V12 6-SPEED
To Ground TRANSMISSION
DIAGNOSIS (2004 - 5 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 8 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 8 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 8 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 8 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 9 OF 10) .
P1771 20901 CAN Torque Interface See V8 & V12 6-SPEED
DIAGNOSIS (2004 - 8 OF 10) .
Checksum/EPROM Error DIAGNOSIS (2004 - 10 OF
10) .
Checksum/EEPROM Error DIAGNOSIS (2004 - 10 OF
10) .
DIAGNOSIS (2004 - 9 OF 10) .
P1793 20330 ETC Cut-Off due to See V8 & V12 6-SPEED
DIAGNOSIS (2004 - 9 OF 10) .
P1798 ..... EPROM Plausibility See V8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 10 OF
10) .
DIAGNOSIS (2004 - 1 OF 10) .
DIAGNOSIS (2004 - 1 OF 10) .
DIAGNOSIS (2004 - 2 OF 10) .
DIAGNOSIS (2004 - 2 OF 10) .
DIAGNOSIS (2004 - 2 OF 10) .
P1861 20316 2-1 Shift See .V8 & V12 6-SPEED
TRANSMISSION
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 8 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 6 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 7 OF 10) .
TRANSMISSION
Interlock Emergency Release DIAGNOSIS (2004 - 9 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 5 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 5 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 5 OF 10) .
P1893 20501 Supply Voltage Pressure See V8 & V12 6-SPEED
Control Solenoid/Shift TRANSMISSION
Solenoid Circuit High DIAGNOSIS (2004 - 10 OF
10) .
Solenoid Circuit Low DIAGNOSIS (2004 - 10 OF
10) .
Solenoid No Signal DIAGNOSIS (2004 - 10 OF
10) .
Solenoid DIAGNOSIS (2004 - 10 OF
10) .
Input TRANSMISSION
10) .
Input TRANSMISSION
10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 3 OF 10) .
P2759 ..... TCC Valve See V8 & V12 6-SPEED
TRANSMISSION
DIAGNOSIS (2004 - 5 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 5 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 5 OF 10) .
TRANSMISSION
DIAGNOSIS (2004 - 5 OF 10) .
DIAGNOSTIC TROUBLE CODES V12 TRANSMISSION (1996)

Circuit Malfunction (PRNDL DIAGNOSIS (1996) .
Input)
Circuit DIAGNOSIS (1996) .
DIAGNOSIS (1996) .
DIAGNOSIS (1996) .
DIAGNOSIS (1996) .
DIAGNOSIS (1996) .
Circuit/Open DIAGNOSIS (1996) .
Electrical DIAGNOSIS (1996) .
DIAGNOSIS (1996) .
DIAGNOSIS (1996) .
DIAGNOSIS (1996) .
P1734 1 Pressure Control Solenoid "B" SeeV12 TRANSMISSION
Output Stage DIAGNOSIS (1996) .
DIAGNOSIS (1996) .
DIAGNOSIS (1996) .
DIAGNOSIS (1996) .
Self-Test DIAGNOSIS (1996) .
Circuit Range/Performance DIAGNOSIS (1996) .
DIAGNOSIS (1996) .

Circuit Malfunction (PRNDL DIAGNOSIS (1997) .
Input)
DIAGNOSIS (1997) .
DIAGNOSIS (1997) .
DIAGNOSIS (1997) .
DIAGNOSIS (1997) .
DIAGNOSIS (1997) .
Circuit/Open DIAGNOSIS (1997) .
DIAGNOSIS (1997) .
DIAGNOSIS (1997) .
DIAGNOSIS (1997) .
DIAGNOSIS (1997) .
DIAGNOSIS (1997) .
DIAGNOSIS (1997) .
Circuit Range/Performance DIAGNOSIS (1997) .
DIAGNOSTIC TROUBLE CODES V12 TRANSMISSION (1998-2000)

Circuit Malfunction (PRNDL DIAGNOSIS (1998-2000) .
Input)
Circuit DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .
Circuit/Open DIAGNOSIS (1998-2000) .
Electrical DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .
Output Stage DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .
Self-Test DIAGNOSIS (1998-2000) .
Circuit Range/Performance DIAGNOSIS (1998-2000) .
P1761 ..... Transmission Control Module See V12 TRANSMISSION
DIAGNOSIS (1998-2000) .
DIAGNOSIS (1998-2000) .

DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
Alive Memory (KAM) Error DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
Circuit Malfunction (PRNDL DIAGNOSIS (2001)
Input)
DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
Performance or Stuck Off DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
DIAGNOSIS (2001) .
GENERAL INFORMATION
Diagnostic Connector (DLC) Locations
DOMESTIC CARS
CHRYSLER GROUP LLC
NOTE: This table provides a quick reference for self-diagnostic connector locations,
when available from manufacturer, that ARE NOT located at the lower left side
of the dash, as mandated in 1996 by the Federal government.
CHRYSLER GROUP LLC - DOMESTIC CARS

Application Connector Location
Acclaim
1989-90 Under Left Side Of Dash
1991-92 On Left Front Fender Panel, Near Shock
Tower
1993-94 Near Battery
1995 Behind Left Side Of Dash, Near Fuse Block
Aries, Caravelle, Dynasty, E Class, Executive Sedan, LeBaron Sedan, New Yorker, Reliant, Town &
Country, 400 & 600
1984-85 On Left Fender Apron, Behind Battery (2.2L
Only)
1986-87 On Front Of Right Shock Tower (2.2L & 2.5L
Only)
1988-89 On Left Fenderwell
1990 Under Left Side Of Dash
Tower
1993 (Except New Yorker) Near Battery
1993 (New Yorker) On Left Fender Panel Near PCM
Avenger (1995-00) Under Center Of Dash, Near Center Console
Breeze, Cirrus & Stratus (1995) Left Of Steering Column, On BCM
Charger, Horizon, Omni, Rampage, Scamp & Turismo
1985-89
2.2L Carbureted On Left Fender Apron
2.2L Turbo On Front Of Right Shock Tower
Concorde, Intrepid, LHS, New Yorker, Vision & 300M
1993-95 Behind Left Side Of Dash
1996-97 Under Left Side Of Dash, Near Center
Console
Daytona
1984-87 On Front Of Right Shock Tower
Tower
1993 On Left Front Inner Fender Or Under Steering
Column
Dynasty
1991-93 On Left Fender Panel, Near SBEC/PCM
Fifth Avenue
1991-93 On Left Fender Panel Near SBEC/PCM
Horizon & Omni (1989-90) Under Left Side Of Dash
Imperial
1981-83 CCC Connector Left Of Air Cleaner
1991-93 On Left Fender Panel Near SBEC/PCM
LeBaron Coupe & Convertible
1985-87 On Right Front Shock Tower
Tower
1993 On Left Front Inner Fender Or Under Steering
Column
1994 Near Battery
Lancer
Laser
1990-94 Above Left Kick Panel, Near Fuse Block
1995 Under Left Side Of Dash, Near Center
Console
Monaco & Premier
1990 On Right Front Fender Panel
1991-92 On Left Fender Panel, Next To SBEC
Under Headlight Switch, Under Left Side Of
Neon (1995) Dash
Shadow
1988 On Left Fenderwell
1989 Under Dash, To Right Of Steering Column
1990 On Left Fender Front Panel, Near SBEC
Tower
Spirit & Sundance
Tower
Talon
1990-94 Above Left Kick Panel, Near Fuse Block
Console
FORD MOTOR CO.
FORD MOTOR CO. - DOMESTIC CARS

Bobcat & Pinto On Center Of Right Fender Apron
Capri
1980-85 On Center Of Left Front Fender Apron
1986 On Left Rear Corner Of Engine Compartment
Continental
1984-89 On Right Rear Corner Of Engine Compartment
1990-91 On Right Rear Corner Of Firewall, On Electronic Assembly
Cover
1992 On Right Fender Apron
1993-94 VIP Connectors (2) On Right Rear Of Engine Compartment,
On PCM Cover
Contour & Mystique
Cougar & Thunderbird
1982-90 On Left Fender Apron
1991 On Rear Of Right Front Fender Panel
1992 Front Of Right Shock Tower
1993 2 Connectors In Right Rear Corner Of Engine Compartment
1994 On Right Side Of Engine Compartment & Below Glove Box
1995
3.8L On Right Side Of Engine Compartment & Below Glove Box
4.6L Behind Right Side Of Dash, Below Glove Box
1996 Lower Right Side Of Dash, Below Glove Box
Crown Victoria, Grand Marquis & Lincoln Town Car
1983 & 1987 On Right Fender Apron
1985-86 & 1988-90 On Left Fender Apron
1992 On Left Front Fender Panel
1993-94 On Top Of Left Front Wheelwell
Escort, EXP, Lynx & Tracer
1985-90 On Right Fender Apron Near Firewall
1991 On Left Rear Of Engine Compartment
1992 On Right Rear Of Engine Compartment, Near Cowl
1993-95 On Left Side Of Firewall
LTD & Marquis
1983 On Left Fender Apron
1984-86 On Left Rear Corner Of Engine Compartment
Mark VII
1988-90 Front Of Right Fender Apron
1991 On Right Side Of Engine Compartment, Near Thermactor
Solenoids
Mark VIII
1993-96 On Top Of Left Wheelwell
Mustang
1980-85 On Center Of Left Front Fender Apron
1992 On Left Shock Tower, Near Ignition Coil
1993 2 Connectors On Right Front Strut Tower
1994-95 Behind Right Front Strut Tower & Right Of Steering Column
Probe
1993 DLC - Behind Left Side Of Dash; STI Connector - On Left
Inner Fender Panel
1994-95 On Left Front Inner Fender Panel
Sable & Taurus
1986-87 (3.0L Only) Near Alternator
1988-90
2.5L On Engine Harness Near PCV Hose
3.0L On Right Rear Corner Of Engine Compartment
1991 On Right Rear Corner Of Engine Compartment, On ECA
Cover
1992 On Right Rear Corner Of Engine Compartment, Below MAP
Sensor
1993-95 Right Rear Of Engine Compartment
Tempo & Topaz
1993-94 In Engine Compartment, On Left Strut Tower
GENERAL MOTORS
GENERAL MOTORS - DOMESTIC CARS

Allante Enter Diagnostic Mode By Pressing OFF & WARM Buttons
On Instrument Panel
Bonneville (1980-81) ECU Connector On Upper Right Kick Panel
Brougham (1987-92) Bottom Center Of Instrument Panel
Camaro & Firebird (1980) Diagnostic Ground Lead Connector On Right Shroud Above
ECM
Caprice Classic
1980-81 ECU Connector On Upper Right Kick Panel
1982-88 Under Center Of Instrument Panel
Catalina ECU Connector On Upper Right Kick Panel
Cavalier (1982-88) On Side Of Fuse Block
Cimarron On Side Of Fuse Block
Century Under Left Of Dash Ashtray
Corvette (1980-83) In Center Console, Under Ashtray
Custom Cruiser
1980-81 ECU Connector On Upper Right Kick Panel
1982-88 Under Center Of Instrument Panel
DeVille (1981-88) Enter Diagnostic Mode By Pressing OFF & WARMER
Buttons On Instrument Panel
Delta 88 ECU Connector On Upper Right Kick Panel
Eldorado (1981-88) Enter Diagnostic Mode By Pressing OFF & WARMER
Electra (1980-81) ECU Connector On Upper Right Kick Panel
Estate Wagon ECU Connector On Upper Right Kick Panel
Fiero Under Ashtray Or Cigar Lighter Panel Within Center Console
Firenza On Side Of Fuse Block
Fleetwood (1981-88) Enter Diagnostic Mode By Pressing OFF & WARMER
Fleetwood Brougham On Bottom Center Of Dash, Near Ashtray
Impala (1982-88) Under Center Of Instrument Panel
LeMans ECM Connector On Right Kick Panel Or Under Left Side Of
Dash
LeSabre (1980-81) ECU Connector On Upper Right Kick Panel
LeSabre Wagon (1982-88) Under Center Of Instrument Panel
Monza Under Right Side Of Dash
Ninety-Eight (1980-81) ECU Connector On Upper Right Kick Pane
Nova Behind Right Strut Tower
Parisienne Under Center Of Instrument Panel
Reatta
1988-92 (MFI) Enter Diagnostic Mode By Pressing OFF & WARM
1991-93 Above Parking Brake Pedal
Riviera
1980-85 (Carbureted) Under Left Or Center Of Dash
Safari Under Center Of Instrument Panel
Seville (1981-88) Enter Diagnostic Mode By Pressing OFF & WARMER
Skyhawk Under Right Side Of Dash
Starfire Under Right Side Of Dash
Sunbird On Side Of Fuse Block, Under Right Side Of Dash
Toronado
1980-85 (Carbureted) Under Left Or Center Of Dash
Trofeo
1991-93 Above Parking Brake Pedal
2000 On Side Of Fuse Block
DOMESTIC LIGHT TRUCKS & VANS

CHRYSLER GROUP LLC
CHRYSLER GROUP LLC - DOMESTIC LIGHT TRUCKS & VANS
Caravan, Grand Caravan, Grand Voyager, Mini Ram Van, Town & Country, & Voyager
1984-92 On Left Side Fender Apron
1993 On Left Fender Front Fender Panel, Near SBEC
1994-95 On Wiring Harness, On Center Of Firewall
Dakota
1987-88 On Right Side Fender Apron
1989 On Left Side Of Firewall
1990-92 On Right Side Of Firewall
Jeep
Cherokee (1992-95) On Left Front Fender Apron, Behind Air Cleaner
Comanche On Left Front Fender Apron, Behind Air Cleaner
Grand Cherokee & Wagoneer
1993-95
PCM On Right Rear Of Engine Compartment,
Near PCM
TCM Behind Left Side Of Instrument Panel
Wrangler (1992-95) On Left Side Of Firewall, Near PCM
Pickup & Ramcharger
1991-93 On Left Front Fender Panel, Next To
SBEC/PCM
1995 Pickup On Right Side Of Firewall
Ram Wagon & Van
1991-95 On Center Of Firewall, Near SBEC/PCM
FORD MOTOR CO.
FORD MOTOR CO. - DOMESTIC LIGHT TRUCKS & VANS

Aerostar
1986-90 On Left Front Fender
1991 Near Starter Relay
1992 On Left Front Inner Fender Panel
Bronco
1982-85
6-Cylinder On Left Front Fender
V8 On Right Inner Fender Panel
1986-87 On Right Front Fender, Near Starter Relay
1993-95 2 Connectors In Left Rear Of Engine
Compartment, On Bracket
1996- Below Glove Box
Bronco II
1983-85 On Right Front Inner Fender Panel (2.3L
Only)
1986-90 On Right Front Fender Apron
Excursion Behind Center Of Dash
Explorer & Mountaineer (1991-94) On Right Rear Of Engine Compartment, Near
A/C-Heater Blower
Pickup
1982-85
6-Cylinder On Left Front Fender
V8 On Right Inner Fender Panel
1986-87 On Right Front Fender, Near Starter Relay
1993-95 2 Connectors In Left Rear Of Engine
Compartment, On Bracket
1996- Below Center Of Instrument Panel
Pickup (F250 Heavy Duty & F350) Under Right Side Of Dash
Ranger
1983-85 On Right Front Inner Fender Panel (2.3L
Only)
1991 Behind Engine Compartment Fuse/Relay
Block
1992 On Left Front Inner Fender Panel
1993-95 On Rear Of Engine Compartment Fuse/Relay
Block
Van
1986-92 On Right Fender Apron
1993-95 On Left Front Corner Of Engine
Compartment
1996
5.8L (49 State, Over 8600 GVW) & 7.5L (Except On Left Front Corner Of Engine
Calif.) Compartment
All Others Under Left Side Of Dash
1997-98
Diesel Under Left Side Of Dash
All Others Left Front Corner Of Engine Compartment
Villager (1993) On Left Side Of Engine Compartment, Below
Coolant Reservoir
GENERAL MOTORS
GENERAL MOTORS - DOMESTIC LIGHT TRUCKS & VANS

Astro & Safari Van (1986-87) Under Left Corner Of Cowl
"S" & "T" Series Blazer, Bravada, Envoy, Jimmy, Pickup & Sonoma
1982-85
1.9L Under Left Side Of Dash, Behind ECM
2.0L & 2.8L Under Ashtray
2.5L Under Left Side Of Dash
1986-87 Under Ashtray
Van ("G" Series) (1982-87) Under Driver's Seat
IMPORTED CARS & TRUCKS

ACURA
ACURA - IMPORTED CARS & TRUCKS

Integra
1991-93 Behind Right Kick Panel
1994-97 Behind Glove Compartment
1998-02 Behind Right Side Of Center Console
Legend
1991-93 Under Right Side Of Dash, Above PGM-FI
ECU/PCM
NSX (1997-01) Under Glove Compartment
SLX Behind Lower Left Corner Of Dash, Behind
Cover
Vigor
1992-93 Under Right Side Of Dash, Near Center
Console
1994 Behind Glove Compartment
2.2CL & 2.3CL In Front Of Shift Lever, Behind Ashtray
2.5TL In Front Of Shift Lever, Behind Ashtray
3.0CL In Front Of Shift Lever, Behind Ashtray
3.2TL & 3.5RL In Front Of Shift Lever, Behind Ashtray
AUDI
AUDI - IMPORTED CARS & TRUCKS

A4
1996 Next To Rear Ashtray
1997-01 (1.8L Turbo) Behind Cover, Under Left Side Of Steering
Column
1997-99 (2.8L V6) Under Cover, Next To Rear Ashtray
1997- Under Left Side Of Dash, Behind Cover
A6
1995 Under Ashtray, In Front Storage
Compartment Of Center Console
1996-97 Under Cover, Next To Parking Brake
Handle
Cabriolet
1994-96 In Fuse/Relay Block, On Left Side Of Dash
1997-98 Under Ashtray, At Rear Of Center Console
Coupe GT, 4000S & 4000S Quattro In Fuse Socket, On Fuel Pump Relay
80 In Fuse Socket, On Fuel Pump Relay
90
1988-92 In Fuse Socket, On Fuel Pump Relay
1993 In Main Fuse/Relay Block, On Plenum
Tray
1994-95 In Fuse/Relay Block, On Left Side Of Dash
100
1992-94 In Auxiliary Relay Station No. 1, On Left
Rear Of Engine Compartment
5000CS Quattro, 5000CS Turbo & 5000S In Fuse Socket, On Fuel Pump Relay
BENTLEY
BENTLEY - IMPORTED CARS & TRUCKS

1996-00
All Models In Glove Compartment
2001-04
Arnage Below Left Side Of Dash
2001-
Azure Convertible In Glove Compartment
Continental In Glove Compartment
BMW
BMW - IMPORTED CARS & TRUCKS

Z3 Behind Cover, On Right Side Of Center
Console
Z4 & Z8 Under Left Side Of Dash, Left Of Steering
Column, Behind Cover
318 & 325
1991 On Bracket, Above Thermostat
Housing
1992-95 On Right Rear Of Engine Compartment
1996 Under Left Side Of Dash, Behind Panel
Labeled OBD
330 Behind Cover, On Right Side Of Center
Console
524t On Top Rear Of Engine
525i & 535i
1990-91 (Black 20-Pin Connector) Left Rear Corner Of Engine
Compartment
1992-95 Outside Of Engine Compartment
Fuse/Relay Block
528e On Intake Manifold Bracket, Behind
Thermostat Housing
635CSi On Bracket, Next To Fuse/Relay Block
735i
1986-87 On Bracket, On Top Of Engine
1988-92 On Right Side Of Engine
Compartment, On Shock Tower
740 & 750 Under Left Side Of Dash, Behind Panel
Labeled OBD
740i & 740iL (1993-01) Behind Cover On Lower Left Corner Of
A/C Control Panel
750iL Behind Cover On Lower Left Corner Of
A/C Control Panel
DAIHATSU
DAIHATSU - IMPORTED CARS & TRUCKS

Charade At Upper Section Of Transmission
Rocky On Right Front Fender Panel
CHRYSLER GROUP LLC
CHRYSLER GROUP LLC - IMPORTED CARS & TRUCKS

Colt & Summit
1986-87 Above Inside Of Glove Compartment
1988 On Left Rear Corner Of Engine
Compartment
1989-98 Under Left Side Of Dash, Near Fuse/Relay
Block
Colt Vista
1988-89 Under Left Side Of Dash, Near Hood
Release Handle
1990-96 Under Right Side Of Dash
Conquest & Starion Behind Glove Compartment
Expo Under Left Side Of Dash, Near Fuse/Relay
Block
Medallion On Left Side Of Firewall
Pickup Under Left Side Of Dash, Near Fuse/Relay
Block
Ram-50 Under Left Side Of Dash, Near Fuse/Relay
Block
Sigma In Glove Compartment
Stealth
1991-98 Under Left Side Of Dash, On Fuse/Relay
Block
1999 Under Left Side Of Dash, Left Of Center
Console
Summit Wagon Under Right Side Of Dash
Vista Wagon Under Right Side Of Dash
FERRARI
FERRARI - IMPORTED CARS & TRUCKS

All Models
1996- Behind Left Side Of Dash
FORD MOTOR CO.
FORD MOTOR CO. - IMPORTED CARS & TRUCKS

Aspire
Capri
1991 Behind Right Side Of Dash, Behind Glove
Compartment
1992
1.3L On Left Rear Corner Of Engine
Compartment
1.6L On Right Rear Corner Of Engine
Compartment
1993-94 On Right Rear Corner Of Engine
Compartment
Festiva
1992-93
1.3L On Left Rear Corner Of Engine
Compartment
1.6L On Right Rear Corner Of Engine
Compartment
Merkur XR4Ti On Right Front Fender Apron, Near Battery
Scorpio On Right Rear Corner Of Engine Compartment
Tracer On Left Rear Corner Of Engine Compartment
GENERAL MOTORS
GENERAL MOTORS & GEO - IMPORTED CARS & TRUCKS

LeMans Behind Right Kick Panel, Above ECM
Metro
1989-95 Under Left Side Of Dash, Near Fuse Block
1996 Under Right Side Of Dash, Near Center
Console
Prizm & Prizm LSi
1989-95 On Left Front Strut Tower
Spectrum Under Right Side Of Dash, Above A/C-Heater
Blower Motor
Sprint On Left Front Shock Tower, Near Battery
Storm
1990-91 Behind Right Side Of Dash, Above A/C-
Heater Blower Motor
Tracker
1996 In Engine Compartment, Near MAP Sensor
1997- Under Left Side Of Dash
HONDA
HONDA - IMPORTED CARS & TRUCKS

Accord
1990-95 Behind Right Side Of Dash, Above Kick Panel
1996-97 Behind Ashtray In Center Console
Civic (1992-95) Behind Right Side Of Dash, Near PGM-FI ECM
Civic Del Sol
1992-95 Behind Right Side Of Dash, Near PGM-FI ECM
1996-97 Under Removable Cover On Right Side Of Center Console
CR-V Behind Passenger Side Of Center Console
Element
2003-11 Above Gas Pedal, Below Fuse Block
Insight (2010-11) Below Left-of-Center Of Dash
Odyssey
1995 Behind Right Side Of Dash, Above Kick Panel
1996-98 Behind Passenger Side Of Center Console
Passport (1995) Behind Left Kick Panel
Prelude
1992-95 Behind Center Console
1996 Under Beverage Holder In Center Console
1997-02 Under Removable Cover On Right Side Of Center Console
S2000 Behind Right Side Of Center Console
HYUNDAI
HYUNDAI - IMPORTED CARS & TRUCKS

Accent (1995) In Coin Box
Sonata
1989 Under Left Side Of Dash, In Fuse Block
1990
W/Passive Seat Belt Restraints In Fuse Block
W/O Passive Seat Belt Restraints On Lower Left Of Steering Column
INFINITI
INFINITI - IMPORTED CARS & TRUCKS

G20 (1993-95) In ECCS Control Unit, Behind Center Console
I30 (1995) Beside Fuse Box
J30
1994-95 In ECM, Behind Right Kick Panel
M30 Under Left Side Of Dash, Near Fuse Block
Q45
1994-95 In ECM, Behind Right Kick Panel
ISUZU
ISUZU - IMPORTED CARS & TRUCKS

Amigo & Pickup
1990-95 Behind Left Kick Panel, Near ECM
1998-00 Lower Left Corner Of Dash, Behind Small
Cover
Hombre Under Lower Left Side Of Dash, Behind Cover
Impulse
1986-89 Under Left Side Of Dash, Above ECU
1993-95 Behind Left Kick Panel, Near ECM
I-Mark Behind Right Side Of Dash, Above A/C-Heater
Blower Motor
Oasis Behind Right Side Of Center Console
Rodeo
1991-95 Behind Left Kick Panel
1996- Lower Left Side Of Dash, Behind Small
Cover
Stylus Behind Right Kick Panel
Trooper & Trooper II
1987-91 Under Center Console
1992
DOHC Behind Center Of Dash, Right Of Steering
Column
SOHC Under Left Side Of Dash
1993-95 Under Left Side Of Dash, Right Of Steering
Column
1996-02 Lower Left Side Of Dash, Behind Small
Cover
VehiCROSS Under Left Side Of Dash
JAGUAR
JAGUAR - IMPORTED CARS & TRUCKS

XJR (1995-97) Near Center Console
XJS
1992 On Left Rear Trunk Wheel Arch, Behind
Trim Panel
1993-94 Under Battery Tray, On Right Front Of
Luggage Compartment
1995-96 Near Center Console
XJ6
1992 On Left Rear Of Engine Compartment
1993-94 Under Battery Tray, On Right Front Of
Luggage Compartment
Console
XJ12 Near Center Console
KIA
KIA - IMPORTED CARS & TRUCKS

Sephia
1994 On Center Of Firewall
1995 & 1996
1.6L Under Center Of Dash, Mounted On
Floorboard
2.0L Under Right Side Of Dash, Near Kick
Panel
Sportage
1994 On Center Of Firewall
1995 & 1996
1.6L Under Center Of Dash, Mounted On
Floorboard
2.0L Under Right Side Of Dash, Near Kick
Panel
LAND ROVER
LAND ROVER - IMPORTED CARS & TRUCKS

Defender 90 Behind Fuse Cover, In Center Of Console
Range Rover Under Right Side Of Dash, In Footwell
LEXUS
LEXUS - IMPORTED CARS & TRUCKS

ES Series
1990-91
DLC Near Left Shock Tower
Total Diagnostic Communication Link Connector Under Left Side Of Dash
1992-94
DLC No. 1 On Bracket, Behind Right Front Strut
Tower
DLC No. 2 & 3 Under Left Side Of Dash
1995-97 In Fuse Box At Lower Left Of Dash
GS Series
1990-95
DLC No. 1 On Bracket, On Top Of Engine
DLC No. 2 Under Left Side Of Dash
LS Series
1990-94
DLC No. 1 On Bracket, On Top Of Engine
DLC No. 2 Under Left Side Of Dash
SC Series
1992-95
DLC No. 1 On Bracket, Behind Right Front Strut
Tower
DLC No. 2 & 3 Under Left Side Of Dash
MAZDA
MAZDA - IMPORTED CARS & TRUCKS

B-Series
1989-93
Engine Control Check Connector (Black 6-Pin) Near Windshield Washer Motor
Trouble Codes Connector (Green 1-Pin) Near Black 6-Pin Connector (Engine
Control)
1994-95 On Right Front Fender Panel
Miata (1990-95) On Left Rear Of Engine Compartment, Near
Master Cylinder
MPV (1989-95)
Engine Control Unit (Green 6-Pin & 1-Pin On Left Side Of Engine Compartment, Near
Connectors) Inner Fender Panel
MX-3 Mounted On Bracket, On Left Front Strut Tower
MX-6 & 626
1988 Behind Left Front Shock Tower
1989 On Left Front Corner Of Engine
Compartment
1990-91 At ECU Connector Terminal
1993 On Side Of Fuse/Relay Block, Near Battery
1994-95 On Left Front Fender Apron
Navajo
1991-93 On Right Rear Corner Of Engine
Compartment
1994-95 On Right Front Fender Panel
Protege
1987-89 On Passenger's Footwell (Left Foot Area)
1990-95 On Left Side Of Firewall, Near Wiper Motor
RX7
1986-88 (3 Check Connectors) At Left & Right Corners Of Engine
Compartment
1989-91 (Green 6-Pin Connector) Behind Ignition Coil
1993-95 On Bracket, On Left Front Strut Tower
323
1986-88 Front Left Of Engine Compartment, Near
Ignition Coil
1989 (Green 6-Pin & Green 1-Pin Connectors) On Left Side Of Firewall
1990-95 On Left Side Of Firewall, Near Wiper Motor
929
1989 Near Air Cleaner
1990-91 (Green 6-Pin Connector) In Left Front Corner Of Engine Compartment
1992-93 Mounted On Air Cleaner Housing
MERCEDES-BENZ
MERCEDES-BENZ - IMPORTED CARS & TRUCKS

C-Class (1994) On Right Rear Of Engine Compartment
E-Class
G-Class Under Left Side Of Dash, Behind Cover
ML-Class Under Left Side Of Dash, Behind Cover
S-Class
140 Platform (1994-99) On Right Rear Of Engine Compartment
190 Series
1986-87 On Left Rear Of Engine Compartment
1988-93
All Models In Engine Compartment, On Left Front
Fender
California (OBD) On Right Side Of Firewall, Near Battery
1994 On Right Rear Of Engine Compartment
260E
1987 On Left Front Fender Apron, Next To
Ignition Control Module
1988-89
Fender
300 Series
1986-87 On Left Front Fender Apron, Next To
Ignition Control Module
1988-92
Fender
1993
Except 300E Left Fender Apron
300E Right Rear Corner Of Engine
Compartment
1994-95 (All Models) On Right Rear Of Engine Compartment
400 & 500 Series
1993
12-Pin Connector On Rear Of Left Front Inner Fender Panel
38-Pin (Impulse Readout) In Module Box, On Right Rear Of Engine
Compartment
420SEL & 560 Series (Except 2.2L)
1986-89
Fender
1990-91 In Engine Compartment, On Left Front
Fender
560 Series (2.2L) On Lower Left Side Of Engine Connector
MITSUBISHI
MITSUBISHI - IMPORTED CARS & TRUCKS

Diamante (1992-98) Under Left Side Of Dash, Near Fuse/Relay
Block
Expo Under Left Side Of Dash, Near Fuse/Relay
Block
Montero
1986-88 Left Rear Corner Of Engine Compartment
Pickup Under Left Side Of Dash, Near Fuse/Relay
Block
Raider
3000GT
1991-98 Under Left Side Of Dash, On Fuse/Relay
Block
1999 Under Left Side Of Dash, Left Of Center
Console
NISSAN
NISSAN - IMPORTED CARS & TRUCKS

Altima
1993-94 On Driver-Side Of Center Console, Above
Accelerator Pedal
1995-96 Below Fuse Box
Maxima
1995-96 Below Fuse Box
NX & Sentra Under Left Side Of Dash, Near Fuse Block
Pulsar NX
1986 Above Right Side Of Dash, Below Wiper
Motor
1987 Above Steering Column
Quest (1993-95)
CONSULT Tester Connector On Driver-Side Of Center Console, Above
Accelerator Pedal
Self-Test Connector Located Near Starter
Stanza Below Center Of Dash, Near Center Console
Van On Right Side Of Engine Compartment,
Behind Fuel Filter
200SX (1995-96) Below Fuse Box
240SX
1991-94 Under Left Side Of Dash, Below Fuse
Block
1995-96 In Glove Box
300ZX (1990) Near Parking Brake
PEUGEOT
PEUGEOT - IMPORTED CARS & TRUCKS

505 Series On Lower Left Side Of Engine Connector
PORSCHE
PORSCHE - IMPORTED CARS & TRUCKS

911 Series
1992-95 In Passenger's Footwell
1996 Left Side Of Center Console
928S Top Front Of Engine
944 Series On Left Side Of Engine Compartment
RENAULT
RENAULT - IMPORTED CARS & TRUCKS

Sportwagon
Engine Diagnostic On Center Of Firewall
Fuel Injection Diagnostic Right Rear Of Engine Compartment,
Behind Airflow Meter
ROLLS-ROYCE
ROLLS-ROYCE - IMPORTED CARS & TRUCKS

All Models
1996-00 In Glove Compartment
2001- Under Left Side Of Dash
SAAB
SAAB - IMPORTED CARS & TRUCKS

900 Series
1986-90 In Front Of Fuse/Relay Panel
1991-93 Under Back Seat, On Right Side
1994
Convertible Under Rear Seat
Hatchback Under Steering Column
All Others Under Right Front Seat
9000 Series
1990 On Left Side Of Engine Compartment
1991-92 Under Passenger's Seat
1993 On Left Of Firewall
1994-95 Under Right Front Seat
SUBARU
SUBARU - IMPORTED CARS & TRUCKS

Brat, Coupe, Hatchback, Sedan & Wagon
1987
Read Memory Connector Under Left Side Of Dash, Next To MFI/SMFI Control Unit
Test Mode Connector
MFI On Left Side Of Dash, Next To MFI Control Unit
Sequential MFI On Left Side Of Firewall
1988-89 On Left Side Of Dash, Next To ECU
Forester Under Left Side of Dash, Behind Cover
Justy
1987-88
Read Memory Connector On Right Front Fender, Near Strut Tower
(Factory)
Test Mode Connector On Driver-Side Kick Panel Or ECU
1989-95
Read Memory Connector Under Left Side Of Dash
(Factory)
Test Mode Connector On Driver-Side Kick Panel Or ECU
Legacy
1990-94
Check Connector (Black Behind Right Side Of Steering Column, Near Heater Case
Connector)
Diagnostic Connector (Black Behind Right Side Of Steering Column, Near Heater Case
4-Pin Connector)
Read Memory Connector Behind Knee Panel, Right Of Steering Column
(Black Connector)
Select Monitor Connector Behind Right Side Of Steering Column, Near Heater Case
(Yellow Connector)
Test Mode Connector (Green Behind Knee Panel, Right Of Steering Column
Connector)
1995- Under Left Side Of Dash, Behind Cover
Loyale
1990-91
MFI (5-Pin Connector) In Front Of ECU
SMFI (Yellow 9-Pin & Black Near Brake Booster
13-Pin Connectors)
1992-95
Diagnostic Check Connector Behind Brake Booster
(Yellow 9-Pin & Black 13-Pin
Connectors)
Diagnostic Read-Memory Behind Left Front Strut Tower
Connector
(2-Single Wire Connectors)
Outback & Outback Sport Under Center Of Dash
SVX
1997 Right Of Steering Column, On Center Console
SUZUKI
SUZUKI - IMPORTED CARS & TRUCKS

Esteem (1995) Near Battery
Samurai
1986-90 Under Right Side Of Dash, Behind Glove
Compartment
1991-92 On Right Side Of Firewall
1993-95 Under Left Side Of Dash, In Fuse Block
Sidekick & X90
1992-93
ALDL Connector Under Left Side Of Dash
Engine Connector Under Left Side Of Dash, Near Fuse
Block
1994-96 In Engine Compartment, Near Battery
Swift
1992
ALDL Connector Under Left Side Of Dash
Diagnostic Test Terminal In Fuse Block
TOYOTA
TOYOTA - IMPORTED CARS & TRUCKS

Camry
1983-90 Next To Brake Master Cylinder
1991 Near Left Front Shock Tower
1992-95
4-Cylinder Near Wiper Motor
V6 Under Left Side Of Dash
Celica
1983-84 Next To Battery
1985-95 Behind Left Front Shock Tower
Celica Supra Rear Of Battery, Near Relay Panel (2-Pin
Connector)
Corolla
Front Wheel Drive
1987 Side Of Left Front Shock Tower (2-Pin
Connector)
1988-94 Behind Left Front Shock Tower
Rear Wheel Drive
1985-86 Side Of Right Front Shock Tower (2-Pin
Connector)
1987 Right Rear Corner Of Engine Compartment
Cressida
1988-93
Check Connector On Left Front Shock Tower
Total Diagnostic Communication Link Connector Under Left Side Of Dash
Land Cruiser (1988-94) Near Wiper Motor
MR2
1986-90 Near Airflow Meter
1992-95 On Right Rear Of Engine Compartment, Near
MAP Sensor
Paseo (1992-95) On Side Of Engine Compartment Fuse/Relay
Block No. 2, Near Battery
Pickup
1984-86 Near Ignition Coil, Near Master Cylinder (2-
Pin Connector)
1987-90 Right Front Inner Fender Panel, Near Relay
Block
1992-94 On Side Of Engine Compartment Fuse/Relay
Previa
1992-93 Under Front Of Driver's Seat
1994
Except Supercharged Under Center Console, Near Parking Brake
Lever
Supercharged Under Cover, On Top Center Of
Instrument Panel
1995-97 On Top Center Of Instrument Panel
RAV4 Under Dash, Near Center Console
Starlet
1981-82 On Instrument Panel Fuse Block, On Top Of
Dash
1983-84 Right Rear Of Engine Compartment
Supra
1986-90 Rear Of Battery, Near Relay Panel
1991-92 On Left Front Shock Tower
1993-94
DLC No. 1 On Right Side Of Firewall
DLC No. 2 Under Left Side Of Dash, Near Kick Panel
Tacoma & T100
1993 On Side Of Engine Compartment Fuse/Relay
1994-95
Except OBD-II DLC On Side Of Engine Compartment
Fuse/Relay Block No. 2, Near Battery
OBD-II DLC Under Left Side Of Dash
Tercel
1987-90 In Engine Compartment, Next To Master
Cylinder
1995-98 Near Steering Column
Van Near Airflow Meter
4Runner
1985-86 Near Ignition Coil, Next To Master Cylinder
(2-Pin Connector)
VOLKSWAGEN
VOLKSWAGEN - IMPORTED CARS & TRUCKS

Cabrio
1996 In Center Console, Below Tachometer
1997-02 On Center Dash, Behind Panel Near
Ashtray
Corrado Under Center Console Trim Plate
Fox Under Center Console, Near Shift Lever
Golf
1993 On Center Of Dash, Below A/C-Heater
Control Knobs
1994 Under Center Console
1998-03 In Center Console
Golf III 2.0L
1995-96 Below A/C-Heater Control Panel
1997-98 On Center Dash, Behind Panel Adjacent To
Ashtray
GTI
Control Knobs
GTI 2.8L On Center Dash, Behind Panel Adjacent To
Ashtray
Jetta
Control Knobs
Jetta III 2.0L
1995-96 Below A/C-Heater Control Panel
1997-98 On Center Dash, Behind Panel Adjacent To
Ashtray
Jetta/Jetta III 2.8L On Center Dash, Behind Panel Adjacent To
Ashtray
New Beetle Lower Part of Dash, In Front Of Shift Lever
Passat
1992-94 Under Center Console, Forward Of Shift
Lever
1995-97 On Center Dash, Behind Panel Near
Ashtray
VOLVO
VOLVO - IMPORTED CARS & TRUCKS

C30 Under Left Center Of Dash
C70 Behind Cover, Below Parking Brake Lever
S40 Under Left Center Of Dash
S70 Behind Cover, Below Parking Brake Lever
S90 Behind Cover, Below Parking Brake Lever
V40 Under Left Center Of Dash
V70 (1997-00) Behind Cover Below Parking Brake Lever
V90 Behind Cover, Below Parking Brake Lever
240
1993 Behind Left Front Strut Tower
740 & 760
1986-92
Ignition System On Left Front Fender Apron
Fuel Injection (1990-92 Only) Left Rear Corner Of Engine Compartment
780 On Left Front Fender, Behind Air Cleaner
Housing
850
1993 On Center Console, Forward Of Shift Lever &
Near ECM
1994-95
Non-Turbo On Right Front Strut Tower
Turbo Behind Cover, Forward Of Shift Lever
1996-97 Behind Cover, Forward Of Shift Lever
940
1991-93
Ignition System On Left Front Fender Apron
Fuel Injection Left Rear Corner Of Engine Compartment
1994-95 Behind Left Front Strut Tower
960
1996 In Center Console, To Right Of Parking Brake
Lever
1997 Behind Cover, Forward Of Shift Lever
1997 BMW
Z3
BUZZERS, RELAYS & TIMERS

BUZZERS, RELAYS & TIMERS
Component Component Location
ABS Pump Motor Relay In engine compartment front power distribution box. See Fig. 1.
ABS Relay In engine compartment front power distribution box. See Fig. 1.
Blower Relay In engine compartment front power distribution box. See Fig. 1.
Compressor Control Relay In engine compartment front power distribution box. See Fig. 1.
Engine Control Module Relay In E-box, on rear right side of engine compartment. See Fig. 3.
Front Fog Lamp Relay In engine compartment front power distribution box. See Fig. 1.
Fuel Pump Relay On relay panel, under left side of dash. See Fig. 2.
Hazard Flasher Relay In engine compartment front power distribution box. See Fig. 1.
High Beam Lamp Relay On relay panel, under left side of dash. See Fig. 2.
High Speed Relay In engine compartment front power distribution box. See Fig. 1.
Horn Relay In engine compartment front power distribution box. See Fig. 1.
Low Beam Lamp Relay In engine compartment front power distribution box. See Fig. 1.
Normal Speed Relay In engine compartment front power distribution box. See Fig. 1.
Secondary Air Pump Relay In E-box, on rear right side of engine compartment. See Fig. 3.
Unloader Relay (K9) In engine compartment front power distribution box. See Fig. 1.
Unloader Relay (K6326) In E-box, on rear right side of engine compartment. See Fig. 3.
CIRCUIT PROTECTION DEVICES

CIRCUIT PROTECTION DEVICES
Auxiliary Fuse Box Under left side of dash.
E-Box Rear of engine compartment.
Engine Compartment Front Power Distribution Box In left rear corner of engine compartment. See Fig. 1.
Relay Panel Under left side of dash.
CONTROL UNITS
CONTROL UNITS
ABS Control Module/Hydraulic Unit Rear left side of engine compartment.
ABS Hydraulic Unit Rear left side of engine compartment.
Anti-Theft Control Module (Alpine) Behind glove compartment.
Body Electronics Control Module (ZKE IV) Behind glove compartment. See Fig. 4.
Board Computer (BC-Low) Behind center console.
Chime Module Below left side of dash.
Crash Control Module On relay panel, under left side of dash. See Fig. 2.
Under right side of dash, behind glove compartment. See
Cruise Control Module
Fig. 4.
Electronic Immobilizer Control Module Under right side of dash, behind glove compartment. See
(EWS II) Fig. 4.
Engine Control Module Rear right side of engine compartment, in E-box.
Evaporator Controller Right side of left footwell.
Under right side of dash, behind glove compartment. See
Slip Control Module (ABS/ASC)
Fig. 4.
Supplemental Restraint System Control
Below center console.
Module
Transmission Control Module Right rear side of engine compartment, in E-box.
Transmitter Module Behind left side of dash, near steering column.
Wiper/Washer Module Behind glove compartment. See Fig. 4.
Wiper/Washer Module (Low II) Behind glove compartment. See Fig. 4.
MOTORS
MOTORS
Auxiliary Fan Motor Behind front grille.
Auxiliary Throttle Position Motor
Front of engine.
(ADS)
Blower Motor Rear of engine compartment, behind right fresh air cowl.
Cruise Control Actuator Rear left side of engine compartment.
E-Box Fan Right rear side of engine compartment, in E-box.
Fresh Air Recirculation Motor Right side of left footwell.
Fuel Pump In fuel tank.
Trunk Lock Motor Rear side of luggage compartment.
Front right side of engine compartment, on washer fluid
Washer Pump
reservoir.
Front right side of engine compartment, on washer fluid
Washer Pump (Headlamp/Fog Lamp)
reservoir.
Wiper Motor Rear of engine compartment.
SENDING UNITS & SENSORS

SENDING UNITS & SENSORS
ABS Wheel Speed Sensors On each wheel above brake caliper.
ASC Diode In engine compartment front power distribution box.
Brake Pad Sensor (Left Front) On left front wheel, above brake caliper.
Brake Pad Sensor (Right Rear) Behind right rear wheel.
Camshaft Position Sensor On end of camshaft, below intake manifold.
Crankshaft Position/RPM Sensor On rear left side of engine.
Dual Temperature Sensor (Coolant Temperature) Rear of engine compartment.
Engine Coolant Temperature Sensors Front of engine.
Evaporator Temperature Sensor Right side of left footwell.
Fuel Sensor In fuel tank.
Fuel Tank Pressure Sensor Under rear of vehicle.
Hall Effect Camshaft Sensor Front of engine.
Intake Air Temperature Sensor Left front of engine compartment.
Knock Sensor Top front of engine.
Mass Air Sensor Front left side of engine compartment.
On-Board Computer Temperature Sensor On left front wheelwell.
Oxygen Sensor Under center of car, in front of catalytic converter.
Oxygen Sensor Under center of car, behind catalytic converter.
Seat Occupancy Detector Under right front seat.
Throttle Position Sensor Front of engine.
Throttle Position Sensor (Auxiliary) Front of engine.
Vehicle Speed Sensor On differential.
SOLENOIDS & SOLENOID VALVES

SOLENOIDS & SOLENOID VALVES
Charcoal Filter Shut-Off Valve Under rear of vehicle.
Evaporative Emission Valve Left side of engine compartment.
Idle Speed Control Valve Front of engine.
Intake Air Resonance Change-Over Valve Front of engine
Solenoid Valve (Running Losses) Rear left side of engine compartment.
Transmission Valve Unit On right side of transmission.
Variable Camshaft Control Valve On cylinder head
Water Valve Rear left side of engine compartment.
SWITCHES
SWITCHES
Back-Up Lamp Switch Left side of transmission.
Brake Fluid Level Switch Rear left side of engine compartment.
Brake Lamp Switch On bracket, above brake pedal.
Clutch Switch On clutch pedal support bracket.
Engine Hood Switch On left front of engine compartment.
Intermediate Pressure Switch On front right side of engine compartment.
Jet Heater Thermoswitch On front left wheelwell.
Kick-Down Switch Behind gas pedal.
Oil Pressure Switch Lower left side of engine.
Park Brake Switch At base of parking brake lever.
Pressure Switch (A/C) On top of receiver-drier, behind right headlamp.
Radio Anti-Theft Switch Behind center console.
Seat Belt Switches (2) In respective front seat belt buckles.
Starter Immobilization Switch On rear left side of engine compartment.
Temperature Switch Front right side of engine compartment.
MISCELLANEOUS
MISCELLANEOUS
Antenna Amplifier AM/FM On left side of luggage compartment.
Blower Motor Resistor Behind center of dash.
Data Link Connector On rear right side of engine compartment.
Hi-Fi Amplifier On right side of luggage compartment.
OBDII Connector Right side of center console.
Pyrotechnical Seat Belt Tensioners (2) Under rear storage compartment.
Throttle Flap Heater Front of engine.
Washer Jet Heater (2) On underside of engine hood.
CONNECTORS
CONNECTORS
X32 (Natural, 12 Pin) On steering column.
X33 (Black, 12 Pin) On steering column.
X72 (Natural, 6 Pin) On steering column.
X113 (Gray, 3 Pin) Behind right front wheel.
X114 (Gray, 3 Pin) Behind left front wheel.
X118 (Black, 2 Pin) Behind left front wheel.
X142 (Gray, 2 Pin) Under left rear of car.
X143 (Gray, 3 Pin) Under right rear of car.
X256 (Black, 26 Pin) Right "A" pillar.
X257 (Black, 26 Pin) Left "A" pillar.
X295 (Black, 8 Pin) On steering column.
X351 (Black, 3 Pin) Right "B" pillar.
X352 (Black, 3 Pin) Left "B" pillar.
X711 (Black, 3 Pin) In luggage compartment lid.
X713 (Black, 2 Pin) Under right rear of car.
X782 (Orange, 3 Pin) Behind glove box.
X783 (Orange, 3 Pin) Under steering column.
X6203 (Black, 3 Pin) Front of engine, below intake manifold.
X6204 (Black, 3 Pin) Front of engine, below intake manifold.
X6240 (Black, 4 Pin) Near starter.
X6501 (Black, 3 Pin) Under rear storage compartment.
X18196 (Black, 10 Pin) Left "A" pillar.
X18198 (Black, 10 Pin) Right "A" pillar.
GROUNDS
GROUNDS
X165 Front right side of engine compartment.
X166 Front left side of engine compartment.
X170 Behind left footwell speaker grille.
X494 Below center console. See Fig. 4.
X1166 Behind glove box.
X6454 Rear right side of engine compartment.
X6456 Rear right side of engine compartment.
X9633 Behind left footwell speaker grille.
X13006 Left side of luggage compartment.
X13016 Left side of luggage compartment.
SPLICES
SPLICES
X181 In body harness, at left rear of engine compartment.
X197 In body harness, at left kick panel.
X216 In body harness, near right headlight.
X814 In body harness, below center of dash.
X818 In body harness, below center of dash.
X824 In body harness, under center console.
X849 In body harness, in driver's door.
X888
In body harness, at left rear of engine compartment.
X942 In body harness, in passenger's door.
X1102 In body harness, left side of luggage compartment.
X1182 In body harness, behind left side of dash.
X1403
X1620 In body harness, near right kick panel.
X6410 In engine harness, at rear of engine compartment.
X6460 In engine harness, right rear of engine compartment.
X6823 In engine harness, at right rear of engine compartment.
X6833 In engine harness, right side of engine.
X6900 In engine harness, right side of engine.
X8073
In engine harness, right rear of engine compartment.
X64129
COMPONENT LOCATION GRAPHICS
NOTE: Figures may show multiple component locations. Refer to appropriate table for
proper figure references.
Fig. 1: Front Power Distribution Box

Fig. 2: Relay Panel
Fig. 3: E-Box
Fig. 4: Passenger's Compartment
1997-98 ACCESSORIES & EQUIPMENT
Instrument Panels
DESCRIPTION & OPERATION
NOTE: On Z3, 323i, 323is and 840Ci, information is not available at time of publication.
Pin voltage information and wiring diagrams may be available. See PIN
VOLTAGE CHARTS and WIRING DIAGRAMS .
INSTRUMENT CLUSTER
Instrument cluster includes speedometer, tachometer, fuel gauge, temperature gauge, warning indicator lights,
service interval indicator, odometer and trip odometer. See Fig. 1 . On 3-series, an optional check control or on-
board computer panel is located below climate control panel. On all other models, check control or on-board
computer is located in instrument panel. Gauges use variable resistance sending units. A voltage limiter is not
used.
Fig. 1: Identifying Instrument Cluster (3-Series Shown; Other Models Are Similar)
SERVICE INTERVAL INDICATOR
NOTE: Use Service Interval Indicator Resetter (62-1-100) to reset indicator lights.
ACTIVE CHECK CONTROL
328i & 328is
When ignition is turned on, all active warning indicators should come on. If CHECK light comes on while
driving, a fault exists in monitored systems. Press CHECK button. Current malfunction will be displayed by on-
board computer. Service vehicle as soon as possible.
528i, 540i, 740i & 740iL
Warnings and malfunctioning systems are shown in active check control indicator graphic display screen. As
soon as ignition is switched on, FASTEN BELTS is displayed and goes out after about 6 seconds.
Malfunctioning system reminders (if any) appear in graphic display screen and a chime sounds. If a "+" symbol
appears with a malfunction, additional information is stored in check control system. Press CHECK CONTROL
button to display further information. See owner's manual for appropriate corrective action.
TESTING
NOTE: On all vehicles except 3-series, testing of instrument cluster is accomplished

using BMW Service Tester (Sun 2013 Engine Analyzer) and applicable BMW
diagnostic software. Tester permits technician to activate components and
monitor systems.
ENTERING ON-BOARD TEST MODE
3-Series
Turn ignition switch to LOCK position. Press and hold trip odometer reset button then turn ignition switch to
RUN position. Trip odometer should display "tESt" followed by a 2-digit number. With each subsequent press
of reset button, the next higher test is selected. If the reset button is not pressed again within one second, the
corresponding test is carried out. This causes "tESt" to disappear from the odometer display.
Test number continues to be displayed on right side of odometer display. When the button is pressed again, the
prevailing test function is interrupted. Trip odometer will now display "tESt" again and the test number
continues to increase. Once the last test has been reached (test 15), system restarts from beginning.
TEST 05 through TEST 14 are only executed if test 15 is switched to L OFF position. See TEST 15: LOCK
OFF/LOCK ON . When TEST 15 is selected, test function is activated to L ON. In lock on mode, only dashes
are displayed in the odometer display followed by test number (----- 07). TEST 01 to TEST 04 are also executed
with lock on.
Termination criterion for TEST 01 to TEST 15: turn ignition switch to LOCK position, or selection of TEST 00.
Apart from TEST 01, which terminates automatically after the indicator test, TEST 02 to TEST 14 can also be
selected when vehicle is in motion.
TEST 01: ROLL MODE WITH SYSTEM TEST
This test conducts a short test of the instrument cluster. Once this test function is actuated, at display intervals of
3 seconds, the following information is displayed in trip odometer: MW scope of delivery (6 digits), code
number of data set (5 digits), k-number (4 digits), a 6-digit number, software version (2 digits), then amendment
index (2 digits). After this information has been displayed, all LED segments should illuminate and all gauges
should sweep to limit position, then back to rest position. After gauges sweep back to rest position, test will be
automatically terminated.
TEST 02: ENGINE DATA
When this test is entered, trip odometer will display engine factor stored in EEPROM for speed signal
evaluation.
TEST 03: ELAPSED & EVALUATED SERVICE INTERVAL MILEAGE (IN KILOMETERS)
This test displays next type of service due.
TEST 04: ELAPSED TIME SINCE LAST SERVICE
This test displays elapsed time since last service.
TEST 05: SERVICE INDICATOR ASSESSMENT FACTORS
Test information is not available from manufacturer at time of publication.
TEST 06: FUEL TANK QUANTITY & COOLANT TEMPERATURE
This test displays current fuel tank quantity and coolant temperature in trip odometer display as a hexadecimal
number. Fuel gauge hexadecimal value is displayed as a 2-digit number in the left of the display, and
temperature value is displayed in center of display as a 2-digit number. Also, fuel gauge and temperature gauge
should display accordingly. See appropriate GAUGE DISPLAY VALUES table.
GAUGE DISPLAY VALUES (FUEL)

Gauge Reading (1) Hexadecimal No.
A (Empty) 0d
B (Reserve) 37
C (1/4) 54
D (1/2) 90
E (3/4) c4
F (Full) f0
See Fig. 2 .
(1)
GAUGE DISPLAY VALUES (TEMPERATURE)

Gauge Reading (1) Hexadecimal No.
A ce
B 6d
C 5c
D 4f-23
E 1e
F 18
(1) See Fig. 2 .
Fig. 2: Identifying Readings For Test 06

TEST 07: ENGINE SPEED
Displays current engine speed.
TEST 08: ROAD SPEED
Displays current vehicle speed.
TEST 09: MILEAGE STATUS (IN KILOMETERS)
Information and matching of any difference occurring between the km reading in the encoding connector and
the redundant value soldered in the EEPROM can be reset by performing this test: If "- - - - - - -" is displayed in
odometer display, external and internal EEPROM values are identical. If there is a difference in the readings
stored in memory, the value displayed is always the lower reading. The supplement "I" indicates that this is in
the internal EEPROM value. An "E" signifies that this is an external EEPROM (encoding connector) value. In
addition, if counter readings differ, the manipulation point lights up.
After replacement of cluster or encoding connector, the higher km reading in the EEPROM can be matched to
the lower reading by holding down the reset button when selecting the test function 09 for greater than 4
seconds. At this point, the service interval data is also transmitted. After successful matching, the manipulation
point disappears. Replacement part must always have a smaller reading, otherwise the vehicle-specific km
reading is overwritten.
TEST 10: STATUSBITS (INPUT MODES)
TEST 11: STATUSBITS (OUTPUT MODES)
TEST 12: FREE
This test is not used.
TEST 13: NATIONAL CODE
This test displays nation code programed into instrument cluster. This code cannot be changed.
TEST 14: SOFTWARE RESET
This test acts like a power interrupt. When executing the function, a RESET is initiated, the diagnostic level is
halted and lock ON is activated. If implausible faults occur, the test should be conducted before any
components are replaced. This test mode is stopped automatically.
TEST 15: LOCK OFF/LOCK ON

This function is preset to LOCK ON. To change between LOCK ON to LOCK OFF, enter on-board test mode.
See ENTERING ON-BOARD TEST MODE . Press trip odometer reset button until test 14 is selected, then
press and hold reset button. Trip odometer will display L ON. While still holding reset button, trip odometer
display will change between L ON and L OFF every 3 seconds. Release reset button when desired status is
received.
PIN VOLTAGE CHARTS

INSTRUMENT CLUSTER PIN ASSIGNMENTS (WHITE 26-PIN CONNECTOR)
Pin No. (1) Description/Function Signal Type
1 High Beam Indicator Control Input Signal
2 Instrument Cluster Illumination Control Input Signal
(Dimmer Switch)
3 Right Turn Signal Indicator Control Input Signal
4 Left Turn Signal Indicator Control Input Signal
5 Warning Light Control (Transmission Oil Input Signal
Temperature)
10 (2) (3) Roll Over Signal (Convertible) Input Signal
11 (2) (3) Data Link Connector (RxD) Output Signal
12 (2) (4) Data Link Connector (TxD) Input/Output Signal
13 (2) (3) Oil Temperature (M3) Input Signal
14 Warning Light Control (Air Bag) Input Signal
16 Warning Light Control (Check Engine Light) Input Signal
17 Warning Light Control (Parking Brake) Input Signal
18 Warning Light Control (Brake Fluid) Input Signal
19 Warning Light Control (Brake Pad Wear) Input Signal
20 Crankshaft RPM Signal Input Signal
21 (2) (3) Fuel Consumption Signal Input Signal
22 Voltage Supply (Fuse No. 31) Input Signal
24 Ground Circuit (Instrument Cluster Ground Signal
Electronics)
(1) Pins that are not listed are not used.
(2) Not used on 318ti.
(3) Not used on 1997-98 Z3.
(4) Not used on 1997 Z3.
INSTRUMENT CLUSTER PIN ASSIGNMENTS (BLUE 26-PIN CONNECTOR)

1 Trailer Turn Signal Indicator Control Input Signal
2 Vehicle Speed Signal Output Signal
3 Ground Circuit (Warning Lights) Ground Signal
5 Voltage Supply (Ignition Switch Terminal Input Signal
No. 15)
6 Warning Light Control (Generator) Input Signal
8 Fog Light Indicator Control Input Signal
9 Sound Tone Signal Output Signal
10 (2) (3) Information Signal (Fuel Level) Output Signal
11 (4) Warning Light Control (ABS) Input Signal
12 ASC Signal Input Signal
13 Information Signal (Fuel Consumption) Output Signal
14 Warning Light Control (Seat Belt) Input Signal
15 Service Interval Reset Circuit Input Signal
17 Coolant Temperature Sensor Output Signal
18 Coolant Temperature Sensor Input Signal
19 Warning Light Control (Oil Pressure) Input Signal
21 (5) Ground Circuit Input Signal
22 Ignition Key Warning Input Signal
23 Warning Light Control (Driver's Door Open) Input Signal
24 (2) (3) Information Signal (Dimmer Signal) Output Signal
26 (2) (3) Central Indicator Light/Check Control Input Signal
(2) Not used on 1997-98 318ti.
(3) Not used on Z3.
(4) Not used on 1998 318ti.
(5) Warning light control (ABS) on M3 models.
INSTRUMENT CLUSTER PIN ASSIGNMENTS (BLACK 12-PIN CONNECTOR)

1 Fuel Level Sensor Output Signal
3 Ground Supply To Fuel Tank & Vehicle Output Signal
Speed Sensor
4 Position Signal (TW) Input Signal
REMOVAL & INSTALLATION

INSTRUMENT CLUSTER
WARNING: Before any repairs are performed, disconnect and shield battery ground
cable. Disconnect air bag connector at lower steering column. Use
caution when working around steering column (air bag could deploy). See
AIR BAG RESTRAINT SYSTEMS article.
Removal & Installation
1. Remove steering wheel. See AIR BAG RESTRAINT SYSTEMS article. Remove 2 screws at top of
instrument cluster hood. Lift out instrument cluster slightly and pull cluster toward steering column.
2. Push levers retaining instrument cluster connectors, and unplug connectors. To install, reverse removal
procedure. Levers retaining instrument cluster connectors must be up when inserting connectors.
NOTE: If instrument cluster is replaced, coding plug on back of cluster may need to be
replaced and a label showing odometer reading of old instrument cluster must
be attached to left door pillar.
HEADLIGHT SWITCH
Removal & Installation (3-Series)
Disconnect negative battery cable. Remove insulation panel below left side of instrument panel. Wrap tape
around headlight switch knob, and pull out headlight knob. Remove mounting nut, and pull switch out from
rear. Unplug wiring, and remove switch. To install, reverse removal procedure.
Disconnect negative battery cable. Push switch frame to right as far as possible. Press in locking hook on left
side of switch frame, using a .040" (1 mm) feeler gauge. Remove switch frame. Unplug wiring, and press
switch out of switch frame. To install, reverse removal procedure.
Disconnect negative battery cable. Wrap insulating tape around tip of Outside Mirror Switch Pliers (61-1-300).
Insert pliers behind plate frame. Spread pliers and pull out plate frame carefully. Remove headlight switch plate.
Remove slide. Compress springs and pull out headlight switch. Disconnect wiring from switch. To install,
reverse removal procedure.
WIRING DIAGRAMS
NOTE: Wiring diagrams for BMW 5, 7 and 8-series vehicles are not available from
manufacturer at time of publication.
Fig. 3: Instrument Panel Wiring Diagram (1997 318i, 318is, 328i, 328is & M3 - 1 Of 2)
Fig. 4: Instrument Panel Wiring Diagram (1997 318i, 318is, 328i, 328is & M3 - 2 Of 2)
Fig. 5: Instrument Panel Wiring Diagram (1997 318ti - 1 Of 2)
Fig. 7: Instrument Panel Wiring Diagram (1997 Z3 - 1 Of 2)
Fig. 9: Instrument Panel Wiring Diagram (1998 318i, 323i Convertible, 323is, 328i, 328i Convertible,
328is & M3 - 1 Of 2)
Fig. 10: Instrument Panel Wiring Diagram (1998 318i, 323i Convertible, 323is, 328i, 328i Convertible,
328is & M3 - 2 Of 2)
OPERATING FLUIDS
Operating Fluids - Seats - All Models
1.0 SEAT LEATHER CARE

"Karneol" leather care cleans the leather upholstery of mild stains or dirt. It also provides conditioners to
prevent drying out. Not suitable for suede.
BMW Part No. 81 22 9 400 901.
2.0 PREMIUM LEATHER CARE KIT

BMW Part No. 81 11 024 455.
See S.I. Bulletin B 51 05 02.

The central locking system controls locking and unlocking all doors, fuel tank lid and trunk lid/tailgate. It also
controls door lock heater, and is the power source for power windows and sun roof. In the event of a crash, the
central locking system control module will turn interior lights on, turn hazard flashers on, high beams will flash
(some models) and doors will unlock.
On some models, central locking system is integrated with alarm system and is controlled by alarm system
remote control unit. Central locking control module is located under right rear seat or behind glove box.
DOORS
By using key in driver's door lock, central locking system can be actuated to lock or unlock all doors and trunk
lid. Control unit is located behind glove box or under rear seat. Control module is controlled from a switch in
driver's door, passenger's front door (some models), front door interior lock knobs and trunk lid (some models).
Inserting key in driver's door can lock, unlock or arrest mode all doors and trunk lid. See Fig. 1 . In arrest mode,
system mechanically disconnects linkage from door lock. When system is in arrest mode, inside door lock
button can be pulled up, but doors will still be locked.
Fig. 1: Door Key Operating Points

Inserting key in passenger's front door can lock all doors, but not operate arrest mode. If arrest mode is on,
rotating key counterclockwise in passenger's front door will release arrest mode and unlock all doors. With all
doors closed, raising or lowering either front inside door button will lock or unlock all doors. If the driver's door
is open, pressing driver's inside door button down will mechanically lock driver's door only.
TRUNK LID
Trunk lid lock can be operated by driver's door lock switch or trunk lid lock. All doors can be locked or
unlocked from trunk lid lock. If arrest mode is on, only the trunk lid may be unlocked with the key (all doors
will remain locked). If the key is turned 90° clockwise and removed, the trunk lid will remain locked. While in
this mode, the power door system will not unlock the trunk lid. To unlock trunk lid, insert key and turn
counterclockwise to unlock position.
DOOR LOCK DRIVER
Front door lock driver contains a motor, levers and shafts which connect to door locking mechanism and 2
switches. Rear door lock driver is the same except for having one switch. In the unlocked position, the door lock
motor moves a connecting piece between internal door linkage. This allows the door to be locked or unlocked
manually.
In the locked position, the control module signals the motor to drive spindle nut until limit switch turns motor
off. In this position, lever piece connecting door lock with outer handle disengages. The inner handle may still
unlock the door by pulling handle up two times. If the inside door button is raised, this causes connecting piece
to rotate lever and slide piece. When this happens, slide block comes off position switch and control module is
signaled to unlock all doors.
In the arrest mode, the door lock driver is mechanically disconnected from inside door lock mechanism. The
door key must be used to rotate lever piece that moves sliding block back to unlock position. This signals
control module to unlock all other doors, trunk lid/tailgate and fuel tank lid.
TROUBLE SHOOTING
NOTE: Testing of power door lock system is accomplished using BMW Service Tester
(Sun 2013 Engine Analyzer) and applicable BMW diagnostic software. Tester
permits technician to access trouble codes, activate components and monitor
systems.
CAUTION: When battery is disconnected, vehicle computer and memory systems

may lose memory data. Driveability problems may exist until computer
systems have completed a relearn cycle.
CONTROL MODULE
Control unit for central locking system is located on kick panel behind glove box. Remove glove box. Remove
control module from mounting bracket. Disconnect electrical connector. To install, reverse removal procedure.
Removal & Installation (5-Series & 7-Series)
Control module for central locking system is located under rear seat. Remove rear seat. Locate control module
near battery, and remove from mounting bracket. Disconnect electrical connector. To install, reverse removal
procedure.
DOOR LOCKS
1. Close window and remove wiring from window motor. Using Pliers (61-1-300), pull off mirror control
knob. Remove mirror switch. Remove panel screw under mirror switch. Remove door release handle
cover and mounting screw.
2. Remove inside door lock button. Remove window handle and loosen door trim panel. Unhook release
cable from door mechanism. Remove door trim panel. Squeeze hook and pull clamp from center of door
panel.
3. Pull retainer back and lift out plug. Remove screws and pull drive motor assembly from door lock handle
assembly.
4. Remove cover from rear of door (near weatherstrip). Hold outside handle plate (surrounding door
handle). Using a small metal rod, push retainer forward through hole in rear of door.
5. Remove retainer and disconnect linkage. Using Spanner (51-2-070), remove nut holding key cylinder.
Remove front screw and wiring. Remove door handle assembly from door.
6. To install door handle, use Hook (51-3-140) to pull door handle retainer into position. To complete
installation, reverse removal procedure. On 5-Series, adjust door lock.
Information is not available from manufacturer at time of publication.

WIRING DIAGRAMS
Fig. 2: Power Door & Trunk Lock System Wiring Diagram (1997 318i, 318is, 328i, 328is & M3)
Fig. 3: Power Door & Trunk Lock System Wiring Diagram (1997-98 318ti)
Fig. 4: Power Door & Trunk Lock System Wiring Diagram (1997-98 Z3)
Fig. 5: Power Door & Trunk Lock System Wiring Diagram (1998 318i, 323i Convertible, 323is, 328i, 328i
Convertible, 328is & M3)
Fig. 6: Power Door & Trunk Lock System Wiring Diagram (1999 328i Convertible)
NOTE: On Z3, 323i, 323is, 5-series, 7-series and 8-series, information is not available at
time of publication. Wiring diagrams may be available. See WIRING DIAGRAMS .
Vehicles are equipped with power seats which adjust for cushion tilt angle, longitudinal adjustment, cushion
adjustment and back rest angle. An optional sport seat includes manual adjustment for thigh support.

SEAT ASSEMBLY
Removal
Move seat as far forward as possible. Remove rear seat track bolts. Move seat as far back as possible.
Deactivate belt lock tightener by turning screw until Green mark in sight glass changes to Red. See Fig. 1 . Pry
off caps covering front seat track bolts. Remove bolts. See Fig. 2 . Disconnect electrical connectors. Lift seat
out of vehicle.
Installation
To install, reverse removal procedure. Ensure belt lock tightener is activated by turning screw until Red mark
changes to Green.
Fig. 1: Deactivating Belt Lock Tightener
Fig. 2: Removing Front Seat Track Bolts
MOTOR
Move seat up as far as possible. Remove seat cushion. Cut plastic cable ties from wiring. Pull protective sleeve
off electrical connector. Disconnect electrical connector. Tilt seat cushion upward and hold in position. Remove
3 screws from drive motor. See Fig. 3 . Remove drive motor. To install, reverse removal procedure.
NOTE: Drive motor may be secured with 2 screws and one rivet. See Fig. 4 . Drill out
rivet and replace with bolt and nut.
Fig. 3: Removing Screws From Drive Motor
Fig. 4: Removing Screws & Rivet From Drive Motor
WIRING DIAGRAMS
Fig. 5: Power Seats System Wiring Diagram (1997 318i, 318is, 328i, 328is & M3; 1998 318i, 323i
Convertible, 323is, 328i, 328i Convertible, 328is & M3)
Fig. 6: Power Seats System Wiring Diagram (1997-98 318ti)
Fig. 7: Power Seats System Wiring Diagram (1997-98 Z3)
Fig. 8: Driver's Lumbar Seat System Wiring Diagram (1998 318i, 323i Convertible, 323is, 328i, 328i
Convertible, 328is & M3)
Fig. 9: Driver's Sport Seat System Wiring Diagram (1998 Z3)
Fig. 10: Passenger's Sport Seat System Wiring Diagram (1998 Z3)
Power Windows
NOTE: On Z3, 323i, 323is, 5-series, 7-series and 8-series, information is not available at
time of publication. Wiring diagrams may be available. See WIRING DIAGRAMS .
All models are fitted with power windows as a standard feature. The system consists of the following: one-
touch function to lower and raise window, clamping protection during automatic raising of window, window
lowering control which lowers window about 4 mm when opening door, and a comfort relay that makes it
possible to operate power windows once after ignition has been switched off and door opened once, but not yet
shut.
COMPONENT LOCATIONS
COMPONENT LOCATIONS
Component Location
Power Window Control Module Behind Glove Compartment
Power Window Motor Behind Appropriate Door Panel
Power Window Motor Control Module (1) Attached To Each Power Window Motor
Power Window Relay (2) In Relay Box Next To Steering Column
Power Window Switch On Center Console

(1) On 2-door models, each power window motor has a control module attached to it. These control
modules are not to be confused with power window control module, located behind glove box.
(2) See Fig. 1 .
Fig. 1: Identifying Power Window Relay
PROGRAMMING
INITIALIZATION
NOTE: If power windows are not initialized, tip function is blocked and clamping
protection is not activated.
Close all doors. Turn ignition switch to RUN position. Raise appropriate window and keep power window
switch in UP position for about 5 seconds.
COMPONENT TESTS
POWER WINDOW MOTOR
Remove power window motor. See POWER WINDOW MOTOR under REMOVAL & INSTALLATION.
Secure power window motor gently in vise. Using fused jumper wires, briefly apply positive battery voltage to
terminal No. 1 and negative battery voltage to terminal No. 2 at power window motor. See Fig. 2 . Power
window motor should operate. When polarity is reversed, power window motor should operate in opposite
direction. If power window motor does not operate as described or is noisy, replace power window motor.
Fig. 2: Identifying Power Window Motor Terminals

POWER WINDOW MOTOR CONTROL MODULE (2-DOOR)
1. If possible, lower power window. Disconnect negative battery cable. Remove door panelling. Pull off
plastic sheet. Disconnect control module harness connectors. Remove control module retaining screws
attaching control module to window motor. Remove control module.
2. To install, replace control module "O" ring and attach control module to window motor. To complete
installation, reverse removal procedure. After installation is complete, perform power window regulator
initialization. See INITIALIZATION .
WINDOW (4-DOOR)
Remove door trim panel. Lower window about 12" (30 cm). Disconnect window motor electrical connector.
Push clips aside. Hold door window and disconnect window lift arms. See Fig. 3 . Twist and lift out door
window. To install, reverse removal procedure. After installation is complete, perform power window regulator
initialization. See INITIALIZATION .
Fig. 3: Disconnecting Window Lift Arms

POWER WINDOW MOTOR
NOTE: On 2-door models, it may be necessary to remove power window motor control
module to access window motor rivets. See POWER WINDOW MOTOR
CONTROL MODULE (2-DOOR) .
Removal
1. On 4-door models, remove window. See WINDOW . On 2-door and convertible models, clamp door
window at raised position using wooden wedges. On all models, remove door or side panel.
2. Remove screw from inside door handle. See Fig. 4 . Remove door handle. Remove bolts and grind off
rivets (as necessary). Remove window motor. See Fig. 5 .
Installation
To install, reverse removal procedure. Replace rivets with bolts, washers and nuts. After installation is
complete, perform power window regulator initialization. See INITIALIZATION .
Fig. 4: Removing Screw From Inside Door Handle
Fig. 5: Removing Window Motor
WIRING DIAGRAMS
Fig. 6: Power Window Wiring Diagram (1997 318i, 318is, 328i, 328is & M3 - 1 Of 2)
Fig. 7: Power Window Wiring Diagram (1997 318i, 318is, 328i, 328is & M3 - 2 Of 2)
Fig. 8: Power Window Wiring Diagram (1997 318ti & Z3; 1998 Z3)
Fig. 9: Power Window Wiring Diagram (1998 318i, 323i Convertible, 323is, 328i, 328i Convertible, 328is
& M3 - 1 Of 2)
Fig. 10: Power Window Wiring Diagram (1998 318i, 323i Convertible, 323is, 328i, 328i Convertible, 328is
& M3 - 2 Of 2)
Fig. 11: Power Window Wiring Diagram (1998 318ti)
NOTE: On Z3, 323i, 323is and 840Ci, information is not available at time of publication.
Wiring diagrams may be available. See WIRING DIAGRAMS.
Steering column switches consist of cruise control switch, ignition switch, wiper switch and combination
switch. Combination switch incorporates turn signal, high beam and trip computer functions.
TESTING
Testing information is not available from manufacturer at time of publication.
WARNING: Deactivate air bag system before performing any service operation. See
AIR BAG RESTRAINT SYSTEMS article. DO NOT apply electrical power to
any component on steering column without first deactivating air bag
system. Air bag may deploy.
COMBINATION SWITCH
NOTE: Combination switch consists of a turn signal indicator switch, headlight dimmer
switch, headlight flash-to-pass switch and trip computer switches.
1. Disconnect negative battery cable. Remove air bag and steering wheel assembly. See AIR BAG
RESTRAINT SYSTEMS article.
2. Remove lower left dashboard trim. Remove screws and steering column lower trim. Remove steering
column upper trim. Remove screws, ground wire and combination switch. Detach flasher relay from side
of steering column.
3. Disconnect horn switch wiring. Detach wire straps, and disconnect wiring for combination switch. To
install, reverse removal procedure. Ensure ground wire is attached to combination switch.
1. Disconnect negative battery cable. Remove air bag and steering wheel assembly. See AIR BAG
RESTRAINT SYSTEMS article.
2. Remove lower left dashboard trim. Remove screws and steering column lower trim. Drive out pin, and
lift out expander rivet. Remove steering column upper trim.
3. Disconnect horn switch wiring. Press in retaining hooks on both sides of switch, and pull out combination
switch. To install, reverse removal procedure.
CRUISE CONTROL SWITCH

NOTE: Cruise control switch removal and installation information is not available from
IGNITION SWITCH
Removal & Installation (M Coupe, M Roadster & Z3)
1. Disconnect negative battery cable. Remove lower left instrument panel screw. Remove screw at center
console. Unclip instrument panel bottom trim panel. Remove lower steering column screw. Remove
headless screws on both sides of ignition switch. See Fig. 1. Disconnect electrical connector. Remove
ignition switch.
2. To install, reverse removal procedure. Check position of ignition switch in relation to steering wheel lock.
Check position of turn indicator lever in relation to steering wheel. Secure headless screws with locking
compound.
Fig. 1: Removing Ignition Switch Headless Screws

Removal & Installation (3-Series, 5-Series & 7-Series)
Remove lower steering column cover. Unlock connector from ignition starter switch. See Fig. 2Disconnect
connector. Remove protective paint. Remove headless screws. See Fig. 3. Remove ignition switch. To install,
reverse removal procedure. Secure headless screws with locking compound.
Fig. 2: Removing Ignition Switch Electrical Connector

Fig. 3: Removing Ignition Switch Headless Screws
WIPER SWITCH
See WIPER/WASHER SYSTEMS article.
TORQUE SPECIFICATIONS
Application Ft. Lbs. (N.m)
Steering Wheel Nut 59 (80)
WIRING DIAGRAMS
NOTE: See appropriate wiring diagram in WIRING DIAGRAM section.

All models have 2-speed wiper/washer system with intermittent feature. Wiper control lever is located on right
side of steering column. On 3-series, wiper/washer system is controlled by solid-state wiper control unit.
On 5-series, 7-series and 8-series, wiper/washer system is controlled by general module of central body
electronics. The individual functions can be switched on and off with the combined wiper/washer switch.
ADJUSTMENTS
WIPER ARMS
Z3
Adjust driver's side wiper arms so center of blade is 0.98" (25 mm) above lower edge of windshield. Adjust
passenger's side wiper arm so center of blade is 1.77" (45 mm) above lower edge of windshield.
3-Series
On 2-door models, adjust wiper arms so center of blade is 1.69" (50 mm) above lower edge of windshield. On
4-door models, adjust driver's side wiper arms so center of blade is 2.09" (53 mm) above lower edge of
windshield. Adjust passenger's side wiper arm so center of blade is 1.69" (43 mm) above lower edge of
windshield.
5-Series
Use Locating Gauge (00-9-210) to position wiper arms above lower edge of windshield.
7-Series
Adjustment information is not available from manufacturer.
8-Series
Adjust driver's side wiper arms so center of blade is 1.38" (35 mm) above lower edge of windshield. Adjust
passenger's side wiper arm so center of blade is 0.91" (23 mm) above lower edge of windshield.
TESTING
WIPER/WASHER SYSTEM
Use BMW Service Tester (Sun 2013 Engine Analyzer) and applicable BMW diagnostic software to test
wiper/washer system. Tester permits technician to activate components and monitor systems.

WIPER MOTOR
Removal & Installation (Z3)
1. Ensure wiper motor is in park position. Open hood. Remove wiper arm covers and remove nuts. Remove
wiper arms from wiper shafts.
2. Remove cowl cover and air intake for A/C-heater system. Remove screws attaching wiper assembly to
cowl and move wiper assembly to passenger's side of cowl to disengage from guide. Disconnect wiper
motor connector and remove wiper assembly from vehicle.
3. Remove nut attaching crank arm to wiper motor and remove crank arm. See Fig. 1 . Remove screws
attaching wiper motor to wiper assembly.
4. To install, connect and run motor. Turn wiper off to place wiper motor crank arm in park position. Install
motor with crank in extended position. See Fig. 2 . To complete installation, reverse removal procedure.
Tighten wiper arm nuts to 21.8 INCH lbs. (13 Nm). Wait 15 minutes and recheck torque of nuts.
Fig. 1: Identifying Front Wiper System Components (Z3)
Fig. 2: Adjusting Driver's Wiper Arm

1. Remove heater blower motor and bracket. Disconnect wiper motor connectors. Remove crank nut from
motor shaft. Remove crank and linkage. Remove mounting nuts and motor.
2. To install, reverse removal procedure. Connect and run motor. Turn wiper off to place wiper motor crank
arm to park position. Install motor with crank in extended position. See Fig. 3 . To complete installation,
Fig. 3: Positioning Wiper Motor Crank Arm
Remove rubber strip from firewall and cowl. Remove access panel. Remove crank and wiper linkage from
motor. Disconnect electrical connector. Remove wiper motor. To install, connect and run motor. Turn wiper off
to place wiper motor crank arm in park position. Install motor with crank in extended position. See Fig. 3 . To
complete installation, reverse removal procedure.
1. Remove cowl air grille. Loosen cowl cover screws. Remove rubber seal enough to lift cover. Disconnect
hose and tilt cover forward.
2. Remove motor cover, and unplug wiring. Remove wiper arms and wiper arm shaft nuts. Remove stop pad
screw. Disconnect linkage to right wiper. Loosen 2 screws at center of cowl and disconnect linkage.
3. Mark shaft and crank arm for reassembly. Remove motor crank arm, 3 screws and wiper motor. To
install, reverse removal procedure. Ensure linkage fits properly and stop pad is turned to support motor.
WIPER RELAYS & CONTROLS
Remove fuse/relay cover located in left rear corner of engine compartment. Locate and remove wiper relay. To
install, reverse removal procedure.
Lift rear seat out of holders. Remove general module from power distribution box under left side of rear seat.
To install, reverse removal procedure.
WIPER SWITCH
WARNING: On vehicles with Supplemental Restraint System (SRS), use extreme

caution when working around steering wheel or column. DO NOT apply
electrical power to any component on steering column without
disconnecting SRS control unit, as system may activate. See AIR BAG
RESTRAINT SYSTEM article.
1. Disconnect negative battery cable. Remove air bag/steering wheel assembly. See AIR BAG RESTRAINT
SYSTEM article.
2. Remove lower left dashboard trim. Remove screws and steering column lower trim. Remove steering
column upper trim. Remove screws, ground wire and wiper switch.
3. Detach wire straps, and disconnect wiring for wiper switch. To install, reverse removal procedure. Ensure
ground wire is attached to wiper switch.
1. Disconnect negative battery cable. Remove air bag/steering wheel assembly. See AIR BAG RESTRAINT
SYSTEM article.
2. Remove lower left dashboard trim. Remove screws and steering column lower trim. Drive out pin and lift
out expander rivet. Remove steering column upper trim.
3. Press in retaining hooks on both sides of switch and pull out wiper switch. Disconnect wiper switch
wiring. To install, reverse removal procedure.
WIRING DIAGRAMS
Fig. 4: Wiper/Washer System Wiring Diagram (1997 318i, 318is, 328i, 328is & M3; 1998 318i, 323i
Convertible, 323is, 328i, 328i Convertible, 328is & M3 - USA Only)
Fig. 5: Washer Jet Heater System Wiring Diagram (1997-98 318ti & Z3; 1998 318i, 323i Convertible,
323is, 328i, 328i Convertible, 328is & M3)
Fig. 6: Wiper/Washer System Wiring Diagram (1997-98 318ti - USA Only)
Fig. 7: Wiper/Washer System Wiring Diagram (1997 Z3 - USA Only)
Fig. 8: Wiper/Washer System Wiring Diagram (1997 Z3 - Canada Only)
Fig. 9: Wiper/Washer System Wiring Diagram (1997 318i, 318iC, 318is, 328i, 328iC, 328is & M3; 1998
318i, 323i Convertible, 323is, 328i, 328i Convertible, 328is & M3 - Canada Only)
Fig. 10: Wiper/Washer System Wiring Diagram (1997-98 318ti - Canada Only)
Fig. 11: Wiper/Washer System Wiring Diagram (1998 Z3)
Convertible Top - Z3 Roadster
SUNROOF
54 0 ... REPAIR INSTRUCTIONS FOR BONDED SEALS
1. General Information On Handling Rubber Seal Profiles:

 If seals reveal partly detached protective film on delivery, they must not be bonded.
 Store seals at 15°C to 25°C.
 If, during the handling, the protective film has come off before bonding, it can still be bonded.
 Bonding at room and object temperature >20°C. Temperatures between 40 and 50 °C significantly
increase initial adhesion.
 Seals, which are subjected to temperatures above 80°C after gluing, will be very difficult to
remove.
2. Damage Pattern And Repair:
2.1. Partially detached bond (rubber-adhesive tape or adhesive tape-paint):
 Up to 120 mm for retouching without auxiliary resources.
 Up to 200 mm repaired with pressing-on tools on straight surfaces.
a. Cleaning damaged areas:

 Degrease bonded area with adhesive cleaner and remove other residues.
NOTE: Use necessary cotton or fluff-free paper towel once only.
When using solvent:
Expose repair area to air for at least 2 minutes.
b. Applying adhesive:
 With a fine nozzle, apply a wafer-thin bead to adhesive tape.
NOTE: Use contact adhesive (e.g. Terokal 2444).
CAUTION: Avoid contact to skin! Do not apply adhesive to visible

painted surfaces.
c. Pressing on rubber seal:

 Press down seal using contact pressure (forced pressure not necessary) for at least 1
minute.
CAUTION: Load can only be applied to the bond after a period of 2

minutes. This waiting time is absolutely essential.
2.2. Larger defects (mechanical damage and larger separations of seal):

 A complete replacement of the rubber seal is necessary.
a. Peeling off damaged rubber seal:

 Pull off rubber seal slowly at an angle of 15 to 25°.
NOTE: Make sure the connection between adhesive tape and seal is
retained. If the connection between adhesive tape and seal is
detached: Carefully and slowly detach adhesive tape at an angle
of 15 to 25° from roof opening or lid. If, in the case of older
seals, you are peeling off using a hot air blower: Do not damage
paintwork. Do not detach rubber-adhesive tape connection if at
all possible.
b. Cleaning bonded area:

 Degrease bonded area with adhesive cleaner and remove other residues.
NOTE: Use necessary cotton- or fluff-free paper towel once only.

When using solvent:
Expose repair area to air for at least 2 minutes.
c. Detaching protective film from bonded area:

 Detach protective film from rubber seal in sections.
CAUTION: Once the protective film has been removed, do not under
any circumstances touch the exposed bonded area.
d. Applying rubber seal:

 Apply rubber seal on roof opening edge beginning at rear center. Use upper lip as
application edge. Press on seal continuously by hand. Carefully unwrap seal at radii
without tension and press down (critical area).
NOTE: If positioned incorrectly, the seal can still be pulled off,

repositioned and pressed on again.
e. Establishing seal joint:

 Mark contact point at joint by pressing down loose end on seal of already bonded end.
Then cut and press down loose end at same height.
NOTE: Small areas of seal can remain stuck to adhesive tape of loose
end.
f. Pressing on seal:
 Press on seal using a roller.
 Adhesive tape width up to 5 mm Application pressure approx. 5 N.
 Adhesive tape width up to 10 mm Application pressure approx. 10 N.
Seal On Sliding Sunroof E83 Only:
 Press against seal strongly with a roller. Application pressure approx. 70 N.
Seal On Sliding Sunroof E36 Only:
 Application pressure approx. 30 N.

 Tear off tear-off lip at rear and side in area of narrower flange.
NOTE: Firm thumb pressure has approx. 35 N/cm2 .
3. Checking Rubber Seal:

 Check the bonded seals for correct positioning and perfect adhesion. The bonding can be checked
by pressing back the sealing lip.
 The force required to peel off the seal immediately after gluing must be greater than 10 N/cm.
HARD TOP
54 21 000 FITTING HARD TOP (WITH SETTINGS AT FASTENING, B-PILLAR)
Open convertible top.
Open side windows.
Open cap (1) on cover at top of B-pillar (2).
3 Hard top locating point.

Fig. 1: Opening Cap
Unscrew bolt (1).
Remove cover at top of B-pillar (2).
Fit hard top and lock.

Fig. 2: Removing Bolt
Installation:
Release slotted nut (1). Adjust hard top in direction "Y" (transverse to vehicle axis) symmetrically on left and
right.
Adjust vertical clearance "Z" between hard top and body (0.2 mm all round) with nut (2).
Release screws (3). Adjust hard top in direction "X" (vehicle longitudinal axis).
Fig. 3: Releasing Slotted Nut
Installation:
During movement in direction "X", edge of hard top (1) must be flush with edge of side panel at rear (2).
Fig. 4: Locating Edge Of Hard Top And Edge Of Side Panel At Rear
54 21 001 REMOVING HARD TOP
Release screws (2) on left and right in cowl panel (1).
NOTE: Keep screws (2) in cowl panel (1).

Fig. 5: Removing Screws
Turn locking lever (1) on left and right forwards.

Fig. 6: Turning Locking Lever
Lift off hard top with a second person.

Fig. 7: Lifting Off Hard Top
Close off hard top locating point (3) with cap (1) on cover at top of B-pillar (2).
Fig. 8: Closing Off Hard Top Locating Point With Cap
54 21 005 INSTALLING HARD TOP (REFITTING AS BEFORE WITHOUT ADJUSTING HEIGHT)
Hard top is installed in reverse sequence to its removal, refer to 54 21 001 REMOVING HARD TOP .
54 21 010 REPLACING RUBBER SEAL ON HARD TOP AT FRONT
Remove hard top, refer to 54 21 001 REMOVING HARD TOP .
Detach rubber seal (2) at bonding points (1).
Installation:
Use profile rubber adhesive for bonding.

Fig. 9: Removing Rubber Seal
Carefully twist rubber seal (1) out of guide rail (2).

Fig. 10: Removing Rubber Seal
Installation:
Holes (1) in rubber seal must line up with journals (2) on guide rail.
Fig. 11: Locating Holes
54 21 020 REPLACING RUBBER SEAL ON HARD TOP AT REAR
Carefully detach bonding points (1).
Pull off rubber seal (2) towards rear.
Installation:
Use profile rubber adhesive for bonding.

Fig. 12: Detaching Bonding Points
54 21 060 REMOVING AND INSTALLING/REPLACING MOUNTING PLATE, FRONT LEFT OR

RIGHT
Detach cover (1) on mounting plate towards front.

Fig. 13: Detaching Cover
Release screws (2) and remove mounting plate.
(1) Cowl panel.

Fig. 14: Releasing Screws
54 21 070 REPLACING LEFT OR RIGHT GUTTER
Detach gutter (1) from rear towards front/top.

Fig. 15: Detaching Gutter
Installation:
Remove residual adhesive and clean adhesive area with spirit.
54 21 090 REMOVING AND INSTALLING/REPLACING PANEL, REAR WINDOW FRAME,

BOTTOM
Release expansion rivets (1) and remove panel, rear window frame, bottom (2).
Fig. 16: Removing Expansion Rivets
54 21 100 REMOVING AND INSTALLING/REPLACING MOLDED ROOF LINING ON HARD TOP
Detach cover (1) on mounting plate towards front.

Fig. 17: Detaching Cover On Mounting Plate
Release expansion rivets (1).

Fig. 18: Releasing Expansion Rivets
Release expansion rivets (1) on left and right.

Fig. 19: Releasing Expansion Rivets On Left And Right
Release screws (1) and remove cover (2).
Remove panel, rear window frame, bottom, refer to 54 21 090 REMOVING AND
INSTALLING/REPLACING PANEL, REAR WINDOW FRAME, BOTTOM .
Fig. 20: Releasing Screws
Pull off molded roof lining (2) from rubber seal at front (1) towards inside.
Fig. 21: Pulling Off Molded Roof Lining
Raise molded roof lining (1) at rear window and slide towards front.
Fig. 22: Raising Molded Roof Lining
Installation:
There must be four Velcro-type strips (1) on the hard top and roof lining (2).
Fig. 23: Identifying Velcro-Type Strips
54 21 150 REMOVING AND INSTALLING/REPLACING REAR WINDOW FOR HARD TOP
NOTE: For gluing the rear window, cements for cold and hot processing are permitted.
Cold Processing:
Comply with instructions on gluing windows, refer to 51 31 ... INSTRUCTIONS ON GLUING

WINDSCREEN .
Warm Processing:
Open aluminum membrane at rear end of cartridge.
Place cartridge in cartridge oven.

Heat glue cartridges to 80° C for one hour in oven.
Fig. 24: Placing Cartridge In Cartridge Oven

Comply with instructions on gluing windows, refer to 51 31 ... INSTRUCTIONS ON GLUING

WINDSCREEN .
Remove molded roof lining from hard top, refer to 54 21 100 REMOVING AND
INSTALLING/REPLACING MOLDED ROOF LINING ON HARD TOP .
Fig. 25: Removing Hard Top
Disconnect plug (1) for rear window heater (2) on left and right.
Fig. 26: Disconnecting Plug
Pull out seal (1) from transition area of gutter (2).

Fig. 27: Pulling Out Seal
Mask trunk lid corners and hard top with fabric adhesive tape (e.g. Tesa).
1. Rear window.
2. Glue bead.
3. Hard top flange.
4. Fabric adhesive tape.
Fig. 28: Masking Trunk Lid Corners And Hard Top With Fabric Adhesive Tape
Fit knife to the tool.
NOTE: If necessary, resharpen knife with machine running.

Fig. 29: Fitting Knife To Tool
CAUTION: When reusing the rear window: Do not damage wires for rear window
heater.
Carefully insert knife between hard top and rear window.
Fig. 30: Inserting Knife Between Hard Top And Rear Window
Guide web of knife parallel to rear window.

Fig. 31: Guiding Web Of Knife Parallel To Rear Window
Cut through glue bead all around as close as possible to the rear window glass.
1. Hard top cutout.

2. Glue bead.
3. Knife.
4. Rear window.
Fig. 32: Cutting Through Glue Bead
Lift out rear window with special tool 51 3 010.

Fig. 33: Installing Special Tool
Remove residual adhesive in hard top cutout to a thickness of approx. 0.5 mm.
To avoid damage to paintwork in hard top cutout, cut off residual adhesive with universal knife (razor sharp).
Pull off adhesive tapes all round.

Fig. 34: Removing Residual Adhesive
CAUTION: To ensure long-term corrosion protection, it is essential to touch up

damage to paintwork (scratches and large-surface damage).
Refer to 51 31 ... INSTRUCTIONS ON GLUING WINDSCREEN .
When reusing the rear window:
Scrape away glue residue on rear window to depth of 0.5 mm with scraper.
Fig. 35: Scraping Glue Residue On Rear Window
Mount and press seal on to rear window glass at bottom.
Mount and press seal on to rear window glass at top and sides.
Fig. 36: Pressing Seal On Rear Window Glass
CAUTION: The basic filler must have hardened!
Treat rear window and hard top in adhesive area with BMW-approved materials, refer to 51 31 ...
INSTRUCTIONS ON GLUING WINDSCREEN .
NOTE: Note specified ventilation time.

Fig. 37: Treating Rear Window And Hard Top In Adhesive Area
Cut nozzle to size.
A. = 9 mm.
B. = 6 mm.
NOTE: To apply a uniform glue bead, use cartridge pistol.
Check expiry date of glue!

Fig. 38: Measuring Cutting Nozzle Size
If necessary, apply a test bead before gluing.

Cartridge must be arranged vertically against rear window.
Fig. 39: Applying Test Bead Before Gluing

CAUTION: There must be no adhesive on the connection contacts of the rear window
heater.
Shape of adhesive bead:
A. = 9 mm.
B. = 6 mm.
CAUTION: Apply glue bead quickly and insert window. Skin formation time of glue,
maximum 10 minutes.
Fig. 40: Measuring Shape Of Adhesive Bead

Maintain uniform distance (A) between glue bead and seal.
Distance (A) = 3 mm
Fig. 41: Measuring Distance Between Glue Bead And Seal
Install rear window carefully using special tool 51 3 010. Seal must fit uniformly on the sides. Push up rear
window glass until seal bears uniformly on the roof flange.
Align rear window to roof flange and evenly at sides. Press-fit rear window and secure in this position with
fabric adhesive tape (e.g. Tesa).
CAUTION: Before hardening, remove contamination by residual adhesive with Sika

remover 208. Do not press out rear window glass again for this purpose.
Hardened glue can only be removed by machine.
Assemble car.
After the hardening time, remove adhesive tapes.
NOTE: Leaks can be found by spraying water on the sealing lips or with an ultrasonic
leak detector and then eliminated by using a suitable nozzle.
CONVERTIBLE TOP LINKAGE...

54 31 010 REMOVING AND INSTALLING COMPLETE CONVERTIBLE TOP (Z3 ROADSTER, M
ROADSTER)
Cover rear side walls and trunk lid (risk of damage), and use 10 mm-socket
Remove tackstrip:
Lift right trim piece (1) out of the main pivot threading toward the rear and pull out upward.
Fig. 43: Lifting Right Trim Piece Out Of Main Pivot Threading
Lift right trim piece (1) out of the main bearing threading toward the rear and pull out upward.
Fig. 44: Lifting Right Trim Piece Out Of Main Bearing Threading
Close convertible top (do not lock).
Unfasten clips (1) and pull inner trim of convertible top compartment (2) downwards out of groove in tackstrip
(3).
Fig. 45: Unfastening Clips
Unfasten left/right screws (1) and center (2) of tackstrip (3).
NOTE: Do not unfasten screw (4).

Fig. 46: Unfastening Screws
Unfasten screws (1) and (2) on left/right of tackstrip (3) in convertible top compartment.
NOTE: Do not unfasten left/right screw (4). If necessary, note number of shims on
left/right screw (1) and fit back in same location during installation.
Fig. 47: Unfastening Screws
NOTE: The operation "Removing tackstrip" ends here. Follow installation instructions,
refer to "Installing tackstrip".
Removing Complete Convertible Top:
Pry out gas spring strut inward at top with special tool 00 9 319.
Fig. 48: Prying Out Gas Spring Strut Inward At Top
Version with electrohydraulic/semi-automatic convertible top operation only:
Release retaining clip (1) and pull off downward.
Pry out hydraulic cylinder (2) inward with special tool 00 9 319.
Fig. 49: Prying Out Hydraulic Cylinder
Stow convertible top in its compartment.
Version with electrohydraulic/semi-automatic convertible top operation only:
Unlock connector (1) and remove.

Fig. 50: Removing Connector
Unclip finisher strip (1) until guide (2) leaves the mucket (3) and remove the mucket.
Installation:
Insert mucket (3) in the convertible top compartment seal (4) (leaks).
Fig. 51: Removing Finisher Strip
Unfasten left/right screw (1) and nut (2).
Remove screw (1) with washer (3) and shim (4).

Fig. 52: Removing Screw
NOTE: Note down number of shims (4).
Press down convertible top (1) on one side of main bearing with second person lifting opposite side at the same
time, thus lifting convertible top out of its compartment.
Fig. 53: Pressing Down Convertible Top
Installing Complete Convertible Top:
Four shims (2) (each 1 mm) should be fitted to left/right of attachment studs (1).
Fig. 54: Identifying Shims
Install convertible top.
Install left/right nuts (2) on main pivot bracket, tighten down then loosen slightly again.
Insert screw (1).
Insert shim (4) between main pivot bracket and body and tighten left/right screw (1).
NOTE: For the basic setting, fit seven shims (4).
Tighten left/right nut (2).
Close convertible top (do not lock).

Fig. 55: Locating Nuts
NOTE: The convertible top is now fitted in its basic setting and this may need
correcting after the tackstrip is fitted.
Installing Tackstrip:
Attach a butylene tape with a total thickness of 2 mm between tackstrip (2) and convertible top compartment
(apply twice if necessary).
Insert screw (1) in center of tackstrip (2) but do not tighten down.
Fig. 56: Inserting Screw In Center Of Tackstrip
Insert screws (1) and (2) in the tackstrip (3) (beside B-pillar) on left/right sides but do not tighten down.
NOTE: If necessary, fit a shim on the left/right screw (1).

Fig. 57: Inserting Screws And In Tackstrip
Tighten down screw (1) in center of tackstrip (2).

Fig. 58: Tightening Screw In Center Of Tackstrip
Tighten down screws (1) and (2) to left/right of tackstrip (3) (beside B-pillar).
Fig. 59: Tightening Screws
Screw in all remaining screws (1) on left/right sides and tighten down.
Fig. 60: Installing Screws
NOTE: The operation for "Installing tackstrip" ends here.
Fine Adjustment Of Convertible Top:
Lock down convertible top.
The convertible top must close flush with front of windshield (up to 2 mm lower than the windshield). For
correction, where necessary, adjust the locking hooks. Locking hook operates in two directions, longitudinally
and downwards, identical to angle of centering pin.
Fig. 61: Locking Down Convertible Top
If the convertible top does not fit in longitudinal direction, change the number of shims (4) in longitudinal
direction.
If necessary, open convertible top.
Loosen screw (1) and nut (2) on left/right of main bearing and use appropriate shims (4) to correct any
deviation.
Fig. 62: Loosening Screw
Tighten down left/right nuts (2) then loosen slightly again.
Tighten down left/right screw (1).
Tighten left/right nut (2).
54 31 011 REPLACING COMPLETE CONVERTIBLE TOP (MANUAL CONVERTIBLE TOP) (Z3

ROADSTER, M ROADSTER)
Operation Is Described In:
 Remove and install complete convertible top (manual convertible top). Refer to 54 31 010 REMOVING
AND INSTALLING COMPLETE CONVERTIBLE TOP (Z3 ROADSTER, M ROADSTER) .
54 31 013 REPLACING REAR WINDOW IN CONVERTIBLE TOP (Z3 ROADSTER, M ROADSTER)

CAUTION: Vehicle must be brought to room temperature of approx. 20°C. The rear
window and the convertible top must not come into contact with solvents,
greases etc. The work should be carried out with a second person.
Lower all side windows.
Unlock convertible top and lift somewhat.
NOTE: Protect rear window frame and side panels from damage.
Fig. 63: Lowering All Side Windows

Raise profile piping below center with folding leg and pull fabric approx. 100 mm out of profile piping.
Fig. 64: Raising Profile Piping
1. Rear window.
2. PVC profile piping.
3. Sealing tape.
4. Locking clip.
5. Seam.
6. Cover fabric.
7. Top cloth (rear window tail strip).
8. Zip fastener.
9. Counter-support plate.
Fig. 65: Identifying Components
Bend over four claws on retaining clips on inside edge of rear window (below center) using screwdriver.
CAUTION: Do not damage zip fastener.

Fig. 66: Bending Over Four Claws On Retaining Clips
Remove counter-support plate from inside of rear window.

Fig. 67: Removing Counter-Support Plate From Inside Of Rear Window
Extract retaining clip from outside.

Fig. 68: Extracting Retaining Clip
Open zip fastener from inside with folding leg.

Fig. 69: Opening Zip Fastener
Unfasten rear window from outside by applying gentle pressure and press inwards to remove.
NOTE: Completely remove residues of sealing tape from convertible top fabric by hand
without using solvents.
Fig. 70: Unfastening Rear Window
Rear inside window:
Slide zip fastener slide onto underside of rear window on blue zip fastener tape.
CAUTION: When installing new rear window, protect from dirt and damage.
Fig. 71: Sliding Zip Fastener
NOTE: Assistant holds outside of rear window and ensures that zip fastener slide does
not jam.
Insert second half of zip fastener on fabric cover into zip fastener slide so that both leading edges of fabrics (1)
are flush with the zip fastener.
First link (2) connects on right or left.

Fig. 72: Inserting Second Half Of Zip Fastener
Maximum permitted offset: 1 link to right or left.
NOTE: If rear window is slightly wavy, then replace coupling member in other direction.
Fig. 73: Replacing Coupling Member In Other Direction
Slowly close zip fastener and remove zip fastener slide.
CAUTION: Zip fastener must not start opening at one end.

Fig. 74: Closing Zip Fastener
Close convertible top but do not lock it down.
NOTE: Check zip fastener (spiral) to ensure that it is closed all around.
Fig. 75: Closing Convertible Top
Insert retaining clip through zip fastener from outside.
Carefully position opening point for rear window.

Fig. 76: Inserting Retaining Clip
Fit counter-support plate to inside and bend claw fasteners into place.
Remove protective film from sealing tape.
NOTE: Countermeasures from outside required on the retaining clip.

Fig. 77: Removing Protective Film From Sealing Tape
Attach 100 mm of sealing tape on retaining clips flush with profile piping and remove protective film.
CAUTION: Place protective card on rear window with fleece face downwards to
ensure that this is not damaged when working with the folding leg.
Fig. 78: Removing Protective Film
Raise profile piping with folding leg, insert leading edge of fabric and rub vigorously with folding leg.
NOTE: Counter support required from inside.

Fig. 79: Raising Profile Piping With Folding Leg
Raise profile piping (3) with folding leg (4) and insert leading edge of fabric (6).
CAUTION: Risk of damage to rear window.
1. Rear window.
2. Protective card.
3. PVC profile piping.
4. Folding leg.
5. Sealing tape.
6. Cover fabric.
7. Seam.
8. Zip fastener.
Fig. 80: Raising Profile Piping
NOTE: Folds are not permitted.
Rub leading edge of fabric with folding leg: counter-pressure required from inside.
Remove protective card.
Lock down convertible top.
CAUTION: Sealing tape must harden. For this reason, the fabric top must not be
folded for the next 24 hours.
54 31 020 REPLACING CONVERTIBLE COVER (Z3 ROADSTER)
Removing and installing tackstrip operation is described in: Removing and installing complete convertible
cover (Z3 roadster), refer to 54 31 010 REMOVING AND INSTALLING COMPLETE CONVERTIBLE
TOP (Z3 ROADSTER, M ROADSTER) .
Removal:
Remove convertible cover gaskets (1) and (2) on left/right sides.
Raise convertible cover out of convertible top box.
Fig. 81: Removing Convertible Cover Gaskets

Press convertible cover (1) to one side on B-pillar (2) or raise up out of convertible top box (3).
Unfasten blind rivet (4) on left/right sides from convertible top cover/lower B-pillar bracket (drill out).
Fig. 82: Pressing Convertible Cover
Lift window (2) out of convertible cover/B-pillar bracket (3) on left/right sides.
Fig. 83: Lifting Window Out Of Convertible Cover
NOTE: Before unfastening the screws (1), note position and number of spacer discs (2)
(if fitted) because same number has to be fitted at the same location (wind
noise, leaks).
Fig. 84: Locating Screws
Unscrew bolts (1). Unfasten screw (2) and swivel support rails (for the convertible top gasket) on left/right sides
upwards.
NOTE: Do not unfasten the screw for the interlock frame (adjustment is changed).
Fig. 85: Locating Bolts
Unfasten screws (1) on left/right windshield bracket (2) and fold tab (3) upwards.
Unscrew bolts (1). Remove frame rail (2) from windshield bracket.
Fig. 87: Removing Bolts Frame Rail
Pull convertible top off cement seal (double-sided adhesive tape, e.g. Tesafix 4965) on front windshield bracket.
Raise convertible top out of its box.

Fig. 88: Pulling Convertible Top Off Cement Seal
NOTE: Before unfastening the screws (1), note the position and number of spacer
discs (2) (if fitted) because same number has to be refitted at the same location
(wind noise, leaks). Unfasten screws (1) and remove left/right frame rail (3).
Unfasten left/right screws (1) and rivets (2).

Move front of convertible cover (1) to back. Unfasten screw (1) and unfasten clamp cable bracket (2) from top
left/right convertible top linkage.
Fig. 91: Moving Front Of Convertible Cover
Lift off left/right convertible top (1).

Fig. 92: Lifting Off Left/Right Convertible Top
Unfasten screw (1) and remove clamp cable bracket (2).
Bend clamp cable bracket (2) upwards and pull clamping cable forwards out of convertible cover (3).
Slightly raise front of convertible cover. Unfasten left/right screw (1) and unfasten side retaining strap (2) on
center bracket (3).
Remove tensioning rail (1) from the brackets.
Unfasten convertible strap from the brackets.
Fold convertible cover backwards into convertible top box.

Fig. 95: Removing Tensioning Rail
Unfasten blind rivets (1) on clamping cable mount (2) of left/right rear bracket (3).
Fig. 96: Unfastening Blind Rivets
Unfasten screw (1) on joint of rear bracket (2).
Remove clamping cable straps (3) on left and right and remove from bracket (2).
Place bracket (2) forwards over the convertible top linkage (risk of damage).
Lift convertible cover (1) with tackstrip (2) on one side and remove from convertible top box.
Fig. 98: Lifting Convertible Cover
Remove cement residue from the brackets (1) between the clamping straps (2) (clean).
Fig. 99: Removing Cement Residue From Brackets
Installation:
Install new convertible cover with tackstrip in the convertible top box (2-man operation).
Slide clamping belt loops on left/right sides over the brackets.
Screw down bracket on left/right joints, installing screws with screw locking varnish.
Rivet left/right clamping belts on brackets (hole pattern in clamping belt is specified).
Place cover over convertible top linkage.
Fit blind rivet with washer to left/right sides of convertible cover/B-pillar bracket.
Fit rivet from outside => convertible cover, bracket, washer.

Fig. 100: Fitting Blind Rivet With Washer
NOTE: If necessary, replace the damaged gasket under the tackstrip.
Screw down tackstrip in convertible top box (operation is described in):
Removing and installing complete convertible top (Z3 roadster), refer to 54 31 010 REMOVING AND
INSTALLING COMPLETE CONVERTIBLE TOP (Z3 ROADSTER, M ROADSTER) .
Install clamping cables with brackets (to screw down, windshield bracket should be vertical).
Attach convertible cover on left/right sides to B-pillar bracket.
Install screw in top left/right on the convertible top/B-pillar bracket.
Stow convertible top in its box.

Install side cover mount on windshield brackets at left/right sides.
Fig. 101: Installing Side Cover Mount On Windshield Brackets

Remove protective paper from double-sided adhesive tape, move convertible cover over front of windshield
bracket and secure (position is specified by hole pattern).
Screw down frame rail on windshield bracket.
Screw down left/right frame rails on convertible top gasket.
Fit left/right frame rails for the convertible top gasket.
CAUTION: The washers are refitted in the same location as noted during
disassembly.
Close and lock soft top.
Cement convertible tabs to the brackets.
Clip tensioning rail onto the brackets.
Fit convertible top gaskets to each side.
Fit edge protector on B-pillar/side panel.
NOTE: The dimensions and tolerances for the convertible top linkage and cover are
designed in such a way that no tension correction is required. For an initial
period after assembly, new convertible tops are always rather "tight". If the
vehicle is parked for an extended period (e.g. over night) with the convertible
top closed, the convertible top "settles" and the closing forces return to normal.
CAUTION: If the convertible top is too tense, the locking forces rise and the
convertible top also adopts the properties of a "drum". The wind forces
exerted on the vehicle while in motion and the action of raindrops "beat
down" in a drum-like fashion on the top and substantially impair interior
acoustics. On the other hand, if the convertible top is not tense enough, "it
droops" and, at higher roadspeeds, it starts to make a "banging noise".
54 31 030 REMOVING AND INSTALLING/REPLACING ROOF LINER IN CONVERTIBLE TOP (Z3

ROADSTER)
Unfasten screws (1).
Remove securing rail (2) from plastic retainer.
Installation:
Edges of securing rail (2) must be located under convertible top seal (window guide).
Pull convertible top seal (1) out of securing rail.

Fig. 103: Pulling Convertible Top Seal
NOTE: Before releasing screws (1), make a note of the number of shims (2) (if fitted)
since they must be reinstalled in the same positions (wind noises, leaks).
Remove screws (1 and 2). Remove securing rail of convertible top seal.
Installation:
Mark screw positions so that the securing rail can be installed in the same position.
NOTE: Do not release the screw for the closure base plate, otherwise the setting will be
altered.
Release screws (1) on plastic retainer (2) and fold out lug (3).
NOTE: Securing rail is disassembled.

Fig. 106: Removing Screws On Plastic Retainer
Detach cover from adhesive fastening on plastic retainer.
Raise convertible top out of convertible top compartment.
Installation:
Stick on cover with double-sided adhesive tape, e.g. Tesafix 4965, to plastic retainer at front.
Fig. 107: Raising Convertible Top
Drill out rivets (1) on B-pillar mounting.
Drill out rubber band mounting (2).
NOTE: Drill carefully so as not to damage convertible top cover.
Installation:
Only steel rivets (1) may be used.

Fig. 108: Drilling Out Rivets
Drill out rivets (1) and (2) from plastic deflector (3) on left/right.
Installation:
Rivet down spring part of mount on front rivet (1) under plastic deflector.
Only steel rivets (1 + 2) may be used.

Fig. 109: Drilling Out Rivets
Release expansion rivets (1) on rear retainer (convertible top frame).
NOTE: Roof liner must not be damaged.

Fig. 110: Releasing Expansion Rivets
Installation:
Replace expansion rivets.
Insert expansion rivet for locating hole (1) first.
Locating hole (1) = round hole in wire bracket = 3rd hole from right
Fig. 111: Locating Holes
Mark side position of shell crossrail (1).
Drill out any locating rivets if necessary.
Unclip shell crossrail.
Installation:
Align shell crossrail on marking so that roof liner does not have any folds.
Only steel rivets may be used.

Fig. 112: Marking Side Position Of Shell Crossrail
Mark side position of shell crossrail (1), then unclip.
Installation:
Align shell crossrail on marking so that roof liner does not have any folds.
Fig. 113: Marking Side Position Of Shell Crossrail
Release screw (1) of spacer on left/right.
NOTE: A mount can also be riveted down instead of a spacer.

Drill out rivets (1) on cowl on left/right.
Release screws (2) on center of cowl.

Pull out roof liner towards rear.
Installation:
Only aluminum rivets (1) may be used.
54 31 055 REMOVING AND INSTALLING / REPLACING GAS SPRING STRUT ON CONVERTIBLE

TOP (Z3 ROADSTER, M ROADSTER)
Removing and installing rear left lower section of side trim, refer to 51 43 015 REMOVING AND
INSTALLING / REPLACING REAR LEFT OR RIGHT LOWER SECTION OF SIDE TRIM (Z3
ROADSTER, M ROADSTER) .
Pry out gas spring strut at top with special tool 00 9 319.
Fig. 116: Prying Out Gas Spring Strut
Pry out gas spring strut (1) at bottom with special tool 00 9 319 and remove from the vehicle.
MOTOR OPERATED CONVERTIBLE TOP

54 34... NOTES ON EH CONVERTIBLE TOP (Z3 ROADSTER, M ROADSTER)
NOTE: All door windows must be lowered slightly.
Important!
Ensure absolute cleanliness when working on the hydraulic system while opened as even the smallest dirt
particles can cause malfunctions in the hydraulic system.
Function Description (Open/Close):
Actuation of convertible top is only possible:

 With vehicle stopped.
 From ignition lock position "R" (radio setting).
 With brake pedal depressed.
 With convertible top unlocked (by hand) and raised over dead center (open).
 With tonneau cover removed (close).
 While control switch in instrument panel is pressed.
Fig. 118: Locating Actuation Of Convertible Top

Emergency Actuation Of Convertible Top:
Remove luggage compartment trim on left. Refer to 51 47 151 REMOVING AND

INSTALLING/REPLACING LEFT TRUNK WHEEL HOUSING TRIM (Z3 ROADSTER, M
ROADSTER) .
Older Hydraulic Unit:

Open emergency valve (1) counterclockwise by a half turn (system is depressurized).
Convertible top can now be closed and opened by hand.
Fig. 119: Locating Emergency Valve

Newer Hydraulic Unit:
Open emergency valve (1) counterclockwise by a half turn (system is depressurized).
Convertible top can now be closed and opened by hand.

Fig. 120: Locating Emergency Valve
Checking Fluid Level In Hydraulic Unit:
 Remove luggage compartment trim on left. Refer to 51 47 151 REMOVING AND

ROADSTER) .
 Open convertible top (motor-driven) once and close again to bleed the system.
 Convertible top must be closed.
Older hydraulic unit:
Fluid level must be in range of marking (1) on hydraulic unit (2).

Fig. 121: Identifying Fluid Level
Newer Hydraulic Unit:
Fluid level must be in range of marking (1) on hydraulic unit (2).

Fig. 122: Identifying Fluid Level
Topping Up Fluid In Hydraulic Unit:
 Remove luggage compartment trim on left. Refer to 51 47 151 REMOVING AND

ROADSTER) .
 Open convertible top (motor-driven) once and close again to bleed the system.
 Convertible top must be closed.
 Open emergency valve counterclockwise by a half turn (system is depressurized).
Installation:
 Replace oil filler plug and seal.
Tightening torque: 11 Nm.

 Check fluid level after filling (see work step further above).
Older Hydraulic Unit:
 Undo oil filler plug (2). Replenish as much hydraulic fluid until it lies in area of marking (3)
 Close emergency valve (1).
Fig. 123: Removing Oil Filler Plug

New Hydraulic Unit:
 Partially remove hydraulic unit. Refer to 54 34 005 REMOVING AND INSTALLING/REPLACING

HYDRAULIC UNIT FOR CONVERTIBLE TOP DRIVE UNIT (Z3 ROADSTER, M
ROADSTER) .
 Turn hydraulic unit so that oil filler plug (1) points upwards.
 Undo oil filler plug (1).
Fig. 124: Locating Oil Filler Plug
 Replenish hydraulic fluid until it lies in area of marking (2).

 Position hydraulic unit in mounting and check fluid level, install if necessary.
 Close emergency valve (3).
Extended Storage Of Hydraulic Components:
If the hydraulic unit is replaced or remains removed for an extended period, the bores on the hydraulic unit and
the hose connections for hydraulic cylinder must be sealed off.
54 34 005 REMOVING AND INSTALLING/REPLACING HYDRAULIC UNIT FOR CONVERTIBLE

TOP DRIVE UNIT (Z3 ROADSTER, M ROADSTER)
NOTE: Observe notes on EH convertible top. Refer to 54 34... NOTES ON EH

CONVERTIBLE TOP (Z3 ROADSTER, M ROADSTER) .
Necessary Preliminary Tasks:
 Remove luggage compartment trim on left. Refer to 51 47 151 REMOVING AND

ROADSTER) .
 Open emergency valve (system is depressurized). Refer to 54 34... NOTES ON EH CONVERTIBLE
TOP (Z3 ROADSTER, M ROADSTER) .
 Lay an absorbent protective cover on the trunk floor next to the hydraulic control unit (danger of
becoming dirty from oil running out).
NOTE: There are 2 different hydraulic units. The unit illustrated is the newer one. It was
introduced at the beginning of 1999. In the event of replacement, this new unit
can be installed.
Components:
1. Plug.
2. Nut for cable (tightening torque: 11 Nm.).
3. Cable.
4. Nut for mounting bracket (tightening torque: 11 Nm.).
5. Hydraulic unit with marking for fluid level.
6. Relay with holder.
7. Emergency valve.
8. Oil filler plug (tightening torque: 11 Nm.).
Fig. 125: Identifying Hydraulic Unit Components
As Both Hydraulic Units Are Very Similar, The Following Text Describes Removal Of The Older Unit:
 Disconnect plug (1).

 Release nut (2) and detach cable (3).
 Release nut (4).
 Unscrew hydraulic unit (5) inwards and set down on protective cover.
Installation:

Fig. 126: Removing Procedure Hydraulic Units
Press down lock (1) and detach relay holder (2).

Fig. 127: Pressing Down Lock
NOTE: Have a cloth ready to wipe away escaping oil.
If necessary, press relay holder to one side slightly.
Release banjo bolts (1) and (2) and remove lines.

Fig. 128: Releasing Banjo Bolts
Installation:
 Hose with red hose lettering (3) on hydraulic unit connection "red".
 Hose with blue hose lettering (4) on hydraulic unit connection "blue".
 Tightening torque: 11 Nm.
NOTE: If hydraulic components are to be stored for an extended period, seal off bores
on hydraulic unit and hose connections for hydraulic cylinder.
Installation:
Always fit new banjo bolts (1) and seals (2 and 4).
Fig. 129: Fitting New Banjo Bolts And Seals
Banjo bolts (1) on hydraulic unit have a nozzle.
1. Banjo bolt.
2. Upper seal (thin).
3. Hose connection.
4. Lower seal (thick).
Important!
Check fluid level, top up if necessary. Refer to 54 34... NOTES ON EH CONVERTIBLE TOP (Z3
ROADSTER, M ROADSTER) .
Seal Off Lines And Line Connections:
Plug Connections On Hydraulic Control Unit:

Use the plugs (1) from the "Banjo bolts for hydraulic unit" set and the old seals for this purpose.
Fig. 130: Locating Plug Banjo Bolts

Plug hose connections for hydraulic cylinder:
Use the plugs (1) and cap nuts (2) from the "Banjo bolts for hydraulic unit" set and the old seals for this
purpose.
Fig. 131: Identifying Plug And Cap Banjo Bolts
ROLLOVER BAR, FIXED

54 61 ... REMOVING AND INSTALLING / REPLACING BRACKET FOR LEFT OR RIGHT
ROLLOVER PROTECTION BAR (Z3 ROADSTER, M ROADSTER)
Removing and installing rear left or right lower section of side trim, refer to 51 43 015 REMOVING AND
INSTALLING / REPLACING .
Version with Harman-Kardon Hi-Fi system:
Unfasten screws (1) and remove bracket (2).

Fig. 132: Removing Screws Bracket
Replace screws (3).
Unfasten clip (1).

Fig. 133: Removing Clip
Unfasten nuts (1).
Tightening torque, 10 Nm.
Unfasten screws (2).
Remove bracket (3) for rollover protection bar.

Fig. 134: Removing Nuts
54 61 001 REMOVING AND INSTALLING / REPLACING LEFT OR RIGHT ROLLOVER

PROTECTION BAR (Z3 ROADSTER, M ROADSTER)
Convertible top open and hardtop not fitted.
Version without "Harman-Kardon" Hi-Fi system:
Unlock cover (1) and open.
Unclip cover (2) with long screwdriver through opening (3) for seat belt.
Unclip cover (4).

Fig. 135: Unclipping Cover
Installation:
The retaining lugs (2) of the cover (1) may not be damaged.
Fig. 136: Installing Retaining Lugs
Loosen screws (1) by 10 mm and pull out roll bar (2) upward.
Installation:
While tightening the screws (1) the roll bar (2) must be pressed down, as otherwise the mounting holes will be
damaged.

Fig. 137: Loosening Screws
Installation:
The holes (1) of the roll bar (2) may not be damaged.
Fig. 138: Identifying Holes Of Roll Bar
Version with "Harman-Kardon" Hi-Fi system:
Removing and installing loudspeaker box, refer to 65 13 300 REMOVING AND

INSTALLING/REPLACING COMPLETE SUBWOOFER SPEAKER FOR TOP HI-FI SYSTEM (Z3
ROADSTER, M ROADSTER HARMANN KARDON) .
Unclip cover (1) with long screwdriver through opening for seat belt.
Fig. 139: Removing Cover
Installation:
The retaining lugs (2) of the cover (1) may not be damaged.
Fig. 140: Installing Retaining Lugs
Loosen screws (1) by 10 mm and pull out roll bar (2) upward.
Fig. 141: Loosening Screws
Installation:
The holes (1) of the roll bar (2) may not be damaged.
Fig. 142: Identifying Holes Of Roll Bar
Installation:
While tightening the screws (1), the roll bar (2) must be pressed down, as otherwise the mounting holes will be
damaged.

Fig. 143: Installing Screws Roll Bar
OPERATING FLUIDS
Operating Fluids - Body Equipment - All Models
1.0 ADHESIVES/SEALANTS FOR GLASS

Sikaflex 255 Adhesive is a single component polyurethane with a minimum curing time of 4 hours at 72°F/22°
C and 38% relative humidity.
The windshield or rear window must be installed within 10 minutes of applying the adhesive or a skin will form
on the adhesive's surface and reduce the adhesive effectiveness.
Sikaflex 255, BMW Part No. 81 22 9 407 497 Cold Kit, or
Sika Ultrafast, BMW Part No. 83 19 9 407 714 in conjunction with Heater, BMW Part No. 83 19 9 407 820.
2.0 OTHER FLUIDS

Cleaning E53 black glossy exterior ornamental trim please use Meguiar's Mirror Glaze Number 9 Professional
Swirl Remover 2.0
Glass treatment, all models: Aquapel(R) Glass Treatment, BMW Part No. 83 19 9 408 523.
3.0 CONTACT CEMENT

A powerful adhesive for leather and leatherette, rubber moldings, felt linings, insulating materials, convertible
top adhesive, etc. (former BMW Part No. 81 22 9 407 524)
3M 1357High Performance Contact Adhesive
4.0 INSTANT ADHESIVE FOR RUBBER, METAL AND PLASTIC SURFACES.

Applications: Rubber profiles on windows, doors, bumpers (soft and hard rubber), seals, inner covers, buttons
and controls (plastic/plastic, plastic/steel), circuit elements (electronics), rear lights, turn indicators, ornamental
strips and moldings.
(Former BMW Part No. 81 22 9 407 143)
ALTERNATE ADHESIVE PART NUMBERS

3M Part No. 8155
Loctite Part No. 49450
5.0 LOCTITE 380

Black cyanacrylate adhesive for joining metals, but also rubber, PVC etc.
Particularly recommended for attaching rubber door seals on the BMW 5 Series (E34).
(Former BMW Part No. 81 22 9 407 394)
ALTERNATE ADHESIVE PART NUMBERS

3M Part No. 8155
Wurth Part No. 893 4103
6.0 GLASS ADHESIVE

BMW Part No. 81 22 9 407 497.
7.0 PREMIUM LEATHER CARE KIT

BMW Part No. 81 11 024 455.

OPERATING FLUIDS
Operating Fluids - Sunroof And Convertible Top - All Models
1.0 CONVERTIBLE TOP MATERIAL

Cleaning Kit consists of three fluids for periodic maintenance of the top's outer surface:
 Car Shampoo
For cleaning the entire convertible top. Add 2 to 3 capfuls of shampoo to 2.5 gallons of water. Rinse with
clean water.
 Glass Cleaner
Cleans the plastic rear window as well as the vehicle's glass windows. Spray on, wipe off with dry cloth.
 Impregnating Spray
After cleaning the top, apply this spray over a large area about 12 inches from the surface to seal the top
against possible leaks.
Convertible Top Cleaning Kit
BMW Part No. 83 12 9 407 806
Impregnating Spray
BMW Part No. 83 12 9 407 802
2.0 CONVERTIBLE TOP REAR (PLASTIC) WINDOW

REAR WINDOW CLEANER
Meguiar's Mirror Glaze Professional Plastic Cleaner #17 removes hairline scratches on the surface.
BMW Part No. 82 14 1 467 128.
REAR WINDOW POLISH
Meguiar's Mirror Glaze Professional Plastic Polish #10 restores and maintains clarity, leaves surface static-free.
BMW Part No. 82 14 1 467 129
CONTACT CEMENT
Attaching soft top material to zip-out rear window trim plastic channel on E30 and E36 convertibles. (former
BMW Part No. 81 22 9 407 524)
3M 1357 High Performance Contact Adhesive
See S.I. Bulletin B 54 01 93 (3754).
3.0 CONVERTIBLE TOP STORAGE LID ADHESIVE

E30 and E36 Convertible top storage lid covering adhesive
3M(tm) Super Trim Adhesive Yellow Part No. 08090
See S.I. Bulletins B 41 02 94 and B 41 01 91 for further information.
4.0 CONVERTIBLE TOP SEALING FRAME ADHESIVE

E36 Z3 Sealing Frame Adhesive
One roll of Bostik 3/4" x 1/8" Butyl Tape, available in cases of 12 rolls from Springfield Paper Specialties,
phone number 215-643 2800, fax number 215-643-0639. Refer to Parts Bulletin B 54 03 98 for ordering
information.
5.0 CONVERTIBLE TOP HYDRAULIC FLUID

HYDRAULIC FLUID CHART
Model BMW Part Number
E36/7 54 34 8 410 306
E46 54 34 7 117 733
E52 54 34 8 234 324
E85 54 34 7 117 733
E64 54 34 7 717 733
6.0 SUNROOF
CASSETTE LUBRICANT
CASSETTE LUBRICANT SPECIFICATION

Wurth Glide Grease Part No. 0893898
LOCTITE 380
5 Series Touring double panel sunroof repairs. (former BMW Part No. 81 22 9 407 394)
SEALANT SPECIFICATION
3M Part No. 8155
Wurth Part No. 893 4103
ACCESSORIES & EQUIPMENT
Power Convertible Top - 3-Series
DESCRIPTION
NOTE: Refer to illustration captions to identify components and procedures.
NOTE: Procedure numbers listed in parenthesis after section titles are referenced from
tables and test charts.
CONVERTIBLE TOP
Fig. 1: Identifying Convertible Top Components

Fig. 2: Convertible Top Operation
Fig. 3: Semi-Automatic Turn Lock Fastener
Fig. 4: Component Locations
ELECTRO MECHANICAL (EM) CONVERTIBLE TOPS
Operation
The Automatic EM convertible top was introduced as a "Semi" Automatic in the 1994 model year. The top was
upgraded to a fully automatic top in 1997. Except for a few additional components and an additional function
on fully automatic version, both systems function the same. Systems are described simultaneously and
highlighted as required where differences occur.
 A concealed top lock motor with twin (left/right) lock drive mechanisms on the forward edge of top for
automatically locking and unlocking top to windshield frame.
 Comfort close feature which is activated from driver's or passenger's door position. Holding key in lock
position automatically closes and locks top and windows from outside.
 Automatic full raising of all four windows once top is up and fully locked to windshield frame.
VERSIONS EXCEPT Z3
 Electrical interlock of trunk lid when top storage cover is unlocked or open.
 Automatic partial lowering of four side windows when lowering or raising top.
 Automatic full raising of all four windows once top is stored in storage compartment.
 Fully diagnosable EM Top Control Module.
 A textile, crease-free interior liner clipped to top frame.
 Emergency release handle inside passenger compartment, for manually raising top with an electrical
failure.
 A removable (zipper) Green tinted plastic rear window.
 Soft top material of 3-ply with 40% cotton fabric lining and 100% Arcyl outer skin.
Z3 CONVERTIBLE TOP
This convertible top design is a single retractable mechanism that folds into a storage well behind the seats.
When stowed, top is covered by a clip-on vinyl top cover. The top is rigidly connected at rear which eliminates
need for a tension bow as used on E36 top design. The top is latched to windshield frame with catches on left
and right sides.
The Z3 was introduced in 1996 model year with a manual variant convertible top. Starting with 4/97
production, manual top was fitted with an additional gas spring strut to assist drivers while raising or lowering
top. For 1998 model year, an optional Electro-Hydraulic variant also became available. Regardless of mode of
automation, mechanical pivot points and movement while raising or lowering are same for both variations.
Fig. 5: Z3 Convertible Top Components
COMPONENT IDENTIFICATION
Top Cover
Fig. 6: Identifying Top Cover Components (1 Of 2)
Fig. 7: Identifying Top Cover Components (2 Of 2)
Control Module
Fig. 8: Identifying Control Module Location
Top Switch
Fig. 9: Identifying Top Switch Location

Motors
Fig. 10: Identifying Drive Motor Components & Locations
Top Drive Linkage/Thrust Rods
Fig. 11: Identifying Linkage/Thrust Rod Components

Top Cover Latches/Drive Linkage

Fig. 12: Identifying Latch/Drive Linkage Components
Microswitches
Fig. 13: Microswitch Operation (1 Of 2)
Fig. 14: Microswitch Operation (2 Of 2)
Z3 Hydraulic Top
System components include the following:
 Electric motor/pump with reservoir and relays.

 Hydraulic tubing.
 Hydraulic cylinder with piston.
 "Off tension" microswitch.
 Console mounted switch.
Located in driver's side "B" pillar, hydraulic piston connects to body by a clip and top frame by a ball pin. The
electric motor/hydraulic pump assembly is in the left rear corner of the trunk. The hydraulic tubing runs through
an opening in trunk bulkhead to hydraulic piston. The "see through" reservoir of pump has "min/max" fill lines
which allows quick visual confirmation of system fluid level.
Fig. 15: Z3 Hydraulic Top Components
Emergency Valve
Hydraulic unit is equipped with an Emergency Valve located on its top surface. If top can not be operated due
to an electrical or hydraulic fault, valve is unscrewed 1/2 turn allowing top to be raised manually.
OPERATION
NOTE: The following prerequisites must be met for top to function:
 Trunk Lid Closed - Electrical interlock of trunk and top. Due to design of top storage cover and trunk lid,
damage to cover or lid would occur if both were open at same time.
 Ignition Key Switched On KLR - Preferably engine running to prevent unnecessary battery drain.
 Roll Over Bars Retracted (If Equipped) - Bars interfere with top operation as it is lowering into storage
compartment.
LOWERING THE TOP
Semi Automatic Top Only
Unlock top with turn lock fastener and push top over tension point. Microswitch S4 must close for top to
operate. Press and hold top switch.
Fully Automatic Top Only
Press and hold top switch. All side windows lower automatically regardless of their position, by a signal from
top module to General module (ZKE IV).
1. The top lock motor is powered in unlock direction. The left and right side locks are mechanically released
via drive cables. Microswitch S7 opens indicating top is unlatched from windshield frame.
2. Once locks are completely released, top lock motor continues to run lifting front bow above tension point
via tension rods. As front bow passes tension point, microswitch S8 closes. The top lock motor switches
off and top motor is switched on.
Fig. 16: Identifying Switch Circuits
TOP BAR RAISED
At same time windows are lowering, top drive motor is switched on and tension bar is raised to a vertical
position. The drive lever of top linkage rotates counter-clockwise to push tension bar to a raised position. The
control module recognizes raising of tension bar by closed contacts of microswitch S1 in motor assembly.
When tension bar has raised to full vertical position microswitch S2 closes and motor is switched off.
STORAGE COVER OPENED
The top storage cover motor is switched on and turns counter-clockwise. This action releases locks of cover via
bowden cables. The locks are forced out of clamps by spring pressure. The drive linkage continues to push
cover to a raised position. A hall sensor integrated in cover motor provides status of storage lid movement and
position to CVM. The motor is switched off when it reaches the end of its predetermined travel. Microswitch S2
also closes the moment storage cover is released from its locked position. The signal is provided HM to prevent
trunk from opening.
TOP ASSEMBLY LOWERED
The top motor turns clockwise immediately opening microswitches S1 and S2. It pulls top into storage
compartment. The tension bar drive linkage is mechanically released from top drive as motor continues to run.
Once top is completely lowered. microswitch S3 closes signalling control module to switch motor off.
STORAGE COVER CLOSED
The storage cover motor is switched on and drive linkage pulls cover down. As locking clamps grab onto cover
locks, linkage engages bowden cables and cover is locked closed. The CVM monitors storage lid position via
hall effect sensor signal. When fully closed position is detected, top cover motor is switched off.
WINDOW RAISING
If top switch is held down after top storage cover is closed, windows will automatically close. The EM top
module signals ZKE to close windows. Once top switch is released window operation is terminated.
Fig. 17: Fully Automatic Top Microswitch Logic Chart

Fig. 18: Semi-Automatic Top Microswitch Logic Chart
RAISING THE TOP
The procedure for raising the top follows same pattern as lowering. Press and hold top switch:
 The windows are automatically lowered. The top storage cover opens. The top is raised out of storage
compartment.
 The top storage cover is closed and locked. The tension bar is lowered. Microswitch S1 signals lowered
position of tension bar.
Fully Automatic Top
The top lock motor is activated, microswitch S8 opens. The motor is switched off the moment microswitch S7
closes. The top is fully raised and locked to windshield frame.
Semi-Automatic Top
Pull top over tension point and lock it to windshield frame. The automatic closing of windows on raising top is
not functional due to lack of anti-trap feature during this function.
EMERGENCY OPERATION
In event of electrical failure, top can be raised manually. The procedure is as follows: see Fig. 19.
NOTE: The top can not be lowered again until electrical power is restored to system.
This is due to the fact that top storage cover can not be locked until power is
restored.
Fig. 19: Emergency Operation Procedure

Re-Connecting Drive Motors
Due to interlock of trunk lid and unlocked top storage cover, the following procedure must be followed to
reconnect top drive motors, to restore electrical operation:
 Lower all side windows with central switch. Unlock top from windshield frame, raise it over tension point
and open storage cover.
 Lower top into storage compartment and close storage cover. Disconnect fuse #7 in front power
distribution box (this will override forced locking of trunk).
 Open trunk lid and remove trim cover from left side of trunk. Reconnect motors with gear drives. The
actuating rods can be moved slightly to allow gear teeth to engage.
 Close trunk lid and reinstall fuse #7. The EM top system must now be initialized to restore normal
operation.
INITIALIZATION (PROCEDURE 54 34 002)

Initialization of system is required for CVM to learn end limits of top storage cover. The CVM counts pulses
from integrated hall sensor in cover motor to determine cover position.
An initialization run occurs automatically after every eighth operation of the top. This ensures that hall sensor
counting circuit is not adversely affected by any backlash or elasticity of top cover drive mechanism.
The hall sensor counter reading is stored in a NV RAM, however it is possible for this data to be incorrect or
out of sync for the following conditions: Power supply interrupted while top is in operation or electrical failures
that require manual closing of the top.
Ensure the following INITIALIZATION procedure is used:
1. The top must be placed in storage compartment.

 Motors engaged with drives.
 Top storage cover closed.
2. Ignition key switched off. Press and hold top switch in lowering direction.
3. Switch ignition on (KLR). After approximately 10 seconds top storage cover will start to close and lock.
At this point release top switch. The initialization procedure will continue running. The procedure is
complete approximately .5 second after top storage cover is closed and locked.
NOTE: The initialization procedure can be interrupted by switching the ignition

off.
Z3 CONVERTIBLE TOP
 Top operation is dependent on a stationary vehicle with brake pedal depressed. Unlock top at windshield
frame and raise past tension point (microswitch closes).
 With windows lowered, press top switch in console panel. The switch provides a ground for control
circuit of either up or down relay. Power is provided through brake light switch circuit when brake pedal
is depressed.
 The activated relay provides operating power to pump motor which is grounded through other relays, not
active contacts. Release switch once top is at end of travel. Motor reversal is achieved when switch is
pressed in opposite direction, activating other relay.
Fig. 20: Z3 Convertible Top Circuits
ADJUSTMENTS
CONVERTIBLE TOP LID LOCKS (PROCEDURE 54 25 005)
NOTE: Convertible top compartment cover and gaskets must be correctly installed and
adjusted. Ensure convertible top lock are in block position and adjust Bowden
cables if necessary.
Fig. 21: Adjustment Procedure For Convertible Top Lid Locks (1 Of 2)
Fig. 22: Adjustment Procedure For Convertible Top Lid Locks (2 Of 2)
CONVERTIBLE TOP LID BOWDEN CABLES (PROCEDURE 54 25 008)

Fig. 23: Adjusting Convertible Top Lid Bowden Cables (1 Of 2)
Fig. 24: Adjusting Convertible Top Lid Bowden Cables (2 Of 2)
CONVERTIBLE TOP LID ELECTRIC DRIVE (PROCEDURE 54 25 001)
NOTE: Remove left luggage compartment trim. Ensure soft top lid is correctly installed
and adjusted, drive units not disconnected.
Fig. 25: Adjustment Procedure - Electric Drive/Convertible Top Lid (1 Of 3)
SOFT TOP LID COMPARTMENT COVER LOCK (PROCEDURE 51 25 029)
NOTE: Soft top compartment cover and gaskets must be correctly installed and
adjusted.
Fig. 28: Adjustment Procedure - Left Or Right Soft Top Cover Lock (1 Of 2)
Fig. 29: Adjustment Procedure - Left Or Right Soft Top Cover Lock (2 Of 2)
TROUBLE SHOOTING
NOTE: See MICROSWITCH IDENTIFICATION table.
MICROSWITCH IDENTIFICATION
Application Identification
Convertible Top Actuator Switch S143
Convertible Top Position Micro Switch S1, S2 (S165)
Convertible Top End Position Micro Switch S4 (S164)
Rear Window Blower Micro Switch S3 (S196)
Windscreen Cowl Panel Lock Micro Switch (1996-97) S7, S8 (S231)
MICROSWITCH OPERATION (FULLY AUTOMATIC)

Fig. 30: Open EM-Convertible Top (Fully Automatic) (1 Of 2)
Fig. 31: Close EM Convertible Top (Fully Automatic) (2 Of 2)
Fig. 32: Open EM Convertible Top (Semi-Automatic) (1 Of 2)
Fig. 33: Close EM Convertible Top (Semi-Automatic) (2 Of 2)
TRUNK LID/CONVERTIBLE TOP ELECTRIC MOTOR (FULLY AUTOMATIC)

Fig. 34: Trunk Lid/Convertible Top, EM (Fully Automatic) (1 Of 2)
Fig. 35: Trunk Lid/Convertible Top, EM (Fully Automatic) (2 Of 2)
TRUNK LID/EM-COVER ELECTRIC MOTOR (SEMI-AUTOMATIC)

Fig. 36: Trunk Lid/EM Cover (Semi-Automatic)
CONTROL MODULE
 Faults that occur during operation of top are stored in CVM. They are accessed with DIS Tester or
MoDiC. For possible fault codes stored in CVM, see Fig. 37.
Fig. 37: Control Module Fault Code Definitions
 Diagnostic requests (status) and component activation function provides quick diagnostic checks of signal
status and output function of components. Always verify control module identification against tester
display screen when testing or troubleshooting EM top system.
 Always check any associated or inter-connected systems when troubleshooting EM top problems (i.e.:
ZKE IV). Check coding data to ensure control module is coded correctly for specific top system in
vehicle. Always use latest software available to test and troubleshoot system.
Fig. 38: Automatic EM Top Control Module Flow Chart
TEST PROCEDURES
DC Voltage
 At X13145, disconnect and access ground (pin 6) and hall sensor supply voltage (pin 3) = battery voltage.
 Re-connect plug and check hall sensor signal (pin 2), activate convertible top, with storage lid in motion
= 5.0 volts. Tap switch to display high/low signal: High = 10.0 volts; Low = 0 volts.
Voltage Frequency
 With storage compartment lid moving in either direction, pin 2 = 70 Hz (voltage frequency).
Fig. 39: Convertible Top Storage Lid Position Hall Sensor Test

ACTUATING LEVER (PROCEDURE 51 25 010)
Fig. 40: Replacement Procedure - Actuating Lever

CONVERTIBLE TOP BOWDEN CABLE

Fig. 41: Removal & Installation - Convertible Top Bowden Cable (1 Of 2)
Fig. 42: Removal & Installation - Convertible Top Bowden Cable (2 Of 2)

CONVERTIBLE TOP COVER LOCK (PROCEDURE 51 25 023)
Fig. 43: Removal & Installation - Convertible Top Cover Lock (1 Of 3)


CONVERTIBLE TOP COVER GAS STRUTS
NOTE: Remove soft top compartment cover. Lift soft top out of soft top compartment.
Fig. 46: Removal & Installation - Convertible Top Gas Struts

CONVERTIBLE TOP LID DRIVE UNIT

Fig. 47: Removal & Installation - Convertible Top Lid Drive Unit (1 Of 2)
Fig. 48: Removal & Installation - Convertible Top Lid Drive Unit (2 Of 2)
CONVERTIBLE LID ACTUATOR DRIVE SWITCH (PROCEDURE 51 26 050)
Fig. 49: Removal & Installation - Convertible Lid Actuator Drive Switch (1 Of 2)
Fig. 50: Removal & Installation - Convertible Lid Actuator Drive Switch (2 Of 2)
CONVERTIBLE TOP FULLY RAISED - MICROSWITCH

Fig. 51: Microswitch S3 & S4 Locations (Top Closed)
NOTE: Soft top linkage is in "fully raised position". This switch prevents actuation of
soft top while soft top is closed.
Fig. 52: Replacing Microswitches S3 & S4

CONVERTIBLE TOP IN COMPARTMENT - MICROSWITCH

Fig. 53: Identifying Microswitch S3 With Top In Compartment
NOTE: Convertible top is not closed until it receives a signal from microswitch S3. In
addition, rear windscreen fan is switched off once soft top in convertible top
compartment.
Fig. 54: Removal & Installation - Microswitch S3 Assembly
CONVERTIBLE TOP LOCKED DOWN - MICROSWITCH

Fig. 55: Microswitches S7 & S8 (Top Locked Down) (1 Of 2)
Fig. 56: Microswitches S7 & S8 (Top Locked Down) (2 Of 2)
CONVERTIBLE TOP LOCKS

Fig. 57: Removal & Installation - Convertible Top Locks (1 Of 2)
Fig. 58: Removal & Installation - Convertible Top Locks (2 Of 2)
CONVERTIBLE TOP ROLLOVER SENSOR
CAUTION: Before disassembling control module, terminal R must have been

switched off for at least 1 minute.
Fig. 59: Removal & Installation - Rollover Sensor
CONVERTIBLE TOP MODULE (CVM)

Fig. 60: Removal & Installation - Soft Top Module
TRUNK LID BOWDEN CABLE

Fig. 61: Removal & Installation - Trunk Lid Bowden Cable (1 Of 2)
Fig. 62: Removal & Installation - Trunk Lid Bowden Cable (2 Of 2)
WIRING DIAGRAMS
NOTE: For wiring diagrams, see appropriate SYSTEM WIRING DIAGRAMS article in
WIRING DIAGRAMS.
Anti-Lock Brakes - Overview - 3-Series, 5-Series, 7-Series
FUNDAMENTALS OF ABS
PURPOSE OF SYSTEM
Anti-Lock Brake System Theory
The ability to slow or stop a vehicle depends upon the braking forces applied to the wheels and the frictional
contact that exists between the tires and the road surface. Very low frictional forces exist when the tire is locked
(or skidding). A locked tire also causes a loss or the lateral locating forces that effect directional control of the
vehicle. The result of a locked tire (or tires) is the loss of steering control and stability. The major forces that
affect how easy a tire will lock include:
 The braking force applied from the vehicles braking system.

 Environmental factors - rain - ice - snow - etc.
 Type and condition of the road surface.
 Condition of the tires (tread and design).
The anti-lock braking system is designed to allow the maximum amount of braking force to be applied to the
wheels without allowing the wheels to lock or skid. The advantages that ABS provides includes:
 Driving stability - by maintaining the lateral locating forces between the tires and the road surface
 Steerability - allowing the driver to continue to steer the vehicle while stopping (even during panic stops)
or accident avoidance maneuvers.
 Provides optimum braking distances - the rolling wheels transfer higher frictional forces to slow the
vehicle.
Brake Regulation
In order to prevent the wheels from locking during braking, yet provide the optimum braking force for
maximum braking efficiency, the ABS braking system must:
 Have the ability to monitor the wheel rotation rates

 Be able to regulate the braking forces applied to the wheels.
The ABS system carries out these functions with an electronic control system. The components of the ABS
system include:
 The electronic control module

 The wheel speed sensors
 The brake hydraulic unit
 The brake master cylinder
The four wheel speed sensors are used as inputs to the control module. The module uses these signals to
determine wheel speed, wheel acceleration and deceleration. ABS controlled braking starts when the module
detects that one or more wheels are about to lock.
Once activated, the ABS control module pulses the brakes on the affected wheel rapidly (2-15 times a second).
This allows the vehicle to be slowed down while still maintaining steerability and directional stability.
The ABS pulses the brakes through solenoids mounted in the hydraulic unit. The solenoids regulate the pressure
to the affected wheel through three phases of control:
 Pressure Hold
 Pressure Drop
 Pressure Build
Fig. 1: Identifying ABS System Description
Bosch ABS Overview

Fig. 2: Identifying Bosch ABS Overview
Braking Forces
When the brakes are applied, brake force counters the inertia of the moving vehicle. This force is created by the
brake pads acting on the rotors and through the wheel and tire to the roadway. Even in the best of conditions,
some wheel slip occurs. Up to a point this wheel slip is acceptable and in most cases it can even be helpful.
When braking, the transmitted brake force concentrates at the tire "foot print", where the rubber meets the road.
This causes a distortion which, when excessive, promotes wheel slip.
When controlled, the distortion can actually enhance the transmission of brake force. Therefore, the ABS logic
allows wheel slip up to 20-25%. Beyond that the ABS system limits the application of additional brake force.
This allows the transmission of maximum brake force while reducing the stopping distance.
Fig. 3: Identifying Braking Forces
The transmission of braking forces and the retention of Lateral Locating Forces are inverse. That is to say as
braking forces increase the locating forces decrease.
As indicated in the chart, the rolling wheel has a wheel slip value of 0% which provides the best Lateral
Locating Forces.
As the applied brake force increases the locating force decreases. Depending on the prevailing road surface
friction, the optimum transmission of brake force is at the end of the "stable range" with a wheel slip value of
20-25%.
Additional brake force at this point is clearly counter-productive as the additional brake force only increases
wheel slip and reduces Lateral Locating Forces.
Therefore the ABS system limits wheel slip by regulating the application of brake force while providing the
shortest possible stopping distance.
Fig. 4: Identifying Braking And Lateral Locating Forces Graph
Road Surface
Clearly the condition of the roadway and weather conditions are significant influences regarding wheel slip and
the retention of Lateral Locating Forces.
As road surfaces vary and weather conditions impact the tire's ability to maintain good rolling contact, the
function of the ABS remains unchanged. Only the stopping distances increase due to the regulated transmission
of braking force.
Whatever the road surface or weather, the wheel slip will still be limited to 20-25%.
Regardless of the ABS system, good judgement and common sense are still required.
Fig. 5: Identifying Braking Force Coefficient Graph
ABS OPERATION
Normal Braking - "Pressure Build"
The ABS control module constantly monitors and compares the wheel speed sensor signals. When all four
signals are at the same frequency within a small window of tolerance, the ABS system is not active and normal
braking takes place.
Fig. 6: Identifying Normal Braking - "Pressure Build"
The inlet solenoid valves of the hydraulic unit are de-energized. This maintains an open passage from the
master cylinder to the brake calipers.
The outlet solenoids are also de-energized. This maintains a closed outlet of the brake circuit back to the master
cylinder reservoir.
The inactive scenario is equal to a conventional braking system where the driver applies hydraulic pressure
from the brake pedal and the brake calipers react by compressing the brake pads on the rotor.
Pressure Hold
If the control module detects a decrease in the frequency (rate of deceleration) of one or more of the individual
signals it perceives this as possible wheel lock.
The control module energizes the inlet valve for that specific brake circuit. This closes the inlet port and
prevents any additional hydraulic pressure from being exerted on the brake caliper by the driver.
Fig. 7: Identifying Tyre Held Pressure
Pressure Drop
The control module de-energizes the inlet and outlet valves. This returns the brake circuit back to normal
braking and the hydraulic pressure is once again determined by the driver's pedal force.
This sequence continues rapidly until the wheel speed signals are once again acceptable and the contact of the
road and the tire surfaces are restored.
Fig. 8: Identifying Pressure Drop (Return Pump Activation)
When the system is in regulation, the brake pedal could progressively sink to the floor. This would be the result
of bleeding hydraulic pressure during ABS regulation.
The return pump maintains the pressure between the master cylinder and the inlet valve to prevent the pedal
from sinking completely to the floor.
This entire sequence of events happens repeatedly in a split second. The function of the pump is felt in the brake
pedal during ABS regulation.
With the inlet valve closed the pressure on the caliper is stabilized and isolated. The control module energizes
the outlet valve which opens the outlet port and drops the pressure in the isolated portion of the circuit.
The brake fluid flows back to the master cylinder reservoir.

Fig. 9: Identifying Pressure Drop (Brake Fluid Flows Back To Master Cylinder Reservoir)
OVERVIEW OF ABS SYSTEMS
OVERVIEW OF ABS SYSTEMS

Bosch E32 1988 - 1994 (1)
E34 1989 - 1994 (1)
Bosch ABS 5 E32 1994
E32 1995
Teves Mark IV - Open E36 1992 - 1994
Teves Mark IV G (Closed) E36 1995 - 1996
Z3
Teves Mark 20 I E36 318 1997 (limited production)
Z3
(1) BMW uses two basic ABS systems, one manufactured by Bosch and the other by Teves. As of 1991
Model Year - the ABS systems are connected to the diagnostic link for troubleshooting purposes.
As of 1997 Model Year - Traction Control became standard equipment on all models, with the noted exception
of the Mark 20 I ABS system. This system was equipped on a limited number of early production 1997 model
year E36 - 318i and Z3 1.9 vehicles produced at Plant 10 in Spartanburg, SC.
Bosch ABS (Typical)

Fig. 10: Identifying Function Bosch ABS (Typical)
Teves ABS
Fig. 11: Identifying Teves ABS Circuit Diagram
1992-2002 BRAKES
Anti-Lock/Traction Control (E36)
IDENTIFICATION
ENGINE & CHASSIS IDENTIFICATION
Model (Chassis Code) Engine Size (Code)
1992-1995
318i, ic, is, ti (E36) 1.8L (M42)
1991-1995
325i, ic, is (E36) 2.5L (M50)
1995
M3 (E36) 3.0L (S50)
1996-1998
318i, ic, is (E36) 1.9L (M44)
Z3 (E36) 1.9L (M44)
1996-1999
318 ti 1.9L (M44)
328i, is (E36) 2.8L (M52)
M3 (E36) 3.2L (S52)
1997-2000
Z3 (E36) 2.8L (M52)
1998-1999
323i, is (E36) 2.5L (M52)
1998-2002
M Roadster 3.2L (S52)
1999
Z3 (E36) 2.5L (M52)
Z3 (E36) 2.8L (S52)
1999-2002
M Coupe (E36) 3.2L (S52)
2000
Z3 (E36) 2.5L (M52TU)
Z3 (E36) 2.8L (M52TU)
2001-2002
Z3 (E36) 2.5L (M54)
Z3 (E36) 3.0L (M54)
DESCRIPTION
CAUTION: See ANTI-LOCK BRAKE SAFETY PRECAUTIONS article in GENERAL

INFORMATION.
NOTE: For additional information, see appropriate DISC article.
ABS
Anti-Lock Brake System (ABS) consists of a hydraulic unit with 4 solenoid switching valves, 4 speed sensors,
an Electronic Control Unit (ECU), relays and wiring harness. See Fig. 1 .
ABS light on the instrument panel comes on when ignition is turned on. ABS light goes out once engine is
started, indicating ABS is ready for operation.
The ABS activates at speeds greater than 8 MPH. When vehicle speed is greater than 3 MPH, the built-in
electronic test monitor will start checking ABS. If a fault is found, the warning light will come on. When ABS
light is on, ABS is switched off. Vehicle will then convert to conventional braking.
If battery voltage is less than 10.5 volts with ignition on and test speed is exceeded, ABS will remain off until
alternator increases voltage output to more than 10.5 volts. ABS warning light will then go out.
Fig. 1: Identifying Anti-Lock Brake System Components (Typical)

ASC & ASC+T
Automatic Stability Control (ASC) and Automatic Stability Control with Traction Control (ASC+T) controls
wheel slip by providing traction control (while driving off and at slow speeds) and stability control (while
driving at cruising speeds and while cornering). By controlling wheel slip, frictional contact is maximized
between the tires and the road surfaces under a variety of driving conditions.
The Teves ABS/ASC+T is a four channel, front/rear split system. Each rear brake caliper has its own hydraulic
line from the hydraulic unit.
The ASC+T control determines the degree of slip based on the signals from the wheel speed sensors. The
control module averages the speeds of the two front wheels to determine vehicle speed. The speeds of the front
and rear wheels on each side are monitored to determine the degree of slip.
During ASC+T regulation the ASC Control Module has the ability to pulse the rear brakes individually or
together. This depends on the degree of control required to restore traction as determined by the control module.
In addition to the traction control, the ASC+T Control Module interfaces with the DME control module. This
will further reduce the engine's output torque. The total scope of engine control is the same as other ASC
systems and includes engine intake air regulation, ignition timing retard, and ignition/injection fade out.
On vehicles equipped with automatic transmissions, the ASC+T system interfaces with the EGS control
module. This will delay or inhibit shifts during ASC regulation to prevent instability.
For a complete picture of the inputs and outputs of the system see Fig. 2 .
Fig. 2: Identifying ABS/ASC+T Control Module Inputs & Outputs
OPERATION
ABS/ASC+T WARNING LAMPS
Both the ABS and ASC warning lamps illuminate when the ignition is switched on. The lamps go out after
approximately 2 seconds (self test check).
The ASC lamp will flash during regulation. It will be on permanently with a faulted system or if the ASC is
manually switched off.
The ABS and ASC lamps will be on permanently with faults that affect the ABS system (both systems off line).
ADS II MOTOR
On vehicles so equipped, the ADS II motor is located just above the hydraulic unit mounted to the left front
shock tower. It is connected to the throttle valve through a bowden cable. See Fig. 3 .
Fig. 3: Identifying Hydraulic Unit Components
ADS II THROTTLE CONTROL
The ADS II motor is controlled by a modulated signal (PWM) from the ASC+T control module. As the
accelerator pedal (1) is depressed, power is applied to the rear wheels. If slip is detected by the ASC+T control
module, ASC regulation commences. The degree of closure is dependent on the degree of slip and the control
module programming. The ADS motor (2) closes the throttle (3) through the bowden cable. The ASC+T control
module receives feedback acknowledgment of ADS operation from the potentiometer mounted on the throttle
housing. In addition to the ADS position of the throttle, the ASC+T control module also receives the DKI signal
(5) from the DME as a plausibility input. See Fig. 4 .
Fig. 4: Identifying ADS II Throttle Control Components
ASC+T - DME/EGS INTERFACES
The signals between the ASC+T control module and the DME control module for slip control regulation are
switched high/low signals. In addition to the DKI signal, the ASC+T interfaces with the DME over three signal
paths:
1. S-EML - Signal to DME of ADS throttle regulation.

2. S-MSR (ZWV) - During slip control regulation, this is a signal to the DME to retard the ignition timing.
3. S-ASC (ZA) - During slip control regulation, this is a signal to the DME to briefly fade out the
ignition/injection.
Another signal may be SHIFT INTERVENTION. This is a signal from the ASC+T control module to the EGS
control module to suppress shifting during ASC regulation.
ELECTRONIC CONTROL UNIT (ECU)
ECU computes acceleration, deceleration and slip factors as generated from rotating wheels via speed sensors.
ECU program can determine correct response behavior of the system based on these computations. ECU
response is sent by electronic signals to electromagnetically operated valves in ABS hydraulic unit.
The ECU contains electronic monitoring circuits. These monitoring circuits ensure proper operation of the ABS.
If control unit detects a defect in wiring harness or any electrical part of the equipment, the monitoring circuit
will switch off ABS, permitting normal use of standard brake system. ANTI-LOCK indicator light will glow.
ECU is located behind glove box.
HYDRAULIC UNIT
NOTE: Hydraulic units are model specific and not interchangeable.
To control braking system pressure, brake hydraulic unit has a 3-way valve which permits 3 separate brake
pressure conditions. Pressure build-up, pressure retention and pressure drop are 3 pressure phases that adapt to
vehicle braking requirements. For components see Fig. 3 .
Control procedures are as follows:
 As soon as wheel lock-up is indicated, brake fluid pressure is reduced. If the wheel still tends to lock,
pressure will be further reduced until wheel acceleration or the slip limit is detected. The pressure is then
raised and the control phases repeated. These pressure changes occur in milliseconds.
 The return delivery pump returns brake fluid from the wheel brake cylinder, while dropping the pressure
to the appropriate brake circuit. The pump is a 2-piston pump design so circuits of a dual brake circuit
system remain separated.
 Two relays are located under hydraulic control unit cover: an engine relay and a valve relay. The engine
relay is the larger relay.
SPEED SENSORS
Speed sensors are installed at each wheel. Speed sensors measure the rate at which teeth on pulse wheel rotate.
The sensors then relay signal to the ECU, which computes actual wheel speed. Pulse wheels, which run past the
permanently magnetized edge of speed sensor, are attached to hub.
THROTTLE VALVE WITH DUAL FEEDBACK POTENTIOMETER
Throttle Valve
The throttle valve is operated via cable from the accelerator pedal as in the past. An additional tension spring
allows the ADS motor to close the throttle valve regardless of how far the accelerator is being pressed.
Dual Feedback Potentiometer
The throttle potentiometer is a dual potentiometer. One potentiometer is the throttle position input signal to the
DME as in the past. The second potentiometer is the actual throttle valve position input to the ASC+T control
module during ASC regulation. See Fig. 5 .
Fig. 5: Locating Throttle Pontentiometer Components
SERVICING
Brake fluid should be replaced every 2 years. Brake fluid tank has a vent hole. Brake fluid will retain moisture
from air and could cause brake fluid boiling point to drop from 464°F (240°C) to 320°F (160°C).
BLEEDING BRAKE SYSTEM

See appropriate DISC article.
DIAGNOSIS & TESTING

Always use the latest diagnostic software available when testing or troubleshooting ABS/ASC problems.
RETRIEVING CODES
Use BMW scan tool connected to diagnostic connector to retrieve ABS diagnostic trouble codes. See Fig. 6 .
See DIAGNOSTIC TROUBLE CODES table.
Fig. 6: Locating BMW Engine Diagnostic Connector Socket (4-Cylinder Shown)

DIAGNOSTIC TROUBLE CODES

DTC Possible Cause Diagnosis
17 Front Left Inlet Valve Faulty See Fig. 13 .
18 Front Left Outlet Valve Faulty See Fig. 13 .
20 Front Right Inlet Valve Faulty See Fig. 13 .
24 Front Right Outlet Valve Faulty See Fig. 13 .
33 Rear Axle Inlet Valve Faulty See Fig. 13 .
34 Rear Axle Outlet Valve Faulty See Fig. 13 .
68 Microprocessor In Control Unit Faulty Or Defective See Fig. 13 .
72 Internal Defect In Control Unit See Fig. 13 .
81 Front Left Speed Sensor Not Connected Or Faulty See Fig. 13 .
82 Front Right Speed Sensor Not Connected Or Faulty See Fig. 13 .
84 Rear Left Speed Sensor Not Connected Or Faulty See Fig. 13 .
88 Rear Right Speed Sensor Not Connected Or Faulty See Fig. 13 .
97 Front Left Speed Signal Not Plausible See Fig. 13 .
98 Front Right Speed Signal Not Plausible See Fig. 13 .
100 Rear Left Speed Signal Not Plausible See Fig. 13 .
104 Rear Right Speed Signal Not Plausible See Fig. 13 .
113 Front Left Speed Information Not Detected See Fig. 13 .
114 Front Right Speed Information Not Detected See Fig. 13 .
116 Rear Left Speed Information Not Detected See Fig. 13 .
120 Rear Right Speed Information Not Detected See Fig. 13 .
132 Speed Position Sensor Signal Faulty Or Not Connected See Fig. 13 .
136 Serious Defect In Brake Hydraulic System See Fig. 14 .
145 Pump Not Operating See Fig. 14 .
152 Warning Brake Hydraulic/Pedal Position Sensor See Fig. 14 .
Defective
161 Front Left Outlet Valve Malfunction See Fig. 14 .
162 Front Right Outlet Valve Malfunction See Fig. 14 .
164 Rear Axle Outlet Valve Malfunction See Fig. 14 .
255 Access To Memory In Control Unit Defective See Fig. 14 .
CLEARING CODES
Use BMW scan tool to clear code.
CONNECTOR TERMINAL IDENTIFICATION
NOTE: For pin voltage identification of 55-pin ABS connector and 12-pin ABS hydraulic
connector, see Fig. 7 -Fig. 10 .
Fig. 7: 55-Pin ABS Connector Pin Voltage Identification (1 Of 3)

Fig. 10: 12-Pin ABS Hydraulic Unit Pin Voltage Identification
SYMPTOM TESTS
SYSTEM INOPERABLE/SYSTEM CHECK
NOTE: For test, see Fig. 11 .
Fig. 11: ABS System Inoperable/System Check

ABS WARNING LIGHT DOES NOT LIGHT WHEN IGNITION SWITCHED ON

NOTE: For test, see Fig. 12 .
Fig. 12: ABS Warning Light Does Not Light When Ignition Switched On
DIAGNOSTIC TESTS
NOTE: For tests, see Fig. 13 and Fig. 14 .
Fig. 13: ABS Diagnostic Trouble Codes (17 To 132)

Fig. 14: ABS Diagnostic Trouble Codes (136 To 255)

systems have completed a relearn cycle. See COMPUTER RELEARN
PROCEDURES - 1992-98 , COMPUTER RELEARN PROCEDURES - 1999 ,
COMPUTER RELEARN PROCEDURES - 2000 , COMPUTER RELEARN
PROCEDURES - 2001 , COMPUTER RELEARN PROCEDURES - 2002 or
COMPUTER RELEARN PROCEDURES - 2003 article in GENERAL
INFORMATION before disconnecting battery.
ASC+T ACCUMULATOR
1. Remove liner of left front side panel. See Fig. 15 .
CAUTION: Pressure in accumulator will be approx. 1740.5 psi (120 bar).
2. Discharge accumulator by connecting bleeder hose with bottle and carefully loosen bleeder screw. See
Fig. 16 .
3. Unlock and pull off cable connector. See Fig. 17 .
4. Unscrew brake pipe. See Fig. 18 .
5. Unscrew screws and remove accumulator. See Fig. 19 .
6. To install, reverse removal procedure. Tighten brake hoses to specification. See TORQUE
SPECIFICATIONS .
7. Bleed accumulator. See appropriate DISC article.
Fig. 15: Removing Liner

Fig. 16: Discharging Accumulator
Fig. 17: Pulling Off Cable Connector
Fig. 18: Locating Brake Pipe
Fig. 19: Removing Accumulator
CONTROL UNIT FOR ABS
CAUTION: Control unit must only be removed and installed after switching ignition
off.
NOTE: ECU is located behind glove box.
Removal
1. Remove bottom paneling and glove compartment.

2. Unlock control unit connector. Fold out clamp (1), pull off connector (2) on right side and disconnect on
left side. See Fig. 20 .
3. Unscrew mounting bolts and remove control unit together with holder. See Fig. 21 .
4. Unscrew bolts and take control unit off holder.
Fig. 20: Unlocking Control Unit Connector
Fig. 21: Locating Mounting Bolts
Installation
1. Mount unit on holder.

2. Install control unit and holder.
3. connect connector on left side, then press in on right side and fold in clamp.
4. In vehicles with ASC+T, the new control unit must be activated in throttle-valve idle position.
5. Replace glove compartment and bottom paneling.
CONTROL UNIT FOR ABS/ASC+T
NOTE: There is a repair kit for this procedure.
1. Before starting work, read out fault memory of ABS/ASC+T control unit and print out diagnostic record.
2. Remove the ABS/ASC+T hydraulic unit. See HYDRAULIC CONTROL UNIT .
3. Seal the line connections with the plugs provided in the repair kit. This prevents brake fluid from being
discharged from the hydraulic unit, which in turn makes it easier to bleed the brake system later.
4. Release screws (1) and carefully detach control unit (2) from hydraulic unit (3). See Fig. 22 .
5. Attach new control unit and replace micro-encapsulated screws and tighten to specification. See
TORQUE SPECIFICATIONS .
6. Remove plugs and install hydraulic unit.
Fig. 22: Removing ABS/ASC+T Control Unit

IMPULSE SENSORS
1. Remove respective wheel.

2. Open protective box for ABS sensor. See Fig. 23 .
3. Lift out plug-in connection. See Fig. 24 .
4. Disconnect plug-in connection.
5. Unscrew hexagon screw. Lift out sensor. See Fig. 25 .
6. Clean and lubricate dowel-pin bore with Starborax NBU 12/k or equivalent.
7. To install, reverse removal procedure.
Fig. 23: Opening Protective Box For ABS Sensor

Fig. 24: Lifting Out Plug-In Connection
Fig. 25: Locating Hexagon Screw
HYDRAULIC CONTROL UNIT
Removal
1. Switch off ignition.

2. Remove negative battery cable.
3. On some models it is necessary to remove air-mass sensor from air-filter housing. On others remove air
intake hose.
4. Unscrew drive motor in vehicles with cruise control.
5. On M3, if necessary, unfasten heating valves and pipes from brackets and press to one side.
6. On all models, draw brake fluid out of expansion tank with a suction bottle reserved for exclusive use
with brake fluid.
NOTE: Keep brake fluid out of cable connector.
7. Unlock and pull off central connector. See Fig. 26 .

CAUTION: Do not interchange brake leads and pipes.
8. Before removing, mark brakelines for reassembly reference.
NOTE: Suction hoses were only fitted until 09/94.
9. On vehicles so equipped, pull suction hoses off elbow on pump body and catch escaping brake fluid. See
Fig. 27 .
NOTE: Unscrew carbon filter for tank ventilation in vehicles equipped with cruise
control.
10. Unscrew mounting nut and lift hydraulic unit out of console. See Fig. 28 .
Fig. 26: Locating Central Connector

Fig. 27: Pulling Suction Hoses
Fig. 28: Locating Mounting Nut
Installation

2. Fasten brake pipes and lines to specification. See TORQUE SPECIFICATIONS .
3. Bleed brakes. See appropriate DISC article.
4. Check function of hydraulic unit.
WIRING HARNESS
Removal
1. Remove and insulate battery cable terminals. Disconnect ground lead on body. Remove wire clamps on
body and wire clip on heater wall. Disconnect both front pulse sensor plugs.
2. Remove hydraulic unit. Remove multiple pin plug from hydraulic unit. Disconnect ground wire. Remove
rear seat and left "B" pillar trim. Detach left entrance for rail covers. Raise vehicle.
3. Pull down and disconnect plugs for both pulse sensors. DO NOT damage rubber grommets. Route wire
inward. Remove carpet and trim on left side as necessary. Pull wire forward in vehicle. Remove left trim
lower section.
4. Disconnect harness plugs. Pull wires forward into engine compartment. Remove cap from ABS control
unit and plug. Remove firewall trim. Fold open hydraulic unit plug. Pull wiring harness through firewall
from engine compartment.
Installation
To install, reverse removal procedure. When connecting multiple pin plug, connect left side and then press right
side into clamp. Check ABS for proper operation.
Application Ft. Lbs. (N.m.)
Brake Hose Couplings 23-26 (17-19)
Inch Lbs. (N.m.)
Control Unit On Hydraulic Unit 44 (5)
WIRING DIAGRAMS
For wiring diagrams, see appropriate SYSTEM WIRING DIAGRAMS article.
1992-2001 BRAKES
Disc - 3, 5 & 7-Series
BRAKE PAD WARNING LIGHT RESET
NOTE: For brake pad warning light reset, see BRAKE PAD WARNING LIGHT .
WARNING: Brake friction materials such as brake linings or pads contain abrasive
fibers which can lead to illnesses. Do not create dust by grinding or
sanding, or cleaning the pads with compressed air. Wash away or
vacuum up brake dust. Avoid breathing any brake friction fibers or dust.
WARNING: Brake fluid is poisonous, highly corrosive and dangerous to the

environment. Wear safety glasses and rubber gloves when working with
brake fluid. Do not siphon brake fluid with your mouth. Use a siphon
system dedicated to brake fluid only. Immediately clean away any fluid
spilled on painted surfaces and wash with water. Dispose of brake fluid
properly.
CAUTION: Do not reuse self-locking nuts, bolts or fasteners. They are designed to be
used only once and may fail if reused. Always replace them with new self-
locking nuts. Ensure cleanliness and only use rags which do not lose lint.
Ensure that no oils or grease enter the brake system. These substances
would cause complete failure of the entire brake system. When cleaning
brake components with brake cleaning fluid, none must enter the brake
system.
NOTE: For information on Anti-Lock Brake Systems (ABS), see appropriate ANTI-LOCK
article.

The brake system is one of the most important safety systems on any motor vehicle. For this reason it is
necessary to exercise particular caution when working on the brake system and to comply with all instructions.
Brake system is hydraulically-operated, using a tandem master cylinder and power brake booster. Some models
use a power steering pump driven booster. All models are equipped with single piston front and rear disc brake
calipers. A brake pressure regulator is used to reduce fluid pressure to rear brakes.
Parking brake is cable actuated on rear brake and consists of internally mounted parking brake shoes. Basic
adjustment of the parking brake is required whenever:
1. Brake shoes are replaced.

2. Brake discs are replaced.
3. Bowden cable is replaced.
4. Bowden cable guide tube is replaced.
5. Adjusting unit is reset.
6. Actuating stroke is excessive.
BLEEDING BRAKE SYSTEM

BASIC BLEEDING PROCEDURES
CAUTION: Use only clean brake fluid. Ensure no dirt or other foreign matter
contaminates brake fluid. DO NOT mix different brands of brake fluid, as
they may not be compatible. DO NOT spill brake fluid on car, as it will
damage paint. If brake fluid contacts paint, immediately flush with water.
1. If using a bleeder device, refer to documentation. Attach to expansion tank. Charging pressure must not
exceed 29 PSI (2 bar).
CAUTION: With fixed caliper, bleed both sides of brake caliper, removing wheel
if necessary.
2. Reservoir on master cylinder must be full at start of bleeding procedure. Connect bleeder hose with bottle
to rear-right brake caliper. Open bleed valve and fully depress brake pedal at least 12 times. Brake fluid
must emerge without bubbles.
3. Apply steady pressure and close bleeder valve.
4. Switch off bleeder unit and disconnect from expansion tank. Check brake fluid level. Close expansion
tank. Take care of rubber gasket in lid.
5. Repeat procedure on left-rear brake caliper, right-front brake caliper and left-front brake caliper.
VEHICLES WITH ABS/ASC+T
Perform the following filling and bleeding procedure when exchanging or repairing tandem-brake master
cylinder, hydraulic unit ABS/ASC+T and components, or connecting lines installed between these units. If
work is performed on components involving entire system see FLUSH ENTIRE BRAKING SYSTEM.
If work is performed on componets involving only the rear sytem see BLEED REAR-AXLE BRAKE
CIRCUIT.
If work is performed on componets involving only the front sytem see BLEED FRONT-AXLE BRAKE
CIRCUIT.
When carrying out any other work on the brake system (e.g. replacing brake calipers), see BASIC BLEEDING
PROCEDURES.
Flush Entire Braking System

NOTE: Bleeding unit is connected with maximum 29 PSI (2 bar) filling pressure.
1. Connect BMW Diagnosis and Information System (DIS).

2. Call up service function Bleeding ABS/ASC hydraulics.
NOTE: Check relevant operating instructions for each device.
3. Connect bleeding unit to expansion tank and switch on.

4. Connect bleeder hose with container to bleed valve on rear right brake caliper.
5. Open bleed valve and flush until clear, bubble-free brake fluid emerges.
6. Close bleeder valve.
7. Follow same procedure on wheel brakes rear left, front right and front left, in that order.
8. Switch off bleeder unit and disconnect from expansion tank.
9. Check brake fluid level.
NOTE: Take care of rubber gasket in lid.
10. Close expansion tank.
Bleed Rear-Axle Brake Circuit


4. Connect bleeder hose with container to bleed valve on right brake caliper.
5. Open bleed valve.
6. Run bleeding routine with BMW Diagnosis and Information System (DIS) with bleeder valve open.
7. After running routine, press brake pedal 5 times to stop. Clear, bubble-free brake fluid must flow out.
9. Repeat procedure at left rear caliper.

Bleed Front-Axle Brake Circuit
CAUTION: With fixed caliper, bleed both sides of brake caliper, removing wheel if
necessary.


4. Connect bleeder hose and bottle to bleed valve on front right brake caliper.
5. Open bleed valve.
6. Fully depress brake pedal at least 12 times. Brake fluid must emerge clear and free of bubbles.
7. Hold down brake pedal in fully depressed position.
9. Release brake pedal.
10. Follow same procedure on front left wheel brake.
VEHICLES WITH DSC 5.7 OR DSC3 FROM 09/96, 750I/IL TO 09/98
Perform the following filling and bleeding procedure when exchanging or repairing tandem-brake master
cylinder, hydraulic control unit DSC3 and components, or connecting lines installed between these units. When
carrying out any other work on the brake system (e.g. replacing brake calipers), see BASIC BLEEDING
PROCEDURES.
After working on the pre-boost pump, it is only necessary to bleed the front axle circuit. Here, before flushing
the brake system, activate the pre-boost pump with the diagnosis and information system (DIS). Bleeding unit is
connected with maximum 29 PSI (2 bar) filling pressure.

2. Call up service function Bleeding ABS/DSC3 Hydraulics.

4. Flush entire braking system.
 Connect bleeder hose with container to bleed valve on rear right brake caliper.
 Open bleed valve and flush until clear, bubble-free brake fluid emerges.
 Close bleeder valve.
 Follow same procedure on wheel brakes rear left, front right and front left in that order.
5. Bleed front or rear-axle brake circuit

 Connect bleeder hose with container to bleed valve on right brake caliper.
 Open bleed valve.
 Run bleeding routine with BMW Diagnosis and Information System (DIS) with bleeder valve open.
 After running routine, press brake pedal 5 times to stop. Clear, bubble-free brake fluid must flow
out.
 Close bleeder valve.
 Repeat procedure at left caliper.


9. After completing work, a final inspection must be carried out with the Diagnosis and Information System
(DIS) under the menu item "Service function."
ADJUSTMENTS
PARKING BRAKE
NOTE: Accurate adjustment of the parking brake is only possible if the Bowden cables
and all moving parts move easily and function correctly.
1. Raise vehicle and support safely.

2. Release parking brake and check cables for free operation. On 735i and 745i, release parking brake with
push-button switch on left next to steering wheel.
3. On all models, completely loosen adjusting nut on left Bowden cable.
4. Completely unscrew one wheel stud on each rear wheel.
5. Rotate wheel until threaded bore on right wheel reaches 7 o'clock and left wheel reaches 5 o'clock setting.
6. Insert screwdriver into rotor inspection hole and turn adjusting screw until it is no longer possible to turn
wheel. See Fig. 1.
7. Back off adjusting screw 8 notches.
8. Tighten adjusting nut on left Bowden cable until parking brake holds vehicle securely before fifth ratchet
stop is reached. Both rear wheels should rotate freely and evenly with parking lever released.
Fig. 1: Turning Adjusting Screw

TROUBLESHOOTING
Brake performance is mainly affected by 3 things: the level and condition of the brake fluid, the brake system's
ability to create and maintain hydraulic pressure, and condition of the friction components. Tires and wheels are
important parts of the braking system. Check tires for wear, flat spots, trueness and proper inflation. Visually
check the hydraulic system starting at the master cylinder. Check all brake fluid lines and couplings for leaks,
kinks, chafing and corrosion.
On vehicles with vacuum brake booster, check brake booster by pumping brake pedal approximately 10 times
with the engine off. Then hold down brake pedal and start engine. Pedal should fall slightly. If not, check for
any visible faults before suspecting a faulty brake booster. Check for strong vacuum at vacuum hose fitting on
booster. Ensure vacuum check valve has one-way flow. For trouble shooting symptoms, see SYMPTOM
INDEX table.
SYMPTOM INDEX
Symptom See Symptom Table
Brakes Pull To One Side A
Brakes Excessively Hot While Driving B
Poor Braking Effect In Spite Of Great Force On C
Pedal, Brake Pedal Travel Normal
Pedal, Brake Pedal Travel Short
Pedal, Brake Pedal Travel Long
Brake Pedal Motion Too Soft & Spongy D
Brake Pedal Travel Is Excessive Even Though E
Brakes Have Been Bled & Adjusted
Uneven Pad Wear F
Brake Pads Worn At Angle G
Seized Brake Pads, Pad Does Not Move Off Brake H
Disc
Brakes Squeal Or Rattle I
Brake Pedal Dead Travel Excessive J
Jammed Piston In Brake Caliper K
Pulsating Effect On Brake Pedal L
Handbrake Effect Insufficient M
SYMPTOM A: BRAKES PULL TO ONE SIDE
SYMPTOM A: BRAKES PULL TO ONE SIDE

Possible Cause Solution
Tire Pressure Incorrect Bring Tire To Correct Pressure
Unevenly Worn Tire Treads Change Or Replace Tires
Oil On Pads/Liners Replace Brake Pads, Check For Source Of Oil
Wrong Type Of Pads/Liners Replace Brake Pads
Dirty Floating Caliper Recesses Remove & Install Clean Floating Calipers
Guide Bolts Dirty Or Damaged Replace Guide Bolts
Rear Wheel Alignment Adjusted Incorrectly Check Wheel Alignment
Corrosion In Floating Calipers Or Wheel Cylinders Remove & Install, Repair Or Replace Floating
Calipers Or Wheel Cylinders
No Shock Absorber Action Check Shock Absorbers & Replace If Necessary
Pad Of One Caliper Worn Replace Brake Pads, Check Floating Caliper
Pad Glazed Replace Brake Pads, Check Floating Caliper
SYMPTOM B: BRAKES EXCESSIVELY HOT WHILE DRIVING
SYMPTOM B: BRAKES EXCESSIVELY HOT WHILE DRIVING

Cause Solution
Vent Bore In Master Cylinder Clogged Overhaul Master Brake Cylinder
No Play Between Push Rod & Master Cylinder Adjust Push Rod
Piston
Swollen Rubber Parts Due To Use Of Wrong Brake Overhaul Master Brake Cylinder, Or Replace If
Fluid Necessary
Vent Bore In Expansion Tank Clogged Clean Expansion Tank
Corroded Floating Calipers Remove & Install, Repair Or Replace Floating
Calipers
Cross Spring Broken Replace Cross Spring
Handbrake Lever Not Released Fully Check Handbrake & Handbrake Cables, Repair If
Necessary
SYMPTOM C: POOR BRAKING EFFECT
SYMPTOM C: POOR BRAKING EFFECT

Travel Cause Solution
Normal Brake Pads Oil-Splattered Or Burnt, Wrong Replace Brake Pads
Type Of Brake Pads
Short Brake Booster Malfunctions- Engine Check Brake Booster System -
Vacuum Check Engine (Valves, Cylinder
Head Gasket, Etc.
Long One Brake Circuit Failed Due To Leaks Or Find & Repair Leak(s) Or Damage
Damage
SYMPTOM D: BRAKE PEDAL MOTION TOO SOFT & SPONGY
SYMPTOM D: BRAKE PEDAL MOTION TOO SOFT & SPONGY

Cause Solution
Air In Braking System Top Up Or Change Brake Fluid, Bleed Brake
System
Insufficient Brake Fluid In Expansion Tank Top Up Or Change Brake Fluid, Bleed Brake
System
Overheated Brake Fluid, Vapor Lock Due To Top Up Or Change Brake Fluid, Bleed Brake
Excessive Water Content In Brake Fluid Or System
Excessive Brake Loads
SYMPTOM E: BRAKE PEDAL TRAVEL EXCESSIVE
SYMPTOM E: BRAKE PEDAL TRAVEL EXCESSIVE

Cause Solution
Primary Cup In Master Cylinder Damaged Overhaul Or Replace Brake Master Cylinder
Separating Cups On Floating Piston Of Tandem- Overhaul Or Replace Brake Master Cylinder
Brake, Master Cylinder Leak
Leak In Braking System Find & Repair Leak(s)
SYMPTOM F: UNEVEN PAD WEAR
SYMPTOM F: UNEVEN PAD WEAR

Cause Solution
Wrong Type Of Pads/Liners Replace Brake Pads
Dirty Floating Caliper Recesses, Damaged Caps Remove & Install, Repair Or Replace Floating
Calipers
Corrosion In Floating Calipers Remove & Install, Repair Or Replace Floating
Calipers
Swollen Rubber Ring For Piston Control Remove & Install, Repair Or Replace Floating
Calipers
SYMPTOM G: BRAKE PADS WORN AT ANGLE
SYMPTOM G: BRAKE PADS WORN AT ANGLE

Cause Solution
Wheel-Bearing Play Excessive Replace Wheel Bearings
Brake Disc Not Aligned With Floating Caliper Check Floating Caliper Installation
Calipers
Angular Brake-Disc Wear Grind Or Replace Brake Discs
Pads Worn To Less Than Minimum Thickness Replace Brake Pads
Spring Force Insufficient Replace Spring
Guide Bolts Damaged Replace Guide Bolts
SYMPTOM H: SEIZED BRAKE PADS
SYMPTOM H: SEIZED BRAKE PADS

Cause Solution
Calipers
Calipers
Vent Bore In Master Cylinder Clogged Overhaul Or Replace Brake Master Cylinder
SYMPTOM I: BRAKES SQUEAL OR RATTLE
SYMPTOM I: BRAKES SQUEAL OR RATTLE

Cause Solution
Wrong Type Of Pads Replace Brake Pads
Dirty Floating Caliper Recesses Remove & Install Clean Floating Calipers
Spring Force Insufficient Replace Spring
Brake-Disc Runout Check Brake Disc for Runout, Replace If Necessary
Excessive Thickness Deviation Within Braking Measure Thickness Of Brake Disc, Grind Down
Surface Discs Or Replace
Pad Wear Excessive Or One-Sided Replace Brake Pads
Rust Edges On Brake Discs Grind Or Replace Brake Discs
Pad Loose Replace Brake Pads
Wheel Bearing Play Excessive Replace Wheel Bearings
SYMPTOM J: BRAKE PEDAL DEAD TRAVEL EXCESSIVE
SYMPTOM J: BRAKE PEDAL DEAD TRAVEL EXCESSIVE

Cause Solution
Brake Disc Runout Check Brake Disc For Runout, Replacing If
Necessary
Brake System Leaking Find & Repair Leak(s)
Air In Braking System Bleed Brakes
Wrong Type Of Pads Replace Brake Pads
SYMPTOM K: JAMMED PISTON IN BRAKE CALIPER
SYMPTOM K: JAMMED PISTON IN BRAKE CALIPER

Cause Solution
Calipers
Corrosion On Pistons In Floating Calipers Remove & Install, Repair Or Replace Floating
Caliper
SYMPTOM L: PULSATING EFFECT ON BRAKE PEDAL
SYMPTOM L: PULSATING EFFECT ON BRAKE PEDAL

Cause Solution
Brake Disc Runout Check Brake Disc For Runout, Replace If
Necessary
SYMPTOM M: HANDBRAKE EFFECT INSUFFICIENT
SYMPTOM M: HANDBRAKE EFFECT INSUFFICIENT

Cause Solution
Handbrake Shoes Oil-Splattered Replace Handbrake Shoes, Determine Cause Of
Splattering
Excessive Dead Travel Between Brake Shoes & Adjust Handbrake
Brake Drums
Excessive Dead Travel In Cables Adjust Handbrake
Cables Adjusted Incorrectly Adjust Handbrake
Corroded Transmitting Elements Remove & Install Handbrake & Expanding Locks,
Check Bowden Cables & Replace If Necessary
TESTING
BRAKE WARNING LIGHT
Brake warning light is mounted on instrument panel. Turn ignition on and release parking brake. Verify light is
off. Remove master cylinder filler cap. Warning light should come on. If warning light does not come on, check
bulb and circuit connections.
PARKING BRAKE
NOTE: This test may set the ABS and ASC warning lights on the instrument cluster.
The lights are illuminated because the system sees an implausible speed
differential between the spinning rear wheels, and the stationary front wheels.
Vehicles equipped with DSC3 will not set the lights.
On 735i and 745i vehicles connect BMW Diagnosis and Information System (DIS) or MoDiC. Call up
"Workshop braking-in" service function and start braking-in program.
Parking brake must be tested on roller dynamometer as follows:
1. With parking brake released wheel circumferential force is no more than 300 N.
2. At the first tooth, do not allow braking force to increase.
3. At the 2nd tooth, braking action can begin and the indicator light may be lit.
4. At the 3rd, tooth, braking action must begin and the indicator light must be lit.
5. At the 4th tooth, braking action increases.
6. At the 5th tooth, wheel circumferential force must be at least 1100 N at one of the two rear wheels, and at
least 1000 N at the other wheel. Wheel circumferential force differential (left to right) maximum 30%
from highest value (shortly before wheel lockup). A readjustment must be carried out in event of larger
deviations of wheel circumferential force. See PARKING BRAKE under ADJUSTMENTS.
7. Braking with locked wheels must be possible with the parking brake.
8. The ABS/ASC warning lights, if on, will automatically switch off by switching off engine, waiting at
least 30 seconds, restart engine and drive away. Warning lights will go out when speed exceeds 8 mph.
(Fault codes will be retained in memory.)
POWER BRAKE BOOSTER
Low Pressure Test
1. Remove left microfilter for interior ventilation.

2. Pull hose off connection. Install Vacuum Tester (34 3 100) between connection and vacuum hose on non-
return valve. See Fig. 2.
3. Start engine and check buildup of partial vacuum. Stop engine.
4. Press brake pedal to set a partial vacuum of no more than 11.6 PSI (.8 bar) and wait for value to stabilize.
5. When the brake pedal is not pressed, the partial vacuum is allowed to drop by maximum .8 PSI (.06 bar)
over a test period of 1 minute. If specified values are not reached:
 Check line connections for vacuum seal.
 Replace vacuum non-return valve.
 Check seal between brake booster and brake master cylinder (sealing ring) for perfect condition and
correct seating.
 If the specified values are not achieved when the test is repeated, replace the brake booster.
Fig. 2: Installing Vacuum Tester
SERVICE BRAKE
NOTE: High-pressure and low-pressure tests (leakage test) must be performed with the
engine switched off.
High-Pressure Test
NOTE: Perform test on both brake circuits, front and rear.
1. Unscrew vent plug, connect pressure tester and vent. See Fig. 3.
2. Load brake pedal with a force of approximately 112 lbs. (500 N), and block pedal with pedal support.
3. After 2 minutes, pressure must not drop by more than 8%.
4. Perform low-pressure test.
Low-Pressure Test
NOTE: Perform test on both brake circuits, front and rear.
1. Unscrew vent plug, connect pressure tester and vent. See Fig. 3.
2. Load brake pedal with a force of 30-72 PSI (2-5 bar), and block pedal with pedal support. Car and
measuring equipment must remain perfectly still as vibrations will distort the result.
3. Pressure should remain constant during five minute test.
4. Check all rubber parts in case of excessive pressure drop.
5. Bleed brake calipers and wheel brake cylinders after finishing test.
Fig. 3: Connecting Pressure Tester

On Test Stand
WARNING: Use only brake dynamometers whose test speed is 3 mph (5 km/h) or
less. Follow without fail the guidelines contained in the operating
instructions of the relevant test stand manufacturer. Failure to do so may
result in damage to the vehicle and the system and also personal injury.
CAUTION: The maximum test duration for four-wheel drive vehicles is 3 minutes per
axle. If the test has to be repeated, the vehicle must be driven over a
distance of at least .6 miles (1 km) to ensure the transfer case is
sufficiently lubricated.
Follow testing procedures contained in the operating instructions.
On cars equipped with ASC+T or DSC, the system must be deactivated with the switch. ASC+T/DSC indicator
lamp in instrument cluster must light up.
The brakes must be at normal operating temperature. To achieve this, brake the car several times to slightly
warm and dry brake disks and drums.
On E65, carry out function check on parking brake.
Check tires for damage. Check tire treads and pressures.
THICKNESS OF BRAKE LINING
NOTE: The thickness of the outer brake linings can be determined without removing
the wheels except on 7-Series prior to 1997.
1. If necessary, move car until opening for brake lining wear indicator can be seen through rim styling.
2. Insert special tool (34 1 260) through rim into opening for brake lining wear indicator.
3. Press special tool onto brake lining. Slide ring (1) in direction of arrow as far as it will go and read off
measured value. See Fig. 4.
4. Minimum thickness for all models is stamped in brake disc shell. Wear warning from residual lining
thickness is 3 mm. Maximum machining limit per friction ring side is .8 mm. For minimum thickness see
BRAKE LINING MINIMUM THICKNESS table.
BRAKE LINING MINIMUM THICKNESS

Vehicle Location Minimum Thickness In MM
3-Series Front 20.4
3-Series, Solid Rear 8.4
3-Series, Ventilated Rear 17.4
5-Series Ventilated Front 20.4
540i Front 28.4
5-Series, Solid Rear 8.4
5-Series Ventilated Rear 20.4
728i, 730i Front 26.4
728, 730i, 740i Rear 10.4
735i, 745i Rear (1)
735i, 745i Front (1)

740i Front 28.4
750i Front 30.4
750i Rear 18.4
(1)
Information not available from manufacturer.
Fig. 4: Measuring Thickness Of Brake Lining


BRAKE BOOSTER
Removal
1. Remove the master cylinder. See MASTER CYLINDER.

2. Remove left windshield wiper arm.
3. Move the hood lid into assembly position.
4. Pull off the rubber seal (1). Remove the securing clamps of the cowl cover (2) up until the middle of the
windshield. Pull the cover upwards and away. See Fig. 5.
5. Release screws and remove cowl cover. See Fig. 6.
6. Remove the cover (1) behind booster. Remove the line feed-through (2). Pull the vacuum hose (3) off of
the brake unit. See Fig. 7.
7. Remove the brake light switch. See BRAKE LIGHT SWITCH.
8. Pull off retainer (1). Unhinge the recoil spring (2). See Fig. 8.
9. Withdraw pin (3). See Fig. 9.
10. Loosen the pedal assembly nuts (1) and bolts (2). See Fig. 10.
11. Pull the pedal assembly slightly away from the bulkhead.
CAUTION: Do not use any force when removing and installing the brake booster
unit. The unit can be damaged under certain circumstances.
12. Carefully swing out the brake unit and remove from the bulkhead.
Fig. 5: Removing Rubber Seal & Securing Clamps
Fig. 6: Locating Cover Screws
Fig. 7: Removing Booster Components
Fig. 8: Locating Retainer & Recoil Spring
Fig. 9: Locating Pin
Fig. 10: Locating Pedal Assembly Nuts & Bolts
Installation
CAUTION: Region (3) of the brake unit is very susceptible to damage that could
lead to the breakdown of the brake unit. See Fig. 11.
1. Install adapter plate (1), replacing gasket (2) if necessary. See Fig. 11.
2. Carefully insert brake booster unit into place.
3. Push pedal assembly into place and replace self-locking nuts.
4. Balance of assembly is reverse of removal.
Fig. 11: Locating Brake Booster Components
BRAKE BOOSTER NON-RETURN VALVE
1. Actuate the brake pedal several times to reduce the vacuum in the brake booster, making it easier to pull
off the vacuum hose.
2. Open hose clips (1, 2) and pull off vacuum hoses. See Fig. 12.
3. Pull off the rubber seal (1). See Fig. 13.
4. Unfasten catches (4 pieces), and pull upper section of separating wall seal upward and off.
5. Pull non-return valve with rubber gasket upward out of lower section of separating wall seal.
6. When installing, ensure that rubber gasket is correctly seated and retaining hooks are properly locked.
7. Installation is reverse of removal.
Fig. 12: Locating Hose Clips
Fig. 13: Pulling Off Rubber Seal
BRAKE EXPANSION TANK
1. Suck the brake fluid out of the expansion tank. Use a suction device used exclusively for drawing off
brake fluid.
2. Pull supply hose (1) off of clutch hydraulic system, if necessary. See Fig. 14.
3. On vehicles with a precharging pump for DSC, the supply hose must be secured in a vertical position to
prevent fluid from emerging.
4. On all models, lift out the expansion tank from the master brake cylinder by tilting it laterally.
5. Check rubber plug in master brake cylinder. No damage may be present.
6. Push the expansion tank vertically onto the master brake cylinder.
7. Connect hoses, fill expansion tank, and bleed system. See BLEEDING BRAKE SYSTEM.
Fig. 14: Locating Supply Hose Of Clutch Hydraulic System
BRAKE LIGHT SWITCH
1. Remove trim for pedal assembly.

2. On 7 series up to 09/98, disconnect plug connection. See Fig. 15.
3. On all models, depress brake pedal as far as possible, using pedal support if necessary.
4. Pull tappet and sleeve forward completely (1). Press together clips and pull back switch (2). See Fig. 16.
6. Slowly bring brake pedal into initial position.
Fig. 15: Disconnecting Plug Connection
Fig. 16: Removing Brake Light Switch
DISC PAD
1. Raise and support vehicle. Remove wheel(s).

2. Remove caliper. See CALIPER ASSEMBLY.
3. Remove outer brake pad. Inner brake pad is located with its spring in the piston. See Fig. 17.
4. Mark any worn brake pads. In the event of one-sided brake pad wear, do not change brake pads around.
New brake pads may only be installed if the brake disc thickness is greater than or equal to the minimum
thickness. See BRAKE LINING MINIMUM THICKNESS table under TESTING.
5. Clean brake pads. Do not apply grease to brake pad backplate.
NOTE: Dust sleeve must not come into contact with anti-squeak compound as
this would cause dust sleeve to swell.
6. Check dust sleeve (1) for damage and replace if necessary. Clean contact face (2) of brake piston and
apply a thin coating of anti-squeak compound. See Fig. 18.
7. In 5-Series/touring models, make sure the insulating ring (1) is installed on the brake piston. See Fig. 19.
8. Reassemble caliper.
9. Install caliper. See CALIPER ASSEMBLY.
10. Install wheel(s).
11. Lower vehicle.
12. Fully depress brake pedal several times so that brake pads contact brake discs.
13. When new brake pads are fitted on the front and rear axles, the brake fluid level must be brought up to the
"MAX" marking.
14. Hold ignition key for at least 30 seconds in position "1" without starting engine. This clears a fault entry
in the RAM. This prevents the brake wear indicator lamp from lighting up again.
Fig. 17: Removing Brake Pads

Fig. 18: Locating Dust Sleeve
Fig. 19: Locating Insulating Ring
CALIPER ASSEMBLY
Removal

2. Lift out retaining spring (1). See Fig. 20.
3. Disconnect pad wear sensor electrical lead. On the rear it is on the right side. On the front it is on the left.
4. Remove plastic plugs (2). See Fig. 21.
5. Lift brake hose out of bracket.
6. Release guide screws located under plastic plugs with special tool (34 1 080). Withdraw brake caliper
backwards.
NOTE: When forcing piston back, observe brake fluid level in supply tank.
Overflowing brake fluid will damage the paintwork.
7. Turn piston fully back with special tool 34 1 050. See Fig. 23.
8. Remove outer brake lining. See DISC LINING.
NOTE: Grease contact surfaces on brake caliper at top and bottom.
9. Clean contact faces (1,2) of brake lining hammer heads/brake caliper housing and coat with anti-squeak
compound. See Fig. 24.
10. Clean contact face (3) of brake caliper and apply a thin coating of anti-squeak compound. See Fig. 25.
11. Clean brake caliper mounting bracket at hammer head guides and apply a thin coating of anti-squeak
compound.
Fig. 20: Locating Retaining Spring

Fig. 21: Locating Plastic Plugs
Fig. 22: Exploded View Of Single Piston Caliper
Courtesy of BMW OF NORTH AMERICA.
Fig. 23: Forcing Piston Back
Fig. 24: Locating Contact Faces
Fig. 25: Locating Contact Face Three
Installation

2. Only clean guide screws. Do not grease. Check threads. Replace all guide screws which are not in perfect
condition.
3. Tighten caliper mounting bolts to specification. See TORQUE SPECIFICATIONS.
4. Bleed hydraulic system. See BLEEDING BRAKE SYSTEM.
5. Install and tighten wheel bolt. See TORQUE SPECIFICATIONS.
BRAKE DISC
Removal
2. If necessary, remove and clean disc linings. See DISC LINING.
NOTE: Brake hose remains connected.
3. Remove caliper mounting bolts and raise caliper off mounting assembly and suspend from vehicle with
wire.
CAUTION: To release brake disc, do not strike friction ring with a hammer or
similar. If necessary, carefully tap on base of brake disc chamber
with a rubber mallet.
4. Unscrew bolts and take off brake disc. See Fig. 26.
Fig. 26: Removing Brake Disc
Installation
CAUTION: Internally ventilated brake discs are balanced. Never remove or

reposition balance clips.
1. Thoroughly clean contact surface of brake disc at wheel hub. Remove traces of corrosion if necessary.
Unevenness on contact surface may result in distortion of brake disc.
2. Install brake disc and tighten bolts to specification. See TORQUE SPECIFICATIONS.
3. If removed, replace brake linings.
4. Check that brake hose has not been disconnected. If disconnected make sure it is positively attached when
installed.
5. Replace caliper and tighten screws to specification. See TORQUE SPECIFICATIONS.
6. Install wheels and bleed brakes if brake hose was disconnected. See BLEEDING BRAKE SYSTEM.
7. If work was on rear brakes, adjust handbrake. See PARKING BRAKE under ADJUSTMENTS.
BRAKE LINES
1. Apply pedal prop and depress brake pedal slightly. This prevents brake fluid from flowing out of
expansion tank and into brake system when brake lines are opened.
2. Suck the brake fluid out of the expansion tank. Use a suction device used exclusively for drawing off
brake fluid.
NOTE: Ensure that square head screw on brake hose does not rotate in metal
bracket. If necessary, brace the brake hose with mold grips.
3. Unfasten brake hose from brake caliper.
NOTE: Brake pipes are only supplied straight, in correct length and fitted with
connecting nipples.
4. Bend new pipe as required using bending tool 34 5 100. Removed pipe can be used as template.
CAUTION: Never twist brake pipe when installing and avoid all contact with
parts attached rigidly to the body.
5. If replacing front brake pipe, move wheels into straight-ahead position. Install new pipe and tighten to
specification. See TORQUE SPECIFICATIONS.
6. Remove pedal prop and bleed brake system. See BLEEDING BRAKE SYSTEM.
PARKING BRAKE SHOES
1. Raise and support vehicle. Remove rear wheel(s).

2. Remove rear brake disc. See BRAKE DISC.
3. Disconnect return springs with brake spring pliers. See Fig. 27.
4. Twist clamping pins with special tool 34 4 000 through 90 degrees and disconnect. See Fig. 28.
5. Remove brake shoes.
6. If necessary, remove or replace expander by pulling part (A) backwards, press out pin (B), and pull out
part (C). See Fig. 29.
7. To install, reverse removal procedure. Coat thread of adjusting bush (1) and screw (2) with grease. Notice
installation position of adjusting screws. See Fig. 30.
8. Check return springs and replace if necessary.
9. Adjust parking brake and check operation. See PARKING BRAKE under ADJUSTMENTS.
Fig. 27: Locating Return Springs

Fig. 28: Removing Parking Brake Shoes
Fig. 29: Locating Brake Shoe Expander Components
Fig. 30: Locating Adjusting Screws
MASTER CYLINDER
Removal
1. Suck the brake fluid out of expansion tank. Use a suction device used exclusively for drawing off brake
fluid.
2. Remove brake fluid expansion tank. See BRAKE EXPANSION TANK.
3. On all models, disconnect all hydraulic lines from master cylinder. Close off the brake lines and the
master brake cylinder using appropriate seal plugs. See Fig. 31.
4. Remove master cylinder-to-power booster nuts. Remove support and master cylinder.
5. Replace O-ring. See Fig. 32.
Fig. 31: Locating Screw Connections
Fig. 32: Locating O-Ring
Installation
1. Install master brake cylinder to brake unit. Replace self-locking nuts and tighten to specification. See
TORQUE SPECIFICATIONS.
2. Attach and tighten screw connections of brake lines and tighten to specification. See TORQUE
SPECIFICATIONS.
3. Push the expansion tank vertically onto the master brake cylinder.
4. Refill brake fluid and bleed the system. See .
FRONT AXLE SEALS & BEARINGS
See appropriate FRONT article in SUSPENSION.
REAR AXLE SEALS & BEARINGS
3-Series (Except M3, M Roadster, M Coupe, 318ti & Z3)

2. Remove axle shaft. See appropriate AXLE SHAFTS article.
3. Remove brake disc. See BRAKE DISC.
4. Screw special tool (33 2 116) onto drive flange with wheel studs. Drive out drive flange with special tool
(33 4 201/202/203). See Fig. 33.
5. If necessary, pull off bearing inner race using special tool (00 7 500) and a thrust piece. See Fig. 34.
6. It may be necessary to remove inner wheel bearing race with the following procedure:
 Detach wheel bearing inner race with special tool (33 4 400) through groove in bearing inner race.
 According to outside diameter of bearing inner race, use special tool 33 4 401 with: 33 4 405 for
dia. 45-51 mm, 33 4 406 for dia. 50-55 mm and 33 4 407 for dia. 55-61 mm in groove. See Fig. 35.
 Tension special tool 33 4 401 with wrenches 33 4 403 and 33 4 404 until it can still just be turned
in groove. See Fig. 36.
 Screw in special tool 33 4 402. Detach inner bearing race.
7. Remove circlip. See Fig. 37.

8. Remove wheel bearing with special tool 33 4 031/ 041/ 042/ 043/ 045. See Fig. 38.
CAUTION: Do not reuse old wheel bearing.
9. Draw in new wheel bearing with special tool 33 4 041/ 042/ 043/ 047. For inner bearing race 42 mm use
special tool 33 4 049 and for 39 mm use 33 4 046. See Fig. 39.
11. Replace stretched or damaged circlip. Ensure correct seating.
12. Pull in drive flange using special tool 33 4 041/ 042/ 043/ 045/ 048. See Fig. 40.
13. Install brake disc.
14. Install axle shaft.
Fig. 33: Removing Drive Flange
Fig. 34: Pulling Off Bearing Inner Race
Fig. 35: Detaching Wheel Bearing Inner Race
Fig. 36: Using Special Tool 33 4 402
Fig. 37: Locating Circlip
Fig. 38: Removing Wheel Bearing
Fig. 39: Pulling In New Wheel Bearing
Fig. 40: Pulling In Drive Flange
M3, M Roadster & M Coupe

4. Screw special tool 33 2 116 onto drive flange with wheel studs. Drive out drive flange with special tool
33 4 201/202/203. See Fig. 33.
5. Remove inner bearing race using special tool 33 3 240. See Fig. 41.
 Detach wheel bearing inner race with special tool 33 4 400 through groove in bearing inner race.
 Screw in special tool 33 4 400. Detach inner bearing race.
8. Remove wheel bearing with special tool 33 3 261/ 262/ 263. See Fig. 42.
CAUTION: Do not reuse old wheel bearing. Note installation direction of wheel
bearing. The red sealing ring must face outwards. Otherwise, ABS
function is not assured by the impulse sensor integrated in the
bearing.
9. Draw in new wheel bearing with special tool 33 3 261/ 264/ 265. See Fig. 43.
12. Pull in drive flange using special tool (33 3 261/ 262/ 263). See Fig. 44.
Fig. 41: Removing Inner Bearing Race From Drive Flange
Fig. 42: Pulling Out Wheel Bearing
Fig. 43: Pulling In New Wheel Bearing
Fig. 44: Pulling In Drive Flange
318ti & Z3

33 4 201/202/203. See Fig. 33.
5. If necessary, remove inner bearing race using special tool 00 7 500/33 1 307. See Fig. 45. For Z3 2.8 see
Fig. 46.
Screw in special tool 33 4 402. Detach inner bearing race.
8. Remove wheel bearing with special tool 33 4 041/042/043/044/045. See Fig. 47. For Z3 2.8 use 33 4
031/032/033/038/039. See Fig. 48.
9. Draw in new wheel bearing with special tool 33 4 041/042/043/046/047. See Fig. 49. For Z3 2.8 use 33 4
032/034/035/038/039. See Fig. 50.
12. Pull in drive flange using special tool 33 4 041/042/045/048. See Fig. 51. For Z3 2.8 use 33 4
041/0424/045/048. See Fig. 52.
Fig. 45: Pulling Off Bearing Inner Race
Fig. 46: Pulling Off Bearing Inner Race (Z3 2.8)
Fig. 47: Removing Wheel Bearing (318ti, Z3 Except 2.8)
Fig. 48: Removing Wheel Bearing (Z3 2.8)
Fig. 49: Pulling In New Wheel Bearing (318ti, Z3 Except 2.8)
Fig. 50: Pulling In New Wheel Bearing (Z3 2.8)
Fig. 51: Pulling In Drive Flange (318ti, Z3 Except 2.8
Fig. 52: Pulling In Drive Flange (Z3 2.8)
5-Series

2. Unfasten collar nut (1). See Fig. 53.
33 4 201/202/203. See Fig. 33.
5. If necessary, pull off bearing inner race using special tool 33 1 312/ 00 7 500 from groove in bearing race.
See Fig. 45.
Screw in special tool 33 4 402. Detach inner bearing race.
7. Unfasten screws and remove wheel bearing. See Fig. 54.
8. Install new wheel bearing. The contact faces (2) of wheel bearing and wheel carrier and the tapped bores
(1) must be clean and free of grease. See Fig. 55.
9. For bottom screws use 1/2" socket wrench with joint. For upper screws use 1/2" socket wrench with
extension. Tighten to specification. See TORQUE SPECIFICATIONS.
10. Apply light coat of oil to drive flange (1). Attach drive flange on spline of axle shaft and tighten it down
using special tool 33 2 115/ 116/ 118. See Fig. 56.
12. Lightly oil and replace collar nut. Tighten to specification. See TORQUE SPECIFICATIONS.
13. Secure collar nut by peening in flat areas of axle shaft.
Fig. 53: Locating Collar Nut
Fig. 54: Locating Wheel Bearing Screws
Fig. 55: Locating Contact Faces
Fig. 56: Attaching Drive Flange
7-Series (Except 735i & 745i)

4. Remove ABS pulse generator.
33 4 201/202/203. See Fig. 33.
6. If necessary, detach wheel bearing inner race from drive flange.
8. Remove wheel bearing with special tool 33 3 261/ 262/ 266. See Fig. 57.
CAUTION: Note installation direction of wheel bearing. The red sealing ring
must face outwards. Otherwise, ABS function is not assured by the
impulse sensor integrated in the bearing.
9. Draw in new wheel bearing (1) with special tool 33 3 261/ 264/ 268. See Fig. 58.
10. Insert new circlip.
11. Pull in drive flange using special tool 33 3 261/ 266/ 267. See Fig. 59.
12. Draw in axle shaft with special tool 33 2 115/ 116/ 118. See Fig. 60.
13. Install wheel(s).
Fig. 57: Removing Wheel Bearing (7-Series)

Fig. 58: Drawing In Wheel Bearing (7-Series)
Fig. 59: Pulling In Drive Flange (7-Series)
Fig. 60: Drawing In Axle Shaft (7-Series)
735i & 745i

2. Unfasten collar nut (1). Operate brake to do so. See Fig. 53.
33 4 201/202/203. See Fig. 33.
5. If necessary, pull off bearing inner race from drive flange.
6. Unfasten screws and remove wheel bearing. See Fig. 54.
7. Install new wheel bearing. The contact faces (2) of wheel bearing and wheel carrier and the tapped bores
(1) must be clean and free of grease. See Fig. 55.
8. For bottom screws use 1/2" socket wrench with joint. For upper screws use 1/2" socket wrench with
extension. Tighten to specification. See TORQUE SPECIFICATIONS.
9. Apply light coat of oil to drive flange (1). Attach drive flange on spline of axle shaft and tighten it down
using special tool 33 2 115/ 116/ 118. See Fig. 56.
11. Lightly oil and replace collar nut. Tighten to specification. See TORQUE SPECIFICATIONS.
12. Secure collar nut by caulking it at flat areas of axle shaft.
OVERHAUL
LEFT OR RIGHT FRONT BRAKE CALIPER
Disassembly
1. Remove caliper. See CALIPER ASSEMBLY.

2. Remove pads from caliper. Remove caliper piston retaining ring (if equipped) and dust boot. Insert
wooden block in caliper cavity. See Fig. 61.
WARNING: When pressing out brake caliper piston large forces occur. Be
careful of fingers.
3. Slowly apply air pressure to fluid inlet of caliper to force out piston. To protect piston, place a protective
plate (hard wood or hard felt) in caliper recess.
4. Check guide sleeves (5), fitting repair-kit guide sleeve if necessary. See Fig. 62.
5. Remove sealing ring carefully with a plastic needle. See Fig. 63.
6. Thoroughly inspect cylinder bore, piston and flange surfaces. Machining of cylinders and pistons is not
permitted.
Fig. 61: Pressing Out Piston
Fig. 62: Locating Guide Sleeves
Fig. 63: Removing Sealing Ring
Cleaning & Inspection
Clean components in alcohol and dry with compressed air. Inspect caliper bore and pistons for wear or damage.
Replace caliper assembly if cylinder bore is corroded or worn. DO NOT hone.
Reassembly
1. Coat cylinder bore, piston, dust sleeve and sealing ring with a light coat of brake cylinder paste.
2. Install sealing ring in rear annular groove of cylinder bore.
NOTE: Ensure piston is not tilted when installing.
3. Install dust boot on piston. Using wooden block, install piston and dust boot. See Fig. 64.
4. On 750i/iL ensure proper installation position of guide sleeves. Teflon socket (white insert) is located on
disc inlet (bottom). Guide sleeve in standard version (black) is located on disc outlet (top).
5. Press brake lining fully outwards and insert spring (4). See Fig. 65.
6. Only clean guide screws, do not grease. Check and replace if necessary. Tighten to specification. See
7. Install caliper. See CALIPER ASSEMBLY.
Fig. 64: Pressing In Piston

Fig. 65: Identifying Retaining Spring
MASTER CYLINDER
Disassembly
Push in primary piston and remove plug. See Fig. 66. Remove retaining ring from end of cylinder. Remove
primary and secondary piston assemblies and stopper washer. Disassemble piston assemblies, noting number
and position of parts used for reassembly reference. See Fig. 66.
NOTE: Replace master cylinder if cylinder bore is scored.

Fig. 66: Exploded View Of Master Cylinder Assembly
Courtesy of BMW OF NORTH AMERICA.
Reassembly
1. Reassemble piston assemblies using thin coating of brake assembly lubricant. Install piston assemblies
into cylinder bore, using Guide Sleeve (34-3-000) to prevent seal damage.
2. Push piston fully forward and install plug. Install retaining ring in master cylinder bore. Replace "O" ring
between master cylinder and brake booster. Bench bleed master cylinder before installation.
Adapter To Power Flow Regulator 11.8 (16)
Axle Collar Nut
735i, 745i 309.8 (420)
E36 & E46 2WD 213 (290)
E46 4WD 310 (420)
22 mm 147.5 (200)
24 mm 184.4 (250)
27 mm 221.3 (300)
Bearing Pedestal To Brake Assembly & Body
3 Series 18.4 (25)
5 & 7 Series Except 735i & 745i 22.8 (31)
735i & 745i 19 (26)
Bleed Screw
7 mm 2.6-3.7 (3.5-5)
11 mm 8.9-11.8 (12-16)
Brake Booster To Pedal Assembly Console 16.2 (22)
Brake Caliper On Semi-Trailing Arm/Wheel Carrier 49.4 (67)
Brake Caliper To Steering Knuckle 81 (110)
Brake Carrier On Semi-Trailing Arm/Wheel Carrier
735i & 745i 81 (110)
All Others 48 (65)
Brake Disc To Wheel Hub
11.8 (16)
Brake Hose Couplings
735i & 745i 8.8-11.8(12-16)
All Others 12.5-25.7 (17-19)
Brake Master Cylinder To Brake Booster (Hydraulic)
Replace Hexagon Socket Cap Screw With A Hexagon Screw (Early 1995 5 38 (28)
Series)
Brake Master Cylinder To Brake Booster (Vacuum)
740iL (Early 1995) 15.5 (21)
Retighten After 30 Minutes (735i & 745i) 19 (26)
All Others 19 (26)
Expansion Tank To Brake Master Cylinder
3 Series 2.5 (3.5)
Guide Bolt (Front) 22 (30)
Guide Bolt (Rear) 20.6 (28)
Hydraulic Pipe Coupling To Brake Booster 22.8 (31)
Hydraulic Pipe From Power Steering Pump On Power Flow Regulator 29.5 (40)
Hydraulic Pipe To Brake Booster On Power Flow Regulator 22.8 (31)
Hydraulic Pipe To Pressure Reservoir 29.5 (40)
Hydraulic Pipe To Pressure Reservoir On Power Flow Regulator 34.6 (47)
Hydraulic Pipe To Steering Gear On Power Flow Regulator 36.8 (50)
Hydraulic Switch (Warning Switch) To Power Flow Regulator 13.2 (18)
Master Cylinder-To-Power Booster Nut 18-21 (25-29)
Orifice Valve To Brake Booster 25.8 (35)
Reservoir To Power Flow Regulator 36.8 (50)
Return Pipe To Oil Tank On Power Flow Regulator 11.8 (16)
Wheel Bearing Unit On Wheel Carrier 22.1 (30)
Wheel Lugs
All Except E53 & E65 81.1-95.5 (110-130)
E53 & E65 95.5-110.6 (130-150)
INCH Lbs. (N.m)
Actuating Unit & Control Unit Of Parking Brake 35.4 (4)
Housing Cover To Parking Brake (735i & 745i) 17.7 (2)
Wheel Cylinder To Brake Backplate 88.5 (10)
DISC BRAKE SPECIFICATIONS

DISC BRAKE SPECIFICATIONS
Application In. (mm)
Front
Diameter
3-Series (Non-M3) 11.25 (286)
3-Series (M3) 12.40 (315)
5-Series 11.90 (302)
740i & 740il 12.76 (324)
750il 13.15 (334)
Lateral Runout .008 (.20)
Parallelism .0008 (.020)
Minimum Refinish Thickness
3-Series (Non-M3)
Solid .409 (10.40)
Vented .803 (20.40)
3-Series (M3)
Vented 1.03 (26.40)
5-Series .803 (20.40)
740i & 740il 1.118 (28.4)
750il 1.197 (30.4)
Discard Thickness (1)
3-Series
Solid .393 (10.00)
Vented .787 (20.00)
5-Series 1.024 (26.00)
Rear
Diameter
3-Series Solid (Non-M3 Or Roadster) 11.0 (280)
3-Series Vented (Non-M3 Or Roadster) 10.86 (276)
3-Series (M3) 12.28 (312)
3-Series (Roadster) 10.70 (272)
5-Series 11.8 (300)
740i & 740il 12.8 (324)
750il 12.9 (328)
Lateral Runout .008 (.20)
Parallelism .0008 (.020)
Minimum Refinish Thickness
740i & 740il .409 (10.40)
All Others .724 (18.4)
Discard Thickness
Except 7-Series .315 (8.00)
7-Series (1)
Parking Brake
Diameter
3-Series 63.0 (160)
5-Series & 7-Series 70.8 (180)
(1) Information is stamped on disc rotor.
SPECIAL TOOLS
Fig. 67: Identifying Allen Key (34 4 000)
Fig. 68: Identifying Bending Tool (34 5 100)
Fig. 69: Identifying Brake Booster Tester (34 3 100)
Fig. 70: Identifying Brake Lining Measuring Gauge (34 1 260)
Fig. 71: Identifying Fixture (34 1 050)
Fig. 72: Identifying Removal & Installation Tool (33 2 110)
OPERATING FLUIDS
Operating Fluids - Brakes - All Models
1.0 GENERAL INFORMATION

Brake fluid, (glycol-based) as used in BMW brake systems, must conform with the following requirements:
 High boiling point

 Good low temperature resistance
 Low compressibility
 Corrosion inhibition for all metal parts inside of brake system
 Compatibility with all rubber parts used in brake system
These requirements are fulfilled by reputable brand name DOT 4 brake fluids.
Silicone-based brake fluid has better compressibility, but because it cannot absorb moisture, is subject to vapor
lock at temperatures above 212°F/ 100°C. At lower temperatures, it may even ice-up. Silicone-based brake
fluid is not approved by BMW .
Glycol-based brake fluid absorbs moisture from the atmosphere (hygroscopicity) through the brake fluid
reservoir, brake hoses, etc. This absorption of water lowers the original boiling point of brake fluid and active
safety of the entire system. If there is extended use of the brakes while driving downhill at high speeds, the
thermal loads could cause vapor bubbles in the brake fluid. This situation could lead to reduced braking
effectiveness.
The original boiling point of factory-approved brake fluids is approximately 500°F/260°C. Due to the
hygroscopic behavior of brake fluid, 2% of water within one year is permissible. The boiling point of brake
fluid will drop by 100°C with 3% water absorption. It is essential to conform with brake fluid changing
intervals in order to guarantee the safety and maximum effectiveness of a brake system.
It would not be sufficient simply to replace the brake fluid in the reservoir. Experience has shown that vapor
bubbles will occur first on areas of the brake caliper. This area is subjected to high thermal loads and also
exposed to heat transmission.
When replacing the brake fluid, the brake fluid used as the working fluid in the hydraulic clutch should also be
replaced. This is done by draining the clutch operation system or bleeding with the help of the clutch slave
cylinder.
The brake fluid should be replaced by filling the brake fluid reservoir. Make sure that each bleeder valve of all
wheel cylinders or brake calipers is kept open until the escaping brake fluid is clear and without air bubbles.
Never use brake fluid that has been drained from the system.
Storage of brake fluids also deserves your special attention. The aging process begins with the initial contact
between the brake fluid and the atmosphere. This means immediately after a new container is opened.
To keep the boiling point of stored brake fluids as high as possible, we recommend conforming with the
following points:
 Close all containers tightly.

 Select small size containers, which can be used up quickly.
 Avoid pouring contents of one container into a different container.
2.0 HANDLING BRAKE FLUIDS

Brake fluids could be mixed up accidentally with mineral oil products so it is important to leave them in their
original containers and not pour them into a different container.
CAUTION
If brake fluid accidentally comes into contact with your skin, wash it off with soap and water immediately. Eyes
should be thoroughly flushed with cold water if contacted by brake fluid. Vomiting should be induced if brake
fluid is internally consumed and a physician should be consulted.
If brake fluid is spilled or drips on a painted surface, wash it off with water immediately to prevent damage to
the paint finish. Never rub it off. Brake fluids should not have contact with grease or oil. Wash hands to remove
grease and oil before working with brake fluids. Also make sure that grease cannot enter the brake system.
Drained brake fluid must never be discarded in the garbage, oil disposal tanks or water drains.
Read instructions on container label prior to use.
3.0 BMW TESTED AND APPROVED BRAKE FLUIDS

BMW Tested and Approved DOT 4 ESL Brake Fluid is available as follows:
BRAKE FLUID SPECIFICATION

12 fl. oz. bottle BMW Part No. 81 22 0 142 156
1 gallon container BMW Part No. 81 22 0 142 155
4.0 BRAKE FLUID CHANGE INTERVALS

All Models Brake fluid change interval every 2 years.
5.0 OTHER OPERATING FLUIDS

ANTI-SQUEAK/CORROSION PASTE
Bostik NEVER-SEEZ(R) to prevent disc brake squeaking. It is applied on cleaned recesses, pressure surfaces of
piston crowns, brake pad backplates and possibly transfer plates - but not on friction liners.
To prevent corrosion between the ABS impulse sensor and the hole in the wheel suspension component, apply a
thin coat of Bostik NEVER-SEEZ(R) to cleaned sensor and hole before assembly.
Bostik NEVER-SEEZ(R) Part No. NSBT-16
See S.I. Bulletins B 34 02 94, B 34 05 98, and B 34 03 00.
BRAKE CLEANER SPRAY
Non-CFC spray (former BMW Part No. 81 22 9 407 704) for cleaning brakes, brake pads, brake shoes, drums,
disks and other brake components. Also suitable for clutch pressure plates.
NON-CFC SPRAY SPECIFICATION

3M Part No. 8895
CRC Part No. 08088
OPERATING FLUIDS
Operating Fluids - Pedals - All Models

For lubricating friction points on the pedal assemblies, use Syntheso Glep 1 (BMW Part No. 83 23 9 407 778).
1997-98 DRIVE AXLES
BMW - Differentials & Axle Shafts
AXLE RATIO & IDENTIFICATION

Axle ratio and identification are stamped on differential cover.

All models are equipped with a multi-link rear axle. See Fig. 1 or Fig. 2 . Drive shaft may utilize either a
universal joint or Constant Velocity (CV) joint at rear.
Fig. 1: Drive Axle Assembly (3-Series)

Fig. 2: Drive Axle Assembly (5-Series Shown; 7-Series Is Similar)
LUBRICATION
CAPACITY
FLUID CAPACITY
Year & Model Pts. (L)
3 & 5 Series (All) 2.1 (1.0)
7 Series
With Transmission Type
G (2) 3.0 (1.4)
M (1) 3.4 (1.6)
8-Series
G (2) 4.0 (1.9)
M (1) 2.5 (1.2)
(1) Can be identified by side cover with 6 bolts.
(2) Can be identified by side cover with 8 bolts.
FLUID TYPE
NOTE: The new final drive oil SAF-XJ, replaces the old final drive oil SAF-XLS.
Use BMW Synthetic Final Drive Oil SAF-XJ (83 22 1 470 080).
TROUBLE SHOOTING
NOTE: See TROUBLE SHOOTING - BASIC PROCEDURES article in GENERAL

INFORMATION.

AXLE SHAFT & BEARING
See AXLE SHAFTS .
AXLE SHAFTS
Removal (3-Series)
1. Raise and support vehicle. Remove inner CV joint axle flange bolts. Separate axle shaft from differential
flange and wire aside. See Fig. 3 . Remove wheel. Remove wheel nut. Remove brake disc rotor. Install
Press (33 2 111, 116, 117) with 2 wheel studs. Press off axle shaft. Remove axle shaft from vehicle.
CAUTION: DO NOT allow axle shaft to fall.
2. Pry off sealing plate cover from end of shaft. Remove hose clamp. Remove snap ring from shaft, and
index mark CV joint assembly to axle shaft. Press dust cover and boot from bearing assembly.
3. Separate boot from joint assembly. Remove snap ring. Press CV joint assembly off axle shaft (press on
inner race surface only). Note direction of inner race collar. DO NOT disassemble CV joint.
4. Inspect boot for deterioration and cracking. Replace if necessary. Check bearing assembly for smooth
operation. Inspect assembly for abnormal wear, scoring and pitting. Replace as an assembly.
Fig. 3: Removing Axle Shaft
Installation
1. Clean splines of axle shaft to remove grease. Install boot and dust cover assembly over shaft. Apply coat
of Loctite to splines and press joint onto shaft. Keep Loctite from entering ball passages.
2. Install snap ring. Pack joint and boot with grease supplied in joint kit. Coat large diameter end of boot
with an adhesive, and press on cover.
CAUTION: DO NOT allow axle shaft to fall.
Removal (5-Series)
1. Raise and support vehicle. Remove wheel. Remove wheel nut. Remove brake caliper. Remove brake disc
rotor. Remove swing arm cover. Install Puller (33 2 116, 33 4 201, 202, 203) to drive flange. Drive out
drive flange.
CAUTION: Wheel bearing is destroyed when drive flange is removed.
2. Remove inner bearing race from groove in bearing race. Remove wheel bearing bolts. Remove wheel
bearing.
Installation
Ensure contact faces of wheel bearing, wheel carrier and tapped bores are clean and free of grease. Install new
wheel bearing. Apply light coat of oil on drive flange. Attach drive flange on spline of output shaft. Tighten
drive flange down using Press (33 2 115, 116, 118). To complete installation, reverse removal procedure.
Removal (7-Series)
1. Raise and support vehicle. Remove exhaust system. Remove wheel. Remove 6 out flange-to-axle shaft
bolts.
CAUTION: Wheel bearing is destroyed when drive flange is removed.
2. Remove wheel nut. Install Puller (33-2-116), (33-2-111), and, (33-2-117) to output shaft. Drive out output
shaft.
3. On vehicles with height sensor, remove control arm from wheel carrier assembly. Remove mounting bolts
and disconnect strut assembly from wheel carrier assembly. Using a jack, lift wheel carrier assembly and
remove output shaft.
Installation
Ensure contact faces of wheel bearing, wheel carrier and tapped bores are clean and free of grease. Install new
wheel bearing. Apply light coat of oil on drive flange. Attach drive flange on spline of output shaft. Tighten
drive flange down using Press (33-2-115), (33-2-116) and (33-2-118). To complete installation, reverse removal
procedure.
AXLE SHAFT BOOTS
Removal
1. Remove axle shaft. See AXLE SHAFTS . Press off sealing cover. See Fig. 4 . Remove hose clamps.
Remove cap and dust cover. Remove circlip. See Fig. 5 . Press spline shaft out of CV joint.
CAUTION: DO NOT disassemble CV joint.
2. Check CV joint for dirt or damage. Replace CV joint as necessary. Unfasten hose clamps from CV boot.
Pull boot off splined shaft.
Fig. 4: Removing Sealing Cover
Fig. 5: Removing Circlip

Installation
1. Ensure CV joint is clean. Install new grease in CV joint. Install new inner CV boot. Remove adhesive
tape. Coat sealing face of cap with sealing gel. Press cap onto CV joint with pressure ring. Pull on new
CV joint boot. Press CV joint and cap over inner bearing race on splined shaft. Install new circlip.
2. Fill CV joint with grease. Pull CV joint boot onto cap. Install NEW hose clamps. Ensure large hose clamp
is located between 2 bores of CV joint.
AXLE SHAFT OIL SEAL
Removal
Remove axle shaft-to-differential bolts. See Fig. 3 . Suspend axle shaft(s) with wire. On 3-Series and 7-Series
remove drive flange with a tire iron. On 5-Series, knock off drive flange with a plastic hammer. On all models,
pull out shaft seal with seal puller.
CAUTION: DO NOT damage dust cover on drive flange.
Installation
1. On 3-Series, check circlip for stretching or damage. Replace as necessary. Rotate circlip so both ends of
clip are recessed in groove. See Fig. 6 . Apply light coat of differential oil to contact area of shaft seal.
Rotate and press in flange by hand until round wire snap ring engages. Press flange further in until
retaining ring engages.
2. On all models, coat housing plate flange and sealing lips of shaft seal with differential oil. Install shaft
seal as far as possible.
Fig. 6: Locating Circlip In Groove
DIFFERENTIAL ASSEMBLY
1. Drain differential oil. Disconnect drive shaft from input flange. Remove speedometer signal sensor (if
applicable). Disconnect left and right stabilizer mounts. Remove left and right axle shaft bolts. See Fig.
3 . Suspend axle shafts with wire.
2. Support differential with a transmission jack. Remove differential mounting bolts. See Fig. 7 . Slowly
lower jack. Remove differential toward rear. To install, reverse removal procedure.
Fig. 7: Removing Differential Mounting Bolts
DRIVE SHAFT
Removal (With Rear Universal Joint)
1. Remove exhaust assembly and heat shield. Remove exhaust assembly mounting brackets. On models
with joint disc, remove 3 bolts and disconnect joint disc at transmission. See Fig. 8 . On models with
universal joint, disconnect universal joint at transmission. See Fig. 9 .
2. On all models, loosen threaded sleeve with Wrench (26 1 040). Mark position of universal joint relative
to differential pinion shaft. Disconnect universal joint at differential. Unbolt drive shaft center mount.
Lower drive shaft at center mount. See Fig. 10 . Pull off centering pin at transmission or differential (if
equipped). Remove drive shaft.
Fig. 8: Removing Joint Disc (Drive Shaft With Rear Universal Joint)
Fig. 9: Removing Universal Joint
Fig. 10: Removing Drive Shaft
Installation
To install, reverse removal procedure. Check splined sections for damage. Replace as necessary. Ensure drive
shaft mating marks are aligned.
Removal (With Rear CV Joint)
with joint disc, remove 3 bolts and disconnect joint disc at transmission. See Fig. 11 . Unbolt CV joint at
differential. Unbolt drive shaft center mount.
CAUTION: DO NOT allow drive shaft to fall into joints. Rubber collar can become
squeezed, or joints may be damaged.
2. Lower drive shaft at center mount. Pull off centering pin at transmission or differential (if equipped).
Remove drive shaft.
CAUTION: DO NOT damage CV joint seal.
Installation
To install, reverse removal procedure. Add grease to CV joint as necessary. Check splined sections for damage.
Replace as necessary.
Fig. 11: Removing Joint Disc (Drive Shaft With Rear CV Joint)
DRIVE SHAFT CONSTANT VELOCITY (CV) JOINT
Removal
Remove drive shaft. See DRIVE SHAFT . Remove hose clamp. Remove circlip. See Fig. 12 . Push back boot.
Using a puller, disconnect CV joint.
Installation
1. Fill new CV joint with grease. Clean grease off splines. Apply Loctite to splines.
CAUTION: Do not get Loctite into ball grooves. Do not tilt inner race and cage as
CV joint balls could fall out.
2. Drive CV joint onto drive shaft. Install circlip. Pull boot onto propeller shaft. Install hose clamp on boot.

DRIVE SHAFT CONSTANT VELOCITY (CV) JOINT BOOT
Removal
Disconnect CV joint. See DRIVE SHAFT CONSTANT VELOCITY (CV) JOINT . Using plastic hammer,
drive out CV joint mounting bolts. See Fig. 13 . Remove washers. Remove end cover. See Fig. 14 .
CAUTION: Avoid damaging seal between CV joint and end cover.

Installation
Add grease as necessary. Install new end cover and boot on CV joint. Install washers and CV joint mounting
bolts. Pull boot onto drive shaft. Install hose clamp on boot.
Fig. 13: Removing CV Joint Mounting Bolts

Fig. 14: Removing End Cover
PINION SHAFT & OIL SEAL
Removal
Lift out retaining plate. Using peening tool, mark position of collar nut relative to pinion shaft. See Fig. 15 .
Secure input shaft with Wrench (23 0 020) and loosen nut. Remove pinion. Remove pinion shaft seal.
Installation
Install new shaft seal. Coat sealing lips of pinion shaft seal with differential oil. Install pinion shaft. Tighten
collar nut until mark aligns. Install retaining plate.
Fig. 15: Marking Position Of Collar Nut & Pinion Shaft
REAR HUB & CARRIER ASSEMBLY
NOTE: Information for 8-Series rear carrier assembly removal is not available.
Removal (3-Series)
1. Disconnect parking brake cables on parking brake lever. Remove rear wheels. Remove exhaust system.
Disconnect drive shaft from differential. See DRIVE SHAFT . Remove left and right brake line retaining
bolts. Remove brake calipers and hang them from vehicle with a piece of wire. Remove ABS impulse
sensors.
2. Support trailing arm with a jack. Remove lower shock bolts and lower jack. Remove speedometer signal
sensor (if equipped). Unbolt and remove heat shield and bracket. See Fig. 16 . Pull parking brake cables
from guides. Remove trailing arm bolts. Position Rear Axle Retainer (00-2-030), (00-2-040), (33-3-290)
under rear axle. Remove rear axle carrier bolts. See Fig. 17 . Slowly lower jack. Remove springs.
Installation
To install, reverse removal procedure. Bleed brakes. See appropriate ANTI-LOCK article in BRAKES section.
Fig. 16: Removing Heat Shield & Bracket
Fig. 17: Removing Rear Axle Carrier Bolts

Removal (5-Series)
1. Remove wheels. Remove drive shaft. See DRIVE SHAFT . Remove brake calipers and hang them with a
piece of wire. Remove ABS impulse sensors. Disconnect parking brake cables on parking brake lever.
Remove heat shield above drive shaft. Remove ride height sensor (if necessary).
2. Support differential with a jack and Support (33 4 390). Remove left and right trim panels. See Fig. 18 .
Remove left and right shock absorbers. Remove left and right carrier bolts. Lower rear axle.
Installation
Fig. 18: Removing Trim Panel

Removal 7-Series
1. Raise and support vehicle. Remove wheel assembly. Apply parking brake and disconnect and remove
both output shafts from drive flanges. SeeAXLE SHAFTS . Release parking brake and remove parking
brake lever.
2. Remove a small amount of brake fluid from master cylinder. Disconnect brake hose and remove brake
cable from guide. Disconnect ABS speed sensor connector. Support carrier assembly from underneath.
Disconnect stabilizer bar. Remove diagonal support arm bolts from connecting link. Remove trailing arm-
to-axle carrier bolts. disconnect strut assemblies and lower carrier assembly.
Installation
OVERHAUL
DIFFERENTIAL ASSEMBLY
Replace differential assembly as a unit.
Axle Shaft-To-Differential Drive Flange Bolts
10 mm 61 (83)
12 mm 82 (110)
Differential-To-Subframe Bolts
3-Series
Front 70 (95)
Rear 57 (77)
5-Series 91 (123)
7-Series 57 (77)
8-Series 57 (77)
Strut-To-Subframe Bolts
3 & 8-Series 57 (77)
5 & 7-Series 94 (127)
Wheel Nut
3-Series
M3 185 (250)
All Others 220 (300)
5-Series 185 (250)
7-Series 185 (250)
1997-98 DRIVE AXLES
Drive Shafts & Universal Joints

All models are equipped with a multi-link rear axle. Drive shaft may utilize either a universal joint or Constant
Velocity (CV) joint at rear.
UNIVERSAL JOINTS
Universal joints are used on front and rear sections to compensate for differences in installed angle of drive
shaft as it rotates. Needle roller bearings are used in universal joints. Needles are held in place on the trunnions
by round bearing cups. Bearing cups are held in the yokes either by snap rings or injected plastic retainers,
(depending on manufacturer).
ADJUSTMENTS
DRIVE SHAFT PHASING
NOTE: Drive shaft deflection angle specifications for 3-Series is not available from
manufacturer.
NOTE: Drive shaft phasing does not normally need to be performed unless
engine/transmission or differential assembly has been removed and installed or
if noise or vibration is present and a visible inspection of drives shaft failed to
reveal any obvious wear or damage.
NOTE: Ensure drive shaft runs straight from transmission to differential assembly
without any side-to-side variation. Ensure engine/transmission is centered in its
mounts. Any misalignment will be apparent from center bearing forward.
1. Measure side-to-side variation of drive shaft position in relation to clearance between drive shaft and
drive shaft tunnel. See Fig. 1 .
Fig. 1: Measuring Drive Shaft Side-To-Side Clearance
WARNING: Maximum allowable height change of center bearing or transmission

support when using shims is .118" (3 mm).
2. Check drive shaft deflection by using a large protractor or suitable measuring tool. Measure front and rear
drive shaft sections compared to transmission and differential. See DRIVE SHAFT DEFLECTION
ANGLE SPECIFICATIONS table. Install or remove shims from between center bearing and vehicle
body or between transmission and transmission rear support as needed.
3. Using a protractor or suitable measuring tool, recheck drive shaft deflection.
DRIVE SHAFT DEFLECTION ANGLE SPECIFICATIONS

Application (1) Deflection Angle
528i
Transmission- -0° 16' To +0° 44'
To-Driveshaft
Center -1° 07' To -0° 07'
Carrier
Drive Shaft- +1° 35' To +2° 35'
To-
Differential
Manual Transmission
To-Driveshaft
Center -1° 07' To -0° 07'
Carrier
Drive Shaft- +1° 37' To +2° 37'
To-
Differential
540i
To-Driveshaft
Center -1° 00' To 0° 00'
Carrier
Drive Shaft- +1° 22' To +2° 22'
To-
Differential
Manual Transmission
To-Driveshaft
Center -1° 03' To -0° 03'
Carrier
Drive Shaft- +1° 22' To +2° 22'
To-
Differential
(1) ° indicates degrees, ' indicates minutes.

DRIVE SHAFT
Removal (With Rear Universal Joint)
with joint disc, remove 3 bolts, and disconnect joint disc at transmission. See Fig. 2 . On models with
universal joint, disconnect universal joint at transmission. See Fig. 3 .
2. On all models, loosen threaded sleeve with Wrench (26 1 040). Mark position of universal joint relative
to differential pinion shaft. Disconnect universal joint at differential. Unbolt drive shaft center mount.
Lower drive shaft at center mount. See Fig. 4 . Pull off centering pin at transmission or differential (if
equipped). Remove drive shaft.
Fig. 2: Removing Joint Disc (Drive Shaft With Rear Universal Joint)
Fig. 3: Removing Universal Joint
Fig. 4: Removing Drive Shaft
Installation
To install, reverse removal procedure. Check splined sections for damage. Replace as necessary. Ensure drive
shaft mating marks are aligned.
Removal (With Rear CV Joint)
with joint disc, remove 3 bolts and disconnect joint disc at transmission. See Fig. 5 . Unbolt CV joint at
differential. Unbolt drive shaft center mount.
CAUTION: DO NOT allow drive shaft to fall into joints. Rubber collar can become
squeezed, or joints may be damaged.
2. Lower drive shaft at center mount. Pull off centering pin at transmission or differential (if equipped).
Remove drive shaft.
CAUTION: DO NOT damage CV joint seal.
Installation
To install, reverse removal procedure. Add grease to CV joint as necessary. Check splined sections for damage.
Replace as necessary.
Fig. 5: Removing Joint Disc (Drive Shaft With Rear CV Joint)

DRIVE SHAFT CONSTANT VELOCITY (CV) JOINT
Removal
Remove drive shaft. See DRIVE SHAFT . Remove hose clamp. Remove circlip. See Fig. 6 . Push back boot.
Using a puller, disconnect CV joint.
Installation
1. Fill new CV joint with grease. Clean grease off splines. Apply Loctite to splines.
CAUTION: DO NOT get Loctite into ball grooves. DO NOT tilt inner race and
cage, as CV joint balls could fall out.
2. Drive CV joint onto drive shaft. Install circlip. Pull boot onto drive shaft. Install hose clamp on boot. To

DRIVE SHAFT CONSTANT VELOCITY (CV) JOINT BOOT
Removal
Remove CV joint. See DRIVE SHAFT CONSTANT VELOCITY (CV) JOINT . Using plastic hammer,
drive out CV joint mounting bolts. See Fig. 7 . Remove washers. Remove end cover. See Fig. 8 .
CAUTION: Avoid damaging seal between CV joint and end cover.
Installation
Add grease as necessary. Install new end cover and boot on CV joint. Install washers and CV joint mounting
bolts. Pull boot onto drive shaft. Install hose clamp on boot. To complete installation, reverse removal
procedure.
Fig. 7: Removing CV Joint Mounting Bolts

Fig. 8: Removing End Cover
OVERHAUL
UNIVERSAL JOINTS
NOTE: Information to overhaul universal joints is not available from manufacturer.

Some models require replacement of drive shaft sections if universal joint is
worn or defective.
Axle Shaft-To-Differential & Drive Flange Bolts
10 mm 61 (83)
12 mm 82 (110)
Center Bearing Mounting Bolts
3-Series 16 (22)
Differential-To-Subframe Bolts
3-Series
Front 70 (95)
Rear 57 (77)
5-Series 91 (123)
Drive Shaft-To-Differential Nuts
3-Series
Models With U-Joint (Ribbed Nut) 59 (80)
Models With U-Joint (Compressed Nut) 44 (60)
Flexible Coupling-To-Driveshaft Or Transmission
3-Series
10 mm (8.8 Grade) 35 (47)
10 mm (10.9 Grade) 47 (64)
12 mm (8.8 Grade) 60 (81)
12 mm (10.9 Grade) 74 (100)
12 mm (10.9 Grade - M3 Models) 85 (115)
Transmission Crossmember-To-Body
3-Series 16 (22)
OPERATING FLUIDS
Operating Fluids - Drive Shaft - All Models

The locating tabs of the drive shaft to the transmission output flange may be lubricated with any high
temperature resistant, long-term grease (available locally).
OPERATING FLUIDS
Operating Fluids - Front Axle - All Models
1.0 GENERAL INFORMATION ON HIGH TEMPERATURE MULTI-PURPOSE

GREASE
High temperature multi-purpose grease consists of a lithium complex soap in a mineral oil product with a
selected combination of additives. Extremely fine soap is contained in the oil, and serves as the basic ingredient.
This lubricating grease possesses the following properties:
 Very good thermal resistance and penetration stability
The structure and consistency must be maintained over long service life with temperatures from -22°F to
+302°F (-30°C to +150°C) in continuous operation and very high loads.
 Oxidation stability
A lubricating grease contains effective inhibitors (which limit or prevent chemical reactions) in order to
stop oxidation at very high operating temperatures.
 Water resistance and corrosion inhibition
A high temperature multi-purpose grease is water resistant. At the same time lubricated parts are given
maximum protection against rust by the corrosion inhibitors.
2.0 APPROVED HIGH TEMPERATURE MULTI-PURPOSE GREASE

High temperature multi-purpose grease is used for the lubrication of wheel bearings.
BALL BEARINGS (E24 FROM MID 1982, E28, E30, E31, E32 AND ALL FOLLOWING)
Provided with lifetime lubrication.
No subsequent lubrication approved!
TAPERED ROLLER BEARINGS (E23, E21)
50 grams grease packing in wheel hub and 20 grams in wheel hub grease cap per wheel.
Grease type: Retinax A
CRC Part No. SL 3131 (former BMW Part No. 81 22 9 407 710)
3.0 APPROVED FRONT AXLE FINAL DRIVE OILS

Approvals are the same as for rear axle final drive oils. Refer to REAR AXLE .
OPERATING FLUIDS
Operating Fluids - Rear Axle - All Models
1.0 GENERAL INFORMATION ON FINAL DRIVE OIL

Final Drive oil or hypoid gear lubricant must conform with the following requirements because of the high
loads which occur on the profiles of the hypoid gear teeth:
 Load carrying capacity.

 Sufficient protection against seizure.
 Good wear protection.
 Optimal friction and temperature behavior.
 Seal compatibility.
 Aging resistance.
These and other properties are already contained in brand-name hypoid gear lubricants because of the high
content of EP additives (EP = extreme pressure).
OIL ADDITIVES
The factory has not approved oil additives for hypoid gear lubricants.
All final drives are designed in such a manner that they do not require any type of oil additives. Any type of
additives is fundamentally rejected by the factory. BMW NA cannot accept any liability for follow-up damage
resulting from the use of additives.
2.0 APPROVED FINAL DRIVE OILS FOR FRONT AND REAR AXLE FINAL
DRIVES WITH AND WITHOUT LIMITED SLIP OR VISCOUS COUPLING
Mineral based final drive oils are no longer recommended due to the release of synthetic final drive oils for all
vehicles with or without limited slip differentials.
LIMITED SLIP DIFFERENTIALS
With the introduction of the Z3 roadster a new synthetic final drive oil for all vehicles with a multi-plate
limited-slip differential has been released. The new BMW final drive oil SAF-XJ will replace the old final drive
oil SAF-XLS.
The SAF-XLS final drive oil is not to be used in the final drive of the Z3 roadster.
Use only the SAF-XJ in the final drive of the Z3 roadster.
NOTE: If a non-limited slip differential oil is used in a limited slip differential a whining
or chattering sound can be heard on very tight turns and will eventually result
in a failure of the differential.
DIFFERENTIAL OIL SPECIFICATION

Description Quantity Part Number
BMW Synthetic Final Drive Oil 55 liter drum 83 22 1 470
080
(with multi-plate Limited Slip Differential) (SAF-XJ)
E60 M5 utilizes a multi-plate Limited Slip Differential requiring SAF XJ fluid.
Non-Limited Slip Differentials
NON-LIMITED SLIP DIFFERENTIAL OIL SPECIFICATION

768
(without multi-plate limited slip differential,or with viscous differential lock (325iX/iXA) (SAF-XO)
NOTE: See S.I. Bulletin B 33 01 92 for additional final drive oil info.
3.0 FINAL DRIVE OIL FOR BMW M1 MOTORSPORT COUPE

The final drive of a BMW M1 is integrated in the manual transmission and oil supply is accomplished with a
mutual oil filling.
Use reputable brand SAE 80 manual transmission oil conforming with specifications MIL-L-2105 A or API-GL
4.
4.0 OIL CHANGE INTERVALS

Maintenance requirements per the vehicle's Service Booklet or the respective Service Maintenance Checklist.
Replacement final drives: same as for new vehicles.
All models as of 9/97 production are factory-filled with synthetic rear axle oil having a lifetime service rating.
No oil changes are required for the life of the vehicle.
5.0 CARS WITHOUT SERVICE INDICATOR (INCLUDING BMW M1)

First oil change at 600 miles
Further oil changes at 18,000 miles
Special Rule For BMW 530I, 528I (E 12):

1st oil change at 600 miles after final drive replacement.
2nd oil change at 4,500 miles after final drive replacement.
Further oil changes at 9,000 miles intervals, beginning at 9,000 miles.
6.0 CARS WITH SERVICE INDICATOR

Refer to Service Maintenance checklist for respective model year.
BREAK-IN PROCEDURES
Drive the car with changing engine speeds and road speeds during the first 1,200 miles/2,000 km, but never
faster than 2/3rds of maximum speed in a selected gear. Avoid using full throttle and kick-down positions of the
accelerator pedal during this period.
BMW M3/M5/M6 Up to 1,200 miles max. engine speed 5500 RPM
Generally avoid full-throttle position of the accelerator.
These break-in procedures are, of course, also applicable to replacement final drives.
7.0 OUTPUT SHAFTS

The joints of output shafts have permanent grease lubrication and require no servicing.
The amount of joint grease required after repairing is supplied in the " dust cover repair kit".
8.0 WHEEL BEARINGS

BALL BEARINGS E24 (SINCE 5/82), E28, E30, E31, E32 AND ALL FOLLOWING
Bearing unit is lubricated for its service life, cannot be disassembled and does not require subsequent
lubrication.
GROOVED BALL BEARINGS E12, E21, E23, E24 BEFORE 5/82
Grease type: Retinax A (former BMW Part No. 81 22 9 407 710)
CRC Part No. SL 3131
9.0 DIFFERENTIAL HOUSING FINAL DRIVE COVERS AND HOUSING

On 735i/iL, 750iL, M6 and M5 (E28) models, the attaching bolts are to be installed with Hylogrip/Loctite 270
(green) thread sealant (former BMW Part No. 81 22 9 400 086).
Wurth Part No. 8932700
See S.I. Bulletins B 33 01 89 (1869) and B 33 01 88 (1621).

1996-2002 DRIVE AXLES
RWD Axle Shafts - Z3 Roadster
IDENTIFICATION
ENGINE IDENTIFICATION
Application - Model (Chassis Code) Engine Size (Code)
1996-98
Z3 (E36) 1.9L (M44)
1997-00
Z3 (E36) 2.8L (M52)
1999-00
Z3 (E36) 2.5L (M52TU)
2000-02
Z3 (E36) 3.0L (M54)
2001-02
Z3 (E36) 2.5L (M54)
Z3 (E36) 3.0L (M54)

The BMW Z3 Roadster features independent rear suspension and the drive axles must be able to move at an
angle, following movement of rear suspension. To accomplish this, a constant velocity (CV) joint is located at
each end of each drive axle. Drive axle inner CV joints are bolted to the final drive flanges of rear differential.
On the outer CV joint, a splined axle stub engages with splines in wheel hub and is secured by a large collar nut.
Each CV joint is packed with a special lubricant and is sealed by a rubber boot. CV joint boots should be
inspected periodically to ensure they are in good condition. A damaged boot will let in dirt which will quickly
destroy the joint. CV joints are not serviceable and must be replaced.
TROUBLE SHOOTING
See DRIVE AXLE NOISE DIAGNOSIS article in GENERAL INFORMATION.

DRIVE AXLE SHAFTS
Removal & Disassembly
NOTE: The large hub collar nut securing axle stub to hub is very tight, and the axle
stub is press-fit into wheel drive hub. Removing the axle stub from the hub,
installing it, and torquing it properly may require special tools.
1. Raise and support vehicle. Remove rear tire. Apply parking brake. Remove wheel hub dust cap. Remove
collar nut lock plate and discard. Remove hub collar nut. Release parking brake. Remove brake caliper
and suspend aside. Remove Allen bolt and remove brake rotor.
WARNING: Always loosen or tighten axle hub nut with vehicle on the ground.
The leverage required to loosen or tighten nut could topple vehicle
from lift or jack stands.
2. Remove the 6 inner CV joint-to-differential final drive flange bolts. Separate inner CV joint from final
drive flange, and support axle shaft using a piece of wire attached to underside of body. DO NOT allow
axle shaft to hang freely to prevent damage to outer CV joint.
WARNING: It is recommended that a restraining chain be installed between

bottom coil of coil spring and upper control arm to retain spring in
case of accidental release. Personal injury can result if compressed
coil spring is not released slowly and carefully.
3. Using a transmission jack or equivalent, support rear suspension trailing arm. Remove shock absorber
from trailing arm. Lower trailing arm enough to provide clearance to remove axle shaft.
4. Using a suitable puller, press stub axle out of wheel drive hub. See Fig. 1 .
5. Remove axle shaft from vehicle.
Fig. 1: Pressing Axle Stub Out Of Wheel Hub
Installation
CAUTION: DO NOT pivot ball hub more than 20 degrees in the outer ring of CV joint.
The balls will fall out if hub is pivoted too far.
1. Using BMW Special Tool (332-114, 332-115 and 332-116) or equivalent, draw axle shaft into wheel
drive hub.
2. Apply oil to threads of collar nut and install onto axle finger tight.
3. Install shock absorber to trailing arm.
4. Install inner axle shaft CV joint to differential final drive flange and tighten bolts to specification. See
5. Install brake rotor and caliper.
6. Lower vehicle. Apply parking brake. Tighten hub collar nut to 184 ft. lbs. (250 N.m).
7. Using BMW Special Tool (331-020), drive NEW lock plate on hub collar nut. Install hub dust cover.
8. Raise vehicle and install rear wheel. Lower vehicle.
CV INNER JOINT
Removal
1. Remove axle shaft. See DRIVE AXLE SHAFTS .

2. Remove boot clamps and cut rubber boot from CV joint and axle shaft. Clean grease from CV joint.
3. Remove dust cover from CV joint. Remove circlip holding CV joint-to-axle and discard.
4. Place axle and CV joint on a hydraulic press so joint inner hub is supported on press. See Fig. 2 . Press
axle shaft from CV joint. If axle shaft is hollow, use a suitable adapter.
5. Clean all lubricant off axle shaft splines and inner CV joint splines.
Fig. 2: Supporting CV Joint Hub On Press

Installation
NOTE: When replacing CV joint, use a complete CV joint boot repair kit. Kit will include
a new boot, clamps, special lubricant and CV joint circlip.
1. Place NEW rubber boot, small boot clamp and inner joint cover over axle shaft. Coat axle shaft splines
with Loctite No. 270 and press NEW CV joint onto axle. Install NEW circlip holding CV joint-to-axle.
2. Pack CV joint with approximately 2.8 oz. of lubricant supplied in kit.
3. Apply Bostik No. 1513 or a suitable sealant to inner sealing surface on large end of NEW rubber boot,
and mount boot on CV joint.
4. Secure large end of rubber boot to CV joint with NEW clamp. Apply Bostik No. 1513 or a suitable
sealant to inner sealing surface on small end of new rubber boot and mount on CV joint and secure with
new clamp.
5. Install axle shaft. See DRIVE AXLE SHAFTS .
Axle Hub Collar Nut 184 (250)
Brake Caliper Bolts 50 (67)
Brake Rotor Allen Bolt 12 (16)
CV Joint-To-Final Drive Flange Bolts
8 mm Bolt 47 (64)
10 mm Bolt 74 (100)
12 mm Bolt 99 (135)
Shock Absorber Bolt 74 (100)
ELECTRICAL
BMW - 3 Series (E36) - 1991-99
IDENTIFICATION
WARNING: Vehicles are equipped with air bag supplemental restraint system. Before
attempting any repairs involving steering column, instrument panel or
related components, see SERVICE PRECAUTIONS and DISABLING &
ACTIVATING AIR BAG SYSTEM in AIR BAG RESTRAINT SYSTEM article.

systems have completed a relearn cycle. See COMPUTER RELEARN
PROCEDURES article in GENERAL INFORMATION before disconnecting
battery.
COMPONENT IDENTIFICATION
ENGINE COMPARTMENT FUSES
The fuse box with spare fuses, fuse removal tool and relays are located on the left wheel arch inside the engine
compartment.
Fig. 1: Engine Compartment Fuse Panel
 1 - 30 Amp Sunroof
 2 - 25 Amp Auxiliary Connector
 3 - 30 Amp Headlight/Foglight Cleaning Module
 4 - 15 Amp Unloader Relay (K9)
 5 - 30 Amp Power Seats
 6 - 20 Amp Rear Defogger Relay
 7 - 5 Amp Power Door Locks, Convertible Top, Trunk Lid Relay
 8 - 15 Amp Horn Relay, Anti-Theft Control Module
 9 - 20 Amp Radio, Hi-Fi Amplifier
 10 - 30 Amp Anti-Lock Braking System, Traction Control System
 11 - 7.5 Amp Right Low Beam Headlight, Check Control Module
 12 - 7.5 Amp Left Low Beam Headlight, Check Control Module
 13 - 5 Amp Not Used
 14 - 30 Amp Body Electronic Control Module
 15 - 15 Amp Foglights, Instrument Cluster
 16 - 5 Amp Cooling Fan Relays, A/C Compressor Control Relay
 17 - 10 Amp Rear Foglight Switch (Canada)
 18 - 15 Amp Fuel Pump
 19 - 15 Amp Relay Module
 20 - 30 Amp Blower Relay, Park Ventilation Relay
 22 - 5 Amp Light Switch
 23 - 5 Amp Unloader Relay (K9), Rear Defogger Relay, Combination Switch, Climate Control System,
Clock, Instrument Cluster, On-Board Computer
 24 - 10 Amp Power Mirrors
 25 - 5 Amp (USA) Light Switch
 25 - 5 Amp (Canada) Light Switch, Low Beam Light Relay, Right Park Light/License Plate Light Relay,
Left Park Light Relay
 26 - 10 Amp Back-Up Lights Switch, Program Switch, Transmission Range Switch, Throttle Flap Heater
 27 - 5 Amp Instrument Cluster
 28 - 5 Amp Automatic Transmission Range Switch
 29 - 7.5 Amp Left High Beam Light
 30 - 7.5 Amp Right High Beam Light
 31 - 5 Amp Climate Control System, On-Board Computer, Instrument Cluster, Clock, Chime Module,
On-Board Display
 32 - 30 Amp Front Cigarette Lighter
 33 - 10 Amp Light Switch, Charging Socket, Telephone Transceiver, Body Electronic Control Module,
CD Changer, Trunk Light, Left Park Light Relay (Canada), Front Dome & Map Lights, Ignition Switch
 34 - 15 Amp Crash Control Module, Hazard Flasher Relay
 35 - 25 Amp Convertible Top Motor, Body Electronic Control Module
 36 - 30 Amp Wiper Relay
 37 - 10 Amp Light Switch, Right Park Light/License Plate Light Relay (Canada)
 38 - 30 Amp ABS Pump Motor Relay
 39 - 7.5 Amp Compressor Control Relay
 41 - 30 Amp High Speed Relay
 42 - 7.5 Amp Rollover Sensor, Supplemental Restraint System Control Module
 43 - 5 Amp Convertible Top Control Module, Seat Load Assembly, Body Electronics Control Module,
Telephone Transceiver, Anti-Theft Control System, Make-Up Mirrors, Front Dome & Map Lights
 44 - 15 Amp Radio, Wiper/Washer Module, Washer Pump, Twin Relay Module
 45 - 7.5 Amp Wiper Relay, Wiper Motor Relay, Clock, On-Board Computer, On-Board Display Check
Control Module
 46 - 15 Amp Cruise Control System, Instrument Cluster, Brake Light Switch
FUSES IN GLOVE BOX
For appropriate fuse assignments, see the Glove Box Fuse Assignments table.
NOTE: The fuse assignments below are based on vehicle manufacture dates given by
BMW. Use the vehicle's VIN code to determine the correct set of fuse
assignments.
Glove Box Fuse Assignments

Model Year Model Mfr. Date See Figure
318i 1991 Fig. 2
1992 Fig. 2
1993 Up To 9/93 Fig. 2
10/93 Onward Fig. 3
1994 Fig. 3
1995 Up To 9/95 Fig. 3
10/95 Onward Fig. 4
1996 From 10/95 To 3/96 Fig. 4
From 4/96 To 9/96 Fig. 5
10/96 Onward Fig. 6
1997 Up To 3/97 Fig. 6
10/97 Onward Fig. 7
1998 Fig. 7
318is 1991 Fig. 2
1992 Fig. 2
1993 Up To 9/93 Fig. 2
10/93 Onward Fig. 3
1994 Fig. 3
1995 Up To 9/95 Fig. 3
10/95 Onward Fig. 4
1996 From 10/95 To 3/96 Fig. 4
From 4/96 To 9/96 Fig. 5
From 10/96 Onward Fig. 6
1997 Up To 9/97 Fig. 6
10/97 Onward Fig. 7
318ti 1995 Up To 9/95 Fig. 3
From 10/95 To 3/96 Fig. 4
1996 Up To 3/96 Fig. 4
From 4/96 To 9/96 Fig. 5
From 10/96 To 3/97 Fig. 6
1997 Up To 10/97 Fig. 6
10/97 Onward Fig. 7
1998 Fig. 7
1999 Up To 3/99 Fig. 7
4/99 Onward Fig. 8
323i 1998 Fig. 7
1999 Up To 3/99 Fig. 7
4/99 Onward Fig. 8
323is 1998 Fig. 7
1999 Up To 3/99 Fig. 7
4/99 Onward Fig. 8
325i 1992 Fig. 2
1993 Up To 9/93 Fig. 2
From 9/95 Fig. 3
1994 Fig. 3
1995 Up To 9/95 Fig. 3
10/95 Onward Fig. 4
325is 1992 Fig. 2
1993 Up To 9/93 Fig. 2
From 10/93 To 9/95 Fig. 3
1994 Fig. 3
1995 From 10/93 To 9/95 Fig. 3
10/95 Onward Fig. 4
328i 1996 Up To 3/96 Fig. 4
From 4/96 To 9/96 Fig. 5
From 10/96 To 3/97 Fig. 6
1997 From 10/96 To 3/97 Fig. 6
10/97 Onward Fig. 7
1998 Fig. 7
1999 Up To 3/99 Fig. 7
4/99 Onward Fig. 8
328is 1996 Up To 3/96 Fig. 4
From 4/96 To 9/96 Fig. 5
From 10/96 To 3/97 Fig. 6
1997 From 10/96 To 3/97 Fig. 6
10/97 Onward Fig. 7
1998 Fig. 7
1999 Up To 3/99 Fig. 7
4/99 Onward Fig. 8
M Coupe 1999 From 10/97 To 3/99 Fig. 7
4/99 Onwards Fig. 8
M Roadster 1998 Fig. 7
1999 From 10/97 To 3/99 Fig. 7
4/99 Onward Fig. 8
M3 1995 Up To 9/95 Fig. 3
From 10/95 To 3/96 Fig. 4
1996 From 10/95 To 3/96 Fig. 4
From 4/96 To 9/96 Fig. 5
From 10/96 To 3/97 Fig. 6
1997 From 10/96 To 3/97 Fig. 6
From 10/97 To 3/99 Fig. 7
1998 Fig. 7
1999 Up To 3/99 Fig. 7
4/99 Onward Fig. 8
Z3 1996 Up To 3/96 Fig. 4
From 4/96 To 9/96 Fig. 5
From 10/96 To 3/97 Fig. 6
1997 From 10/96 To 3/97 Fig. 6
From 10/97 To 3/99 Fig. 7
1998 Fig. 7
1999 Up To 3/99 Fig. 7
4/99 Onward Fig. 8
Fig. 2: Identifying Fuses (Vehicles Manufactured Up To 9/93)

Fig. 3: Identifying Fuses (Vehicles Manufactured 10/93-9/95)



Fig. 8: Identifying Fuses (Vehicles Manufactured 4/99 Onward)
GENERATOR & REGULATOR
1997-98 STARTING & CHARGING SYSTEMS BMW - Generators & Regulators
DESCRIPTION
Bosch conventional 3-phase, self-rectifying type generators use 3 exciter diodes connected to stator windings.
These diodes turn off generator indicator light and supply power to voltage regulator while engine is running.
Bosch voltage regulators are transistorized and integral with generator.
An unloader relay is used on some models. With ignition on and engine off, the relay receives battery voltage
(B+) through fuse No. 28 and is grounded through terminal D+ of the generator. The relay energizes and
switches ground to some accessories. When the engine is running and the generator begins to charge, battery
positive voltage is also applied to terminal D+ to switch off the relay.
TROUBLE SHOOTING
NOTE: See TROUBLE SHOOTING - BASIC PROCEDURES article in the GENERAL

TROUBLE SHOOTING section.
BATTERY DISCONNECT PROCEDURE
NOTE: If ignition is not turned off when battery is disconnected, fault memories may be
set in some control units.
Disconnecting Battery
1. Turn ignition off. DO NOT disconnect battery leads and leads from alternator and starter motor while
engine is running.
2. There is a danger of mixing up battery leads. If battery positive and negative leads are the same color,
follow the polarity to the battery. Then mark and cover leads.
3. On vehicles with radio code, radio code must be re-entered after connecting battery. Obtain radio code
card from customer. Make a note of stored stations. Stored setting of on-board computer and clock will be
lost.
4. Detach terminal of battery negative lead from car battery and secondary battery, if fitted. DO NOT pull
lever off pole shoes by force. DO NOT remove socket-head cap screw of IBS. Cover battery negative
terminals and secure.
Connecting Battery
1. When connecting battery, ignition must be off. No one must be in the car when battery is connected.
AIRBAG module may activate when power is connected.
2. All available central keys must be coded for cars with first generation infrared transmitter locking
systems.
3. If equipped, use radio code to enable radio. Reset radio station presets.
4. To set clock, time must be showing in instrument cluster display. Turn ignition on. To set ahead, turn
button on right of tachometer to right. To set back, turn button to left. Adjustment speed will increase the
longer the button is held. Pressing button will alternate setting from 12 hour to 24 hour mode.
5. On board computer settings will begin from zero.
6. Driveability problems may exist until computer systems have completed a relearn cycle. Vehicle may
have to be driven for a few minutes before engine runs normally.
7. On vehicles equipped with sun roof, recalibration of sun roof may be necessary. There is no anti-trapping
protection during recalibration. Perform the following procedure:
A. Press and hold sun roof switch in lift direction. In case of delayed starting or sudden stopping of
sun roof, continue pressing switch in lift direction until roof reaches lift position.
B. After reaching full lift position, hold switch in position for at least 20 seconds more. Calibration is
completed when sun roof in lift position bounces slightly in lift direction.
C. Release switch for no more than 5 seconds. Hold down switch in raising position direction until sun
roof has returned to closed position after a complete opening movement. Release switch. Carry out
function check (one-touch function, anti-trapping protection and, if necessary, comfort function).
ON-VEHICLE TESTING
UNLOADER RELAY
Except 3-Series
1. Check charging system fuse No. 28. Replace fuse if necessary. Remove unloader relay. Turn ignition on.
On 5-series, check for battery voltage at relay socket terminals No. 5 and 8 (Green/White wires). On 7-
series, check for battery voltage at relay socket terminals No. 4 and 5 (Green/White wires). On all
models, if battery voltage is present, go to next step. If battery voltage is not present, repair circuits.
2. Ensure relay socket terminal No. 2 (Brown/Black wire) is grounded. If socket terminal is grounded, go to
next step. If socket terminal is not grounded, repair ground circuit.
3. Start engine and ensure charge indicator light goes out. If charge indicator light remains on, check
charging system. If charge indicator light goes out, go to next step.
4. With engine running, ensure a minimum of 12 volts exists at relay socket terminal No. 4 (5-series) or
terminal No. 8 (7-series). If voltage is as specified, go to next step to check voltage to accessories. If
voltage is not as specified, repair wire to generator.
5. Turn ignition switch off. Connect a fused jumper wire between relay socket terminals No. 5 (Green/White
wire) and No. 6 (Red wire). Turn ignition on. Ensure battery voltage is supplied to relay operated systems
(i.e., rear defogger relay, heated seats, automatic A/C, etc.). If voltage is not present to these systems,
repair circuits. If voltage is present to these systems, go to next step.
6. Install unloader relay. Start engine and ensure battery voltage is present at relay operated systems. If relay
does not work, replace unloader relay.
WIRING CONTINUITY TEST
1. Connect voltmeter between generator B+ terminal and ground. Voltmeter should indicate battery voltage.
If battery voltage is not indicated, check wiring between generator and battery.
2. Turn ignition on and ensure generator indicator light comes on. If light does not come on, check indicator
light bulb and wiring between generator and warning light.
OUTPUT TEST
1. Ensure connections at battery, generator, and starter are clean and tight. Ensure generator, engine and
body are properly grounded.
2. Ensure generator drive belt is tight and in good condition. Connect charging system tester according to
manufacturer's instructions. Connect voltmeter leads to battery terminals.
3. Start and operate engine at 3000 RPM. Adjust carbon pile on tester to obtain maximum generator output.
DO NOT allow voltage to drop to less than 12.6 volts.
4. Generator output should equal generator rated output. If reading is 16-20 amps less than generator rating,
replace regulator and retest. If output is still low, repair or replace generator.
REGULATOR CONTROL VOLTAGE TEST
1. Connect charging system tester according to manufacturer's instructions. Connect voltmeter leads to
battery terminals. Start and operate engine at 3000 RPM.
2. Operate engine until voltage stops rising. Voltage should be 13.5-14.2 volts. If reading is incorrect,
remove regulator and ensure brushes are longer than 0.198" (5.0 mm). Replace if necessary.
3. If brushes are okay and regulator fails to keep voltage within specified limits, replace regulator and retest.
If voltage is still incorrect, repair or replace generator.
BENCH TESTING
DIODE ASSEMBLY
1. Place ohmmeter on X100 scale. Connect ohmmeter leads, in turn, between B+ terminal and each of the 3
stator terminals. See Fig. 1. Reverse leads. Ohmmeter should indicate continuity in one direc tion only.
2. Connect ohmmeter leads, in turn, between negative plate and each of the 3 stator terminals. Reverse
leads. Ohmmeter should indicate continuity in one direction only.
3. Connect ohmmeter leads, in turn, between D+ terminal and each of the 3 stator terminals. Reverse leads.
Ohmmeter should indicate continuity in one direction only. Replace diode assembly if continuity is not as
specified.
Fig. 1: Testing Diode Assembly
STATOR
1. Place ohmmeter on lowest scale. Measure resistance between 2 of the 3 sets of wires. Move one
ohmmeter lead to the other set of wires. Check resistance between the remaining set of wires. Resistance
values must be identical. If resistance is incorrect, stator has open or shorted windings and must be
replaced.
2. Place ohmmeter on X1000 scale. Connect ohmmeter between stator core and each stator lead. Continuity
should not exist. If continuity exists, stator is grounded and must be replaced.
ROTOR
1. Place ohmmeter on lowest scale. Connect ohmmeter across slip rings. Ensure resistance is within
specification. See ROTOR RESISTANCE table.
2. If resistance is too low, rotor has short circuit and must be replaced. If resistance is infinite (no
continuity), rotor has open circuit and must be replaced.
3. Place ohmmeter on X1000 scale. Connect ohmmeter between rotor core and either slip ring. Continuity
should not exist. If continuity exists, rotor is grounded and must be replaced.
ROTOR RESISTANCE
Application Ohms
80-Amp Generator 2.6-3.2
140-Amp Generator 2.4-2.8

GENERATOR
Removal
1. Disconnect battery. Remove air filter housing. Using Pulley Holder (11-5-030) and 32-mm Wrench (11-
5-040), turn cooling fan nut clockwise (left-hand thread) to remove cooling fan.
2. Note serpentine belt routing. Insert socket into drive belt tensioner bolt. Compress tensioner slowly and
remove belt.
3. Remove mounting bolts and cooling duct (if equipped). Remove wiring and generator.
Installation
To install, reverse removal procedure. Ensure serpentine belt is correctly routed and seated in grooves. Use
Pulley Holder (11-5-030) to hold water pump pulley, and turn 32-mm Wrench (11-5-040) counterclockwise
(left-hand thread) to tighten cooling fan nut to 22 ft. lbs. (30 N.m).
NOTE: Tighten cooling fan nut to 29 ft. lbs. (40 N.m) if a conventional 32-mm open end
wrench is used.
OVERHAUL
For overhaul procedures, see appropriate illustration for exploded view of generator. See Fig. 2 or Fig. 3.
Fig. 2: Exploded View Of Bosch Generator (4-Cylinder Models)
Fig. 3: Exploded View Of Bosch Generator (6-Cylinder & V-8 Models)
SPECIFICATIONS
GENERAL SPECIFICATIONS
ALTERNATOR WITH DRIVE AND MOUNTING PARTS E39

Rated voltage V 14
Rated voltage A/W 65/910 - 70/980 - 80/1120 - 90/1260 - 105/1470 - 115/1610 -
140/1960 - 150/2100
Shielded capacitor micro 2.2 ± 20%
Farad
ALTERNATOR WITH DRIVE AND MOUNTING PARTS

Type Thread Measure
1AZ Wires to alternator
Terminal D+ M10 / M20 5 Nm
All / others M6 7 Nm
Terminal B+ S38 / B38 8 Nm
2AZ Pulley All 45 Nm
3AZ Pulley (ribbed drive belt) Alternator with 80 Nm
cooling jacket
all others 70 Nm
N42, N46 Valeo 75 Nm
N42, N46 Bosch 65 Nm
4AZ Rear holder All 3.5 Nm
5AZ Fillister head screw for wire holder All 3.5 Nm
6AZ Alternator on bearing block M40/M42 / M43 / 43 Nm
M44
7AZ Alternator to crankcase N42, N46, N62 M8 21 Nm
8AZ Belt pulley (ribbed V-belt) with N42, N43 80 Nm
freewheel (Ina) fitted to Bosch and
Valeo alternators
WIRING DIAGRAMS
NOTE: Wiring diagrams for BMW 5 and 7-series vehicles are not available at time of
publication.
Fig. 4: Charging System Wiring Diagram (1997 318i, 318is, 328i, 328is & M3; 1998 318i, 323i
Fig. 5: Charging System Wiring Diagram (1997-98 318ti)
Fig. 6: Charging System Wiring Diagram (1997-98 Z3)
OPERATING FLUIDS
Operating Fluids - Electrical System - All Models
1.0 BATTERY
Only distilled water (available locally) is to be used when topping up the electrolyte level.
See S.I. Bulletin B 61 01 90 (3019).
If a new battery (delivered dry) is to be placed into service, use only battery electrolyte "sulfuric acid", available
locally.
2.0 SEALANT/SUPER GLUE/CONTACT CLEANER

SEALANT
Aftermarket accessory installations which require routing electrical wires through metal body panels are to have
the access holes sealed.
(former BMW Part No. 81 22 9 400 013)
SUPER GLUE
The rubber seal around the trunk release button of E39 vehicles can be repositioned with Wurth Rubberized
Super Glue (Part No. 893 4103).
3.0 ELECTRICAL CONTACT ENHANCER AND CONTACT CLEANER

ELECTRICAL CONTACT/CONNECTOR GREASE
NyoGel 760G is resistive to moisture and can used for a lubrication of tin-lead type electrical connectors.
NyoGel 760G BMW Part No. 83 23 0 392 297
For additional information and use applications, please refer to Service Information B72 04 02 dated May 2003
and Service Measure B34 201 03 dated June 2004.
ELECTRICAL CONTACT ENHANCER

Stabilant 22A evaporates and leaves a thin polymer film which is conductive between the mating surfaces,
while staying non-conductive between adjacent pins. At the same time it prevents the formation of any further
harmful deposits.
ELECTRICAL CONTACT ENHANCER SPECIFICATION

Wurth Part No. 893622 (Stabilant 22A)
NOTE: Stabilant 22A must not be used on Oxygen Sensor connectors. To function,
oxygen sensors require a flow of oxygen through the terminal connector to the
sensor element. Stabilant 22A will affect this flow of oxygen, and will result in
irreparable damage to the sensor.
NOTE: Stabilant 22A must not be used on plug connectors which carry fiber optics.
Stabilant 22A may migrate to the fiber optic and attenuate the optical signal.
CONTACT CLEANER SPRAY
Use to clean electrical and electronic components of dirt, grease, etc. Will not harm components or epoxy
coverings. Allow to air dry. Do not dry with shop air supply as this may contaminate the connector.
CLEANER SPRAY SPECIFICATION

Wurth Part No. 89365 (Zero Residue Electrical Contact Cleaner)

1991-02 ENGINE COOLING
Electric Cooling Fans - 3-Series (E36 & E36/7)

Cooling fan is controlled by Digital Motor Electronics (DME) control unit, and is located in front of radiator.
See WIRING DIAGRAMS .
SYSTEM TESTS
NOTE: Testing information is not available from manufacturer.

COOLING FAN
NOTE: The following procedure and figures refer to E36 models. The E36/7 models (M
Coupe, M Roadster and Z3) are similar. Numbers in text refer to numbers in
figures.
1. Remove cover from top of radiator. See Fig. 1 . Remove underbody protection from front of vehicle. See
Fig. 2 . See UNDERBODY PROTECTION (EXCEPT M COUPE & M ROADSTER) or
UNDERBODY PROTECTION (M COUPE & M ROADSTER) .
2. On version 1, remove screws (1, 2, 3) from fan carrier. See Fig. 3 . Disconnect electrical connector. See
Fig. 4 . Remove fan bracket and fan from retaining shoe. See Fig. 5 . Lift out fan and bracket.
3. On version 2, remove front bumper. See FRONT BUMPER (EXCEPT M COUPE, M ROADSTER &
Z3) or FRONT BUMPER (M COUPE, M ROADSTER & Z3) . Disconnect electrical connector. See
Fig. 6 . Remove bolts from fan carrier. Remove fan carrier from underneath vehicle. See Fig. 7 . To
Fig. 1: Removing Cover From Top Of Radiator
Fig. 2: Removing Underbody Protection From Front
Fig. 3: Removing Screws From Fan Carrier
Fig. 4: Disconnecting Electrical Connector (Version 1)
Fig. 5: Removing Fan Bracket & Fan From Retaining Shoe
Fig. 6: Disconnecting Electrical Connector (Version 2)
Fig. 7: Removing Fan Carrier
FRONT BUMPER (EXCEPT M COUPE, M ROADSTER & Z3)
NOTE: Numbers in text refer to numbers in figures.
1. Unclip left rubber guard. See Fig. 8 . Pull off rubbing strip toward front and unfasten nuts. See Fig. 9 .
Unclip towing eye cover and remove nuts. See Fig. 10 . Remove screws and remove left and right covers.
See Fig. 11 . On vehicles with foglights, remove electrical connector from foglights. On vehicles with
external temperature display, remove external temperature sensor from left brake air duct. See Fig. 12 .
On vehicles with heated spray nozzles (outside heated mirrors), unclip temperature switch from right
brake air duct. See Fig. 13 . Remove bolts in left and right wheel housing. See Fig. 14 .
2. On all vehicles except M3 with sequential M-transmission (SMG), pull bumper forward to remove. On
M3 with sequential M-transmission, pull bumper forward slightly. Remove bolts (1) and expanding rivet
(2). See Fig. 15 . Remove water container off bumper and allow it to hang on hoses. Pull bumper forward
to remove.
3. To install, reverse removal procedure. If bumper bracket is defective, remove screws and replace bumper
bracket. See Fig. 16 . Apply adhesive tape to rubber guard prior to installation.
Fig. 8: Unclipping Left Rubber Guard

Fig. 9: Pulling Off Rubber Strip Toward Front
Fig. 10: Unclipping Towing Eye Cover & Removing Nuts
Fig. 11: Removing Left & Right Covers
Fig. 12: Removing External Temperature Sensor
Fig. 13: Removing Temperature Switch From Right Brake Air Duct
Fig. 14: Removing Wheelhousing Bolts
Fig. 15: Removing Bolts & Expanding Rivet
Fig. 16: Replacing Bumper Bracket
FRONT BUMPER (M COUPE, M ROADSTER & Z3)
1. On M Coupe and M Roadster, remove front underbody protection. See UNDERBODY PROTECTION
(M COUPE & M ROADSTER) . On all models, remove left and right hexagon bolts (1) and Torx
screws (2). See Fig. 17 . Note that mounting screw (2) for impact absorber is a Torx T50 screw. On
vehicles without fog lights and/or headlight cleaning system, pull bumper forward to remove. On vehicles
with foglights, disconnect foglight left and right electrical connections (1), if necessary. On vehicles with
headlight cleaning system, unfasten hose clip (2) and seal hose firmly, if necessary. See Fig. 18 . Pull
bumper forward to remove.
2. To install, reverse removal procedure. On M Coupe and M Roadster, pull hose (1) off bracket (2) if
necessary. See Fig. 19 . This is because engagement of groove (3) is not possible in installed state.
Engage hose (1) in air guide (2), if necessary. See Fig. 20 . Push hose (1) onto bracket (2), if necessary.
See Fig. 21 .
3. On all models, adjust bumper. See Fig. 22 . Loosen nut (1) from wheel arch and adjust bracket (2). See
Fig. 23 .
NOTE: Bracket adjustment is possible with bumper installed.
4. To adjust bumper, loosen left and right hexagon bolts (1). Loosen left and right screws (2).See Fig. 17 .
Install Special Tool (51 1 130) to standard extension (1) with reversible handle (2) and insert through
bore (3) in bumper (4) of shock absorber (5). See Fig. 25 . Height of bumper (in front area) is now
adjusted by turning socket head cap screw (1) in shock absorber (2). See Fig. 26 .
NOTE: Adjustment is only possible when bumper is fitted using Special Tool (51 1
130).
Fig. 17: Removing Hexagon Bolts (1) & Torx Screws (2)
Fig. 18: Disconnecting Foglights & Unfastening Hose Clip

Fig. 19: Removing Hose From Bracket
Fig. 20: Engaging Hose In Air Guide
Fig. 21: Pushing Hose Onto Bracket
Fig. 22: Adjusting Bumper
Fig. 23: Loosening Nut From Wheel Arch & Adjusting Bracket
Fig. 24: Loosening Left/Right Hexagon Bolts & Screws
Fig. 25: Adjusting Bumper Height With Special Tool (51 1 130)
Fig. 26: Adjusting Front Bumper Height
UNDERBODY PROTECTION (EXCEPT M COUPE & M ROADSTER)
1. Remove screws and remove underbody protection. See Fig. 27 . On M3 with S50 engine, lift out
expansion rivets. See Fig. 28 . Remove screws on left and right covers. Remove covers. See Fig. 29 . On
all vehicles, remove air temperature sensor (1) from left brake air duct. Remove left and right screws (2)
and remove underbody protection. See Fig. 30 .
2. To install, reverse removal procedure. When installing underbody protection, ensure air duct for oil cooler
is correctly positioned (inserted between radiator and oil cooler).
Fig. 27: Removing Screws & Underbody Protection

Fig. 28: Removing Expansion Rivets (M3)
Fig. 29: Removing Left & Right Covers
Fig. 30: Removing Air Temperature Sensor & Underbody Protection Screws
UNDERBODY PROTECTION (M COUPE & M ROADSTER)
Remove screws (1, 2) and remove underbody protection (3). To install, reverse removal procedure. First tighten
screws (1), then center underbody protection (3) and tighten screws (2).
NOTE: Use care when tightening screws.
Fig. 31: Removing Underbody Protection (M Coupe & M Roadster)

WIRING DIAGRAMS
1991
318i & 318is
For system wiring diagram, see COOLING FAN in SYSTEM WIRING DIAGRAMS article.
1992
318i & 318is
325i & 325is
1993
318i
318is
325i
325i Convertible
325is
1994
318i
318i Convertible
318is
325i
325i Convertible
325is
1995
318ti
318i
318i Convertible
318is
325i
325i Convertible
325is
1996
Z3
318i
318i Convertible
318is
318ti
328i
328i Convertible
328is
1997
Z3
318i
318i Convertible
318is
318ti
328i
328i Convertible
328is
1998
M3
M Roadster & Z3
318i
318ti
323i Convertible
323is
328i
328i Convertible
328is
1999
M3
M Coupe, M Roadster & Z3
318ti
323is
328i Convertible
328is
2000
2001
2002
ENGINE
BMW - 2.5L, 2.8L & 3.2L
NOTE: For repair procedures not covered in this article, see ENGINE OVERHAUL
PROCEDURES article in GENERAL INFORMATION.
ENGINE IDENTIFICATION CODES

Application Code
2.5L & 2.8L M52
3.2L S52

FUEL PRESSURE RELEASE
WARNING: ALWAYS relieve fuel pressure before disconnecting any fuel injection-
related component. DO NOT allow fuel to contact engine or electrical
components.
Fuel system pressure release procedure is not available from manufacturer. Disconnect negative terminal of fuel
pump connector, under left rear side of vehicle. It may also be possible to remove fuel pump relay, start engine
and run engine until fuel pressure drops (engine stalls).
On 3-series, fuel pump relay is located in fuse/relay block in left rear corner of engine compartment. On 5-
series, fuel pump relay is located in right rear corner of engine compartment, next to DME control unit and
DME master relay.
ENGINE
NOTE: For reassembly reference, label all electrical connectors, vacuum hoses and
fuel lines before removal. Also place mating marks on engine hood and other
major assemblies before removal.
NOTE: Remove transmission before removing engine. For vehicles with automatic
transmissions, see TRANSMISSION REMOVAL & INSTALLATION article in
TRANSMISSION SERVICING. For vehicles with manual transmissions, see RWD
article in CLUTCHES.
Removal (3-Series)
1. Remove engine splash guard. Release hinge at hood, and prop hood open past center position. Disconnect
negative battery cable. Battery is located in trunk.
2. Remove air cleaner/air mass sensor assembly. Pull off hoses for idle speed control valve and crankcase
breather. Remove transmission.
3. Remove generator air intake duct. Remove side rivets, and pull out radiator cooling fan cowl. Using
Pulley Holder (11-5-030) and 32-mm Wrench (11-5-040), turn cooling fan nut clockwise to remove
cooling fan.
4. Drain engine coolant. Disconnect radiator hoses, coolant level switch and transmission oil cooler lines
from radiator (if equipped). Disconnect A/C temperature switch from side of radiator. Remove clips and
radiator.
5. Disconnect coolant hoses from heater control valve and heater at engine compartment firewall. Remove
electrical lead along fresh air intake duct. Remove fresh air intake duct. Disconnect throttle cable, and
pull out cable together with rubber retainer.
6. Disconnect vacuum hose from power brake booster. Remove oil filler cap and engine covers. See Fig. 1.
Fig. 1: Exploded View Of Engine Cover Assembly
7. Remove ground strap from timing case cover. Remove ignition coil cover plate. Disconnect wiring from
ignition coils, and remove plate together with wiring.
8. Detach hose at cylinder head breather vent. Disconnect wiring at air temperature sensor. Disconnect
wiring, vacuum hoses and fuel lines at throttle body. Disconnect vacuum hose from idle speed control
valve (on manifold).
9. Disconnect hoses from fuel lines at engine carrier. Remove support brackets for intake manifold. Remove
intake manifold from cylinder head. Disconnect wiring from temperature gauge, temperature sensor, oil
pressure switch and idle speed control valve.
10. Disconnect wiring from cylinder identifying sensor and DME pulse sensor. Disconnect wiring from
starter and generator. Remove screws and wiring harness duct. Set wiring harness aside.
11. Note serpentine belt routing. Insert socket into drive belt tensioner bolt. Compress tensioner by slowly
rotating socket clockwise, and remove drive belt.
12. Remove bolts and power steering pump from engine. DO NOT disconnect power steering lines. Remove
bolts and power steering pump oil supply tank. Hang power steering pump and oil tank aside.
13. Insert socket into A/C compressor drive belt tensioner. Compress tensioner by slowly rotating socket
clockwise, and remove A/C compressor drive belt. Remove 4 bolts and A/C compressor. DO NOT
disconnect refrigerant lines.
14. Attach Engine Lifting Device (11-0-020) to engine lift points. Remove ground strap and right engine
mount. Remove left engine mount nut. Remove engine from vehicle.
Installation
1. To install, reverse removal procedure. Ensure serpentine belt is correctly routed and properly seated in
grooves. Turn 32-mm Wrench (11-5-040) counterclockwise, and tighten cooling fan nut. See TORQUE
SPECIFICATIONS.
2. Fill and bleed cooling system. To do so, turn ignition on. Place A/C-heater controls on HEAT position to
ensure heater valve is open. Add coolant to expansion tank. Run engine at 2500 RPM and add coolant to
expansion tank as level drops.
Removal (5-Series)
1. Remove transmission. Remove engine splash guard. Disconnect battery cables, and remove battery.
Remove battery tray.
2. Remove generator air intake duct. Disconnect wiring at air mass sensor. Remove air cleaner/airflow
sensor assembly. Remove side rivets, and pull out radiator cooling fan cowl.
3. Using Pulley Holder (11-5-030) and 32-mm Wrench (11-5-040), turn cooling fan nut clockwise to
remove cooling fan. Drain engine coolant. Plug is located on exhaust manifold side of engine block.
4. Disconnect radiator hoses, coolant level switch and transmission oil cooler lines (if equipped) from
radiator. Remove trim next to radiator. Disconnect A/C temperature switch from side of radiator. Remove
clips and radiator.
5. Disconnect coolant hoses from heater control valve and heater at engine compartment firewall. Remove
nut, spacer and throttle cable cover. Disconnect throttle cable, and pull out cable together with rubber
retainer.
6. Disconnect vacuum hose from power brake booster. Remove oil filler cap and engine covers. Remove
ignition coil ground strap from timing case cover. Remove ignition coil cover plate. Disconnect wiring
from ignition coils, and remove plate together with wiring.
wiring, vacuum hoses and fuel lines at throttle body. Disconnect throttle valve switch. Disconnect
vacuum hose from idle speed control valve (on manifold).
8. Disconnect hoses from fuel lines at engine carrier. Remove intake manifold from cylinder head.
Disconnect wiring from temperature gauge, temperature sensor, oil pressure switch and idle speed control
valve.
9. Disconnect wiring from cylinder identifying sensor and DME pulse sensor. Detach connector, for oxygen
sensor, from holder. Disconnect wiring from starter and generator. Remove bolts and wiring harness duct.
Set wiring harness aside.
10. Note serpentine belt routing. Insert socket into drive belt tensioner bolt. Compress tensioner by slowly
rotating socket clockwise, and remove drive belt.
11. Remove bolts and power steering pump from engine. DO NOT disconnect power steering lines. Remove
bolts and power steering pump oil supply tank. Hang power steering pump and oil tank aside.
12. Insert socket into A/C compressor drive belt tensioner. Compress tensioner by slowly rotating socket
clockwise, and remove A/C compressor drive belt. Remove A/C compressor. DO NOT disconnect
refrigerant lines.
13. Attach Engine Lifting Device (11-0-020) to engine lift points. Remove ground strap and right engine
mount. Remove left engine mount nut. Remove engine from vehicle.
Installation
1. To install, reverse removal procedure. Ensure serpentine belt is correctly routed and properly seated in
grooves. Tighten cooling fan nut. See TORQUE SPECIFICATIONS.
2. Fill and bleed cooling system. To do so, add coolant to expansion tank and fill to level mark. Place A/C-
heater control on WARM setting to ensure heater valve is open. Start and run engine at fast idle speed.
Open bleed screw on expansion tank and continue to add coolant to expansion tank as coolant level drops.
Tighten bleed screw as soon as coolant is free of air bubbles.
INTAKE MANIFOLD
Removal
1. Remove engine splash guard. On 3-series, release hinge at hood, and prop hood open past center position.
On all models, disconnect negative battery cable. Battery is located in trunk of 3-series.
2. Remove air cleaner/air mass sensor assembly. Drain engine coolant. Disconnect coolant hoses from
heater control valve and heater at engine compartment firewall.
3. On 3-series, remove generator air intake duct. Remove grille from fresh air intake duct, below wiper
arms. Remove screws and electrical lead along fresh air intake duct. Remove right holder, left screw and
fresh air intake duct.
4. On 5-series, remove nut, spacer and throttle cable cover. On all models, disconnect throttle cable, and pull
out cable together with rubber retainer. Disconnect vacuum hose from power brake booster.
5. Remove oil filler cap, screw caps, screws and engine covers. See Fig. 1. If necessary, pull forward on
cover and swing it out over oil filler neck. Remove ignition coil ground strap from timing case cover.
Remove ignition coil cover plate. Disconnect wiring from ignition coils, and remove plate together with
wiring.
wiring, vacuum hoses and fuel lines at throttle body.
7. Disconnect vacuum hose from idle speed control valve (on manifold). Disconnect hoses from fuel lines at
engine carrier. On 3-series, remove support brackets for intake manifold. On all models, remove intake
manifold from cylinder head. See Fig. 2.
Installation
To install, reverse removal procedure. Ensure no parts fall into intake ports. Replace oval intake manifold
gasket. Fill and bleed cooling system.
Fig. 2: Exploded View Of Intake Manifold Assembly

EXHAUST MANIFOLD
Remove exhaust manifold flange bolts. Remove exhaust manifold. To install, reverse removal procedure.
Tighten nuts to specification. See TORQUE SPECIFICATIONS.
CYLINDER HEAD
Removal
1. Remove intake manifold. See INTAKE MANIFOLD. Remove thermostat housing. Disconnect wiring
from ignition coils, and remove coils.
2. Remove cylinder head cover. Remove pulse sensor from side of cylinder head. Detach wiring harness
duct above thermostat housing opening. Remove upper timing case cover and front engine lifting eye.
3. Pull off camshaft cover. With cylinder No. 1 coming up on TDC, turn crankshaft in normal direction of
rotation until cylinder No. 1 intake and exhaust cam lobes face each other. Arrows on sprockets face up.
Use TDC Aligning Plug (11-2-300) to hold crankshaft in TDC position.
4. Install Camshaft Locating Fixture (11-3-240) to cylinder head. See Fig. 32 or Fig. 3. Press down on upper
chain tensioner and hold in place using Holding Spring (11-3-290). See Fig. 4.
5. Remove oil line connector and electrical connector from Variable Camshaft Control (VANOS). See Fig.
17. Remove upper timing chain cover with VANOS assembly. See Fig. 5.
6. Remove camshaft sprocket nuts (intake) and bolts (exhaust). Remove intake sprocket thrust washer.
Remove upper camshaft sprockets and upper timing chain.
7. Remove upper chain tensioner. Remove chain guide directly below front end of camshaft. Remove lower
timing chain tensioner plug, spring and piston. Remove lower chain sprocket from exhaust camshaft and
tie up lower timing chain.
8. Remove 2 bolts directly below front end of camshaft. Use E12 Torx Bit (11-2-250) to loosen cylinder
head bolts in several steps, starting from outside bolts and working toward inside (center) bolts. Remove
cylinder head.
NOTE: Some cylinder head washers are staked into position.
CAUTION: During cylinder head installation, wait recommended time to permit

hydraulic cam followers to compress. Failure to wait recommended time
may damage engine. See VALVE TRAIN SERVICING PRECAUTIONS.
Fig. 3: Holding Camshafts At TDC
Fig. 4: Compressing Upper Timing Chain Tensioner
Fig. 5: Removing Upper Timing Chain Cover
Installation
1. Ensure cylinder head dowels are installed and not damaged. Remove oil from head bolt threaded holes in
cylinder block. Lubricate threads of NEW head bolts.
NOTE: A .012" (0.3 mm) thicker cylinder head gasket is available for machined
cylinder heads.
2. Install cylinder head gasket. Wait for hydraulic cam followers to compress. See VALVE TRAIN
SERVICING PRECAUTIONS. Install cylinder head. Tighten NEW, lightly oiled cylinder head bolts.
See Fig. 6. See TORQUE SPECIFICATIONS.
NOTE: When installing a new cylinder head, also use NEW washers, but DO NOT
stake them into place.
Fig. 6: Tightening Cylinder Head Bolts
3. Ensure camshafts are aligned with Camshaft Locating Fixture (11-3-240). See Fig. 32 or Fig. 3. Install
lower timing chain on sprocket and install on exhaust camshaft.
4. Ensure arrow on exhaust camshaft sprocket is up and tapped holes are at left side of slots in sprocket.
Finger tighten bolts.
5. Install Chain Adjusting Screw (11-3-390) to side of cylinder head. See Fig. 7. Tighten screw finger tight.
Tapped holes in camshaft should now be centered in sprocket slots.
Fig. 7: View Of Chain Adjusting Screw
Fig. 8: Installing Thrust Washer To Intake Camshaft
Fig. 9: View Of Camshaft Sprocket Stud & Cylinder Head Cover Stud
6. Install chain guide and upper chain tensioner. Install intake pulse sensing wheel (if removed). Install
thrust washer bolts to intake camshaft. DO NOT mix bolts for cylinder head cover and sprockets. See Fig.
8 and Fig. 9.
7. Install upper timing chain and sprockets to camshafts. Ensure tapped camshaft holes are centered in
sprocket slots. See Fig. 10. Install intake camshaft thrust washer and tighten nuts to specification. See
8. Install thrust washer on exhaust camshaft and tighten bolts finger tight. Turn both sprockets clockwise as
far as possible. See Fig. 11. Push splined gear of VANOS housing as far as stop. See Fig. 12.
9. Apply Sealant (3-Bond 1209) to top corners of cylinder head. Install, but do not tighten, upper timing
chain cover and VANOS assembly. See Fig. 13.
10. Turn VANOS splined shaft to engage splines on camshaft. Turn upper timing chain/sprockets
counterclockwise until camshaft sprocket meshes with VANOS splined shaft. Push VANOS splined shaft
into camshaft sprocket splines. See Fig. 14, Fig. 15 and Fig. 16.
Fig. 10: Centering Chain Sprockets To Camshaft Holes
Fig. 11: Turning Sprockets & Chain
Fig. 12: Compressing Splined Shaft Into VANOS
11. Tighten upper timing chain cover and VANOS assembly nuts. Remove Holding Spring (11-3-290) from
upper chain tensioner. See Fig. 4. Tighten Chain Adjusting Screw (11-3-390) and camshaft sprocket bolts
to specification. See TORQUE SPECIFICATIONS.
12. Remove Chain Adjusting Screw (11-3-390). See Fig. 7. Install timing chain tensioner with groove in
piston perpendicular to tensioner rail. Remove TDC Aligning Plug (11-2-300) and Camshaft
LocatingFixture (11-3-240) from engine.
Fig. 13: Apply Sealant To Top Corners Of Cylinder Head
Fig. 14: Engage Splined Shaft Into Camshaft Sprocket
Fig. 15: Meshing Splined Shaft With Camshaft Sprocket
Fig. 16: Pushing Splined Shaft Into Camshaft Sprocket
13. Install VANOS Air Hose Adapter (11-3-450) to oil fitting and Jumper Harness (12-6-410) to VANOS
solenoid connector. See Fig. 17. Apply 28-110 psi (2.0-8.0 kg/cm2 ) of air pressure to hose adapter.
14. Connect positive lead of jumper harness to positive terminal of battery and ground lead to negative
terminal of battery. Using a vernier caliper, measure distance camshaft moves. See Fig. 18.
15. Camshaft sprocket should move .33-.49" (8.5-12.5 mm). If not, check VANOS assembly. Remove
VANOS testing tools. Connect VANOS oil fitting and electrical connector. Ensure cylinder head cover
gasket is correctly seated at rear of cylinder head. To complete installation, reverse removal procedure.
Fig. 17: Testing VANOS Solenoid
Fig. 18: Testing Camshaft Sprocket Travel
CRANKSHAFT FRONT SEAL
1. Install Flywheel Holder (11-2-170) to hold flywheel in place. If necessary, remove 6 bolts and vibration
damper. Remove bolt, washer and vibration damper hub.
2. Remove crankshaft front seal. See Fig. 19. To install, reverse removal procedure. Use Seal Installer (11-
3-280), hub bolt and washer to press in new seal.
Fig. 19: Exploded View Of Lower Timing Case Cover
TIMING CHAIN
1. Remove timing chain and sprockets from cylinder head. See CYLINDER HEAD. Remove lower timing
case cover. See Fig. 19. Fold down tensioner rail, and lift out timing chain.
2. Remove retainers and timing chain guide. Remove chain tensioner for oil pump timing chain. To install,
CAMSHAFT
NOTE: Intake or exhaust camshaft may be replaced with engine installed in vehicle.
Removal
1. On 3-series, release hinge at hood, and prop hood open past center position. On all models, remove side
rivets, and pull out radiator cooling fan cowl. Using 32-mm Wrench (11-5-040) and Pulley Holder (11-5-
030), turn cooling fan nut clockwise to remove cooling fan.
2. On 3-series, remove grille from fresh air intake duct, below wiper arms. Remove screws and electrical
lead along fresh air intake duct. Remove right holder and fresh air intake duct.
3. On all models, remove oil filler cap, screw caps, screws and engine covers. Remove ignition coil ground
strap from timing case cover. Remove ignition coil cover plate. Disconnect wiring from ignition coils,
and remove plate together with wiring. Remove ignition coils.
4. Detach hose at cylinder head breather vent. Remove cylinder head cover. Remove pulse sensor from side
of timing case cover. Remove wiring harness duct located directly above thermostat housing.
5. Remove engine lift bracket and upper timing case cover. Pull off camshaft cover. With cylinder No. 1
coming up on TDC, turn crankshaft in normal direction of rotation until cylinder No. 1 intake and exhaust
cam lobes face each other. Arrows on sprockets should face up.
NOTE: If camshaft position has to be turned so much that valves on 1st and 6th
cylinders are moved, first turn crankshaft 30 degrees in normal direction
of rotation past TDC. This will keep valves from contacting pistons. After
aligning camshafts, turn crankshaft back to TDC position.
6. Remove valve cover mounting studs. Use Camshaft Locating Fixture (11-3-240) to align and hold
camshafts. See Fig. 32 or Fig. 3. Camshafts may be turned using a 27-mm open end wrench. Use TDC
Aligning Plug (11-2-300) to hold crankshaft in TDC position.
7. Remove timing chain tensioner from side of timing case cover. Press down on upper chain tensioner and
hold in place using Spring Holder (11-3-290). See Fig. 6. Remove timing chain sprockets and timing
chain. See Fig. 20. See CYLINDER HEAD.
Fig. 20: Exploded View Of Valve Train Components
8. Prepare Camshaft Fixture (11-3-260) and Adapter (11-3-270). See Fig. 21. Remove spark plugs from
cylinder head. Mount and bolt fixture in spark plug holes. Tighten fixture bolts. See TORQUE
SPECIFICATIONS.
CAUTION: Camshaft may be damaged during removal/installation if fixture is

not used. In addition, valves may be bent by contacting tops of
pistons.
Fig. 21: Removing Camshaft Bearing Cap Bolts
9. Load bearing caps by turning eccentric shaft on fixture. Remove bearing cap bolts. Slowly release load
from bearing caps, and remove fixture. Lift out bearing caps and camshafts.
10. Hold hydraulic cam followers with an assistant or using Suction Cups (11-3-250). Lift out bearing plate
complete with hydraulic cam followers. Inspect bearing surfaces of hydraulic cam followers for wear.
NOTE: On 3-series, camshafts, camshaft bearing caps and camshaft bearing plates
(journals) are marked with "A" for exhaust and "E" for intake. On 5-series,
camshafts, camshaft bearing caps and camshaft bearing plates (journals) are
marked with AD for exhaust and ED for intake. Intake camshaft also has a notch
cut into camshaft sprocket mounting flange.
Installation
1. Check centering sleeves on mounting bolts for bearing caps No. 2 and 7. Install camshaft so intake and
exhaust valve camshaft lobes for cylinder No. 1 face each other. Install bearing plate complete with
hydraulic cam followers. Install camshaft bearing caps.
2. Install fixture, and tighten fixture bolts to 17 ft. lbs. (23 N.m). Apply a load on bearing caps by turning
eccentric shaft on fixture. Tighten bearing cap bolts to specification. See TORQUE
SPECIFICATIONS. Slowly release load, and remove fixture. Wait for hydraulic cam followers to
compress. See VALVE TRAIN SERVICING PRECAUTIONS.
3. Install exhaust camshaft timing chain sprocket with arrow pointing up and slots aligned with bolt holes at
left. Ensure pulse sensor wheel is installed on intake camshaft.
4. Install camshaft sprockets and timing chain. See CYLINDER HEAD. Install and adjust VANOS
assembly. See CYLINDER HEAD.
5. Install timing chain tensioner with groove in piston perpendicular to tensioner rail. Ensure cylinder head
cover gasket is correctly seated at rear of cylinder head. To complete installation, reverse
removalprocedure.
CRANKSHAFT REAR SEAL
1. Remove transmission. See appropriate article in CLUTCHES (M/T), or REMOVAL & INSTALLATION
article in TRANSMISSION SERVICING (M/T). Use Flywheel Holder (11-2-170) to hold flywheel in
place. On manual transmission vehicles, remove 6 bolts and clutch pressure plate. On all vehicles, remove
flywheel. Remove crankshaft rear cover and seal.
2. With crankshaft cover removed, use Seal Installer (11-1-260) to install crankshaft rear seal. Place Sleeve
(11-2-213) over crankshaft. Lubricate crankshaft rear seal, and slide cover into place. To complete
installation, reverse removal procedure.
NOTE: Using Crankshaft Ball Bearing Installer (11-2-030) and Drift (00-5-000), install
transmission shaft pilot bearing in crankshaft (if necessary).
WATER PUMP
Hold water pump pulley on drive belt and remove bolts. Remove drive belt and pump pulley. Remove water
pump bolts. Use two 6 mm metric bolts in water pump threaded holes to press water pump out. Lightly lubricate
"O" ring, and install water pump. To complete installation, reverse removal procedure.
THERMOSTAT
Removal
Remove fan coupling with fan wheel and fan cowl. Drain and dispose of coolant.
Installation:
Replace seal.
Drain plug for coolant in engine block: M14 x 1.5 thread - Tightening torque: 18 Ft. Lbs. (25 N.m)
Bleed cooling system and checking for water leaks.
Fig. 22: Locating Nut

Unfasten water hoses.
Fig. 23: Locating Water Hoses

Unscrew suspension eye.

Fig. 24: Locating Suspension Eye Nuts And Bolts
Remove cable channel.
Fig. 25: Locating Cable Channel

Unfasten thermostat housing.

Fig. 26: Locating Thermostat Housing Bolts
Installation:
Keep sealing faces clean and free of oil.
Replace seal.
Fig. 27: Identifying Thermostat Housing Seal

Installation:
Check installed direction.
Vent with arrow facing upwards
Replace seal.
Fig. 28: Locating Vent Arrow
Installation
OIL PAN
Removal
1. Drain engine oil. Disconnect wiring from oxygen sensor. Detach wiring from holder at transmission
crossmember.
2. Remove bolts and exhaust pipes from exhaust manifold. On vehicles with automatic transmission,
remove crossmember for center of gravity suspension.
3. Remove bolts, and detach exhaust pipe from transmission holder. Detach rubber rings from exhaust pipes.
Remove rear bolts and lower exhaust assembly down.
4. On all models, release hinge at hood, and prop hood open past center position. Remove air cleaner/air
mass sensor assembly.
5. Remove generator air intake duct. Remove rivets, and pull out radiator cooling fan cowl. Using Pulley
Holder (11-5-030) and 32-mm Wrench (11-5-040), turn cooling fan nut clockwise to remove cooling fan.
Remove clips at top of radiator.
6. On 3-series, remove grille from fresh air intake duct. Remove electrical lead along fresh air intake duct.
Remove right holder and fresh air intake duct.
7. On all models, remove guide tube for engine oil dipstick. Note serpentine belt routing. Insert socket into
drive belt tensioner bolt. Compress tensioner by slowly rotating socket clockwise, and remove drive belt.
8. Remove power steering pump bolts. Remove power steering pump. DO NOT disconnect power steering
lines. Remove bolts and power steering pump oil supply tank. Hang power steering pump and oil tank
aside.
9. On 3-series, insert socket into A/C compressor drive belt tensioner bolt. Compress tensioner by slowly
rotating socket clockwise, and remove A/C compressor drive belt. Remove A/C compressor. DO NOT
disconnect refrigerant lines.
10. Remove ground strap and right engine mount nut. Remove left engine mount nut. Loosen lower nuts on
right/left engine mount. Attach Engine Holding Hoop (00-0-200) and Sling (00-0-204) to engine carrier.
Raise engine as far as possible. Ensure wiring harness, ducts and hoses are not stretched or pinched.
11. On all models, remove oil pan bolts. Lower oil pan. Turn sprocket nut clockwise, and pull oil pump
sprocket off splines. Remove bolts and oil strainer. Remove bolts and oil pump. Remove oil pan by
pulling it rearward.
Installation
1. To install, reverse removal procedure. Use Elastic Sealing Compound (3 Bond 1027B) to fill joints
between oil pan and front timing case and rear cover.
2. Tighten oil pump sprocket nut counterclockwise. Nut uses left-hand threads. Ensure serpentine belt is
correctly routed and properly seated in grooves. Turn 32-mm Wrench (11-5-040) counterclockwise, and
tighten cooling fan nut. See TORQUE SPECIFICATIONS.
OVERHAUL
CYLINDER HEAD
Valves & Valve Springs
1. Remove cylinder head and camshaft. Remove valve springs, spring retainers and valve stem oil seals.
2. Determine valve seat depth by inserting valve in corresponding valve guide, measuring protrusion from
tip of valve stem to valve guide, and noting distance.
3. Machine valve seat. See VALVE SEATS. Insert same valve again, and measure protrusion from valve
stem to valve guide, noting distance. Difference between readings is amount of machining.
Valve Stem Oil Seals
Pull off valve stem oil seal. To install oil seals, place Assembly Sleeve (11-1-380) over valve stem. Lubricate
valve stem oil seal, and install. Using Assembly Mandrel (11-1-200), press valve stem oil seal against stop.
Valve Guides
1. Insert a NEW valve in valve guide to be checked. End of valve stem must be flush with valve guide.
Place dial indicator tip on side of valve head. Wobble valve from side-to-side to measure valve guide
wear. Maximum tilt is 0.020" (0.50 mm).
2. If necessary, ream valve guide, and install a replacement valve with an oversize stem diameter of
0.004" (0.10 mm) or 0.008" (0.20 mm). Press reamer guide (cone) on valve seat, and ream out valve
guide from combustion chamber side. Ream guide only once. Machine valve seat after reaming valve
guide.
Valve Seats
1. Machine valve seats using Valve Seat Lathe (00-3-520) and Valve Seat Reseating Set (00-3-580),
following instructions supplied with tools. After machining valve seat angle, produce valve seat diameter
"B" and valve seat width "D" by machining correction angles "D" and "E" and countersinking "C". See
Fig. 29. See VALVE SEAT CORRECTION ANGLES table.
2. If more than 0.008" (0.20 mm) is machined off valve seat, install a valve with a thicker valve head. Valve
heads are available in .008" (.20 mm) increments. Valve stems are available in .004" (.10 mm)
increments.
Valve Seat Correction Angles
See VALVE SEATS. See VALVE SEAT CORRECTION ANGLES table.
VALVE SEAT CORRECTION ANGLES (1)

Application Specification
Dimension "A" 45 Degrees
Dimension "B" 15 Degrees
Dimension "C" 60 Degrees
Dimension "D"
Intake Valve 1.149-1.165" (29.20-29.60 mm)
Exhaust Valve 1.031-1.047" (26.20-26.60 mm)
Dimension "E" 0.064" (1.65 mm)
(1) See Fig. 29.
Fig. 29: Identifying Valve Seat Angles

Cylinder Head Height

1. Check flatness of cylinder head using a 0.0012" (0.03 mm) feeler gauge and straightedge. If necessary,
machine cylinder head.
2. Ensure cylinder head height exceeds minimum cylinder head height. See CYLINDER HEAD table
under ENGINE SPECIFICATIONS.
NOTE: A .012" (0.30 mm) thicker cylinder head gasket is available for machined
cylinder heads.
CYLINDER BLOCK ASSEMBLY
Piston & Rod Assembly
1. Install piston, connecting rod and bearings in corresponding cylinder. Connecting rods and bearing caps
have numbers stamped on them. Ensure arrows on top of pistons point toward front of engine.
2. Lubricate connecting rod bearings with oil. Install bearing caps, ensuring numbers match and are aligned.
Install and tighten NEW connecting rod bolts. Using Torque Angle Gauge (11-2-110), tighten connecting
rod bolts an additional torque angle. See TORQUE SPECIFICATIONS.
NOTE: If piston and connecting rod assembly have been separated, ensure piston is
installed with arrow pointing toward right when connecting rod numbers are
facing you.
Fitting Pistons
1. Measure piston diameter about 33/64" (13 mm) from lower edge of piston skirt. Set dial indicator to zero
using measured piston diameter.
2. Measure cylinder bore diagonally at bottom, middle and top of bore. Piston-to-cylinder wall clearance
should be within specification. See PISTONS, PINS & RINGS table under ENGINE
SPECIFICATIONS.
Piston Rings
1. Measure piston ring end gaps. See PISTONS, PINS & RINGS table under ENGINE
SPECIFICATIONS. Install piston rings with word TOP facing up (top of piston crown). See Fig. 30.
2. Position piston ring gaps 120 degrees apart from each other, but DO NOT position gaps above piston pin
eye. Measure piston ring side clearances.
Fig. 30: Installing Piston Rings
Connecting Rod & Bushing
1. Check connecting rod for parallelism and distortion. If connecting rod replacement is necessary, use only
connecting rods of same weight.
2. Piston pin should pass through connecting rod bushing using only thumb pressure. If necessary, replace
bushing. Press in bushing with gaps located at 135 degrees or 225 degrees from top. Ream out connecting
rod bushing to 0.8662-0.8665" (22.0005-22.010 mm).
Rod Bearings
Select connecting rod bearing shells matching color code on connecting rod. Use Plastigage to check connecting
rod bearing oil clearance. See ENGINE SPECIFICATIONS. Install new bearing shells or bearing shells with
a different color code to correct oil clearance.
Crankshaft & Main Bearings
1. Main bearing caps are marked for location. Bearing cap No. 6 (thrust bearing) has a shoulder on side of
cap. Ensure oil spray jets are installed in oil passages for bearings No. 2, 3, 4, 5, 6 and 7.
2. Use Plastigage to check connecting rod bearing oil clearance. See ENGINE SPECIFICATIONS. Install
new bearing shells or bearing shells with a different color code to correct oil clearance.
3. Install upper bearing shells having same color code as dot on bearing support in crankcase. Install lower
bearing shells having same color code as dot on crankshaft throw. Ensure grooves of bearing shell guide
are located on same side. Tighten lubricated main bearing cap bolts. See TORQUE SPECIFICATIONS.
NOTE: Reground crankshafts are marked with Yellow, Green or White paint. See
CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS table under ENGINE
SPECIFICATIONS.
Thrust Bearing
Bearing cap No. 6 has a shoulder on side of cap. Ensure thrust bearing and bearing cap No. 6 are installed in
same location.
ENGINE OILING
ENGINE LUBRICATION SYSTEM
Oil pump is a rotary-type oil pump. Oil pump is bolted to engine block and driven directly from crankshaft by a
single-roller chain and tensioner. See Fig. 31. Oil filter is mounted vertically on intake side of engine.
Oil Capacity
Oil change amount including filter is 7.0 qts. (6.5L).
Oil Pressure
Oil pressure should be more than 7 psi (.5 kg/cm2 ) at idle and 56 psi (4.0 kg/cm2 ) at 3000 RPM.
Fig. 31: Exploded View Of Oil Pump Assembly
OIL PUMP
NOTE: A chain tensioner is used on oil pump drive chain. Tensioner is located next to
crankshaft sprocket.
Removal & Disassembly

1. Remove oil pan. See OIL PAN under REMOVAL & INSTALLATION. Turn oil pump sprocket nut
clockwise to remove nut. Nut uses left-hand threads.
2. Carefully remove sprocket and chain. Remove oil pump. Locate oil pressure relief valve on oil pump
housing. Lightly press down on oil pressure relief valve spring, and remove snap ring.
3. Remove oil pressure relief valve components. Remove oil pump pick-up tube. Remove pump shaft/rotor
assembly. See Fig. 31.
Inspection
1. Measure pump body-to-outer rotor clearance. Clearance should be 0.004-007" (0.10-0.18 mm). Measure
pump body-to-outer (inner) rotor axial clearance. Clearance should be 0.002-0.003" (0.05-0.08 mm).
2. Inspect oil pressure relief valve components for wear and damage. See Fig. 31. Measure length of
unloaded relief valve spring. Spring length should be 3.31" (84.1 mm).
Reassembly & Installation
To reassemble oil pump, reverse disassembly procedure. A gasket is used between oil pump housing and pick-
up tube. Tighten oil pump sprocket nut counterclockwise.
VALVE TRAIN SERVICING PRECAUTIONS
CAUTION: Hydraulic cam followers expand when camshaft is removed and require a
certain amount of time after installation before they compress. Wait
recommended time to permit hydraulic cam followers to compress. If wait
time is not followed, valves appear to be closed but may actually be open
and come in contact with pistons. Failure to wait recommended time may
damage engine.
1. If camshafts will be removed and installed without removing cylinder head from engine, turn crankshaft
in normal direction of rotation about 30 degrees from TDC. This will keep valves from hitting pistons.
2. Install camshafts with lobes for cylinder No. 1 facing each other. Use Camshaft Locating Fixture (11-3-
240) to align and hold camshafts. See Fig. 32 or Fig. 3.
NOTE: Always wait specified time between installation of camshaft and

installation of cylinder head. See CYLINDER HEAD INSTALLATION
WAITING TIMES table.
CYLINDER HEAD INSTALLATION WAITING TIMES

Temperature °F (°C) Minutes
68 (20) 4
50-68 (10-20) 11
32-50 (0-10) 30
3. Wait recommended time to permit hydraulic cam followers to compress. See CYLINDER HEAD
INSTALLATION WAITING TIMES table. Turn crankshaft back to TDC position.
4. Use TDC Aligning Plug (11-2-300) to hold crankshaft in TDC position. Install timing chain. Remove
camshaft and crankshaft holders. Wait at least 10 minutes before cranking engine. See ENGINE
CRANKING WAITING TIMES table.
NOTE: Engine may be cranked only after waiting specified time after installation of
camshaft and timing chain. See ENGINE CRANKING WAITING TIMES table.
ENGINE CRANKING WAITING TIMES

Temperature °F (°C) Minutes
68 (20) 10
50-68 (10-20) 30
32-50 (0-10) 75
Fig. 32: Servicing Valve Train
Camshaft Bearing Cap Bolts 11 (15)
Camshaft Sprocket Bolts Splined Shaft-To-Intake Camshaft Bolts
Step 1 30 (40)
Step 2 60 Degrees
Clutch Drive Plate 17 (23)
Connecting Rod Bolts (1)
Step 1 15 (20)
Step 2 (Torque Angle) 70 Degrees
Coolant Drain Plug (Crankcase) 22 (30)
Cooling Fan Nut (2) 22 (30)
Cylinder Head Bolts (3)

Step 1 (Aluminum Block) 24 (40)
Step 1 (Cast Iron Block) 22 (30)
Step 2 (Torque Angle - All) 90 Degrees
Step 3 (Torque Angle - All) 90 Degrees
Exhaust Manifold Nuts 15 (20)
Flywheel-To-Crankshaft Bolts (Loctite) 83-96 (113-130)
Front/Rear Crankshaft End Cover Bolts (8 mm) 16 (22)
Intake Camshaft Sprocket Splined Hub
Step 1 30 (40)
Step 2 60 Degrees
Intake Manifold Bolts 11 (15)
Main Bearing Cap Bolts (4)
Step 1 15-18 (20-24)
Step 2 (Torque Angle) 50 Degrees
Aluminum Block 70 Degrees
Cast Iron Block 50 Degrees
Oil Filter Cover 20-24 (27-33)
Oil Pan Cover Bolts (8 mm) 15 (20)
Oil Pump Sprocket Nut 18 (24)
Starter Bolts 35-37 (47-50)
Suspension Bar-To-Cylinder Head 15-18 (20-24)
Timing Chain Tensioner Piston Cylinder 48-55 (65-75)
Timing Chain Tensioner Plug 28-31 (38-42)
Upper/Lower Timing Case Cover Bolts (8 mm) 16 (22)
Vibration Damper Bolts 17 (23)
Vibration Damper Hub Bolt 317 (440)
VANOS Banjo Bolt 24 (33)
VANOS Oil Line-To-Filter Nut 37 (50)
Water Pump Bolts (8 mm) 16 (22)
INCH Lbs. (N.m)
Cylinder Head Bolts (Small) 86 (10)
Cylinder Head Cover Bolts 86 (10)
Front/Rear Crankshaft End Cover Bolts (6 mm) 79 (9)
Fuel Injectors-To-Intake Manifold 86 (10)
Oil Pan Cover Bolts (6 mm) 79 (9)
Oil Pump Cover Bolts 79 (9)
Sprocket-To-Camshaft Flange Bolt
Step 1 48 (5)
Step 2 (5)
Thermostat Housing Bolts 79 (9)

Upper/Lower Timing Case Cover Bolts (6 mm) 79-96 (9-11)
Water Pump Bolts (6 mm) 79 (9)
Water Pump Pulley Bolts 79 (9)
(1) Use NEW, lightly oiled bolts.
(2) Specification applies to use of BMW 32-mm Wrench (11-5-040). If using conventional 32-mm
wrench, tighten nut to 29 ft. lbs. (40 N.m).
(3) Use NEW, lightly oiled bolts. Tighten bolts in sequence. See Fig. 3.
(4) Use cleaned, lightly oiled bolts.
(5) Tighten bolt an additional 16 ft. lbs. (22 N.m).
ENGINE SPECIFICATIONS
GENERAL SPECIFICATIONS
2.5L (1)
Displacement 152 Cu. In. (2.5L)
Bore 3.310" (84 mm)
Stroke 2.950" (75 mm)
Compression Pressure (1)
Compression Ratio 10.5:1

Fuel System SFI
Horsepower @ RPM 170 @ 5500
Torque Ft. Lbs. @ RPM 181 @ 3500
2.8L
Bore 3.307" (84 mm)
Stroke 3.307" (84 mm)

Fuel System SFI
3.2L
Bore 3.401" (86.4 mm)
Stroke 3.527" (89.6 mm)

Fuel System SFI
(1) Additional 2.5L specifications are not available.
CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS
CRANKSHAFT, MAIN & CONNECTING ROD BEARINGS

2.8L
Crankshaft
End Play 0.0031-0.0064 (0.080-0.163)
Runout 0.008 (0.20)
Main Bearings
Journal Diameter
Standard
Yellow 2.3616-2.3618 (59.984-59.990)
Green 2.3613-2.3615 (59.977-59.983)
White 2.3611-2.3613 (59.971-59.977)
Undersize 1 - 0.001" (0.25 mm)
Yellow 2.3517-2.3520 (59.733-59.740)
Green 2.3515-2.3517 (59.727-59.733)
White 2.3512-2.3514 (59.721-59.726)
Undersize 2 - 0.023" (0.59 mm)
Yellow 2.3419-2.3421 (59.484-59.490)
Green 2.3416-2.3418 (59.477-59.483)
White 2.3414-2.3416 (59.471-59.477)
Journal Out-Of-Round (1)
Journal Taper (1)

Oil Clearance 0.0008-0.0023 (0.020-0.058)
Connecting Rod Bearings
Journal Diameter
Standard 1.7707-1.7634 (44.975-44.791)
Undersize 1 1.7608-1.7614 (44.725-44.741)
Undersize 2 1.7509-1.7516 (44.475-44.491)
Journal Taper (1)
Oil Clearance 0.0008-0.0022 (0.020-0.055)

3.2L
Crankshaft
End Play 0.0031-0.0064 (0.080-0.163)
Runout 0.008 (0.20)
Main Bearings
Journal Diameter
Standard
Yellow 2.3616-2.3618 (59.984-59.990)
Green 2.3613-2.3615 (59.977-59.983)
White 2.3611-2.3613 (59.971-59.977)
Undersize 1 - 0.001" (0.25 mm)
Yellow 2.3517-2.3520 (59.733-59.740)
Green 2.3515-2.3517 (59.727-59.733)
White 2.3512-2.3514 (59.721-59.726)
Undersize 2 - 0.019" (0.50 mm)
Yellow 2.3419-2.3421 (59.484-59.490)
Green 2.3416-2.3418 (59.477-59.483)
White 2.3414-2.3416 (59.471-59.477)
Journal Taper (1)
Oil Clearance 0.0008-0.0023 (0.020-0.058)

Connecting Rod Bearings
Journal Diameter
Standard 1.7716 (45.00)
Undersize 1 1.7618 (44.75)
Undersize 2 1.7519 (44.50)
Journal Taper (1)
Oil Clearance 0.0008-0.0022 (0.020-0.055)

(1) Information is not available from manufacturer.
CONNECTING RODS
CONNECTING RODS
2.8L
Bushing Pin Bore Diameter
Outside 0.9449-0.9461 (24.000-24.031)
Inside 0.8663-0.8665 (22.005-22.010)
Crankpin Bore Diameter
Red 1.8898-1.8901 (48.000-48.009)
Blue 1.8901-1.8904 (48.009-48.016)
Center-To-Center Length (1)
Maximum Bend 0.0016 (0.040)

Maximum Twist 0.002 (0.05)
Side Play (1)
3.2L
Bushing Pin Bore Diameter
Outside 0.9457-0.9446 (24.021-23.995)
Inside 0.8665-0.8659 (22.010-21.995)
Crankpin Bore Diameter 1.8898-1.8904 (48.000-48.016)
Center-To-Center Length (1)
Maximum Bend 0.0016 (0.040)

Maximum Twist 0.002 (0.05)
Side Play (1)
PISTONS, PINS & RINGS
PISTONS, PINS & RINGS

2.8L
Piston
Clearance
Standard 0.0004-0.0016 (0.010-0.040)
Maximum 0.0043 (0.11)
Diameter
Standard 3.3063 (83.980)
Intermediate 3.3094 (84.060)
Oversize 1 3.3161 (84.230)
Oversize 2 3.3260 (84.480)
Pins
Diameter (1)
Piston Fit (2)
Rod Fit (1)
Rings
No. 1 (Plain)
End Gap 0.008-0.016 (0.20-0.40)
Side Clearance 0.0008-0.0023 (0.020-0.060)
No. 2 (Tapered)
End Gap 0.008-0.016 (0.20-0.40)
Side Clearance 0.0008-0.0025 (0.020-0.065)
No. 3 (Oil)
End Gap 0.016-0.055 (0.40-1.40)
Side Clearance (1)
3.2L
Piston
Clearance
Standard 0.0010-0.0022 (0.026-0.058)
Maximum 0.0043 (0.11)
Diameter
Standard 3.4001 (86.365)
Oversize 1 3.4080 (86.565)
Pins
Diameter (1)
Piston Fit (2)
Rod Fit (1)
Rings
No. 1 (Plain)
End Gap 0.009-0.016 (0.25-0.40)
Side Clearance 0.0011-0.0025 (0.030-0.065)
No. 2 (Tapered)
End Gap 0.008-0.016 (0.20-0.40)
Side Clearance 0.0008-0.0021 (0.020-0.055)
No. 3 (Oil)
End Gap 0.098-0.019 (0.25-0.50)
Side Clearance 0.0008-0.0021 (0.020-0.055)
(2) Thumb pressure.
CYLINDER BLOCK
CYLINDER BLOCK
2.8L
Cylinder Bore Diameter
Standard 3.3071-3.3076 (84.000-84.014)
Oversize 1 (1) 3.3170-3.3163 (84.250-84.234)
Oversize 2 (2) 3.3268-3.3667 (84.500-85.514)
Maximum Taper 0.0004 (0.010)
Maximum Out-Of-Round 0.0004 (0.010)
3.2L
Cylinder Bore Diameter 3.4015-3.3863 (86.400-86.014)
Maximum Taper 0.0004 (0.010)
Maximum Out-Of-Round 0.0002 (0.005)
(1) Aluminum block with cast iron liners or cast iron block.
(2) Cast iron block only.
VALVES & VALVE SPRINGS
VALVES & VALVE SPRINGS

2.8L
Intake Valves
Face Angle 45°
Head Diameter 1.299" (33.0 mm)
Minimum Margin (1)
Minimum Refinish Length (1)
Stem Diameter 0.235" (5.975 mm)

Valve Tip Maximum Refinish (1)
Exhaust Valves
Face Angle 45°
Minimum Margin (1)

Valve Springs (1)
3.2L
Intake Valves
Face Angle 45°
Minimum Margin (1)

Exhaust Valves
Face Angle 45°
Head Diameter 1.062" (27 mm)
Minimum Margin (1)

Valve Springs (1)
CYLINDER HEAD
CYLINDER HEAD
2.8L
New 5.512" (140.00 mm)
Minimum 5.500" (139.70 mm)
Maximum Warpage 0.0012" (0.03 mm)
Maximum Grind 0.010-0.014" (0.25-0.35 mm)
Valve Seats
Intake Valve
Seat Angle 45°
Seat Width 0.055-0.075" (1.40-1.90 mm)
Maximum Seat Runout 0.0012" (0.03 mm)
Seat Diameter 1.275" (32.40 mm)
Exhaust Valve
Seat Angle 45°
Seat Width 0.055-0.075" (1.40-1.90 mm)
Maximum Seat Runout 0.0012" (0.03 mm)
Seat Diameter 1.157" (29.40 mm)
Valve Seat Inserts
Intake
Standard
Insert Diameter 1.3426" (34.100 mm)
Bore Diameter 1.3386" (34.000 mm)
Oversize 1
Oversize 2
Exhaust
Standard
Oversize 1
Oversize 2
Installing Temperature
Valve Seat Insert -240°F (-150°C)
Cylinder Head 68°F (20°C)
Valve Guides
Valve Guide Bore Diameter (1)
Valve Guide I.D. (Installed)

Standard 0.2362" (6.000 mm)
Oversize 1 0.2401" (6.100 mm)
Oversize 2 0.2440" (6.200 mm)
Valve Guide Installed Height (2) 0.173-0.197" (4.40-5.00 mm)
Valve Stem-To-Guide Oil Clearance (3)
3.2L
New 5.512" (140.00 mm)
Minimum (1)
Maximum Warpage (1)
Maximum Grind (1)
Valve Seats
Intake Valve
Seat Angle 45°
Seat Width 0.055-0.075" (1.40-1.90 mm)
Maximum Seat Runout (1)
Seat Diameter (1)

Exhaust Valve
Seat Angle 45°
Seat Width 0.055-0.075" (1.40-1.90 mm)
Maximum Seat Runout (1)
Seat Diameter (1)
Valve Seat Inserts (1)
Valve Guides
Valve Guide Bore Diameter (1)
Valve Guide I.D. (Installed)

Standard 0.2362" (6.000 mm)
Oversize 1 0.2401" (6.100 mm)
Oversize 2 0.2440" (6.200 mm)
Valve Guide Installed Height (1)
Valve Stem-To-Guide Oil Clearance (3)
(1) Information is not available from the manufacturer.
(2) Measured from valve guide collar to cylinder head, on camshaft side.
(3) See CYLINDER HEAD under OVERHAUL.
CAMSHAFT
CAMSHAFT
2.8L
Bore Diameter (1)
End Play 0.006-0.013 (0.15-0.33)

Journal Diameter 1.18 (30.00)
Journal Runout (1)
Lobe (Cam) Height 1.8504-1.8528 (47.000-47.060)

Lobe Lift (1)
Oil Clearance 0.0008-0.0021 (0.020-0.054)

3.2L
Bore Diameter (1)
End Play 0.006-0.013 (0.15-0.33)

Journal Diameter (1)
Journal Runout (1)
Lobe (Cam) Height (1)
Lobe Lift (1)
Oil Clearance 0.0008-0.0021 (0.020-0.054)

VALVE LIFTERS
VALVE LIFTERS
2.8L & 3.2L
Bore Diameter (1)
Lifter Diameter (1)
Oil Clearance (1)

1996-99 ENGINE
Repair - 4 Cyl. (M44)
ENGINE, GENERAL
00 DANGER OF POISONING IF OIL IS INGESTED/ABSORBED THROUGH THE SKIN
Danger of poisoning!
Ingesting oil or absorbing through the skin may cause poisoning!
Possible symptoms are:
 Headaches
 Dizziness
 Stomach aches
 Vomiting
 Diarrhoea
 Cramps/fits
 Unconsciousness
Protective measures/rules of conduct
 Pour oil only into appropriately marked containers

 Do not pour oil into drinking vessels (drinks bottles, glasses, cups or mugs)
 Observe country-specific safety regulations
First aid measures
 Do not induce vomiting.
If the person affected is still conscious, he/she must rinse out their mouth with water, drink plenty of
water and consult a doctor immediately.
If the person affected is unconscious, do not administer anything by mouth, place the person in the
recovery position and seek immediate medical attention.
00 RISK OF INJURY IF OIL COMES INTO CONTACT WITH EYES AND SKIN
Danger of injury!
Contact with eyes or skin may result in injury!
Possible symptoms are:

 Impaired sight
 Irritation of the eyes
 Reddening of the skin
 Rough and cracked skin
Protective measures/rules of conduct
 Wear protective goggles

 Wear oil-resistant protective gloves
 Observe country-specific safety regulations
First aid measures
 Eye contact: Rinse eyes immediately with plenty of water for at least 15 minutes; if available, use an
eye-rinsing bottle. If irritation of the eyes persists, consult a doctor.
 Skin contact: Wash off with soap and water immediately. If irritation persists, consult a doctor.
NOTE: Do not use solvents/thinners.
00 SAFETY INSTRUCTIONS FOR HANDLING OIL
WARNING: Danger of poisoning if oil is ingested/absorbed through the skin!

Risk of injury if oil comes into contact with eyes and skin!
Recycling
Observe country-specific waste-disposal regulations.
Measures if oil is unintentionally released
 Personal precautionary measures: Danger of slipping! Keep non-involved persons away from the work
area. Wear personal protective clothing/equipment.
 Environmental protection measures: Prevent oil from draining into drain channels, sewerage systems,
pits, cellars, water and the ground.
 Limiting spread: Use oil blocks to prevent the surface spread of oil.
 Cleaning procedure: Bind and dispose of escaped oil with nonflammable absorbents.
NOTE: Do not flush oil away with water or aqueous cleaning agents.
00 00 249 BMW ENGINE OIL SERVICE (M40 / M42 / M43 / M43TU / M44)
Change engine oil and oil filter.
Version with central screw

Unscrew oil-filter cover
Oil flows from oil-filter housing into oil pan.
Installation
Replace sealing ring.
Tightening Torque, refer to 11 42 2AZ in ENGINE - TORQUE SPECIFICATIONS (M44) .
Fig. 1: Locating Oil-Filter Cover Bolt

Installation
Replace sealing ring in oil-filter cover and sealing ring on bolt.

Fig. 2: Identifying Oil-Filter Cover Sealing Ring
Remove oil filter insert.
Fig. 3: Removing Oil Filter Insert

Version with screw cap
Loosen the oil filter cap using special tool 11 7 331. See ENGINE - SPECIAL TOOLS (M44) .
Oil flows from oil-filter housing into oil pan.
Installation
Fig. 4: Identifying Special Tool (11 7 331)

Installation
Replace seals and coat with oil.
Fig. 5: Locating Oil Filter Sealing Ring

After draining oil from oil-filter housing, unscrew oil drain plug or draw out oil with a vacuum unit.
Installation
Tightening Torque, refer to 11 13 1AZ in ENGINE - TORQUE SPECIFICATIONS (M44)
Fig. 6: Locating Oil Drain Plug

CAUTION: On CNG vehicle (gas), only use engine oils specifically approved for this
vehicle.
Pour in engine oil.
Start engine and allow to idle until oil indicator light goes out.
Stop engine and check oil level.
11 00 039 CHECKING COMPRESSION OF ALL CYLINDERS (M40 / M42 / M43 / M43TU / M44)
 Read out fault memory of DME control unit

 Check stored faults
 Rectify faults
 Clear fault memory
CAUTION: High tension - mortal danger!

Interrupt power supply to ignition coils.
Disconnect DME relay (K6300).
E46 installation location
 Connect DIS Tester

 Select Diagnosis
 Carry out vehicle identification
 Function selection
 Component and signal function
 Components
 Relays
 DME relay
 Documents
 Installation location (IL)
 Displays
Remove all spark plugs.
Screw special tool 11 0 226 by hand into spark plug thread and connect special tool 11 0 224. See ENGINE -
SPECIAL TOOLS (M44) .
NOTE: Check that seal is in perfect condition.

Depress accelerator and actuate starter until compression stops rising.
Compression pressure, refer to ENGINE - TECHNICAL DATA (M44) .

Now clear the fault memory.
11 00 045 CHECKING ABSOLUTE COMPRESSION OF ALL CYLINDERS
With BMW Diagnosis Information System (DIS)
Fig. 9: Identifying BMW Diagnosis Information System (DIS)

 Connect DIS tester
 BMW measuring technology
 Preset measurements
 Absolute compression
 The further procedure is described in
 Help
 Help on preset measurements
 Adaptation of "Absolute compression"
 Clear fault memory
11 00 050 REMOVING AND INSTALLING ENGINE (M44)
Special tools required
 11 0 070 . See ENGINE - SPECIAL TOOLS (M44) .
Disconnect negative battery lead.
Remove the ignition coil from the spring strut dome.
E36
Lift engine hood into assembly position and remove firewall (air manifold).
Z3
Move engine hood to assembly position:
NOTE: The following work must be carried out with a second person assisting. Work
instruction applies to left and right sides.
Hold engine bonnet/hood.
Unclip retainer (1).
Unhook damper and suspend in ball head (2).

Fig. 10: Identifying Retainer And Ball Head
Remove Bowden cable for throttle actuation from throttle.
Remove suction filter housing.
Remove fan clutch with fan impeller.
Remove radiator.
Disconnect heater hoses at heater and heating valve.
Fig. 11: Locating Heater Hoses Clamps

Release oil tank for hydraulic steering and tie back to one side.
NOTE: Lines remain connected.

Fig. 12: Locating Oil Tank Bolts For Hydraulic Steering
Unfasten vane pump for power steering unit from alternator carrier and tie up to one side (lines remain
connected).
Remove manifold lower section.
Unfasten the wire harness section for the engine.
CAUTION: Catch and dispose of fuel as it escapes.
Loosen fuel supply line and return line.
Remove transmission. See appropriate article in TRANSMISSION section.
Attach engine to special tool 11 0 070.
Fig. 13: Attaching Engine To Special Tool (11 0 070)

Unfasten right ground wire.
Unscrew left and right engine mounts.
Automatic transmission:
Release oil lines from engine carrier and from oil sump.
Lift out engine.
Fig. 14: Locating Engine Mount Screws And Ground Wire

Drive in engine numbers at marked surface with impact tool.
M47 / M47TU / M47T2
Fig. 15: Identifying Engine Identification M47 / M47TU / M47T2 Location

M57 / M57TU / M57T2

Fig. 16: Identifying Engine Identification M57 / M57TU / M57T2 Location
M67 / M67TU
Fig. 17: Identifying Engine Identification M67 / M67TU Location

N47 / N47S
Fig. 18: Identifying Engine Identification N47 / N47S Location
M52 / M52TU
Fig. 19: Identifying Engine Identification M52 / M52TU Location

M54
Fig. 20: Identifying Engine Identification M54 Location
M56
Fig. 21: Identifying Engine Identification M56 Location

N40 / N45 / N45T / N43

Fig. 22: Identifying Engine Identification N40 / N45 / N45T / N43 Location
N42 / N46 / N46T
Fig. 23: Identifying Engine Identification N42 / N46 / N46T Location

N51 / N52 / N52K / N53 / N54

Fig. 24: Identifying Engine Identification N51 / N52 / N52K / N53 / N54 Location
N62
Fig. 25: Identifying Engine Identification N62 Location

N73
Fig. 26: Identifying Engine Identification N73 Location
S54
Fig. 27: Identifying Engine Identification S54 Location

S85 / S65
Fig. 28: Identifying Engine Identification S85 / S65 Location
W10 / W11
Fig. 29: Identifying Engine Identification W10 / W11 Location

W17
Fig. 30: Identifying Engine Identification W17 Location
Assemble engine.
CYLINDER HEAD WITH COVER

11 12 000 REMOVING AND INSTALLING/SEALING CYLINDER HEAD COVER (M44)
Disconnect the battery ground cable and the battery positive cable.
Remove the ignition coil from the spring strut dome.
Remove battery.
Loosen the screws and remove the battery bracket.
Fig. 31: Locating Battery Bracket Screws

Slightly lift the grille and loosen the cable duct from the end firewall (air manifold). Pull the cable duct
upwards.
Fig. 32: Locating Cable Duct
Take off cover.
Fig. 33: Taking Off Cover

Remove spark-plug connectors.
Fig. 34: Removing Spark-Plug Connectors

Loosen the ignition lead and remove it with the cable duct.
Fig. 35: Loosening Ignition Lead

Pull off the hose for the engine breather.
Unscrew cover bolts and remove cylinder head cover.
Fig. 36: Locating Cylinder Head Cover Bolts

NOTE: Cylinder head cover is separated from cylinder head by rubber mounts and
seals to insulate it from vibration.
Carefully note arrangement of cover retaining fixture.
1. Cap screw
2. Washer
3. Rubber mount
Fig. 37: Identifying Arrangement Of Cover Retaining Fixture
Installation
Check cylinder-head-cover seal and replace if necessary.
Pre-install cylinder-head-cover seal at cylinder head cover.
Fig. 38: Identifying Cylinder-Head-Cover Gasket

Installation
Clean gasket residue from sealing surfaces.
Coat contact surfaces of joint with Drei Bond 1209.

Fig. 39: Locating Gasket Sealing Surfaces (1 Of 2)
Installation
Clean gasket residue from sealing surfaces.
Apply a thin, uniform bead of Drei Bond 1209 sealing agent to transition area of half-moon sections.
Fig. 40: Locating Gasket Sealing Surfaces (2 Of 2)

CAUTION: The oil feed of the spray lead is sealed with a sealing ring.
Check/replace sealing ring.
Preassemble the sealing ring to the oil feed.
Fig. 41: Locating Oil Feed Sealing Ring
Installation
When installing cylinder head cover, make sure that cylinder head cover seal is correctly seated on rear side of
cylinder head.
Install cover bolts and align cylinder head cover. Hand-tighten all cover bolts without preload. Tighten cap
screws crosswise from inside to outside.
Tightening torque, refer to 11 12 11AZ in ENGINE - TORQUE SPECIFICATIONS (M44)
Fig. 42: Locating Cylinder Head Cover Gasket

11 12 100 REMOVING AND INSTALLING CYLINDER HEAD (M44)
Remove suction-filter housing with air-mass sensor.
Remove gear-case cover, top, refer to 11 14 100 Removing and installing, sealing or replacing timing case
cover at top (M44)
Remove all spark plugs.

Drain coolant from engine block.
Installation
Fig. 43: Locating Coolant Drain Plug

Remove exhaust pipe from exhaust manifold.
Remove lower section of manifold, refer to 11 61 044
Remove the hydraulic chain tensioner, refer to 11 31 091
Release water hose from rear branch flange.
Disconnect heater feed and return hoses.
Removal
Removal of cylinder head is described separately from installation. Assembly sequence for removal and
installation is different.
Turn central screw to rotate crankshaft in normal direction of rotation until piston of first cylinder is at firing
TDC.
Fig. 44: Turning Central Screw To Rotate Crankshaft
NOTE: At firing TDC, alignment bores are pointing upwards.
Fig. 45: Alignment Bores Point Upward

Position camshaft with Special Tool 11 3 240 in firing TDC position of first cylinder.

Remove the chain wheels.

Fig. 47: Locating Chain Wheel Bolts
Release the slide rail from the cylinder head.
Fig. 48: Locating Slide Rail Adjusting Screw

Turn the adjusting screw of the slide rail back approx. two revolutions.
Fig. 49: Turn Slide Rail Adjusting Screw

CAUTION: Turn the engine back approx. 45° on the central screw.
This prevents contact between valves and pistons.
NOTE: Use Special Tool 11 2 250. See ENGINE - SPECIAL TOOLS (M44) .
Release cylinder-head bolts in sequence 10 ... 1.
Remove cylinder head and cylinder-head seal.
Fig. 50: Identifying Cylinder-Head Bolts Torque Sequence

Installation
Installation of cylinder head is described separately from removal. Assembly sequence for removal and
installation is different.
Clean sealing faces of cylinder head and engine block; if necessary, remove traces of sealing compound with
hardwood spatula. Ensure that no gasket debris drops into the oil and coolant ducts.
Check that dowel sleeves are undamaged and correctly located.
Replace cylinder-head seal and rubber-profile seal.

Fig. 51: Locating Dowel Sleeves
CAUTION: Use cylinder-head bolts once only.
Threaded bores in engine block must be free of dirt and oil.
NOTE: Risk of cracking, incorrect tightening values.
Put the cylinder head on.
Install the new cylinder-head bolts (lightly oiled).
For torsion angle adjustment, use Special Tool 00 9 120 or Special Tool 11 2 110.

Tighten down the cylinder-head bolts in order 1 ... 10.

Fig. 53: Identifying Cylinder-Head Bolts Torque Sequence
Place the adjusting screw of the slide rail free of play on the cylinder head.
Fig. 54: Locating Slide Rail Adjusting Screw

Insert the screw and tighten down the slide rail.
Fig. 55: Insert Screw And Tighten Down Slide Rail

Locate camshaft with Special Tool 11 3 240 in firing TDC position of first cylinder.

Fig. 57: Alignment Bores Point Upward

Remove dust cover from locating bore.
Fig. 58: Removing Dust Cover

Rotate engine from 45° before TDC position engine-wise until in TDC position.
Secure crankshaft in TDC position with Special Tool 11 2 300.
CAUTION: Remove Special Tool 11 2 300 before starting engine.

Place the chain with the chain wheels.
NOTE: Arrow on chain wheel in cylinder axis points up.

Align long bores centrally.
Fig. 60: Locating Arrow On Chain Wheel
Place the sensor gear onto the inlet chain wheel.
NOTE: Arrow on sensor gear in cylinder axis points up.
Fig. 61: Locating Arrow On Sensor Gear In Cylinder Axis Points

Insert all chain wheel screws and tighten so that they are free of play; the chain wheels remain loose.
Fig. 62: Locating Chain Wheel Screws
Install hydraulic chain tensioner.
CAUTION: Note installation instructions,
refer to 11 31 091
Tighten down the chain wheels.
For tightening torque, refer to 11 31 3AZ in ENGINE - TORQUE SPECIFICATIONS (M44)
Remove Special Tools 11 2 300 and 11 3 240.
Assemble engine.
11 12 101 REPLACING CYLINDER-HEAD SEAL (M44)
See removing and installing cylinder head in 11 12 100
11 12 503 DISMANTLING AND REASSEMBLING CYLINDER HEAD (M44)
(cylinder head removed)
Remove exhaust manifold.
Installation
Coat threads with copper paste CRC.
Replace the gasket and nuts.

Screw in Special Tool 11 1 442.

Secure Special Tool 11 1 065 to Special Tool 00 1 490.
Prepare Special Tools for cylinder-head disassembly:
 Special Tool 11 1 071

 Special Tool 11 0 192. See ENGINE - SPECIAL TOOLS (M44) .
Fig. 64: Identifying Special Tools For Cylinder-Head


Assemble Special Tool. See ENGINE - SPECIAL TOOLS (M44) .
Fig. 65: Identifying Special Tools For Cylinder-Head

NOTE: Do not install Special Tool 11 1 441 (locating board) in Special Tool 11 1 065 at
this stage.

Fit cylinder head with exhaust end pointing forwards and right on Special Tool 11 1 065 and secure with two
cylinder head screws.

Remove all valves, refer to 11 34 552
11 12 527 REWORKING ONE VALVE SEAT (M44)
(cylinder head dismantled)
Machine valve seat face with Special Tool 00 3 520 or 00 3 580 with specifications of tool manufacturer.
Fig. 68: Machining Valve Seat Face

NOTE: After machining the valve-seat face on OD and bore diameter, rework to
specified diameter with correction milling tool until valve seat width (5) is
obtained.
1. Valve-seat angle
2. Correction angle, outer
3. Correction angle, inner
4. Outside diameter of seat face
5. Valve-seat width
Pos. (1) to (5) refer to ENGINE - TECHNICAL DATA (M44)

Fig. 69: Identifying Valve-Seat Angles
11 12 595 CHECKING ONE VALVE GUIDE FOR WEAR (M44)
(valve removed)
To measure tilt clearance, insert new valve so that valve stem end is flush with valve guide.
Mount dial gauge and measure tilt clearance.
NOTE: Maximum permitted tilt clearance,
refer to ENGINE - TECHNICAL DATA (M44)
Fig. 70: Measuring Valve Guide

NOTE: If tilt clearance is excessive, the valve guide should be reamed and a repair
valve with a larger shaft diameter,
refer to ENGINE - TECHNICAL DATA (M44) , should be installed.

Fig. 71: Measuring Valve Tip
If necessary, ream out valve guide, refer to 11 12 600
11 12 600 REAMING OUT ONE VALVE GUIDE (M44)
(Valve removed)
NOTE: If clearance between valve shaft and valve guide is too large, ream out valve
guide and install repair valve with larger shaft diameter.
Assemble reaming tool and guide taper (1) from special tool kit 00 4 210 depending on shaft diameter. Press
guide taper (1) against valve seat and ream out valve guide (when dry) from combustion-chamber end. Rotate
reaming tool once in downwards direction.
NOTE: After the reaming operation, rework the valve seat,
refer to 11 12 527
Fig. 72: Identifying Guide Taper

11 12 719 MILL DOWN CYLINDER HEAD SEALING FACE (M44)
Check evenness of cylinder-head surface with straight edge (commercially available).
Deviation from level: max. 0.05 mm.
NOTE: Machine limit,
Fig. 73: Checking Evenness Of Cylinder-Head Surface

11 12 729 CHECK CYLINDER HEAD FOR WATER LEAKS (M44)
Seal coolant apertures with Special Tool kit 11 1 440.
NOTE: Remove the temperature sensor for the coolant and replace with Special Tool
11 1 439 (drain plug).
Fig. 74: Identifying Special Tool Kit 11 1 440
Immerse cylinder head in a water bath.
Test pressure 4.5 bar
Check cylinder head for escaping air (cracks).
NOTE: If necessary, add cleaning agent to water bath.
Fig. 75: Checking Cylinder Head For Escaping Air

11 34 552 REMOVING AND INSTALLING OR REPLACING ALL VALVES - CYLINDER HEAD

REMOVED (M44)
Preliminary work is described in section on dismantling and assembling the cylinder head, refer to 11 12 503
Replacing valve stem seals, refer to 11 34 560
Remove valves from cylinder head.
If necessary, check valve guide for wear, refer to 11 12 595

If necessary, ream the valve guide, refer to 11 12 600
If necessary, rework valve seat, refer to 11 12 527
Installation sequence:
1. Valve
2. Valve-stem seal
3. Lower plate spring
4. Valve spring
5. Upper plate spring
6. Valve tapers
Fig. 76: Identifying Valve Component Installation Sequence

11 34 560 REPLACING ALL VALVE-SHAFT SEALS - CYLINDER HEAD REMOVED (M44)
Remove all valve springs, refer to 11 34 715
Remove valve stem seal with Special Tool 11 1 480.

Lubricate valve stem with oil and insert valve.
Fit Special Tool 11 1 960.
Coat new valve stem seal (1) with oil and install.
Fig. 78: Identifying Valve Stem Seal
Press valve stem seal firmly home by hand with Special Tool 11 1 200.
Fig. 79: Pressing Valve Stem Seal
11 34 715 REPLACING ALL VALVE SPRINGS - CYLINDER HEAD REMOVED (M44)
Remove the camshafts, refer to 11 31 501
Insert Special Tool 11 1 441 from below in Special Tool 11 1 065 and secure with Special Tool 11 1 045.
Align Special Tool 11 0 345 in direction of valve shaft and select appropriate groove in Special Tool 11 0 342.
Fig. 81: Aligning Special Tool (11 0 345) In Direction Of Valve Shaft And Select
Press down valve spring on spring cap, top, and remove valve keys.
Remove valve spring and plate spring.

Fig. 82: Removing Valve Spring And Plate Spring
1. Valve
2. Valve-stem seal
4. Valve spring
6. Valve tapers
Fig. 83: Identifying Valve Component Installation Sequence
OIL SUMP
11 13 000 REMOVING AND INSTALLING, SEALING OR REPLACING OIL PAN (M44)
NOTE: For removal of oil pan, front axle support must be lowered.
There is no need to perform a front axle alignment check.
Draining off engine oil, refer to 00 00 249
Disconnect adapter from brake booster.
Fig. 84: Disconnecting Adapter From Brake Booster

Loosen guide pipe for dipstick.

Fig. 85: Locating Guide Pipe For Dipstick
Installation
Fig. 86: Locating Dipstick Sealing Ring

E36/7 (Z3)
Measure and note down left and right protrusion of detent buffer (1). Remove left and right detent buffers (1).
Installation
Reinstall detent buffers (1) to noted dimension.
Fig. 87: Identifying Detent Buffers

E36/7 (Z3)
Unclip cable and lines and place to one side.
Attach special tool 00 0 200 to special tool 00 0 201/202/204/207.
NOTE: Special tool 00 0 207 is secured in bore of detent buffer and behind the carrier
support beside the spring dome.

E36/7 (Z3)
Fit special tool 00 0 200, secure to front suspension lug on engine and lift engine approx. 5 mm.

All other E36 models
Fit special tool 00 0 200 to special tool 00 0 201/202/204/206 and attach.
NOTE: The brackets must be located on the bolt connections on both side walls.
Attach special tool 00 0 200 to front suspension lug on engine and lift engine
approx. 5 mm.

Unfasten steering spindle from steering gear.
Unscrew engine mountings on bottom left and right.

Brace front axle support with special tool 00 2 030 in conjunction with special tool 31 2 220.

Unfasten left and right control arm from engine carrier.
Unfasten screw connection on front axle support and lower the front axle support.
NOTE: The steering gear must not be disconnected from the front axle support.
Release the bracket for the fuel lines from the oil pan.
Automatic transmission:
Remove oil pipes from oil pan.
Release oil pan screws, gearbox and engine side.
Lower oil pan and remove from rear.
Fig. 92: Locating Oil Pan Bolts

If necessary, remove oil wiper.
Remove intake snorkel for oil pump if necessary.
Installation
The intake snorkel is secured with self-tapping screws. For this reason, no threading is present on new oil pans.
Thread can be shaped using existing screws.
Replace seal for intake snorkel.
Installation
Sealing faces clean and free of seal debris.
Replace the oil pan seal.
Fill the openings in the oil pan seal above the joint for the end cover and the timing case with three Bond 1209.
Fig. 93: Locating Oil Sump Gasket

Installation
Insert all screws in oil pan.
Insert but do not yet tighten oil pan screws, gearbox side.
Tighten down screws on engine end.
Tighten screws on transmission end.
11 13 500 REMOVING AND INSTALLING, SEALING OR REPLACING OIL SUMP - ENGINE

REMOVED (M44)
Drain engine oil.
Remove exhaust manifold.
Installation
Coat threads with copper paste.
Replace the seal and nuts.
Remove engine carrier.
Mount engine on assembly stand.

Release guide tube for dipstick.
Fig. 95: Locating Guide Tube For Dipstick

Installation
Fig. 96: Locating Dipstick Sealing Ring

Unscrew oil sump.
If necessary, remove oil wiper.
If necessary, remove intake snorkel for oil pump.
Installation
The intake snorkel is secured with self-tapping screws. For this reason, no threading is present on new oil
sumps. Thread can be shaped using existing screws.
Replace seal for intake snorkel.
Installation
Replace the oil sump gasket.
Fill openings in oil sump gasket through parting lines to sealing cover and to timing case with Drei Bond 1209.
Fig. 97: Locating Oil Sump Gasket

Installation
To prevent any possibility of torsion stress when transmission is fitted, align oil sump on transmission end with
engine block.
Fig. 98: Aligning Oil Sump On Transmission End With Engine Block
HOUSING COVER
11 14 100 REMOVING AND INSTALLING, SEALING OR REPLACING TIMING CASE COVER AT
TOP (M44)
Remove cylinder head cover, refer to 11 12 000.

Remove coolant thermostat, refer to 11 53 000.
Remove cylinder detection sensor from timing case cover.
Unfasten timing case cover.
Fig. 99: Locating Timing Case Cover Screws

Remove rubber sealing strip.
Installation
Replace the rubber-profile seal.
Fig. 100: Identifying Rubber Sealing Strip

Cut seal at joints.

Fig. 101: Locating Seal Joints
Installation
Replace seal.
NOTE: Separate seals for the top gear case cover are available as spare parts.
Installation
Clean groove for rubber profile seal and sealing surfaces of remains of seal.
Apply Drei Bond 1209 at both the upper and lower sealing surfaces of the cylinder head.
Fig. 102: Locating Sealing Surfaces

Installation
Install special tool 11 4 110.
Fit new seals.

Coat top and bottom of seals with Drei Bond 1209.

Installation
Apply Drei Bond 1209 sealing compound thinly and evenly to the groove ends.
Seat new rubber seal in groove.
Fig. 104: Identifying Drei Bond Applying Area

Installation
Apply a thin coating of grease to top side of rubber profile gasket and both sides of special tool 11 2 330 and
place special tool on gasket.
Installation
Fit gear case cover. Insert screws and fit flush.
Carefully pull out special tool 11 2 330.

Remove the sealing ring for the oil feed of the spray lead.
Installation
Check/replace sealing ring. Preassemble the sealing ring to the oil feed.
Fig. 107: Locating Oil Feed Sealing Ring
Installation
Install cylinder head cover without seal.
Install M 6 screws with large washers and press gear case cover down until upper edge of gear case cover and
cylinder head are aligned.

Installation
Tighten the screws.
Remove special tool 11 4 110, insert and tighten the remaining screws.
Tightening torque, refer to 11 14 1AZ in ENGINE - TORQUE SPECIFICATIONS (M44) .
CAUTION: If all screws are tightened, they must be tightened again in a second
operation.
11 14 110 REMOVING AND INSTALLING, SEALING OR REPLACING TIMING CASE COVER AT

BOTTOM (M44)
Remove timing case cover at top, refer to 11 14 100 Removing and installing, sealing or replacing timing
case cover at top (M44).
Remove vibration damper, refer to 11 23 010.
Release belt pulley.

Fig. 110: Locating Belt Pulley Bolts
Release screws
Remove gear case cover, bottom.

Fig. 111: Locating Gear Case Cover Screws
Installation
Note dowel sleeves (1).
Fig. 112: Identifying Dowel Sleeves

Installation
To fasten the seals, insert special tool 11 4 110.
Replace seal.
Coat the seal on the front and rear ends thinly with Drei Bond 1209.
Installation
Install timing case cover, insert all screws and initially tighten to approx. 5 Nm.
Fully tighten all screws in alternate sequence.
operation.
Replace radial seal, refer to 11 14 141.
Fig. 114: Locating Gear Case Cover Screws

11 14 115 REMOVING AND INSTALLING, SEALING OR REPLACING TIMING CASE (M44)
Removal
Removal and installation are described separately.
Remove timing chain, guide rail and tensioning rail, refer to 11 31 051.
Remove alternator.
Remove alternator carrier. Unscrew oil-filter cover
These tasks are described in Removing Main Flow Oil Filter . See 11 42 020.
Remove oil sump, refer to 11 13 000.
Release gear case.

If necessary, remove oil pump and control valve, refer to 11 41 000.
If necessary, remove main flow oil filter, refer to 11 42 020.
If necessary, remove water pump, refer to 11 51 000.
Installation
Installation and removal are described separately.
Clean and remove grease from sealing surfaces of the engine block.
Ensure dowel sleeves (1) are correctly located.
Replace seal.
Coat the seal for the oil sump separating joint with Drei Bond 1209.
Clean groove for rubber profile seal and sealing surfaces on gear case of remains of seal.
Apply Drei Bond 1209 sealing compound thinly and evenly to the groove ends.
Seat new rubber seal in groove.
Fig. 117: Locating Sealing Surfaces

Apply a thin coating of grease to top side of rubber profile gasket and both sides of special tool 11 2 330.
Place special tool 11 2 330 on top side of rubber profile gasket.
Fit gear case.

Install and tighten all screws.
operation.
Carefully pull out special tool 11 2 330.
Replace radial seal in timing case cover at bottom, refer to 11 14 141.
Assemble engine.

11 14 141 REPLACING RADIAL SEAL BELOW TIMING CASE COVER (M44)
Remove vibration damper, refer to 11 23 010

Fit Special Tool 11 2 313 on crankshaft.
Fig. 120: Identifying Special Tool (11 2 313) On Crankshaft

Screw in Special Tool 11 2 310 so far until it is rigidly connected with radial sealing ring.
Remove radial sealing ring by tightening in the screw.

Coat sealing lips of new radial sealing ring with oil.
With Special Tool 11 4 150 and central screw, install radial sealing ring flush with timing-case cover.
11 14 151 REPLACING CRANKSHAFT RADIAL SEAL (TRANSMISSION SIDE)
NOTE: This repair instruction is valid for the following engines:
 M40 / M42 / M43 / M43TU / M44

 M50 / M52 / M52TU / M54 / M56
 S52 / S54
Necessary preliminary tasks:
 Remove gearbox
 Drain off engine oil
 Remove flywheel
Unfasten oil sump screws on transmission end.
Loosen oil pan.

Fig. 123: Locating Oil Sump Screws On Transmission End
Release screws in end cover at rear.
Carefully detach oil sump gasket from end cover, remove end cover.
NOTE: After removing end cover:

check oil sump gasket for damage.
If necessary, remove oil sump and replace oil sump gasket.
Fig. 124: Locating End Cover Screws

NOTE: As from 4/98, a new type of radial seal is used in the Series and as a
replacement. This radial seal may only be supported with a "support bushing".
If the radial seal is supported without the support bushing (1) for more than six
months, operational reliability will no longer be assured and the radial seal
must not be used any further.
Fig. 125: Identifying Support Bushing

Distinguishing feature:
 (1) New version "without hose spring"

 (2) Old version "with hose spring"
IMPORTANT: The sealing lip of the new version (1) is very sensitive and must not be kinked
under any circumstances. Do not touch the sealing lip with your fingers.
Fig. 126: Identifying Support Bushing New Version (1) And Old Version (2)
NOTE: The end cover is offered in the kit with a radial seal.
If necessary, lift out the radial sealing ring and drive in new sealing ring using special tool 11 1 260 in
conjunction with special tool 00 5 500.

Check dowel sleeves (1) for damage and correct installation position.
Replace seal (2).

Apply thin, uniform coat of Drei Bond 1209 sealing compound to edges of joint on oil pan.
Fig. 128: Identifying Dowel Sleeves And Seal

IMPORTANT: Do not use special tool 11 2 213 for the new radial seal version.
Fig. 129: Do Not Use Special Tool (11 2 213)

NOTE: When fitting the end cover with radial seal on the crankshaft, it is only permitted
to use the "support bushing (1)" as an installation tool.
Lubricate contact face of crankshaft.
IMPORTANT: Push on end cover with support bushing (1) straight and without tilting
sideways.
NOTE: Screw threads (1) are coated with sealing compound.
Replace screws (1).
Insert all screws and tighten down end cover.
Fig. 131: Identifying End Cover Screws

NOTE: Keep the support bushing (1) of the new radial seal version as a "special tool",
then render the special tool 11 2 213 unusable and dispose of it.
The old and new radial seal versions can be installed with the support bushing
(1).
CRANKSHAFT WITH BEARING

11 21 500 REPLACING CRANKSHAFT (M44)
(Engine removed)
Remove lower timing case, refer to 11 14 115
Remove piston, refer to 11 25 530
Remove flywheel. See 11 22 500
Remove rear end cover, the procedure is described as part of replacing crankshaft radial sealing ring, refer to 11
14 151
Remove screws securing main bearing caps.
Remove main bearing cover 1 ... 5.
Lever out crankshaft.

Fig. 133: Identifying Main Bearing Caps And Cover
If necessary, unfasten increment gear.
Installation
Replace screws.
Install screws and tighten down in two passes.
Fig. 134: Locating Crankshaft Screws

CAUTION: Note grinding stage of crankshaft, refer to ENGINE - TECHNICAL DATA

(M44)
Fig. 135: Locating Grinding Stage Of Crankshaft

Replacing main crankshaft bearing shells, refer to 11 21 531

Replacing conrod bearing shells, refer to 11 24 571
Replacing grooved ball bearing in crankshaft, refer to 11 21 571
11 21 531 REPLACING ALL MAIN CRANKSHAFT BEARING SHELLS (M44) (ENGINE

DISMANTLED)
NOTE: Clean components before installing.
CAUTION: Note grinding stage of crankshaft, refer to ENGINE - TECHNICAL DATA

(M44)
Fig. 136: Locating Grinding Stage Of Crankshaft

NOTE: Injection nozzles for cooling the pistons are installed on the underside of the
cylinder between the bearing seats.
In order to avoid the possibility of injury from the piston or connecting rod, the
location of spray nozzles is equipped with special tool 11 7 320.
Fig. 137: Identifying Injection Nozzles

Check the setting of the spray nozzles.
Attach special tool 11 7 320 to the intake side in the receiving bore hole in the engine block.
The spray nozzles must fit into the guide of special tool 11 7 320.
If necessary, loosen the spray nozzles and adjust and tighten them using special tool 11 7 320.
Fig. 138: Identifying Special Tool 11 7 320

NOTE: When crankshaft or main bearing shells are being replaced, the classification
for the arrangement of the main bearing shells in the crankcase is no longer of
significance. Install yellow main bearing shells in crankcase.
Fig. 139: Identifying Main Bearing Shells

NOTE: Guide bearing shell installed at bearing No. 4 is sole means of axial alignment
for crankshaft.
Install guide bearing shell in crankcase.
Fig. 140: Identifying Guide Bearing Shell

Install crankshaft.
NOTE: The crankshaft is marked with yellow, green or white paint according to the
tolerance of the main journal.
Fig. 141: Identifying Crankshaft Tolerance Of Main Journal

NOTE: Place main bearing shells with same color code as that of crankshaft in main
bearing caps.
Fig. 142: Identifying Main Bearing Shells
NOTE: Main bearing caps 1 ... 3 bear identification markings on exhaust side.
The main bearing caps 4 and 5 are not marked.
Note that main bearing cap 4 has shoulders machined into end faces.
Fig. 143: Locating Main Bearing Caps

Check main bearing clearance:
Fit special tool 00 2 590 (Plastigage Type PG 1) to the oil free crankshaft.
Do not twist crankshaft.

Fig. 144: Identifying Main Bearing
Place main bearing caps in position with grooves of all caps on same side. Align main bearing cap flush with
side of bearing seat.
NOTE: To check main bearing clearance, use old main bearing screws.
No oil is permitted in the blind bores (danger of cracking).
Wash and oil screws.
Fig. 145: Locating Main Bearing Caps

1. Tighten the main bearing bolts to joining torque.

2. Tighten down screws with special tool 11 2 110 or with special tool 00 9 120 with torsion angle.

Fig. 146: Tightening Main Bearing Bolts
Remove main bearing cover and read off bearing clearance on width of squashed plastic thread using the
measuring scale.
Main bearing clearance, refer to ENGINE - TECHNICAL DATA (M44)
Install new bearing shells with different color codes if necessary in order to check bearing clearance.
Fig. 147: Checking Bearing Clearance

Summary:
Color code/shaft diameter/bearing strength
Ge = yellow
Gn = green
Ws = white
1. Crankshaft
2. Bearing clearance
3. Bearing shells: yellow, green or white
4. Bearing cover
Fig. 148: Identifying Main Bearing Color Specification

Installation
Remove plastic thread. Coat main bearing shells and crankshaft with engine oil. Place main bearing caps in
position with grooves of all caps on same side. Align main bearing cap flush with side of bearing seat. Always
replace main bearing screws with new ones. No oil is permitted in the blind bores (danger of cracking). Wash
and oil screws.
Fig. 149: Locating Main Bearing Caps Groove

1. Tighten the main bearing bolts to joining torque.

2. Tighten down screws with special tool 11 2 110 or with special tool 00 9 120 with torsion angle.

Fig. 150: Tightening Main Bearing Bolts
Check end float.
End float, refer to ENGINE - TECHNICAL DATA (M44)
If necessary, check the guide bearing shell, crankshaft and engine block.
Fig. 151: Checking End Float

11 21 571 REPLACING GROOVED BALL BEARINGS IN CRANKSHAFT (M44)
(clutch removed)
Remove thrust bearing with Special Tool 11 2 340.

Install new thrust bearing and drive firmly home with Special Tool 11 2 350 in conjunction with Special Tool
00 5 500.

FLYWHEEL
11 22 500 REMOVING AND INSTALLING OR REPLACING FLYWHEEL (M44)
(clutch removed)
Arrest flywheel with Special Tool 11 2 170.

Unfasten screws and remove flywheel.
Fig. 155: Locating Flywheel Screws

Installation
Remember to fit hollow bush.

Fig. 156: Locating Hollow Bush
Installation
The position of the dowel sleeve (1) in the dual-mass flywheel is marked with two notches beside the respective
screw bore.
Fig. 157: Identifying Dowel Sleeve

Installation
Clean thread and install new micro-encapsulated screws.

Fig. 158: Locating Micro-Encapsulated Screws
VIBRATION DAMPER
11 23 010 REMOVING AND INSTALLING OR REPLACING VIBRATION DAMPER (M44)
Special tools required
 11 2 150
 11 2 410 . See ENGINE - SPECIAL TOOLS (M44) .
If necessary, remove drive belt and belt pulley for the air-conditioning compressor.
Remove alternator drive belt.
Attach special tool 11 2 150 in conjunction with special tool 11 2 410.
When releasing and tightening down central bolt, grip special tool 11 2 150 with assistance of a second person.
If it is not possible to grip the tool securely: Remove mounted parts until the special tool 11 2 150 can be
supported on the engine carrier without damaging other components.
CAUTION: Protect engine bracket from damage.
Insert wood between engine carrier and special tool 11 2 150.

Unscrew central bolt.
Replace radial seal in lower timing case cover.
Installation:
Align vibration damper with groove to featherkey.
Replace central bolt.
Tightening torque see 11 23 5AZ in ENGINE - TORQUE SPECIFICATIONS (M44) .
Fig. 160: Aligning Vibration Damper With Groove To Featherkey

CONNECTING ROD WITH BEARING

11 24 571 REPLACING ALL CONNECTING-ROD BEARINGS (M44)
(piston removed)
Install new conrod bearing shells.
On each conrod, fit one red and one blue conrod bearing shell (regardless of colored mark on conrod shaft.
CAUTION: Note grinding stage of crankshafts, refer to ENGINE - TECHNICAL DATA

(M44)
Fig. 161: Locating Conrod Bearing Shells

Installing pistons, refer to 11 25 530
Check conrod bearing clearance.
Piston in BDC position.
Fit special tool 00 2 590 (Plastigage Type PG 1) to the oil free crankshaft.
Place bearing caps in position, making sure that matching numbers are paired.
Fig. 162: Checking Conrod Bearing Clearance

CAUTION: Do not turn the connecting rods or crankshaft.

Use the old conrod bolts to check conrod clearance.
Tighten down conrod screws with special tool 00 9 120 or special tool 11 2 110.

Remove bearing cover and read off bearing clearance across width of pinched plastic thread with the help of the
measuring scale.
Conrod bearing clearance, refer to ENGINE - TECHNICAL DATA (M44)
Remove plastic thread.
Fig. 164: Checking Bearing Clearance

Summary:
Color code/shaft diameter/bearing strength
Color code 2 classification.
Rt = red
Bl = blue
1. Crankpin
2. Bearing clearance
3. Bearing shells: red or blue
4. Conrod
Fig. 165: Identifying Color Code Specification

PISTON WITH RINGS AND PIN

11 25 530 REMOVING AND INSTALLING OR REPLACING ALL PISTONS (M44)
(engine removed)
Removal
Removal of pistons is described separately from installation. Assembly sequence for removal and installation is
different.
Remove cylinder head, refer to 11 12 100 Removing and installing cylinder head (M44).
Remove oil pan, see 11 13 500
CAUTION: Re-install piston, connecting rod and bearing shells back in the same
position and in the same installation location.
Connecting rods and bearing covers are designated with the same pair
number: do not mix them.
CAUTION: Injection nozzles for cooling the pistons are installed on the underside of
the cylinder between the bearing seats.
Be careful not to damage the spray nozzles for cooling the pistons when
removing the pistons.
In order to avoid the possibility of injury from the piston or connecting

rod, the location of spray nozzles is equipped with special tool 11 7 320.
Fig. 166: Locating Injection Nozzles

Unscrew conrod bearing cover.
Fig. 167: Locating Conrod Bearing Cover Bolts

Insert special tool 11 3 480 in conrod.

Remove conrod with piston from cylinder head side.

Lift out retaining ring and press out piston pin.
CAUTION: Piston and piston pin are paired and must not be fitted individually.
Fig. 169: Lifting Out Retaining Ring

Installation
Installation of pistons is described separately from removal. Assembly sequence for removal and installation is
different.
If necessary, replace connecting rods.
Spare connecting rods can only be obtained in complete sets.
It should be possible to press piston pin into bush by hand using only slight pressure. Clearance should then be
minimal.
Fig. 170: Pressing Piston Pin Into Bush

Before installation, measure piston installation clearance.
Measure piston diameter with micrometer at measuring point A from bottom edge of piston and offset at 90° to
the axis of the piston pin.
Measuring point A, refer to ENGINE - TECHNICAL DATA (M44)
Fig. 171: Measuring Piston Diameter

Adjust micrometer on cylinder bore of engine block and set plug gauge on micrometer to zero. Measure bottom,
center and top of cylinder bore in direction of travel and direction of engine rotation.
Diameter of the cylinder bore, refer to ENGINE - TECHNICAL DATA (M44)
Piston installation clearance, refer to ENGINE - TECHNICAL DATA (M44)
Max. permissible total wear clearance, refer to ENGINE - TECHNICAL DATA (M44)
Fig. 172: Adjusting Micrometer On Cylinder Bore Of Engine Block
Install conrod bearing, refer to 11 24 571
CAUTION: Piston and piston pin are paired and must not be fitted individually.
Fit connecting rod with piston pin to piston in such a way that both of the
visible pair numbers on the installation direction arrow on the piston point
to the right.
Fig. 173: Identifying Mark On Connecting Rod With Piston

Install retaining ring.

Fig. 174: Lifting Out Retaining Ring
Insert special tool 11 3 480 in conrod.

Lightly coat pistons and piston rings with oil.
Align contact points of piston rings (offset at approx. 120°, but not over piston pin lug).
Press together piston rings with special tool 11 2 260.

Install pistons with arrows pointing towards camshaft drive.
The tightening strap must locate firmly right around circumference of engine block.
CAUTION: Danger of piston ring failure.

Press in piston only with finger force (do not knock in!).
Fig. 177: Pressing Piston With Special Tool (11 2 260)

CAUTION: Be careful not to damage the spray nozzles for cooling the pistons when
installing the pistons.
Attach crankpin to connecting rod.

Fig. 178: Locating Connecting Rod
Apply light coat of oil to connecting-rod bearing shells.
Place bearing caps in position, making sure that matching numbers are paired.
Install new conrod bolts.
Fig. 179: Locating Connecting-Rod Bearing Cap Number

Tighten down conrod bearing with special tool 00 9 120 or with special tool 11 2 110.

Fig. 180: Tightening Bearing With Special Tool (00 9 120)
Check the setting of the spray nozzles.
Attach special tool 11 7 320 to the intake side in the receiving bore hole in the engine block.

The spray nozzles must fit into the guide of special tool 11 7 320.
If necessary, loosen the spray nozzles and adjust and tighten them using special tool 11 7 320.
Assemble engine.
11 25 671 REPLACING PISTON RINGS ON ALL PISTONS (M44)
(Piston removed)
Remove piston rings with a piston-ring compressing pliers.
NOTE: It might not be possible to find the identification on used piston rings.
Put aside piston rings in correct sequence and installation position.
New pistons may only be installed together with new piston rings.
Fig. 183: Installing Piston Rings With Piston-Ring Compressing Pliers

Installation
Insert piston rings with the word "TOP" facing piston crown.
1. Plain compression ring

2. Stepped taper-face ring "TOP"
3. Disk ring with support spring
Arrange piston ring contact points with offset of approx. 120° to one another, but not over piston pin eye.
Fig. 184: Arranging Piston Ring

Measuring end float, refer to ENGINE - TECHNICAL DATA (M44)
Fig. 185: Measuring End Float

Measuring contact clearance, refer to ENGINE - TECHNICAL DATA (M44)

Fig. 186: Measuring Contact Clearance
V-RIBBED BELT WITH TENSIONER

11 28 010 REPLACING ALTERNATOR DRIVE BELT (M44)
NOTE: If the drive belt are to be reused, mark the rotation direction and reinstall the
drive belt with the same rotation direction.
Remove fan coupling with fan wheel, refer to 11 52 020
Remove the dust cab.
Push the tensioning device for the drive belt of the alternator back on the bolt connection of the pulley.
CAUTION: The bolt connection of the pulley for the tensioning device for the drive
belt has left-hand thread and is peened.
Only change the pulley in conjunction with the tensioning device for the
drive belt.
Remove drive belt.

Fig. 187: Pushing Tensioning Device Back
Installation
If necessary, apply preload to the tensioning device for the drive belt as far as possible and lock with Special
Tool 11 3 340. This will make it easier to put on the drive belt.
CAUTION: The tensioning device for the drive belt is under high spring pressure.
Press Special Tool 11 3 340 in as far as possible.

Check drive belt for coolant and oil residue and replace if necessary.
CAUTION: It is essential to replace drive belt if it comes into contact with hydraulic
fluid.
Installation
Put on the drive belt.

Push the tensioning device for the drive belt back on the pulley until Special Tool 11 3 340 is no longer under
pressure; remove Special Tool 11 3 340.

Layout of drive belt.
Make sure that drive belt is correctly seated in pulley grooves.
Fig. 190: Identifying Drive Belt Installation Position

11 28 020 REPLACE THE TENSIONING DEVICE FOR THE DRIVE BELT OF THE GENERATOR
(M44)
Remove alternator drive belt. See 11 28 010
Remove the belt wheel of the vane pump.
CAUTION: The bolt connection (1) of the pulley for the tensioning device for the drive
belt has left-hand thread and is peened.
Only change the pulley in conjunction with the tensioning device for the
drive belt.
Fig. 191: Identifying Pulley Bolts

Loosen screws (1).
Loosen the screws (2) and remove with the tensioning device for the drive belt.
NOTE: If the screw (2) is inaccessable because of the lug (3), lock the tensioning
device for the drive belt using Special Tool 11 3 340.
Fig. 192: Identifying Screws

If necessary, apply preload to the tensioning device for the drive belt on the pulley as far as possible and lock
with Special Tool 11 3 340.
CAUTION: The tensioning device for the drive belt is under high spring pressure.
Press Special Tool 11 3 340 in as far as possible.
Unfasten screws (1 and 2).
Remove the tensioning device for the drive belt.
Fig. 194: Identifying Special Tool (11 3 340) And Screws

CAMSHAFT
11 31 001 REPLACING CAMSHAFT (M44)
(intake or exhaust side as applicable)
Remove spark plugs.
Remove all fingers, refer to 11 33 050
Remove the gear-case cover, top, refer to 11 14 100 Removing and installing, sealing or replacing timing
case cover at top (M44)
Removal
Removal of the camshaft is described separately from installation. Assembly sequence differs between removal
and installation.
TDC.
Fig. 195: Camshaft Alignment

Fig. 196: Locating Alignment Bores


CAUTION: Remove Special Tool prior to operating engine.

Fig. 199: Locating Chain Wheels Screws

Release the chain guide.
Fig. 200: Locating Chain Guide

Release the bearing cover and lay aside in correct order.
Lift out camshaft.

Fig. 201: Locating Camshaft Bolts
Installation
Installation of the camshaft is described separately from removal. Assembly sequence differs between removal
and installation.
Install camshaft.
NOTE: The camshafts are designated each with a cast letter.
(A) for exhaust camshaft.
(E) for intake camshaft.
Fig. 202: Locating Exhaust And Intake Camshaft

The designations of the bearing covers can be read on the intake side.
E1 ... E5 for the intake side.
A1 ... A5 for the exhaust side.

Fit the bearing cover and tighten down.

Install chain guide.

Position the camshafts using Special Tool 11 3 240 in firing TDC position of first cylinder.

NOTE: Arrow on chain wheel in cylinder axis points up.

Fig. 208: Locating Arrow On Sensor Gear


refer to 11 31 091
Install all fingers, refer to 11 33 050
Assemble engine.
11 31 005 CHECKING TIMING OF CAMSHAFT(S) (M44)
Remove cylinder head cover, refer to 11 12 000
Remove spark plugs.
TDC.
Fig. 211: Camshaft Alignment



Fit Special Tool 11 3 240 to camshaft.
NOTE: Special tool 11 3 240 must be flushly seated on the cylinder head.
Adjust camshaft timing if necessary, refer to 11 31 505

11 31 051 REPLACING TIMING CHAIN (M44)
Removal
Removal and fitting are described separately.
Remove gear-case cover, top, refer to 11 14 100 Removing and installing, sealing or replacing timing case
cover at top (M44)
Remove spark plugs.
Loosen the central bolt on the vibration damper, refer to 11 23 010
Rotate engine on loosened central screw engine wise until the first cylinder reaches its TDC firing position.
Fig. 216: Aligning Camshafts

NOTE: The alignment bores of the camshafts in the firing TDC position point upwards.


Position camshaft with Special Tool 11 3 240 in firing TDC position of first cylinder.
NOTE: Crankshaft and camshafts remain locked until assembly is complete.

Remove the loosened central bolt and take out the vibration damper.
Remove gear case cover, bottom, refer to 11 14 110

Remove timing chain sprocket with timing chain from camshaft.
Fig. 222: Locating Timing Chain Sprocket

If necessary, replace the slide and tensioning rails.
Release the slide and tensioning rails.

Fig. 223: Locating Tensioning Rails Bolts
Installation
Fitting and removal are described separately.
Install the slide and tensioning rails.
Turn the adjusting screw of the slide rail back approx. two revolutions.
Fig. 224: Locating Adjusting Screw

Fasten the slide rail to the cylinder head using screw (1).
Insert the screws and tighten them all except screw (1).
Remove screw (1).

Fig. 225: Locating Slide Rail Screw
Place the adjusting screw of the slide rail free of play on the cylinder head.
Fig. 226: Locating Adjusting Screw

Insert the screw (1) and tighten down the slide rail.
Fig. 227: Insert Screw (1) And Tighten Down Slide Rail
Check the chain wheel and replace if necessary.
Align sprocket with woodruff key and install sprocket with timing chain in position.
Fig. 228: Locating Woodruff Key

Check the chain wheels and replace if necessary.
NOTE: The arrows on the chain wheels in cylinder axis point up.


Fig. 230: Locating Arrow On Sensor Gear In Cylinder Axis Points

refer to 11 31 091
If necessary, check the control diagram, refer to 11 31 005

Assemble engine.

11 31 091 REMOVING AND INSTALLING OR REPLACING CHAIN TENSIONING DEVICE (M44)
NOTE: The hydraulic chain tensioner (M44) can also be fitted to the M42.
Unfasten screw plug and remove hydraulic chain tensioner.
NOTE: The hydraulic chain tensioner can also be removed if the timing-case cover is
removed.
Fig. 233: Locating Screw Plug

Installation
If a hydraulic chain tensioner is reused, the oil chamber in the tensioner unit must first be drained.
Fasten the hydraulic chain tensioner into vice with protective vice jaws.
Fig. 234: Identifying Hydraulic Chain Tensioner Into Vice With Protective Vice Jaws
Installation
Slowly and carefully push the hydraulic chain tensioner together, leaving the lock washer (2) still visible.
Repeat this procedure twice.
Fig. 235: Identifying Lock Washer

Installation
Insert the hydraulic chain tensioner; replace the sealing ring of the drain plug.
Tighten the drain plug.

Fig. 236: Locating Screw Plug
11 31 501 REPLACING CAMSHAFT - CYLINDER HEAD REMOVED (M44)
Release the chain guide.

Release the bearing cover and lay aside in correct order.
Lift out camshaft.

Installation
The camshafts are designated each with a cast letter.
(A) for exhaust camshaft.
(E) for intake camshaft.
Install camshaft.

Installation
The designations of the bearing covers can be read on the intake side.
E1 ... E5 for the intake side.
A1 ... A5 for the exhaust side.
Fit the bearing cover and tighten down.


11 31 505 ADJUSTING TIMING OF CAMSHAFT(S) (M44)
(re Oper. No. 11 31 005)
NOTE: Before performing the adjustment work, check timing of camshaft, refer to 11 31
005
Remove Special Tool 11 3 240 from cylinder head.
Remove Special Tool 11 2 300 from locating bore in engine block.
Rotate the engine on the central bolt engine wise until the camshafts on the fourth cylinder are located in the
firing TDC position.
Loosen two screws on each chain wheel.

Fig. 242: Turning Central Screw To Rotate Crankshaft


Loosen the remaining two screws on each chain wheel.

Align the camshafts so that Special Tool 11 3 240 is flushly seated on the cylinder head.
Tighten two screws for each chain wheel.
For tightening torque, refer to 11 31 3AZ in ENGINE - TORQUE SPECIFICATIONS (M44)

Remove Special Tool 11 3 240 from cylinder head.

Remove Special Tool 11 2 300 from locating bore in engine block.

Tighten the remaining two screws on each chain wheel.
Assemble engine.
ROCKER ARM WITH BEARING

11 33 050 REMOVING AND INSTALLING/REPLACING ALL FINGERS (M44)
Remove cylinder head cover, refer to 11 12 000
Remove all spark plugs
Rotate engine on central screw engine-wise until cams on camshaft point vertically upwards.
NOTE: The individual rocker may only be removed or installed if the camshaft is in this
position.
Fig. 250: Rotating Engine On Central Screw Engine-Wise Until Cams On Camshaft Point Vertically
Upwards
Press down valve with special tool 11 5 130 and lift out finger.
NOTE: Place fingers to one side in orderly fashion.
Worn rockers may only be reused on the same grooves of the camshaft.

NOTE: The rockers are crimped between the hydraulic valve clearance compensating
element and the cam of the camshaft.
CAUTION: Check that the rocker is installed in the correct position.
If necessary, replace camshaft, refer to 11 31 001
Fig. 252: Rocker Installed In Correct Position

11 33 062 REPLACING ALL HYDRAULIC VALVE CLEARANCE ADJUSTMENT ELEMENTS

(HVA) (M44)

Pull out the hydraulic valve clearance adjustment elements (HVA).
Fig. 253: Pulling Out Hydraulic Valve

VALVES WITH SPRINGS

11 12 527 REWORKING ONE VALVE SEAT (M44)
Machine valve seat face with Special Tool 00 3 520 or 00 3 580 with specifications of tool manufacturer.
Fig. 254: Grinding Valve Seat Face With Special Tool

NOTE: After machining the valve-seat face on OD and bore diameter, rework to
specified diameter with correction milling tool until valve seat width (5) is
obtained.
1. Valve-seat angle
2. Correction angle, outer
3. Correction angle, inner
4. Outside diameter of seat face
5. Valve-seat width
Pos. (1) to (5) refer to ENGINE - TECHNICAL DATA (M44)
Fig. 255: Identifying Valve Seat Diameter

11 12 595 CHECKING ONE VALVE GUIDE FOR WEAR (M44)
(valve removed)
To measure tilt clearance, insert new valve so that valve stem end is flush with valve guide.
Mount dial gauge and measure tilt clearance.
NOTE: Maximum permitted tilt clearance,
Fig. 256: Measuring Tilt Clearance

NOTE: If tilt clearance is excessive, the valve guide should be reamed and a repair
valve with a larger shaft diameter,
refer to ENGINE - TECHNICAL DATA (M44) , should be installed.
Fig. 257: Locating Mark On Valve Guide

If necessary, ream out valve guide, refer to 11 12 600
11 12 600 REAMING OUT ONE VALVE GUIDE (M44)
(Valve removed)
NOTE: If clearance between valve shaft and valve guide is too large, ream out valve
guide and install repair valve with larger shaft diameter.
Assemble reaming tool and guide taper (1) from special tool kit 00 4 210 depending on shaft diameter. Press
guide taper (1) against valve seat and ream out valve guide (when dry) from combustion-chamber end. Rotate
reaming tool once in downwards direction.
NOTE: After the reaming operation, rework the valve seat,
refer to 11 12 527
Fig. 258: Identifying Guide Taper
11 34 552 REMOVING AND INSTALLING OR REPLACING ALL VALVES - CYLINDER HEAD

REMOVED (M44)
Replacing valve stem seals, refer to 11 34 560
Remove valves from cylinder head.
If necessary, check valve guide for wear, refer to 11 12 595
If necessary, ream the valve guide, refer to 11 12 600
If necessary, rework valve seat, refer to 11 12 527
1. Valve
2. Valve-stem seal
4. Valve spring
6. Valve tapers
Fig. 259: Identifying Valve Components Installation Sequence
11 34 560 REPLACING ALL VALVE-SHAFT SEALS - CYLINDER HEAD REMOVED (M44)
Remove all valve springs, refer to 11 34 715
Remove valve stem seal with Special Tool 11 1 480.

Lubricate valve stem with oil and insert valve.
Fit Special Tool 11 1 960.
Coat new valve stem seal (1) with oil and install.
Fig. 261: Identifying Valve Stem Seal

Press valve stem seal firmly home by hand with Special Tool 11 1 200.
Fig. 262: Pressing Valve Stem Seal
11 34 715 REPLACING ALL VALVE SPRINGS - CYLINDER HEAD REMOVED (M44)
Remove the camshafts, refer to 11 31 501
Insert Special Tool 11 1 441 from below in Special Tool 11 1 065 and secure with Special Tool 11 1 045.
Align Special Tool 11 0 345 in direction of valve shaft and select appropriate groove in Special Tool 11 0 342.
Fig. 264: Aligning Special Tool (11 0 345) In Direction Of Valve Shaft And Select
Press down valve spring on spring cap, top, and remove valve keys.
Remove valve spring and plate spring.

Fig. 265: Removing Valve Spring And Plate Spring
1. Valve
2. Valve-stem seal
4. Valve spring
6. Valve tapers
Fig. 266: Identifying Valve Component Installation
OIL SUPPLY
11 40 000 CHECKING ENGINE OIL PRESSURE (M40 / M42 / M43 / M43TU / M44)
Version with central screw
Unscrew oil-filter cover
NOTE: Oil flows from oil-filter housing into oil pan.
Installation
Fig. 267: Locating Oil-Filter Cover Bolt

Installation
Replace sealing ring in oil-filter cover and sealing ring on bolt.

Fig. 268: Identifying Oil-Filter Cover Sealing Ring
Check/replace sealing rings on special tool 11 4 170.
Install special tool 11 4 170.

Fig. 269: Locating Sealing Rings
Connect special tools 13 3 061 / 063.
Start engine and check engine oil pressure, refer to ENGINE - TECHNICAL DATA (M44) .
Fig. 270: Identifying Special Tools (11 4 170, 13 3 063 And 13 3 061)
Version with screw cap
Loosen the oil filter cap using special tool 11 7 331.
NOTE: Oil flows from oil-filter housing into oil pan.
Installation

Installation
Replace sealing rings.
Fig. 272: Locating Oil Filter Sealing Ring

Check seals on special tool 11 7 332 and replace if necessary.
Fig. 273: Identifying Seals On Special Tool (11 7 332)

Instead of the oil filter cover, screw special tool 11 7 332 onto the oil filter housing and tighten using special
tool 11 7 331.
Connect special tools 13 3 061 / 063.
Start engine and check engine oil pressure, refer to ENGINE - TECHNICAL DATA (M44) .
Fig. 274: Identifying Special Tools (11 7 332, 13 3 063 And 13 3 061)
OIL PUMP WITH FILTER AND DRIVE

11 41 000 REMOVING AND INSTALLING / REPLACING OIL PUMP (M44)
Remove lower timing case, refer to 11 14 115
Release screws, remove oil-pump cover.
Lift out rotor set.
NOTE: Outer and inner rotor form a matched pair and must always be replaced as a
set.
Fig. 275: Locating Oil-Pump Cover Bolts

CAUTION: Strong spring force.

Using a suitable drift, press spacer down until circlip is no longer under strain.
Remove circlip, remove control valve.
Fig. 276: Pressing Spacer Down Until Circlip Is No Longer Under Strain
1. Control valve
2. Coil spring
3. Space bush
4. Circlip
Fig. 277: Identifying Control Valve, Coil Spring, Space Bush And Circlip
OIL FILTER AND LINES

11 42 020 REMOVING AND INSTALLING, SEALING OR REPLACING MAIN-FLOW OIL FILTER
(M44)
Unfasten oil filter cover to allow oil to flow out of main flow oil filter housing and back into oil pan.
This operation is described in section on BMW engine oil service, refer to 00 00 249
Remove alternator
Unfasten vane pump for power steering unit from carrier (lines remain connected).
Remove alternator carrier.
Fig. 278: Locating Alternator Carrier Bolts

Remove full-flow oil-filter housing.
Fig. 279: Locating Full-Flow Oil-Filter Housing Bolts

Installation
Replace seal.
Fig. 280: Identifying Sealing Faces
Installation
Replace the sealing rings on the non-return valve.
Check installed direction.
Fig. 281: Identifying Sealing Rings On Non-Return Valve

WATER PUMP WITH DRIVE

11 51 000 REMOVING AND INSTALLING / REPLACING WATER PUMP (M44)
Remove alternator drive belt, refer to 11 28 010
Release the belt pulley from the water pump.
Drain coolant.
Release water pump.

Fig. 282: Locating Water Pump Bolts
Insert two M6 screws in water-pump thread and press out water pump evenly from gear case.
Fig. 283: Locating Water Pump Bolts

Installation
Fig. 284: Locating Sealing Ring

FAN
11 52 020 REMOVING AND INSTALLING / REPLACING FAN COUPLING (M44)
CAUTION: Left-hand threads.
Lock belt pulley in position using Special Tool 11 5 050.
Release union nut with Special Tool 11 5 040 from water pump.
Take the fan wheel with fan coupling off of the water pump and remove.
Fig. 285: Identifying Special Tool (11 5 040 And 11 5 050)

Installation
NOTE: Tightening torque 40 Nm when using Special Tool 11 5 040 is equivalent to 30

Nm on scale of a torque wrench.
Unfasten screws and detach fan from fan coupling.
Fig. 287: Locating Fan Coupling Screws

THERMOSTAT AND CONNECTIONS

11 53 000 REMOVING AND INSTALLING / REPLACING COOLANT THERMOSTAT (M44)
Drain coolant.
Release the coolant water lines.
Remove coolant thermostat housing.
NOTE: Coolant thermostat is integrated in coolant-thermostat housing and can only be

replaced as a complete assembly.
Fig. 288: Locating Thermostat Housing Bolts

INTAKE MANIFOLD
11 61 040 REMOVING AND INSTALLING UPPER SECTION OF MANIFOLD (M44)
Remove Bowden cable for throttle actuation from throttle body.
Loosen the manifold support in front.
Remove the rubber gaiter from the throttle valve.
Remove connector for throttle potentiometer.
Pull off hose for tank ventilation.

Fig. 289: Locating Rubber Gaiter Nut
Disconnect adapter from brake booster.
Fig. 290: Disconnecting Adapter From Brake Booster

Loosen the manifold support in back.
Release and remove collector upper housing.

Fig. 291: Locating Collector Upper Housing Nuts
Installation
Replace the seals above and below the flange for the pressure regulating valve.

11 61 044 REMOVING AND INSTALLING LOWER SECTION OF MANIFOLD (M44)
Remove top section of manifold, refer to 11 61 040
Loosen guide pipe for dipstick.

Fig. 293: Locating Guide Pipe For Dipstick
Loosen the screws (1 and 2) and remove the manifold support.
Installation
Insert screws (1 and 2) and fit flush. Tighten the screws (1 and 2).
Fig. 294: Identifying Screws

CAUTION: Catch escaping fuel and dispose of it correctly.

Unfasten fuel delivery and fuel return lines.
Lower the coolant water level.
Disconnect preheating hose from flange for pressure regulating valve.

Fig. 295: Locating Preheating Hose
Remove flange for pressure-control valve.
Installation
Replace the seals above and below the flange for the pressure regulating valve.

Separate the plug connections for the camshaft sensor and the crankshaft sensor at the cable duct.
Release the cable duct from the lower housing of the collector.
Separate the screw connections for the alternator and the starter.
Fig. 297: Locating Cable Duct
Unfasten lower section of manifold and remove from stud bolts until plug connections for oil pressure switch
and temperature sensor for coolant are accessible.
Disconnect plug connections for oil pressure switch and temperature sensor for coolant.
Remove the lower housing of the collector.
NOTE: Bracket (1) for the plug connection of the knock sensors.
Fig. 298: Identifying Bracket (1)

Installation
Check for correct fit of hollow bushes (1).
Clean sealing faces.
Replace seal.
Fig. 299: Identifying Hollow Bushes (1)
EXHAUST MANIFOLD
11 62 000 REMOVING AND INSTALLING, SEALING / REPLACING EXHAUST MANIFOLD (M43 /
M43TU / M44)
Remove exhaust system from exhaust manifold.
If necessary, remove air injection pipe.
Unfasten nuts and remove exhaust manifold.
Installation
Coat threads with CRC copper paste.
Replace gaskets and nuts.
Fig. 300: Locating Gaskets And Nuts

EMISSION CONTROL, OXYGEN SENSOR

11 78 510 REPLACING LAMBDA OXYGEN SENSOR (AS NECESSARY, LEFT OR RIGHT) (M44)
Disconnect connector for oxygen sensor.
Unclip Lambda oxygen sensor cable from bracket.
Unfasten oxygen sensor.
Fig. 301: Disconnecting Connector For Oxygen Sensor

Installation
The threads of new oxygen sensors are already coated with Never Seez Compound.
If an oxygen sensor is used again, apply a thin and even coat of Never Seez Compound to the threads only.
Do not clean the Lambda oxygen sensor section which protrudes into the exhaust line and ensure that it avoids
all contact with lubricants.
Installation
Tighten oxygen sensor with special tool 11 7 030.
Protect (mask) Lambda oxygen sensor when applying under seal.
Note cable routing of oxygen sensor.

GENERAL INFORMATION
Engine Diagnosis - Overview
ENGINE DIAGNOSIS
ENGINE DIAGNOSIS
When attempting to diagnose driveability complaints, always consider the basics. Regardless of the level of
technology employed on an engine, it still needs a few basic things to occur in order to run properly. Whether
the engine is very basic or uses so-called "New Generation" technology always refer to the basic principles first.
Any engine using four-cycle spark-ignition principles must meet the same fundamental conditions to run
properly. Most engine related driveability problems fall into a few basic categories:
 No Start/No Crank
 Extending cranking before engine start
 Rough Running Cold Idle
 Rough Running Warm Idle
 Rough Running Under Load
 Lack of Power
 Check Engine Light (MIL)
Fig. 1: Sectional View Of Engine
When referring to engine basics, all engines need fuel, air and spark to run. However, in order for a spark-
ignition engine to run properly, a few things must be taken into consideration. The fuel, air, spark principle can
be broken down further into the following categories:
 Sufficient engine compression with a leak-free combustion chamber.

 Sufficient amount of ignition voltage (spark) at the correct time.
 Proper fuel pressure and volume.
 Properly functioning fuel injection system (Engine management).
 Properly functioning air management system (Electronic throttle systems).
 Correct valve timing (VVT and VANOS).
Fig. 2: Operation Of Valvetronic

Compression Testing
In order for an engine to run smoothly and efficiently, the combustion chamber must be free of leakage. An
engine with low compression in one or more cylinders is inefficient and will run rough or lack in performance.
Low compression may or may not cause the MIL to illuminate.
Low compression can be caused by the following:
 Leaking valves caused by burned valves or seats. The valve guide can also be worn causing the valve not
to seat properly. Valves can also be bent from piston contact (from over-rev).
 Piston Rings which can be worn from high mileage or poor maintenance. Also, the rings can be damaged
from foreign material or improper installation.
 Cracks in cylinder head or engine block. Cracks can be caused by overheating resulting in misfires or
rough running.
 Defective cylinder head gasket. The cylinder head gasket can fail due to overheating which can cause
cylinder leakage resulting in misfire, low compression and rough running.
 Bent connecting rod. A connecting rod can be bent from a defective fuel injector or water ingress into the
combustion chamber causing hydrostatic lock.
Compression testing can be performed using a conventional compression gauge. There are some preliminary
tasks and safety precautions that must be carried out before starting the compression test:
 Remove the fuel pump fuse and or relay, start the vehicle and allow vehicle to stall out on residual fuel
 Disable ignition by unplugging all ignition coils and remove ALL sparkplugs.
 Connect battery charger to vehicle
 Ensure that the throttle is wide open during cranking
 Crank engine until compression gauge stops increasing. Be sure to crank engine equally between
cylinders.
 Continue compression test on ALL cylinders so comparisons can be done. Record readings.
 If necessary, re-check cylinders with suspect readings.
 If some cylinder readings come up low, add a few drops of oil and re-check. This can differentiate
between valves/rings.
Cylinder Leakage Testing
Once a problem cylinder is detected via a compression test or by other means, a cylinder leakage test is used to
pinpoint the problem area.
The leakage test uses a gauge and compressed air to indicate the percentage of air loss. By listening and
observing at key points, the problem can be narrowed down before the engine needs to be disassembled.
The piston (one or more) should be brought to TDC, compressed air should be introduced into the cylinder
using the cylinder leakage tester. Be sure the engine does NOT rotate, if the engine rotates, the engine was not
at true TDC.
Check the gauge on the tester, it should read in percentage of leakage. Check the engine specification for
permissible leakdown. A general rule of thumb is 15 % or less for a good cylinder. However, some engine have
a tighter tolerance. Most BMW engines should be at 8 % or less.
Fig. 3: Testing Cylinder Leakage
If any cylinder shows excessive leakdown, check for leakage by listening or observing the following points:
 Listen for air (hissing) at the tailpipe. This would indicate leakage at the exhaust valves on that cylinder.
 Listen for air (hissing) at the throttle. This would indicate leakage at the intake valves on that cylinder.
(Be sure throttle is wide open and listen at throttle opening)
 Open the oil cap and listen for air. This would indicate air leakage into the crankcase. This would be
piston rings or cylinder bore concerns.
 Observe the coolant reservoir and or remove the radiator cap. Bubbles in the coolant would most likely
indicate head gasket leakage or cracked block/head.
Workshop Hints on Cylinder Leakage Testing
When performing cylinder leakage tests, the following tips might be helpful:
Remove all spark plugs to allow easier rotation of the engine. (If this test is done after a compression test, the
plugs should already be out).
 Perform the leakage test on all cylinders, not just the problem cylinder. This would indicate any other
problems which can be rectified. This eliminates any repeat repairs and wasted diagnostic time.
 Perform the leakage test in cylinder firing order starting with cylinder #1. It takes two revolutions of the
engine to complete the leakage test. Start at cylinder #1 and rotate the engine to the next cylinder in the
firing order. Divide the number of cylinders into 720, the result is the number of degrees that each
cylinder fires. For example, if you divide a 6 cylinder into 720, this equals 120 degrees. If you start at
cylinder 1 and rotate the engine 120 degrees in the direction of rotation, you can check the next cylinder
in the firing order. This process eliminates the need to rotate the engine an excessive amount.
Fig. 4: Cylinder Leakage Testing Tips
Cylinder Arrangement And Firing Order

Fig. 5: Identifying Firing Order
Ignition System Diagnosis

The ignition system on modern BMW engines consist of one ignition coil per cylinder. This arrangement is
known as RZV, or Direct Stationary Ignition. The ignition coil receives fused power usually from the DME
main relay or IVM (N62).
The ignition coil primary circuit is controlled (triggered) by the engine control module (ECM). The ECM
controls dwell and ignition timing on all cylinders individually. Electrical circuit faults on the primary circuit
are recorded in the ECM and can be read out using the DISplus or GT-1.
Most new engines use the "pencil" type coil. This design houses the coil windings for the primary and
secondary circuit as well as the spark plug boot which includes the secondary circuit resistance.
Fig. 6: Identifying Pencil Coil

Due to the compact design of the ignition coil, much of the diagnosis is simplified. Misfire faults and/or ignition
related faults can be easily diagnosed by swapping the coils between cylinders. If the fault moves with the coil,
then it is obvious that the coil is at fault. If the fault stays in the cylinder, then the spark plug can be moved etc.
This greatly simplifies engine diagnosis. However sometimes, the diagnosis is not always as simple as
swapping parts.
Fig. 7: Ignition Diagnosis Cyclic Diagram
This is where the oscilloscope function of the DISplus/GT-1 can aid in diagnosis. A good knowledge of
fundamental ignition diagnosis can be helpful. The illustration above is broken down as follows.
1. This point represent the start of the ignition process, also known as "transistor off". The ECM turns off
the primary circuit causing the magnetic field to collapse. This begins the production of the secondary
voltage needed to fire the spark plug.
2. The is called the firing line as it represents the voltage needed to overcome the secondary resistance and
cross the spark plug electrode gap. This voltage level will increase as secondary circuit resistance
increases. Also lean mixture will cause this line to increase as well. On RZV ignition systems, this line
should be around 3-5kV.
3. This line indicates the start of the combustion process. This is also referred to as the spark line. The line
should start relatively level and should be about 1/3 to 1/2 of the height of the firing line. Also, there
should be no rapid upward or downward slope.
4. This period of time represented here is the combustion period. This area indicates the integrity of the
combustion event. Problems such as low compression, lean or rich mixture problem would be indicated
here.
5. This line represent the voltage present during the combustion period. This line should be mostly level.
Upward or downward sloping can indicate mixture or engine compression problems.
6. This point represents the end of the combustion process. Combustion has ended and the remaining
voltage available is the coil will start to dissipate.
7. This is known as the coil or decay oscillation period. Any excess voltage not used in the combustion
process will "decay" and dissipate. The number and pattern of the oscillations is dependent on the coil
type. Different types of coils and different coil manufacturers will be a factor on this pattern. Anywhere
from 2 to 6 oscillations may be seen here. If no oscillations are present, this would indicate ignition coil
internal problems.
Most newer engine use a "multiple spark" discharge when the ignition coil is triggered. This is to aid in startup.
When diagnosing these ignition systems, the additional peaks do not need to be factored into your diagnosis.
Referring to the illustration below, the relevant portion of the scope pattern is at point 1.
Fig. 8: Identifying Scope Pattern

Fuel System Testing
Fuel systems need to be checked for proper fuel pressure as well as sufficient volume. When diagnosing fuel
system complaints, you must take into account the type of fuel system and how the fuel is delivered to the
engine.
Malfunctions in the fuel system can cause driveability complaints which include:
 No start condition
 Hard start/extended cranking time
 Lack of power
 Check Engine (MIL) Light along with mixture related faults
 Excessive exhaust emissions (High CO and/or HC)
When a no start condition is experienced, it is important to start with the basics. Does the vehicle have any fuel
in the tank? Don't assume that there is fuel, the fuel gauge or sender circuit may be faulty. Also, the siphon jet
system may be defective. Check the fuel level using the instrument cluster test steps if necessary. Check to be
sure that there is fuel available on the right side of the fuel tank.
Fig. 9: Checking Fuel System

Once is has been determined the there is fuel in the tank. The fuel system can be tested for proper pressure. Fuel
pressure specifications vary between vehicles. Until recently, most fuel systems used a pressure of 3.5 bar.
Some of the new systems use up to 5 or 6 bar. Direct injection systems use 6 bar for the fuel supply system and
up to 120 bar pressure to the fuel injectors.
The fuel supply system should be tested using the appropriate fuel pressure gauge. Depending upon the vehicle,
the testing methods and connections for the fuel pressure testing equipment differ.
Some vehicles have testing ports with a Schrader valve for easy hookup. Earlier vehicles did not have a test
port. Testing fuel pressure required the use of a "T" connector to connect into the fuel system.
Most recently, M56 equipped (SULEV) vehicles have a sealed fuel system which require the use of a special
tool.
Fig. 10: Identifying "T" Connector

NOTE: Always observe all safety regulations when working on fuel systems. Obey all
local and state fire safety laws regarding fuel handling. Always have the proper
fire extinguisher on hand when performing testing and/or repair to the fuel
system.
Once it has been determined that what the fuel pressure is, compare your reading to the proper specification. If
the fuel pressure is low or zero, the fuel circuit must be checked over.
See if the fuel pump is energized. Check the voltage supply and ground to the fuel pump using proper electrical
testing procedures (i.e voltage drop etc.). Make sure that you analyze the fuel pump circuit. Check the fuses,
connections and appropriate relays.
Also, understand the operation of the fuel pump circuit. Older vehicles were somewhat straightforward, on the
other hand, the newer vehicles are using more elaborate circuits for fuel pump operation.
Fig. 11: Operating Power Circuit Diagram
Some vehicles, now use a control module to control the speed and flow rate of the fuel pump. The M3, M5 and
vehicles equipped with the M56 engine use a fuel pump control module. The E65/E66 uses the SBSR to control
the fuel pump. Take this into consideration when performing diagnosis on these vehicles.
Fig. 12: Fuel Pump Control Module Diagram

Always use available resources such as wiring diagrams, SI Bulletins and training material to better understand
circuit operation.
Fig. 13: Fuel System Circuit Diagram
Fuel Volume Testing
Some driveability concerns are related to incorrect fuel volume. Vehicles with lack of power complaints and
mixture related fault codes may have insufficient fuel volume supplied to the fuel injection system. These
vehicles may actually pass a fuel pressure test.
Fuel volume issues can be caused by faulty fuel pumps, fuel pressure regulators, clogged or restricted fuel
filters and/or fuel lines.
If these driveability concerns are present, then a fuel volume test should be performed. A fuel volume test
measures the amount of fuel delivered in a specific time frame.
The fuel pump is activated during this test using the proper test leads to ensure no arcing sparks are present. The
fuel feed line is directed to a non-breakable (fuel-proof plastic) measuring can that has graduations for
measurement.
Fig. 14: Checking Fuel Volume Using Measuring Can

A general specification for fuel volume would be approximately one liter in 30 seconds.
Residual Pressure
Fuel injection systems require a residual pressure to present after the engine is switched off. This allows the
engine to start immediately after the vehicle has been parked.
If the residual fuel pressure diminishes after the vehicle has been shut off. Upon restart, there will be an
extended cranking period before engine start. This is due to the fuel pump attempting to supply enough fuel for
startup.
When the fuel system is at rest, there a three components which allow the fuel system to retain sufficient
residual pressure. These items are, the fuel pump check valve, the fuel pressure regulator and the fuel injectors.
Fuel System - E32 with M60

Fig. 15: Identifying Fuel System - E32 With M60 Components
If any of these items are leaking and fail to hold pressure in the fuel rail, the vehicle will be difficult to start.
The cranking time will be excessive and possibly not start at all. For example, If the fuel injectors are leaking,
the vehicle will exhibit black smoke on startup.
Diagnosis of these concerns requires a fuel pressure gauge. The residual pressure is monitored on the fuel
pressure gauge when the engine is shutoff. Diagnosis is determined by watching the drop in fuel pressure over
time. The fuel pressure should not drop more than .5 bar in 30 minutes. If the pressure drops more than .5 bar,
the concern should be investigated.
Fuel System - E39/E46 with M54

Fig. 16: Identifying Fuel System - E39/E46 With M54 System Diagram
Depending on the type of fuel system used, diagnosis will vary. On older fuel systems, diagnosis is simplified
due to the ability to clamp off certain components to determine, the origin of the leakdown.
Fuel System - E60

Fig. 17: Identifying Fuel System - E60 Components
Newer fuel system use a non-return type fuel system with some components mounted externally. Most recently,
many of the new vehicle have most of the fuel system components mounted in the fuel tank. This includes the
fuel pump, fuel filter and fuel pressure regulator. The only fuel system component outside the fuel tank is the
fuel feed line, fuel rail and fuel injectors.
This makes the diagnosis of residual pressure concerns more difficult. Diagnosis of this type of system
sometimes requires process of elimination.
If one or more of the fuel injectors is suspected as the cause of the loss in residual fuel pressure. They can be
tested using a special tool to "bubble test" the injectors.
Fig. 18: Testing Bubbles In Injectors Using Special Tool
First the injectors are connected to the test fuel rail supplied with the tool. Then, the fuel injectors are subjected
to compressed air. The injectors are then triggered by the test harness to "blow out" any residual fuel.
The test harness is disconnected and the tips of the injectors are immersed in water. The injector tips are
observed for any bubbles over time. Any excessive bubbles indicate a defective injector.
Engine Adaptation Values
Engine adaptation values can be broken down into two categories:
 Additive Mixture Adaptation - additive adaptation refers to "long term fuel trim". These adaptation are
made by the ECM (DME) at idle during "closed loop" fuel control. These values are measured in
milliseconds and are expressed in negative and positive values.
 Multiplicative Mixture Adaptation - multiplicative adaptation occurs during part load conditions and
are performed by the ECM during "closed loop" fuel control. These values are measured in percent and
are also expressed as negative and positive values. This is also referred to as "short term fuel trim".
Additive mixture adaptation corrects for variations in idle mixture. The ECM monitors the oxygen sensor
signals to evaluate the exhaust mixture. When a lean (or rich) mixture is detected, the ECM increases (or
decreases) the injector "on-time" to correct accordingly.
As long as the fuel trim correction is not excessive, the ECM will not register a fault code. The ECM will
correct in increments of +/- .1 ms. When the fuel trim correction exceeds a predetermined threshold value, the
check engine light (MIL) will illuminate and store appropriate fault codes for additive mixture adaptation.
Additive values which are excessively positive, would indicate a lean condition. This can be caused by:
 Un-metered air leaks - such as broken vacuum lines or a leaky intake manifold or gasket.
 Faulty crankcase ventilation system - crankcase vent valve stuck open.
 Low fuel pressure - Faulty fuel pressure regulator or fuel pump.
 Faulty HFM - can be sending erroneous load signal information which would cause the ECM to falsely
enrich the mixture.
Additive values which are excessively negative, would indicate a rich condition. This can be caused by:
 An air restriction - any restriction to airflow such as a clogged air filter would create a rich fuel mixture.
(this may also be indicated by negative multiplication values)
 Faulty crankcase ventilation system - crankcase vent valve stuck closed.
 High fuel pressure - Possible faulty fuel pressure regulator or restricted return line
 Faulty HFM - can be sending erroneous load signal information which would cause the ECM to falsely
lean out the mixture.
NOTE: Some newer engine management systems use the term mg/stroke or milligrams
per stroke. Treat these values as you would millisecond values.
Multiplicative mixture adaptation corrects for variations in fuel mixture under part load conditions. The ECM
monitors the oxygen sensor signals to evaluate the exhaust gas mixture. When a lean (or rich) mixture is
detected the ECM adjusts the injector "on-time" accordingly over a "short term" period to adapt for the existing
situation.
Multiplicative values are expressed in percent and can be negative or positive. Negative values indicate a rich
mixture and positive values indicate a lean mixture. When the Multiplicative values exceed a predetermined
threshold value, the check engine light (MIL) will illuminate and store relevant fault codes for Multiplicative
adaptation.
When multiplicative values are excessively positive, a lean condition exists. The ECM is attempting to add fuel
to maintain the proper fuel mixture (close to lambda value 1). This situation can be caused by a faulty HFM,
low fuel volume, restricted fuel filter or faulty fuel pressure regulator.
When the values are negative, the ECM is attempting to lean out (remove fuel) the fuel mixture to compensate
for a rich condition. This can be caused by:
 Excessive fuel pressure - from a faulty fuel pressure regulator or restriction in the return line.
 A faulty HFM - the HFM can be sending erroneous load signal information which would cause the ECM
to falsely enrich the mixture.
 An Air restriction - any restriction to airflow such as a clogged air filter would create a rich fuel mixture.
 Any system failure which would cause the mixture to be falsely enriched. This could be caused by
erroneous signal information from sensors such as the engine coolant temperature sensor or intake air
temperature sensor.
Engine Misfire Diagnosis
Engines which have been produced since 1996 are OBDII complaint. The CARB/OBD regulations require the
ECM to be capable of detecting misfires. Also, the ECM must be able to determine if the misfires increase
engine emissions and/or are catalyst damaging.
The ECM detects engine misfires by monitoring crankshaft speed. The ECM receives the input from the
crankshaft sensor and determines if there is a misfire present by comparing crankshaft speed variations between
combustion events on each cylinder.
The crankshaft must rotate 720 degrees (2 rotations) to fire all of the cylinders in an engine regardless of the
number of cylinders. Therefore each firing event is spaced apart and occurs at a specific time. By monitoring
the crankshaft signal the ECM can determine which cylinder is misfiring and also the severity of the misfire.
Misfires are classified in 2 levels of severity:
 Misfires which increase emission levels - These misfires occur within an interval of 1000 crankshaft
revolutions. The ECM counts and adds the detected misfire events for each cylinder. If the sum of all
cylinder misfire incidents exceeds the predetermined value, a fault code will be stored and the "MIL" will
be illuminated.
If more than one cylinder is misfiring, all misfiring cylinders will be specified and the individual fault
codes will be stored. The "MIL will be illuminated".
 Misfires which are catalyst damaging - These misfires are determined when the sum of the misfiring
events occurs within 200 crankshaft revolutions. These misfires are considered catalyst damaging and the
"MIL" will be illuminated.
The ECM will take the following measures - the oxygen sensor control will be switched to "open loop", a
cylinder selective fault code will be stored for one or more cylinders and the relevant fuel injector(s) will be
deactivated.
Fig. 19: Identifying Crankshaft Positioning Sensor
Fig. 20: Displaying Smooth Running Engine Waves
The causes of engine misfires include:
 Ignition System - spark plugs, ignition coils, secondary circuit components and primary/secondary circuit
wiring.
 Engine Mechanical - piston, piston rings, valves, camshaft and any valvetrain related components
including Valvetronic. Valvetronic components include eccentric shaft, intermediate levers etc.
The crankcase ventilation system should also be considered. This includes the crankcase ventilation valve
and if applicable, the hose connections as well.
 Fuel System - fuel injectors, fuel pump, fuel filter and pressure regulator etc. This includes fuel quality as
well. Other fuel system components include fuel tank vent valve (purge) as well as running losses
components such as the 3/2 valve etc.
 Engine Electronics - any implausible input from a sensor such as the crankshaft sensor and camshaft
sensor. Also any sensor which affects fuel mixture including HFM, coolant/intake air temperature sensors
etc.
 Other items include the catalyst which could be restricted and/or the muffler.
Fig. 21: Displaying Engine Misfire Waves
Smooth Running Measurement
The DISplus/GT-1 are helpful in pinpointing the cause of an engine misfire. Once the short test is completed,
the fault memory of the ECM can be read out to determine which cylinder or cylinders have set misfire faults.
There may or may not be any faults present. The engine could be running rough, however no misfire thresholds
may have been exceeded.
Engine smoothness can be further evaluated by looking at the smooth running values. In the "Control Unit
Functions" screen under "Diagnosis Requests" there is a value indicated for each cylinder which can be
compared for each cylinder. This value is an indication of crankshaft speed variations in each cylinder.
Fig. 22: Displaying Smooth Running Measurement
Valvetronic N62
In addition to the usual valvetrain diagnosis, the Valvetronic system has some additional components which
need to be taken into consideration during diagnosis. The tolerances on the eccentric shaft and intermediate
levers are critical in maintaining proper cylinder filling especially at idle. Any deviations in tolerances of these
components will contribute to rough running complaints.
The intermediate levers are available in 5 classifications, the classification numbers are marked on the levers.
On the N62, each cylinder head must use intermediate levers with the same classification. It is not necessary to
have the same classification between cylinder heads.
Fig. 23: Identifying Valvetronic N62
Depending on the engine/vehicle, the minimum valve lift can be set from .3 to .8 mm. At these low valve lifts,
any variation in tolerance will affect idle quality. When a diagnosis determines that there is a problem in the
Valvetronic system, the components need to be inspected. The intermediate levers or eccentric shaft can be
worn. The intermediate levers could be of the wrong classification.
The illustration below shows a worn eccentric shaft. The areas shown should be inspected for any wear.
Grooves and scoring indicate a worn eccentric shaft which should be replaced.
Fig. 24: Identifying Camshaft Grooves

The following pages contain testing information which will assist in the diagnosis of idle quality concerns on
the N62.
N62 Engine Testing
The N62 engine features Valvetronic which requires some specialized diagnostic procedures. Due the variable
valve lift feature, there are some additional steps regarding engine and compression testing.
MKA Adapter
The Multi-Channel Adapter (MKA) tool is used in conjunction with the DISplus to diagnose ignition and
injection system concerns on the N62 engine. The MKA adapter is installed (in series) between the ECM and
the engine harness at connectors 1, 3 and 5. In addition the four cables of MFK 2 are plugged into the MKA as
well.
Fig. 25: Identifying MKA Adapter

The MKA test module is found under the path > Service Functions > Drive > Engine Management ME9 > Test
Runs > Ignition and Injection diagnosis N62.
The MKA engine test checks the integrity of the ignition system by looking at the primary ignition voltage on
each cylinder.
The injection system is also checked by examining the voltage pattern of the injection circuit.
Compression Test N62
The compression can be tested on the N62 using the DISplus. The DISplus can perform a relative compression
test and provide a comprehensive engine analysis report.
The compression test can be done at minimum valve lift as well as at maximum valve lift. This difference
between these reading can assist in determining the root cause such as wear in Valvetronic components.
Fig. 26: Identifying DIS

When performing this test the following connections/cables are needed:
 Diagnostic head (can be hardwired or wireless)

 TD Cable connection to diagnostic head
 25 Bar Pressure transducer connected to pressure connection #2.
 Compression adapter (quick disconnect)
 1000 Amp clamp
The test module will prompt you to warm up the engine to 90°C. Once warmed up, you will be directed to run
the engine at idle to set the minimum valve lift. Follow the on screen prompts. Once the minimum valve lift has
been obtained (0.2 to 0.4 mm), disconnect both VVT motors to lock in the minimum adjustment.
Once this step in completed, shut the engine off and remove the #1 spark plug. Install the compression adapter
into the spark plug hole. (Note: any cylinder can be used as long as the DISplus is set to the cylinder in use).
Follow prompts until test is completed.
Fig. 27: Identifying Compression Adapter

Fig. 28: Identifying TD Cable
Fig. 29: Absolute Compression Bar Graph
Once the test is completed, perform the same steps for the maximum valve lift. Compare the results, the results
from the test at maximum valve lift should be slightly higher. Any cylinders that show low results on the
minimum valve lift test which show improvements when the maximum valve lift test is performed should be
checked for Valvetronic wear concerns.
During the final analysis potion of this test module, there may be on screen recommendations of repairs
involving eccentric shaft or intermediate lever replacement. There may be a recommendation of changes to the
classification of intermediate levers as well.
Manual Compression Test (N62)
Manual compression testing can also be done on the N62. However, the DISplus must still be used to set the
minimum/maximum valve lift. To access the test module for manual compression testing, go to path > Service
Functions > Drive > Engine Management ME9 > Test Runs > Compression Test.
Rough Running Diagnosis (N62)
Due to the design of the Valvetronic system, there are special diagnostic considerations when diagnosing rough
running concerns on vehicles equipped with the N62 engine.
The following diagnostic flow chart should be used as a diagnostic aid when attempting to rectify idle quality
complaints when the engine is at operating temperature.
Fig. 30: Rough Running Diagnosis (N62) Diagnostic Flow Chart (1 Of 3)

OPERATING FLUIDS
Operating Fluids - Engine - All Models

The specified engine oil is extremely important for the operation and service life of an engine.
Engine oil requirements will depend on the engine design, operating conditions, oil change intervals and, in the
case of diesel engines, the fuel grade.
A modern engine oil provides more than just a lubrication function. The following qualities are required:
GOOD WEAR PROTECTION AND FRICTION REDUCTION
Frictional losses will lead to a reduction of engine power and efficiency. An approved engine oil will minimize
frictional losses. Excessive wear will lead to a reduction in service life (e.g. wear of bearings, piston rings, cam
lobes) or to mechanical failure.
LIMITED TENDENCY TO PRODUCE COMBUSTION RESIDUE
During engine operation, a limited amount of oil enters the combustion chamber, where it is burned.
Combustion residues or deposits, which build up in the combustion chamber, lead to unwanted increases in
compression and promote surface ignition (" pinging"). Any approved engine oil will help prevent such a
condition.
FAVORABLE VISCOSITY TEMPERATURE BEHAVIOR
Viscosity is the tendency of oil to resist flowing. Engine oil, when cold, should be thin enough so that the
engine can be cranked over. Hot oil should be thick enough to maintain proper lubrication.
ANTI-FOAMING
The oil is forcefully mixed with air during engine operation. Heavy foaming will lead to impaired lubrication
and reduction in oil flow rate. To prevent foaming, antifoaming additives are mixed with the oil.
GOOD CORROSION INHIBITION
The engine oil must prevent corrosion on engine components under all circumstances. Corrosion and rust
inhibitors are added to displace water and acids from metal surfaces so that oil coats them.
MIXING ABILITY/COMPATIBILITY
It must be possible to mix all engine oils with each other, even synthetic with mineral oils, without causing any
incompatibility problems. A further requirement is the compatibility with all materials contacted by oil, in
particular oil seals, hoses and paint.
GOOD THERMAL CONDUCTIVITY/GOOD COOLING PROPERTY
Engine oil makes an important contribution to the cooling of an engine. It must transfer heat from friction
surfaces, and combustion heat away from affected areas. The oil absorbed heat is carried back to the oil pan
where it is transferred to the surrounding air.
GOOD DISPERSANT/DETERGENT QUALITIES
To limit or slow down the formation of combustion deposits and acidic components, together with abrasive
particles and dirt from the intake air, good engine oils contain a detergent additive. Deposits of carbon and dirt
are loosened and suspended in the oil, being drained away at the next oil change.
OXIDATION INHIBITORS AND AGING STABILITY
Oxidation can be described as the oxygen absorption of hydrocarbons formed in the oil. The results of oxidation
have a negative impact on viscosity causing corrosion on certain metals and the formation of sludge. Inhibitors
are added to prevent oxidation from occurring. A good engine oil must maintain its stability during the required
oil change intervals.
Good Lubricating Oil Must:
1. Lubricate moving parts to minimize wear.

2. Lubricate moving parts to minimize loss from friction.
3. Remove heat from engine parts by acting as a cooling agent.
4. Absorb shocks between bearings and other engine parts, reducing engine noise and extending engine life.
5. Form a good seal between piston rings and cylinder walls.
6. Act as a cleaning agent.
2.0 GRADING OF OILS

VISCOSITY NUMBER
A method of classifying an oil by number, based on its resistance to flow at a high temperature.
These numbers are usually prefixed by SAE which is the abbreviation for the Society of Automotive Engineers.
A lower SAE Number (i.e. SAE 5W) indicates a thinner oil with a higher flow rate, for use at lower
temperatures.
A higher SAE Number (i.e. SAE 30) indicates a thicker oil with a slower flow rate, for use at higher
temperatures.
MULTIGRADE OILS
A multigrade, or multiviscosity oil has the qualities of a lower number oil at low temperatures and those of a
higher number oil at high temperatures. Multigrade oils have numbers such as SAE 5W- 30 and SAE 10W-40.
For reliable engine performance in all temperature ranges mineral based engine oil viscosity must be matched to
the temperature range at which the vehicle will be operated.
SINGLE GRADE OILS
A single grade viscosity oil has a limited temperature/viscosity range compared with multigrade oils. Due to the
limited temperature/viscosity range of these oils they are no longer used in BMW engines and thus no longer
listed in the BMW Engine Oil Temperature/Viscosity Table.
OIL CLASSIFICATIONS
A method of classifying oil was jointly developed by the SAE, API (American Petroleum Institute), and ASTM
(American Society for Testing and Materials). Engine oils are rated according to two engine use categories:
C = Compression Ignition (i.e. CC)
Compression Ignition (C) oils are those that are used for diesel engines. The current service ratings for diesel-
engine lubricating oils are: CA, CB, CC, CD, CE, CF and CG. The oils differ in their properties and in the
additives they contain.
S = Spark Ignition (i.e. SE)
Spark Ignition (S) oils are those that are used for gasoline engines. The current service ratings for gasoline-
engine lubricating oils are: SA, SB, SC, SD, SE, SF, SG, SH and SJ. These oils differ in their properties and in
the additives they contain.
Another method of classifying minimum performance standards for gasoline-fueled engine oils has been
developed through ILSAC (International Lubrication Standardization Approval Committee). Oils that meet
ILSAC GF-1 performance standards must have a " starburst" certification mark displayed on the print of the oil
product packaging.
3.0 ENGINE OIL REQUIREMENTS AND SPECIFICATIONS

APPROVED ENGINE OILS
-For BMW gasoline engines with two valves per cylinder, all reputable multiple grade engine oils* which meet
or exceed the API classification of SH. (Combination with diesel oil specifications CD or CE quality
classifications are also permitted, e.g. SH/CE etc.)
For BMW gasoline engines with four valves per cylinder, only reputable multiple grade engine oils* which
meet or exceed the API classification of SH. (Combination with diesel oil specifications CD or CE quality
classifications are also permitted, e.g. SH/CE etc.)
-For BMW turbocharged diesel engines, all reputable multiple grade engine oils* which meet or exceed the API
classification CD/CE.
*: Engine oil may be mineral or synthetic based.

Special Oils category has been replaced by BMW High Performance Synthetic Engine Oil (5W-30). It
eliminates the need for seasonal oil changes since it covers all ambient temperature ranges.
BMW of North America has introduced a line of exclusively formulated High Performance Engine Oils which
exceed existing international quality specifications (SAE/CCMC) for motor oils. BMW part numbers are:
ENGINE OIL SPECIFICATIONS

SAE 5W-30 (SJ/CF) 1 quart Part No. 07 51 0 017 866
BMW High Performance Synthetic Oil
SAE 15W-40 (SJ/CF) 1 quart Part No. 07 51 0 017 868
BMW High Performance Mineral Oil
Motorsport Engines
E46 M3/S54E36 M roadster, M coupe/S54 from start of production
E39 M5/S62 Up to 3/2000
E52 Z8/S62 Up to 3/2000
E60 M5/S85 From start of production
BMW High Performance Synthetic Oil Castrol RS SAE 10W-60 also called Castrol TWS Motorsport SAE
10W-60
Synthetic Oil Part No. 07 51 0 009 420 (1quart)
E39 M5/S62 From 3/2000
E52 Z8/S62 From 3/2000
BMW High Performance Synthetic Oil SAE 5W-30 Part No. 07 51 0 017 866 Or BMW High Performance
Synthetic Oil Castrol RS SAE 10W-60 also called Castrol TWS Motorsport SAE 10W-60 Synthetic Oil Part
No. 07 51 0 009 420 (1quart)
BMW High Performance Synthetic Oil 5W-30 and 10W-60 offer several benefits over conventional mineral
based oils.
Superior Thermal Stability
The synthetic based oil resists thickening at very low ambient temperatures providing improved flow,
lubrication and less internal engine resistance during cold starts.
Under high heat conditions, the oil resists thermal breakdown/shearing which causes a loss of lubrication
quality compared with conventional oils.
Superior Lubrication Throughout The Life Of The Oil

Compared to conventional engine oils, BMW High Performance Synthetic Oil is better able to keep engine
combustion contaminants in suspension and is less susceptible to the harmful effects of oxidation.
The oil resists sludge buildup thus allowing extended oil change intervals. Synthetic based oils also have a
lower volatility which makes them less susceptible to evaporation thereby reducing oil consumption.
This oil has been durability tested on BMW engines and supplies superior lubrication under all operating
conditions and over the extended BMW oil change intervals.
4.0 ENGINE OIL CHANGE INTERVALS

With the introduction of the 1999 Model Year vehicles BMW has introduced an extended oil change interval of
approximately 15,000 miles (depending on engine operating conditions) on most models.
To coincide with the increased oil change interval, BMW has also introduced "BMW High Performance
Synthetic Oil" which must be used on all 1999 Model Year vehicles (except E36 318ti, 323is/iC, 328is/iC, M3,
M Roadster and M Coupe models) whenever a service is necessary to avoid engine damage.
NOTE: Only if it is necessary to top up the engine oil between oil changes is it
permissible to use synthetic low viscosity engine oils which conform to the API
classification SJ or higher.
A label in the engine compartment states the oil specifications and refers to the BMW website
(www.bmwusa.com) and toll free number (1-800-831-1117) for additional information.
Fig. 1: Identifying Oil Specification Label

BMW High Performance Synthetic Engine Oil may also be used on Model Year 1999 E36 (3-Series and
M models) as well has Model Year 1998 and earlier BMW models.
The oil change intervals should not be extended due to the greater durability of a fully synthetic engine oil. The
engine oil and filter should always be changed as per the vehicle's Service Interval Indicator when the "Oil
Service" or the "Inspection" display appears regardless of the type of oil being used.
BMW mineral-based High Performance engine oil is also offered for model year 1998 and earlier BMW
models. However, for reliable engine performance in all temperature ranges mineral-based engine oil viscosity
must be matched to the temperature range at which the vehicle will be operated. See Fig. 2 below.
BMW Engine Oil Temperature/Viscosity Table
Fig. 2: Identifying BMW Engine Oil Temperature And Viscosity Chart

A/B: Brand name oils approved per API or ACEA (CCMC)
A = Diesel engines
B = Spark-ignition engines
C: BMW High Performance Oil
C = Valid for spark-ignition and diesel engines
Other Oil Changes For Cars Without Service Indicator:
OIL CHANGES FOR CARS WITHOUT SERVICE INDICATOR

Model Year(s) Mileage
1980 and later 7,500
1975 thru 1979 6,500
1974 or earlier 4,000
Including oil filter. However, at least twice annually, preferably before and after the winter season.
Under severe driving conditions it is recommended to increase the number of oil services.
5.0 CONDITION BASED SERVICE

Models: E90, E60, E61, E63, E64 E65, E66
Condition Based Service measures, monitors, and determines the required maintenance of several service items
independent from each other. This technology prompts the customer to bring the vehicle for service whenever
one of the CBS items requires maintenance or replacement. CBS strikes a compromise between too frequent
maintenance and too rigid service intervals that call for the replacement of service items which may still have
substantial remaining useful life. CBS also details the recommended, due, and overdue required maintenance
during and after the BMW Vehicle Maintenance Program Agreement. Thus, CBS allows BMW customers to
experience a technology that makes service more convenient, transparent and structured.
For E90 please refer to S.I. Bulletin B00 01 05 New Vehicle Preparation and Maintenance Requirements.
For E60, E61, E63, E64 E65, E66 please refer to S.I. Bulletin B00 07 02 Condition Based Service (CBS).
6.0 ENGINE OIL ADDITIVES

The use of engine oil additives is not recommended and not necessary on BMW engines. Instead, it is
mandatory to use BMW High Performance Synthetic Oil in 1999 model year and later BMW models and
recommended to use either BMW High Performance Synthetic Oil, BMW High Performance Mineral Oil or
one of today's highly advanced brand name lubricating oils conforming to API classification SH or higher in
1998 and earlier BMW models.
7.0 BREAK-IN INSTRUCTIONS

During the break-in period of a new engine or parts of a reconditioned engine (new bearings, crankshaft,
pistons, etc.)
BMW engines do not require special break-in oils.
All of the multiple grade engine oils can be used, as long as they conform with BMW specifications.
8.0 ENGINE OIL APPLIED TO ENGINE EXHAUST STUDS

Refer to S.I. Bulletin B 11 02 91 (3219).
9.0 LUBRICANT FOR OXYGEN SENSOR

Apply Bostik NEVER-SEEZ® (Part No. NSBT-16) to threads of oxygen sensor.
10.0 OIL CONSUMPTION
All engines normally consume a certain amount of oil. This is necessary in order to properly lubricate the
cylinder walls, pistons, piston rings etc. In addition, engines with less than 6,000 miles will generally consume
additional oil because the components are not fully seated. Therefore, oil consumption complaints received
prior to 6,000 miles cannot be considered.
Once a new or rebuilt engine has accumulated 6,000 miles this procedure should be used if there is a drastic
change in the oil consumption rate (i.e. the oil consumption rate triples) under similar driving conditions or if
the oil consumption rate exceeds 1 qt. per 750 miles at any time. refer to S.I. Bulletin B 11 05 84 (888).
All Motorsport Engines:
Due to their increased output and maximum engine speeds, these engines are allowed a maximum consumption
of 2.5 quarts per 1,000 miles.
11.0 REFERENCES
See S.I. Bulletin B 11 04 00 for Engine Oil Level Check.
See S.I. Bulletin B 11 08 98 for BMW Engine Oils.
See S.I. Bulletin B 11 11 90 for BMW Engine Oil Capacities.
12.0 OPERATING FLUIDS TABLE AND ALTERNATE SUPPLIERS

OPERATING FLUIDS AND ALTERNATE SUPPLIERS
BMW Part
Number Description/Application 3M Wurth Loctite CRC
11 12 1 262 Silicone Sealant 8661 80050/PX66BR
571 (1)
81 12 9 400 Hylogrip/Loctite 270 8932700 21438

086 (1) Thread Sealant (2)
81 22 9 400 Sealer (3) Permatex 3D

243 (1) Aviation
Form a Gasket
80017
81 22 9 400 Hylomar SQ32M Sealant
339 (4)
81 22 9 407 Loctite 380 Epoxy 8155 8934103 38050

394 (1) Cement (5)
81 22 9 400 Copper Paste (6) 8945 3046010
794 (1)
81 22 9 407 Silicone Sealer (7) 8670 81157/PX16B
439 (1) 8661 80050/PX66BR
07 58 9 062
376 (1)
81 22 9 407 Engine Cleaner Spray (8) 8899 890923 80043 14045
760 (1)
N/A Lubro Moly Lecksucher
(9)
N/A J-B Weld (10)

N/A Bostik Never-Seez (11)
(1) These items are no longer available through BMW NA Parts Department.
(2) Secures and seals bolts, studs, nuts, threaded inserts, screw plugs against impact and vibration.
Fastens ball, roller and sliding bearings onto shafts or in housings, with play up to 0.25mm. Quick
setting. Oil filter flange bolt-See S.I. Bulletin B 11 02 87.
(3) Low viscosity, non-hardening, removable. For sealing off against mineral oils, grease, gases, air and
many chemicals. Application: from -40°C to approx. 200 °C. Tacking cylinder gasket - See S.I.
Bulletin B 11 02 88.
(4) Universal sealing compound, applicable by brush. For sealing interfaces between surfaces that
require excellent temperature resistance and sealing elasticity. Material: Polyester-urethane mixture.
(5) Black cyanacrylate adhesive for joining metals, rubber, PVC. See S.I. Bulletin B 11 06 89.
(6) Multi-purpose grease for all detachable joints at high temperatures and corrosive conditions, also
after long operating periods. Able to withstand high pressures, protection against undesired weld
contact, seizure and corrosion, active adhesion properties, effective as lubricant and separator up to
1100 °C. Applications: parts subject to high temperatures, such as bolts and flanges on exhaust
system, engine, disk brakes, etc.
(7) A black colored silicone-based sealant for large areas. Resists temperatures up to 250 °C. For engine
or gearbox; particularly suitable for sealing the timing case on M70 engine, and eliminating oil
seepage from E36 M42 cylinder head. See S.I. Bulletins B 11 07 90, B 11 02 88, B 11 09 93.
(8) Fast acting cleaner for dirty engines and engine parts. Does not attack painted, rubber, or plastic
parts.
(9) Intake and vacuum system leak detector. See S.I. Bulletin B 11 03 92.
(10) Repairs pitting in cylinder head sealing surfaces. See S.I. Bulletin B 11 10 93.
(11) Thread lubricant for oxygen sensors.

OPERATING FLUIDS
Operating Fluids - Exhaust System - All Models

Detachable joints such as exhaust manifold bolts and exhaust system flange connections can be treated with a
grease able to withstand high temperatures and corrosive conditions.
Use Copper Paste (former BMW Part No. 81 22 9 400 794).
EXHAUST SYSTEM FLUID SPECIFICATION

3M Part No. 8945
CRC Part No. 3046010
See S.I. Bulletin B 18 03 89 (1954).

OPERATING FLUIDS
Operating Fluids - Fuel System - All Models
1.0 FUELS FOR GASOLINE ENGINES

Use only unleaded gasoline in vehicles equipped with a catalytic converter.
Gasolines are expected to fulfill many requirements to guarantee the desired operating conditions during all
environmental and driving conditions.
For application in BMW cars it is permitted to add up to and including 10% ethanol or other oxygenates with up
to 2.8% oxygen by weight (i.e. 15% MTBE or 3% Methanol plus an equivalent amount of co-solvent).
However, driveability problems may result from the use of such fuels, especially under certain environmental
conditions such as high ambient temperatures and high altitudes.
ANTI-KNOCK PROPERTIES
The anti-knock value is the quality rating for gasoline and is a requirement for controlled combustion. Anti-
knock value is expressed with an octane number. A higher number indicates better anti-knock properties of a
gasoline. Internationally approved methods are used to determine the Research Octane Number (RON) and the
Motor Octane Number (MON). In the United States the Anti-Knock Index (AKI) is displayed at the gas pumps.
AKI = RON + MON\2
BOILING RANGE AND VAPOR PRESSURE
Gasolines must be highly volatile. The boiling range and vapor pressure values are used for evaluation.
Gasolines do not have a boiling " point", but rather a boiling " line", since they are produced from a mixture of
various hydrocarbon components.
The boiling line (boiling range) and therefore vapor pressure have influence on, for example,
 Vapor Lock
 Starting Behavior
 Evaporation Loss
 Transition And Driving Behavior
 Engine Oil Dilution
 Perfect Combustion
The boiling range is different for summer and winter gasolines. The vapor pressure test is another means of
determining the behavior of a gasoline.
SPECIFIC GRAVITY
The specific gravity is determined by gasoline components. The volume changes with the temperature. Due to
the different compositions there are different values for premium grade and regular grade gasolines.
CALORIFIC VALUE
The calorific value expresses the power content of a gasoline. The calorific value of a combustible fuel/air
mixture is of prime importance for the power output of engines.
PURITY, COMBUSTION DEPOSITS
Gasolines must be free of contamination. Pumps, jets, injectors, valves and lines must not be clogged or
plugged up.
Residue and deposits in the intake system and combustion chamber will impair engine operation. The solid
residue from evaporation of gasoline provides information on the degree of contamination.
SULFUR CONTENT
The sulfur content of all gasolines should be as low as possible. In this manner there will be less sulfuric acids
or sulfur acids in the combustion residue, which would lead to corrosion and sulfuric emissions on an engine
running without reaching operating temperature.
1.1 Minimum Octane and AKI Ratings for Gasoline Engines
MINIMUM OCTANE AND AKI RATINGS FOR GASOLINE ENGINES

Leaded Gasoline
Premium Grade Regular Grade
RON (Research Octane at least 91.0
No.)
MON (Motor Octane at least 82.7
No.)
AKI (1) at least 93.0 at least 87.0
Unleaded Gasoline
Premium Grade Mid-Range Grade Regular Grade
RON at least 98.0 at least 95.0 at least 91.0
MON at least 88.0 at least 85.0 at least 82.5
AKI (1) at least 93.0 at least 90.0 at least 87.0
(1) Anti-Knock Index AKI = RON + MON/2
1.2 Summary of Fuel Grade Requirements
SUMMARY OF FUEL GRADE REQUIREMENTS

Unleaded Gasoline
Regular
Premium
(AKI at least (AKI at least
Engine Vehicle Model Model Year 87.0) 93.0)
M10 E30 318I '84--'85 X
M20 E30 325e/es '85--'88 X
E30 325i/iX thru '91 X
E30 325iC thru '93 X
E28 528e thru '88 X
E34 525I '89--'90 X
M30 E28 535I '85--'88 X
E34 535I thru '93 X
E24 635CSi, L6 thru '89 X
E23 735i/iL, L7 thru '87 X
E32 735i/iL thru '92 X
M42 E30 318i/is/iC '91--'92 X
E36 318i/is/iC/ti thru '95 X
M44 E36 318i, Z3 '96--'98 X
E36 318is/iC '96--'97 X
E36 318ti '96--'99 X
M50 E36 325i/is '92 X
E34 525i/iT '91--'92 X
M50TU E36 325i/is '93--'95 X
E36 325iC '94--'95 X
E34 525i/iT '93--'95 X
SUMMARY OF FUEL GRADE REQUIREMENTS

Unleaded Gasoline
Regular Premium
(AKI at least (AKI at least
Engine Vehicle Model Model Year 87.0) 93.0)
M52 E36 323is/iC '98--'99 X
E36 328I '96--'98 X
E36 328is/iC '96--'99 X
E36 Z3 '97--'98 X
E39 528I '97--'98 X
M52TU E46 323i, 328I '99-'00 X
E46 323Ci, 328Ci '00 X
E36 Z3 2.3/2.8 '99-'00 X
E39 528i/iT '99-'00 X
N52 E60 525i, 530I '05- present X
E61 525xiT, 530xiT '05- present X
E90 325i, 330I '05-present X
M54 E36 Z3 '01--'03 X
E46 325i/Ci/CiCiT '01- present X
E46 325xi/xiT '01- present X
E46 330i/Ci/CiC '01- present X
E46 330xi '01- present X
E39 525i/iT '01- present X
E39 530I '01- present X
E53 X5 3.0I '01- present X
E60 525i, 530I '03- present X
E83 X3 '04- present X
E85 Z4 '03- present X
M60 E34 530i/iT, 540I '94--'95 X
E32 740i/iL '93--'94 X
E38 740i/iL '95 X
E31 840Ci '94--'95 X
M62 E39 540I '97-'03 X
E39 540iT '99-'03 X
E38 740i/iL '96-'01 X
E31 840Ci '96--'97 X
E53 X5 '00-'03 X
N62 E53 X5 '04--'05 X
E60 545I '03--'05 X
E63 645Ci '04--'05 X
E64 645CiC '04--'05 X
E65 745I '02--'05 X
E66 745Li '02--'05 X
N62TU E53 X5 '05- present X
E63 650Ci '04- present X
E66 750Li '05- present X
M70 E32 750iL '88--'94 X
E31 850i/Ci '91--'94 X
M73 E38 750iL '95-'01 X
E31 850Ci '95--'97 X
N73 E66 760Li '04- present X
S14 E30 M3 '88--'91 X
S38 E24 M6 '87--'88 X
E28 M5 '88 X
E34 M5 '91--'93 X
S50 E36 M3 '95 X
S52
E36 M3 '96--'99 X
E36 MZ3 '98-'00 X
S54 E36 MZ3 '01--'02 X
E46 M3 '01--'02 X
S62 E39 M5 '00-'03 X
E52 Z8 '00- present X
S70 E31 850Csi '94--'95 X
2.0 FUELS FOR DIESEL ENGINES

Diesel fuel is obtained from distilled crude oil. The distilling process is highly complicated, involving precise
control of temperatures and pressures. The diesel fuel quality will vary depending on the refining process and
the crude oil source.
BMW of North America recommends using automotive diesel Fuel No. 2 with a minimum cetone rating of 45
for use in the BMW 524td. Never use other fuels such as marine fuel or heating oil, since these fuels do not
have the appropriate additives or cetane values.
The cetane number is a measure of the fuel's ignition quality, which influences both the ease of starting and
combustion stability.
A high cetane number diesel fuel promotes spontaneous burning of the fuel, which is beneficial in a diesel.
Factors which are important qualities of diesel fuel are the Cloud Point (the temperature at which wax forms in
diesel fuel) and the Pour Point (the temperature at which fuel stops flowing). These qualities become very
important during low temperature operation. As the temperature drops, wax can sometimes form in the fuel
tank, fuel lines and/or fuel filter. If this occurs, the fuel supply lines will become clogged and resulting hard
starting and rough running problems.
Temperatures below 20°F (-7°C) are critical to the formation of wax crystals. The following guidelines should
solve any cold weather problems which may arise:
NOTE: BMW 524td's are equipped with an integral fuel heater, pre-delivery fuel pump,
large capacity fuel filter/water separator, and block heater for cold weather
operation which should be sufficient for all but the most extreme cold weather.
If outside temperature is above 20°F (-7°C):
 *Use Diesel Fuel No. 2
If outside temperature is below 20°F (-7°C):
 Diesel Fuel No. 1, if available, should be used.

 Customers should ask if diesel fuel is winterized.
 Diesel Fuel Flow Improver can be added to diesel fuel No. 2 to lower the Cloud Point of the fuel.
NOTE: (1) 100 ml can of additive will treat 1 tank full of diesel fuel; additional quantities
will not lower the Cloud Point any further.
Diesel Fuel Flow Improver - Wurth Part No. 893532 (former BMW Part No. 81 22 9 407 289)
 Diesel Fuel No. 2 can be mixed with kerosene in the proportions shown on the graph. Engine
performance will be reduced with more than a 50% mixture of kerosene.
Fig. 1: Diesel Fuel To Kerosene Proportioning Graph

NOTE: * Significant improvement in operation can be achieved by using a combination

of both kerosene and the diesel fuel flow improver since the kerosene lowers
the point at which the wax formation occurs and the additive modifies the
structure of the wax crystals for better flow.
3.0 OTHER FLUIDS

The throttle housing studs are to be coated with Loctite 290 on 1991-92 E30 with M42 engine.
See S.I. Bulletin B 13 06 91 (3440).
The throttle body assembly of M42 engines in E36 vehicles produced from 1/94-6/94 are to be lubricated with
Optimoly
Paste TA Spray, BMW Part No. 83 23 1 468 932.
See S.I. Bulletin B 13 03 94 (4042).

OPERATING FLUIDS
Operating Fluids - Radiator - All Models
1.0 GENERAL INFORMATION ON LONG-TERM ANTIFREEZE AND

CORROSION INHIBITORS
The cooling system of BMW cars must only be filled with reputable brand name ethylene glycol long-term
antifreeze having corrosion inhibitors that are compatible with aluminum radiators.
Coolants must fulfill four basic requirements.
 Guarantee sufficient cooling.

 Protect various metals (gray cast iron, steel, aluminum alloys, brass, copper and solder) against corrosion.
 Prevent excessive silicate gel precipitation, which may cause clogging of the cooling system.
 Guarantee operation of cooling system in winter (prevent freezing of coolant) and in summer by boosting
the boiling point.
The quality or grade of a long-term antifreeze and corrosion inhibitor is very important to be able to protect
metal (gray cast iron, steel, aluminum alloys, brass, copper and solder) in the cooling system against corrosion.
It guarantees full operation of the cooling system in winter and also increases the boiling point at high outside
temperatures and under heavy loads.
INITIAL FILLING IN FACTORY
The factory fills the cooling system for protection against freezing, for the U.S. and Canada, down to -34°F (-
37°C).
This means an antifreeze ratio of 50% antifreeze and 50% water. In severely cold areas, the antifreeze can be
increased to 60% which provides freezing protection down to -62°F (-52°C). Do not exceed a 60% ratio of
antifreeze.
The specified antifreeze ratio is important, since an insufficient amount would impair antifreezing and corrosion
inhibiting protection. An excessive amount would not improve freezing protection, but instead reduce freezing
protection.
CHANGE INTERVALS
Regular checking of coolant concentration is part of Inspection I or II. Refer to applicable Model Year Service
Maintenance Checklist for change intervals.
REMARKS AND LIMITATIONS
Only tap water of drinking quality with the following properties may be used as coolant.
Appearance - colorless, clear

Residue - without suspended matter
pH value - 6.5 - 8.0
Total hardness - max. 357 PPM Calcium Carbonate
Chloride content - max. 100 mg/l
Sulfate content - max. 100 mg/l
The antifreeze concentration in a cooling system should be checked before the beginning of winter. When
determining the mixture concentration it is important to make sure that there is sufficient protection against
freezing.
A hydrometer (radiator antifreeze tester) is required for correct determination of antifreeze concentration. The
composition of long-term antifreezes and corrosion inhibitors differs between manufacturers.
BMW Anti-Freeze/Coolant contains no nitrites or phosphates and has been formulated to prevent excessive
silicate dropout. Order the 1gallon container under BMW Part No. 82 14 1 467 704.
NOTE: Do not mix BMW Anti-Freeze/Coolant with different antifreezes which contain
nitrites and/or phosphates and a high silicate formulation.
2.0 COOLANT ADDITIVES

No aftermarket coolant additives, including but not limited to those which provide additional corrosion
inhibition or seal off minor leaks are approved by BMW.
Use of non-approved coolant additives may cause reduced heat transfer from the cylinder head to the coolant
and the formation of hot spots. This can cause the burning through of cylinder head gaskets and/or cracking of
the cylinder head.
BMW NA cannot accept the liability for the resulting effects and consequential damage caused by the use of
coolant additives.
1996-99 ENGINE
Special Tools - 4 Cyl. (M44)
ENGINE
11 0 070 ENGINE HOIST
NOTE: For removing and installing engines
Engine: M10, M20, M20B25, M20B27, M21, M30, M30B34, M30Tur, M40, M41, M42, M43, M43TU, M44,
M47, M47T2, M47TU, M50, M51, M52, M52TU, M54, M56, M57, M57D25, M57D30, M57T2, M57TU,
M60, M62, M62VAN, M67, M67TU, M70, M73, M88, N40, N42, N43, N45, N45T, N46, N46T, N52, N62,
N73, S14, S38, S50B30, S50B32, S50US, S52US, S54, S62, S85, W10, W11, W17
Fig. 1: Identifying Engine Hoist (11 0 070)

SI number: 1 16 96 (107)
Order number: 11 0 070
Engine hoist
Consisting of:
1 = 11 0 071 Lifting beam
2 = 11 0 072 Carrying chain, long
3 = 11 0 073 Carrying chain, short
4 = 11 0 079 Shackle (2 x)
11 0 090 ENGINE SUPPORT PLATES
In conjunction with: 00 1 450
NOTE: For securing engine on assembly stand
Engine: M40, M42, M43, M43TU, M44
SI number: 1 03 87 (738)
Engine support plates
Fig. 2: Identifying Engine Support Plates (11 0 090)

11 0 190 ACCESSORIES
In conjunction with: 11 1 060, 11 1 065, 11 1 067, 11 3 131, 11 3 132
NOTE: For removing and installing valve springs
Engine: M20, M21, M30, M40, M41, M42, M43, M44, M47, M47TU, M50, M51, M52, M57, M60, M62,
M70, M73, S14, S38, S50B30, S50B32, S54, S62
Fig. 3: Identifying Accessories (11 0 190)

SI number: 1 09 91(416)
Accessories
Consisting of:
2 = 11 0 192 Guide tube
NOTE: Engine: all
4 = 11 0 194 Valve spring cage
NOTE: Engine: M41, M51, S50
11 0 220 COMPRESSION TEST KIT
Minimum set: Mechanical tools
NOTE: For all petrol/gasoline and diesel engines.
M47, M47TU, M50, M51, M52, M52TU, M54, M56, M57, M57D25, M57D30, M57T2, M57TU, M60, M62,
M62VAN, M67, M67TU, M70, M73, M88, N40, N42, N43, N62, N73, S14, S38, S50B30, S50B32, S50US,
S52US, S54, S62, S85, W10, W11, W17
Fig. 4: Identifying Compression Test Kit (11 0 220)

11 0 240 COUPLING
In conjunction with: 11 0 222, 11 0 226, 11 0 227, 11 0 225

NOTE: For adapting test probes to pressure gauge 11 0 162
Engine: All models
Coupling
Fig. 5: Identifying Coupling (11 0 240)

11 0 310 PRESSURE TESTING FIXTURE
NOTE: For leak testing cylinder head
Engine: M43, M44
SI number: 1 12 93(701)
Pressure testing fixture
Fig. 6: Identifying Pressure Testing Fixture (11 0 310)

Consisting of:
1 = 11 0 311 Sealing strip
NOTE: Engine: M43
3 = 11 0 313 Rubber pad (2)
NOTE: Engine: M43
4 = 11 0 314 Cover for water pump connection
NOTE: Engine: M43
5 = 11 0 315 Cover for radiator connection with valve
NOTE: Engine: M43
6 = 11 0 316 Cover for heater connection
In conjunction with: 11 1 431, 11 1 433, 11 1 435, 11 1 436, 11 1 439
7 = 11 0 317 Screw plug (2)
NOTE: Engine: M43
NOTE: Engine: M43
Engine: M20, M21, M30, M40, M41, M42, M43, M44, M47, M47TU, M50, M51, M52, M57, M57D25,
M57D30, M60, M62, M67, M67TU, M70, M73, N40, N42, N62, N73, S14, S38, S50B30, S50B32, S54, S62
SI number: 1 12 93(701)
Accessories
Consisting of:
NOTE: Engine: M43, M73
2 = 11 0 342 Pressure lever
NOTE: Engine: all, except M10
3 = 11 0 343 Hook
NOTE: Length 220 mm - Engine: all, except M10
NOTE: Engine: M44, M52, M62, S62, S54
NOTE: Engine: M47, M47TU, M57, N40, N42, M67, M67TU
11 1 200 DRIFT

NOTE: For fitting valve stem seals
Engine: M20, M21, M40, M41, M42, M43, M44, M50, M51, M52, M52TU, M54, M56, M60, M62, M70,
M73, N45, S14, S38, S50B30, S50B32, S54, S62
Storage location: B14, C14
Drift
Fig. 8: Identifying Drift (11 1 200)

11 1 260 IMPACT BUSH
NOTE: For fitting rotary shaft seal in rear crankshaft end cover
Engine: M10, M20, M21, M30, M40, M41, M42, M43, M44, M47, M50, M51, M52, M57, M57D25, M57D30,
S14, S38, S50B30, S50B32, S54
Storage location: C19

Fig. 9: Identifying Impact Bush (11 1 260)
SI number: 1 03 95(900)
Impact bush
11 1 430 FIXTURE
In conjunction with: 11 0 316 (M42, M44), 11 1 450 (M50, M52, S50)
NOTE: For pressure testing cylinder head
Engine: M42, M44, M50, M52, S50B30, S50B32, S54
SI number: 1 05 89(099)
Fixture

Consisting of:
NOTE: With 5 pins and rubber seal - Engine: M42, M44, M50, M52, S54
2 = 11 1 432 Rubber seal
NOTE: For sealing strip 11 1 431 - Engine: M42, M44, M50, M52
NOTE: With 7 pins and rubber seal - Engine: M42, M44, M50, M52, S54
4 = 11 1 434 Rubber seal
NOTE: For sealing strip 11 1 433 - Engine: M42, M44, M50, M52
5 = 11 1 435 Formed plate
NOTE: With rubber seal - Engine: M42, M44
6 = 11 1 436 Bridge
NOTE: With rubber seal and 2 screws - Engine: M42, M44
7 = 11 1 437 Screw plug
NOTE: With valve and standard clip - Engine: M42, M44, M50, M52, S50
8 = 11 1 438 Screw plug and standard clip
NOTE: Engine: M42, M44, M50, M52
9 = 11 1 439 Standard parts
NOTE: Engine: M42, M44, M50, M52
In conjunction with: 11 1 060, 11 1 065, 11 1 067, 11 1 068
Engine: M42, M44, M47, M47TU, M50, M52, M57, M67
SI number: 1 05 89(099)
Accessories
Consisting of:
1 = 11 1 441 Placement board
2 = 11 1 442 Mounting bracket
NOTE: Engine: M52, M44, M50, M52, M47, M47TU, M57
11 1 443 Mounting bracket
NOTE: Engine: M67
11 1 480 PLIERS
NOTE: For removing valve stem seal
Engine: M40, M41, M42, M43, M44, M50, M51, M52, M52TU, M54, M56, M60, M62, M70, M73, N12, N14,
N43, N45, N47, N47S, N52, N53, N54, S38, S50B30, S50B32, S50US, S52US, S54, S62, W10, W11
Storage location: B10

Fig. 12: Identifying Pliers (11 1 480)
SI number: 1 01 93 (621)
Pliers
11 1 960 ASSEMBLY SLEEVES
NOTE: For fitting valve stem seals, 6 mm diameter
Engine: M41, M42, M44, M47, M50, M51, M52, M52TU, M54, M56, M57, M57T2, M57TU, M60, M62,
S50B30, S50B32, S54, S62
Assembly sleeves
Fig. 13: Identifying Assembly Sleeves (11 1 960)

11 2 030 DRIFT
NOTE: For driving the guide bearing into the crankshaft (S14, S38, M10, M20, M21, M30,
M40, M42, M50, M51 M52) and driving the centering support into the propeller
shaft
Series: E28, E30, E32, E34, E36, E38, E39, E46, E52, E65, E66, E70, E81, E85, E87, E90, E92, RR1

Storage location: A28
Drift
11 2 150 HOLDER
NOTE: For locking crankshaft in position when releasing and tightening central bolt
Engine: M20, M40, M41, M43, M44, M50, M51, M52
Storage location: A1, B1
Holder
Fig. 15: Identifying Holder (11 2 150)
11 2 170 HOLDER
NOTE: For locking flywheel in position
Engine: M20, M21, M40, M41, M42, M43, M44, M47, M47TU, M50, M51, M52, M52TU, M54, M56, M57,
S50B30, S50B32, S54
Holder

11 2 250 TORX SOCKET E12
NOTE: With 1/2" extension for releasing and tightening cylinder head bolts
Engine: M42, M43, M44, M50, M52, M60, M62, S85

SI number: 1 05 89(099)
Torx socket E12
Fig. 17: Identifying Torx Socket E12 (11 2 250)

11 2 290 PLACEMENT BOARD
NOTE: For placing pistons with connecting rods
Engine: M10, M20, M21, M30, M40, M41, M42, M43, M44, M50, M51, M52, M60, M62, M70, M73, M88,
S14, S38, S50B30, S50B32
Placement board
Fig. 18: Identifying Placement Board (11 2 290)

11 2 300 PLUG MANDREL

NOTE: For locking crankshaft in ignition TDC position when adjusting timing
Engine: M21, M40, M41, M42, M43, M43TU, M44, M47, M47TU, M50, M51, M52, M52TU, M54, M56,
M57, M57T2, M57TU, M60, M62, M62VAN, M70, M73, S50B30, S50B32, S54, S62
Plug mandrel
Fig. 19: Identifying Plug Mandrel (11 2 300)

11 2 310 EXTRACTOR TOOL
NOTE: For removing rotary shaft seal in lower timing case cover
Engine: M40, M42, M43, M44
SI number: 1 03 87(739)
Extractor tool
Fig. 20: Identifying Extractor Tool (11 2 310)
Consisting of:
1 = 11 2 311 Extractor
3 = 11 2 313 Thrust piece
NOTE: Engine: M42, M43, M44
4 = 11 2 314 Spindle M12x150
11 2 330 MOUNTING PLATE
NOTE: For timing case cover without removing cylinder head (M42, M43, M44), as well
as for mounting top timing case cover (M43, M44)
Engine: M42, M43, M44
Storage location: C10, C11
SI number: 1 05 89(099)
Fig. 21: Identifying Mounting Plate (11 2 330)

Mounting plate
11 2 340 EXTRACTOR
In conjunction with: 11 2 016 (M60, M62)
NOTE: For guide bearing in crankshaft, stem diameter 15 mm
Fig. 22: Identifying Extractor (11 2 340)

Engine: M41, M42, M43, M43TU, M44, M47, M47TU, M50, M51, M52, M52TU, M54, M56, M57, M57TU,
M60, M62, M70, M73, N40, N42, N43, N45, N45T, N46, N46T, S50B30, S50B32, S54, S62, S85
SI number: 1 05 90 (207)
Extractor
Consisting of:
1 = 11 2 341 Extractor claw with threaded bush
2 = 11 2 342 Extractor claw
3 = 11 2 343 Pressure spindle

4 = 11 2 344 Sleeve
11 2 350 DRIFT
NOTE: For fitting guide bearing of crankshaft
Engine: M41, M42, M43, M44, M47, M47TU, M50, M51, M52, M52TU, M54, M57, M57TU, M60, M62,
M70, M73, N40, N42, N43, N45, N45T, N46, N46T, S50B30, S50B32, S52US, S54, S62, S85

SI number: 1 05 90 (207)
Drift
11 2 410 SPACER RING
NOTE: For holder to lock crankshaft in position when releasing and tightening central
bolt
Engine: M41, M43, M43TU, M44, M50, M52, M52TU, S52US

Fig. 24: Identifying Spacer Ring (11 2 410)
SI number: 1 10 94(840)
Spacer ring
11 3 030 PLACEMENT BOARD FOR TAPPET
Engine: M10, M20, M21, M30, M40, M41, M42, M43, M44, M50, M51, M52, M52TU, M54, M56, M60,
M62, M70, M73, M88, S14, S38, S50B30, S50B32, S62
Placement board for tappet
Fig. 25: Identifying Placement Board For Tappet (11 3 030)

11 3 240 LOCKING FIXTURE
NOTE: For locking camshaft in position when adjusting timing
Engine: M42, M44, M50, M52, M52TU, M54, M56, S50US, S52US

SI number: 1 05 89(099)
Locking fixture
Fig. 26: Identifying Locking Fixture (11 3 240)

Consisting of:
1 = 11 3 241 Gauge for inlet side
2 = 11 3 242 Gauge for exhaust side
4 = 11 3 244 Bracket
NOTE: For securing camshaft blocking fixture to cylinder head
11 3 250 SUCTION CUP
NOTE: For lifting out tappets in cylinder head
Engine: M40, M41, M42, M43, M44, M50, M51, M52, M52TU, M54, M56, M60, M62, S62
Storage location: A 104
SI number: 1 05 89(099)
Suction cup
Fig. 27: Identifying Suction Cup (11 3 250)
Consisting of:
1 = 11 3 251 Sucker (8 x)
11 3 340 LOCKING PIN (2)
NOTE: For locking chain tensioner piston in position (e.g. when removing and
installing cylinder head) as well as for locking drive belt tensioner
Engine: M41, M43, M44, M47, M47T2, M47TU, M51, M57, M57T2, M57TU, M62, N40, N42, N43, N45,
N45T, N46, N46T, N47, N51, N52, N53, N54, N62, N63, N73
Fig. 28: Identifying 11 3 340 Locking Pin (2)

SI number: 1 09 91(416)
Locking pin (2)

11 3 480 GUIDE MANDREL (2)
NOTE: For installing connecting rods with pistons. Note: With the phase-in of engine
S50B32 the guide mandrels have been revised and adapted to the new
connecting rods.
Engine: M44, M52, M52TU, M54, M56, S50B30, S50B32, S62
SI number: 1 12 92(606)
Fig. 29: Identifying 11 3 480 Guide Mandrel (2)

Guide mandrel (2)
11 4 110 PIN (4)
NOTE: For fixing metal gasket in position on upper timing case cover during assembly
Engine: M43, M44
SI number: 1 13 95(002)
Pin (4)
Fig. 30: Identifying 11 4 110 Pin (4)
11 4 150 INSTALLER BUSH
In conjunction with: Central bolt of crankshaft
NOTE: For fitting rotary shaft seal in bottom timing case cover
Engine: M43, M44
SI number: 1 12 93(701)
Installer bush
Fig. 31: Identifying 11 4 150 Installer Bush

11 4 190 1/4" EXTENSION PIECE
In conjunction with: 11 3 390, 00 2 050

NOTE: M73 For removing and installing pedal travel sensor M60 Pretensioning timing
chain E53 Mounting airbag control unit
Series: All models
Fig. 32: Identifying 1/4" Extension Piece (11 4 190)

SI number: 1 06 94(801)
1/4" extension piece
11 5 040 OPEN-ENDED SPANNER WAF 32
In conjunction with: Torque wrench 3/8" connection
NOTE: For loosening and tightening fan wheel
Engine: M10, M20, M21, M30, M40, M41, M42, M43, M44, M47, M47TU, M50, M51, M52, M52TU, M54,
M56, M57, M57T2, M57TU, M60, M62, M70, M73, M88, N42, N62, N73, S14, S38, S50B30, S50B32,
S50US, S52US, S54, S62
Fig. 33: Identifying Open-Ended Spanner WAF 32 (11 5 040)
SI number: 01 01 87 (670)
Open-ended spanner WAF 32
11 5 050 HOLDER
NOTE: For pulley while loosening and tightening fan
Engine: M40, M41, M42, M43, M44, M60, M62, N62, S62
SI number: 1 03 87(739)
Holder

11 5 130 LEVER
NOTE: For pressing down valves while removing and installing rocker fingers
Engine: M44
Storage location: A5, B5
SI number: 1 13 95(002)
Lever
Fig. 35: Identifying Lever (11 5 130)

Consisting of:
1 = 11 5 131 Lever
2 = 11 5 132 Compression fixture
3 = 11 5 133 Spring
11 5 461 INSTALLATION HOLDER
Installation holder
Fig. 36: Identifying Installation Holder (11 5 461)
11 5 462 INSTALLATION PLIERS
Installation pliers
Fig. 37: Identifying Installation Pliers (11 5 462)

11 5 463 INSTALLATION DRIFT
Installation drift
Fig. 38: Identifying Installation Drift (11 5 463)
11 5 464 REMOVAL PLIERS
Removal pliers
Fig. 39: Identifying Removal Pliers (11 5 464)

11 6 260 MOUNTING SLEEVES WITH CASE
NOTE: For installing pistons of 85 mm diameter (urgently required for pistons with U-
Flex ring)
Engine: M43TU, M44, N51, N52, N52K, N53, N54

Mounting sleeves with case
Fig. 40: Identifying Mounting Sleeves With Case (11 6 260)

Consisting of:
1 = 11 6 261 Assembly bush
NOTE: Diameter 85.00 mm
NOTE: Diameter 85.08 mm, repair
NOTE: Diameter 85.25 mm, stage 1
NOTE: Diameter 85.50 mm, stage 2
9 = 11 6 269 Case with foam inlay
NOTE: For holding assembly bushes, gauge 11 6 270 and lever gauge 11 6 250
11 6 400 PRESSURE TESTING FIXTURE
NOTE: For closing off coolant outlet openings when pressure-testing cylinder head for
water leaks
Engine: M20, M21, M40, M41, M42, M43, M43TU, M44, M47, M47T2, M47TU, M50, M51, M52, M57,
M57T2, M57TU, M70, M73, S50B30, S50B32, S50US, S52US
Fig. 41: Identifying Pressure Testing Fixture (11 6 400)

SI number: 1 06 98(306)
Pressure testing fixture
Consisting of:
1 = 11 6 401 Sealing strips (2 x) with rubber seal
3 = 11 6 403 Cover
NOTE: Engine: M47, M57 / For water pump connection
6 = 11 6 406 M12 screw plug with valve
NOTE: Engine: M47, M57, M47TU
7 = 11 6 407 Retaining screws (14 x)
NOTE: M12 x 125 with nuts and 28 Uwashers for sealing strips
11 6 402 Rubber seal (2 x)
NOTE: For sealing strips 11 6 401
11 6 404 O-ring
NOTE: Engine: M47 / For spindle on cover 11 6 403

11 6 408 Sealing plate
NOTE: Engine: M57, M47TU / For sealing off coolant outlet opening
11 7 030 SOCKET WRENCH SOCKET WAF 22
NOTE: For loosening and tightening oxygen sensor
Engine: M40, M43, M43TU, M44, M52, M52TU, M54, M56, M62, N40, N42, N45, N46, N53, N54, N62,
N62TU, N73, S54, S62, S85
Fig. 42: Identifying Socket Wrench Socket WAF 22 (11 7 030)

SI number: 1 06 95 (963)
Socket wrench socket WAF 22
11 7 300 PLACEMENT BOARD
NOTE: For valves, valve springs, hydraulic tappet, rocker fingers etc.
Engine: M10, M20, M21, M30, M40, M41, M42, M43, M44, M50, M51, M52, M60, M62, M70, M73, M88,
S14, S38, S50B30, S50B32, S50US, S52US
Placement board
Fig. 43: Identifying Placement Board (11 7 300)
11 7 320 GAUGE (8°)
NOTE: For setting hook nozzles in crankcase during assembly
Engine: M44
SI number: 1 13 95(002)
Gauge (8°)
Fig. 44: Identifying 11 7 320 Gauge (8°)

11 7 330 TEST CONNECTION AND MODIFIED OIL FILTER WRENCH
In conjunction with: 13 3 063 or 13 6 051 and pressure gauge 13 3 061 or BMW DIS
NOTE: for measuring oil pressure
Engine: M42, M43, M44
SI number: 1 21 00(642)
Test connection and modified oil filter wrench
Fig. 45: Identifying Test Connection And Modified Oil Filter Wrench (11 7 330)
Consisting of:
1 = 11 7 331 Oil filter wrench
2 = 11 7 332 Oil filter cap with M12 connecting thread
3 = 11 7 333 Center rod
11 7 450 SIMULATOR
In conjunction with: Standard workshop exhaust emission tester
NOTE: For Bosch oxygen sensor
Engine: M10, M20, M30, M40, M42, M43, M44, M50, M52, M60, M62, M70, M73, S14, S38, S50B30,
S50B32, S50US, S52US
Storage location: K 102
SI number: 2 07 93(700)
Simulator
Fig. 46: Identifying Simulator (11 7 450)

Consisting of:
1 = 11 7 451 Simulator (operator unit)
2 = 11 7 452 4-pin connecting cable, coding A
NOTE: Connection to wiring harness and oxygen sensor - engine: M40, M42, M43, M50,
M70
3 = 11 7 453 4-pin plug connection, coding B
NOTE: Connection to oxygen sensor - engine: S50/B30
4 = 11 7 454 4-pin plug connection, coding B
NOTE: Connection to wiring harness - engine: S50/B30
5 = 11 7 455 1- and 3/4-pin plug connection
NOTE: Connection to oxygen sensor with Bosch or Cannon plug connection - engine:
M10, M20, M30, S14
6 = 11 7 456 1- and 3/4-pin plug connection
NOTE: Connection to wiring harness with Bosch or Cannon plug connection - engine:
M10, M20, M30, S14
8 = 11 7 458 Plug-in jumper
8 = 11 7 459 Operating instructions

11 9 000 CYLINDER HEAD EXPANDER TOOL
In conjunction with: Assembly stand 00 1 450
M47, M47TU, M50, M51, M52, M52TU, M54, M56, M57, M57D25, M57D30, M57T2, M57TU, M60, M62,
M62VAN, M67, M70, M73, M88, N12, N14, N40, N42, N45, N46, N51, N52, N53, N54, N62, N62TU, N73,
S14, S38, S50B30, S50B32, S50US, S52US, S54, S62, S85, W10, W11, W17
Fig. 47: Identifying Cylinder Head Expander Tool (11 9 000)

Storage location: Single
SI number: 1 03 02 (833)
Cylinder head expander tool
Consisting of:
1 = 11 9 001 Fixture
2 = 11 9 002 Rod
3 = 11 9 003 Sliding block with M10 thread
4 = 11 9 004 Tab
5 = 11 9 005 Quick tensioner

6 = 11 9 006 Aluminum profile insert
7 = 11 9 007 Slide
8 = 11 9 008 Profile plastic part
9 = 11 9 009 Lever
10= 11 9 011 Hook
11= 11 9 012 Valve spring cage
NOTE: Engine M41, M51, S50
NOTE: Engine M43, M73
NOTE: Engine M44, M52, M54, M56, M62, S52, S54, S62
NOTE: Engine M47, M47TU, M57, M57TU, N40, N42, N62, N73
NOTE: Engine M21, M40
NOTE: Engine: W10, W11, W17
NOTE: Engine N52
11 9 110 6 DEGREE PLUG GAUGE
NOTE: For fixing inlet camshaft in position while adjusting valve timing - engine with
idle judder
Series: E36
Engine: M44
SI number: 1 07 98(332)
6 degree plug gauge
Fig. 48: Identifying 6 Degree Plug Gauge (11 9 110)

11 9 811 HOLDER

Holder
11 9 812 SCREW

Screw
Fig. 50: Identifying Screw (11 9 812)

1987-06 ENGINE COOLING
Specifications & Drive Belt Routing
ADJUSTMENTS
VEHICLES WITH TWO POLY-V BELTS
An accessory component rotary drive is accomplished with two poly-V type drive belts. Once correctly installed
the belts are self-adjusting with automatic hydraulic tensioners and are maintenance free.
VEHICLES WITH SINGLE V BELT
1. Tension should be checked using a V-belt tension gauge special tool 11 5 020. Tension is adjusted
through a toothed rack mechanism (3). See Fig. 1.
2. Adjust belt by first loosening mounting nuts/bolts (1, 2) until unit pivots freely. See Fig. 1.
CAUTION: Do not over tighten the V-belt to prevent shaft bearings from failing
prematurely.
3. Use a torque wrench and a crowfoot wrench to turn tensioning gear bolt (3). Hold wrench steady and
tighten locknut on rear of tensioning gear bolt.
4. Tighten all other mounting nuts to specification. See.
Fig. 1: Adjusting V-belt Tension
DRIVE BELT ROUTING

VEHICLES WITH SINGLE V BELT
1. On M20, M30, M42, S14 and S38 routing will be similar. See Fig. 1.
2. On M43 and M44, see Fig. 2.
Fig. 2: Drive Belt Routing (M43 & M44)
VEHICLES WITH TWO POLY-V BELTS
DRIVE BELT ROUTING IDENTIFICATION

Engine See
M50, S50 & S54 Fig. 3
M52, S52 & M54
Alternator Drive Belt
Without Auxiliary Tensioning Roller Fig. 4
With Auxiliary Tensioning Roller Fig. 5
A/C Compressor Drive Belt
With Hydraulic Drive Belt & Tension Jack Fig. 6
With Mechanical Drive Belt & Tension Jack Fig. 7
N62
Alternator Drive Belt Fig. 8
A/C Compressor Drive Belt Fig. 9
S62
Alternator Drive Belt Fig. 10
A/C Compressor Drive Belt Fig. 11
Fig. 3: Drive Belt Routing (M50, S50 & S54)

Fig. 4: Alternator Drive Belt Routing Without Auxiliary Tensioning Roller (M52, M54 & S52)
Fig. 5: Alternator Drive Belt Routing With Auxiliary Tensioning Roller (M52, M54 & S52)
Fig. 6: A/C Compressor Drive Belt Routing With Hydraulic Tension Jack (M52, M54 & S52)
Fig. 7: A/C Compressor Drive Belt Routing With Mechanical Tension Jack (M52, M54 & S52)
Fig. 8: Alternator Drive Belt Routing (N62)
Fig. 9: A/C Compressor Drive Belt Routing (N62)
Fig. 10: Alternator Drive Belt Routing (S62)
Fig. 11: A/C Compressor Drive Belt Routing (S62)
TROUBLE SHOOTING
NOTE: For electric cooling fan diagnosis and testing, see appropriate ELECTRIC
COOLING FANS article. For cooling system removal and installation
procedures, see appropriate REMOVAL & INSTALLATION article.
SPECIFICATIONS
COOLING SYSTEM SPECIFICATIONS
Coolant Replacement Interval 36 Months
Coolant Capacity
M20 11.0 Qts. (10.5L)
M30 (Including Heater) 12.7 Qts. (12.0L)
M30 (With Integrated Air Conditioner) 13.2 Qts. (12.5L)
M42 & M44 (Including Heater) 6.7 Qts. (6.5L)
M42 & M44 (With Integrated Air Conditioner) 7 Qts. (6.7L)
M50 (With Integrated Air Conditioner) 11.6 Qts. (11.0L)
M54 8.9 Qts. (8.4L)
N62 14.8 Qts. (14.0L)
S14 10.0 Qts. (9.5L)
S38 14 Qts. (13.3L)
S50 11.2 Qts. (10.75L)
S52 11.4 Qts. (10.8L)
S54 10.6 Qts. (10.0L)
S62 (With Latent Heat Accumulator) 14.3 Qts. (13.5L)
S62 (Without Latent Heat Accumulator) 12.7 Qts. (12.0L)
Fan Clutch
Fan On Temperature
M30 172-187° F (78-86°
C)
S14, M20, M50, M52, S52 & M54 194° F (90° C)
S38 & S50 198° F (92° C)
M42 & M44 190-205° F (88-96°
C)
S62 196-210° F (91-99°
C)
Fan Off Temperature
S14 113° F (45° C)
M20, M30, M42, M44, M50, M52, S38, S50, S52, M54 & S62 140° F (60° C)
Pressure Relief Valve Opens 26.1-30.5 psi (1.8-2.1 bar)
Test Pressure For Cooling System
M20, M30, M42, M44, M50, M52, M54, S14, S38, S50 & S52 14.5 psi (1 Bar)
M52, M54, N62, S62 & S54 21.8 psi (1.5 Bar)
Thermostat Opening Temperature (Stamped In Thermostat)
S38 & S62 174° F (79° C)
S14, S50, M30, M20 & M50 176° F (80° C)
M42, M52 & S52 198° F (92° C)
M44 203° F (95° C)
M54 207° F (97° C)
Tensioning Gear Lock Nut 18 (24)
In. Lbs. (N.m)
A/C Belt Tension 62-75 (7-8.5)
Alternator Belt Tension 62 (7)
Power Steering Belt Tension 71-75 (8-8.5)
1996-98 STARTING & CHARGING SYSTEMS
Starters
DESCRIPTION
NOTE: On Z3, 323i, 323is, and 840Ci, information is not available from manufacturer.
Wiring diagrams may be available. See WIRING DIAGRAMS.
Bosch starter is a brush-type, series-wound electric motor with an overrunning clutch. Field frame carries pole
shoes and field coils, and is enclosed by commutator end frame and drive bushing. Armature shaft drive end
drives a reduction gear.
OPERATION
Except 4.4L
Starter is controlled by electronic immobilizer control unit. Turning ignition switch to START position
energizes terminal No. 3 at electronic immobilizer control unit. When clutch is depressed (M/T) or gear selector
is in Park or Neutral (A/T), a signal is sent to terminal No. 9 at electronic immobilizer control unit. When both
these signals are received by electronic immobilizer control unit, terminal No. 50 is energized at starter motor.
4.4L
Starter is controlled by Digital Motor Electronic (DME) control module. It is only necessary to turn the ignition
switch to START position briefly. After the DME control unit receives the input signals from the ignition
switch and neutral safety switch, it energizes the starter relay, which in turn energizes terminal No. 50 at the
starter motor. After the DME control unit receives a signal from the crankshaft position sensor that the engine is
running (920 RPM cold; 680 RPM at normal operating temperature), the DME control unit switches off the
starter relay.
TROUBLE SHOOTING
NOTE: See TROUBLE SHOOTING article in GENERAL INFORMATION.

STARTER
Removal & Installation (4-Cylinder)
Disconnect negative battery cable. Disconnect wiring from starter. Remove starter bolts and starter. To install,

1. Disconnect negative battery cable. Remove air cleaner. On 3-series, remove grille from fresh air intake
duct below wiper arms. Remove screws and electrical lead along fresh air intake duct. Remove right side
holder, left side screw, and fresh air intake duct.
2. On all models, disconnect throttle cable and pull out cable together with rubber retainer. Remove oil filler
cap, screw caps, screws and engine covers. It may be necessary to pull forward on cover and swing it out
over oil filler neck.
3. Remove ignition coil ground wire (next to engine lift point). Remove screws and ignition coil cover plate.
Disconnect wiring from ignition coils and remove plate together with wiring.
4. Unclip hose at cylinder head breather vent. Disconnect wiring at air temperature sensor. Disconnect
wiring, vacuum hoses, and fuel lines at throttle body. Disconnect vacuum hose from idle speed control
valve (on manifold).
5. Disconnect vacuum hose from brake booster. Remove support brackets for intake manifold. Remove
intake manifold from cylinder head. Disconnect wiring from starter motor solenoid. Remove bolts,
support. Remove starter motor. To install, reverse removal procedure.
Removal & Installation (V8)
Disconnect positive battery cable. Remove front and rear covers under engine. Remove heat shields around
starter. Disconnect wires from starter. Remove bolts from starter. Slide starter forward, and lower starter from
vehicle. To install, reverse removal procedure.
OVERHAUL
For overhaul procedures, see illustration for exploded view of starter. See Fig. 1.
Fig. 1: Exploded View Of Bosch Reduction Gear Starter
STARTER SPECIFICATIONS
STARTER SPECIFICATIONS
Axial Armature Play .1-.2 mm
Brush Length 13 mm (minimum)
Testing Voltage 11.7-12.3 Volts
Rated Power
M50, M52, S52 1.7 kW
M51 2.2 kW
M60, M62 1.7 kW
M70, M73 2.2 kW
M57 2.2 kW
M67 2.6 kW
S62 1.7 kW
Current Consumption At Terminal 50 (Rated Power Of 1.4 kW)
Pull-In Winding 54.5 A
Hold-In Winding 10.5 A
Current Consumption At Terminal 50 (Rated Power Of 1.7 kW with Intermediate Transmission)
Pull-In Winding 51 A
Hold-In Winding 12 A
Pull-In Winding 54.5 A
STARTER AND MOUNTING PARTS
Type Thread Measure
Starter motor mounting to transmission bell All, except N51, 45 Nm
housing N52, N52K, N53,
N54
Support to starter All M5 5 Nm
Support to crankcase All 47 Nm
Electrical leads to starter
All M5 5 Nm
All M6 7 Nm
All M8 13 Nm
Bolt connection, pole tube All M6 6 Nm
Heat shield to starter motor M6 6 Nm
WIRING DIAGRAMS
NOTE: Wiring diagrams not listed here may be found in appropriate

STARTING/CHARGING article under SYSTEM WIRING DIAGRAMS in
ELECTRICAL.
Fig. 2: Starting System Wiring Diagram (1997 318i, 318iC, 318is, 328i, 328iC, 328is & M3; 1998 318i, 323i
Fig. 3: Starting System Wiring Diagram (1997-98 318ti)
Fig. 4: Starting System Wiring Diagram (1997-98 Z3)
1996-99 ENGINE
Technical Data - 4-Cyl. (M44)
ENGINE, GENERAL
11 00 ENGINE IN GENERAL M44 B 19
ENGINE IN GENERAL M44 B 19 SPECIFICATION

Cylinder 4
Bore mm 85
Stroke mm 83.5
Effective displacement cm3 1895
Compression ratio :1 10.0
Power kW at rpm 103/6000
Max. top speed rpm 6500
Max. constant speed rpm 6000
Max. torque Nm at rpm 180/4300
Compression pressure (approx. equal value for all cylinders) min. bar 10...11
ENGINE BLOCK
11 11 CRANKCASE M44 B 19
CRANKCASE M44 B 19 SPECIFICATION

Bore dia. a) mm 85.00 + 0.014
Intermediate bore dimension a) mm 85.080 + 0.014
1) Grinding dimension a) mm 85.250 + 0.014
2) Grinding dimension a) mm 85.500 + 0.014
Permitted conicity of cylinder bore a) mm 0.01
Permitted conicity of cylinder bore a) mm 0.01
Permitted total wear clearance between piston and cylinder (engine run in) mm 0.15
a) New condition or rework

11 12 CYLINDER HEAD WITH COVER M44 B 19
CYLINDER HEAD WITH COVER M44 B 19 SPECIFICATION

Cylinder head height standard mm 140.0
Machining limit mm 139.55
Valve guides are not available as replacement parts.
Valve guide inner dia. (installed)
Standard mm 6.0 H7
Size 1 mm 6.1 H7
Size 2 mm 6.2 H7
Tilt clearance (between valve and valve guide) mm 0.5
11 12 CYLINDER HEAD WITH COVER M44 B 19
CYLINDER HEAD WITH COVER M44 B 19 SPECIFICATION

Valve seat angle ° 45
Correction angle outside ° 15
Correction angle inside ° 60
Valve seat width (dimension "B")
Intake mm 1.65 ± 0.25
Exhaust mm 1.65 ± 0.25
Valve seat diameter
Intake outside diameter mm 32.4
Exhaust outside diameter mm 30.1

11 21 CRANKSHAFT AND BEARINGS M44 B 19
CRANKSHAFT AND BEARINGS M44 B 19 SPECIFICATION

Ground sizes of main bearing journals
Standard yellow mm 59.984 ... 59.990
Standard green mm 59.977 ... 59.983
Standard white mm 59.971 ... 59.976
Undersize 1 (U 0.25) yellow mm 59.734 ... 59.740
Undersize 1 (U 0.25) green mm 59.727 ... 59.733
Undersize 1 (U 0.25) white mm 59.721 ... 59.726
Undersize 2 (U 0.50) yellow mm 59.484 ... 59.490
Undersize 2 (U 0.50) green mm 59.477 ... 59.483
Undersize 2 (U 0.50) white mm 59.471 ... 59.476
Radial crankshaft bearing play mm 0.020 ... 0.046
11 21 CRANKSHAFT AND BEARINGS M44 B 19
CRANKSHAFT AND BEARINGS M44 B 19 SPECIFICATION

Ground sizes of crankshaft thrust bearing
Standard mm 25.0 F8
Size 1 mm 25.2 F8
Size 2 mm 25.4 F8
Axial crankshaft play mm 0.080 ... 0.163
Ground sizes of conrod bearing journals
Standard mm 45.00 +0.009 +0.025
Size mm 44.75 +0.009 +0.025
Size 2 mm 44.50 +0.009 +0.025
Radial conrod bearing play mm 0.010 ... 0.052
Max. allowed runout at center main journal
mm 0.15
Crankshaft supported on outer bearing pins
FLYWHEEL
11 22 FLYWHEEL M44 B 19
FLYWHEEL M44 B 19 SPECIFICATION

Max. axial run-out measured on outside diameter mm 0.1
VIBRATION DAMPER
11 23 VIBRATION DAMPER M44 B 19
VIBRATION DAMPER M44 B 19 SPECIFICATION

Max. radial runout mm 0.40
Max. axial runout mm 0.60
CONNECTING ROD WITH BEARING

11 24 CONNECTING RODS AND BEARINGS M44 B 19
CONNECTING RODS AND BEARINGS M44 B 19 SPECIFICATION

Ø Large connecting rod eye (without bearing) mm 48.000 ... 48.016
Conrod bush bore diameter Ø mm 22 +0.005 +0.007
Max. deviation in weight of connecting rods in one engine
g ±4
(without bearing shells)
PISTON WITH RINGS AND PINS

11 25 PISTONS WITH RINGS AND PINS M44 B 19
PISTONS WITH RINGS AND PINS M44 B 19 SPECIFICATION

Pistons and pins are matched - only replace together in pairs
Measuring point "A" (position) mm 13
Piston diameter (measuring point "A")
Standard Size 0 mm 84.985
Size 00 mm 85.065
1st oversize +0.25 mm 85.235
2nd oversize +0.50 mm 85.485
Piston running clearance mm 0.01 ... 0.04
Max. total wear clearance between piston and cylinder
mm 0.15
(engine operated)
11 25 PISTONS WITH RINGS AND PINS M44 B 19
PISTONS WITH RINGS AND PINS M44 B 19 SPECIFICATION

1st groove
End clearance a) mm 0.2 ... 1.0
End float a) mm 0.02 ... 0.20
2nd groove
End clearance a) mm 0.2 ... 1.0
End float a) mm 0.02 ... 0.10
3rd groove (three piece steel band ring)
End clearance of fins mm 0.4 ... 1.4
End float mm not measurable
a) Upper value is wear limit
CAMSHAFT
11 31 CAMSHAFT M44 B 19
CAMSHAFT M44 B 19 SPECIFICATION

Pilot bearing (camshaft) width mm 20 H9
Pilot bearing (cylinder head) width mm 20 d8
Runout radial mm 0.040 ... 0.082
Axial running clearance mm 0.065 ... 0.150
VALVES WITH SPRINGS

11 34 VALVES WITH SPRINGS M44 B 19
VALVES WITH SPRINGS M44 B 19 SPECIFICATION

Plate Ø intake mm 33.0
Plate Ø exhaust mm 30.5
Intake stem diameter mm 6.0 -0.025
-
0.040
6.0 -0.040 -
Exhaust stem diameter mm
0.055
Repair valves: In addition to the standard valves, the following oversizes are also
available
6.1 -0.025 -
Shaft Ø intake stage 1 mm
0.040
6.1 -0.040 -
Shaft Ø exhaust, stage 1 mm
0.055
Head dia. mm 0.2
Identification on stem R1
6.2 -0.025 -
Shaft Ø intake, stage 2 mm
0.040
6.2 -0.040 -
Shaft Ø exhaust, stage 2 mm
0.055
Head dia. mm 0.4
Identification on stem R2
OIL SUPPLY
11 41 OIL PUMP WITH STRAINER AND DRIVE M44 B 19
OIL PUMP WITH STRAINER AND DRIVE M44 B 19 SPECIFICATION

Oil pressure at idle speed with engine at operating temperature min bar 0.5
Regulated pressure bar 4.3 ± 0.2
11 40 OIL SUPPLY M44 B 19
OIL SUPPLY M44 B 19 SPECIFICATION

Oil change volume with oil filter ltr. 5.0
OIL PUMP WITH FILTER AND DRIVE

11 41 OIL PUMP WITH STRAINER AND DRIVE M44 B 19
OIL PUMP WITH STRAINER AND DRIVE M44 B 19 SPECIFICATION

Oil pressure at idle speed with engine at operating temperature min bar 0.5
Regulated pressure bar 4.3 ± 0.2
11 40 OIL SUPPLY M44 B 19
OIL SUPPLY M44 B 19 SPECIFICATION

Oil change volume with oil filter ltr. 5.0
FAN
11 52 FAN COUPLING M44 B 19
FAN COUPLING M44 B 19 SPECIFICATION

Fan clutch
Switch-on temperature °C 92 ± 4
Switch-off temperature °C 60
Tilt play of bearing
mm ± 0.65
(at Ø 156 mm)
THERMOSTAT AND CONNECTIONS

11 53 THERMOSTAT AND CONNECTIONS M44 B 19
THERMOSTAT AND CONNECTIONS M44 B 19 SPECIFICATION

Opening temperature
°C 95
(stamped on housing)
1996-99 ENGINE
Torque Specifications - 4-Cyl. (M44)
ENGINE BLOCK
11 11 ENGINE BLOCK
ENGINE BLOCK TORQUE SPECIFICATIONS

Tightening
Type Thread specification Measure
1AZ Main bearing M10/ M20/ M30 M10 Replace, wash and 60 Nm
screws oil screws
M21 M10 Replace, wash and 65 Nm
oil screws
S38 / S14 / M40 / M10 Replace, wash and
M42 / M43 / oil screws
M43TU / M44 /
M50 / M41 / M51 /
S50 / S50 US
Jointing torque 20 Nm
Torque angle 50°
M47 / M57 M10 Replace, wash and
oil screws
Torque angle 70°
M47TU / M57TU M10 Replace, wash and
oil screws
Torque angle 90°
M67 M12 Replace, wash and
oil screws
Torque angle 200°
S54 M10 Replace, wash and
oil screws
Torque angle 50°
2AZ Main bearing M70 / S70 / M73 M10 Replace screws Do
screws not wash off screw
coating
Torque angle 70°
M60 / M62 M10/M11 Replace screws Do
not wash off screw
coating
M10/M11 Jointing torque 20 Nm
M10 Torque angle 70°
M54 / M56 / M10 Replace, wash and
M52TU / M52 / oil screws
with aluminum
engine block
Torque angle 70°
S52 / M52 / with M10 Replace, wash and
cast iron engine oil screws
block
Torque angle 50°
11 11 ENGINE BLOCK

Tightening
Type Thread Measure
specification
3AZ Taper screw mount on main bearing
M60 / M62 / M70 /
Screws and spacer bolts M8 Replace screws
S70 / M73 / S62
Torque angle 45°
N62 / N62TU / N73 M8 34 Nm
M70 / M60 / M62 /
Threaded support sleeves 10 Nm
S70 / M73 / S62
N62 / N62TU / N73 6 Nm
4AZ Struts/bracing shell M67 M10.9 66 Nm
M10 43 Nm
M8 22 Nm
5AZ Drain plug for coolant in engine M14 x
25 Nm
block 1.5
M16 x
6AZ Main oil gallery seal plugs 34 Nm
1.5
M18x1.5 40 Nm
Insert screw with
N62 / N62TU / N73 M18x1.5 25 Nm
Loctite
N40 / N42 / N45 /
M16x1.5 36 Nm
N46
Main oil gallery, rear (seal plugs with
M62 / S62 M18x1 10 Nm
control valve)
7AZ Oil spray nozzle on engine block M6 10 Nm
Oil spray nozzle screwed into bearing seat
M73 M8x1 5 Nm
(coat thread with Loctite 243)
Oil spray nozzle to engine block (banjo
M8x1 12 Nm
bolt)
8AZ Pressure holding valve to crankcase
S54 / B32 20 Nm
(1bar)

11 12 CYLINDER HEAD WITH COVER
CYLINDER HEAD WITH COVER TORQUE SPECIFICATIONS

Type Thread Tightening specification Measure
5AZ Cylinder
M51 / M41 M11 Replace, wash and oil screws
head bolts
Loosen all bolts 1/2 turn
Torque angle 90°
Torque angle 90°
Warm-running time 25 min
Torque angle 90°
M40 / M42 / M43 / M43TU / M44 /
6AZ Cylinder
M50 / S50 US / S52 / M52 / with cast M10 Replace, wash and oil screws
head bolts
iron engine block
Torque angle 90°
Torque angle 90°
Cylinder head M54 / M56 / M52TU / M52 / with
M10 Replace, wash and oil screws
bolts aluminum engine block
Torque angle 90°
Torque angle 90°
Tightening specifications for
Cylinder head M8 / M8 and M10 screws are
N40 / N42 / N45 / N46
bolts M10 identical:
Replace, wash and oil screws
Torque angle 90°
Torque angle 90°
11 12 CYLINDER HEAD WITH COVER
CYLINDER HEAD WITH COVER TORQUE SPECIFICATIONS

Type thread tightening specification Measure
11AZ Cylinder head cover All M6 10 Nm
All M7 15 Nm
M21 M8 15 Nm
12AZ Oil trap to cylinder head cover M21 M8 17 Nm
13AZ Timing case to cylinder head All M7 15 Nm
All M8 20 Nm
14AZ Plug for oil channel (microencapsulated) M47 / M57 M12 x 1.5 20 Nm
15AZ Vent plugs to cylinder head (coolant) M67 2 Nm
OIL SUMP
11 13 OIL PAN
OIL PAN TORQUE SPECIFICATIONS

Tightening
Type thread Measure
specification
M12 x
1AZ Oil drain plug 25 Nm
1.5
M18 x
35 Nm
1.5
M22 x
60 Nm
1.5
2AZ Oil pan on engine block M6 8.8 10 Nm
M6 10.9 12 Nm
N40 / N42 /
M8 8.8 Replace screws 30 Nm
N45 / N46
M8 8.8 22 Nm
Oil sump, lower section to upper section M6 8.8 10 Nm
N62TU M8 24 Nm
M8 8.8 22 Nm
Oil sump bottom section to top section with
M6 10.9 Replace screws 12 Nm
microencapsulated screws
Oil sump upper section to crankcase N62TU M6 10 Nm
N62TU M8 20 Nm
11 13 OIL SUMP
OIL SUMP TORQUE SPECIFICATIONS

Type thread Tightening specification Measure
1AZ Oil drain plug N57 M12 x 1.5 Replace sealing ring 25 Nm
M8x 30
2AZ Oil sump to crankcase N57 Replace seal 25 Nm
M8x110
HOUSING COVER
11 14 CASE COVERS
CASE COVERS TORQUE SPECIFICATIONS

Tightening
Type thread Measure
specification
1AZ Timing case and timing case cover
M6 10 Nm
top and bottom
M7 15 Nm
M8 22 Nm
M10 47 Nm
2AZ End cover, front/rear, to engine block M6 10 Nm
M8 22 Nm
3AZ Bearing pin to timing case cover M51 / M41 / M47 M42x1.5 65 Nm
4AZ Screw plug or connection piece to
M20 x
timing case cover M51 / M41 / M47 30 Nm
1.5
Screw plug to timing case cover
M57 / M47TU /
Screw plug to timing case cover M30x1 70 Nm
M57TU
Screw plug to timing case cover M57 / M47TU M40x1.5 30 Nm
5AZ End cover, top/rear (water jacket), to
N62TU / N73 M6 10 Nm
engine block
6AZ Lower timing case cover to crankcase N62TU M8 20 Nm
7AZ Upper timing case to cylinder head N62TU M6 10 Nm
8AZ End cover, rear, to crankcase N62TU M6 10 Nm

11 11 ENGINE BLOCK

Tightening
Type thread Measure
specification
1AZ Main Replace, wash and oil
M10 / M20 / M30 M10 60 Nm
bearing screws screws
Replace, wash and oil
M21 M10 65 Nm
screws
S38 / S14 / M40 / M42 / M43 / M43TU / Replace, wash and oil
M10
M44 / M50 / M41 / M51 / S50 / S50 US screws
Torque angle 50°
M47 / M57 M10
screws
Torque angle 70°
M47TU / M57TU M10
screws
Torque angle 90°
M67 M12
screws
Torque angle 200°
S54 M10
screws
Torque angle 50°
Replace screws
2AZ Main
M70 / S70 / M73 M10 Do not wash off
bearing screws
screw coating
Torque angle 70°
Replace screws
M60 / M62 M10/M11 Do not wash off
screw coating
M54 / M56 / M52TU / M52 / with aluminum Replace, wash and oil
M10
engine block screws
Torque angle 70°
S52 / M52 / with cast iron engine block M10
screws
Torque angle 50°
11 11 ENGINE BLOCK

Tightening
Type thread Measure
specification
M60 / M62 / M70 /
S70 / M73 / S62
Torque angle 45°
N62 / N62TU / N73 M8 34 Nm
M70 / M60 / M62 /
S70 / M73 / S62
N62 / N62TU / N73 6 Nm
M10 43 Nm
M8 22 Nm
25 Nm
block 1.5
M16 x
1.5
M18x1.5 40 Nm
Insert screw with
N62 / N62TU /N73 M18x1.5 25 Nm
Loctite
N40 / N42 / N45 / N46 M16x1.5 36 Nm
M62 / S62 M18x1 10 Nm
control valve)
Oil spray nozzle screwed into bearing
M73 M8x1 5 Nm
seat (coat thread with Loctite 243)
M8x1 12 Nm
bolt)
S54 / B32 20 Nm
(1bar)
11 24 CONNECTING RODS AND BEARINGS
CONNECTING RODS AND BEARINGS TORQUE SPECIFICATIONS

Tightening
Type thread Measure
specification
1AZ
Replace, wash and
Connecting M10 / M30 55 Nm
oil screws
rod bolts
M20 / M21 / M40 / M41 / M42 / M43 / M43TU /
M44 / M47 / M47TU / M50 / M51 / M52 / M52TU / Replace, wash and
M54 / M56 / M57 / M57TU / S52 / S50 US / M70 / oil screws
S70 / M73 / N40 / N42 / N45 / N46 / N62 / N73 /
N62S / N62TU
Application torque 5 Nm
Torque angle 70°
Replace, wash and
M60 / M62
oil screws
Torque angle 80°
Replace screws, do
M67 not wash off screw
coating
Torque angle 85°
11 21 CRANKSHAFT AND BEARINGS
CRANKSHAFT AND BEARINGS TORQUE SPECIFICATIONS

1AZ Increment wheel on crankshaft S54 M5 10.9 Replace screws
Jointing torque 5.0 Nm
Torque angle 45°
Increment wheel on crankshaft M5 10.9 Replace screws 13 Nm
Increment wheel on crankshaft M5 8.8 Replace screws 5.5 Nm
FLYWHEEL
11 22 FLYWHEEL
FLYWHEEL TORQUE SPECIFICATIONS

1AZ Flywheel to crankshaft
Do not install with screw
retaining compound.
Manual transmission
S62 / M60/1 / M60/2 / M62 Bolts are a component part 105 Nm
flywheel to crankshaft
of the flywheel.
Screw threads oiled.
M40 / M42 / M43 / M43TU /
Manual transmission
M44 / M70 / S70 / M73 / Replace screws 120 Nm
M57TU
M57 / M47 / M47TU Replace screws 105 Nm
Automatic flywheel to N62 / N62TU / N73 Replace screws 105 Nm

crankshaft
Automatic flywheel to M57 / M57TU / M47 / M47TU /
Replace screws 121 Nm
crankshaft M67 / M67TU
Do not install with screw
retaining compound.
Manual transmission
N62 Bolts are a component part 120 Nm
of the flywheel.
Screw threads oiled.
VIBRATION DAMPER
11 23 VIBRATION DAMPER
VIBRATION DAMPER TORQUE SPECIFICATIONS

Tightening
Type thread Measure
specification
3AZ Belt pulley / vibration
S38 / B36 M8 10.9 34 Nm
damper to hub
N40 / N42 / N45 / N46 /
M8 10.9 34 Nm
S38 / B38
4AZ Belt pulley to vibration
S38 / B35 M8 8.8 22 Nm
damper
S50 M8 8.8 22 Nm
5AZ Sprocket with hub or hub to M16 x
M40 Replace screws 310 Nm
crankshaft 1.5
M42 / M43 / M43TU / M16 x
Replace screw 330 Nm
M44 1.5
M16 x
6AZ Hub to crankshaft N40 / N42 / N45 / N46 Replace screw 300 Nm
1.5
CONNECTING ROD WITH BE

11 11 ENGINE BLOCK

Tightening
Type thread Measure
specification
1AZ Main Replace, wash and
M10 / M20 /M30 M10 60 Nm
bearing screws oil screws
Replace, wash and
M21 M10 65 Nm
oil screws
S38 / S14 / M40 / M42 / M43 / M43TU / Replace, wash and
M10
M44 / M50 / M41 / M51 / S50 / S50 US oil screws
Torque angle 50°
Replace, wash and
M47 / M57 M10
oil screws
Torque angle 70°
Replace, wash and
M47TU / M57TU M10
oil screws
Torque angle 90°
Replace, wash and
M67 M12
oil screws
Torque angle 200°
Replace, wash and
S54 M10
oil screws
Torque angle 50°
Replace screws
2AZ Main
M70 / S70 / M73 M10 Do not wash off
bearing screws
screw coating
Torque angle 70°
Replace screws
M60 / M62 M10/M11 Do not wash off
screw coating
M54 / M56 / M52TU / M52 / with aluminum Replace, wash and
M10
engine block oil screws
Torque angle 70°
Replace, wash and
S52 / M52 / with cast iron engine block M10
oil screws
Torque angle 50°
11 11 ENGINE BLOCK

Tightening
Type thread Measure
specification
M60 / M62 / M70 /
S70 / M73 / S62
Torque angle 45°
N62 / N62TU / N73 M8 34 Nm
M70 / M60 / M62 /
S70 / M73 / S62
N62 / N62TU / N73 6 Nm
M10 43 Nm
M8 22 Nm
25 Nm
block 1.5
M16 x
1.5
M18x1.5 40 Nm
Insert screw with
N62 / N62TU / N73 M18x1.5 25 Nm
Loctite
N40 / N42 / N45 /
M16x1.5 36 Nm
N46
M62 / S62 M18x1 10 Nm
control valve)
Oil spray nozzle screwed into bearing seat
M73 M8x1 5 Nm
(coat thread with Loctite 243)
M8x1 12 Nm
bolt)
S54 / B32 20 Nm
(1bar)
11 24 CONNECTING RODS AND BEARINGS
CONNECTING RODS AND BEARINGS TORQUE SPECIFICATIONS

Tightening
Type thread Measure
specification
1AZ Replace,
Connecting M10 / M30 wash and 55 Nm
rod bolts oil screws
M20 / M21 / M40 / M41 / M42 / M43 /
M43TU / M44 / M47 / M47TU / M50 / M51 /
Replace, wash and
M52 / M52TU / M54 / M56 / M57 / M57TU /
oil screws
S52 / S50 US / M70 / S70 / M73 / N40 / N42 /
N45 / N46 / N62 / N73 / N62S / N62TU
Torque angle 70°
Replace, wash and
M60 / M62
oil screws
Torque angle 80°
Replace screws, do
M67 not wash off screw
coating
Torque angle 85°
CAMSHAFT
11 31 CAMSHAFT
CAMSHAFT TORQUE SPECIFICATIONS

Tightening
Type thread Measure
specification
1AZ Camshaft bearing
M6 10 Nm
cap
M7 14 Nm
M7- 8.8 15 Nm
M8 20 Nm
2AZ Sprocket to
M20 / M21 /M40 M10 65 Nm
camshaft
3AZ Sprocket to
M60 / M62 M6 15 Nm
camshaft flange
M6 10 Nm
M50 / M52 / M52TU / M54 / M56 / S52 /
M7
S50 US / M50 / VANOS
M7 15 Nm
4AZ Sprocket to M12 x
M51 / M41 / M47 / M57 Replace screws
camshaft 1.5
Torque angle 35°
M12 x
M47TU /M57TU Replace screws
1.5
Torque angle 50°
M12 x
M67 Replace screws
1.5
Torque angle 90°
5AZ Toothed shaft to M14 x
M52 / S52 / S50 US / M50 /VANOS
inlet camshaft 1.5
Torque angle 60°
OIL PUMP WITH FILTER

11 41 OIL PUMP WITH STRAINER AND DRIVE
OIL PUMP WITH STRAINER AND DRIVE TORQUE SPECIFICATIONS

Tightening
Type thread Measure
specification
1AZ Screw plug for pressure relief
M10 / M30 40 Nm
valve
M20 30 Nm
M8
2AZ Oil pump to crankcase N62 / N62TU / N73 34 Nm
10.9
M8 23 Nm
3AZ Oil pump cover M6 10 Nm
4AZ Sprocket to oil pump M6 10 Nm
N40 / N42 / N45 / M10 x
30 Nm
N46 1
M10 x
25 Nm
1
M10 45 Nm
5AZ Oil pump to balancing shaft M6
M47TU 14 Nm
housing 10.9
M7
M47TU 25 Nm
10.9
OIL FILTER AND LINES

11 42 OIL FILTER AND PIPES
OIL FILTER AND PIPES TORQUE SPECIFICATIONS

Tightening
Type thread Measure
specification
1AZ Oil filter (one-way cartridge) (tightening torque by
Nm
hand as specified on easy-change filter)
2AZ Full flow oil filter (cover) M8 22 Nm
M10 33 Nm
M12 33 Nm
Screwed-on cover 25 Nm
3AZ Oil filter housing and lines on crankcase M8 22 Nm
M20 x
40 Nm
1.5
11 42 OIL FILTER AND PIPES
OIL FILTER AND PIPES TORQUE SPECIFICATIONS

Tightening
Type thread Measure
specification
4AZ Oil filter drain plug M21 / S38 Hollow bolt 20 Nm
Full length screw in
M21 10 Nm
aluminum
Full length screw in
M21 23 Nm
threaded insert
5AZ Oil drain line to oil filter M60/1 / M60/2 / M62 /
Banjo bolt M14x1.5 30 Nm
and upper oil sump section M70 / S70 / M73 / S62
6AZ Oil line to bearing points
M6 10 Nm
and camshaft lubrication
7AZ Oil line for camshaft
Banjo bolt M8x1 10 Nm
lubrication on cylinder head
N40 / N42 / N45 / N46 Banjo bolt M7x1 10 Nm
M5 5 Nm
8AZ Oil drain line from oil
Banjo bolt M12 x
separator to upper oil sump E53 / M62 25 Nm
1.5
section
WATER PUMP WITH DRIVE

11 65 TURBOCHARGER AND CONTROL
TURBOCHARGER AND CONTROL TORQUE SPECIFICATIONS

1AZ Exhaust turbocharger H.P. to exhaust manifold N57S M8x22 25 Nm
2AZ Exhaust turbocharger L.P. to exhaust manifold N57S M10x25 40 Nm
3AZ Compressor bypass to low-pressure stage N57S M8 8 Nm
11 51 WATER PUMP AND DRIVE

WATER PUMP AND DRIVE TORQUE SPECIFICATIONS
Tightening
Type thread Measure
specification
1AZ Water pump to crankcase M6 10 Nm
M7 15 Nm
M8 22 Nm
2AZ Water pump to power steering N40 / N42 / N45 / M8
32 Nm
pump N46 10.9
FAN
11 52 FAN
FAN TORQUE SPECIFICATIONS

Tightening
Type thread Measure
specification
1AZ Fan clutch on water pump Coupling nut (left-hand
All 40 Nm
threads)
M54 45 Nm
2AZ Fan to fan clutch All 10 Nm
THERMOSTAT AND CONNECT

11 53 THERMOSTAT AND CONNECTIONS
THERMOSTAT AND CONNECTIONS TORQUE SPECIFICATIONS

1AZ Thermostat housing All M6 10 Nm
2AZ Bleeder screw All M8 8 Nm
INTAKE MANIFOLD
11 61 INTAKE MANIFOLD
INTAKE MANIFOLD TORQUE SPECIFICATIONS

1AZ Intake manifold on cylinder head All M8 22 Nm
All M7 15 Nm
All M6 10 Nm
2AZ Soundproofing hood to holder M60/1 / M60/2 / M62 M6 8 Nm
EXHAUST MANIFOLD
11 62 EXHAUST MANIFOLD
EXHAUST MANIFOLD TORQUE SPECIFICATIONS

1AZ Exhaust manifold to cylinder
head Coat screw connections with All M6 Replace nuts 10 Nm
CRC copper paste
M50 / M52 / M52TU /
M54 / M56 / S52 / S50 M7 Replace nuts 20 Nm
US
All / others M7 Replace nuts 15 Nm
Upper row of stay bolts
M10 M8
installed with bolt cement
23 Nm
M21 M8 12 Nm
Replace nuts
Retighten after 2000 km
Slacken nuts by a 1/4 turn
12 Nm
M41 / M47 / M47TU /
M8 Replace nuts 20 Nm
M51 / M57 / M57TU
All / others M8 Replace nuts 23 Nm
SUPERCHARGER WITH CONTROL

11 65 TURBOCHARGER AND CONTROL
TURBOCHARGER AND CONTROL TORQUE SPECIFICATIONS

1AZ Exhaust turbocharger H.P. to exhaust manifold N57S M8x22 25 Nm
2AZ Exhaust turbocharger L.P. to exhaust manifold N57S M10x25 40 Nm
3AZ Compressor bypass to low-pressure stage N57S M8 8 Nm
EMISSION CONTROL, OXYGEN SENSOR

11 78 EMISSIONS-CONTROL, LAMBDA OXYGEN SENSOR
EMISSIONS-CONTROL, LAMBDA OXYGEN SENSOR TORQUE SPECIFICATIONS

1AZ Oxygen control sensor; oxygen monitor sensor All M18 x 1.5 50 Nm
A - ENGINE/VIN ID
1997 BMW - Introduction
IDENTIFICATION
ENGINE/VIN IDENTIFICATION
ENGINE/VIN IDENTIFICATION - 1997

MODEL (1) ENGINE (2) FUEL SYSTEM (3) IGN. SYSTEM(4)
M3 3.2L 6-Cyl Siemens (SFI) DIS
Z3 1.9L 4-Cyl Bosch ML-Motronic (SFI) DIS
Z3 2.8L 6-Cyl Siemens (SFI) DIS
318i 1.9L 4-Cyl Bosch ML-Motronic (SFI) DIS
318is 1.9L 4-Cyl Bosch ML-Motronic (SFI) DIS
318ti 1.9L 4-Cyl Bosch ML-Motronic (SFI) DIS
328i 2.8L 6-Cyl Siemens (SFI) DIS
328is 2.8L 6-Cyl Siemens (SFI) DIS
540i 4.4L V8 Bosch HFM-Motronic (SFI) DIS
740iL (5) 4.4L V8 Bosch HFM-Motronic (SFI) DIS
840Ci (6) 4.4L V8 Bosch HFM-Motronic (SFI) DIS
(1)
Model code designated by 4th through 7th VIN positions identifies body type and engine identification.
See VIN DEFINITION .
(2)
Engine is identified as part of 4-digit model code.

(3)
Airflow meter assembly type system.

(4)
With Digital Motor Electronics (DME) engine management system.

(5)
"L" indicates long wheelbase.

(6)
Information not available at time of publication.
ENGINE/VIN IDENTIFICATION - 1998

MODEL (1) ENGINE (2) FUEL SYSTEM (3) IGN. SYSTEM(4)
M3 3.2L 6-Cyl Siemens (SFI) DIS
Z3 1.9L 4-Cyl Bosch ML-Motronic (SFI) DIS
318i 1.9L 4-Cyl Bosch ML-Motronic (SFI) DIS
318ti 1.9L 4-Cyl Bosch ML-Motronic (SFI) DIS
540i - M-series. 4.4L V8 Bosch HFM-Motronic (SFI) DIS
740iL (5) 4.4L V8 Bosch HFM-Motronic (SFI) DIS
750iL 5.4L V12 Bosch M5.2.1 (Dual DME) Distributor
840Ci 4.4L V8 Bosch HFM-Motronic (SFI) DIS
850Ci 5.4L V12 Bosch M5.2.1 (Dual DME) Distributor
(1)
Model code designated by 4th through 7th VIN positions identifies body type and engine identification.
See VIN DEFINITION .
(2)
Engine is identified as part of 4-digit model code.

(3)
Airflow meter assembly type system.

(4)
With Digital Motor Electronics (DME) engine management system.

(5)
"L" indicates long wheelbase.
VIN DEFINITION
EXAMPLE VIN
Numbers preceding the explanations in the legend below refer to the sequence of characters as listed on VIN
identification label.
 WBACAE318WEC24306
 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
VIN DEFINITION BREAKDOWN
 1 - Indicates Nation of Origin

 2 - Indicates Manufacturer
 3 - Indicates Vehicle Type
 4 - Indicates Model Line
 5 - Indicates Model Series
 6 - Indicates Body Type
 7 - Indicates Engine Code
 8 - Indicates Restraint System
 9 - Indicates Check Digit
 10 - Indicates Model Year
 11 - Indicates Assembly Plant
 12-17 - Indicates Sequential Production Number
VIN CODE/YEAR APPLICATIONS
VIN CODE/YEAR APPLICATION

VIN Code Model Year
V 1997
W 1998
ENGINE CODE LOCATIONS
Fig. 1: BMW Engine Code/Displacement Identification

Fig. 2: BMW Engine Specification Plate Identification
Fig. 3: Locating Engine Identification Codes (4-Cyl.)

Fig. 4: Locating Engine Identification Codes (6-Cyl.)
Fig. 5: BMW Engine Specification Plate (V8)
Fig. 6: BMW Engine Specification Plate (V12)
Fig. 7: BMW Transmission Identification Code (1 Of 2)
Fig. 9: BMW Transmission Specification Plate

Fig. 10: BMW Automatic Transmission Application Chart
Fig. 11: BMW Manual Transmission Application Chart
Fig. 12: VIN Definition
C - SPECIFICATIONS
1997 ENGINE PERFORMANCE BMW - Service & Adjustment Specifications
INTRODUCTION
Use this article to quickly find specifications related to servicing and on-vehicle adjustments. This is a quick-
reference article to use when you are familiar with an adjustment procedure and only need a specification.
CAPACITIES
BATTERY SPECIFICATIONS
Application Amp Hr. Rating
M3, 323i, 323is, 328i & 328is (1) 75
Z3 110
318i & 318is 65
318ti 50
528i 70
540i 90
740i, 740iL & 750iL 110
840Ci & 850Ci (2) 65
(1) Convertible amp hour rating is 70.
(2) Vehicle utilizes 2 trunk-mounted batteries.
4-CYLINDER FLUID CAPACITIES

Application Quantity
Crankcase (Includes Filter) 5.3 Qts. (5.0L)
Cooling System 6.1 Qts. (6.5L)
Manual Transmission (Dexron-II) (1) 1.3 Qts. (1.2L)
Automatic Transmission (Dexron-III) (1) 3.2 Qts. (3.0L)
Rear Axle (1) (2) .95 Qt. (.9L)
(1) Lifetime fluid. Fluid change is not necessary.
(2) Use hypoid gear oil SAE 90 with API-GL5 rating.
6-CYLINDER FLUID CAPACITIES

Crankcase (Includes Filter)
M3 6.3 Qts. (6.0L)
Z3, 323is, 323i, 328i, 328is & 528i 6.8 Qts. (6.5L)
Cooling System
M3, Z3 & 528i 11.6 Qts. (11.0L)
328i, 328is, 323i & 323is 11.0 Qts. (10.4L)
Automatic Transmission (Dexron-III) (1) 3.2 Qts. (3.0L)
Rear Axle (1) (2) 1.8 Qts. (1.7L)
V8 FLUID CAPACITIES
Crankcase (Includes Filter) 8.0 Qts. (7.5L)
Cooling System 13.0 Qts. (12.5L)
Auto. Transmission (Shell LA 2634) (1) 6.0 Qts. (5.7L)
Rear Axle (1) (2)
540i 1.8 Qts. (1.7L)
740i, 740iL & 840Ci 2.0 Qts. (1.9L)
FLUID CAPACITIES (V12)

Crankcase (Includes Filter) (1) 8.5 Qts. (8.0L)
Cooling System (2) 13.7 Qts. (13.0L)
Automatic Transmission (2) (4) 6.0 Qts. (5.7L)
Rear Axle (2) (4) 2.0 Qts. (1.9L)
(1) Use BMW 5W-30 High Performance Synthetic Oil.
(2) Quantity is approximate.
(4) Manufacturer recommends synthetic final drive oil. On models without multi-plate limited-slip
differential, or with viscous differential lock, use BMW Synthetic Final Drive Oil (83 22 9 407 768).
On models without viscous differential lock, use BMW Synthetic Final Drive Oil (83 22 1 470 080).
QUICK-SERVICE
SERVICE INTERVALS & SPECIFICATIONS
Service and inspection intervals are indicated by OIL SERVICE and INSPECTION lights on instrument panel.
As number of lit Green lights decreases, vehicle approaches service interval. If Yellow light and either OIL
SERVICE or INSPECTION lights comes on, vehicle has reached service interval. If Red light comes on,
vehicle has exceeded service interval.
REPLACEMENT INTERVALS (APPROXIMATE)

Component Interval
Air Filter 40,000 Miles
Brake Fluid 24 Months
Clutch Fluid 24 Months
Coolant 24 Months
Fuel Filter 40,000 Miles
Oil & Oil Filter 10,000 Miles
Oxygen Sensor 100,000 Miles
Spark Plugs 60,000 Miles
MECHANICAL CHECKS
ENGINE COMPRESSION
Check engine compression with engine at normal operating temperature at specified cranking speed, all spark
plugs removed and throttle wide open. The DME master relay and/or fuel pump relay MUST be pulled out for
compression test. See ADJUSTMENTS article for additional information.
COMPRESSION SPECIFICATIONS
Compression Ratio (1)
4-Cylinder 10.0:1
6-Cylinder
2.3L & 3.2L 10.5:1
2.8L 10.2:1
V8 10.0:1
Compression Pressure
All Models 142-156 psi (10-11 kg/cm2 )
(1) Specification for V12 is not available.
VALVE CLEARANCE
NOTE: All engines use hydraulic valve lifters. Valve adjustment is not required.
IGNITION SYSTEM
CRANKSHAFT (SPEED/POSITION PULSE) SENSOR
CRANKSHAFT (SPEED/POSITION PULSE) SENSOR RESISTANCE Ohms @ 68°F (20°C)

Application Ohms
All Models 70-90
CYLINDER IDENTIFYING SENSOR
CYLINDER IDENTIFYING SENSOR RESISTANCE - Ohms @ 68°F (20°C)

Application Ohms
All Models 1150-1410
IGNITION COIL
IGNITION COIL RESISTANCE - Ohms @ 68°F (20°C)

Primary Secondary
.8 (1) Not Measurable
(1) Specification is approximate
SPARK PLUGS
SPARK PLUG TYPE

Application Spark Plug
M3 Bosch FGR8KQC
V12 Bosch B4419
All Others (Except E39 M62 From 7/97) Bosch F7LDCR, NGK BKR6EK
E39 M62 From 7/97 Bosch F8LDCR
SPARK PLUG SPECIFICATIONS

Application Gap: In. (mm) Torque: Ft. Lbs. (N.m)
Standard Engine Not Adjustable 23 (31)
Motorsport Engine Not Adjustable 17 (23)
FIRING ORDER & TIMING MARKS
NOTE: See Fig. 1 and Fig. 3 .
FIRING ORDER (1)

Application Firing Order
4-Cylinder 1-3-4-2
6-Cylinder 1-5-3-6-2-4
V8 1-5-4-8-6-3-7-2
V12 1-7-5-11-3-9-6-12-2-8-4-10
(1) Timing mark and cylinder order information is not available from manufacturer.
Fig. 1: Firing Order (6-Cylinder)

Fig. 2: Firing Order (V8)
Fig. 3: Firing Order (V12)

IGNITION TIMING
Ignition timing is electronically controlled and is not adjustable.
NOTE: Timing specifications are not available from the manufacturer.
FUEL SYSTEM
FUEL PUMP
NOTE: Fuel pump performance is a measurement of fuel pressure and volume

availability, not regulated fuel pressure.
FUEL PUMP PERFORMANCE

Application Pressure: psi (kg/cm2 ) Min. Vol. In 30 Sec. Pts. (L)
4-Cylinder 43 (3) 1.85 (0.9)
6 & 8-Cylinder 50 (3.5) 1.85 (0.9)
12-Cylinder 50 (3.5) 2.38 (1.13)
INJECTOR RESISTANCE
INJECTOR RESISTANCE - Ohms @ 68°F (20°C)

Application Ohms
All Models 15-17
IDLE SPEED & MIXTURE
IDLE SPEED & CO LEVEL

Application Idle RPM (1) CO Level %
4-Cylinder 810-890 .5-.7

6-Cylinder 660-740 .2-1.2
V8 750-850 .2-1.2
V12 530-630 .....
(1) Measured at exhaust manifold. See ADJUSTMENTS article for additional information.
IDLE SPEED CONTROL (ISC) VALVE (1 )
ISC VALVE RESISTANCE - Ohms @ 68°F (20°C)

Application Ohms
2-Terminal Connector 15-25
3-Terminal Connector
Terminals No. 1 & 2 15-25
Terminals No. 1 & 3 35-45
THROTTLE POSITION (TP) SENSOR
THROTTLE POSITION (TP) SENSOR SPECIFICATIONS (1)

4-Cylinder
At Idle 3200-4800 Ohms
At Wide Open Throttle 800-1200 Ohms
6-Cylinder 4600 Ohms
(1) Specifications shown are only specifications available.
D - ADJUSTMENTS
1997-98 ENGINE PERFORMANCE BMW - On-Vehicle Adjustments
INTRODUCTION
ENGINE MECHANICAL
Before performing any on-vehicle adjustments to fuel or ignition systems, ensure engine mechanical condition
is okay.
ENGINE COMPRESSION
4-Cylinder
1. Deactivate fuel injection system by removing Digital Motor Electronics (DME) master relay and fuel
pump relay before performing compression test. See DME & FUEL PUMP RELAY LOCATION
table. Ensure battery is fully charged.
2. Ensure engine coolant temperature does not exceed 95°F (35°C). Turn fasteners (2 ) on electric lead cover
90 degrees and remove electric lead cover. Disconnect spark plug connectors.
3. Using 16-mm Socket (12-1-171) and Torque Limiter (12-1-172), remove spark plugs. Use Pressure
Gauge (11-0-162), Test Adapter (11-0-166) and Tube Extension (11-0-167) to check compression
pressure. See COMPRESSION SPECIFICATIONS table.
6-Cylinder & V8
pump relay before performing compression test. See DME & FUEL PUMP RELAY LOCATION. Ensure
battery is fully charged.
2. Ensure engine coolant temperature does not exceed 86°F (30°C). Remove oil filler cap. Remove 2 nut
covers and nuts securing cylinder head cover(s). Remove cylinder head cover(s). Disconnect ignition coil
connectors.
3. Remove ignition coils. Using 16-mm Socket (12-1-171) and Torque Limiter (12-1-172), remove spark
plugs. Use Pressure Gauge (11-0-162), Test Adapter (11-0-166) and Tube Extension (11-0-167) to check
compression pressure. See COMPRESSION SPECIFICATIONS table.
DME & FUEL PUMP RELAY LOCATION

Application Location
Z3
DME Relay Under Left Side Of
Instrument Panel, Next To
Kick Panel
Fuel Pump Relay Right Rear Corner Of
Engine Compartment, Next
To DME ECU
3-Series (1)
DME & Fuel Pump Relays Left Rear Corner Of Engine
Compartment, In Relay Box
5-Series & 7-Series
DME Relay Right Rear Corner Of
To DME ECU
Fuel Pump Relay Right Side Of Trunk
8-Series
DME & Fuel Pump Relays Right Rear Corner Of
To DME ECU
(1) See Fig. 1 and Fig. 2 .
Fig. 1: Locating DME & Fuel Pump Relays (318ti)
Fig. 2: Locating DME & Fuel Pump Relays (M3, 323 & 328 Series)
Compression Ratio
4-Cylinder 10.0:1
6-Cylinder
M3, Z3 & 328 Series 10.2:1
323 Series 10.5:1
V8 10.0:1
All Models 142-156 psi (10-
11 kg/cm2 )
VALVE CLEARANCE
NOTE: All engines use hydraulic valve lifters. Valve adjustment is not required.
IGNITION TIMING
Ignition timing is electronically controlled and is not adjustable.
IDLE SPEED & MIXTURE
NOTE: Mixture adjustment is not a part of normal tune-up procedure and should not be
performed unless mixture control unit is replaced or vehicle fails emissions
testing.
Idle Speed
1. Idle speed is controlled by an idle speed control valve. Ensure engine is at normal operating temperature,
valve clearance is correct and all electrical accessories are off.
2. Connect dwell/tachometer to engine. Ensure idle speed is within specification. See IDLE SPEED & CO
LEVEL SPECIFICATIONS table. If idle speed and CO level are not within specification, check idle
speed control valve or intake manifold for air leaks.
IDLE SPEED & CO LEVEL SPECIFICATIONS

Application Idle RPM (1) CO Level %
4-Cylinder 810-890 .5-.7

6-Cylinder 660-740 .2-1.2
V8 750-850 .2-1.2
(1) Measured at exhaust manifold. See IDLE MIXTURE & CO LEVEL for additional information.
Idle Mixture & CO Level
1. Disconnect oxygen sensor connector. Remove bolt from exhaust manifold and install CO Test Connector
(13-0-090) with Adapter (13-0-100) on exhaust manifold. Connect CO meter and check idle mixture.
Ensure CO level is within specification. See IDLE SPEED & CO LEVEL SPECIFICATIONS table.
2. If CO level exceeds specification, check fuel injectors, fuel pressure and coolant temperature sensor. If
CO level is less than specification, check idle speed control hoses and connections and check for air
leaks. Reconnect oxygen sensor.
THROTTLE POSITION (TP) SENSOR
Adjustment
TP sensor is not adjustable. For TP specifications, see THROTTLE POSITION (TP) SENSOR
SPECIFICATIONS table.
THROTTLE POSITION (TP) SENSOR SPECIFICATIONS

4-Cylinder
At Idle 3200-4800 Ohms
At Wide Open Throttle 800-1200 Ohms
6-Cylinder 4600 Ohms
E - THEORY/OPERATION
1997-98 ENGINE PERFORMANCE BMW - Theory & Operation
INTRODUCTION
This article covers basic description and operation of engine performance-related systems and components.
Read this article before diagnosing vehicles or systems with which you are not completely familiar.
COMPUTERIZED ENGINE CONTROLS

Engine management system, which operates in conjunction with other computer-controlled systems, controls
fuel injection and ignition under variable operating conditions. Engine management system controls air/fuel
mixture and exhaust emissions by adjusting fuel injection and ignition timing. Electronic Control Unit (ECU)
receives and processes sensor input and sends output signals to adjust injector pulse widths and ignition timing.
ELECTRONIC CONTROL UNIT (ECU)
An 88-pin ECU is used. See Fig. 1 . ECU uses the following input signals to determine optimum fuel injection
and ignition timing: intake airflow, intake air temperature, throttle position, coolant temperature, engine speed,
vehicle speed, crankshaft position, knock sensors and exhaust gas oxygen content.
ECU can operate engine in a limp mode, allowing vehicle operation despite component failure. ECU also has
adaptive capabilities to compensate for component wear and other factors, such as minor vacuum leaks. Once a
fault is recognized, it is stored in ECU memory as a Diagnostic Trouble Code (DTC). The system automatically
substitutes a fixed replacement value for the incorrect value caused by a defective component or circuit.
An air/fuel ratio of 14.7:1 is maintained under most driving conditions. Maximum engine RPM is limited by
ECU by eliminating power to fuel injectors. The ECU assumes control of following functions.
4-Cylinder
Acceleration Enrichment, Catalytic Converter Protection, Cold Start Control, Dynamic Coasting Shutoff, Fuel
Injection Control, Fuel Tank Vent (Evaporation) Control, Idle Speed Control, Ignition Timing and Anti-Knock
Function, Heated Oxygen (Sensor) Control, Relay Controls and Self-Diagnostics.
6-Cylinder
A/C Compressor Control, Acceleration Enrichment, Cold Start Control, Deceleration Fuel Cut, Fuel Injection
Control, Fuel Tank Vent (Evaporation) Control, Idle Speed Control, Ignition Timing Control and Anti-Knock
Function, Ignition Timing/Fuel Injection Intervention Via DWA and On-Board Computer, Oxygen (Sensor)
Control, Relay Controls and Self-Diagnostics.
V8
A/C Compressor Control, Acceleration Enrichment, Cold Start Control, Deceleration Fuel Cut, Fuel Injection
Control, Fuel Tank Vent (Evaporation) Control, Idle Speed Control, Ignition Timing Control and Anti-Knock
Function, Ignition Timing/Fuel Injection Intervention Via DWA and On-Board Computer, Oxygen (Sensor)
Control, Rear Window Defogger, Relay Controls and Self-Diagnostics.
Fig. 1: DME ECU Connector Terminal Identification

DME ECU CONTROL UNIT LOCATION

3-Series Behind Cover On Right Rear Corner Of Firewall
All Others Inside Box On Right Rear Corner Of Engine
Compartment, Behind Strut Tower
NOTE: Components are grouped into 2 categories. The first category covers INPUT
DEVICES, which control or produce voltage signals monitored by ECU. The
second category covers OUTPUT SIGNALS, which are components controlled
by ECU.
INPUT DEVICES
Vehicles are equipped with different combinations of input devices. Not all devices are used on all models. To
determine input device usage for a specific model, see appropriate wiring diagram in WIRING DIAGRAMS
article. The available input signals include the following.
NOTE: Descriptions of following input devices are based on information available from
manufacturer. Complete information is not available from manufacturer.
Airflow Meter/Sensor (4-Cylinder)
Airflow meter/sensor is located in intake passage between air filter and intake manifold. Air-flow meter
includes a flap door (connected to a potentiometer) to detect airflow and a temperature sensor. Airflow meter
informs ECU of airflow rate.
Anti-Theft System (DWA)
When anti-theft system (if equipped) is armed, anti-theft ECU sends a voltage signal (greater than 10 volts) to
ECU, which disables ignition and fuel injection systems.
Camshaft Position Sensor

Sensor is located at intake camshaft sprocket. An inductive pick-up detects position of intake camshaft and
sends a signal to ECU. This signal is used to determine ignition and fuel injection firing.
Crankshaft (Speed/Position Pulse) Sensor
Sensor is located on lower right front of engine. It supplies ECU with crankshaft position information. When
ECU has determined optimum ignition timing (based on input from various sensors), information supplied by
crankshaft (speed/position pulse) sensor is used to signal ignition firing.
Engine (Coolant) Temperature Sensor
Sensor is located on top front of cylinder head, behind radiator hose. This component supplies coolant
temperature information to ECU. The ECU then determines whether current operating condition is at cold or
normal operating temperature. During cold operating conditions, air/fuel mixture is enriched by widening fuel
injector pulse width. Extra rich conditions are maintained until normal operating temperature is reached.
Hot-Wire/Hot-Film Airflow Meter (6-Cylinder & V8)
Sensor is located in intake passage between air filter and intake manifold. Sensor informs ECU of airflow rate.
Hot-wire airflow meter is used on 6-cylinder engines and uses a heating element to burn off deposits from
sensor. Hot-film airflow meter is used on V8 engines and does not require a heating element.
Intake Air Temperature Sensor (6-Cylinder & V8)
Intake air temperature sensor is located in intake passage in intake manifold. The intake air temperature sensor
informs ECU of ambient temperature of incoming air.
Intake Air Temperature Sensor (4-Cylinder)
The intake air temperature sensor is located in intake passage between air filter and intake manifold and is part
of airflow sensor. The intake air temperature sensor informs ECU of ambient temperature of incoming air.
Knock Sensor
Information is not available from manufacturer.
Heated Oxygen (Sensor) Control
Oxygen content of exhaust gases is detected by oxygen sensor(s) located in exhaust manifold(s). This sensor
converts percentage of oxygen present in exhaust gases into an electrical signal that is transmitted to ECU.
The ECU uses this information to determine air/fuel ratio and adjusts injector timing (pulse width) to obtain a
14.7:1 air/fuel ratio. Oxygen sensor signal (closed loop mode) is also used for regulation of fuel tank
(evaporative) control valve.
If fault code is set or if oxygen sensor is malfunctioning, ECU will operate engine at an oxygen sensor
substitute value of .45 volt.
Throttle Position (TP) Sensor
TP sensor is used in place of a throttle position switch and has contacts for idle and wide open throttle. The
potentiometer is not adjustable since ECU determines idle speed ignition timing (idle speed switching point) on
its own.
Vehicle Speed Sensor (VSS)
Sensor information comes from speedometer sensor located in instrument cluster. Vehicle speed sensor sends
information on vehicle speed to ECU.
OUTPUT SIGNALS
NOTE: Vehicles are equipped with different combinations of computer-controlled

components. Not all components listed below are used on every vehicle. For
theory and operation on each output component, refer to system indicated after
component.
A/C Compressor Shutoff
See A/C COMPRESSOR CLUTCH under MISCELLANEOUS CONTROLS.
A/C Switch & Compressor
See A/C COMPRESSOR CLUTCH under MISCELLANEOUS CONTROLS.
Malfunction Indicator Light (MIL)
See SELF-DIAGNOSTIC SYSTEM .
Fuel Injectors
See FUEL CONTROL under FUEL SYSTEM.
Fuel Tank Vent (Evaporation) Control
See EMISSION SYSTEMS .
Fuel Pump Relay
See FUEL DELIVERY under FUEL SYSTEM.
Idle Speed Actuator
See IDLE SPEED under FUEL SYSTEM.
Ignition Timing & Anti-Knock Function

See DIRECT IGNITION SYSTEM (DIS) under IGNITION SYSTEMS.
Ignition Timing Control
See IGNITION SYSTEMS.
Kickdown Prevention
See appropriate TRANSMISSION SERVICE & REPAIR section.
FUEL SYSTEM
FUEL DELIVERY
Fuel Pump
All vehicles use an in-tank electric fuel pump, accessible through luggage compartment or rear bench seat. Fuel
pump is activated by voltage supplied by fuel pump relay.
Fuel Pump Relay
Fuel pump relay is powered through master (main) relay and positive battery junction point "B" and is grounded
through ECU terminal No. 1.
Master Relay (DME Relay)
Master relay is powered through positive battery junction point "B" and supplies power to ECU, Heated Oxygen
Sensor (HO2S), fuel pump relay and other computer-controlled systems.
Fuel Pressure Regulator
Pressure regulator maintains constant fuel pressure to injectors. An electric fuel pump provides fuel to pressure
regulator. Pressure regulator is vacuum operated. As throttle is depressed and manifold vacuum drops, pressure
regulator increases fuel pressure to maintain constant flow to fuel injectors.
FUEL CONTROL
Catalytic Converter Protection (4-Cylinder)
To prevent overheating of catalytic converter, catalytic converter protection system enriches air/fuel mixture to
reduce exhaust gas temperature.
Cold Start Control (6-Cylinder & V8)
During engine start-up, an increased quantity of fuel is injected according to coolant temperature and engine
speed. If an engine re-start is attempted within one minute, complete initial quantity is no longer injected.
During engine warm-up, injected fuel quantity is reduced according to coolant temperature and engine speed in
order to avoid a rich mixture. After warm-up to an engine coolant temperature of at least 158°F (70°C), injector
timing (pulse width) is adapted to engine speed and load.
Fuel Injectors (4-Cylinder)
Each group of fuel injectors (No. 1 and 3, No. 2 and 4) is activated by ECU final stage (current amplifier),
making it possible to divide injection cycle into groups of cylinders. This allows limited engine operation even
when one group fails. Injectors operate under parallel or semi-sequential fuel injection modes.
With parallel injection, simultaneous activation of ALL fuel injectors occurs for each crankshaft revolution and
takes place only when camshaft sensor has not sent output signals since starting engine. If camshaft sensor
signal is sent out later, system switches over to semi-sequential fuel injection as soon as an engine speed of
2500 RPM is exceeded.
Under semi-sequential fuel injection, only one group of cylinders operates once every 720 crankshaft degrees
from an engine speed of 600 RPM. Semi-sequential fuel injection timing can function only when ECU receives
a signal from camshaft sensor.
Fuel Injectors (6-Cylinder & V8)
Each fuel injector is independently controlled by ECU. This enables ECU to precisely meter injected fuel
quantity and provides a faster response time during engine load changes. After engine has started (at about 600
RPM), fuel is injected into each specific cylinder at intervals of 120 degrees (crankshaft).
The ECU can also turn off fuel injectors as part of its catalytic converter protection function. See IGNITION
TIMING CONTROL under IGNITION SYSTEMS for additional information.
Oxygen Sensor Heater Relay & Heating Resistor
A temperature of about 572°F (300°C) is needed for oxygen sensor operation. In order to quickly heat sensor, a
heating resistor is included in oxygen sensor.
The ECU provides a ground path for oxygen sensor heater relay, which then provides battery voltage to oxygen
sensor heating resistor in oxygen sensor. The oxygen sensor heater relay is activated when ignition is on. Relay
is switched off when engine reaches certain speed and load.
IDLE SPEED
Idle Speed Control Valve
Idle speed is kept constant by an idle speed control valve, which supplies engine with necessary amount of air.
Idle speed control takes place during period in which throttle potentiometer, or TPS, detects idle setting. The
pre-programmed idle speed values in ECU are compared with actual operating values and corrected to
compensate for component wear and other factors, such as minor air (vacuum) leaks.
When engine management system detects engagement of a drive range (1, 2, 3 or "D"), idle speed is increased
by idle speed control valve to compensate for engine speed drop caused by engagement of torque converter. On
A/C-equipped models, idle speed is also temporarily increased when A/C system is switched on. Upon
receiving A/C compressor signal, quantity of air required for idle speed is corrected.
IGNITION SYSTEMS
DIRECT IGNITION SYSTEM (DIS)
Ignition Timing & Anti-Knock Function (4-Cylinder)
Each cylinder has its own ignition coil (direct ignition system), eliminating need for a distributor. The ECU
activates each coil separately.
If camshaft sensor has not sent output signals since starting engine, ignition system enters double ignition mode.
This mode activates all spark plugs for each crankshaft revolution. Switching from normal to double ignition, or
vice versa, takes place immediately, independent of fuel injection operation.
Ignition timing is retarded (anti-knock function), depending on inputs from knock sensors, in order to prevent
pre-ignition of air/fuel mixture in combustion chamber.
Ignition Timing Control & Anti-Knock Function
(6-Cylinder & V8)
Ignition timing is controlled for each cylinder by means of a separate ignition coil, eliminating unnecessary high
tension distributor. This ignition system is referred to by manufacturer as a coil ignition system with static high
tension distribution.
For each cylinder, an output stage-controlled ignition coil is provided, which routes secondary voltage (up to
32,000 volts) via spark plug connector to spark plug. This configuration permits independent control of ignition
timing.
By eliminating distributor, effective range of ignition timing control is increased by about 10 degrees, to a
maximum of 59 degrees per cylinder. A camshaft sensor is used to maintain correct firing order. Ignition timing
is retarded (anti-knock function), depending on inputs from knock sensors, in order to prevent pre-ignition of
air/fuel mixture in combustion chamber.
Catalytic Converter Protection Function (6-Cylinder & V8)
If malfunctions on primary side of ignition system are detected by ECU, fuel injector(s) for that cylinder(s) will
be turned off. This effectively prevents rich exhaust gas mixtures from reaching catalytic converter.
EMISSION SYSTEMS
FUEL TANK VENT (EVAPORATION) CONTROL
All Models
Fuel vapors are routed to engine via an activated carbon canister. Installed between carbon canister and air
manifold is a purge control valve. Valve restricts flow of air based on sensor inputs to ECU.
Electrical activation of purge control valve depends on engine speed and load. Vacuum line to intake manifold
is closed as long as valve is supplied with voltage. When no power is applied to valve, it can be opened by
vacuum in intake manifold.
The fuel evaporation control cycle begins as soon as oxygen control system is active (closed loop mode). Upon
completion of purge cycle, valve is closed for about 30 seconds. When engine is shut off, valve remains closed
for another 3 seconds to prevent engine run-on.
SELF-DIAGNOSTIC SYSTEM
SELF-DIAGNOSTIC FEATURE
ECU has a self-diagnostic feature which detects malfunctions in emission-related components and stores
Diagnostic Trouble Codes (DTCs). ECU provides a substitute value if a failure occurs in engine (coolant)
temperature sensor, intake air temperature sensor, airflow meter or exhaust gas oxygen sensor. These substitute
values are canceled when normal engine operation is resumed. To aid in trouble shooting, stored fault codes and
sensor values can be monitored via ECU and actuated components.
Vehicles are equipped with an OBD-II self-diagnostic system which utilizes a generic scan tool connected to in-
vehicle Data Link Connector (DLC). In addition, vehicles are also equipped with a BMW self-diagnostic
system which accesses DTCs using special BMW hardware and software connected to underhood BMW engine
diagnostic connector socket. See TESTS W/CODES article.
MALFUNCTION INDICATOR LIGHT (MIL)
An emission-related component or circuit failure will activate MIL on instrument cluster.
MISCELLANEOUS CONTROLS
NOTE: Although not considered true engine performance-related systems, some

controlled devices may affect driveability if they malfunction.
A/C COMPRESSOR CLUTCH
A/C Compressor Shutoff (4-Cylinder)
In order to provide full engine power during acceleration, A/C compressor is switched off for up to 7 seconds
during full throttle operation at speeds less than 5 MPH.
A/C Compressor Shutoff (Except 4-Cylinder)
During acceleration, normally closed A/C compressor relay temporarily switches off A/C compressor clutch on
A/C compressor. During start-off phase (full engine load and vehicle speed less than 5 MPH), A/C compressor
relay is activated by ECU for 10 seconds.
1968-2003 ENGINE PERFORMANCE
Emission Applications - BMW (1968-2003)
EMISSION APPLICATIONS
1968-2003 BMW
Year, Model, Engine & Fuel System (1) Emission Control Systems & Devices
1968-69
All Engines Carbureted PCV, AP
1970
1600 & 2002 Carbureted PCV, (2) EVAP, (3) EGR, AP,
EVAP-VC
2500 & 2800 Carbureted PCV, ACL, EVAP, SPK,
EVAP-VC, SPK-DDD, TP
1971
1600 & 2002 Carbureted PCV, EVAP, (4) EGR, AP,
EVAP-VC
2500 & 2800 Carbureted PCV, ACL, EVAP, SPK,
1972
1600 & 2003 Carbureted PCV, ACL, EVAP, (4) EGR, (5) AP,
EVAP-VC
2002Tii MFI PCV, EVAP,
EVAP-VC
3.0L Models Carb. PCV, ACL, EVAP, EGR, SPK,
EVAP-VC
1973
2002 Carbureted PCV, ACL, EVAP, EGR, SPK,
EVAP-VC, SPK-VR, TP
2002 Tii MFI PCV, EVAP,
EVAP-VC
3.0L Model Carbureted PCV, ACL, EVAP, EGR, SPK,
EVAP-VC, SPK-VR, TP
1974
2002 Carbureted PCV, ACL, EVAP, EGR, SPK,
EVAP-VC, SPK-VR
2002 Tii MFI PCV, EVAP, SPK,
EVAP-VC, SPK-VR
3.0L Model Carbureted PCV, ACL, EVAP, EGR, SPK,
1975
2002 Carbureted PCV, EVAP, EGR, SPK, AP,
EVAP-VC, (6) SPK-DDD, TR, TP
530i & 3.0Si MFI PCV, EVAP, EGR, (2) SPK, AP,
EVAP-VC, SPK-VR, TR, TP
1976
2002 Carbureted PCV, ACL, EVAP, (2) EGR, SPK, AP,
EVAP-VC, (7) SPK-DDD, (2) TR
530i & 3.0Si MFI PCV, ACL, EVAP, EGR, (2) SPK, AP,
EVAP-VC, TR
1977
320i CFI PCV, EVAP, EGR, SPK, AP,
EVAP-VC, SPK-VR, (8) TR
530i & 630CSi MFI EVAP, EGR, SPK, AP,
EVAP-VC, SPK-VR, (8) TR
1978
320i CFI PCV, EVAP, EGR, (6) SPK, AP,
EVAP-VC, (6) SPK-TCS, SPK-VR, (7) TR
530i, 633CSi & 733CSi MFI PCV, EVAP, EGR, (7) SPK, AP
, EVAP-VC, (7) SPK-TCS, SPK-VR, TR
1979
320i CFI PCV, EVAP, EGR, (6) SPK, AP,
EVAP-VC, (6) SPK-TCS, (2) TR
528i MFI PCV, EVAP, TWC, FR, 3(6) SPK, O2S, CEC,
EVAP-VC, (6) SPK-TCS
633CSi & 733i MFI PCV, EVAP, EGR, (9) SPK, AP,
EVAP-VC, (9) SPK-TCS, TR
1980-81
320i CFI PCV, EVAP, TWC, FR, SPK, O2S, CEC,
EVAP-VC, SPK-CC
528i, 633CSi & 733CSi MFI PCV, EVAP, TWC, FR, SPK, O2S, CEC,
EVAP-VC, SPK-CC
1982
EVAP-VC, SPK-CC
528e, 633Csi & 733i MFI PCV, EVAP, TWC, FR, SPK, O2S, CEC,
EVAP-VC, SPK-CC
1983
EVAP-VC, SPK-CC
528e, 533i, 633Csi & 733i MFI PCV, EVAP, TWC, FR, SPK, O2S, CEC,
EVAP-VC, SPK-CC
1984
Gasoline Engines MFI PCV, EVAP, TWC, FR, SPK, O2S, CEC,
EVAP-VC, SPK-CC
1985-86
All Models SFI PCV, EVAP, TWC, FR, SPK, HO2S, CEC,
EVAP-CPCS, EVAP-VC, SPK-CC
1987-89
All Models MFI PCV, EVAP, TWC, FR, SPK, O2S, CEC,
EVAP-VC, SPK-CC
1990
All Models MFI PCV, EVAP, TWC, FR, SPK, O2S, CEC, (10)
MIL,
EVAP-VC, SPK-CC
1991-94
All Models MFI PCV, EVAP, TWC, FR, SPK, O2S, CEC, (11)
MIL,
1995-96
All Models SFI PCV, EVAP, TWC, FR, SPK, HO2S, CEC,
MIL,
1997-99
All Models SFI PCV, EVAP, TWC, FR, SPK, (12) AP, HO2S,
CEC, MIL,
2000-03
All Models SFI PCV, EVAP, TWC, FR, SPK, (12) AP, HO2S,
CEC, MIL,
(1) Major emission control systems and devices are listed in bold type; components and other related
devices are listed in light type.
(2) California.
(3) Except 2002 carbureted models.
(4) Orifice tube type.
(5) No AP on M/T models after VIN 2583405.
(6) M/T only.
(7) California M/T only.
(8) Except Federal.
(9) California high altitude M/T only.

(10) Except M3 & 535i Series.
(11) Except 1991 M3.
(12) Electric air pump is used.
ABBREVIATIONS
AP
Air Pump
CEC
Computerized Engine Controls
EVAP
Fuel Evaporative System
EVAP-CPCS
EVAP Canister Purge Control Solenoid
EVAP-VC
EVAP Vapor Canister
FR
Fill Pipe Restrictor
HO2S
Heated Oxygen Sensor
MIL
Malfunction Indicator Light
PCV
Positive Crankcase Ventilation
SFI
Sequential Fuel Injection

SPK
Spark Controls
SPK-CC
SPK Computer Controlled
TWC
Three-Way Catalytic Converter

F - BASIC TESTING
1997-98 ENGINE PERFORMANCE BMW - Basic Diagnostic Procedures
INTRODUCTION
NOTE: Vehicles are equipped with an OBD-II diagnostic system, with an OBD-II Data
Link Connector (DLC). See TESTS W/O CODES article.
The following diagnostic steps will help prevent overlooking a simple problem. This is also where to begin
diagnosis for a no-start condition.
The first step in diagnosing any driveability problem is verifying the problem with a test drive under the
conditions the problem reportedly occurred.
Before entering self-diagnostics, perform a careful and complete visual inspection. Most engine control
problems result from mechanical breakdowns, poor electrical connections or damaged/misrouted vacuum hoses.
Before condemning the computerized system, perform each test listed in this article.
NOTE: Perform all voltage tests with a Digital Volt-Ohmmeter (DVOM) with a minimum
10-megohm input impedance, unless stated otherwise in test procedure.
PRELIMINARY INSPECTION & ADJUSTMENTS

VISUAL INSPECTION
Visually inspect all electrical wiring, looking for chafed, stretched, cut or pinched wiring. Ensure electrical
connectors fit tightly and are not corroded. Ensure vacuum hoses are properly routed and are not pinched or cut.
Inspect air induction system for possible vacuum leaks.
MECHANICAL INSPECTION
Compression
pump relay before performing compression test. See DME & FUEL PUMP RELAY LOCATION table.
Ensure battery is fully charged.
2. Ensure engine coolant temperature does not exceed 95°F (35°C). Turn 2 fasteners on electric lead cover
90 degrees and remove electric lead cover. Repeat for other cover on V8 engines. Disconnect spark plug
connectors.
3. Using 16-mm Socket (121171) and Torque Limiter (121172), remove spark plugs. Use Pressure Gauge
(110162), Test Adapter (110166) and Tube Extension (110167) to check compression pressure. See
ENGINE COMPRESSION SPECIFICATIONS table.
Compression Ratio
4-Cylinder 10.0:1
6-Cylinder
M3, Z3 & 328 Series 10.2:1
323 Series 10.5:1
V8 10.0:1
All Models 142-156 psi (10-11
kg/cm2 )

Z3
DME Relay Under Left Side Of
Instrument Panel, Next To
Kick Panel
Fuel Pump Relay Right Rear Corner Of Engine
Compartment, Next To DME
ECU
3-Series (1)
5-Series & 7-Series
DME Relay Right Rear Corner Of Engine
ECU
8-Series
DME & Fuel Pump Relays Right Rear Corner Of Engine
ECU
Exhaust System Backpressure
The exhaust system can be tested with a vacuum or pressure gauge. If using a pressure gauge, remove HO2S or
air injection check valve (if equipped). Connect a 0-5 psi pressure gauge and run engine at 2500 RPM. If
exhaust system backpressure is greater than 2 psi, exhaust system or catalytic converter is plugged.
If using a vacuum gauge, connect vacuum gauge hose to intake manifold vacuum port. Start engine. Observe
vacuum gauge. Open throttle part way and hold steady. If vacuum gauge indication slowly drops after
stabilizing, inspect exhaust system for restriction.
FUEL SYSTEM
WARNING: ALWAYS relieve fuel pressure before disconnecting any fuel injection-
components.
FUEL SYSTEM PRESSURE RELEASE
Fuel system pressure release procedure is not available from manufacturer. It may be possible to remove fuel
pump relay, start engine and run engine until fuel pressure drops (engine stalls). See DME & FUEL PUMP
RELAY LOCATION table.
FUEL PRESSURE
Begin basic fuel system diagnosis by determining fuel system pressure.
1. Remove engine cover to gain access to fuel lines. Connect Pressure Gauge (133060) and "T" Fitting
(133064) in fuel lines in front of fuel pressure regulator. Block (plug) fuel return line with Fuel Hose
Clamp (133010).
2. Remove fuel pump relay. See DME & FUEL PUMP RELAY LOCATION table. Using Fuel Pump Relay
Bridging Caliper (613050) or jumper wire, connect terminals No. 87 and 30 at fuel pump relay socket.
See Fig. 3 . This will turn fuel pump on.
3. Disconnect fuel return line. Install extension hose and hold end of hose in Graduated Glass Container
(133020). Check fuel pump delivery rate. See FUEL PUMP PERFORMANCE table.
FUEL PUMP PERFORMANCE

Application Pressure psi (kg/cm2 ) Min. Vol. In 30 Sec. Pts. (L)
All Models 43 1.85 (0.9)
Fuel Pump Relay
Remove fuel pump relay. Apply battery voltage to relay terminal No. 30 and terminal No. 86. See Fig. 3 .
Ground relay terminal No. 85. Voltage should now exist at relay terminal No. 87. Replace relay if it does not
work as indicated.
NOTE: If relay does not work on vehicle, check battery feed, DME relay, ECU and
ground circuits at fuel pump relay. See WIRING DIAGRAMS article.
Fig. 3: Identifying Fuel Pump Relay Terminals & Socket
IGNITION CHECKS
SERVICING PRECAUTIONS
Direct Ignition System (DIS)
1. Ensure ignition is turned off before working on the ignition system. The engine may not be started
without a connected secondary circuit. When checking compression, remove Digital Motor Electronics
(DME) master relay.
2. DO NOT connect shielded capacitors to terminal No. 1 of the ignition coil. DO NOT connect terminal
No. 1 of the ignition coil to ground or battery positive terminal, as this will damage ignition stages in
DME control unit.
3. DO NOT connect DVOM or test light to terminal No. 1 of ignition coil while engine is running. High
tension (350 volts) is present at coil terminal No. 4, secondary ignition leads, spark plugs and ignition coil
terminal No. 1 to DME control unit.
NOTE: For location of DME and fuel pump relays, see DME & FUEL PUMP RELAY
LOCATION table under PRELIMINARY INSPECTION & ADJUSTMENTS.
DIRECT IGNITION SYSTEM
Ignition Coil Resistance
Measure primary coil resistance between terminal No. 1 and terminal No. 15. See Fig. 4 . Secondary coil
resistance cannot be measured. See IGNITION COIL RESISTANCE table.
Fig. 4: DIS Ignition Coil Schematic & Terminal Identification
Ignition Coil Primary Signal Check
1. Select cylinder mode on BMW SERVICE TESTER (Sun 2013 Engine Analyzer). Connect universal
adapter lead on tester. Connect Brown lead to known good engine ground. See Fig. 5 . Connect Black
lead to terminal No. 1 on Adapter (127020).
2. Connect adapter to ignition coil of cylinder being tested. Red lead is not used as only one cylinder can be
measured. Engine speed displayed will be reduced by a factor of 4. Produce stopped signal on
oscilloscope by pressing "R" button on tester. Combustion voltage line will be very erratic on
oscilloscope pattern (this is normal).
Ignition Voltage Too High
Check for excessive spark plug electrode gap, high compression, lean air/fuel mixture, low electrode
temperature, or burnt spark plug electrode.
Ignition Voltage Too Low
Check for insufficient spark plug electrode gap, low compression, or high electrode temperature.
Ignition Coil Secondary Signal Check
1. Connect engine analyzer and Adapter (127020) as described in IGNITION COIL PRIMARY SIGNAL
CHECK. Remove ignition coil. Connect a spark plug wire (between coil and spark plug) to cylinder being
tested. Connect inductive pick-up Blue lead, on lead to cylinder being tested. See Fig. 6 .
2. Produce stopped signal on oscilloscope by pressing "R" button on tester. Display of ignition signal on
oscilloscope will be strongest when inductive clip and Black lead are connected to same cylinder. Display
on oscilloscope may be disturbed by neighboring ignition leads (this is normal).
IGNITION COIL RESISTANCE - Ohms @ 68°F (20°C)

Primary Secondary
.8 (1) Not Measurable
(1) Specification is approximate
Fig. 5: Checking DIS Ignition Coil Primary Signal
Fig. 6: Checking DIS Ignition Coil Secondary Signal
IDLE SPEED & IGNITION TIMING

Ensure idle speed and ignition timing are set to specification. For adjustment procedures, see ADJUSTMENTS
article.
SUMMARY
If no faults were found while performing BASIC DIAGNOSTIC PROCEDURES, proceed to G - TESTS W/O
CODES article. If no hard codes are found in self-diagnostics, or vehicle does not have a self-diagnostic
system, proceed to TESTS W/O CODES article for diagnosis by symptom (i.e., ROUGH IDLE, NO START,
etc.), or intermittent diagnostic procedures.
ENGINE PERFORMANCE
Firing Order & Cylinder Identification - BMW - All Models
FIRING ORDER & CYLINDER IDENTIFICATION
NOTE: This information is intended as a quick reference for firing order and cylinder
identification only. The information provided covers many vehicles and may
include some information that does not apply to the vehicle you have currently
selected.
Engine Configuation Firing Order Cylinder Identification
In-Line 4 1-3-4-2
In-Line 6 1-5-3-6-2-4
V8 1-5-4-8-6-3-7-2
V10 1-6-5-10-2-7-3-8-4-9
V12 1-7-5-11-3-9-6-12-2-8-4-10
H - TESTS W/O CODES
1997-98 ENGINE PERFORMANCE BMW - Trouble Shooting - No Codes
INTRODUCTION
Before diagnosing symptoms or intermittent faults, perform steps in appropriate BASIC TESTING and TESTS
W/CODES articles below. Use this article to diagnose driveability problems existing when a hard fault code is
not present.
 Basic tests, see: BASIC TESTING

 Diagnostic code tests, see: TESTS W/CODES
NOTE: Some driveability problems may have been corrected by manufacturer with a
revised computer control unit. Check with manufacturer for latest chip or
computer application.
Symptom checks can direct technician to malfunctioning component(s) for further diagnosis. A symptom
should lead to a specific component, system test or an adjustment.
Use intermittent test procedures to locate driveability problems that DO NOT occur when the vehicle is being
tested. These test procedures should also be used if a soft (intermittent) trouble code was present, but no
problem was found during self-diagnostic testing.
NOTE: For component testing, see SYSTEM/COMPONENT TESTS article. For

specifications, see the ADJUSTMENTS or the SPECIFICATIONS article.
SYMPTOMS
SYMPTOM DIAGNOSIS
Symptom checks cannot be used properly unless the problem occurs while the vehicle is being tested. To reduce
diagnostic time, ensure steps in appropriate BASIC TESTING and TESTS W/CODES articles were performed
before diagnosing a symptom. See articles;
 Basic tests, see: BASIC TESTING

 Diagnostic code tests, see: TESTS W/CODES
Symptoms available for diagnosis include:
 Engine Does Not Start (Will Not Crank)

 Engine Cranks, But Fails To Start
 Engine Backfires
 Loss Of Power
 Detonation (Engine Knock)
 Stalls At Idle
 Engine Runs Rough (Off Idle)
 Rough Or Unstable Idle
 Engine Misfires - All Conditions
 Poor Fuel Economy
 Excessive Emissions
ENGINE DOES NOT START (WILL NOT CRANK)
 Loose or corroded battery terminals.

 Ensure battery is fully charged.
 Starter motor inoperative.
ENGINE CRANKS, BUT FAILS TO START
 Starter motor rotating too slowly.

 Ignition system malfunction.
 DME/Motronic control unit malfunction.
 Insufficient fuel pressure.
ENGINE BACKFIRES
 Air leak into/from exhaust system.

 Intake manifold vacuum leak.
 Burned valve.
 Lean air/fuel mixture.
 Incorrect ignition timing.
 Incorrect valve timing.
LOSS OF POWER
 Insufficient fuel pressure.

 Restricted fuel filter.
 Restricted air filter.
 Ensure engine compression is okay.
 Burned or sticking valves.
 Restricted exhaust system.
DETONATION (ENGINE KNOCK)
 Ignition timing too far advanced.

 Blown head gasket.
 Stuck thermostat (engine overheating).
 Lean fuel mixture.
 No coolant in radiator/engine (engine overheating).
 Wrong octane fuel.
STALLS AT IDLE
 Insufficient fuel pressure

 Incorrect ignition timing.
 Blocked or restricted exhaust system.
ENGINE RUNS ROUGH (OFF IDLE)
 Fouled spark plugs

 Burned or sticking valve.
 Intake manifold air leak.
 Fuel injector not operating.
ROUGH OR UNSTABLE IDLE

 Intake manifold air leak.
ENGINE MISFIRES - ALL CONDITIONS

POOR FUEL ECONOMY
 Leaking fuel injectors.

 Faulty oxygen sensor.
EXCESSIVE EMISSIONS
 Leaking fuel injectors.

 Faulty oxygen sensor.
 Faulty mass airflow sensor.
 Faulty temperature sensor.
INTERMITTENTS
INTERMITTENT PROBLEM DIAGNOSIS
Intermittent fault testing requires duplicating circuit or component failure to identify the problem. These
procedures may lead to the computer setting a fault code (on some systems) which may help in diagnosis.
If problem vehicle does not produce fault codes, monitor voltage or resistance values using a DVOM while
attempting to reproduce conditions causing intermittent fault. A status change on DVOM indicates a fault has
been located.
Use a DVOM to pinpoint faults. When monitoring voltage, ensure ignition is in ON position, or engine is
running. Ensure ignition is in OFF position or negative battery cable is disconnected when monitoring circuit
resistance. Status changes on DVOM during test procedures indicate area of fault.
TEST PROCEDURES
Intermittent Simulation
To reproduce the conditions creating an intermittent fault, use the following methods:
 Lightly vibrate component.

 Heat component.
 Wiggle or bend wiring harness.
 Spray component with water mist.
 Remove/apply vacuum source.
Monitor circuit/component voltage or resistance while simulating intermittent. If engine is running, monitor for
self-diagnostic codes. Use test results to identify a faulty component or circuit.
L - WIRING DIAGRAMS - 4-CYL
1996-97 ENGINE PERFORMANCE BMW - Wiring Diagrams - 4-Cyl.
WIRING DIAGRAMS
1996
Fig. 1: Wiring Diagram (1996 1.9L - 1 Of 2)
1997
Mode 6 - BMW
INTRODUCTION
Mode 6 is designed to allow access to the results of onboard diagnostic monitoring tests of specific
components/systems that are not continuously monitored. These systems include the catalytic converter, EVAP
system, oxygen sensor, oxygen sensor heater, EGR system, secondary AIR system, and sometimes misfire.
Mode 6 data is output from the PCM/ECM in hexadecimal form. The $ sign indicates a hexadecimal number.
Depending on the software in the scanner, the output could be displayed in hexadecimal numbers (no
conversion), raw data (conversion to decimal numbers), or measurable values (applying conversion factor to
raw data).
Before reading mode 6 information, ensure that the monitor for the information you are accessing has run to
completion. If the monitor is not complete, the mode 6 data will not be accurate.
MODE 6
Fig. 1: BMW Mode 6 Data (1 Of 2)
Fig. 2: BMW Mode 6 Data (2 Of 2)
N - REMOVE/INSTALL/OVERHAUL
1997-98 ENGINE PERFORMANCE BMW - Removal, Overhaul & Installation
INTRODUCTION
Removal, overhaul and installation procedures are covered in this article. If component removal and installation
is primarily an unbolt and bolt-on procedure, only a torque specification may be furnished.
NOTE: Removal and installation procedures are supplied for those models and/or
engines with available information.
IGNITION SYSTEM
Direct Ignition System (DIS)
1. Ensure ignition is turned off before working on the ignition system. The engine will not start without a
connected secondary circuit. When checking compression, remove Digital Motor Electronics (DME)
Electronic Control Unit (ECU) relay. See DME & FUEL PUMP RELAY LOCATION.
2. Shielded capacitors may not be connected to terminal No. 1 of the ignition coil. Terminal No. 1 of the
ignition coil may not be connected to ground or battery positive terminal, as this will damage ignition
stages in DME control unit.
3. DO NOT connect DVOM or test light to terminal No. 1 of ignition coil while engine is running. High
tension (350 volts) is present at coil terminal No. 4, secondary ignition leads, spark plugs and ignition coil
terminal No. 1 to DME Electronic Control Unit (ECU).
NOTE: For location of DME master and fuel pump relays, see DME & FUEL PUMP
RELAY LOCATION under FUEL SYSTEM PRESSURE RELEASE under FUEL
SYSTEM.
CRANKSHAFT POSITION SENSOR
Remove engine cover. See Fig. 1. Remove screw securing sensor lead above radiator hoses. Remove sensor
lead from clip holder and guide rail. Locate sensor on right side of crankshaft and remove bolt and sensor. To
Remove engine cover. See Fig. 1. Locate sensor connector near engine oil level dipstick. Remove screws and
crankshaft pulley cover. Locate sensor on right side of crankshaft and remove bolt and sensor. To install,
Remove engine cover. See Fig. 1. Locate sensor connector near front of engine. Locate sensor near front of
crankshaft and remove sensor mounting bolt. Remove sensor from bracket. To install, reverse removal
procedure.
Fig. 1: Removing Engine Cover (6-Cylinder Shown; Others Are Similar)

CAMSHAFT POSITION SENSOR (CYLINDER IDENTIFICATION SENSOR)
1. Disconnect both connectors on electrical lead duct. Cylinder identifying sensor and Digital Motor
Electronics (DME) pulse sensor are located side by side on front left side of engine, identifying sensor
being on top.
2. Remove screw securing sensor lead above radiator hoses. Remove sensor lead from clip holder. Remove
sensor. To install, reverse removal procedure.
Locate sensor connector near engine oil level dipstick. Locate sensor on front left side of engine. Remove
sensor bolt. Remove sensor. To install, reverse removal procedure.
Remove engine cover. See Fig. 1. Locate sensor on front of right cylinder head. Remove sensor. See Fig. 2.
Disconnect connector located on top of engine at harness conduit.
Fig. 2: Removing Camshaft Position Sensor

ENGINE CONTROL UNIT (ECU)
NOTE: Disconnect battery before removing Digital Motor Electronics (DME) ECU.
Disconnecting battery will clear ECU Diagnostic Trouble Codes (DTCs). Retrieve
DTCs before disconnecting battery. ECU stores certain basic driveability
values. ECU also receives different input values, depending on engine
condition, which are compared with stored values. ECU adaptive system
compares input values with stored values. ECU replacement could cause poor
engine performance before all values are adapted to engine condition. Before
exchanging ECU, ensure engine is at normal operating temperature. Remove
old ECU, install new ECU and operate vehicle at different RPMs.
ECU is located in box in right rear of engine compartment. Remove ECU box cover. Disconnect electrical
connector. Remove ECU. To install, reverse removal procedure.
CAUTION: BMW 3-series vehicles utilize either a Bosch or Siemens ECU. ECUs
cannot be interchanged.
ECU is located behind cover on firewall in right rear of engine compartment. On 4-cylinder vehicles, remove
battery. On all vehicles, remove 4 ECU cover screws. See Fig. 3. Unlock electrical connector retainer.
Disconnect electrical connector. Slide out ECU. See Fig. 4. To install, reverse removal procedure.
Fig. 3: Removing ECU Cover Screws
Fig. 4: Removing ECU
1. ECU is located in box in right rear corner of engine compartment. Open locking bracket on ECU box.
Open filter housing cover. Unhook filter housing from hinges. Unhook retaining clip and pull filter
housing upward. Remove filter housing.
2. Remove 4 ECU cover bolts. Disconnect ECU electrical connector. Remove ECU. To install, reverse
removal procedure.
IGNITION COILS
1. Remove engine cover. See Fig. 1. Disconnect ignition coil connector. Remove ignition coil nuts. Remove
ignition coil(s). See Fig. 5.
2. To install, reverse removal procedure. Install ground strap. See Fig. 6. Ensure ignition coil common
ground lead is attached to front of cylinder head, near engine lift bracket.
Fig. 5: Removing Ignition Coils (V8 Shown; Others Are Similar)

Fig. 6: Installing Ground Strap
Remove engine cover. See Fig. 1. Disconnect wiring connectors from coil. Remove ignition coil nuts. Remove
ignition coil(s). See Fig. 5. To install, reverse removal procedure.
KNOCK SENSOR
Removal (4-Cylinder)
1. Remove engine cover. See Fig. 1. Remove harness conduit from injector rail. Remove upper intake
manifold. Remove harness cover from lower intake manifold.
2. Mark knock sensor connectors for reassembly reference. Disconnect coolant hose to access knock
sensors. Remove knock sensor(s) from engine.
Installation (4-Cylinder)
Clean knock sensor contact area. When tightening sensors, ensure sensor and wiring do not interfere or chafe on
brackets or other components. Ensure sensors are plugged into correct connectors. To complete installation,
Removal (6-Cylinder)
Remove engine cover. See Fig. 1. Mark knock sensor connectors for reassembly reference. Knock sensors
connectors are located below idle speed controller. Disconnect connectors. Remove knock sensors, located on
side of engine block.
Installation (6-Cylinder)
Clean knock sensor contact surface. When tightening knock sensors, ensure sensor and wiring do not interfere
or chafe on brackets or other components. Ensure sensors are plugged into correct connectors. To complete
1. Remove engine cover. See Fig. 1. Disconnect vacuum hoses to intake manifold and throttle body. Drain
radiator and remove coolant expansion tank. Remove coolant manifold from rear of cylinder heads.
2. Disconnect fuel feed and fuel return lines at engine. Disconnect fuel lines and fuel tank vent line at engine
carrier. Disconnect fuel line and wiring from top of fuel vapor canister.
3. Loosen hose clamps on idle speed controller and throttle body. Disconnect airflow sensor connector.
Remove air cleaner housing/airflow sensor assembly. Raise and support vehicle. Disconnect oil level
sensor connector. Disconnect and remove ignition coils.
4. Disconnect crankshaft position sensor and both knock sensor connectors. Disconnect intake air
temperature sensor, idle speed potentiometer and idle speed controller connectors. Remove BMW engine
diagnostic connector socket from bracket. Disconnect connector next to BMW diagnostic connector
socket.
5. Remove bolt securing ignition coil ground wire (near engine lift bracket). Disconnect temperature gauge
and temperature sensor connectors for DME (Black connector and White connector near engine lift
bracket).
6. Completely disconnect throttle cable from engine. Remove intake manifold. Mark knock sensor
connectors for reassembly reference. Remove knock sensor(s). See Fig. 7. To install, reverse removal
procedure. Ensure knock sensors are connected to proper connectors.
Fig. 7: Removing Knock Sensors
FUEL SYSTEM
WARNING: Always relieve fuel pressure before disconnecting any fuel injection-
components.
FUEL FILTER
3-Series (E36)
Filter on firewall of vehicle: Remove cover from fuel filter. Disconnect fuel delivery line with special tool 13 3
010 before and after the fuel filter. Unfasten hose clips and remove fuel line from fuel filter.
Fig. 8: Unfasten Hose Clips And Remove Fuel Line From Fuel Filter
CAUTION: Catch and dispose off escaping fuel.
Unfasten screw and remove filter from bracket. Filter on underbody of vehicle: Unfasten screws and remove
cover from fuel filter. Disconnect fuel inlet line at points (1) and (2) with special tool 13 3 010.
Fig. 9: Unfasten Screw & Remove Filter From Bracket

CAUTION: Catch and dispose off escaping fuel.
Unfasten hose clips and remove fuel line from fuel filter. Fuel filter with quick release coupling. Push lock
toward filter while pulling off fuel hose. Unfasten screw and remove filter from bracket.
Fig. 10: Unfasten Hose Clips & Remove Fuel Line From Fuel Filter
Installation: Check direction of flow (arrow). Arrow must point towards the injection valve strip.
Fig. 11: Direction Of Flow

M52, M60, M62 & M73 (Except E36)
Switch off ignition. Unfasten screws on lower trim (1).

Fig. 12: Unfasten Screws On Lower Trim (1)
Fold lower trim to one side.
Fig. 13: Fold Lower Trim To One Side

Disconnect fuel lines with special tool 13 3 010. Catch and dispose of escaping fuel.
Fig. 14: Disconnect Fuel Lines With Special Tool 13 3 010
Illustrated here without lower trim: Unfasten hose clips. Replace hose clips.
Fig. 15: Replace Hose Clips

Unfasten screws. Remove fuel filter. Replace fuel filter.

Fig. 16: Unfasten Screws
Installation: Note installation direction of fuel filter. Direction of flow is marked with an arrow on the fuel filter.
The arrow points towards the injector strip.
Fig. 17: Direction Of Flow Is Marked With An Arrow On The Fuel Filter
The embossed designation "OUT " on outlet of fuel filter must be mounted facing the injector strip.
Fig. 18: "OUT" On Outlet Of Fuel Filter Must Be Mounted Facing Injector Strip
FUEL SYSTEM PRESSURE RELEASE
Fuel system pressure release procedure not available from manufacturer. It may be possible to remove fuel
pump relay, start engine, and run engine until fuel pressure drops (engine stalls). See DME & FUEL PUMP
RELAY LOCATION.

Z3
DME Relay Under Left Side Of Instrument
Panel, Next To Kick Panel
Compartment, Next To DME ECU
3-Series (1)
5-Series & 7-Series
8-Series
MASS AIRFLOW SENSOR
Turn ignition off. Unfasten clips between mass airflow sensor and air filter housing. Remove hose clamp.
Remove mass airflow sensor. Disconnect electrical connector. To install, reverse removal procedure.
1. Turn coupling and disconnect mass airflow sensor connector. Loosen hose clamp and pull off bellows.
2. Loosen screws or open fasteners at air cleaner assembly. Remove mass airflow sensor and bellows. See
Fig. 21. To install, reverse removal procedure. Ensure mass airflow sensor grille is not damaged during
installation.

Loosen hose clamp and pull off air intake hose. Unclip and remove upper portion of air cleaner housing.
Remove mass airflow sensor mounting bolts. To install, reverse removal procedure.
Fig. 21: Removing Mass Airflow Sensor

FUEL PUMP
Removal & Installation (Z3 & 3-Series)
1. Fuel pump is integral with right fuel level sensor. Siphon out as much fuel as possible from fuel tank.
Remove passenger seat cushion (Z3) or rear seat cushion (all others). Remove or cut insulation mat along
perforated line and fold open.
2. Remove fuel pump access cover (if equipped). Press Green unlocking ring and detach fuel delivery hose
(M3), or mark fuel hoses for installation reference and disconnect hoses (all others). Disconnect electrical
connectors. Loosen screw cap with Special Tool (161020). Remove screw cap and sealing ring. See Fig.
22. Remove fuel pump assembly.
Installation
Ensure height sensor is pressed onto inside face of fuel baffle. Rotate screen and float into fuel tank. Ensure
marker rib on fuel pump unit aligns with mark on fuel tank. Install new sealing ring. Tighten screw cap. To
Fig. 22: Removing Screw Cap & Sealing Ring

Removal (5-Series)
1. Siphon out as much fuel as possible from fuel tank. Remove rear seat. Remove or cut insulation mat
along perforated line and fold open. Remove rubber grommet. Remove 3 fuel pump/sending unit cover
screws. Disconnect electrical connectors.
2. Remove hose clamp. Disconnect hose. Loosen screw cap with Special Tool (161020 ). Lift out fuel level
sensor. Compress retaining hook on fuel pump (Black housing). Remove fuel pump from fuel baffle
(White housing). Disconnect fuel pump electrical connectors. Remove hose clamp and carefully remove
spiral hose. Remove fuel pump.
Installation
1. To prevent torsional stress, align spiral hose and cable between fuel level sensor and fuel pump. See Fig.
23. Install unit in fuel tank, ensuring both retaining hooks are aligned.
2. Ensure "O" ring is correctly aligned on intake neck. Tighten screw cap until notch can be heard and felt to
engage in toothed section on tank. To complete installation, reverse removal procedure.
Removal (7-Series)
1. Siphon out as much fuel as possible from fuel tank. Remove rear seat. Remove or cut insulation mat
along perforated line and fold open. Remove rubber grommet. See Fig. 24. Remove fuel pump/sending
unit cover. Disconnect electrical connector.
2. Disconnect fuel line. See Fig. 25. Remove 8 lid nuts. Lift up lid as far as possible and swing it upward.
Compress retaining hook on fuel pump Black housing. Remove fuel pump from fuel baffle White
housing. Remove fuel pump and sender. See Fig. 26. Remove fuel pump from sender. Remove hose
clamp and carefully remove spiral hose. Remove fuel pump.
Installation (7-Series)
1. To prevent torsional stress, align connector hose and cable between lid and fuel pump. See Fig. 27. Install
unit in fuel tank, ensuring both retaining hooks are aligned.
2. Ensure "O" ring is correctly aligned on intake neck. Install lid and tighten 8 screws in a crosswise pattern.
To complete installation, reverse removal procedure.
Fig. 23: Aligning Cable Between Fuel Level Sensor & Fuel Pump
Fig. 24: Removing Rubber Grommet
Fig. 25: Disconnecting Fuel Line
Fig. 26: Removing Fuel Pump & Sender
Fig. 27: Aligning Connector Hose & Cable Between Lid & Fuel Pump
FUEL PRESSURE REGULATOR
Remove engine front brace. Locate fuel pressure regulator on bottom side of intake manifold upper section. See
Fig. 28. Pull off fuel pressure regulator vacuum hose. Remove bolt from clamp securing fuel pressure regulator.
Pull out fuel pressure regulator. To install, reverse removal procedure.
NOTE: Fuel pressure regulator for 6-cylinder vehicles may be installed on fuel rail (type
1) or under vehicle (type 2).
Fig. 28: Locating Fuel Pressure Regulator
Removal & Installation (6-Cylinder Type 1)
Remove engine cover. See Fig. 1. Remove fuel rail and injectors. See FUEL RAIL & INJECTORS. Remove
circlip securing fuel pressure regulator. Disconnect vacuum hose. Pull out fuel pressure regulator. To install,
reverse removal procedure. Use new "O" rings. Ensure lug on circlip engages in recess in injector fuel rail.
Removal & Installation (6-Cylinder Type 2)
Remove 4 fuel pressure regulator cover bolts. Disconnect vacuum hose. Remove locking bracket. Remove fuel
pressure regulator.
CAUTION: Some fuel may leak from connections.

1. Fuel pressure regulator is located at rear of intake manifold. Remove engine cover. See Fig. 1. Remove
coolant expansion tank and BMW diagnostic connector (if necessary). Disconnect vacuum hose from
pressure regulator. Remove circlip and pull pressure regulator out of fuel rail.
2. To install, reverse removal procedure. Replace "O" rings on regulator and lubricate with petroleum jelly.
Install regulator in fuel rail. Compress circlip and engage tabs of circlip into fuel rail.
FUEL RAIL & INJECTORS
1. Remove engine cover. See Fig. 1. Pull off air duct hose and remove upper section of intake manifold
collector. Remove engine front brace and rear brace.
2. Locate pre-heater assembly (if equipped) directly under throttle body and loosen pre-heater holder until
bearing surface of pre-heater comes in contact with throttle valve.
3. Remove 9 intake manifold bolts. Lift upper section of intake manifold and pull hose off fuel pressure
regulator. Pull connector plate off fuel injectors and remove clamp.
4. Remove 2 bolts, fuel rail and fuel injectors. Remove retainer from top of fuel injector. See Fig. 29.
Remove fuel injector(s). To install, reverse removal procedure. Coat injector "O" rings with petroleum
jelly.
Fig. 29: Removing Fuel Injector Retainer
1. On 3-series, it may be necessary to remove ECU cover from right side of firewall. See ENGINE
CONTROL UNIT (ECU). Unclip plastic clips along top edge of engine compartment firewall. Remove
screws and wiring harness duct along engine compartment firewall. See Fig. 30.
2. On all models, remove engine cover. See Fig. 1. Loosen hose clamp and disconnect fuel supply hose
from fuel rail. Remove 2 bolts and pull connector plate off fuel injectors. See Fig. 31. Remove 4 bolts and
disconnect fuel rail. Pull up on fuel rail and injectors.
3. Remove retainer from top of fuel injector. See Fig. 29. Remove fuel injector(s). To install, reverse
removal procedure. Coat injector "O" rings with petroleum jelly.
1. Release fuel system pressure. See FUEL SYSTEM PRESSURE RELEASE. Remove engine cover. See
Fig. 1. Disconnect throttle cable at throttle body. Disconnect ignition coils and fuel injectors.
2. Disconnect fuel lines from fuel rail. Remove fuel rail mounting screws and pull off fuel rail with
injectors. Remove retainer from top of fuel injector. See Fig. 29. Remove fuel injector(s). To install,
reverse removal procedure. Coat injector "O" rings with petroleum jelly.
Fig. 30: Removing Wiring Harness Duct

Fig. 31: Removing Connector Plate
IDLE SPEED CONTROL VALVE
Locate idle speed control valve at rear of intake manifold, just below last runner. See Fig. 32. Disconnect idle
speed control valve electrical connector. Remove 2 nuts, pull out valve and at the same time disconnect hoses.
To install, reverse removal procedure. Ensure new idle speed control valve clicks with ignition on.
Remove air filter housing. Remove throttle valve extension. Disconnect dip stick guide tube. Disconnect idle
speed control valve electrical connector. Remove 2 bolts. Remove idle speed control valve. See Fig. 33.
Remove gasket and rubber clip. To install, reverse removal procedure.
Remove engine cover. See Fig. 1. Disconnect idle speed control valve electrical connector. Remove top of air
cleaner. Remove idle speed control valve mounting strap. Pull actuator from throttle body. To install, reverse
removal procedure.
Fig. 32: Removing Idle Speed Control Valve (4-Cylinder)

Fig. 33: Removing Idle Speed Control Valve (6-Cylinder)
INTAKE AIR TEMPERATURE SENSOR
Disconnect temperature sensor electrical connector. Press locking button and unclip temperature sensor from
intake air manifold. To install, reverse removal procedure.
Disconnect temperature sensor electrical connector. Refer to Fig. 34. Press locking button and unclip
temperature sensor. To install, reverse removal procedure.
Remove throttle body. See THROTTLE BODY. Disconnect intake air temperature sensor electrical connector.
Press locking button and unclip temperature sensor from intake air manifold. To install, reverse removal
procedure.
Fig. 34: Removing Intake Air Temperature Sensor
OXYGEN SENSOR
Locate oxygen sensor connector below battery console and remove from clip holder. Pull off cover and remove
oxygen sensor. To install, reverse removal procedure. Coat threads with anti-seize compound and install.
Tighten oxygen sensor to 41 ft. lbs. (55 N.m).
Locate oxygen sensor connector on transmission carrier and remove from clip holder. Remove oxygen sensor.
To install, reverse removal procedure. Coat threads with anti-seize compound and install. Tighten oxygen
sensor to 41 ft. lbs. (55 N.m).
Information is not available from manufacturer.
THROTTLE BODY
Disconnect accelerator and cruise control cables from throttle body. See Fig. 35. Loosen throttle body air intake
duct hose clamps and remove hoses. Disconnect throttle position switch connector and vacuum hoses. Remove
4 nuts, throttle body and gasket. To install, reverse removal procedure.
1. Remove mass airflow sensor. See MASS AIRFLOW SENSOR. Disconnect accelerator and cruise
control cables from throttle body.
2. Loosen hose clamps and remove hoses attached to bottom of throttle body. Disconnect throttle position
switch connector. Remove 4 bolts, throttle body and gasket. See Fig. 36. To install, reverse removal
procedure.
1. Remove engine cover. See Fig. 1. Disconnect mass airflow sensor, idle speed control actuator and throttle
position sensor connectors. Remove top of air cleaner housing.
2. Disconnect throttle cable, hoses and idle speed control actuator from throttle body. Remove 6 throttle
body bolts. Refer to Fig. 37. Remove throttle body. To install, reverse removal procedure.
Fig. 35: Removing Cruise Control & Accelerator Cables (4-Cylinder)
Fig. 36: Removing Throttle Body (6-Cylinder)
Fig. 37: Removing Throttle Body (V8)
Intake Manifold Bolts (4-Cylinder) 11 (15)
Oxygen Sensor 41 (55)
INCH Lbs. (N.m)
Camshaft Position Sensor 62 (7)
Crankshaft Position Sensor 62 (7)
1997 ENGINE PERFORMANCE
Self-Diagnostics
INTRODUCTION
If no faults were found while performing BASIC DIAGNOSTIC PROCEDURES , proceed with self-
diagnostics. BMW vehicles are equipped with 2 separate self-diagnostic systems. OBD-II self-diagnostic
system accesses Diagnostic Trouble Codes (DLCs) using a generic scan tool connected to vehicle Data Link
Connector (DLC). See Fig. 1-Fig. 3 . BMW self-diagnostic system accesses DTCs using special BMW
hardware and software connected to BMW engine diagnostic connector socket. See Fig. 4.
Regardless of self-diagnostic system, DME/Motronic control unit provides a substitute value if a failure occurs
in an engine performance related component, such as engine (coolant) temperature sensor, intake air
temperature sensor, airflow meter or exhaust gas oxygen sensor. See 1997 MODEL COVERAGE table. These
substitute values are canceled when normal engine operation is resumed.
NOTE: All voltage tests should be performed with a Digital Volt-Ohmmeter (DVOM) with
a minimum 10-megohm input impedance, unless specifically stated otherwise in
testing procedures.
Fig. 1: Locating OBD-II Data Link Connector (Z3)
Fig. 2: Locating OBD-II Data Link Connector (3, 5 & 8-Series)
Fig. 3: Locating OBD-II Data Link Connector (7-Series)
Fig. 4: Locating BMW Engine Diagnostic Connector Socket (4-Cylinder Engine Shown; Others Are
Similar)
The Motronic/Siemens control unit provides a substitute value if a failure occurs in an engine performance
related component, such as engine (coolant) temperature sensor, intake air temperature sensor, airflow meter or
exhaust gas oxygen sensor. These substitute values are canceled when normal engine operation is resumed.
If no DTCs are present after entering self-diagnostics, proceed to TESTS W/O CODES article for diagnosis by
symptom (i.e., ROUGH IDLE, NO START, etc.).
a minimum 10-megohm input impedance, unless specifically stated otherwise in
testing procedures.
1997 MODEL COVERAGE
Model Engine Fuel System
M3 3.2L 6-Cyl Siemens
Z3 1.9L 4-Cyl Bosch ML-Motronic
Z3 2.8L 6-Cyl Siemens
318i 1.9L 4-Cyl Bosch ML-Motronic
318is 1.9L 4-Cyl Bosch ML-Motronic
318ti 1.9L 4-Cyl Bosch ML-Motronic
328i 2.8L 6-Cyl Siemens
328is 2.8L 6-Cyl Siemens
528i 2.8L 6-Cyl Siemens
540i 4.4L V8 Bosch HFM-Motronic
740i 4.4L V8 Bosch HFM-Motronic
740iL 4.4L V8 Bosch HFM-Motronic
750iL 5.4L V12 Bosch HFM-Motronic
840Ci 4.4L V8 Bosch HFM-Motronic
850Ci 5.4L V12 Bosch HFM-Motronic
CHECK ENGINE LIGHT

CHECK ENGINE or Malfunction Indicator Light (MIL) is illuminated when any of the following occur:
 Completion of the next consecutive driving cycle where the previously faulted system is monitored again
and the emissions relevant fault is again present. See Fig. 5.
 Immediately if a catalyst damaging fault occurs.
 A malfunction of a component that can affect the emission performance of the vehicle occurs and causes
emissions to exceed 1.5 times the standard.
 An implausible input signal is generated.
 Catalyst deterioration causes HC-emissions to exceed a limit equivalent to 1.5 times the standard.
 A leak is detected in the evaporative system.
 The oxygen sensors observe no purge flow from the purge valve/evaporative system.
 Engine control module fails to enter closed-loop operation within a specified time interval.
 Engine control or automatic transmission control enters a limp home operating mode.
 Key is in the ignition on position before cranking (Bulb Check Function).
Fig. 5: BMW Drive Cycle
SELF-DIAGNOSTIC SYSTEM
BMW DIAGNOSTIC HARDWARE
NOTE: BMW utilizes several different types of diagnostic hardware: the Mobile
Diagnostic Computer (MoDiC), Diagnostic Information System Plus (DISplus)
and the newer Group Tester One (GT-1). See ON-BOARD DIAGNOSTICS.
MoDiC System
The BMW MoDiC diagnostic system was developed to meet the diagnostic needs of BMW vehicles. It
compliments the DIS tester as a diagnostic tool that enables the technician to quickly troubleshoot electronic
faults and problems with the vehicles. The advantage of the MoDiC is its mobility. The tester can go anywhere
in the workshop and to the vehicle. It can remain connected to the vehicle while it is driven to check for
intermittent problems or conditions that only occur while the vehicle is driven. The MoDiC is a personal
computer with interchangeable batteries, UNIX operating system, 3 gigabyte hard drive for data/program
storage, 32 MB working memory, 90 megahertz Pentium processor, Diagnosis Information System (DIS),
Technical Information System (TIS), Digital Multimeter, Counter, and single channel oscilloscope. Objectives
used in the development of the MoDiC included maximum functional efficiency and mobility in the workshop,
diagnostic procedures similar to the DIS, operation similar to the DIS, basic measurement techniques available,
integrated TIS function, common software CD for both the MoDiC and DIS.
DIS Plus
BMW DIS Plus diagnostic system features a comprehensive multimeter system (including an oscilloscope) that
is used to perform various tests and measurement during the diagnosis and troubleshooting procedures. Also
included is the Technical Information System (TIS). TIS is the same system that operates through dealer main
computer system.
Group Tester One (GT-1)
GT-1 replaces the MoDiC series of portable diagnostic tools. It has the same processor as the DISplus. Other
features include a DVD ROM drive, TFT color display, integrated PCMCIA card reader, integrated chip card
reader, touch screen (same as DISplus), workshop grade case, ASM-technology motherboard, temperature
operating range from 35°F to 105°F, 2.5 hours of operation with a fully charged battery, and can be powered by
vehicle battery.
A diagnostic cable is used to connect diagnostic head to a vehicle with the 20 pin underhood connector. Cable
consists of 20 pin connector, cable and 21-pin plug for connection to the head. An OBD-II diagnostic cable is
used to connect diagnostic head to OBD-II diagnostic connector.
ON-BOARD DIAGNOSTICS
Hard & Intermittent Failures
A fault code is stored within the respective control module upon first occurrence of a fault in system being
checked. CHECK ENGINE light will not be illuminated until completion of second consecutive driving cycle
where previously faulted system is again monitored and a fault is still present or a catalyst damaging fault has
occurred. If second drive cycle was not complete and specific function was not checked, PCM counts third
drive cycle as next consecutive drive cycle. CHECK ENGINE light is illuminated if function is checked and
fault is still present.
If an intermittent fault is present, and it does not cause a fault to be set through multiple drive cycles, 2
complete consecutive drive cycles with fault present are required for CHECK ENGINE light to be illuminated.
Once CHECK ENGINE light is illuminated it will remain on unless specific function has been checked without
fault through 3 complete consecutive drive cycles.
Fault code will also be cleared from memory automatically if specific function is checked through 40
consecutive drive cycles without fault being detected or with use of DIS Plus or GT-1 scan tool. To clear a
catalyst damaging fault from memory, condition under which fault occurred must be evaluated for 80
consecutive cycles without fault reoccurring.
OBD-II Diagnostics
Malfunction Indicator Light (MIL) can be diagnosed with an aftermarket scan tool that allows technicians
without BMW special tools or equipment to diagnose an emission system failure. With the use of a universal
scan tool connected to Data Link Connector (DLC), an SAE standardized DTC can be obtained, along with
condition associated with the illumination of MIL. If using a BMW scan tool, a fault code and the conditions
associated with its setting can be obtained prior to the illumination of the MIL.
OBD-II Diagnostic Trouble Codes (DTC) are designed to be identified by their alpha/numeric structure. DTCs
start with letter "P" for powertrain related systems. See Fig. 6. DTCs are stored whenever the Check Engine
Light (MIL) is illuminated. Universal diagnostic access to DTCs is via a standardized Diagnostic Link
Connector (DLC) using a standardized tester (scan tool). DTCs only provide one set of environmental operating
conditions when a fault is stored. This single freeze frame refers to vehicles environmental conditions for a
specific time when fault first occurred. Information which is stored is limited in scope. This information may
not even be specific to type of fault. See TEST GROUP IDENTIFICATION. On BMW, OBD-II monitors
following systems:
 Catalyst Monitoring.
 Misfire Monitoring.
 Evaporative (EVAP) System Monitoring.
 Secondary Air System Monitoring.
 Fuel System Monitoring.
 Oxygen Sensor Monitoring.
Fig. 6: Identifying OBD-II Diagnostic Trouble Codes
BMW Diagnostics
BMW diagnostic trouble codes are stored as soon they occur even before the Check Engine Light (MIL) comes
on. BMW codes are defined by BMW, Bosch and Siemens to provide greater detail to fault specific
information.
On Siemens systems, one set of 4 fault-specific environmental conditions are stored with the first fault
occurrence. This information can change and is specific to each fault code to aid in diagnosing. A maximum of
10 different faults containing 4 environmental conditions can be stored.
On Bosch systems, a maximum of 4 sets of 3 fault-specific environmental conditions are stored within each
fault code. This information can change and is specific to each fault code to aid in diagnosis. A maximum of 10
different faults containing 3 environmental conditions can be stored. BMW codes also store and display a time
stamp when the fault last occurred. A fault qualifier gives more specific detailed information about the type of
fault (upper limit, lower limit, disconnection, plausibility, etc.).
BMW codes are capable of recording current fault status. Code will advise whether fault is actually still present,
not currently present or intermittent. Fault specific information is stored and accessible through DIS
Plus/MoDIC or GT-1. BMW codes determine diagnostic output for BMW DIS Plus/MoDIC or GT-1.
Readiness Code
Readiness code provides status (yes/no) of the system having completed all required monitoring functions or
not. The readiness code is displayed with an aftermarket Scan Tool or the DISplus/MoDIC/GT-1. The code is a
binary (1/0) indicating the following:
 0 = Test not completed or not applicable - 6 cylinder vehicles (not ready - V8 and V12)
 1 = Test completed - 6 cylinder vehicles (ready - V8 and V12)
A readiness code must be stored after any clearing of fault memory or disconnection of PCM. A readiness code
of "0" will be stored after a complete diagnostic check of all components/systems (that can turn on Malfunction
Indicator Light) is performed. Readiness code was established to prevent anyone with an emissions related fault
and a Malfunction Indicator Light on from disconnecting battery or clearing fault memory to manipulate results
of emissions test procedure. Complete readiness code is equal to one byte (8 bits). Every bit represents one
complete test and is displayed by scan tool:
 0 = EGR monitoring (= 0, N/A with BMW)

 1 = Oxygen sensor heater monitoring
 1 = Oxygen sensor monitoring
 0 = Air condition (= 0, N/A with BMW)
 1 = Secondary air delivery monitoring
 1 = Evaporative system monitoring
 0 = Catalyst heating
 1 = Catalyst efficiency monitoring
Drive vehicle in such a manner that all tests listed above can be completed. When complete readiness code
equals "1" (ready) then all tests have been completed and system has established its readiness.
Readiness code can be checked with DISplus/MoDIC/GT-1. This is helpful in verifying that drive cycle criteria
was achieved. A repair can be confirmed before returning vehicle to customer by a successfully completed drive
cycle. See .
RETRIEVING & ERASING DIAGNOSTIC TROUBLE CODES
OBD-II and BMW Diagnostic Trouble Codes (DTC) can be retrieved or erased using BMW or a generic scan
tool connected to Data Link Connector (DLC). See Fig. 1-Fig. 3 . Follow scan tool manufacturer's instructions.
BMW diagnostic hardware directs user to a specific test routine which provides diagnostic information.
DRIVE CYCLES
For drive cycle, See Fig. 5.
SUMMARY
If no hard DTCs are present, driveability symptoms exist or intermittent DTCs exist, proceed to TESTS W/O
CODES article for diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.) or intermittent diagnosis
procedures.
DIAGNOSTIC TROUBLE CODE DEFINITIONS

DIAGNOSTIC TROUBLE CODE CROSS-REFERENCE & TABLES
BMW Diagnostic Trouble Codes (DTCs) are separated by model, test group reference, engine type and
sometimes date of manufacture. See DIAGNOSTIC TROUBLE CODE TABLE CROSS-REFERENCE
table to determine which specific table applies to a particular fuel system type, engine, and model year. Model
specific tables contain OBD-II (PCode) and BMW-specific (BMW-FC) DTCs. DTCs in model-specific tables
link to appropriate diagnosis, if available. For additional diagnosis, see TEST GROUP IDENTIFICATION.
NOTE: Diagnosis is not available for all DTCs.
DIAGNOSTIC TROUBLE CODE

Models Test Group Reference Engine Type Table Reference
(1)
M3, 328i, 328is, 528i VBM2.8VJGKEK 2.8L (M52/S52) Table A: M3, 328i, 328is &
528i, 6-Cylinder
Z3 VBM2.8VJGKFK 2.8L (M52) Table B: Z3, 6-Cylinder
Z3, 318ti & 318i VBM1.9VJGFEK 1.9L (M44) Table C: Z3, 318ti & 318i, 4-
(9/96-12/96) Cylinder (9/96-12/96)
Z3, 318ti & 318i VBM1.9VJGKFK 1.9L (M44) Table D: Z3, 318ti & 318i, 4-
(1/97-8/97) Cylinder (1/97-8/97)
540i, 740i, 740iL & VBM4.4VJGFEK 4.4L (M62) Table E: 540i, 740i, 740iL &
840Ci 840Ci, V8
750iL & 850Ci VBM5.4V8GFEK 5.4L (M73) Table F: 750iL & 850Ci, V12
(1) Test group reference identification can be found on under-hood emission label. After performing
diagnosis, go to TEST GROUP IDENTIFICATION for additional testing.
TABLE A: BMW DIAGNOSTIC TROUBLE CODES - M3, 328i, 328is & 528i (6-CYLINDER)
PCode BMW-FC PCode Text (1) Diagnostics
P0101 8 Mass Or Volume Air Flow See DTC CHART (M3, 328i, 328is &
P0111 14 Intake Air Temperature Sensor See DTC CHART (M3, 328i, 328is &
1 Circuit Range/Performance 528i 6-CYLINDER) - 4 OF 5
P0116 10 Engine Coolant Temperature See DTC CHART (M3, 328i, 328is &
P0120 ..... Throttle/Pedal Position See DTC CHART (M3, 328i, 328is &
Sensor/Switch 528i 6-CYLINDER) - 3 OF 5
Range/Performance
P0121 12 Throttle/Pedal Position (2)
Sensor/Switch "A" Circuit
Range/Performance
P0125 222 Insufficient Coolant See DTC CHART (M3, 328i, 328is &
Temperature for Closed Loop 528i 6-CYLINDER) - 4 OF 5
Fuel Control
Sensor 1) (1) 528i 6-CYLINDER) - 3 OF 5
Response (Bank 1 Sensor 1) (1) 528i 6-CYLINDER) - 3 OF 5
Detected (Bank 1 Sensor 1) (1) 528i 6-CYLINDER) - 3 OF 5
1 Sensor 1) (1) 528i 6-CYLINDER) - 3 OF 5
Response (Bank 2 Sensor 1) (1) 528i 6-CYLINDER) - 3 OF 5
Detected (Bank 2 Sensor 1) (1) 528i 6-CYLINDER) - 3 OF 5
P0170 202 Fuel Trim (Bank 1) (1) See DTC CHART (M3, 328i, 328is &
P0173 203 Fuel Trim (Bank 2) (1) See DTC CHART (M3, 328i, 328is &
P0300 0 Random/Multiple Cylinder See DTC CHART (M3, 328i, 328is &
Misfire Detected 528i 6-CYLINDER) - 1 OF 5
1 Or Single Sensor) (1) 528i 6-CYLINDER) - 5 OF 5
2) (1) 528i 6-CYLINDER) - 5 OF 5
P0335 83 Crankshaft Position Sensor "A" See DTC CHART (M3, 328i, 328is &
Circuit 528i 6-CYLINDER) - 4 OF 5
P0340 65 Camshaft Position Sensor "A" See DTC CHART (M3, 328i, 328is &
Circuit (Bank 1 Or Single 528i 6-CYLINDER) - 4 OF 5
Sensor) (1)
Switching Valve A Circuit 528i 6-CYLINDER) - 2 OF 5
Below Threshold (Bank 1) (1) 528i 6-CYLINDER) - 1 OF 5
Below Threshold (Bank 2) (1) 528i 6-CYLINDER) - 1 OF 5
528i 6-CYLINDER) - 1 OF 5-DTC
CHART (M3, 328i, 328is & 528i 6-
CYLINDER) - 2 OF 5
528i 6-CYLINDER) - 1 OF 5-DTC
CHART (M3, 328i, 328is & 528i 6-
CYLINDER) - 2 OF 5
Purge Control Valve Circuit 528i 6-CYLINDER) - 2 OF 5
Vent Control Circuit 528i 6-CYLINDER) - 1 OF 5
P0451 ..... Carbon Canister Shutoff Valve See DTC CHART (M3, 328i, 328is &
Leak Detected (Large Leak) 528i 6-CYLINDER) - 1 OF 5
P0500 214 Vehicle Speed Sensor "A" See DTC CHART (M3, 328i, 328is &
P0505 204 Idle Air Control System See DTC CHART (M3, 328i, 328is &
P0600 217 Serial Communication iLnk See DTC CHART (M3, 328i, 328is &
P0601 100 Internal Control Module See DTC CHART (M3, 328i, 328is &
Memory Check Sum Error 528i 6-CYLINDER) - 5 OF 5
P07XX ..... (3) .....
P1145 50 Solenoid Valve Running (2)
Losses Control Circuit
Electrical
(Bank 1 Sensor 1) (1)
Circuit (Bank 1 Sensor 2) (1) 528i 6-CYLINDER) - 3 OF 5
Circuit (Bank 2 Sensor 2) (1) 528i 6-CYLINDER) - 3 OF 5
(1) 528i 6-CYLINDER) - 2 OF 5
(1) 528i 6-CYLINDER) - 2 OF 5
P1396 244 Crankshaft Position Sensor See DTC CHART (M3, 328i, 328is &
Segment Timing Plausibility 528i 6-CYLINDER) - 4 OF 5
P1403 51 Carbon Canister Shutoff Valve See DTC CHART (M3, 328i, 328is &
(M73: Heated Catalyst Battery
Voltage Or Current Too Low
during Heating) - (Bank 2) (1)
(1) 528i 6-CYLINDER) - 2 OF 5
(1) 528i 6-CYLINDER) - 2 OF 5
Incorrect Flow Detected 528i 6-CYLINDER) - 2 OF 5
P1453 35 Secondary Air Injection Pump See DTC CHART (M3, 328i, 328is &
Relay Control Circuit Electrical 528i 6-CYLINDER) - 2 OF 5
P1470 196 Leakage Diagnostic Pump (2)
Control Circuit Electrical
Reed Switch Did Not Close
Clamped Tube (M52 MY99/00:
Leakage Diagnostic Pump
Reed Switch Circuit)
Reed Switch Did Not Open
Opening Solenoid Control 528i 6-CYLINDER) - 4 OF 5
P1519 212 Oil-Condition Sensor See DTC CHART (M3, 328i, 328is &
Temperature Measurement 528i 6-CYLINDER) - 4 OF 5
Position Actuator) - (Bank 1)
(1)
P1525 21 "A" Camshaft Position See DTC CHART (M3, 328i, 328is &
Actuator Control Open Circuit 528i 6-CYLINDER) - 4 OF 5
(Bank 1) (1)
Closing Coil Electrical 528i 6-CYLINDER) - 4 OF 5
P17XX ..... (3) .....
(1) Bank 1 refers to cylinders No. 1, 2 and 3, Bank 2 refers to cylinders No. 4, 5 and 6. Sensor 1 refers to
HO2S before catalytic convertor, Sensor 2 refers to HO2S after catalytic convertor.
(2) Diagnostic information is not available. Use BMW Diagnostic Information System Plus (DISplus) or
Group Tester One (GT-1) to diagnose system.
(3) These codes apply to electronically controlled transmissions. For testing procedures, see appropriate
DIAGNOSTIC article in AUTOMATIC TRANSMISSIONS.
TABLE B: BMW DIAGNOSTIC TROUBLE CODES - Z3 (6-CYLINDER)

P0101 8 Mass Or Volume Air Flow See DTC CHART (Z3 6-
P0111 14 Intake Air Temperature Sensor 1 See DTC CHART (Z3 6-
P0116 10 Engine Coolant Temperature See DTC CHART (Z3 6-
P0125 222 Insufficient Coolant Temperature See DTC CHART (Z3 6-
for Closed Loop Fuel Control CYLINDER) - 4 OF 5
1) (1) CYLINDER) - 3 OF 5
(Bank 1 Sensor 1) (1) CYLINDER) - 3 OF 5
Detected (Bank 1 Sensor 1) (1) CYLINDER) - 3 OF 5
Sensor 1) (1) CYLINDER) - 3 OF 5
Detected (Bank 2 Sensor 1) (1) CYLINDER) - 3 OF 5
P0170 202 Fuel Trim (Bank 1) (1) See DTC CHART (Z3 6-
CYLINDER) - 2 OF 5
P0173 203 Fuel Trim (Bank 2) (1) See DTC CHART (Z3 6-
CYLINDER) - 2 OF 5
CYLINDER) - 4 OF 5
CYLINDER) - 4 OF 5
CYLINDER) - 4 OF 5
CYLINDER) - 4 OF 5
CYLINDER) - 4 OF 5
CYLINDER) - 4 OF 5
P0300 ..... Misfire Detected See DTC CHART (Z3 6-
CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5
P0325 57 Knock Sensor 1 Circuit (Bank 1 See DTC CHART (Z3 6-
Or Single Sensor) (1) CYLINDER) - 5 OF 5
P0330 59 Knock Sensor 2 Circuit (Bank 2) See DTC CHART (Z3 6-
(1) CYLINDER) - 5 OF 5
P0335 83 Crankshaft Position Sensor "A" See DTC CHART (Z3 6-
Circuit CYLINDER) - 4 OF 5
P0340 65 Camshaft Position Sensor "A" See DTC CHART (Z3 6-
Circuit (Bank 1 Or Single Sensor) CYLINDER) - 4 OF 5
(1)

Switching Valve A Circuit CYLINDER) - 2 OF 5
Below Threshold (Bank 1) (1) CYLINDER) - 1 OF 5
Below Threshold (Bank 2) (1) CYLINDER) - 1 OF 5
CYLINDER) - 1 OF 5-DTC CHART
(Z3 6-CYLINDER) - 2 OF 5
Incorrect Purge Flow CYLINDER) - 1 OF 5
Leak Detected (Small Leak) CYLINDER) - 1 OF 5
Purge Control Valve Circuit CYLINDER) - 2 OF 5
Pressure Sensor CYLINDER) - 2 OF 5
P0500 214 Vehicle Speed Sensor "A" See DTC CHART (Z3 6-
CYLINDER) - 4 OF 5
P0505 204 Idle Air Control System See DTC CHART (Z3 6-
CYLINDER) - 4 OF 5
P0600 217 Serial Communication Link See DTC CHART (Z3 6-
CYLINDER) - 5 OF 5
P07XX ..... (3) .....
P1140 149 Mass Or Volume Air Flow (2)
Circuit Range/Performance
Problem
P1145 50 Solenoid Valve Running Losses (2)
P1161 122 Fuel Trim Adaptation Additive
High (Bank 2) (M52: Engine Oil (2)
Temperature Sensor Circuit) (1)
P1190 235 Pre Catalyst Fuel Trim System (2)
(Bank 1) (1)
P1191 236 Pre Catalyst Fuel Trim System (2)
(Bank 2) (1)
P1192 225 Post Catalyst Fuel Trim System (2)
(Bank 1) (1)
P1193 226 Post Catalyst Fuel Trim System (2)
(Bank 2) (1)
P1396 ..... Crankshaft Position Sensor See DTC CHART (Z3 6-
Rationality Check CYLINDER) - 4 OF 5
P1397 18 Camshaft Position Sensor "B" (2)
Circuit (Bank 1) (1)
P1403 ..... EVAP System Shut-Off Valve See DTC CHART (Z3 6-
CYLINDER) - 2 OF 5
Incorrect Flow Detected CYLINDER) - 2 OF 5
P1453 35 Secondary Air Injection Pump See DTC CHART (Z3 6-
Relay Control Circuit Electrical CYLINDER) - 2 OF 5
P1509 53 Idle-Speed Control Valve See DTC CHART (Z3 6-
Opening Solenoid Control Circuit CYLINDER) - 4 OF 5
Signal Electrical
P1519 103 Oil-Condition Sensor See DTC CHART (Z3 6-
Temperature Measurement CYLINDER) - 4 OF 5
Position Actuator Bank 1) (1)
P1525 21 "A" Camshaft Position Actuator See DTC CHART (Z3 6-
Control Open Circuit (Bank 1) (1) CYLINDER) - 4 OF 5
P1550 27 Idle-Speed Control Valve Closing See DTC CHART (Z3 6-
Coil Electrical CYLINDER) - 4 OF 5
P1593 124 DISA (Differentiated Intake (2)
Manifold) Control Circuit
Electrical
P1622 123 Map Cooling Thermostat Control (2)
Circuit Electrical
P1624 168 Pedal Position Sensor (2)
Potentiometer Supply Channel 1
Electrical (M52: Coolant
Thermostat (Coolant Temperature
Below Thermostat Regulating
Temperature)
P17XX ..... (3) .....
(1) Bank 1 refers to cylinders No. 1, 2 and 3, Bank 2 refers to cylinders No. 4, 5 and 6. Sensor 1 refers to
TABLE C: BMW DIAGNOSTIC TROUBLE CODES - Z3, 318ti & 318i (4-CYLINDER - 9/96-12/96)
PCode BMW-FC PCode Text (1) Diagnosis
Sensor 1) (1) CYLINDER - 9/96-12/96) - 2 OF 3
Response (Bank 1 Sensor 1) (1) CYLINDER - 9/96-12/96) - 2 OF 3
P0135 13 O2 Sensor Heater Circuit (Bank See DTC CHART (Z3, 318ti & 318i 4-
1 Sensor 1) (1) CYLINDER - 9/96-12/96) - 2 OF 3
P0139 17 O2 Sensor Circuit Slow (2)
Response (Bank 1 Sensor 2) (1)
P0170 26 Fuel Trim (Bank 1) (1) See DTC CHART (Z3, 318ti & 318i 4-
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
1 or Single Sensor) (1) CYLINDER - 9/96-12/96) - 3 OF 3
2) (1) CYLINDER - 9/96-12/96) - 3 OF 3
P0335 111 Crankshaft Position Sensor "A" See DTC CHART (Z3, 318ti & 318i 4-
Sensor) (1)
Below Threshold (Bank 1) (1) CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 1 OF 3
CYLINDER - 9/96-12/96) - 3 OF 3
CYLINDER - 9/96-12/96) - 3 OF 3
CYLINDER - 9/96-12/96) - 3 OF 3
(RAM) Error
(RAM) Error
P07XX ..... (3) .....
Problem
Malfunction (Bank 1) (1) CYLINDER - 9/96-12/96) - 1 OF 3
P1176 16 O2 Sensor Slow Response (2)
(Bank 1) (1)
Circuit (Bank 1 Sensor 2) (1) CYLINDER - 9/96-12/96) - 2 OF 3
P1386 220 Control Module Self-Test, (2)
Knock Control Circuit Baseline
Test (Bank 1) (1)
P1396 ..... Crankshaft Position Sensor See DTC CHART (Z3, 318ti & 318i 4-
Electrical
P1585 8 Misfire Detected With Low (2)
Fuel
Knock Control Test Pulse
(Bank 1) (1)
P1690 165 Malfunction Indicator Lamp (2)
(MIL) Control Circuit
Electrical
P17XX ..... (3) .....
(1) Bank 1 refers to cylinders No. 1 and 2, Bank 2 refers to cylinders No. 3 and 4. Sensor 1 refers to
TABLE D: BMW DIAGNOSTIC TROUBLE CODES - Z3, 318ti & 318i (4-CYLINDER - 1/97-8/97)
Response (Bank 1 Sensor 1) (1) CYLINDER - 1/97-8/97) - 2 OF 3
P0135 13 O2 Sensor Heater Circuit See DTC CHART (Z3, 318ti & 318i 4-
(Bank 1 Sensor 1) (1) CYLINDER - 1/97-8/97) - 2 OF 3
P0170 26 Fuel Trim (Bank 1) (1) See DTC CHART (Z3, 318ti & 318i 4-
CYLINDER - 1/97-8/97) - 2 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
1 Or Single Sensor) (1) CYLINDER - 1/97-8/97) - 3 OF 3
2) (1) CYLINDER - 1/97-8/97) - 3 OF 3
P0335 111 Crankshaft Position Sensor See DTC CHART (Z3, 318ti & 318i 4-
"A" Circuit CYLINDER - 1/97-8/97) - 3 OF 3
Sensor) (1)
Below Threshold (Bank 1) (1) CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 1 OF 3
Leak Detected (Small Leak) CYLINDER - 1/97-8/97) - 1 OF 3
P0446 ..... Evaporative Emission Purge See DTC CHART (Z3, 318ti & 318i 4-
System CYLINDER - 1/97-8/97) - 1 OF 3
Pressure Sensor/Switch CYLINDER - 1/97-8/97) - 1 OF 3
Range/Performance
Leak Detected (Large Leak) CYLINDER - 1/97-8/97) - 1 OF 3
CYLINDER - 1/97-8/97) - 3 OF 3
CYLINDER - 1/97-8/97) - 3 OF 3
CYLINDER - 1/97-8/97) - 3 OF 3
(RAM) Error
(RAM) Error
P07XX ..... (3) .....
Problem
Electrical
Malfunction (Bank 1) (1) CYLINDER - 1/97-8/97) - 2 OF 3
Circuit (Bank 1 Sensor 2) (1) CYLINDER - 1/97-8/97) - 2 OF 3
Knock Control Circuit
Baseline Test (Bank 1) (1)
P1403 ..... EVAP System Shut Off Valve See DTC CHART (Z3, 318ti & 318i 4-
CYLINDER - 1/97-8/97) - 1 OF 3
P1423 80 Secondary Air System (Bank See DTC CHART (Z3, 318ti & 318i 4-
1) (1) CYLINDER - 1/97-8/97) - 2 OF 3
P1453 84 Secondary Air Injection Pump See DTC CHART (Z3, 318ti & 318i 4-
Relay Control Circuit CYLINDER - 1/97-8/97) - 2 OF 3
Electrical
Electrical
P1585 8 Misfire Detected with Low (2)
Fuel
(Bank 1) (1)
Electrical
P17XX ..... (3) .....
(1) Bank 1 refers to cylinders No. 1 and 2, Bank 2 refers to cylinders No. 3 and 4. Sensor 1 refers to
TABLE E: BMW DIAGNOSTIC TROUBLE CODES - 540i, 740i, 740iL & 840Ci (V8)
P0100 115 Mass Or Volume Air Flow See DTC CHART (540i, 740i, 740iL &
Circuit 840Ci V8) - 2 OF 3
P0111 124 Intake Air Temperature See DTC CHART (540i, 740i, 740iL &
Sensor 1 Circuit 840Ci V8) - 3 OF 3
Range/Performance
P0116 123 Engine Coolant Temperature See DTC CHART (540i, 740i, 740iL &
Circuit Range/Performance 840Ci V8) - 2 OF 3
P0120 117 Throttle/Pedal Position See DTC CHART (540i, 740i, 740iL &
Sensor/Switch "A" Circuit 840Ci V8) - 2 OF 3
P0130 10 O2 Sensor Circuit (Bank 1 See DTC CHART (540i, 740i, 740iL &
Sensor 1) (1) 840Ci V8) - 2 OF 3
Response (Bank 1 Sensor 1) 840Ci V8) - 2 OF 3
(1)
(Bank 1 Sensor 1) (1) 840Ci V8) - 2 OF 3
Sensor 2) (1) 840Ci V8) - 2 OF 3
Response (Bank 1 Sensor 2)
(1)
Sensor 1) (1) 840Ci V8) - 2 OF 3
Response (Bank 2 Sensor 1) 840Ci V8) - 2 OF 3
(1)
(Bank 2 Sensor 1) (1) 840Ci V8) - 2 OF 3
Sensor 2) (1) 840Ci V8) - 2 OF 3
(1)
P0170 26 Fuel Trim (Bank 1) (1) See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 1 OF 3
P0173 34 Fuel Trim (Bank 2) (1) See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 1 OF 3
P0300 62 Random/Multiple Cylinder See DTC CHART (540i, 740i, 740iL &
Misfire Detected 840Ci V8) - 1 OF 3
P0300 75 Random/Multiple Cylinder See DTC CHART (540i, 740i, 740iL &
Misfire Detected 840Ci V8) - 1 OF 3
P0301 50 Cylinder 1 Misfire Detected See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
840Ci V8) - 1 OF 3
P0325 210 Knock Sensor 1 Circuit (Bank See DTC CHART (540i, 740i, 740iL &
1 Or Single Sensor) (1) 840Ci V8) - 3 OF 3
P0330 211 Knock Sensor 2 Circuit (Bank See DTC CHART (540i, 740i, 740iL &
2) (1) 840Ci V8) - 3 OF 3
P0335 111 Crankshaft Position Sensor See DTC CHART (540i, 740i, 740iL &
"A" Circuit 840Ci V8) - 3 OF 3
P0340 112 Camshaft Position Sensor "A" See DTC CHART (540i, 740i, 740iL &
Circuit (Bank 1 Or Single 840Ci V8) - 3 OF 3
Sensor) (1)
P0420 40 Catalyst System Efficiency See DTC CHART (540i, 740i, 740iL &
Below Threshold (Bank 1) (1) 840Ci V8) - 1 OF 3
P0430 45 Catalyst System Efficiency (2)
Below Threshold (Bank 2) (1)
P0440 93 Evaporative Emission System See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 1 OF 3
P0443 98 Evaporative Emission System See DTC CHART (540i, 740i, 740iL &
Purge Control Valve Circuit 840Ci V8) - 1 OF 3
P0500 120 Vehicle Speed Sensor "A" See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 3 OF 3
P0505 32 Idle Air Control System See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 3 OF 3
P0600 6 Serial Communication Link See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 3 OF 3
P0600 236 Serial Communication Link See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 3 OF 3
Memory Check Sum Error 840Ci V8) - 3 OF 3
P0603 102 Internal Control Module Keep See DTC CHART (540i, 740i, 740iL &
Alive Memory (KAM) Error 840Ci V8) - 3 OF 3
(RAM) Error
(RAM) Error
P07XX ..... (3) .....
P1140 121 Mass Or Volume Air Flow See DTC CHART (540i, 740i, 740iL &
Circuit Range/Performance 840Ci V8) - 2 OF 3
Problem
P1166 130 Oxygen Sensors Swapped (2)
Malfunction (Bank 1) (1) 840Ci V8) - 1 OF 3
Additive Malfunction (Bank 840Ci V8) - 1 OF 3
2) (1)
Circuit (Bank 1 Sensor 2) (1) 840Ci V8) - 2 OF 3
Circuit (Bank 2 Sensor 2) (1) 840Ci V8) - 2 OF 3
840Ci V8) - 3 OF 3
840Ci V8) - 3 OF 3
P1396 ..... Crankshaft Position Sensor See DTC CHART (540i, 740i, 740iL &
840Ci V8) - 3 OF 3
Opening Solenoid Control 840Ci V8) - 3 OF 3
Closing Coil Electrical 840Ci V8) - 3 OF 3
P1585 8 Misfire Detected with Low (2)
Fuel
(Bank 1) (1)
Electrical
P17XX ..... (3) .....
(1) Bank 1 refers to cylinders on right side of engine, Bank 2 refers to cylinders on left side of engine.
Sensor 1 refers to HO2S before catalytic convertor, Sensor 2 refers to HO2S after catalytic convertor.
TABLE F: BMW DIAGNOSTIC TROUBLE CODES - 750iL & 850Ci (V12)

P0100 115 Mass Or Volume Air Flow See DTC CHART (750iL & 850Ci V12)
Circuit - 2 OF 4
P0111 124 Intake Air Temperature See DTC CHART (750iL & 850Ci V12)
Sensor 1 Circuit - 3 OF 4
Range/Performance
P0116 123 Engine Coolant Temperature See DTC CHART (750iL & 850Ci V12)
Circuit Range/Performance - 3 OF 4
Sensor 1) (1) - 2 OF 4
(1)
(1)
(Bank 1 Sensor 1) (1) - 2 OF 4
Sensor 2) (1) - 2 OF 4
(1)
P0141 14 O2 Sensor Heater Circuit (2)

Sensor 1) (1) - 2 OF 4
(1)
(1)
(Bank 2 Sensor 1) (1) - 2 OF 4
Sensor 2) (1) - 2 OF 4
(1)
P0161 4 O2 Sensor Heater Circuit (2)

P0170 26 Fuel Trim (Bank 1) (1) See DTC CHART (750iL & 850Ci V12)
- 2 OF 4
- 2 OF 4
- 2 OF 4
- 2 OF 4
- 2 OF 4
- 2 OF 4
Cylinder 1 - 3 OF 4
Cylinder 2 - 3 OF 4
Cylinder 3 - 3 OF 4
Cylinder 4 - 3 OF 4
Cylinder 5 - 3 OF 4
Cylinder 6 - 3 OF 4
Cylinder 7 - 3 OF 4
Cylinder 8 - 3 OF 4
Cylinder 9 - 3 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
- 1 OF 4
(Bank 1 Or Single Sensor) - 4 OF 4
(1)
(Bank 2) (1) - 4 OF 4
"A" Circuit - 3 OF 4
P0340 112 Camshaft Position Sensor See DTC CHART (750iL & 850Ci V12)
"A" Circuit (Bank 1 Or - 3 OF 4
Single Sensor) (1)
P0410 208 Secondary Air Injection (2)

System
Below Threshold (Bank 1)
(1)
(1)

Below Threshold (Bank 2)
(1)
(1)
System - 1 OF 4
P0442 183 Evaporative Emission (2)
System Leak Detected
(Small Leak)
System Purge Control Valve - 1 OF 4
Circuit
P0443 98 Evaporative Emission (2)
System Purge Control Valve
Circuit
P0500 120 Vehicle Speed Sensor "A" See DTC CHART (750iL & 850Ci V12)
- 3 OF 4
P0505 32 Idle Air Control System See DTC CHART (750iL & 850Ci V12)
- 3 OF 4
- 3 OF 4
- 3 OF 4
- 3 OF 4
- 3 OF 4
Keep Alive Memory (KAM) - 3 OF 4
Error
(RAM) Error
(RAM) Error
P07XX ..... (3) .....
Electrical
P1166 130 Oxygen Sensors Swapped (2)
- 2 OF 4
- 2 OF 4
(Bank 1) (1)

(Bank 2) (1)
- 2 OF 4
- 2 OF 4
P1188 28 Fuel Control (Bank 1 Sensor (2)
1) (1)
P1189 36 Fuel Control (Bank 2 Sensor (2)
1) (1)
P1270 140 Control Module Self-Test, See DTC CHART (750iL & 850Ci V12)
Torque Monitoring (M73: - 2 OF 4
Mass Air Flow Sensor Bank
Comparison Plausibility)
P1280 250 AIS Assisted Injection (2)
System Circuit (Bank 1) (1)
P1283 29 Switching Solenoid for Air (2)

Assisted Injection Valves
(Bank 1) (1)
P1287 77 Switching Solenoid for Air (2)
Assisted Injection Valves
(Bank 2) (1)
P1301 190 Ignition Monitoring Cylinder (2)
1 Spark Duration Too Short
P1383 203 Ignition Monitoring See DTC CHART (750iL & 850Ci V12)
Malfunction - 3 OF 4
- 4 OF 4
- 4 OF 4
Segment Timing Plausibility - 3 OF 4
P1411 ..... Secondary Air System (Bank See DTC CHART (750iL & 850Ci V12)
1) (1) - 2 OF 4
P1423 80 Secondary Air System (Bank See DTC CHART (750iL & 850Ci V12)
1) (1) - 2 OF 4
P1453 84 Secondary Air Injection (2)
Pump Relay Control Circuit
Electrical
P1453 85 Secondary Air Injection See DTC CHART (750iL & 850Ci V12)
Pump Relay Control Circuit - 2 OF 4
Electrical
Reed Switch Did Not Close
Clamped Tube (M52 MY
99/00: Leakage Diagnostic
Pump Reed Switch Circuit
P1585 8 Misfire Detected With Low (2)
Fuel
P17XX ..... (3) .....
(1) Bank 1 refers to cylinders on right side of engine, Bank 2 refers to cylinders on left side of engine.
Sensor 1 refers to HO2S before catalytic convertor, Sensor 2 refers to HO2S after catalytic convertor.
DTC Chart (M3, 328i, 328is & 528i 6-Cylinder) - 1 Of 5

Fig. 7: DTC Chart (M3, 328i, 328is & 528i 6-Cylinder) - 1 Of 5




DTC Chart (Z3 6-Cylinder) - 1 Of 5

Fig. 12: DTC Chart (Z3 6-Cylinder) - 1 Of 5




DTC Chart (Z3, 318ti & 318i 4-Cylinder - 9/96-12/96) - 1 Of 3

Fig. 17: DTC Chart (Z3, 318ti & 318i 4-Cylinder - 9/96-12/96) - 1 Of 3





DTC Chart (540i, 740i, 740iL & 840Ci V8) - 1 Of 3

Fig. 23: DTC Chart (540i, 740i, 740iL & 840Ci V8) - 1 Of 3


DTC Chart (750iL & 850Ci V12) - 1 Of 4

Fig. 26: DTC Chart (750iL & 850Ci V12) - 1 Of 4



COMPONENT LOCATIONS
For component location information, see ELECTRICAL COMPONENT LOCATIONS - M3 ,
ELECTRICAL COMPONENT LOCATIONS - Z3 , ELECTRICAL COMPONENT LOCATIONS -
318ti , ELECTRICAL COMPONENT LOCATIONS - 318 & 328 Series , ELECTRICAL COMPONENT
LOCATIONS - 5 Series , ELECTRICAL COMPONENT LOCATIONS - 7 Series or ELECTRICAL
COMPONENT LOCATIONS - 8 Series article.
CONNECTOR IDENTIFICATION
Depending on model, control module uses an 88-pin connector or a combination of a 9-pin, 24-pin, 40-pin or
52-pin connector. For control module connector identification, see Fig. 30-Fig. 34 .
Fig. 30: Control Module Connector Terminal Identification (88-Pin Connector)

TEST GROUP IDENTIFICATION

BMW supplies test group information in the following 6 categories:
 CATALYST MONITORING
 MISFIRE MONITORING
 EVAPORATIVE SYSTEM MONITORING
 SECONDARY AIR SYSTEM MONITORING
 FUEL SYSTEM MONITORING
 OXYGEN SENSOR MONITORING
Specific engine family test group identification number (for example: WBMXV02.8M52 ) can be found on
emission label in engine compartment. To cross reference test group category (catalyst monitoring, misfire
monitoring, etc.) see BMW TEST GROUP IDENTIFICATION table.
BMW TEST GROUP IDENTIFICATION

Engine Family Test Group (1) Engine Type Models
Catalyst Monitoring
VBM1.9VJGFEK & VBM1.9VJGKFK 4-Cyl., M44 Z3, 318ti & 318i
VBM2.8VJGKFK 6-Cyl., M52 M3, 328i, 328is &
528i
VBM2.8VJGKEK 6-Cyl., M52 Z3
VBM4.4VJGFEK 8-Cyl., M62 540i, 740i, 740iL &
840Ci
VBM5.4V8GFEK 12-Cyl., M73 750iL & 850Ci
Misfire Monitoring
528i
840Ci
Evaporative System Monitoring
VBM1.9VJGFEK 4-Cyl., M44 Z3, 318ti & 318i
VBM1.9VJGKFK 4-Cyl., M44 Z3, 318ti & 318i
528i
840Ci
Secondary Air System Monitoring
528i
Fuel System Monitoring
YBM1.9VJGFEK & VBM1.9VJGKFK 4-Cyl., M44 Z3, 318ti & 318i
528i
840Ci
Oxygen Sensor Monitoring
VBM2.8VJGKEK 6-Cyl., M52 M3, 328i, 328is &
528i
VBM2.8VJGKFK 6-Cyl., M52 Z3
840Ci
VBM5.4VJGFEK 12-Cyl., M73 750iL & 850Ci
(1) Test group reference identification can be found on under-hood emission label. LEV stands for Low
Emission Vehicle. ULEV stands for Ultra Low Emission Vehicle. TLEV stands for Transitional Low
Emission Vehicle.
CATALYST MONITORING
Test Group VBM1.9VJGFEK & VBM1.9VJGKFK
General Description - Catalyst monitoring is based on monitoring its oxygen storage capability. Engine closed
loop feedback control generates lambda (air/fuel ratio) oscillations in the exhaust gas. These oscillations are
dampened by oxygen storage activity of catalyst. Amplitude of remaining lambda oscillations downstream of
catalyst indicates storage capability. In order to determine catalyst efficiency, amplitude ratio of signal
oscillations of upstream and downstream lambda sensors are compared. This information is evaluated separately
in different engine load and speed ranges. If there is an indication of low storage capability in a certain number
of operating ranges, a defective catalyst is recognized. See Fig. 35-Fig. 36 .
Computation Of Amplitude Ratio - The first step is the computation of amplitude of signal oscillations of
lambda sensor upstream versus downstream of catalyst. This is accomplished by extracting oscillating signal
component, computing absolute value and averaging over time. Quotient of downstream amplitude value
divided by upstream amplitude value is called Amplitude Ratio (AR). This AR is the basic information
necessary for catalyst monitoring. It is computed continuously over a certain engine and speed range. Signal
paths for both sensor signals are identical. Variations like an increase of control frequency affect both signal
paths in the same way and are compensated by the division.
Post Processing - Actual amplitude ratio is compared with a limit value according to load and speed range
engine is operating in. Result of this comparison, difference of both values, is accumulated separately for each
range. Therefore, even short time periods of driving in a certain range yield additional information. By using
separate load and speed ranges in combination with accumulation of information, a monitoring result can be
obtained during an FTP cycle.
Fault Evaluation - Accumulated information about amplitude ratio becomes more and more reliable as
different load and speed ranges are used during a driving cycle. If amplitude ratio is greater than a fixed map
value, a fault is detected and an internal fault flag will be set. If fault is detected again in next trip, MIL will be
illuminated.
Check Of Monitoring Conditions - Monitoring principle is based on detection of relevant oscillations of

downstream sensor signal during regular lambda control. It is necessary to check driving conditions for
exceptions where no regular lambda control is possible (such as fuel cut-off). During such periods, and for a
certain time afterward, computations of amplitude values and post processing is halted. Therefore, a distortion
of monitoring information is avoided.
Fig. 35: Catalyst Monitoring Structure Flow Chart (Test Group VBM1.9VJGFEK, VBM1.9VJGKFK,
VBM4.4VJGFEK & VBM5.4V8GFEK)
Fig. 36: Block Diagram Of Catalyst Monitoring System Operation (Test Group VBM1.9VJGFEK,
VBM1.9VJGKFK, VBM4.4VJGFEK & VBM5.4V8GFEK)
Test Group VBM2.8VJGKEK & VBM2.8VJGKFK
Catalyst Monitoring General Description - Catalyst monitoring is based on monitoring its oxygen storage
capability. The engine closed loop feedback control generates lambda (air/fuel ratio) oscillations in the exhaust
gas. These oscillations are dampened by the oxygen storage activity of the catalyst. The amplitude of the
remaining lambda oscillations downstream of the catalyst indicates the storage capability.
1. Monitoring Procedure - In order to determine the efficiency the lean and rich time periods of the oxygen
sensors up and downstream will be compared. See Fig. 37. The smaller of the two ratios determined is
used for further processing. The cycle counter is incremented by one after each cycle. If the counter
reaches a predetermined number of checks (235 lambda controller cycles) and the sum of all ratios
determined is greater than a fixed value a fault will be stored in the computer memory. The monitoring
procedure is then terminated until the engine is shut-off and started again.
2. Monitoring Structure - See Fig. 38.
3. Block Diagram Of System - See Fig. 39.
NOTE: The conversion efficiency of both catalyst systems (Cyl. 1-3 and Cyl. 4-6)
are separately monitored.
Fig. 37: Monitoring Oxygen Sensor Efficiency (Test Group VBM2.8VJGKEK & VBM2.8VJGKFK)
Fig. 38: Catalyst Monitoring Structure Flow Chart (Test Group VBM2.8VJGKEK & VBM2.8VJGKFK)
Fig. 39: Catalyst Monitoring System Operation Diagram (Test Group VBM2.8VJGKEK &
VBM2.8VJGKFK)
Test Group VBM4.4VJGFEK & VBM5.4V8GFEK
Catalyst Monitoring General Description - Catalyst monitoring is based on monitoring catalyst's oxygen
storage capability. Engine closed loop feedback control generates lambda (air/fuel ratio) oscillations in the
exhaust gas. These oscillations are dampened by the oxygen storage activity of the catalyst. The amplitude of
the remaining lambda oscillations downstream of the catalyst indicates storage capability. In order to determine
catalyst efficiency the amplitude ratio of the signal oscillations of upstream and downstream lambda sensors are
compared. This information is evaluated separately in different engine load and speed ranges. If there is an
indication of low storage capability in a certain number of operating ranges, a defective catalyst is recognized.
Monitoring Structure -
1. Catalyst Monitoring Structure - For catalyst monitoring structure flow chart and block diagram of
system operation, see Fig. 35 and Fig. 36 .
2. Computation Of The Amplitude Ratio - The first step in catalyst monitoring is computation of the
amplitude of the signal oscillations of the lambda sensor upstream versus downstream of the catalyst.
This is accomplished by extracting the oscillating signal component, computing the absolute value and
averaging over time. The quotient of downstream amplitude value divided by upstream amplitude value is
called Amplitude Ratio (AR). AR is the basic information necessary for catalyst monitoring. It is
computed continuously over certain engine and speed ranges. The signal paths for both sensor signals are
identical. Thus variations like an increase of the control frequency affects both signal paths in the same
way and are compensated by the division.
3. Postprocessing - The actual AR is compared with a limit value according to the load and speed range the
engine is operating in. The result of this comparison, the difference of both values, is accumulated
separately for each range. Thus, even short time periods of driving in a certain range yield additional
information. By using separate load and speed ranges in combination with the accumulation of
information a monitoring result can be obtained during an FTP cycle.
4. Fault Evaluation - Accumulated information about the AR becomes more and more reliable as different
load and speed ranges are used during a driving cycle. If the AR is greater than fixed map values a fault is
detected and an internal fault flag will be set. If the fault is detected again in the next trip the MIL will be
illuminated.
5. Check Of Monitoring Conditions - The monitoring principle is based on the detection of relevant
oscillations of the downstream sensor signal during regular lambda control. It is necessary to check the
driving conditions for exceptions where no regular lambda control is possible, e.g. fuel cut-off. During
such periods, and for a certain time afterwards, the computations of the amplitude values and the
postprocessing is halted. Thus, a distortion of the monitoring information is avoided.
MISFIRE MONITORING
Test Groups VBM1.9VJGFEK & VBM1.9VJGKFK
General Description - Method of engine misfire detection is based on evaluating engine speed fluctuations. To
detect misfiring at any cylinder, torque of each cylinder is evaluated by metering time between two ignition
events, which is a measure for mean value of speed of this angular segment. This means a change of engine
torque results in a change of engine speed. Additionally, influence of load torque will be determined. This
means influences of different road surfaces (pavement, pot holes etc.). If mean engine speed is measured,
influences caused by road surfaces have to be eliminated. This method consists of following main parts: data
acquisition, adaptation of sensor wheel is included, calculation of engine roughness, comparison with a
threshold depending on operating points, some extreme conditions during which misfire detections should be
disabled for a short time, and fault processing counting procedure of single misfire events. See Fig. 40.
Data Acquisition - Duration of crankshaft segments is measured continuously for every combustion cycle.
Sensor Wheel Adaptation - Within a defined engine speed range and during fuel cut-off, adaptation of sensor
wheel tolerances, instead of misfire detection, is carried out. With progressing adaptation, sensitivity of misfire
detection is increasing. Adaptation values are stored in a non-volatile memory and taken into consideration for
calculation of the engine roughness.
Misfire Detection - The following operating steps are performed for each measured segment corrected by
sensor wheel adaptation.
Calculation Of Engine Roughness - Engine roughness is derived from differences of segment durations.
Different statistical methods are used to distinguish between normal changes of segment duration and changes
due to misfiring.
Detecting Multiple Misfiring - If several cylinders are misfiring (alternating one combustion/one misfire
event), calculated engine roughness values may be that low, so that threshold is not exceeded during misfiring
and therefore misfiring would not be detected. Based on this fact, periodicity of engine roughness value is used
as additional information during multiple misfiring. Engine roughness value is filtered and a new multiple filter
value is created. If this filter value increases due to multiple misfiring, roughness threshold is decreased. By
applying this strategy, multiple misfiring is detected reliably. Degree of misfire evaluated in 1000 revolutions
increments which would cause a durability demonstration vehicle to fail an inspection and maintenance
program tailpipe emission test is 20 percent.
Calculation Of Engine Roughness Threshold Value - Engine roughness threshold value consists of base
value, which is determined by a load/speed dependent map. During warm-up, a coolant temperature dependent
correction value is added. In case of multiple misfiring, threshold is reduced by an adjustable factor. Without
sufficient sensor wheel adaptation, engine roughness threshold is limited to a speed dependent minimum value.
A change of threshold toward a smaller value is limited by a variation constant.
Determination Of Misfiring - Misfire detection is performed by comparing engine roughness threshold value
with engine roughness value.
Statistics & Fault Processing - Within an interval of 1000 crankshaft revolutions, detected misfiring events are
added for each cylinder. If sum of all cylinder misfire incidents exceeds a predetermined value, fault code for
emission relevant misfiring is preliminary stored. If only one cylinder is misfiring, a cylinder selective fault
code is stored. If more than one cylinder is misfiring, fault code for multiple misfiring is also stored. Within an
interval of 200 crankshaft revolutions, detected number of misfiring events is weighted and calculated for each
cylinder. Weighting factor is determined by a load/speed dependent map. If sum of cylinder misfire incidents
exceeds a predetermined value, fault code for indicating catalyst damage relevant misfiring is stored and MIL is
illuminated (blinking). If cylinder selective count exceeds predetermined threshold, following measures take
place: lambda closed loop system is switched to open-loop and cylinder selective fault code is stored. If more
than one cylinder is misfiring, fault code for multiple misfire is also stored. Fuel supply to respective cylinder is
cut-off. All misfire counters are reset after each interval. See Fig. 41.
Fig. 40: Misfire Monitoring Structure (Test Groups VBM1.9VJGFEK, VBM1.9VJGKFK,
VBM2.8VJGKEK & VBM2.8VJGKFK)
Fig. 41: Fault Processing Flow Chart Statistics (Test Groups VBM1.9VJGFEK, VBM1.9VJGKFK,
1. Misfire Monitoring General Description

 Measure Principle - Method of engine misfire detection is based on monitoring crankshaft
acceleration. Engine roughness is derived from differences from segment periods (120 degree crank
angle) durations which are corrected and compared to a load and engine-speed dependent
thresholds. Different statistical methods are used to distinguish between normal changes of segment
duration and changes due to misfire. See Fig. 42. Segment periods are measured through an angular
range of 120 degree crank angle. The segment starts 78 degrees before TDC. Beginning and end of
the segments are located at the same angle. Duration of crankshaft segments is measured
continuously.
 Sensor Wheel Adaptation - To eliminate manufacturing tolerances and off-center installation,
adaptation of sensor wheel tolerances is carried out during fuel cut-off. Segment periods are
corrected by adaptation values. With progressing adaptation, sensitivity of misfire detection is
increased.
 Calculation Of Engine Roughness Threshold Value - Engine roughness threshold value consists
of base value, which is determined by a load/speed dependent map. During warm-up, base value is
multiplied by a coolant temperature dependent correction value. Without sufficient sensor wheel
adaptation, engine roughness threshold is limited depending on wheel tolerances expected.
2. Misfire Monitoring Structure - For misfire monitoring flow chart, see Fig. 40.
3. Fault Processing - For fault processing flow chart, see Fig. 43.
 Error Window - Within an interval of 200-1000 crankshaft revolutions, "error windows" to check
for similar engine conditions are determined. Upon detection of misfire, window is extended if
current operating point is not within the window.
 Engine Operating Point Window - Engine operating window is updated with each segment
without misfire.
 Misfire Detection (Emission Increase) - Within an interval of 1000 crankshaft revolutions (3000
segments), detected misfire events are added for each cylinder. If sum of all cylinder misfire
incidents exceed a predetermined value, a fault code is stored. If more than one cylinder is
misfiring, all misfiring cylinders will be specified and individual fault codes for all misfiring
cylinders and for multiple cylinder will be stored.
Within an interval of 200 crankshaft revolutions, detected number of misfiring events is weighted
and calculated for each cylinder. Weighting factor is determined by a load/speed dependent map. If
sum of cylinder misfire incidents exceeds a predetermined value, a fault code is stored and MIL is
illuminated immediately. If cylinder selective count exceeds predetermined threshold, following
measures take place:
A. Lambda closed loop system is switched to open loop.
B. Cylinder selective fault code is stored.
C. If more than one cylinder is misfiring, fault codes for all individual cylinders and for multiple
cylinders will be stored.
D. Fuel supply to respective cylinder is cut-off.
All misfire counters are reset after each interval.
Fig. 42: Misfire Monitoring Segment Period Measurement (Test Group VBM2.8VJGKEK &
VBM2.8VJGKFK)
Fig. 43: Fault Processing (Test Group VBM2.8VJGKEK & VBM2.8VJGKFK)
Misfire Monitoring General Description - The method of engine misfire detection is based on evaluating the
engine speed fluctuations. In order to detect misfiring at any cylinder, the torque of each cylinder is evaluated
by metering the time between two ignition events, which is a measure for the mean value of the speed of this
angular segment. This means, a change of the engine torque results in a change of the engine speed.
Additionally the influence of the load torque will be determined. This means, the influences of different road
surfaces, e. g. pavement, pot holes, etc.
If the mean engine speed is measured, influences caused by road surfaces have to be eliminated. This method
consists of the following main parts:
 Data acquisition, adaptation of sensor wheel is included.
 Calculation of engine roughness.
 Comparison with a threshold depending on operating points.
 Some extreme conditions, during which misfire detections should be disabled for a short time.
 Fault processing, counting procedure of single misfire events.
1. Misfire Monitoring Structure - For misfire monitoring structure flow chart, see Fig. 44.
2. Data Acquisition - The duration of the crankshaft segments is measured continuously for every
combustion cycle.
3. Sensor Wheel Adaptation - Within a defined engine speed range and during fuel cut-off, the adaptation
of the sensor wheel tolerances, instead of the misfire detection, is carried out. With progressing
adaptation, the sensitivity of the misfire detection is increased. The adaptation values are stored in a non-
volatile memory and taken into consideration for the calculation of the engine roughness.
4. Misfire Detection - The following operating steps are performed for each measured segment corrected by
the sensor wheel adaptation:
 Calculation Of The Engine Roughness - The engine roughness is derived from the differences of
the segment durations. Different statistical methods are used to distinguish between normal changes
of the segment duration and the changes due to misfiring.
 Detecting Of Multiple Misfiring - If several cylinders are misfiring (e.g. alternating one
combustion/one misfire event) the calculated engine roughness values may be that low, so that the
threshold is not exceeded during misfiring and therefore misfiring would not be detected. Based on
this fact, the periodicity of the engine roughness value is used as additional information during
multiple misfiring. The engine roughness value is filtered and a new multiple filter value is created.
If this filter value increases due to multiple misfiring, the roughness threshold is decreased. By
applying this strategy, multiple misfiring is detected reliably.
 Calculation Of The Engine Roughness Threshold Value - The engine roughness threshold value
consists of the base value, which is determined by a load/speed dependent map. During warm-up a
coolant temperature dependent correction value is added. In case of multiple misfiring the threshold
is reduced by an adjustable factor. Without sufficient sensor wheel adaptation the engine roughness
threshold is limited to a speed dependent minimum value. A change of the threshold towards a
smaller value is limited by a variation constant.
5. Determination Of Misfiring - Misfire detection is performed by comparing the engine roughness
threshold value with the engine roughness value. If a misfire event is detected in a cylinder, the misfire
detection of the next cylinder in firing order is deactivated to prevent a faulty diagnosis.
6. Statistics (Fault Processing) - Within an interval of 1000 crankshaft revolutions the detected misfiring
events are added for each cylinder. If the sum of all cylinder misfire incidents exceeds a predetermined
value, the fault code for emission relevant misfiring is preliminarily stored. If only one cylinder is
misfiring, a cylinder selective fault code is stored. If more than one cylinder is misfiring, the fault code
for multiple misfiring is also stored. See Fig. 41.
Within an interval of 200 crankshaft revolutions the detected number of misfiring events is weighted and
calculated for each cylinder. The weighting factor is determined by a load/speed dependent map. If the
sum of cylinder misfire incidents exceeds a predetermined value the fault code indicating catalyst damage
relevant misfiring is stored and the MIL is illuminated at once (blinking). If the cylinder selective count
exceeds the predetermined threshold the following measures take place:
 The lambda closed loop system is switched to open loop.
 The cylinder selective fault code is stored. If more than one cylinder is misfiring, the fault code for
multiple misfire is also stored.
 The fuel supply to the respective cylinder is cut-off.
All misfire counters are reset after each interval.
Fig. 44: Misfire Monitoring Structure Flow Chart (Test Group VBM4.4VJGFEK & VBM5.4V8GFEK)
EVAPORATIVE SYSTEM MONITORING
Test Group VBM1.9VJGFEK
General Description - Purge flow from charcoal canister through purge valve is monitored after fuel system
adaptation is completed and lambda controller is at closed loop condition. Diagnosis is started during regular
purging. See Fig. 45.
For Rich Or Lean Mixture - Flow through purge valve is assumed as soon as lambda controller is
compensating for a rich or a lean shift. After this procedure, diagnosis is completed and evaporative purge
system resumes working normally.
For A Stoichiometric Mixture - In this case, lambda controller does not need to compensate for a deviation.
Therefore, after finishing regular purging, purge valve is opened and closed abruptly several times. Effect of
additional cylinder charge triggers by a variation of the engine idle speed. A predetermined value is reached if
system functions properly and diagnosis procedure is completed.
Fig. 45: Monitoring Structure Of Evaporative Purge System (Test Group VBM1.9VJGFEK,
VBM4.4JGKEK & VBM5.4V8GFEK)
Test Group VBM1.9VJGKFK
General Description - Evaporative system monitoring permits detection of leaks in evaporative emission
control system with a diameter of .039" (1 mm) and greater. Evaporative emission control system is
hermetically sealed off from atmosphere by means of a shut-off valve at charcoal canister. When purge valve
opens, engine generates a vacuum in the tank. After closing purge valve, pressure increase is measured by a
tank pressure sensor. If vacuum increases above a defined threshold, a leak is detected. As part of the vacuum,
check purge flow is verified.
Monitoring Structure - Following conditions must be fulfilled to start monitoring procedure: no malfunction
in detecting battery voltage, in detecting vehicle speed, in detecting air mass meter, in detecting coolant
temperature, in detecting purge valve signal, in detecting throttle valve position sensor, in detecting idle speed
control valve, in detecting shut off valve signal, misfire detection, tank pressure sensor, and secondary air
system. See Fig. 46-Fig. 50 .
Fig. 46: Tank Pressure Sensor & Shut Off Valve Closed Test (Test Group VBM1.9VJGKFK)
Fig. 47: Evaporative System Monitoring Structure (Test Group VBM1.9VJGKFK)
Fig. 48: Vapor Generation Test (Test Group VBM1.9VJGKFK)
Fig. 49: Evaporation System Diagnosis (Test Group VBM1.9VJGKFK)
Fig. 50: Evaporative System Leak Check/Fuel Tank Pressure (Test Group VBM1.9VJGKFK)
Test Group VBM2.8VJGKFK
Evaporative System Monitoring General Description - The evaporative system monitoring permits the
detection of leaks in the evaporative emission control system with a diameter of 1 mm and up. See Fig. 51.
The evaporative emission control system is hermetically sealed off from the atmosphere by means of a shut-off
valve at the charcoal canister. When the purge valve opens, the engine generates a vacuum in the tank. After
closing the purge valve, pressure increase is measured by a tank pressure sensor. If vacuum increases above a
defined threshold a leak is detected. As part of the vacuum check, purge flow is verified. For vapor generation
test and EVAP system diagnosis, see Fig. 52-Fig. 55 .
Fig. 51: EVAP System - Monitoring Structure (Test Group VBM2.8VJGKFK & VBM2.8VJGKEK)
Fig. 52: EVAP System - Test For Vapor Generation (Test Group VBM2.8VJGKFK & VBM2.8VJGKEK)
Fig. 53: EVAP System - System Diagnosis Flow Chart (Test Group VBM2.8VJGKFK &
VBM2.8VJGKEK)
Fig. 54: Fuel Tank Leak Check Pressure Diagram (Test Group VBM2.8VJGKFK & VBM2.8VJGKEK)
Fig. 55: OBD-II Evaporative System Diagram (Test Group VBM2.8VJGKFK & VBM2.8VJGKEK)
Test Group VBM2.8VJGKEK
Evaporative System Monitoring General Description - The evaporative system monitoring permits the
detection of leaks in the evaporative emission control system with a diameter of 1 mm and up. See Fig. 51.
The evaporative emission control system is hermetically sealed off from the atmosphere by means of a shut-off
valve at the charcoal canister. When the purge valve opens, the engine generates a vacuum in the tank. After
closing the purge valve, pressure increase is measured by a tank pressure sensor. If vacuum increases above a
defined threshold a leak is detected. As part of the vacuum check, purge flow is verified. For vapor generation
test and EVAP system diagnosis, see Fig. 52-Fig. 55 .
EVAP Purge System Flow Check - Purge flow from the charcoal canister through the purge valve is
monitored after the coolant temperature has reached a fixed minimum value. Diagnosis is started during regular
purging.
1. Monitoring Process
 Step 1 (For Rich Or Lean Mixture) - Flow through the purge valve is assumed as soon as the
lambda controller is compensating for a rich or a lean shift. After this procedure the diagnosis is
completed, and the evaporative purge system resumes working normally. See Fig. 56.
 Step 2 (For Stoichiometric Mixture, Or 1st Step Fails) - In this case the lambda controller does
not need to compensate for a deviation. Therefore, after finishing the regular purging operation, the
purge valve is opened and closed abruptly several times. The effect of additional cylinder charge,
triggers a variation of engine idle speed. If a predetermined value is reached, the diagnosis
procedure is completed.
 Step 3 (For Stoichiometric Mixture, Or 2nd Step Fails) - If the threshold at the 2nd step is not
reached, an additional procedure is performed. The purge valve is opened and the idle air control
valve is closed simultaneously to compensate the idle speed increase. The effect is a decrease of the
measured idle air mass by the mass air flow sensor. If a predetermined value is reached, the
diagnosis procedure is completed.
Fig. 56: EVAP System - Monitoring Structure Flow Chart (Test Group VBM2.8VJGKEK)
Test Group VBM4.4JGKEK & VBM5.4V8GFEK
Evaporative Purge System Monitoring General Description - Purge flow from the charcoal canister through
the purge valve is monitored after fuel system adaptation is completed and the lambda controller is at closed
loop condition. See Fig. 45. The diagnosis is started during one of two steps during regular purging.
 Step 1 (For Rich Or Lean Mixture) - Flow through the purge valve is assumed as soon as the lambda
controller is compensating for a rich or a lean shift. After this procedure the diagnosis is completed, and
the evaporative purge system resumes working normally.
 Step 2 (For Stoichiometric Mixture) - In this case the lambda controller does not need to compensate
for a deviation. Therefore, after finishing the regular purging operation, the purge valve is opened and
closed abruptly several times. The effect of additional cylinder charge, triggers a variation of engine idle
speed. If a predetermined value is reached, the diagnosis procedure is completed.
SECONDARY AIR SYSTEM MONITORING
General Description - At cold start, secondary air pump and valve are switched on for their normal operating
function. Secondary air delivered into exhaust gas is causing an increase of lambda sensor signal until it reaches
a predetermined value. This fixed limit corresponds to minimum amount of secondary air (low-flow-limit-
check). See Fig. 57.
Check Conditions - To start diagnosis function, several conditions have to be satisfied: secondary air system
on, no error from coolant temperature sensor, lambda sensor is heated up (stabilized condition), altitude driving
conditions below 8000 feet, no error from evaporative system, no error from secondary air pump output stage,
no error from battery voltage, no error from air mass sensor, no error from plausibility check of throttle valve
and air mass sensor, and closed evaporative system purge valve. Furthermore, if diagnosis has already been
started and one of the conditions has not been satisfied continuously, process will be interrupted.
Fig. 57: Secondary Air System Monitoring (Test Group VBM1.9VJGFEK & VBM1.9VJGKFK)
Check Procedure
 Check conditions okay.

 Start monitoring procedure.
 Look at signal of lambda sensor before catalyst.
If signal is below threshold for definite times: system is set and monitoring procedure is ended. If signal is
above threshold for definite times: store secondary air system fault and set cycle byte. If the fault is confirmed
during the next driving cycle, MIL is illuminated.
Secondary Air System Monitoring General Description - At cold start, secondary air pump and valve are
switched on for their normal operating function. Secondary air delivered into exhaust gas is causing a lean
mixture indicated by output voltage of oxygen sensor. Any time the oxygen sensor indicates a lean mixture
within the maximum time for monitoring, a counter is incremented by "one" up to a predetermined value. This
fixed limit corresponds to the minimum amount of secondary air (low-flow-limit-check). For secondary air
system monitoring flow chart, see Fig. 58.
Fig. 58: Secondary Air System Monitoring Structure (Test Group VBM2.8VJGKEK &
VBM2.8VJGKFK)
FUEL SYSTEM MONITORING
General Description - Air mass taken in by the engine and the engine speed are measured. These signals are
used to calculate an injection signal. This mixture pilot control follows fast load and speed changes. ECM
controller compares oxygen sensor signal of sensor upstream of catalyst with a reference value and calculates a
correction factor for pilot control. See Fig. 59.
Adaptive Pilot Control - Drifts and faults in sensors and actuators of fuel delivery system as well as not
measured air leakage influence pilot control. This causes increasing deviations of air/fuel ratio. Adaptive pilot
control effects controller correction in 3 different ranges. Lambda deviations in range one are compensated by
an additive correction value multiplied by an engine speed term. By this an additive correction per time unit is
created. Lambda deviations in range 2 are compensated by a multiplication factor. Lambda deviations in range 3
are compensated by an additive correction per injection. A combination of all 3 ranges will be correctly
separated and compensated. Each value is adapted in its corresponding range only. But each adaptive value
corrects pilot control within whole load/speed range. At next start, stored adaptive values are included in
calculation of pilot control just before closed loop control becomes active. See Fig. 60.
Diagnosis Of Fuel Delivery System - Faults in fuel delivery system can occur which cannot be compensated
for by adaptive pilot control. In this case, adaptive values leave a predetermined range. If adaptive value is
outside a plausible range, then MIL is illuminated and fault is stored. See Fig. 61.
Fig. 59: Fuel System Monitoring Structure (Test Group VBM1.9VJGFEK, VBM1.9VJGKFK,
Fig. 60: Ranges of Learning Correction Coefficients (Test Group VBM1.9VJGFEK, VBM1.9VJGKFK,
Fig. 61: Flow Chart Of Fuel System Monitoring Function (Test Group VBM1.9VJGFEK,

Fuel System Monitoring General Description - Fuel system monitoring includes lambda controller restriction
against limits for rich and lean and permanent deviation from mean position.
1. Monitoring Structure - If fuel system is suddenly hard disturbed and lambda controller reaches
restriction (lean limit), a timer is started. Timer is incriminated as long as controller remains at limit. If it
exceeds a predetermined value, a fault for short trim will be detected and stored for rich and lean
exceeding separately. For permanent deviation from mean position, there are additional lean and rich
thresholds. If accumulated time (sum of all excesses for rich or lean) is greater than a fixed limit during a
defined period, a fault for long term trim will be detected and stored for rich and lean exceeding
separately.
2. Monitoring Conditions - For monitoring conditions during closed loop, see Fig. 62.
Fig. 62: Fuel System Monitoring Conditions (Test Group VBM2.8VJGKEK & VBM2.8VJGKFK)
1. Fuel System Monitoring General Description - Fuel system monitoring includes lambda controller
restriction against limits for rich and lean and permanent deviation from mean position:
 Mixture Pilot Control - The air mass taken in by the engine and the engine speed are measured.
These signals are used to calculate an injection signal. This mixture pilot control follows fast load
and speed changes.
 Lambda-Controller - The ECM-controller compares the oxygen sensor signal of the sensor
upstream the catalyst with a reference value and calculates a correction factor for the pilot control.
2. Fuel System Monitoring Structure - Fuel system monitoring consists of following:
 Adaptive Pilot Control - Drifts and faults in sensors and actuators of the fuel delivery system as
well as not measured air leakage influence the pilot control. This causes increasing deviations of
the air/fuel ratio. The adaptive pilot control effects the controller on in three different ranges. See
Fig. 59.
 Ranges Of Learning Correction Coefficients TRA, FRA & DTV - Lambda deviations in range 1
are compensated by an additive correction value multiplied by an engine speed term. By this, an
additive correction per time unit is created. Lambda deviations in range 2 are compensated by a
multiplication factor. Lambda deviations in range 3 are compensated by an additive correction per
injection. A combination of all three ranges will be correctly separated and compensated. Each
value is adapted in its corresponding range only. But each adaptive value corrects the pilot control
within the whole load/speed range. At the next start the stored adaptive values are included in the
calculation of the pilot control just before the closed loop control becomes active. See Fig. 60.
3. Fuel Delivery System Abbreviations - Fuel delivery system abbreviations are as follows:
 QU 1 - Upper air flow threshold range 1
 NU 1 - Upper engine speed threshold range 1
 TLARN - Upper engine load threshold f(n) range 2
 TLL2 - Lower engine load threshold range 2
 TRA - Additive per time unit learning correction coefficient (range 1)
 TRADN - Lower diagnosis threshold of TRA
 TRADX - Upper diagnosis threshold of TRA
 FRA - Multiplicative learning correction coefficient (range 2)
 FRADN - Lower diagnosis threshold of FRA
 FRADX - Lower diagnosis threshold of FRA
 DTV - Additive per revolution learning correction coefficient (range 3)
 DTVDN - Lower diagnosis threshold of DTV
 DTVDX - Upper diagnosis threshold of DTV
 QL2 - Lower air flow threshold range 2
 QU3 - Upper air flow threshold range 3
 NL3 - Lower engine speed threshold range 3
 TLL3 - Lower engine load threshold range 3
4. Diagnosis Of Fuel Delivery System - Faults in the fuel delivery system can occur which cannot be
compensated for by the adaptive pilot control. In this case the adaptive values leave a predetermined
range. If the adaptive value is outside a plausible range, then the MIL is illuminated and the fault is
stored. See Fig. 61.
OXYGEN SENSOR MONITORING
General Description - Response rate of upstream oxygen sensor is monitored by measuring period of lambda
control oscillations. See Fig. 63.
Oxygen Sensor Heater Monitoring - For proper function of oxygen sensor, sensor element must be heated. A
non-functioning heater delays sensor readiness for closed loop control and influences emissions. Monitoring
function measures both sensor heater current (voltage drop over a shunt), and heater voltage (heater supply
voltage) to calculate sensor heater resistance. Monitoring function is activated once per trip if heater has been
switched on for a certain time period and current has stabilized. See Fig. 64-Fig. 65 .
Oxygen Sensor Circuit Monitoring - Oxygen sensor circuit monitors electrical faults of sensors upstream and
downstream of catalyst. Implausible voltages are voltages exceeding maximum threshold (VMAX). Voltages
falling below minimum threshold (VMIN) are caused by a short circuit of sensor signal or sensor ground to
ECM ground. An open circuit of sensor upstream catalyst can be detected if voltage is remaining in a specified
range after sensor has been heated. See Fig. 66.
Fig. 63: Oxygen Sensor Monitoring Structure (Test Group VBM1.9VJGFEK, VBM1.9VJGKFK,
Fig. 64: Flow Chart Of Monitoring Function (Test Group VBM1.9VJGFEK & VBM1.9VJGKFK)
Fig. 65: Flow Chart Of Oxygen Sensor Monitoring Function (Test Group VBM1.9VJGFEK,
Fig. 66: Circuitry For Heater Controlling & Heater Current (Test Group VBM1.9VJGFEK,
Oxygen Sensor Monitoring General Description - Both oxygen sensors upstream from the catalyst are
separately monitored for rich and lean voltage and response time (period monitoring and jump period
monitoring). See Fig. 67.
1. Monitoring Procedure
 Switching Time - For monitoring the switching time, the time from lean to rich mixture and visa
versa, are determined and compared with predetermined maximum values which depend on engine
RPM and air mass.
Relative thresholds (10-90% of min./max. amplitude) are used to determine the oxygen sensor
switching time from lean to rich and visa versa.
The sensor signals are monitored for reversal points while the switching times are being measured.
If a reversal point is detected this oxygen sensor signal is not used to determine the switching time.
See Fig. 68. Due to switching time fluctuations the results are averaged during the monitoring cycle
(115 lambda control cycles) before comparing with the thresholds.
 Rich/Lean Periods - For determining the switching time the lean and rich period times are added
during a fixed number of lambda controller cycles. A malfunction is registered if one or both of the
times exceed(s) the thresholds which depend on engine speed and load. See Fig. 69.
2. Oxygen Sensor Heater Monitoring - For proper function of the oxygen sensor, the sensor element must
be heated. A non functioning heater delays sensor readiness for closed loop control operation and
influences emissions. Disconnection, short-to-ground and short-to-battery monitoring and oxygen sensor
heater current and voltage monitoring are performed in the standard diagnosis function.
 Heater Circuit Oxygen Sensor Upstream - Due to slow sensor heating, in the case of low oxygen
heating output, the rich voltage does not reach its maximum value within a defined time. This
reduces the oxygen sensor signal amplitude which permits oxygen sensor heating output to be
monitored. The malfunction detection is activated every 240 ms independent of engine operation.
 Oxygen Sensor Monitoring (Downstream Sensor) - Lean sensor voltage is evaluated for
diagnosis of the heater circuit. Therefore this check is performed during deceleration/fuel cut-off
phases. The sensor downstream must be switched to a load resistance of 100 k/ohms (normal
operation 30 k/ohms). During this check, the oxygen sensor signal output voltage is controlled to a
fixed value (lean limit). If the number of cycles during which the sensor signal lies within the
defined limits is smaller than the limit, a fault will be stored. The sensor signal is checked every 20
ms during the heater circuit diagnosis.
Fig. 67: Oxygen Sensor Switching & Response Time Chart (Test Group VBM2.8VJGKEK &
VBM2.8VJGKFK)
Fig. 68: Oxygen Sensor Thresholds (Test Group VBM2.8VJGKEK & VBM2.8VJGKFK)
Fig. 69: Oxygen Sensor Switching Time Flow Chart (Test Group VBM2.8VJGKEK & VBM2.8VJGKFK)

Oxygen Sensor Monitoring General Description - Both oxygen sensors upstream from the catalyst are
separately monitored for rich and lean voltage and response time (period monitoring and jump period
monitoring).
1. Monitoring Structure - See Fig. 63.

2. Flow Chart Of Monitoring Function - See Fig. 70.
3. Oxygen Sensor Heater Monitoring - For proper function of the oxygen sensor, the sensor element must
be heated. A non functioning heater delays the sensor readiness for closed loop control and influences
emissions. The monitoring function measures both, sensor heater current (voltage drop over a shunt) and
the heater voltage (heater supply voltage) to calculate sensor heater resistance. The monitoring function is
activated once per trip, once the heater has been switched on for a certain time period and the current has
stabilized. For flow chart of monitoring function of oxygen sensor heating, see Fig. 66.
4. Flow Chart Of Oxygen Sensor Heater Monitoring Function - See Fig. 65.
5. Oxygen Sensor Circuit Monitoring - Monitoring of electrical faults of sensors upstream and
downstream of catalyst, consists of following:
 Unplausible Voltages - ADC voltages exceeding the maximum threshold VMAX are caused by a
short circuit to battery voltage, or ADC voltages falling below the minimum threshold VMIN are
caused by a short circuit of sensor signal or sensor ground to ECM ground.
 Unplausible Course Of Sensor Voltage - An open circuit of the sensor upstream catalyst can be
detected, if the ADC voltage remains in a specified range after the sensor has been heated.
Fig. 70: Flow Chart Of Oxygen Sensor Monitoring Function (Test Group VBM4.4VJGFEK &
VBM5.4V8GFEK)
System & Component Testing
INTRODUCTION
Before testing separate components or systems, perform procedures in BASIC TESTING article. Since many
computer-controlled and monitored components set a trouble code if they malfunction, also perform procedures
in TESTS W/CODES article.
NOTE: System and component testing of BMW engine management system is best
accomplished using the BMW MoDIC (hand-held scan tester), BMW Service
Tester (Sun 2013 Engine Analyzer) and applicable BMW diagnostic software.
Tester permits technician to activate components and monitor status inquiries.
Diagnostic Trouble Codes (DTCs) can also be assessed using generic scan tool
connected to Data Link Connector. See TESTS W/CODES article. Resistance
values can be measured directly on component. See WIRING DIAGRAMS article
for additional information.
COMPUTERIZED ENGINE CONTROLS

DME (DIGITAL MOTOR ELECTRONICS) ELECTRONIC CONTROL UNIT (ECU)
Ground, Power & Input/Output Circuits
Testing information is not available from manufacturer. See WIRING DIAGRAMS article to identify
DME/Motronic control unit ground circuits, power circuits and input/output circuits. See Fig. 1 . See DME
ECU CONTROL UNIT LOCATION table.
Fig. 1: DME ECU Connector Terminal Identification

DME ECU CONTROL UNIT LOCATION

3-Series Behind Cover On Right Rear Corner Of Firewall
All Others Inside Box On Right Rear Corner Of Engine
Compartment, Behind Strut Tower
ENGINE SENSORS & SWITCHES
CRANKSHAFT (SPEED/POSITION PULSE) SENSOR
Crankshaft (speed/position pulse) sensor is located on front right side of engine, next to crankshaft pulley. See
appropriate RESISTANCE SPECIFICATIONS table under SPECIFICATIONS.
ENGINE (COOLANT) TEMPERATURE SENSOR
See ENGINE (COOLANT) TEMPERATURE SENSOR LOCATION table. See appropriate RESISTANCE
SPECIFICATIONS table under SPECIFICATIONS.
ENGINE (COOLANT) TEMPERATURE SENSOR LOCATION

4-Cylinder On Front Left Side Of Engine, Below Intake
Manifold
6-Cylinder On Front Left Side Of Engine, Below Intake
Manifold
V8 On Front Of Engine, Near Idle Speed Control Motor
INTAKE AIR TEMPERATURE SENSOR
Intake air temperature sensor is mounted in intake manifold near mass airflow meter assembly. See appropriate
RESISTANCE SPECIFICATIONS table under SPECIFICATIONS.
CAMSHAFT POSITION (CYLINDER IDENTIFICATION) SENSOR
See CAMSHAFT POSITION (CYLINDER IDENTIFICATION) SENSOR LOCATION table. See

appropriate RESISTANCE SPECIFICATIONS table under SPECIFICATIONS.
CAMSHAFT POSITION (CYLINDER IDENTIFICATION) SENSOR LOCATION

4-Cylinder On Front Of Cylinder Head, Above Coolant Hose
Outlet
6-Cylinder On Front Left Side Of Engine, Just Behind Coolant
Hose Outlet
V8 On Right Front Cylinder Head, Near Dipstick
RELAYS & SOLENOIDS

RELAYS
For fuel pump relay, see FUEL DELIVERY under FUEL SYSTEM. For relay locations, see DME & FUEL
PUMP RELAY LOCATION table.
Z3
DME Relay Under Left Side Of Instrument
Panel, Next To Kick Panel
ECU
3-Series (1)
5-Series & 7-Series
ECU
8-Series
ECU
FUEL SYSTEM
FUEL DELIVERY
NOTE: For fuel system pressure testing, see BASIC TESTING article.
Fuel Pump Relay
Remove fuel pump relay. Apply battery voltage to relay terminals No. 30 and 86. See Fig. 4 . Ground relay
terminal No. 85. Voltage should now exist at relay terminal No. 87. Replace relay if it does not work as
indicated.
NOTE: If relay does not work on vehicle, check battery feed, DME master (main) relay,
DME/Motronic control unit and ground circuits going to fuel pump relay. See
WIRING DIAGRAMS article in ENGINE PERFORMANCE. Only sockets No. 2, 4, 6
and 8 are used by relay.
Fuel Pressure Regulator
1. Remove fuel pressure regulator. See REMOVE/INSTALL & OVERHAUL article ENGINE
PERFORMANCE section. Note code number and nominal pressure on fuel pressure regulator body.
Install BMW Service Tester (133060) with connecting hose (133064) in fuel feed left line.
2. Remove fuel pump relay. See DME & FUEL PUMP RELAY LOCATION table. Connect jumper wire
between relay base terminals No. 30 and 87. Read off fuel injection pressure on pressure gauge.
3. If fuel pressure drops rapidly, seal return line (upper line) with Clamp (133010) and briefly operate fuel
pump. If injection pressure in now stable, pressure regulator is defective. If injection pressure drops,
check for leak in front of pressure regulator.
Fuel Pressure Check (Lack Of Power)
Run engine at idle and check fuel pressure. See FUEL PRESSURE REGULATOR. Disconnect vacuum hose
from fuel pressure regulator, simulating wide open throttle. If fuel pressure does not increase 5.8-10.1 psi (.40-
.71 kg/cm2 ), replace vacuum hose and repeat test. If fuel pressure still does not increase, replace fuel pressure
regulator.
Fuel Pressure Check (Hard Start)
1. Run engine at idle then turn off. Note fuel pressure. Note fuel pressure again after 20-30 minutes. If fuel
pressure decreases by greater than 7.2 psi (.5 kg/cm2 ), turn engine on, wait for pressure to stabilize, then
turn engine off and immediately clamp off intake line near pressure gauge with Clamp (133010). Note
fuel pressure. Read fuel pressure again after 20-30 minutes.
2. If fuel pressure drops by less than 7.2 psi (.5 kg/cm2 ), check for fault in fuel supply lines, in-tank supply
hose, or defective non-return valve in fuel pump. If fuel pressure again drops by more than 7.2 psi (.5
kg/cm2 ), replace pressure regulator.
Fuel Volume
Disconnect fuel return line. Attach an extension hose. Place hose in Measuring Glass (133020). Remove fuel
pump relay. Apply battery voltage to relay base terminals No. 30 and 87. See Fig. 4 . Fuel volume should be
about 2 qts. (2.0L) per minute.
Fig. 4: Identifying Fuel Pump Relay Terminals & Socket
FUEL CONTROL
Fuel Injector
Individual fuel injector resistance should be 15-17 ohms. Injector group resistance should be 7.5-8.5 ohms for
4-cylinder engine and V8 (each bank) and 5-6 ohms for 6-cylinder engine.
IDLE CONTROL SYSTEM

IDLE SPEED CONTROL VALVE
See IDLE SPEED CONTROL VALVE LOCATION table. Idle speed control valve is either a 2-pin or 3-pin
type. See Fig. 5 and Fig. 6 . See appropriate RESISTANCE SPECIFICATIONS table under
SPECIFICATIONS.
Fig. 5: Identifying Idle Speed Control Valve 2-Pin Connector
Fig. 6: Identifying Idle Speed Control Valve 3-Pin Connector
IDLE SPEED CONTROL VALVE LOCATION

All Models At Left Front Of Engine, Near Dipstick
IGNITION SYSTEM
NOTE: For basic ignition checks, see BASIC TESTING article.
EMISSION SYSTEMS & SUB-SYSTEMS

FUEL EVAPORATION
Fuel Tank Vent (Evaporation) Control Solenoid
See FUEL EVAPORATION CONTROL SOLENOID LOCATION table. See appropriate RESISTANCE
SPECIFICATIONS table under SPECIFICATIONS .
FUEL EVAPORATION CONTROL SOLENOID LOCATION

Z3 On Right Side Of Left Footwell
3-Series On Left Side Of Engine
Compartment
5-Series
6-Cylinder Left Rear Side Of Engine
Compartment
V8 Left Side Of Engine
Compartment
7-Series Left Side Of Engine Compartment
8-Series Front Of Engine
SPECIFICATIONS
RESISTANCE SPECIFICATIONS (4-CYLINDER)
Component (1) Ohms
Crankshaft (Speed/Position Pulse) Sensor 480-600

Camshaft Position
(Cylinder Identification) Sensor 1.3-1.5
63-73°F (17-23°C) 2300-2700
171-181°F (77-83°C) 300-360
Fuel Evaporation Control Solenoid 25-65
Fuel Injector 15-17
Fuel Injectors (Group Of 2) 7.5-8.5
Idle Speed Control Valve (Per Winding) 15-25
Ignition Coil (Primary) 0.8
Intake Air Temperature Sensor
63-73°F (17-23°C) 2200-2700
117-127°F (47-53°C) 760-910
Throttle Position (TP) Sensor
Idle Position 3200-4800
Fuel Load (WOT) Position 800-1200
(1) Measured at an ambient air temperature of 64-82°F (18-28°C).
RESISTANCE SPECIFICATIONS (6-CYLINDER)
Component (1) Ohms
Mass Air Sensor

Between Terminals No. 5 & 6 3-4
Between Terminals No. 1 & 5 16,300
Camshaft Sensor 1.3-1.5
9-19°F (-13 To -7°C) 8260-10,560
63-73°F (17-23°C) 2200-2700
171-181°F (77-83°C) 290-364
Fuel Injector 15-17
63-73°F (17-23°C) 2200-2700
117-127°F (47-53°C) 760-910
Throttle Position (TP) Sensor 4600
RESISTANCE SPECIFICATIONS (V8)

Component (1) Ohms

Camshaft Position
(Cylinder Identification) Sensor 1100-1400
63-73°F (17-23°C) 2300-2700
171-181°F (77-83°C) 300-360
Fuel Injector 15-17
63-73°F (17-23°C) 2200-2700
117-127°F (47-53°C) 760-910
Throttle Position (TP) Sensor (2)
(2) Information is not available.

A/C COMPRESSOR REFRIGERANT OIL CHECKING
1997 A/C Compressor Refrigerant Oil Checking
A/C COMPRESSOR APPLICATIONS
NOTE: Always refer to underhood A/C specification label in engine compartment or

A/C compressor label while servicing A/C system. If engine
compartment/compressor label specifications differ from specifications in this
article, use underhood/compressor label specifications.
A/C COMPRESSOR APPLICATION

Application Compressor
BMW Nippondenso Or Seiko-Seiki
REFRIGERANT OIL & REFRIGERANT CAPACITY SPECIFICATIONS
NOTE: DO NOT exceed A/C system refrigerant oil capacity when servicing system.
REFRIGERANT OIL & R-134a REFRIGERANT CAPACITY

Application (1) Oil Ounces Refrigerant Ounces
3-Series (2) 3.4-4.8 34.4-36.0
740iL (2) 4.7-6.1 53.9-55.5
(1) Total system capacity, unless otherwise noted.
(2) Use Polyalkylene Glycol Oil (P/N 81-22-9-407-724).
REFRIGERANT OIL
Only NEW , moisture-free refrigerant oil should be used in the air conditioning system. This oil is highly
refined and dehydrated so moisture content is less than 10 parts per million. The oil container must be tightly
closed at all times when not in use, or moisture from the air will be absorbed into the refrigerant oil.
DISCHARGING SYSTEM
Discharge A/C system, using approved refrigerant recovery/ recycling equipment. Always follow
recovery/recycling equipment manufacturer's instructions. After refrigerant recovery process is completed, the
amount of compressor oil removed must be measured and the same amount added to A/C system.
DISCONNECTING LINES & FITTINGS
After system is discharged, carefully clean area around all fittings to be opened. Always use 2 wrenches when
tightening or loosening fittings. Some refrigerant lines are connected with a coupling. Special tools may be
required to disconnect lines. Cap or plug all openings as soon as lines are removed. Remove caps until
connections of lines and fittings are to be completed.
CONNECTING LINES & FITTINGS
NOTE: All R-134a based systems use 1/2"-16 ACME threaded fittings. Ensure all
replacement parts match the connections of the system being worked on.
Always use a NEW gasket or "O" ring when connecting lines or fittings. Coat "O" ring with refrigerant oil and
ensure it is not twisted during installation. Always use two wrenches to prevent damage to lines and fittings.
PLACING SYSTEM IN OPERATION
After component service or replacement has been completed and all connections have been made, thoroughly
evacuate system with a vacuum pump. Charge system with proper amount of refrigerant and perform leak test.
See the REFRIGERANT OIL & R-134a REFRIGERANT CAPACITY table for system capacities. Check
all fittings that have been opened. After system has been leak tested, check system performance.
NOTE: Most compressors are pre-charged with a fixed amount of refrigerant (shipping)
oil. Drain compressor oil from new compressor and add refrigerant oil to new
compressor according to amount removed from old compressor. Always refer
to underhood A/C specification label or A/C compressor label while servicing
A/C system.
NIPPONDENSO
NOTE: Compressor oil checking procedures not available at time of publication.
SEIKO-SEIKI
NOTE: Compressor oil checking procedures not available at time of publication.

A/C COMPRESSOR SERVICING
1997 A/C Compressor Servicing
A/C COMPRESSOR APPLICATIONS
NOTE: Due to variety of clutch and shaft seal configurations, obtain appropriate A/C
compressor service tools for compressor being serviced.
A/C COMPRESSOR APPLICATION

Application Compressor
BMW Nippondenso Or Seiko-Seiki
NIPPONDENSO ROTARY VANE

CLUTCH COIL
Removal
1. Hold clutch plate with Clutch Holder (00007-10331) and remove shaft nut. Install Clutch Disc Remover
(4992-02-020) and remove clutch plate and shims. See Fig. 1 .
2. Remove pulley snap ring and tap pulley (with bearing) off of compressor. Remove screw for clutch coil
lead. Remove snap ring and clutch coil.
Installation
To install, reverse removal procedure. Ensure pulley-to-clutch plate clearance is .014-.025" (.35-.65 mm). If
clearance is incorrect, add or remove shim(s) as necessary.
DISCHARGE VALVE & SHAFT SEAL
Removal
1. Drain and measure compressor oil in compressor. Remove discharge valve body through-bolts. Remove
discharge valve body bolts and body. Remove discharge valve plate and discharge valve.
2. Remove compressor through-bolts. Remove front and rear housing (oil separator case). Remove pins and
gaskets. Remove shaft seal from shaft. Press shaft seal plate off of front housing (head cover).
Installation
To install components, reverse removal procedure. Tighten compressor through-bolts to 19 ft. lbs. (26 N.m).
Tighten discharge valve bolts to 41 INCH lbs. (4.6 N.m). Tighten discharge valve body and body through-bolts
to 96 INCH lbs. (10.8 N.m).
Fig. 1: Exploded View Of Compressor (Nippondenso Rotary Vane)
Courtesy of MAZDA MOTORS CORP.
NIPPONDENSO 6 & 10-CYLINDER
NOTE: Due to variety of clutch and shaft seal configurations, obtain appropriate A/C
compressor service tools for compressor being serviced.
CLUTCH COIL
NOTE: On some models, compressor shaft seal is not serviceable. On some models, if
shaft seal leak is large and/or refrigerant is leaking, replace compressor. On all
models, a small amount of refrigerant oil leakage from compressor shaft seal is
normal.
Removal
1. Remove nut and clutch plate using Clutch Plate Holder/Remover (J-41384).
2. Remove snap ring and shim(s) from shaft. Tap pulley off shaft with plastic hammer. If pulley cannot be
removed by hand, use a puller. Remove snap ring, bearing, and seal (if equipped) from pulley. See Fig. 2
or Fig. 3 . Remove screw for clutch coil lead. Remove snap ring and clutch coil.
Installation
To install, reverse removal procedure. Ensure snap rings are installed with beveled side facing out. Tighten
shaft bolt (or nut) to 11-15 ft. lbs. (15-20 N.m). Ensure air gap between clutch plate and pulley is .016-
.028" (.41-.71 mm). If air gap is incorrect, add or remove shim(s) as necessary.
NOTE: On some compressors, it is necessary to use a dial indicator on clutch plate to

check air gap. Energize clutch coil and zero dial indicator. De-energize clutch
coil and measure air gap. Ensure air gap is as specified.
SHAFT SEAL
Removal
1. Remove clutch plate and pulley. Remove shim(s) from shaft. Remove clutch coil if necessary. Remove
felt and felt retainer (if equipped). See Fig. 2 or Fig. 3 . Place shaft key remover on shaft and turn to
remove key.
2. Remove seal plate snap ring. Engage plate remover on seal plate, and pull up to remove seal plate.
Engage shaft seal remover/installer to shaft seal, and pull up to remove shaft seal from front housing.
Installation
1. Apply clean refrigerant oil to compressor housing bore. Lubricate shaft seal with refrigerant oil and install
in front housing. Lubricate seal plate and install in front housing.
2. Install shaft key, snap ring, felt retainer and felt. With clutch plate installed, ensure air gap between clutch
plate and pulley is .016-.028" (.41-.71 mm). If air gap is incorrect, add or remove shim(s) as necessary.
Fig. 2: Exploded View Of Compressor Clutch (Nippondenso - Typical)
Courtesy of AMERICAN HONDA MOTOR CO., INC.
Fig. 3: Exploded View Of Compressor Clutch (Nippondenso 10PA17C)

Courtesy of MITSUBISHI MOTOR SALES OF AMERICA.
SEIKO-SEIKI ROTARY VANE
NOTE: Seiko-Seiki compressor servicing procedures not available at time of

publication.
A/C SYSTEM GENERAL SERVICING
1997 A/C General Servicing Procedures
USING R-12 & R-134A REFRIGERANT
NOTE: Always refer to underhood A/C specification label in engine compartment or

A/C compressor label while servicing A/C system. If engine
compartment/compressor label specifications differ from specifications in this
HANDLING/SAFETY PRECAUTIONS
1. Always work in a well-ventilated, clean area. Refrigerant is colorless and is invisible as a gas. Refrigerant
is heavier than oxygen and will displace oxygen in a confined area. Avoid breathing refrigerant vapors.
Exposure may irritate eyes, nose and throat.
2. The system's high pressure can cause severe injury to eyes and skin if a hose were to burst. Always wear
eye protection when working around A/C system and refrigerant. If necessary, wear rubber gloves or
other protective clothing.
3. Refrigerant evaporates quickly when exposed to atmosphere, freezing anything it contacts. If liquid
refrigerant contacts eyes or skin, DO NOT rub eyes or skin. Immediately flush affected area with cool
water for 15 minutes and consult a doctor or hospital.
4. Never use R-134a in combination with compressed air for leak testing. Pressurized R-134a in the
presence of oxygen (air concentrations greater than 60% by volume) may form a combustible mixture.
DO NOT introduce compressed air into R-134a containers (full or empty), A/C system components or
service equipment.
5. DO NOT expose A/C system components to high temperatures, steam cleaning for example, as excessive
heat will cause refrigerant/system pressure to increase. Never expose refrigerant directly to open flame. If
refrigerant needs to be warmed, place bottom of refrigerant tank in warm water. Water temperature
MUST NOT exceed 125°F (52°C).
6. Use care when handling refrigerant containers. DO NOT drop, strike, puncture or incinerate containers.
Use Department Of Transportation (DOT) approved, DOT 4BW or DOT 4BA refrigerant containers.
7. Never overfill refrigerant containers. The safe filling level of a refrigerant container MUST NOT exceed
60% of the container's gross weight rating. Store refrigerant containers at temperature less than 125°F
(52°C).
8. R-12 refrigerant (Freon) will be sold and stored in White containers, while R-134a refrigerant will be sold
and stored in 30 or 50-pound Light Blue containers.
9. R-12 and R-134a refrigerants must never be mixed, as their desiccants and lubricants are not compatible.
If the refrigerants are mixed, system cross-contamination or A/C system component failure may occur.
Always use separate servicing and refrigerant recovery/recycling equipment.
10. Follow equipment manufacturer instructions of all service equipment to be used. The Material Safety
Data Sheet (MSDS), provided by refrigerant manufacturer/suppliers, contains valuable information
regarding the safe handling of refrigerants.
IDENTIFYING R-134A SYSTEMS & COMPONENTS

To prevent refrigerant cross-contamination, use following methods to identify R-134a based systems and
components.
Fittings & "O" Rings
All R-134a based A/C systems use 1/2" - 16 ACME threaded fittings (identifiable by square threads) and quick-
connect service couplings. See Fig. 1 . Besides the use of these fittings, most manufacturers will use Green
colored "O" rings in R-134a systems.
Fig. 1: Identifying R-134a Fittings & Quick-Connect Service Couplings
Courtesy of AUDI OF AMERICA, INC.
Underhood A/C Specification Labels
Most R-134a based systems will be identified through the use of Green or Light Blue underhood labels, or with
R-134a refrigerant clearly printed on labels. See Fig. 2 . The underhood label used on Ford Motor Co. vehicles
is Yellow. Some manufacturers will identify R-12 based systems with White, Red, Silver or Gold underhood
labels. Before servicing an A/C system, always determine which refrigerant is being used.
Fig. 2: Underhood A/C Specification Labels (Typical)

Courtesy of NISSAN MOTOR CO., U.S.A.
Other Means Of Identification
Refrigerant R-134a, when viewed through a sight glass, may have a "milky" appearance due to the mixture of
refrigerant and lubricating oil. As the refrigerant and oil DO NOT exhibit a "clear" sight glass on a properly
charged A/C system, most R-134a systems have no sight glass.
REFRIGERANT OILS
NOTE: Use ONLY the specified oil for the appropriate system or A/C compressor.
Always check the underhood A/C specification label or A/C compressor label
before adding refrigerant oil to A/C compressor/system. See Fig. 2 . If engine
compartment/ compressor label specifications differ from specifications in this
Refrigerant R-12 based systems use mineral oil, while R-134a systems use synthetic/Polyalkylene Glycol
(PAG) oils. Using a mineral oil based lubricant with R-134a will result in A/C compressor failure due to lack of
proper lubrication. The following R-134a refrigerant oils are currently available:
Use Polyalkylene Glycol Oil (Part No. 81-22-9-407-724).
NOTE: Synthetic/PAG oils absorb moisture very rapidly, 2.3-5.6 percent by weight, as
compared to a mineral oil absorption rate of .005 percent by weight.
SERVICE EQUIPMENT
Because R-134a is not interchangeable with R-12, separate sets of hoses, manifold gauge set and
recovery/recycling equipment are required to service vehicles. This is necessary to avoid cross-contaminating
and damaging system.
All equipment used to service systems using R-134a must meet SAE standard J1991. The service hoses on the
manifold gauge set must have manual (turn wheel) or automatic back-flow valves at the service port connector
ends. This will prevent refrigerant from being released into the atmosphere.
For identification purposes, R-134a service hoses must have a Black stripe along its length and be clearly
labeled SAE J2196/R-134a. The low pressure test hose is Blue with a Black stripe. The high pressure test hose
is Red with a Black stripe, and the center test hose is Yellow with a Black stripe.
R-134a manifold gauge sets can be identified by one or all of the following: Labeled FOR USE WITH R-134a
on set, labeled HFC-134 or R-134a on gauge face, or by a Light Blue color on gauge face. In addition,
pressure/temperature scales on R-134a gauge sets are different from R-12 manifold gauge sets.
SYSTEM SERVICE VALVES

SCHRADER-TYPE VALVES
NOTE: Although similar in construction and operation to a tire valve, NEVER replace a
Schrader-type valve with a tire valve.
Schrader valve is similar in construction and operation to a tire valve. When a test gauge hose with built-in
valve core depressor is attached, Schrader stem is pushed inward to the open position and allows system
pressure to reach gauge.
If test hose does not have a built-in core depressor, an adapter must be used. Never attach hose or adapter to
Schrader valve unless it is first connected to manifold gauge set.
Refrigerant R-12 Schrader-type valve cores have TV5 thread size. Refrigerant R-134a Schrader-type valve
cores use M6 (Metric) threads. R-134a valve cores can be easily identified by use of "O" rings and external
spring. See Fig. 1 .
SERVICE VALVE LOCATIONS
SERVICE VALVE LOCATIONS

Vehicle High Low
BMW (1) (2)
(1) On high pressure (discharge) hose/line.
(2) On low pressure (suction) hose/line.
REFRIGERANT RECOVERY/RECYCLING
CAUTION: Separate sets of hoses, gauges and refrigerant recovery/recycling

equipment MUST be used for R-12 and R-134a based systems. DO NOT
mix R-12 and R-134a refrigerants, as their refrigerant oils and desiccants
are not compatible. On systems with R-134a refrigerant, use Polyalkylene
Glycol (PAG) wax-free refrigerant oil.
Refrigerant recovery/recycling equipment is used to remove refrigerant from vehicle's A/C system without
polluting atmosphere. To remove and recycle refrigerant, connect the recovery/recycling system and follow
instructions provided with the equipment.
The removed refrigerant is filtered, dried and stored in a tank within the recovery/recycling system until it is
ready to be pumped back into the vehicle's A/C system. With refrigerant stored in the recovery/recycling
system, A/C system can be opened without polluting atmosphere.
A/C SYSTEM SPECIFICATIONS
1997-98 A/C System Specifications

Compressor Type Nippondenso Or Seiko-Seiki
System Oil Capacity (1) 3.4-4.8 ozs.
Refrigerant (R-134a) Capacity 34.4-36 ozs.

System Operating Pressures (2)
High Side 164-215 psi (11.5-15.1
kg/cm2 )
Low Side 36-42 psi (2.5-3.0 kg/cm2 )
(1) Use PAG Oil (Part No. 81-22-9-407-724).
(2) Specification is with ambient temperature at 80°F 27°C) and relative humidity at 50-70 percent.
HEAT, VENTILATION & A/C
1997 A/C-Heater System

Compressor Type Nippondenso Or Seiko-Seiki
System Oil Capacity (1) 3.4-4.8 ozs.
Refrigerant (R-134a) Capacity 34.4-36 ozs.

System Operating Pressures (2)
High Side 164-215 psi (11.5-15.1
kg/cm2 )
Low Side 36-42 psi (2.5-3.0 kg/cm2 )
(1) Use PAG Oil (Part No. 81-22-9-407-724).
(2) Specification is with ambient temperature at 80°F (27°C) and relative humidity at 50-70 percent.

SYSTEM CONTROLS
Blower Control Knob
Blower speed can be placed in 5 different levels from off (0) to high speed setting (4). The airflow to vent
outlets is dependent on driving speed. See Fig. 1.
Temperature Control Knob
This knob, in center of control panel, allows the increase or decrease of temperature in passenger compartment.
See Fig. 1.
Air Distribution Knob
Airflow can be directed to windshield, upper body area, or to footwells. Intermediate positions are also possible.
In the footwell position, a small amount of air flows to the windows to keep them from fogging up. See Fig. 1.
Fig. 1: A/C-Heater Control Panel & Airflow Patterns
TESTING
PIN VOLTAGE CHARTS
Pin voltage charts are supplied to reduce diagnostic time. Checking pin voltages at the A/C-heater control unit
determines whether it is receiving and transmitting proper voltage signals. Charts may also help determine if
A/C-heater control unit wiring harness has a short or open circuit.
minimum 10-megohm input impedance.
A/C-HEATER CONTROL UNIT PIN ASSIGNMENTS (BLACK 6-PIN CONNECTOR) (1)

Pin No. Function/Description Signal Type
2 Ground Ground Circuit
3 A/C Switch Signal Input Signal
5 A/C Compressor Output Signal
6 Evaporative Temperature Input Signal
(1) Pin assignments not listed are not used.
A/C-HEATER CONTROL UNIT PIN ASSIGNMENTS (BLACK 8-PIN CONNECTOR)

Pin No. Function/Description Signal Type
1 Ignition Feed (Terminal 15) Input Signal
2 A/C Compressor Clutch Output Signal
3 Blower Level (A/C) Output Signal
5 Blower Level (Air Circulation) Output Signal
6 Function Light Ground Ground Circuit
8 Fresh Air Recirculation Output Signal
WARNING: To avoid injury from accidental air bag deployment, read and carefully
follow all SERVICE PRECAUTIONS and DISABLING & ACTIVATING AIR
BAG SYSTEM procedures. See SERVICE PRECAUTIONS .
A/C-HEATER CONTROL UNIT
Remove radio. Pull off A/C-heater control panel knobs. See Fig. 2. Remove screws and pry off front panel.
Disconnect control cables and electrical connector. To install, reverse removal procedure.
Fig. 2: Removing Front Panel (Z3)
Fig. 3: Removing Center Console (Z3)
Courtesy of BMW OF NORTH AMERICA
BLOWER MOTOR
Remove windshield wiper assembly. Unclip 3 fan covers at firewall. Disconnect fan electrical connectors.
Unclip fan retaining bracket. Lift out blower motor. See Fig. 4. To install, reverse removal procedure.
Fig. 4: Exploded View Of Blower Motor Components (Z3)

EVAPORATOR CORE
1. Disconnect negative battery cable. Discharge A/C system, using approved refrigerant recovery/recycling
equipment. Disconnect A/C hoses for evaporator core in engine compartment.
2. Remove lower instrument panel covers. Disconnect A/C pipes from firewall to evaporator core by
removing the A/C pipe holder screws and sliding pipes upward with pressure plate. See Fig. 5.
3. Remove evaporator cover from evaporator case. Remove evaporator by sliding sideways off of case.
Remove expansion valve from evaporator core. Drain refrigerant oil from evaporator and measure
amount.
4. To install, reverse removal procedure. Replace oil in evaporator with the same amount that was drained.
Replace all "O" rings and coat them with refrigerant oil before installation. Evacuate, charge, and leak test
A/C system.
Fig. 5: Exploded View Of Evaporator Core & Expansion Valve (Z3)

HEATER CORE

Disconnect heater hose clips. Remove heater hoses. Blow out coolant from heater core with compressed air.
Remove lower left instrument panel trim. Remove knee bolster. See Fig. 6. Disconnect heater hoses from heater
core. Remove footwell air duct. Remove heater core screws. Slide out heater core. To install, reverse removal
procedure.
Fig. 6: Exploded View Of Instrument Panel Components (Z3)

A/C Compressor Bolts 16 (22)
A/C Compressor Clutch Spring Plate 15 (20)
Pressure Safety Switch
High Pressure (1) 18 (25)
Low Pressure (1) 14 (19)
INCH Lbs. (N.m)

Heater Core Stud Nuts 27 (3.0)
Heater-To-Body Screw 40 (4.5)
(1) Apply locking compound to threads.
WIRING DIAGRAMS
Fig. 7: Manual A/C Circuit - (1 of 1)
OPERATING FLUIDS
Operating Fluids - Air Conditioning And Heating - All Models
1.0 AIR CONDITIONER REFRIGERANT

FREON(R)
The refrigerant Freon(R) R12 is used in most BMW automobiles with an air conditioner up through the 1992
model year. It has a boiling point of --29.8°C (sea level), at which the refrigerant is transformed from a liquid
into a gaseous state. This boiling point, however, is not constant. It is displaced in the direction of higher
temperatures as pressure increases.
Freon(R) R12 complies with the requirements expected of a safety refrigerant. Freon(R) is not combustible and
does not turn into an explosive mixture with air. It is also odorless and non-toxic. Conformance with certain
safety regulations is essential to the handling of refrigeration systems.
There are currently no BMW-approved alternative refrigerants to R12.
See S.I. Bulletin B 64 02 92 (3495).
SAFETY WARNING
Avoid any contact with liquid refrigerant, since this could cause frostbite. Protect eyes with safety
goggles and hands with gloves. Contact a doctor without delay in case of an accident.
Freon(R) R12 is heavier than air, so this refrigerant must not be discharged in closed rooms. There is
danger of asphyxiation in a sunken work area (pit). Do not store bottles of refrigerant at temperatures
above 113°F/45°C or heat them.
Never weld on or near a system filled with refrigerant. Heat could cause excessive pressure and an
explosion. In addition, Freon(R) R12 will decompose at high temperature or when subjected to an open
flame. The resulting decomposition products would be hazardous to health.
Make sure you read the container label instructions completely prior to use.
Obtain and use the correct type of refrigerant recovery/recycling machine. Follow the directions included
in the machine's instruction manual.
HFC-134A
The refrigerant HFC-134a (also known as R-134a) is used as of the following models with an air conditioner:
1992 E32/M30 from March 1992 production

1993 E34, E36, 325iC. E31, E32 from August 1992 production
This environmentally friendly refrigerant performs similar functions as Freon(R) R12, but the refrigerants Freon
(R) R12 and R-134a must NEVER be mixed or combined in any way under any circumstances.
See T.R.I. 64 01 92 (2121) for general information, S.I. Bulletin B 64 10 92 (3536) for overall description and
diagnostic procedure, and S.I. Bulletin B 64 02 92 (3495) for non-approved refrigerants.
SAFETY WARNING
Always wear eye protection and gloves while handling refrigerant or servicing air conditioning systems.
Avoid breathing R-134a and lubricant vapor or mist. Exposure may irritate eyes, nose, throat, and lungs.
Use only approved service equipment to discharge A/C systems. If accidental system discharge occurs,
ventilate work area before resuming service.
If refrigerant or compressor oil contacts the skin or eyes, large quantities of cool water should be used to
flush the affected area.
Never heat a refrigerant container with an open flame. Keep all refrigerants away from open flames, since
burning refrigerant can produce poisonous gas.
Under no circumstances should R-134a service equipment or vehicle A/C systems be pressure tested with
air/R- 134a mixtures. Some mixtures of air and R-134a have been shown to be combustible at elevated
pressures.
The use of compressed air (shop air) for leak detection in R-134a systems could result in fire or explosion
causing injury or property damage. In addition, introducing compressed air into A/C systems or components
contaminates the system and/or refrigerant with moisture.
Obtain and use the correct type of refrigerant recovery/recycling machine. Follow the directions included
in the machine's instruction manual.
2.0 REFRIGERATION OIL

OIL USED IN FREON(R)-CHARGED SYSTEMS
A mineral-based oil is used. The oil level in the compressor must be checked before filling an air conditioner
with refrigerant. It can be checked only if the system is without refrigerant.
Always check the oil level each time a new system is filled with Freon(R) R12 or after repairs. The oil level is
very important for the entire air conditioning system. Part of the oil (approx. 25% depending on amount of
refrigerant) is mixed with the refrigerant and is continuously circulated in the system. This oil lubricates the
moving parts of the system, such as the expansion valve and compressor.
OIL USED IN R-134A-CHARGED SYSTEMS:
A synthetic oil is used, which is totally different than the mineral-based oils used in Freon(R) R12 systems.
R-134a systems require Polyalkylene Glycol lubricants, often referred to as "PAG" oil. Use of R-12 compressor
oil in R-134a systems will cause the compressor to seize and fail. The R-12 mineral oil does not stay in solution
in R-134a. In addition, R-134a compressor should not be used in an R-12 system. Long term damage and
corrosion will result.
The GREEN R-134a system labels, usually located near the top side of the fan shroud in the engine
compartment, will display the refrigerant requirement for R-134a systems. An example is illustrated.
R-12 systems will have a BLACK label in a similar location.
Fig. 1: Identifying Refrigerant Requirement Label For R-134A Systems

PAG oil should only be stored in its original container, and sealed as tightly as possible. PAG oil is totally
devoid of moisture when packaged, and will absorb moisture readily (hygroscopic) if exposed to the
atmosphere, rendering it useless. Dispose of all extracted lubricants from A/C systems. Never reuse old
compressor oil. Contaminated PAG oil should never be added to the air-conditioning system, and old PAG oil is
typically contaminated with moisture. R-134a is even more sensitive to moisture contamination than R-12
systems, and because of the desiccant material change (refer to "Receiver-Dryer"), the capacity per volume of
the receiver-dryer is typically less.
See T.R.I. 64 01 92.
PAG oil may be obtained from BMW of North America.
BMW Part No. 82 11 1 468 042.
3.0 AIR CONDITIONING UNIT DISINFECTANTS

A musty odor may be detected in the vehicle, particularly when the air conditioner is first switched on.
This is caused by microorganisms growing on the evaporator from moisture condensation.

A disinfectant can be applied to the air conditioning system:
"Airguard" by J. J. Products, Inc.; "Airsept" by The Auto Doctor or Air Conditioning and Heating System
Treatment by Wurth USA, Inc.
Such disinfectants are not available from BMW of North America.
See S.I. Bulletins B 64 08 91 and B 64 01 01.
4.0 AIR CONDITIONER REFRIGERATION/OIL FILL CAPACITIES

Reference information for servicing BMW Air Conditioning systems is listed in AIR CONDITIONER
REFRIGERATION/OIL FILL CAPACITIES . Please refer to this chart when evacuating/recharging BMW
A/C systems.
Note that some 1993 Model Year early production R-134a equipped vehicles have under-hood labels that
specify higher charge values than those specified in the chart. Testing has confirmed that the values given are
the optimum fill capacities. Consult the chart before refilling. Labels with the lower refrigerant charge amount
specified on the chart have been phased into production as of 11/92.
When performing repairs to the A/C system that require recharging, only the specifications given in this chart
should be used, as well as the label part numbers, as appropriate (see chart). However, inadvertent refrigerant
charging up to the fill capacity given on an " original" ('93 MY production prior to 11/92) under-hood label will
not cause any problems.
REFRIGERANT, SPECIAL FEATURES, PRODUCTION RANGE, FILL CAPACITY G (LBS), FILL

CAPACITY ML (OZ), BMW P/N
AIR CONDITIONER REFRIGERATION/OIL FILL CAPACITIES

Model or Type
Series/Body, Special Production Fill Capacity Refrigerant Oil Total A/C Label
Refrigerant Features Range g (lbs) Fill Capacity ml (oz) BMW P/N
3/E30, R-12 M3 All up to 9/92 875 +/- 25 200 +/- 20 (6.8 +/- 0.7) 64 50 1 381
(1.93 +/- 958
0.05)
3/E30, R-12 All Others All up to 9/92 975 +/- 25 200 +/- 20 (6.8 +/- 0.7) 64 50 1 380
(2.15 +/- 981
0.05)
3/E30, R-134a Convertible All from 9/92 900 +/- 25 100 +/- 20 (3.4 +/- 0.7) 64 50 8 391
(1.76 +/- (5) 026 (4)
0.05)
3/E36, R-12 Modine 9/91-3/92 (1) 1000 +/- 25 167 +/- 20 (5.6 +/- 0.7) 90 00 1 000
Condenser (1) (2.20 +/- 006
0.05)
3/E36, R-12 Original All up to 9/92 1200 +/- 25 200 +/- 20 (6.8 +/- 0.7) 71 21 2 122
Condenser (2.65 +/- 023
0.05)
3/E36, R-134a All 9/92 - 11/92 (3) 1000 +/- 25 120 +/- 20 (4.1 +/- 0.7) 64 50 8 391
(2.20 +/- (5) 524 (4)
0.05)
3/E36, R-134a Z3 except M All 900 +/- 25 120 +/- 20 (4.1 +/- 0.7) 64 50 8 391
coupe and M (1.98 +/- (5) , (6) 026
roadster 0.05) 150 +/- 10 (5.1 +/- 0.3)
(5) , (7)
3/E36, R-134a M coupe and M All 950 +/- 26 Refer to HEATING 64 50 8 391
roadster (2.09 +/- AND AIR 525
0.05) CONDITIONING -
REPAIR
INSTRUCTIONS -
E36 .
3/E36, R-134a All All from 11/92 825 +/- 25 120 +/- 20 (4.1 +/- 0.7) 64 50 8 367
(1.82 +/- (5) , (6) 947
0.05) 150 +/- 10 (5.1 +/- 0.3)
(5) , (7)
3/E46, R-134a All All 740 +/- 25 160 +/- 10 (5.4 +/- 0.3) 64 50 8 380
(1.63 +/- (5) , (6) 053
0.05)
3/E90, R-134a All All 500 +/- 15 Refer to HEATING AND 64 50 6 952
(1.10 +/- AIR CONDITIONING - 937
0.03) REPAIR
INSTRUCTIONS - E90 .
5/E28, R-12 524, 535, M5 All 975 +/- 25 170 +/- 20 (5.7 +/- 0.7) 64 50 1 380
(2.15 +/- 981
0.05)
5/E28, R-12 528e, 533 All 1275 +/- 25 170 +/- 20 (5.7 +/- 0.7) 64 50 1 380
(2.81 +/- 984
0.05)
5/E34, R-12 525i, 535i, All up to 9/92 1925 +/- 25 200 +/- 20 (6.8 +/- 0.7) 64 53 1 382
525iT (4.24 +/- 614
0.05)
5/E34, R-12 M5 All up to 9/92 1500 +/- 25 200 +/- 20 (6.8 +/- 0.7) 64 53 1 378
(3.31 +/- 247
0.05)
5/E34, R-134a M5 From 9/92 (2) 1450 +/- 25 160 +/- 20 (5.4 +/- 0.7) 64 50 8 391
(3.19 +/- (5) 751 (4)
0.05)
5/E34, R-134a All Others All from 9/92 1550 +/- 25 160 +/- 20 (5.4 +/- 0.7) 64 50 8 391
3.42 +/- 0.05) (5) 523 (4)
5/E39, R-134a All Up to 9/98 1210 +/- 25 160 +/- 15 (5.4 +/- 0.5) 64 50 8 362
(2.67 +/- (5) , (6) 434
0.05)
180 +/- 20 (6.1 +/- 0.7)
(5) , (7)
5/E39, R-134a All From 9/98 750 +/- 25 160 +/- 15 (5.4 +/- 0.5) 64 50 8 387
(1.65 +/- (5) , (6) 412
0.05) 180 +/- 20 (6.1 +/- 0.7)
(5) , (7)
5/E60, R-134a All (Includes From 8/03 810 +/- 10 Refer to HEATING AND 64 50 6 920
M5) (1.78 +/- AIR CONDITIONING - 708
0.02) REPAIR
5/E61, R134a All All 810 +/- 10 Refer to HEATING AND 64 50 6 920
0.02) REPAIR
6/E24, R-12 Rear Air All 1800 +/- 25 170 +/- 20 (5.7 +/- 0.7) 653 1 380
Conditioner (3.97 +/- 728
0.05)
6/E24, R-12 All Others All 1100 +/- 25 170 +/- 20 (5.7 +/- 0.7) 64 50 1 380
(2.43 +/- 982
0.05)
5/E63/E64, R- All From 8/03 810 +/- 10 Refer to HEATING AND 64 50 6 920
134a (1.78 +/- AIR CONDITIONING - 708
0.02) REPAIR
INSTRUCTIONS -
E63/E64 .
7/E23, R-12 733, 735 All up to 9/85 1275 +/- 25 170 +/- 20 (5.7 +/- 0.7) 64 50 1 380
(2.81 +/- 984
0.05)
7/E23, R-12 735 All from 9/85 1175 +/- 25 170 +/- 20 (5.7 +/- 0.7) 64 50 1 380
(2.59 +/- 983
0.05)
7/E32, R-12 750iL All up to 11/92 1925 +/- 25 200 +/- 20 (6.8 +/- 0.7) 64 53 1 382
(2) (4.24 +/- 614
0.05)
7/E32, R-12 735i, 735iL All up to 3/92 1925 +/- 25 200 +/- 20 (6.8 +/- 0.7) 64 53 1 382
(2) (4.24 +/- (5) 614
0.05)
7/E32, R-134a 735i, 735iL From 3/92 (3) 1550 +/- 25 160 +/- 20 (5.4 +/- 0.7) 64 50 8 391
(3.42 +/- (5) 523
0.05)
7/E32, R-134a 740i, 740iL, From 9/922 1550 +/- 25 160 +/- 20 (5.4 +/- 0.7) 64 50 8 391
750iL (3.42 +/- (5) 5234
0.05)
7/E38, R-134a All All up to 11/97 1210 +/- 25 180 +/- 30 (6.1 +/- 1.0) 64 50 8 362
All All from 11/97 (2.67 +/- (5) , (6) 434
0.05) 180 +/- 20 (6.1 +/- 0.7) 64 50 8 381
680 +/- 25 (5) , (7) 241
(1.50 +/-
0.05)
7/E65, R-134a 745i, 750i All 810 +/- 25 Refer to HEATING AND 64 50 6 920
0.05) REPAIR
7/E66, R-134a 745Li, 750Li All 810 +/- 25 Refer to HEATING AND 64 50 6 920
0.05) REPAIR
7/E66, R-134a 760Li All 1120 +/- 25 Refer to HEATING AND 64 50 6 924
0.05) REPAIR
8/E31, R-12 All All up to 9/92 1925 +/- 25 200 +/- 20 (6.8 +/- 0.7) 64 53 1 382
(4.24 +/- 614
0.05)
8/E31, R-134a All All from 9/92 1550 +/- 25 Nippon Denso 160 +/- 30 64 50 8 391
(3.42 +/- (5.4 +/- 1.0) 523
0.05) Seiko Seiki 180 +/- 20
(6.0 +/- 0.7)
Z4/E85, R-134a All All 740 +/- 10 Refer to HEATING AND 64 50 6 920
0.05) REPAIR
Z8/E52, R-134a All All 710 +/- 25 Refer to HEATING AND 64 50 8 384
0.05) REPAIR
X5/E53, R-134a 3.0, 4.4i, 4.6i, All 440 +/- 10 Refer to HEATING AND 64 50 8 385
4.8iS (0.970 +/- AIR CONDITIONING - 985
0.02) REPAIR
X3/E83, R134a 2.5, 3.0 All 740 +/- 25g Refer to HEATING AND 64 50 8 385
0.05) REPAIR
(1) The Modine condenser was used in many E36 vehicles over the production range 9/91 - 3/92. This
condenser has a smaller volume, and the A/C system must be charged accordingly. Refer to S.I.
Bulletin B 64 09 92 (3529) for details concerning the identification and charging of E36 Modine
condensers.
(2) Production start of 1993 MY E34/S38 (M5) 9/92; E32/M70 (750iL) 11/92.
(3) R-134a, the environmentally friendly air conditioning refrigerant, was introduced to the U.S. market
beginning with 3/92 production E32/M30 (735i/iL) vehicles. refer to S.I. Bulletin B 64 10 92 (3536)
for information pertaining to R-134a.
(4) Labels reflecting the proper charging volumes given on this chart are available form BMW Parts.
These may be used in place of the original equipment labels on '93 model year vehicles produced
before 11/92.
(5) All vehicles equipped with R-134a refrigerant require special PAG lubricant. refer to S.I. Bulletin B
64 10 92 (3536).
(6) Nippon Denso
(7) Seiko Seiki

MAINTENANCE INFORMATION
1997-98 MAINTENANCE BMW Maintenance Information
MODEL IDENTIFICATION
NOTE: For scheduled maintenance intervals and the related fluid capacities, fluid
specifications and labor times for major service intervals, see SCHEDULED
SERVICES article in this section. Warranty information and specifications for
fluid capacities, lubrication specifications, wheel and tire size, and battery type
are covered in this article.
VIN LOCATION
The Vehicle Identification Number (VIN) is stamped on the right hand side of the heater bulkhead and also on
an adhesive label located inside the left front door opening. The number is also stamped on a metal strip that is
fastened to the dash adjacent to the middle of the windshield. In an effort to deter theft, VIN number is stamped
on body, engine and transmission components.
VIN CODE ID EXPLANATION
Numbers preceding the explanations in the legend below refer to the sequence of characters as listed on VIN
identification label. See VIN example below.
Fig. 1: VIN Code ID Explanation
CAMSHAFT TIMING BELT

CAUTION: Failure to replace a faulty camshaft timing belt may result in serious
engine damage.
The condition of camshaft drive belts should always be checked on vehicles which have more than 50,000
miles. Although some manufacturers do not recommend belt replacement at a specified mileage, others require
it at 60,000-100,000 miles. A camshaft drive belt failure may cause extensive damage to internal engine
components on most engines, although some designs do not allow piston-to-valve contact. These designs are
often called "Free Wheeling".
Many manufacturers changed their maintenance and warranty schedules in the mid-1980's to reflect timing belt
inspection and/or replacement at 50,000-60,000 miles. Most service interval schedules in this manual reflect
these changes.
Belts or components should be inspected and replaced if any of the following conditions exist:
 Cracks Or Tears In Belt Surface

 Missing, Damaged, Cracked Or Rounded Teeth
 Oil Contamination
 Damaged Or Faulty Tensioners
 Incorrect Tension Adjustment
Replace camshaft timing belt every second INSPECTION II or every 4 years.
SCHEDULED MAINTENANCE SERVICE

An on-board computer determines service intervals based on the style and amount of driving. The operator is
signaled by a series of LED's showing the proximity of service needs. Five Green LED's will progressively go
out showing the approaching need of service. When the last Green light goes out an Amber light will illuminate
indicating service is due immediately. A Red LED will illuminate if the maintenance interval has been
exceeded.
The maintenance services are done in sequence: Engine Oil Service, Inspection I, Engine Oil Service,
Inspection II. An Annual Service is to be performed with, or in addition to, all other services when due.
OXYGEN SENSOR SERVICE
Replace O2 sensor at 50,000 mile intervals.
SERVICE POINT LOCATIONS

Fig. 2: Service Point Locations (Z3)
Fig. 3: Service Point Locations (328)
Fig. 4: Service Point Locations (528)
Fig. 5: Service Point Locations (318iS)
Fig. 6: Service Point Locations (318i & 318iS)
Fig. 7: Service Point Locations (540i& 740)
WHEEL & TIRE SPECIFICATIONS
NOTE: There is insufficient snow chain clearance when 195/65 VR 14 (14 x 6.5 wheel)
or 205/55 VR 15 (15 x 7 wheel) are fitted. Snow chains must be used on drive
wheels, in pairs only.
WHEEL TIGHTENING
Tighten all wheel lugs to 81 ft. lbs. (110 N.m).

BATTERY SPECIFICATIONS
CAUTION: When battery is disconnected, vehicles equipped with computers may lose
memory data. When battery power is restored, driveability problems may
exist on some vehicles. These vehicles may require a relearn procedure.
See COMPUTER RELEARN PROCEDURES article in the GENERAL
INFORMATION section.
All models use group 48 batteries with cold crank rating of 690 amps.
CAUTIONS & WARNINGS

SUPPLEMENTAL RESTRAINT SYSTEM (SRS)
At date specified on label in glove box, entire SRS should be thoroughly inspected.
follow all warnings and service precautions. See appropriate AIR BAGS
article in ACCESSORIES/SAFETY EQUIPMENT.
CAUTION: Disconnect negative battery cable before servicing any air bag system,
steering column or passenger side dash component. After any repair, turn
ignition key to the ON position from passenger's side of vehicle in case of
accidental air bag inflation
SUPPLEMENTAL RESTRAINT SYSTEM (AIR BAG)
NOTE: See the AIR BAGS article in the ACCESSORIES/SAFETY EQUIPMENT Section.
Modifications or improper maintenance, including incorrect removal and installation of the Supplemental
Restraint System (SRS), can adversely affect system performance. DO NOT cover, obstruct or change the
steering wheel horn pad in any way, as such action could cause improper function of the system. Use only plain
water when cleaning the horn pad. Solvents or cleaners could adversely affect the air bag cover and cause
improper deployment of the system.
follow all warnings and service precautions. See appropriate AIR BAGS
article in ACCESSORIES/SAFETY EQUIPMENT.
CAUTION: Disconnect negative battery cable before servicing any air bag system,
steering column or passenger side dash component. After any repair, turn
ignition key to the ON position from passenger's side of vehicle in case of
accidental air bag inflation
AIR CONDITIONING SERVICING

CAUTION: Avoid breathing R-134a refrigerant and PAG lubricant vapors, exposure
may irritate eyes, nose and throat. To remove R-134a from system use R-
134a recycling equipment that meets SAE J2210 specifications. If
accidental system discharge occurs, ventilate work area before resuming
service.
WARNING: R-134a service equipment or vehicle A/C systems SHOULD NOT be

pressure tested or leak tested with compressed air. Some mixtures of
air/R134a have shown to be combustible at elevated pressures. These
mixtures are dangerous and may cause fire and/or explosions. See AIR
CONDITIONING SERVICE article in GENERAL INFORMATION section.
ANTI-LOCK BRAKE SYSTEM
The anti-lock brake system contains electronic equipment that can be susceptible to interference caused by
improperly installed or high output radio transmitting equipment. Since this interference could cause the
possible loss of the anti-lock braking capability, such equipment should be installed by qualified professionals.
On models equipped with anti-lock brake systems, ALWAYS observe the following cautions:
 DO NOT attempt to bleed hydraulic system without first referring to the appropriate ANTI-LOCK
BRAKE SYSTEM article in the BRAKES Section.
 DO NOT mix tire sizes. As long as tires remain close to the original diameter, increasing the width is
acceptable. Rolling diameter must be identical for all 4 tires. Some manufacturers recommend tires of the
same brand, style and type. Failure to follow this precaution may cause inaccurate wheel speed readings.
 Use ONLY recommended brake fluids. DO NOT use silicone brake fluids in an ABS-equipped vehicle.
BATTERY WARNING
WARNING: When battery is disconnected, vehicles equipped with computers may

lose memory data. When battery power is restored, driveability problems
may exist on some vehicles. These vehicles may require a relearn
procedure. See COMPUTER RELEARN PROCEDURES article in GENERAL
INFORMATION section.
REPLACING BLOWN FUSES
CAUTION: Before replacing a blown fuse, remove ignition key, turn off all lights and
accessories to avoid damaging the electrical system. Be sure to use fuse
with the correct indicated amperage rating. The use of an incorrect
amperage rating fuse may result in a dangerous electrical system
overload.
BRAKE PAD WEAR INDICATOR

CAUTION: Indicator will cause a squealing or scraping noise, warning that brake
pads need replacement.
CATALYTIC CONVERTER
CAUTION: Continued operation of vehicle with a severe malfunction could cause

converter to overheat, resulting in possible damage to converter and
vehicle.
CAUTION: Any modification to the exhaust system on turbo models, which reduces
exhaust backpressure, will lead to lean fuel mixtures and excessive spark
advance. This could cause serious engine damage.
ELECTRIC SHOCK HAZARD
WARNING: Contact with live ignition system components while engine is running
could lead to a fatal electric shock.
ELECTROSTATIC DISCHARGE SENSITIVE (ESD) PARTS
WARNING: Many solid state electrical components can be damaged by static

electricity (ESD). Some will display a warning label, but many will not.
Discharge personal static electricity by touching a metal ground point on
the vehicle prior to servicing any ESD sensitive component.
ENGINE OIL
CAUTION: Never use non-detergent or straight mineral oil.
FUEL SYSTEM SERVICE
WARNING: Relieve fuel system pressure prior to servicing any fuel system
component (fuel injection models).
HALOGEN BULBS
WARNING: Halogen bulbs contain pressurized gas which may explode if overheated.
DO NOT touch glass portion of bulb with bare hands. Eye protection
should be worn when handling or working around halogen bulbs.
RADIATOR CAP
CAUTION: Always disconnect the fan motor when working near the radiator fan. The
fan is temperature controlled and could start at any time even when the
ignition key is in the OFF position. DO NOT loosen or remove radiator cap
when cooling system is hot.
RADIATOR FAN
WARNING: Keep hands away from radiator fan. Fan is controlled by a thermostatic
switch which may come on or run for up to 15 minutes even after engine
is turned off.
TOWING EYE
NOTE: When using the removable towing eye, ensure it is fully tightened.
WARRANTY INFORMATION
CAUTION: Due to the different warranties offered in various regions and the variety of
after-market extended warranties available, please refer to the warranty
package that came with the vehicle to verify all warranty options.
BASIC NEW CAR WARRANTY
Covers every manufacturer supplied part for 12 months or 12,000 miles, whichever occurs first. Tires are
covered by a separate warranty offered by the tire manufacturer.
LIMITED WARRANTY
Warrants cars to be free of defects in materials or workmanship for a period of 4 years or 50,000 miles,
whichever comes first. (1989-90 vehicles covered for 3 years/36,000 miles.)
SUPPLEMENTAL RESTRAINT SYSTEM WARRANTY
Covered by the Limited Warranty for a period of 3 years or 36,000 miles, whichever comes first.
ANTI-CORROSION
Covers holes caused by corrosion in body sheet metal for 6 years, without respect to mileage, so long as the
yearly inspection and maintenance services are performed.
EMISSION CONTROL SYSTEM LIMITED WARRANTY
Manufacturer warrants to the initial purchaser and each subsequent purchaser that this vehicle is designed, built,
and equipped so as to conform at the time of sale with all U.S. and California Air Resources Board emission
regulations. The vehicle is warranted to be free from defects in materials and workmanship which cause it to
fail to conform with applicable regulations within the first 5 years or 50,000 miles, whichever occurs first.
EMISSION CONTROL SYSTEM LIMITED WARRANTY (CALIFORNIA)
Warrants that vehicle is free from defects in materials and workmanship which cause it to fail to conform with
applicable emission requirements or to fail a California Smog Check test or EPA approved short test for a
period of 3 years or 50,000 miles, whichever occurs first. After 3 years or 50,000 miles, repairs are limited to
the repair or replacement of those parts listed on the California Emissions Warranty Parts List. If your
California registered vehicle is between 3 and 5 years old and has been driven less than 50,000 miles, then your
vehicle is eligible for additional coverage under the Emissions Control System Limited Warranty.
Emissions Warranty Parts List (California)
 Airflow Meter/Air Mass Meter

 Servo Motor, Including Throttle Valve Potentiometer
 EML Control Unit
 Intake Manifold Assembly
 Throttle Valve Housing Assembly
 Motronic Control Unit
 Fuel Tank
FUSES & CIRCUIT BREAKERS

FUSE PANEL IDENTIFICATION
The fuse box with spare fuses, fuse removal tool and relays are located on the left wheel arch inside the engine
compartment.
Fig. 8: Fuse Panel Identification
Fuse & Circuit Breaker Identification
 1 - 30 Amp Sunroof
 2 - 25 Amp Auxiliary Connector
 3 - 30 Amp Headlight/Foglight Cleaning Module
 4 - 15 Amp Unloader Relay (K9)
 6 - 20 Amp Rear Defogger Relay
 7 - 5 Amp Power Door Locks, Convertible Top, Trunk Lid Relay
 8 - 15 Amp Horn Relay, Anti-Theft Control Module
 9 - 20 Amp Radio, Hi-Fi Amplifier
 11 - 7.5 Amp Right Low Beam Headlight, Check Control Module
 12 - 7.5 Amp Left Low Beam Headlight, Check Control Module
 13 - 5 Amp Not Used
 14 - 30 Amp Body Electronic Control Module
 15 - 15 Amp Foglights, Instrument Cluster
 16 - 5 Amp Cooling Fan Relays, A/C Compressor Control Relay
 17 - 10 Amp Rear Foglight Switch (Canada)
 18 - 15 Amp Fuel Pump
 19 - 15 Amp Relay Module
 20 - 30 Amp Blower Relay, Park Ventilation Relay
 22 - 5 Amp Light Switch
 23 - 5 Amp Unloader Relay (K9), Rear Defogger Relay, Combination Switch, Climate Control System,
Clock, Instrument Cluster, On-Board Computer
 24 - 10 Amp Power Mirrors
 25 - 5 Amp (USA) Light Switch
 25 - 5 Amp (Canada) Light Switch, Low Beam Light Relay, Right Park Light/License Plate Light Relay,
Left Park Light Relay
 26 - 10 Amp Back-Up Lights Switch, Program Switch, Transmission Range Switch, Throttle Flap Heater
 27 - 5 Amp Instrument Cluster
 28 - 5 Amp Automatic Transmission Range Switch
 29 - 7.5 Amp Left High Beam Light
 30 - 7.5 Amp Right High Beam Light
 31 - 5 Amp Climate Control System, On-Board Computer, Instrument Cluster, Clock, Chime Module,
On-Board Display
 32 - 30 Amp Front Cigarette Lighter
 33 - 10 Amp Light Switch, Charging Socket, Telephone Transceiver, Body Electronic Control Module,
CD Changer, Trunk Light, Left Park Light Relay (Canada), Front Dome & Map Lamps, Ignition Switch
 34 - 15 Amp Crash Control Module, Hazard Flasher Relay
 35 - 25 Amp Convertible Top Motor, Body Electronic Control Module
 36 - 30 Amp Wiper Relay
 37 - 10 Amp Light Switch, Right Park Light/License Plate Light DRL Relay (Canada)
 38 - 30 Amp ABS Pump Motor Relay
 39 - 7.5 Amp Compressor Control Relay
 41 - 30 Amp High Speed Relay
 42 - 7.5 Amp Rollover Sensor, Supplemental Restraint System Control Module
 43 - 5 Amp Convertible Top Control Module, Seat Load Assembly, Body Electronics Control Module,
Telephone Transceiver, Anti-Theft Control System, Make-Up Mirrors, Front Dome & Map Lights
 44 - 15 Amp Radio, Wiper/Washer Module, Washer Pump, Twin Relay Module
 45 - 7.5 Amp Wiper Relay, Wiper Motor Relay, Clock, On-Board Computer, On-Board Display Check
Control Module
 46 - 15 Amp Cruise Control System, Instrument Cluster, Brake Light Switch
GENERAL INFORMATION
BMW - Gasoline - 1982-11
BRAKE PAD WARNING LIGHT
NOTE: Most vehicles are equipped with a Malfunction Indicator Light (MIL) or check
engine light. If light comes on and remains on while driving, the vehicle requires
some type of repair. See appropriate service and repair information. After
repairing fault(s) and clearing fault code(s), the Malfunction Indicator Light (MIL)
or check engine light should go out. Some models may use a dual-function
indicator light, which is also used to indicate emission component service is
due. After performing required service, reset indicator light.
NOTE: Brake pad warning light should go out after replacement of brake pad thickness
sensor. If warning light does not go out, turn ignition on, engine off, for 30-45
seconds. Warning light should go out. If the above procedure is not successful,
connect vehicle to DIS tester, access Instrument Cluster/IKE, then "clear fault
memory".
NOTE: The base instrument cluster OIL SERVICE INSPECTION display is located on
the bottom of the cluster, to the right of center. The base cluster is also
equipped with a graphic display of the car that shows if a door or the trunk lid is
open. The high instrument cluster OIL SERVICE INSPECTION display is located
on the bottom of the cluster, to the left of center.
NOTE: To determine the appropriate reset procedure, refer to BRAKE PAD WARNING
LIGHT RESET INDEX. Only vehicles listed in this index have a specific brake
pad warning light reset procedure. For other vehicles, perform PROCEDURE 1
first. If light does not reset, perform PROCEDURE 2. If the above procedures are
not successful, connect vehicle to DIS tester, access Instrument Cluster/IKE,
then "clear fault memory".
BRAKE PAD WARNING LIGHT RESET INDEX

Model & Year Reset Procedure
5-Series
1997-00 Brake Pad Warning Light Reset - Procedure 1
(w/High Instrument Cluster)
(w/Base Instrument Cluster)
7-Series
BRAKE PAD WARNING LIGHT RESET - PROCEDURE 1

To reset light after replacing brake pads, turn ignition on with engine off. Wait 30 seconds. Brake pad warning
indicator light will switch off.
BRAKE PAD WARNING LIGHT RESET - PROCEDURE 2
Start engine. Brake pad warning indicator will switch off.
OXYGEN SENSOR WARNING LIGHT
NOTE: To determine the appropriate reset procedure, refer to OXYGEN SENSOR

WARNING LIGHT RESET INDEX. Only vehicles listed in this index have an
oxygen sensor warning light.
OXYGEN SENSOR WARNING LIGHT RESET INDEX

All Models
1983 & Earlier Oxygen Sensor Warning Light Reset - Procedure 1
1984 & Later Oxygen Sensor Warning Light Reset - Procedure 2
OXYGEN SENSOR WARNING LIGHT RESET - PROCEDURE 1
1. Every 30,000 miles (25,000 miles on 528i) the OXYGEN light in dash will come on as a reminder to
replace the oxygen sensor.
NOTE: On 528e models, pull the protective metal plate off before removing
oxygen sensor.
2. On 528e models, no interval reset switch is provided. After replacing sensor, remove instrument panel.
Remove and discard bulb for OXYGEN sensor light.
3. On all other models, trace speedometer cable to interval switch (in-line with cable, mounted on frame rail
left of transmission). Press White reset button. See Fig. 1. Ensure warning light is out.
Fig. 1: Locating Oxygen Sensor Warning Light Reset Switch (All BMW Models Before 1983)
OXYGEN SENSOR WARNING LIGHT RESET - PROCEDURE 2
NOTE: Some late production (February 1985 and later) BMW models have a reset
button on rear of the light control assembly located near pedal assembly. Press
button to reset light after servicing oxygen sensor.
No reset switch is provided. When oxygen sensor light comes on, service oxygen sensor. Remove and discard
bulb from indicator.
SERVICE INTERVAL REMINDER LIGHTS
NOTE: This is sometimes referred to as the "Oil Change Light" or "Oil Service Light".
NOTE: On models that still use the round diagnostic connector in engine compartment,
use SIA reset tool to reset service lights. See SERVICE INTERVAL LIGHT
RESET - PROCEDURE 1. On models without the round diagnostic connector in
the engine compartment, the use of the SIA reset tool is not possible. See
SERVICE INTERVAL LIGHT RESET - PROCEDURE 2. The service indicator can
only be reset using the reset mode in the instrument cluster or by using BMW
hardware. This procedure applies to 3-Series from production date 9/99, and 5-
Series and 7-Series from production date 9/00 (except 2002-05 7-Series and
2004-05 5-Series) without an engine compartment diagnostic connector. For
2002-up models with condition based service (CBS) interval system reset
procedure, see SERVICE INTERVAL LIGHT RESET - PROCEDURE 3.
NOTE: To determine the appropriate reset procedure, refer to SERVICE INTERVAL

REMINDER LIGHT RESET INDEX. Only vehicles listed in this index have a
service interval reminder.
SERVICE INTERVAL REMINDER LIGHT RESET INDEX

Models With Engine Compartment Diagnostic Connector
1983-05 Service Interval Light Reset - Procedure 1
Models Without Engine Compartment Diagnostic Connector
Models With Condition Based Service (CBS) Interval System
2002 & Newer Service Interval Light Reset - Procedure 3
Models Without Condition Based Service (CBS) Interval System
Starting in 1983 and ending on some models in 1999, service indicator on instrument panel consists of 5
Green, 3 Red and one Yellow Light Emitting Diodes (LED) and the inscriptions OIL SERVICE and
INSPECTION. When ignition is on, as many as 5 Green LEDs will light up. The Green LEDs go out
when the engine is started. If the Yellow LED glows and one of the inscriptions comes on and remains on
when the engine is started, maintenance service is due immediately. When maintenance interval has been
exceeded (after approximately 1000 miles) the Red LED's will come on in addition to the Yellow LED as
a reminder for servicing.
Beginning on some models in 1999, a new method for displaying the service interval is used. Colored
LEDs are no longer used to display the amount of time until the next service or inspection is due. The
actual mileage remaining until the next service will be displayed for five seconds when the ignition is first
switched on. The text OIL SERVICE or INSPECTION will also illuminate to show which service is due.
A minus symbol (-) before the mileage display indicates that a service is past due.
The 2002-05 models with condition based service (CBS) interval system uses an entirely different service
interval system. See SERVICE INTERVAL LIGHT RESET - PROCEDURE 3.
SERVICE INTERVAL LIGHT RESET - PROCEDURE 1
1. To reset instrument cluster SIA OIL SERVICE indicator, turn ignition switch to ON position. Connect
Service Indicator Resetter (62 1 110) to diagnosis connector in engine compartment. See Fig. 2.
2. Press Yellow OIL SERVICE button. Green LED will illuminate. Wait until Yellow LED illuminates and
then goes out again. Ensure that OIL SERVICE indicator has been reset.
3. To reset SERVICE INTERVAL indicator, press Red INSPECTION service button for inspection. Green
LED illuminates. Wait until Red LED illuminates and then goes out again. Turn ignition switch to OFF
position, wait 20 seconds and repeat procedure in order to adapt interval of annual inspection to
inspection. Ensure that SERVICE INTERVAL indicator has been reset.
Fig. 2: Identifying BMW Service Interval Reset Tool

Reset service light by performing the following:
1. Ignition key must be in OFF position.

2. Press and hold trip odometer reset button in the instrument cluster (left button), and turn ignition key to
first position.
3. Keep the button pressed for approximately 5 seconds until one of the following words appear in the
display: "OIL SERVICE", or "INSPECTION", with "RESET".
4. Release reset button and press it again until "RESET" begins to flash in the display. See Fig. 3 and Fig.
4.
5. Service due is shown with "RESET" if coded minimum consumption limit has been reached and resetting
is possible. If "RESET" is not shown, minimum limit has not been reached and resetting is not possible.
6. While "RESET" is flashing, press left button briefly to reset service interval. After display has shown new
interval, following will appear: "END SIA".
7. System can only be reset again after 2.5 gallons of fuel have been consumed.
Fig. 3: Resetting Service Interval Light (E46)
Fig. 4: Resetting Service Interval Light (E39)
Models use a Condition Based Service (CBS) service interval system, which displays a Service Need Display
(SND). When ignition is on, Service Need Display appears under the speedometer in the instrument cluster for
10 seconds in the place where the fuel tank level is normally displayed. The first line corresponds to the mileage
dependent service items. It specifies the mileage when the next service is due.
If the mileage is exceeded (service overdue), it appears with a minus sign. The second line corresponds to the
time dependent service items and is displayed by a clock symbol. It specifies the weeks/months/years when the
next service is due. If the service is overdue, it appears with a minus sign. The actual service item (with
additional information) can be viewed in the control display.
NOTE: On some models an appropriate scan tool may be used to reset CBS service
schedules. By using suitable diagnostic equipment connected to the vehicle
diagnostic connector it is possible to reset CBS service schedules at any time.
By selecting the `CBS' option, the diagnostic equipment will gather information
regarding the current state of CBS items from their relevant modules on the
CAN network.
Service reset is accomplished using instrument cluster:
1. Insert key into ignition.

2. Press start/stop button without depressing the clutch or brake, and wait for the service reminder to
dissapear.
3. Immediately after the service reminder indicator goes out, press and hold the odometer reset button. After
3 secs a warning triangle will appear, keep the odometer button pressed and after another 2-3 secs an oil
can will appear.
NOTE: If the odometer button is pressed too long (10 secs in total), German
writing will appear (giving the software level/ can bus etc. of the vehicle).
This indicates that you've overshot the reset procedure and you need to
re-start from the beginning.
4. The service menu should now be displayed. Use the toggle switch on indicator stalk (twisting the stalk) to
scroll up/down through the various service items.
5. When the item to be reset is showing, press the BC button on end of indicator stalk. "Reset" should now
appear in the display. Press in and hold the BC button for 2-3 secs and a whirling clock icon will be
displayed. The reset procedure for the selected service item is done.
6. Scroll up/down to select another item (as in step 4), or press the start/stop button to exit.
NOTE: Residual wear or remaining time are specified (possibly with a minus sign). The
"1" symbol means that you can reset service operation (early production
vehicles may show an "F"), while a "0" indicates it is not resettable (the first 20
percent of the service interval is also protected against accidental reset). For
additional information about Condition Based Service (CBS), see RESETTING
AND CORRECTING CONDITION BASED SERVICE under PROGRAMMING in
SELF-DIAGNOSIS - 7-SERIES article.
Fig. 5: Identifying Condition Based Service (CBS) Instrument Panel Controls (1 Of 2)

Fig. 6: Identifying Condition Based Service (CBS) Instrument Panel Controls (2 Of 2)
The BMW maintenance system SIA IV (service interval indicator) is used on X3 models (E83). The service
interval indicator is a system subject to constant development which in its development stages has been
integrated in various model series such as E85 (Z4) and E46 (3 and M3-Series).
The service indicator appears in the LC display in the instrument cluster's speedometer. The indicator is shown
for 5 seconds in the LC display after terminal R is "ON". See Fig. 7.
Fig. 7: Identifying Service Interval Indicator

Resetting Service Interval Indicator

Resetting the service interval indicator for the oil service and inspection procedures can only be done by
pressing the left button in the instrument cluster. See Fig. 8.
Fig. 8: Identifying Service Interval Indicator Reset Button

TIRE PRESSURE MONITOR SYSTEM (TPMS)
NOTE: If a tire pressure has been adjusted, or a wheel or tire has been changed or
replaced, or repairs have been made to air spring suspension, the TPM system
must be reinitialized. System must be reinitialized both before and after pulling
a trailer.
CAUTION: When driving with snow chains or a space-saver spare tire, DO NOT
initialize the system.
NOTE: To determine the appropriate reset procedure, refer to TPMS RESET INDEX.
Only vehicles listed in this index have a TPMS reset.
TPMS RESET INDEX

1-Series (128i & 135i)
2008 TPMS Reset - Procedure 8
2009-11 TPMS Reset - Procedure 9
3-Series
5-Series
6-Series
7-Series
Alpina
M3
M5
M6
M-Coupe & M-Roadster
X3
X5 & X5 M
X6 & X6 M
2008 11
TPMS Reset - Procedure 9
Z3
Z4
Z8
TPMS RESET - PROCEDURE 1
1. Set the tire pressure on all wheels to specification.

2. Turn ignition switch to ON position, with engine off.
3. Press reset button (for no longer than 10 seconds) until tire pressure warning light illuminates Yellow for
a few seconds. See Fig. 9, Fig. 10, Fig. 11 or Fig. 12 .
NOTE: On some X5 models, the reset button is marked "RDC".
4. Drive vehicle. Initialization is automatically completed during the drive, without any feedback issued.
Fig. 9: Locating TPM System Reset Button (5-Series)

Fig. 10: Locating TPM System Reset Button (3-Series & X5 - Typical)
Fig. 11: Locating TPM System Reset Button (Z4)

NOTE: The initialization finishes during driving, which can be interrupted at any time.
When driving resumes, the initialization is continued automatically.
1. Set the tire pressure of all wheels to specification.

2. Start engine, but do not start driving.
3. On Control Center, select "RPA" from the "SETTINGS" menu and confirm selection. The initialization
menu will appear. See Fig. 13.
4. Select "SET" and confirm selection.
5. Drive vehicle. The message "FTM IS BEING INITIALIZED" will be displayed. See Fig. 14.
NOTE: It takes at least 10 minutes before the TPM system can detect and report a
flat tire.
6. Select counterclockwise left arrow button and confirm to exit from menu.
Fig. 13: Identifying TPM System Reinitialization Messages (1 Of 2)
Fig. 14: Identifying TPM System Reinitialization Messages (2 Of 2)



2. Start the engine.
3. Press iDrive knob down once to enter Vehicle Info.
4. Select Settings.
5. Select Vehicle Tires.
6. Select TPM.
7. Select Reset.
8. Scroll to Yes.
9. Select "YES" and press the controller.
10. After selecting Yes, drive vehicle until tires on iDrive screen turn green.
Resetting TPM With iDrive Controller
When the color of the tire indicator is Green, tire pressure is within the established target value. When the
indicator color is Yellow in one of the wheel, check for a flat tire or substantial loss of pressure in the indicated
tire. A message also appears in Control Display.
If indicator color is Yellow in all wheels, check for flat tire or substantial loss of tire pressure in several tires. A
message will also appear in Control Display.
If indicator color is Gray, system cannot detect a puncture. Check for TPM being reset, temporary malfunction
caused by systems or devices using the same radio frequency or a system malfunction.
1. Press MENU button. The Start menu is called up.

2. Press the controller to open the i-menu.
3. Select "Vehicle Settings" and press the controller.
4. Select "TPM" and press controller.
5. Drive vehicle for a few minutes. The set inflation pressures in the tires are accepted as target values to be
monitored. The system reset is completed during the drive, but can be interrupted any time. When driving
resumes, reset is continued automatically.
6. The Control Display will show Green indicators and "Status: TPM active" is shown in Control Display
7. If a flat tire is detected while system is resetting and determining inflation pressures, all tires on Control
Indicator will appear in Yellow and message "Tire Low" is shown.
Resetting TPM Without iDrive Controller
1. Start engine, but do not drive vehicle.

2. Lightly push button the top button on turn indicator lever up or down repeatedly until the tire symbol
appears in the display accompanied by the word "RESET".
3. Press the side button on turn indicator to confirm your choice of the Tire Pressure Monitor.
4. Press and hold the side button for about 5 seconds, until "RESET" is displayed.
5. Drive vehicle. The set inflation pressures in the tires are accepted as target values to be monitored. The
system reset is completed during the drive, but can be interrupted any time. When driving resumes, reset
is continued automatically.

2. Press "MENU" button to open start menu.
3. Open the i-menu of the Control Center.
4. Select "SETTINGS" and press the controller.
5. Select "VEHICLE" and press the controller. See Fig. 15.
6. Select "TIRES: TPM" and press controller.
8. Select "RESET" and press the controller.
10. Drive vehicle. The message "RESETTING TPM...." will be displayed. Initialization is automatically
completed during the drive. When initialization is complete, "STATUS: TPM ACTIVE" message will be
displayed.
Fig. 15: Identifying TPM System Reinitialization Messages

CAUTION: When driving with snow chains or a space-saver spare tire, DO NOT
initialize the system.

3. Press reset button (for no longer than 10 seconds) until tire pressure warning light illuminates Yellow for
a few seconds. See Fig. 16, Fig. 17, Fig. 18 or Fig. 19 .
Fig. 16: Locating TPM System Reset Button (M-Coupe & Roadster)
Fig. 17: Locating TPM System Reset Button (X3)
Fig. 18: Locating TPM System Reset Button (X5)


2. Press "MENU" button.
3. Open the "i" menu of the Control Center.
4. Select "SETTINGS" and press the controller.
5. Select "VEHICLE/TIRES" and press the controller.
6. Change to upper field if necessary. Turn controller until "TPM" is selected and press the controller.
8. Select "RESET" and press the controller.
10. Drive vehicle. The message "RESETTING TPM...." will be displayed. Initialization is automatically
completed during the drive. When initialization is complete, "STATUS: TPM ACTIVE" message will be
displayed.
Resetting TPM With iDrive

2. Turn ignition switch ON.
3. Press controller to call up I menu. See Fig. 20.
4. Select SETTINGS and press controller.
5. Select CAR/TIRES and press controller.
6. If necessary, switch to top field and select TIRES/RDC and press controller.
7. Start engine.
8. Select CONFIRM TIRE PRESSURE and press controller.
Fig. 20: Locating TPM System Reset Button (With iDrive)

Resetting TPM Without iDrive

2. Start engine.
3. Move turn signal lever up or down until TPM warning symbol and RESET appears. See Fig. 21.
4. Press BC button on end of turn signal lever to confirm selection.
5. Press and hold BC button for approximately 5 seconds until a CHECK/TICK appears after RESET.
Fig. 21: Locating TPM System Reset Button (Without iDrive)
With iDrive
Indirect System (Flat Tire Monitor)
CAUTION: Do not initialize the system while snow chains are attached.
NOTE: Each time a tire inflation pressure has been corrected or a wheel or tire has
been changed, reset the system.
Initialization: :
1. Using the iDrive MENU button, choose:

2. "Vehicle Info"
3. "Vehicle status"
4. "Reset"
6. Start the initialization using "Reset". See Fig. 22.
7. Start to drive.
The initialization is completed during driving, which can be interrupted at any time. When driving resumes, the
initialization is continued automatically.
Fig. 22: iDrive Showing Tire Monitor "Reset"
Checking FTM Status:

2. "Vehicle Info"
3. "Vehicle status"
4. "Flat Tire Monitor"
5. The status will be diplayed. See Fig. 23.
Fig. 23: iDrive Showing Tire Monitor Status

Direct System (Tire Pressure Monitor)
TPMS Status indicator on the Control Display:
The color of the tires represents the status of the tires and the system. TPM takes into account that tire pressures
change while the vehicle is being driven. The tire pressures do not need to be corrected unless the TPM instructs
you to do so by means of color indicators.
 Green: The tire inflation pressure corresponds to the established target value. "TPM active" appears on
the Control Display.
 One Wheel Yellow: There is a flat tire or substantial loss of tire pressure in the indicated tire. A message
appears on the Control Display.
 All Wheels Yellow: There is a flat tire or substantial loss of tire pressure in several tires. A message
appears on the Control Display.
 Gray: The system cannot detect a puncture. Possible reasons for this:
 TPM is being reset.
 Temporary malfunction caused by systems or devices using the same radio frequency.
 Malfunction.
Initialization (Reset): :

2. "Vehicle Info"
3. "Vehicle status"
4. "Reset"
6. Start the initialization using "Reset". See Fig. 22.
7. Start to drive.
8. The tires are shown in gray and "Resetting TPM..." is displayed.
After driving a few minutes, the set inflation pressures in the tires are accepted as the target values to be
monitored. The system reset is completed during your drive, and can be interrupted at any time. When driving
resumes, the reset is continued automatically. On the Control Display, the tires are shown in green and "TPM
active" is displayed again.
IMPORTANT: If a flat tire is detected while the system is resetting and determining the
inflation pressures, all tires on the Control Display are displayed in yellow. The
message "Low tire!" is shown.
System Reset Failure:
 Message For Unsuccessful System Reset: The warning lamp lights up yellow. A message will appear on
the Control Display. Check the tire inflation pressure and reset the system.
 Malfunction: The small warning lamp flashes in yellow and then lights up continuously; the larger
warning lamp comes on in yellow. On the Control Display, the tires are shown in gray and a message
appears. No punctures can be detected. This type of message is shown in the following situations:
 If there is a malfunction. Have the system checked.
 If a wheel without TPM electronics has been mounted.
 If TPM is temporarily malfunctioning due to other systems or devices using the same radio
frequency.
Without iDrive
Indirect System (Flat Tire Monitor)
Reset: :

2. Lightly push button 1 on the turn indicator. See Fig. 24.
3. Lever the turn indicator up or down repeatedly until the tire monitor symbol appears in the display,
accompanied by the word "RESET". See Fig. 24.
4. Press button 2 to confirm your choice of the Flat Tire Monitor.
5. Press button 2 for approx. 5 seconds until the a check mark is shown next to the "RESET" display.
6. Drive the vehicle.
The initialization is completed during driving, which can be interrupted at any time. When driving resumes, the
initialization is continued automatically.
Fig. 24: Flat Tire Monitor Status Display

Direct System (Tire Pressure Monitor)
IMPORTANT: The system does not work correctly if it has not been reset; for example, a flat
tire may be indicated even though the tire inflation pressures are correct. The
system is inactive and cannot indicate a flat tire if a wheel without TPM
electronics, such as a compact spare wheel, has been mounted, or if TPM is
temporarily malfunctioning due to other systems or devices using the same
radio frequency.
Reset: :

2. Lightly push button 1 on the turn indicator. See Fig. 25.
3. Lever the turn indicator up or down repeatedly until the tire monitor symbol appears in the display,
accompanied by the word "RESET". See Fig. 25.
4. Press button 2 to confirm your choice of the Tire Pressure Monitor. In the display, "ACTIVE" will appear
above "RESET". See Fig. 25.
5. Press button 2 for approx. 5 seconds. In the display, "RESETTING" will now appear above "RESET".
See Fig. 25.
6. Drive the vehicle.
After driving a few minutes, the set inflation pressures in the tires are accepted as the target values to be
monitored. The system reset is completed during your drive, and can be interrupted at any time. When driving
resumes, the reset is continued automatically. The indicator lamp goes out after the system reset is completed.
Fig. 25: Tire Pressure Monitor Status Display
System Reset Failure:
 Message For Unsuccessful System Reset: The warning lamp lights up yellow. The system was not reset.
Check the tire inflation pressure and reset the system.
 Malfunction: The small warning lamp flashes in yellow and then lights up continuously; the larger
warning lamp comes on in yellow. On the Control Display, the tires are shown in gray and a message
appears. No punctures can be detected. This type of message is shown in the following situations:
 If there is a malfunction. Have the system checked.
 If a wheel without TPM electronics has been mounted.
 If TPM is temporarily malfunctioning due to other systems or devices using the same radio
frequency.
OPERATING FLUIDS
Operating Fluids - Maintenance And General Information - All Models
1.0 INTRODUCTION
These operating fluids specifications describe the standards which are necessary for approval and application
for BMW automobiles. Operating fluids are arranged in vehicle group category and are approved for all
assemblies. Any reference to a particular fluid contained in an active Service Information Bulletin since January
1987 will be listed next to the fluid's part number. Before applying operating fluids, it is important to make sure
that the specifications and manufacturing codes on the container conform with those on the enclosed
specification list.
Prior to their approval, all operating fluids are tested in detail on test stands, in laboratories, and in cars during
field tests.
As new information is received, the Operating Fluids Manual will be updated. Some lubricants or fluids may be
listed in more than one specific group. For example, Part No. 81 22 1 468 879 (Pentosin CHF7.1 Fluid) is listed
under Group 32 (Steering) as well as in Group 37 (Integrated Suspension Systems). BMW Car Care products
are listed in Group 99.
BMW of North America has also approved various fluids for use which are not available through the Parts
Department, but may be obtained locally. A list of these approved fluids is found on sections 4.0
ALTERNATE UNIVERSAL LUBRICANTS AND WORKSHOP SUPPLIES and 5.0 APPROVED
OPERATING FLUIDS SOURCES
Some fluids have been phased out of PDC inventory. Such fluids will be marked by an asterisk (*) after the part
number along with the name(s) of alternate supplier(s) and the product name/part number.
2.0 CORROSION PROTECTION FOR VEHICLE IN LONG-TERM STORAGE

Location - inside of a building whenever possible or covered parking lot (especially convertibles).
Replace engine oil and filter after engine reaches operating temperature. Run engine several minutes after
replacing oil.
Engine oil must be replaced every 12 months. Factory engine oil (in new cars) can remain in the engine up to 12
months.
Check/correct electrolyte level in battery cells.
Disconnect battery ground lead to avoid discharging battery through current draw of electrical equipment. Or,
switch off battery main disconnect switch (if equipped).
Recharge battery according to repair instructions.
Inspect undercoating for damage and repair as necessary.

Inspect wax coating in engine compartment, on engine, underbody and axles. Repair as necessary.
Operate air conditioner monthly for 10 minutes in order to lubricate the seals and the expansion valve. Note:
The air conditioner will only work at temperatures above 37°F/3°C.
PRE-DELIVERY CARS
Replace brake fluid if car has been parked outdoors longer than six (6) months.
Fill the vehicle fuel tank with fresh fuel in order to prevent condensation inside the tank (applies only to metal
fuel tanks).
Check, and if needed, correct the coolant level and concentration of long-term antifreeze and corrosion
inhibitor.
Apply brakes to dry the brake discs of any moisture and spray them with a corrosion inhibitor. Spray the
complete brake assemblies after parking the car at its final storage location.
Do not apply the parking brake. Brake linings could seize when the parking brake is applied for an extended
period of time. Rather, engage first gear (manual transmissions) or " park" position (automatic transmissions) to
hold vehicle stationary.
Increase inflation pressure on all road tires to 50 psi.
Thoroughly clean the entire car, including underside, engine and engine compartment.
EXTERIOR FINISH
Repair any damage to the paint finish. Wash entire vehicle exterior with BMW Car Wash Shampoo (Part No. 82
14 9 400 129) or equivalent. Polish painted and chrome finishes with Car Polish Cream - 3M Part No. 6055
(former BMW Part No. 82 14 9 400 131) or equivalent.
Polishing the vehicle with abrasive cleaners and/or cleaner waxes may have a detrimental effect on the
appearance of the paint. Waxing of Paint Sealer treated vehicles may still be done, but only if non-abrasive
cleaners or non-abrasive cleaner-waxes are used.
Wax painted and chrome finishes with BMW Car Wax (Part No. 83 12 9 408 527) or equivalent.
Wax painted and chrome plated parts if storage period is 12 months or longer. Dewax and rewax cars every six
(6) months if stored outside.
Check convertible top for damage.
3.0 CONVERSION TABLE

CONVERSION
Liters US Gallons US Pints Liters US Gallons US Pints
0.5 0.132 1.055 8.0 2.112 16.904
1.0 0.264 2.113 9.0 2.376 19.017
2.0 0.538 4.226 10.0 2.640 21.130
3.0 0.792 6.339 11.0 2.904 23.243
4.0 1.056 8.452 12.0 3.168 25.356
5.0 1.320 10.565 13.0 3.432 27.469
6.0 1.584 12.678 14.0 3.696 29.582
7.0 1.848 14.791 15.0 3.960 31.695
Conversion Factors:
Liters in US Gallons x 0.264
US Gallons in Liters x 3.785
Liters in US Pints x 2.113
US Pints in Liters x 0.473
4.0 ALTERNATE UNIVERSAL LUBRICANTS AND WORKSHOP SUPPLIES

ALTERNATE UNIVERSAL LUBRICANTS AND WORKSHOP SUPPLIES
BMW P/N Description/Application 3M P/N Wurth P/N Loctite P/N
81 22 9 400 208 Lubricant/Contact 89360/1 24379
(1) Cleaner Spray (2)
81 22 9 400 229 Hand Cleaner (3) 893900 25108

(1)
81 22 9 400 720 Molybdenum Disulfide 8876 24378

(1) (MOS2 ) Spray (4)
81 22 9 407 138 Stain Remover (5) 89024
(1)
81 22 9 407 174 Bearing Grease (6) 893530

(1)
81 22 9 407 301 Loctite 574 (7) 893574 24018

(1)
81 22 9 407 388 Adhesive Remover (8) 8984

(1)
81 22 9 407 394 Loctite 380 (9) 8155 893 4103 38050

(1)
81 22 9 407 524 Contact Cement (10) 1357HP

(1)
81 22 9 407 629 High-Adhesion Lubricant 8878 20029

(1) (11)
81 22 9 407 711 Universal Lube Spray (12) 8878 893106 20029

(1)
(1) These items are no longer available through BMW NA Parts Department.
(2) Stops electrical and mechanical faults due to water, moisture, rust, dirt and friction. Colorless,
neutral, free of grease and silicone, suitable for all applications. Examples: Stops moisture on
distributor, generator, ignition coil, starter, spark plugs, coils, relays, contacts, etc. Prevents metal
parts from corroding. Stops rubber and plastic parts from aging prematurely. Applications: from -50°
C to +150°C.
(3) Removes stubborn stains and grit without attacking skin. Contains special skin protectant. Does not
clog pipes.
(4) Loosens rust, eliminates squeaking and similar noises, prevent rust seizure. Displaces water on
ignition components to allow quick starting. Insulates electrical systems against moisture and stops
corrosion.
(5) Removes tar, oil and grease stains from seat covers, leather upholstery and painted plastic
components.
(6) A water repellent high-pressure grease for lubricating flywheel gear rings, starter motor pinions, etc.,
and also as an acid-proof grease for battery terminal posts.
(7) Anaerobic, silicone sealant for aluminum flange surfaces. Provides instant sealing when flanges are
assembled.
(8) Removes all residual or excess adhesive, sealing and coating compounds, wax, grease or oil films
from painted and plastic surfaces, i.e. before installing front or rear spoilers and decor strips.
(9) Black cyanacrylate adhesive for joining metals, rubber, PVC.
(10) Powerful adhesive for leather and leatherette, rubber moldings, seats, rubber mats, noise-absorbent
materials, etc. Has good heat resistance and does not attack paint. See S.I. Bulletins B 54 02 95 and
B 54 01 93 (3754).
(11) Long-life high-adhesion lubricant for clutch and brake linkages, spring struts, stabilizers, idler levers
and pivots.
(12) Colorless lubricant with high lubricant content. Eliminates squeaks and grating noises from spring
seat bases. Lubricates door stops and locks, seat adjustment mechanism, etc. Resistant to
temperatures between -50°C and 120°C.
5.0 APPROVED OPERATING FLUIDS SOURCES

APPROVED OPERATING FLUIDS SOURCES
Group Description, S.I. Bulletin Product Name, Source
11 OPERATING FLUIDS - Castrol Inc., Piscataway, NJ
ENGINE
11 Oxygen Sensor Lubricant Bostik "Never-Seez" NSBT-16
Bostik Findley, Middleton, MA
11 Intake & Vacuum System Leak "LiquiMoly (Lubro Moly) Motor
Detector Lecksucher" 2021
S.I. Bulletin B 11 03 92 (3500) W.A.W.D.
11 Cold Weld Epoxy "J-B Weld"
J-B Weld Company, Sulphur
Springs, TX
13 Loctite 290 "Loctite 290"
Throttle Housing Fasteners Kem Krest, Inc., Elkhart, IN
S.I. Bulletin B 13 06 91 (3440)
18 Copper Paste Exhaust System " 8945"
Joints 3M Automotive Trades Division,
S.I. Bulletin B 18 03 89 (1954) Livonia, MI
23 Synthetic Transmission Fluid "Mobil SHC 630"
Mobil Oil Corporation
34 Brake Component Lubricant Bostik "Never-Seez" NSBT-16
S.I. Bulletins B 34 02 94 & B 34 Bostik Findley, Middleton, MA
05 98
36 Loctite 638 (green) "Loctite 680"
Affix wheel hub covers Kem Krest, Inc., Elkhart, IN
36 Loctite Cleaner 755 "Loctite Cleaning Solvent 755"
Loctite 242 "Loctite 242"
M5 Wheel Covers Kem Krest, Inc., Elkhart, IN
S.I. Bulletin B 36 03 90 (3182)
41 Structural Adhesive "DP420 Epoxy Adhesive with 3M
S.I. Bulletin B 41 01 95 (4150) EPX Applicator"
3M Industrial Tapes and
Specialties Division, Livonia, MI
54 Renax GL1 "Poliplex #1"
Fuchs Lubricants Corp., Harvey,
IL
61 Rubberized Super Glue " 893 4103"
Wurth USA, Inc., Ramsey, NJ
62 Contact Cleaner Spray "CRC QD Contact Cleaner Spray
IC Acoustic Transmitter 5101"
S.I. Bulletin B 62 04 92 (3539) CRC Industries, Warminster, PA
63 Silicone Gasket Material "Permatex Form-A-Gasket 6B-
Turn Signals 80627"
S.I. Bulletin B 63 05 91 (3313) Kem Krest, Inc., Elkhart, IN
64 AC System Disinfectant "Airguard"
S.I. Bulletin B 64 08 91 (3373) J.J. Products, Inc., East Orange,
NJ
"Airsept"
The Auto Doctor, Tucker, GA
64 AC System Treatment " 893540-U"
Wurth USA, Inc., Ramsey, NJ
APPROVED OPERATING FLUIDS SOURCES
Group Description, S.I. Bulletin Product Name, Source
97 Brushable Seam Sealer " 8901021"
Seals spot-welded, riveted, or bolted seams and Wurth USA, Inc., Ramsey, NJ
joints. Brushable consistency remains flexible.
Retains brush marks appearance.
97 Body Seal, Beige " 0892091 U"
Underbody Seal, Black " 0893075 U"
Permanent, flexible protection against stone Wurth USA, Inc., Ramsey, NJ
chipping damage. Fast drying and paintable.
97 Seam Sealer, Grey " 0893228 U"
Fast drying, paintable, silicone-free sealant for Wurth USA, Inc., Ramsey, NJ
special spray gun application.
99 Paint Cleaner "Machine Cleaner 1" and "Hi-
Tech Cleaner 2"
Meguiar's Inc., Irvine, CA
99 Machine Glaze "Mirror Glaze 3"
99 Paint Sealer "Sealer and Reseal Glaze 7"
99 Paint Swirl Remover "Hi-Tech Swirl Remover 9"
99 Paint Carnauba Paste Wax "Hi-Tech Yellow Wax 26"
GENERAL INFORMATION
Air Bag/SRS Component Inspection & Replacement Tables - European
ALFA ROMEO (1991-95)
WARNING: Accidental air bag deployment is possible. Personal injury may result.
Avoid area near steering wheel and instrument panel even if air bags have
deployed. Dual-stage air bag modules may be present that could contain
an undeployed stage. When disposing of a deployed dual-stage air bag,
always treat it as a "live" module. See appropriate AIR BAG RESTRAINT
SYSTEM article.
APPLICATION - ALFA ROMEO

Make/Model Year Location Table
Spider 1991-94 DS Alfa Romeo-1
164 1995 D-P Alfa Romeo-1
1991-94 DS Alfa Romeo-1
D-P
Driver's & Passenger's Side
D-P2
Driver's & Passenger's Side (Dual-Stage)
DS
Driver's Side
HI
Head Impact
KI
Knee Impact
SI
Side Impact
PS2
Passenger's Side (Dual-Stage)

Alfa Romeo-1
Inspect & If Damaged Replace
Component (Even If Air Bag Did Not
Replace After Deployment Deploy) Comments
Deployed air bag modules; All Knee bolster; Seat belts & mounting Proper operation of air bag
impact sensors; Clockspring; points; Wiring harness; system requires that any
Control unit; repair made to the vehicle
structures return it to its
original production
configuration.; DO NOT
attempt wiring repairs.; After
vehicle is repaired, ensure
AIR BAG warning light is
functioning properly.;
AUDI (1989-04)
SYSTEM article.
APPLICATION - AUDI
Allroad 2001-04 D-P, SI, HI Audi-4
A4 2002-04 D-P, SI, HI Audi-4
1999-01 D-P, SI, HI Audi-2
1996-98 D-P, SI Audi-2
A6 2000-04 D-P, SI, HI Audi-4
1998-99 D-P, SI Audi-4
1995-97 D-P Audi-1
A8 2004 D-P2 SI, HI, Audi-6
KI
2002-03 D-P, SI, HI Audi-4
2000-01 D-P, SI, HI Audi-3
1997-99 D-P, SI Audi-3
Cabriolet 1995-98 D-P Audi-1
1994 DS Audi-1
Coupe 1990-91 DS Audi-1
S4 2004 D-P, SI, HI Audi-3
2000-02 D-P, SI, HI Audi-3
1993-94 D-P Audi-1
1992 DS Audi-1
S6 2002-04 D-P, SI, HI Audi-4
1995-96 D-P Audi-1
S8 2002-03 D-P, SI, HI Audi-4
2000-01 D-P, SI, HI Audi-3
TT 2003-04 D-P, SI Audi-5
2000-02 D-P, SI Audi-3
V8 Quattro 1993-94 D-P Audi-1
1990-92 DS Audi-1
80 Series 1990-92 DS Audi-1
90 Series 1995 D-P Audi-1
1990-94 DS Audi-1
100 Series 1993-94 D-P Audi-1
1990-92 DS Audi-1
200 Series 1989-91 DS Audi-1
D-P
D-P2
DS
Driver's Side
HI
Head Impact
KI
Knee Impact
SI
Side Impact
PS2
Audi-1
Deployed air bag modules; Energy reserve module (1989-93 models If any components are
Instrument panel (A6, S4, S6 & only); Seat belts & mounting points; damaged or bent, they must
100); Spiral spring; Air bag Voltage transformer (1989-93 models be replaced.; After vehicle is
control unit; Front seat belts; only); Wiring harness; repaired, ensure AIR BAG
Upper instrument panel (V8 warning light is functioning
Quattro); Side air bag control properly.; Manufacturer
sensors(1); Seat back padding & recommends replacing all
cover(1); components (except wire
harness) every 15 years.;
(1) On side of deployment (if equipped).
Audi-2
Deployed air bag modules; Air Seat belts & mounting points; Instrument If any components are
bag control unit (ACU)(1); panel; Side impact air bag sensor(s)(4); damaged or bent, they must
Spiral spring; Flap & mounting Air bag control unit (ACU)(5); be replaced.; After vehicle is
frame for passenger-side air repaired, ensure AIR BAG
bag module; Side impact air warning light is functioning
bag sensor(s)(2); Seat back properly.; Manufacturer
recommends replacing all
cushion(s) & cover(2); components (except wire
Deployed seat belt harness) every 15 years.;
pretensioners; Moulded After replacing air bag
headliner(3); A-pillar through module(s) or air bag control
D-pillar trim panels(3); unit, attach supplied stickers
(only tear-off strips) to
registration card and send to
manufacturer.;
(1) On A4, S4 built on or after 10-98, replace Air Bag Control Unit (ACU) if front air bags deploy or
every third head, side and-or seat belt pretensioner deployment.
(2) On side of deployment.
(3) On vehicles with head impact air bags. If head impact air bags have deployed.
(4) Replace if floor pan is deformed in sensor area.
(5) Replace if body tunnel is damaged within 7.87" (200 mm) of ACU.
Audi-3

bag control unit(1); Spiral panel; Side impact air bag sensor(s)(5); damaged or bent, they must
spring; Passenger-side air bag Air bag control unit(6); be replaced.; After vehicle is
module lid & retaining frame; repaired, ensure AIR BAG
Side impact air bag sensor(s) warning light is functioning
(2); Seat back cushion(s) & properly.; Manufacturer
recommends replacing all
cover(2); Rear seat side pad(3); components (except wire
Deployed seat belt harness) every 15 years.;
pretensioners; Moulded After replacing air bag
headliner(4); A-pillar through module(s) or air bag control
D-pillar trim panels(4); unit, attach supplied stickers
(only tear-off strips) to
registration card and send to
manufacturer.;
(1) On Allroad-Quattro, A4, S4, and TT on or after 10-98, replace Air Bag Control Unit (ACU) if front
air bags deploy or every third head, side and-or seat belt pretensioner deployment. On A8, S8 and all
models before 10-98, replace ACU after any air bag deployment.
(3) If equipped with rear seat side impact air bags and folding rear seat.
(4) On vehicles with head impact air bags.
(6) Replace if body tunnel is damaged within 7.87" (200 mm) of ACU.
Audi-4
bag control module(1); Spiral panel; Side impact air bag sensor(s)(5); damaged or bent, they must
spring; Deformed passenger- Air bag control module(6); be replaced.; After vehicle is
side air bag module supports; repaired, ensure AIR BAG
Instrument panel; Front impact warning light is functioning
air bag sensors (if equipped); properly.; Manufacturer
Side impact air bag sensor(s) recommends replacing all
(2); Front-rear seat back components (except wire
cushion & seat cover(2); After replacing air bag
Foldable rear seat side pad(3); module(s) or air bag control
Deployed seat belt module, attach supplied
pretensioners; A-pillar, B- stickers (only tear-off strips)
pillar, C-pillar & D-pillar trim to registration card and send
panels(4); to manufacturer.;
(1) After 10-98, replace air bag control module if front air bags deploy or every third head, side and-or
seat belt pretensioner deployment.
(3) If equipped with rear seat side impact air bags and folding rear seat.
(4) On vehicles with head impact air bags.
(6) Replace if body tunnel is damaged within 7.87" (200 mm) of air bag control module.
Audi-5
Deployed air bag modules; Air Air bag control module; Instrument panel; If any components are
bag control module(1); Side impact air bag sensor(s); Seat belts damaged or bent, they must
Passenger-side air bag module & mounting points; be replaced.; After vehicle is
flap & frame(2); Spiral spring; repaired, ensure AIR BAG
warning light is functioning
Side impact air bag sensor(s)(3) properly.;
>,> (4); Deployed seat belt
pretensioners;
(1) Replace Air Bag Control Module (ACM) if front air bags have deployed or every third head, side
and-or seat belt pretensioner deployment. Replace ACM if housing is damaged or if there is tunnel
deformation within 8" (200 mm) of ACM.
(2) DO NOT bend frame back into shape.
(4) Replace any side impact sensor if floor pan around sensor has been deformed.
Audi-6
Deployed air bag modules; Air Seat belts & mounting points; Seats & If any components are
bag control module(1); Spiral seat backs; Instrument panel; Side impact damaged or bent, they must
spring; Instrument panel with air bag sensor(s); Air bag control module; be replaced.; After vehicle is
air bag guide; Passenger-side repaired, ensure AIR BAG
air bag module retainers and warning light is functioning
bolts and air bag module properly.; Manufacturer
mounting nuts; Knee bag recommends replacing all
mounting bolts(2); Glove box components (except wire
with mounting bolts(3); Front After replacing air bag
impact air bag sensors; Side module(s) or air bag control
impact air bag sensor(s)(4); A- module, attach supplied
pillar, B-pillar, C-pillar & D- stickers (only tear-off strips)
(5)
pillar trim panels ; Deployed to registration card and send
seat belt pretensioners; to manufacturer.;
(1) Replace Air Bag Control Module (ACM) if front air bags have deployed or every third head, side
and-or seat belt pretensioner deployment. Replace ACM if housing is damaged or if there is tunnel
deformation within 8" (200 mm) of ACM.
(2) If knee air bag has deployed.
(3) If passenger's knee air bag has deployed.
(4) On side of deployment or if floor pan around sensor has been deformed.
(5) If head impact air bags have deployed.
BMW (1986-04)
SYSTEM article.
APPLICATION - BMW
L7 1986-87 DS BMW-2
M Coupe-Roadster 2000-02 D-P2, SI BMW-1
1998-99 D-P, SI BMW-1
M3 2001-04 D-P2, HI, SI BMW-3
1998-00 D-P, SI BMW-1
1995-97 D-P BMW-1
1990-91 DS BMW-2
M5 2000-03 D-P2, SI, HI BMW-3
1990-93 DS BMW-2
X3 2004 D-P2, SI, HI BMW-3
X5 2000-04 D-P2, SI, HI BMW-3
Z3 2000-02 D-P2, SI BMW-1
1998-99 D-P, SI BMW-1
1996-97 D-P BMW-1
Z4 2003-04 D-P2, SI, KI BMW-1
Z8 2001-03 D-P2, SI BMW-1
3 Series 2000-04 D-P2, SI, HI BMW-3
1998-99 D-P, SI, HI BMW-1
1994-97 D-P BMW-1
1990-93 DS BMW-2
5 Series 2000-04 D-P2, SI, HI BMW-3
1998-99 D-P, SI, HI BMW-1
1997 D-P, SI BMW-1
1994-95 D-P BMW-1
1989-93 DS BMW-2
6 Series 2004 D-P2, SI, HI BMW-3
1989 DS BMW-2
7 Series 2000-04 D-P2, SI, HI, BMW-3
KI,
1998-99 D-P, SI, HI BMW-1
1997 D-P, SI BMW-1
1993-96 D-P BMW-1
1988-92 DS BMW-2
8 Series 1993-97 D-P BMW-1
1991-92 DS BMW-2
D-P
D-P2
DS
Driver's Side
HI
Head Impact
KI
Knee Impact
SI
Side Impact
PS2
BMW-1
Deployed air bag modules; AIR BAG warning light; Instrument Repair only those cables
Control-diagnostic module; panel; Control unit; Knee bolster; Glove which show visible signs of
Control unit (after third box; Integrated seats; Seat belts & damage. If no visible damage
deployment); Seat belts (if mounting points; Seat belt pretensioners; can be identified, entire cable
worn during impact); Deployed Steering column; Steering wheel; Wiring must be replaced.; After
seat belt pretensioners; Contact harness; vehicle is repaired, ensure
ring; Impact sensors; AIR BAG warning light is
Passenger-side air bag module functioning properly.;
cover-door; Battery safety
terminal (if equipped);
BMW-2
Deployed sir bag modules; All Knee bolster; Seat belts & mounting Repair only those cables
impact sensors; Control unit points; Steering column; Steering wheel; which show visible signs of
(after third deployment); Wiring harness; Glove box; Instrument damage. If no visible damage
Contact ring; Control unit; Seat panel; AIR BAG warning light; can be identified, entire cable
belts (if worn during impact); must be replaced.; After
Deployed seat belt vehicle is repaired, ensure
pretensioners; Battery safety AIR BAG warning light is
terminal (if equipped); functioning properly.;
BMW-3
Deployed air bag modules; AIR BAG warning light operation; Repair only those cables
Control module (after third Instrument panel & support tube; Knee which show visible signs of
deployment); Seat belts (if bolster; Seat belts & mounting points; damage. If no visible damage
worn during impact); Seat belt pretensioners; Steering column; can be identified, entire cable
Passenger-side air bag module Steering wheel; Wiring harness; must be replaced.; After
cover-door; Deployed seat belt vehicle is repaired, ensure
pretensioners; Door trim panel AIR BAG warning light is
(If side air bag deployed); A-, functioning properly.;
B- & C-pillar trim panels (if
head air bag deployed);
Headliner (If head air bag
deployed); Battery safety
JAGUAR (1990-04)
SYSTEM article.
APPLICATION - JAGUAR
S Type 2002-04 D-P2, HI, SI Jaguar-5
1999-01 D-P, SI Jaguar-3
X Type 2004 D-P2, HI, SI, Jaguar-4
KI
2002-03 D-P2, HI, SI Jaguar-4
XJ Series 2004 D-P2, HI, SI Jaguar-5
1998-03 D-P, SI Jaguar-1
XJR 1995-97 D-P Jaguar-2
XJS 1994-96 D-P Jaguar-2
1990-93 DS Jaguar-2
XJ6 1994-97 D-P Jaguar-2
1993 DS Jaguar-2
XJ12 1994-96 D-P Jaguar-2
XK Series 2001-04 D-P2, SI Jaguar-4
1998-00 D-P Jaguar-1
1997 D-P Jaguar-2
D-P
D-P2
DS
Driver's Side
HI
Head Impact
KI
Knee Impact
SI
Side Impact
PS2
Jaguar-1
Deployed air bag modules; Seat Diagnosis Module (DM); Impact sensors; If any components are
assembly(1); Instrument panel Knee Bolster; Seat belts & mounting damaged or bent, they must
& deployment door; Seat belts points; Seat belt pretensioner; Single be replaced.; Replacement of
(2); Deployed seat belt Point Sensing (SPS) unit; Steering all air bag modules is required
pretensioner; column; Steering wheel; after 10 years of service.;
(1) If side air bag module deployed, replace seat assembly on side of deployment.
(2) If in use at time of impact.
Jaguar-2
Deployed air bag modules(1); Diagnosis Module (DM); Impact sensors; If any components are
Knee bolster; Rear safing sensor; Seat damaged or bent, they must
belts & mounting points; Steering be replaced.; Replacement of
column; Steering wheel; all air bag modules is required
after 10 years of service.;
(1) Includes sensor assembly
Jaguar-3
Deployed air bag modules; Seat Air bag modules; Electronic Crash Sensor If any components are
belts(1); (ECS); Side crash sensors; Seat belts & damaged or bent, they must
mounting points; Steering column; be replaced.; Electronic Crash
Steering wheel; Sensor (ECS) replacement is
not required until system has
incurred 5 separate
deployments.;
(1) In use at time of air bag deployment.
Jaguar-4
Deployed air bag modules; Restraints control module (RCM)(2); If any components are
Restraints Control Module Impact sensors(2); Instrument panel; Knee damaged or bent, they must
(1) (2)
(RCM) , ; Deployed seat Bolster; Seat belts & mounting points; be replaced.; Replacement of
belt pretensioners; Seat belts(3), Seat belt pretensioner; Steering column; all air bag modules is required
(4); Seat assembly(5); Steering wheel; after 10 years of service.;
(1) Restraints Control Module (RCM) requires replacement if the system has incurred 5 separate
deployments. DO NOT replace RCM for less than 5 deployments.
(2) Inspect sensor mounting bracket and pigtail for deformation. If damaged, replace sensor whether or
not the air bag has deployed.
(3) Replace all seat belts that were in use at time of collision. (2002-03 X Type only)
(4) All seat belt assemblies should be replaced unless a qualified technician finds the assemblies show no
damage and operate correctly. Seat Belt assemblies not in use during a collision should also be
inspected and replaced, if either damage or improper operation is noted. (2002-03 X Type only)
(5) If side air bag module deployed, replace seat assembly on side of deployment. (2002-03 XK Series
only)
Jaguar-5
Deployed air bag modules; Restraints control module (RCM)(2); If any components are
Restraints Control Module Impact sensors ; Instrument panel; Knee damaged or bent, they must
(2)
(RCM)(1), (2); Seat belts(3); Bolster; Seat belts & mounting points; be replaced.; Replacement of
Seat assembly(4); Headliner, A- Seat belt pretensioner; Steering column; all air bag modules is required
after 10 years of service.; DO
pillar & C-pillar trim panels(5); Steering wheel;
NOT repair air bag module
circuits. Repairs are made by
replacement of harness.;
(1) Restraints Control Module (RCM) requires replacement if the system has incurred 5 separate
deployments. DO NOT replace RCM for less than 5 deployments
(2) Inspect sensor mounting bracket and pigtail for deformation. If damaged, replace sensor whether or
not the air bag has deployed.
(3) Replace seat belts in use at time of collision.
If side air bag module deployed, replace complete seat assembly on side of deployment.
(4)
(5) If head impact air bag(s) has deployed. Also, inspect B-pillar trim panel for visible damage or
deformation before reusing on vehicle.
LAND ROVER (1995-04)
SYSTEM article.
APPLICATION - LAND ROVER

Discovery 1995-99 D-P Land Rover-1
Discovery Series II 2000-04 D-P Land Rover-1
Freelander 2002-04 D-P Land Rover-1
Range Rover 2003-04 D-P2, SI, HI Land Rover-2
1999-02 D-P, SI Land Rover-1
1995-98 D-P Land Rover-1
D-P
D-P2
DS
Driver's Side
HI
Head Impact
KI
Knee Impact
SI
Side Impact
PS2
Land Rover-1
Deployed air bag modules; Air Air bag module & mounting surfaces; After vehicle is repaired,
bag diagnostic control unit; Air Crash sensors & mounting brackets; ensure AIR BAG warning
bag wiring harness(1); Rotary Steering column & wheel; Wiring harness light is functioning properly.;
coupler; Front crash sensors(2); & connectors; Front seat frames (side If side impact air bags have
Deployed seat belt impact air bag modules); Seat belts & deployed, replace seat foam
pretensioners; Seat back foam mounting points; and air bag cover.;
& cover (if side air bag
deployed);
(1) Fly leads (where applicable) connecting air bags and pretensioners to air bag system wining harness.
(2) Applicable to some 1999-2002 North American models.
Land Rover-2
Deployed air bag modules; Air Air bag module & mounting surfaces; After vehicle is repaired,
bag diagnostic control unit; Fly Sensors & mounting brackets; Steering ensure AIR BAG warning
leads(1); Rotary coupler; Side column & wheel; Wiring harness & light is functioning properly.;
crash sensors (replace both connectors; Front seat frames (side If side impact air bags have
sides)(2); Deployed seat belt impact air bag modules); Seat belts & deployed, replace seat foam
pretensioners; Head air bag mounting points; and air bag cover.;
retaining clips(2); Headliner
trim panel(2);
(1) Fly leads (where applicable) connecting air bags and pretensioners to air bag system wining harness.
(2) If side or head air bags have deployed.
MERCEDES-BENZ (1986-04)
SYSTEM article.
APPLICATION - MERCEDES-BENZ
C Class 2001-04 D-P2, SI, HI Mercedes-1
1998-00 D-P, SI Mercedes-1
1994-97 D-P Mercedes-1
CL Class 2000-04 D-P2, SI, HI Mercedes-1
CLK Class 1998-04 D-P2, SI Mercedes-1
E Class 1999-04 D-P2, SI, HI Mercedes-1
G Class 2002-04 D-P2 Mercedes-1
M Class 2002-04 D-P2, SI, HI Mercedes-1
2001 D-P2, SI Mercedes-1
S Class 2000-04 D-P2, SI, HI Mercedes-1
SL Class 1996-04 D-P, SI Mercedes-1
SLK Class 2001-04 D-P, SI Mercedes-1
190D-E 1986-93 DS Mercedes-2
260E 1989 D-P Mercedes-2
1987-88 DS Mercedes-2
300CE-D-E 1989-93 D-P Mercedes-2
300SD-SDL 1989-93 D-P Mercedes-2
300SE-SEL 1989-93 D-P Mercedes-2
300SL 1990-93 D-P Mercedes-2
300TD-TE 1989-93 D-P Mercedes-2
350SD-SDL 1990-91 D-P Mercedes-2
400E-SE 1992-93 D-P Mercedes-2
400SEL 1992-93 D-P Mercedes-2
500E-SEC 1990-93 D-P Mercedes-2
500SEL-SL 1990-93 D-P Mercedes-2
560SEC 1989-91 D-P Mercedes-2
560SEL-SL 1989-91 D-P Mercedes-2
600SEC 1992-93 D-P Mercedes-2
D-P
D-P2
DS
Driver's Side
HI
Head Impact
KI
Knee Impact
SI
Side Impact
PS2
Mercedes-1
Deployed air bag modules; Any parts that fault codes show as faulty; DO NOT attempt SRS wiring
Deployed seat belt Instrument panel; SRS mounting brackets harness repairs.; In case of
pretensioners; Instrument panel & location; SRS harness; Seat belts & any collision, side air bags
(1); Passenger-side air bag mounting points; Steering wheel; and sensors should be
instrument panel cover and air Instrument panel; inspected and replaced if
bag covers in door trim panels damaged or deployed.;
(2); SRS control unit(3);
(1) SLK models.
(2) If applicable.
(3) After third air bag module deployment.
Mercedes-2
Deployed air bag modules; Any part that fault codes show as faulty; DO NOT attempt SRS wiring
Deployed seat belt Instrument panel; SRS mounting brackets harness repairs.;
pretensioners; SRS control unit; & location; SRS harness; Seat belts &
mounting points;
MINI (2002-04)
SYSTEM article.
APPLICATION - MINI
Cooper 2002-04 D-P2, SI, HI MINI-1
D-P
D-P2
DS
Driver's Side
HI
Head Impact
KI
Knee Impact
SI
Side Impact
PS2
MINI-1
Deployed air bag modules; AIR BAG warning light; Instrument DO NOT service-repair any
Control module (after third panel; Control module; Seat belts & components or wiring. If
deployment); Passenger-side air mounting points; Seat belt pretensioners; components or wiring are
bag module cover-door; Steering column; Steering wheel; Wiring damaged, replacement is
Deployed seat belt harness; necessary.; After vehicle is
pretensioners; Clockspring; repaired, ensure AIR BAG
Door trim panel (if side air bag warning light is functioning
deployed); Headliner (if head properly.;
air bag deployed); A-, B- & C-
pillar trim panels (if head air
bag deployed); Battery safety
PORSCHE (1987-04)
SYSTEM article.
APPLICATION - PORSCHE
Boxster 2002-04 D-P, SI Porsche-2
1998-01 D-P, SI Porsche-1
1997 D-P Porsche-1
Cayenne 2003-04 D-P2, SI, HI Porsche-3
911 Series 2002-04 D-P, SI Porsche-2
1999-01 D-P, SI Porsche-1
1990-98 D-P Porsche-1
928 Series 1990-95 D-P Porsche-1
D-P
D-P2
DS
Driver's Side
HI
Head Impact
KI
Knee Impact
SI
Side Impact
PS2
Porsche-1
Deployed air bag modules; Knee bolster; Mounting brackets; DO NOT attempt SRS wiring
Contact ring; Control unit(1); Passenger-side air bag dash trim cover; repairs.;
Air bag sensors; Seat belts & mounting points; Wiring
harness;
(1) On Boxster, replace after third deployment.
Porsche-2
Deployed air bag modules; Knee bolster; Mounting brackets; DO NOT attempt SRS wiring
(1)
Contact ring; Control unit ; Passenger-side air bag dash trim cover; repairs.;
Side air bag sensor(2); Air bag Seat belts & mounting points; Wiring
sensors; Deployed seat belt harness;
pretensioners(3);
(1) Replace control unit after third deployment.
(2) Replace side air bag sensor after third side air bag module deployment.
(3) Replace both seat belt pretensioners.
Porsche-3
Deployed air bag modules; Knee bolster; Mounting brackets; Seat DO NOT attempt SRS wiring
Contact ring; Control unit(1); belts & mounting points; Wiring harness; repairs.;
Side air bag sensor(2);
Deformed or damaged seat
components; Deployed seat belt
pretensioners(3); Instrument
panel(4);
(1) Replace control unit after third deployment.
(2) Replace side air bag sensor after third side air bag module deployment.
(3) Replace all seat belt pretensioners.
(4) Replace instrument panel if passenger-side air bag deployed.
SAAB (1989-04)
SYSTEM article.
APPLICATION - SAAB
9-3 2003-04 D-P2, SI, HI Saab-5
1999-02 D-P, SI Saab-4
9-5 2002-04 D-P2, SI Saab-4
1999-01 D-P, SI Saab-4
900 1994-98 D-P Saab-1

1990-93 DS Saab-2
9000 1995-98 D-P Saab-1
1994 D-P Saab-3
1989-93 DS Saab-3
D-P
D-P2
DS
Driver's Side
HI
Head Impact
KI
Knee Impact
SI
Side Impact
PS2
Saab-1
Deployed air bag modules; System wiring; Windshield; Seat belts & Never splice SRS wiring.;
Clockspring; Knee bolster; mounting points; Damaged insulation can be
Deployed seat belt replaced if copper conductor
pretensioners; Seat belts in use wire is undamaged.;
at time of collision; SRS
control unit; Steering column;
Steering wheel;
Saab-2
Deployed air bag modules; Front sensor brackets; Steering column & Never splice SRS wiring.;
Clockspring; Front sensors; shaft; System wiring; Windshield; Seat Damaged insulation can be
Seat belt in use at time of belts & mounting points; replaced if copper conductor
collision; SRS control unit; wire is undamaged.;
Saab-3
Deployed air bag modules; Knee bolster; Sensor brackets; Steering Never splice SRS wiring.;
Clockspring; Front sensors; column; Steering column bracket; Damaged insulation can be
Deployed seat belt Steering column shaft; System wiring; replaced if copper conductor
pretensioner; SRS control unit; Seat belts & mounting points; wire is undamaged.;
Saab-4
(1)
Deployed air bag modules ; System wiring; Windshield; Knee bolster; Never splice SRS wiring. If
Instrument panel; SRS control Seat belts & mounting points; damaged, entire cable must be
unit(2); Deployed seat belt replaced.;
pretensioners; Seat belts in use
at time of collision;
Clockspring; Side impact
sensor(3); Steering column;
Steering wheel;
(1) If side air bag module is deployed, replace seat back upholstery cover.
(2) SRS control unit can be used a maximum of 3 times for activating seat belt pretensioners and-or side
air bag modules.
(3) On side of impact.
Saab-5
Deployed air bag modules(1), System wiring; Windshield; Knee bolster; Never splice SRS wiring. If
(2); SRS control unit(3); Front Seat belts & mounting points; damaged, entire cable must be
replaced.; Pillar trim panels
impact sensor(4); Side impact and headliner are designed to
sensor(4); Instrument panel(5); augment head protection
Deployed seat belt system. After collision, these
pretensioners; Seat belts(6); items must be replaced in the
Clockspring; Steering column; seat positions that were
Steering wheel; occupied.(2);
(1) If side air bag module is deployed, replace seat back upholstery cover. If head air bag module is
deployed, replace A-, B-, C-pillar trim panels and headliner.
(2) If at least one air bag has been deployed and there was a passenger in the rear seat, all energy
absorbing components must be replaced. If only the front seat was occupied, all forward energy
absorbing components up to the B-pillar must be replaced. If there is damage to the roof or pillar,
these components must be replaced. If any uncertainty, all energy absorbing components must be
replaced. If there is visible damage to the trim or energy absorbing components, they must be
replaced.
(3) SRS control unit can be used a maximum of 3 times for activating seat belt pretensioners and-or side
air bag modules and head air bag modules.
(4) Sensor does not need to be replaced if there has been no mechanical damage to the sensor or if sensor
does not give a diagnostic code.
(5) If passenger-side air bag has deployed.
(6) Replace both seat belts on outer rear seats and seat belt for rear center seat if in use at time of
collision. Replace all seat belts if it cannot be established without doubt which belts were in use when
collision occurred.
VOLKSWAGEN (1990-04)
SYSTEM article.
APPLICATION - VOLKSWAGEN
Cabrio 1999-02 D-P, SI Volkswagen-1
1995-98 D-P Volkswagen-1
Cabriolet 1990-93 DS Volkswagen-1
EuroVan 1992-03 D-P Volkswagen-1
Golf 2000-04 D-P, SI, HI Volkswagen-1
1997-99 D-P, SI Volkswagen-1
GTI 2000-04 D-P, SI, HI Volkswagen-1
Jetta 2000-04 D-P, SI, HI Volkswagen-1
New Beetle 2004 D-P2 SI Volkswagen-2
Passat 1999-04 D-P, SI, HI Volkswagen-1
1998 D-P, SI Volkswagen-1
Phaeton 2004 D-P2, SI, HI Volkswagen-3
Touareg 2004 D-P2, SI, HI Volkswagen-3
D-P
D-P2
DS
Driver's Side
HI
Head Impact
KI
Knee Impact
SI
Side Impact
PS2
Volkswagen-1
Deployed air bag modules(1); Wiring harness; Seat belts & mounting If any components are
Control unit; Control unit points; damaged or bent, they must
bracket(2); Sensors for be replaced.; DO NOT
deployed air bag modules; attempt SRS wiring repairs.;
Air bag system can only be
Driver-side seat belt(2); tested using Diagnostic Tester
Passenger-side seat belt (if in (VAG-1551) and Multimeter
use at time of accident)(3); (US-1119).; Replacement
Deployed seat belt year and month appear on a
pretensioners; Passenger-side sticker located on driver-side
air bag module support; Spiral sun visor. If sun visor is
spring (clockspring); Side air replaced, SRS replacement
bag in-seat wiring harness (if information must be
air bag has deployed); Seat transferred to the new sun
cover & cover clips (if air bag visor.;
has deployed);
(1) Includes head impact air bags on Golf, Jetta and GTI beginning May, 2000.
(2) Cabrio and Eurovan only.
(3) Eurovan only.
Volkswagen-2
Deployed air bag modules; Wiring harness; Seat belts & mounting Replace any damaged or bent
Passenger-side air bag module points; components.; DO NOT
support; Control unit; Sensors attempt SRS wiring repairs.;
for deployed air bag modules; Air bag system can only be
Deployed seat belt tested using Diagnostic Tester
pretensioners; Spiral spring (VAG-1551) .; Replacement
(clockspring); year and month appear on a
sticker located on driver-side
sun visor. If sun visor is
replaced, SRS replacement
information must be
transferred to the new sun
visor.;
Volkswagen-3
Deployed air bag modules; Wiring harness; Seat belts & mounting Replace any damaged or bent
Passenger-side air bag module points; Rear interior lights; Roof grab components.; DO NOT
support; Control unit; Sensors handles; Roof close-out moulding; attempt SRS wiring repairs.;
for deployed air bag modules; Air bag system can only be
Deployed seat belt tested using Diagnostic Tester
pretensioners; Spiral spring (VAG-1551) and Multimeter
(clockspring); Headliner, door (US-1119).; Replacement
seals with weatherstripping, year and month appear on a
curtain air bag guides, grab sticker located on driver-side
handle brackets and A-, B-, C- sun visor. If sun visor is
and D-pillar trim (if curtain air replaced, SRS replacement
bag is replaced); information must be
transferred to the new sun
visor.;
VOLVO (1987-04)
SYSTEM article.
APPLICATION - VOLVO
Coupe 1991 DS Volvo-2
C70 Coupe 2000-02 D-P, SI Volvo-3
1998-99 D-P, SI Volvo-1
C70 Convertible 2000-04 D-P, SI Volvo-3
1998-99 D-P Volvo-1
S40 & V40 2001-04 D-P2, SI, HI Volvo-4
2000 D-P, SI Volvo-3
S60 2001-04 D-P2, SI, HI Volvo-4
S70 & V70 2000 D-P, SI Volvo-3
1998-99 D-P, SI Volvo-1
V70 2001-04 D-P2, SI, HI Volvo-4
S80 2001-04 D-P2, SI, HI Volvo-4
1999-00 DS, PS2, SI, Volvo-4
HI
S90 & V90 1998 D-P Volvo-1
XC70 2003-04 D-P2, SI, HI Volvo-4
XC90 2003-04 D-P2, SI, HI Volvo-5
240 Series 1990-93 DS Volvo-2
850 Series 1995-96 D-P, SI Volvo-1
1993-94 D-P Volvo-1
940 Series 1994-95 D-P Volvo-1
1991-93 DS Volvo-1
960 Series 1996 D-P, SI Volvo-1
1993-95 D-P Volvo-1
1992 DS Volvo-1
D-P
D-P2
DS
Driver's Side
HI
Head Impact
KI
Knee Impact
SI
Side Impact
PS2
Volvo-1
Deployed air bag modules; Instrument panel & frame; Instrument DO NOT attempt SRS wiring
Contact reel; Ignition wiring to panel speakers; Knee bolster & brackets; repairs.; Visually inspect
passenger module; Seat belt Panels under instrument panel; SIPS & seats in event of
units; Sensor module ;(1) Windshield & moulding; Seat belts & minor collisions without
Steering wheel; SIPS (sensor mounting points; deployment.;
module, ignition circuit & bag
module)(2);
(1) Replace if fault code cannot be erased or if there is damage in the area of the sensor module.
(2) Except C70 Coupe.
Volvo-2
Deployed air bag modules; Crash sensor mounting bracket; Wiring DO NOT attempt SRS wiring
Contact reel; Crash sensor; harness; Seat belts & mounting points; repairs.; If fault code 1 is
Deployed seat belt displayed, the crash sensor
pretensioners (if equipped); must be replaced.;
Steering wheel;
Volvo-3
Deployed air bag modules; Instrument panel and frame; Instrument DO NOT attempt SRS wiring
Passenger-side air bag module panel speakers; Knee bolster & brackets; repairs.(2);
ignition cable (if equipped); Panels under instrument panel;
Contact reel; Seat belts & Windshield & bonding; Seat belts &
deployedseat belt pretensioners; mounting points; Seat back frame; Side
Air bag control unit(1); Steering air bag module & seat rail;
wheel; Instrument panel &
frame; Seat back upholstery,
foam filling & protective pad
(3);
(1) Replace if fault code cannot be erased or if there is damage in the area of the air bag control unit.
(2) On S80 models, wiring repairs are only to be performed in specific areas.
(3) If side air bag module has deployed.
Volvo-4

Deployed air bag modules; Instrument panel and frame; Instrument Wiring can be repaired only at
Passenger-side air bag module panel speakers; Knee bolster & brackets; the following locations: A-
ignition cable (if equipped); Panels under instrument panel; pillar, B-pillar, C-pillar, D-
Contact reel; Seat belts & Windshield & bonding; Seat belts & pillar, steering column duct
deployedseat belt pretensioners; mounting points; Seat back frame; Side and by side of A-C-heater
Air bag control unit(1); Steering air bag module & seat rail; A-, B-, C- & unit.;
wheel; Instrument panel & D-pillar trim panels(3); Rear seat
frame; Whiplash protection assembly(4);
system (if equipped); Seat back
upholstery, foam filling &
protective pad(2); Headliner(3);
A-, B-& C-pillar trim panels(3);
Windshield & bonding(4);
(1) Replace if fault code cannot be erased, if there is damage to body in area of air bag control unit or
control unit is mechanically damaged.
(2) If side air bag module has deployed.
(3) On S40 & V40, replace components if module has deployed. On S60, S80 & V70, inspect and
replace components as necessary if module has deployed.
(4) On S40 & V40 if curtain air bag deploys.
Volvo-5
Deployed air bag modules; Whiplash protection system (if equipped); DO NOT attempt SRS wiring
(1)
Front impact sensors ; Side Contact reel; Front impact sensors; Side repairs.;
impact sensors(2); Seat belts & impact sensors; Instrument panel and
deployed seat belt frame; Instrument panel speakers; Knee
pretensioners; Air bag control bolster & brackets; Panels under
unit; instrument panel; Headliner; Interior trim
panels; Seat belts & mounting points;
Seat back frame; Seat rail;
(1) Replace following frontal impact.
(2) Replace following side impact on side of impact.

1988-2003 AIR BAG
Diagnostic Trouble Codes
IDENTIFICATION
For air bag system identification, see AIR BAG SYSTEM APPLICATION table.
NOTE: Diagnostic information is not available. To perform diagnosis, BMW MoDIC

(hand-held scan tester) or BMW Service Tester (Sun 2013 Engine Analyzer) is
necessary.
AIR BAG SYSTEM APPLICATION

Application (1) SRS System Number Of Air
Bags
All Models
1988-91 SRS 1 1
1991-93 SRS 2 1-2
3-Series
1993-95 5WK4 060 1
1993-00 BAE 1-2
1993-00 ZAE 1-2
1995-00 ZAE2 4-6
1995-01 MRS 4-6
1995-02 MRS2 4-6
1997-00 MRS3 4-6
2001-02 MRS4 4-6
5-Series
1993-95 5WK4 060 1
1993-01 BAE 1-2
1993-01 ZAE 1-2
1993-01 ZAE2 4-6
1995-01 MRS 4-6
1995-01 MRS2 4-6
1997-02 MRS3 4-6
2001-02 MRS4 4-6
7-Series
1993-95 5WK4 060 1
1993-01 BAE 1-2
1993-01 ZAE 1-2
1993-01 ZAE2 4-6
1993-01 MRS 4-6
1993-01 MRS2 4-6
1996-01 MRS3 4-6
2001 MRS4 4-6
8-Series
1993-95 5WK4 060 1
1993-98 BAE 1-2
1993-98 ZAE 1-2
1993-98 ZAE2 4-6
1993-98 MRS 4-6
1993-98 MRS2 4-6
X5
1999-02 MRS3 4-6
2001-02 MRS4 4-6
Z3
1995-01 BAE 1-2
1995-01 MRS 4-6
1995-01 MRS2 4-6
1995-02 MRS3 4-6
1995-01 ZAE2 4-6
2001-02 MRS4 4-6
Z8
2000-02 MRS3 4-6
2001-02 MRS4 4-6
Mini
2001-02 MRS4 4-6
(1) Diagnostic information is not available. To perform diagnosis, BMW MoDIC (hand-held scan tester)
or BMW Service Tester (Sun 2013 Engine Analyzer) is necessary.
SRS DIAGNOSTIC TROUBLE CODE TABLES

SRS 1
DIAGNOSTIC TROUBLE CODES (SRS 1)

DTC Definition Procedure
1 Air Bag Ignition Capacitor Defect Replace Ignition Capacitor, Air Bag System Will
Not Function If This Is Not Corrected
2 Diagnostic Unit Malfunction Examine All Faults & Delete Them From Fault
Memory, If Fault Recurs, You Must Replace SRS
Control Unit
3 Air Bag Supply Wire, Drivers Side Resistance Too High, Check Wire Resistance, If
Necessary Replace Cable Set
4 Air Bag Supply Wire, Driver Side, Check Wire Resistance, If Necessary Replace Cable
Power Supply Defect Set
5 Seat Belt Tensioner Supply Wire Check Wire Resistance, If Necessary Replace Cable
Resistance Too High Set
6 Seat Belt Tensioner Supply Wire, Check Sensor Wire For Breaks Or Shorts, Check
Power Supply Defect Connectors For Corrosion & Breakage
7 Crash Sensor Triggered, Front Left Check Sensor, Wires & Connections For Breaks,
Shorts Or Defects, Delete Faults In Memory, Drive
Vehicle Over 15 MPH, Then Rerun Diagnosis
8 Crash Sensor Fault, Front Left Check Sensor, Wires & Connections For Breaks,
Replace Crash Sensor If Fault Recurs
9 Crash Sensor Ground Contact Check Sensor Ground Contact, Check Battery
Fault, Front Left Ground Contacts, Delete Faults In Memory, Drive
Vehicle Over 15 MPH, Then Rerun Diagnosis,
10 Crash Sensor Triggered, Front Check Sensor, Wires & Connections For Breaks,
Right Shorts Or Defects, Delete Faults In Memory, Drive
11 Crash Sensor Fault, Front Right Check Sensor, Wires & Connections For Breaks,
12 Crash Sensor Ground Contact Check Sensor Ground Contact, Check Battery
Fault, Front Right Ground Contacts, Delete Faults In Memory, Drive
13 Crash Sensor Supply Resistance Check Sensor, Wires & Connections For Breaks,
Too High, Front Left Shorts Or Defects, Delete Faults In Memory, Drive
14 Crash Sensor Supply Wire Fault, Check Sensor, Wires & Connections For Breaks,
Front Left Shorts Or Defects, Delete Faults In Memory, Drive
15 Crash Sensor Supply Resistance Check Sensor, Wires & Connections For Breaks,
Too High, Front Right Shorts Or Defects, Delete Faults In Memory, Drive
16 Crash Sensor Supply Wire Fault, Check Sensor, Wires & Connections For Breaks,
Front Left Shorts Or Defects, Delete Faults In Memory, Drive
17 Warning Lamp Short Circuit Short Circuit Exists In Instrument Panel Or In
Supply Wire From Control Unit To Instrument
Panel, Check Whether SRS Warning Light Lights
Up Permanently Or Not At All
18 Warning Lamp Defect Check Air Bag Signal Bulb In Instrument Panel &
Replace If Necessary
19 (1) Crash Detection Accumulator Detection Accumulator Is Activated By Operation
Activated Of SRS System
20 SRS Control Unit Defect, Dealer Delete Fault Stored In Memory, Operate Vehicle For
Replacement Only 5 Minutes, If Fault Re-Occurs, SRS Control Unit
Will Need Replacement
21 Air Bag Supply Wire Resistance Check Wire Resistance, If Necessary Replace Cable
Too High, Passenger Side Set
22 Air Bag Supply Wire, Driver Side Check Wire Resistance, If Necessary Replace Cable
Wire Defect Set
(1) This accumulator can only be diagnosed and reset by a BMW dealer.
SRS 2
DIAGNOSTIC TROUBLE CODES (SRS 2)

DTC Definition Procedure
1 Front Sensor Trigger, One Time .....
2 Front Sensor Trigger, Multiple Times .....
5 Front Sensor Trigger, Permanent .....
13 Two Firing Circuits Are Shorted .....
19 Front Sensor Supply Voltage, Left Fault .....
20 Front Sensor Supply Voltage, Right Fault .....
27 Primary Air Bag Firing Circuit Is Shorted Check Wiring For Short
To Battery Positive
33 Primary Air Bag Firing Circuit Is Shorted Check Wiring For Shorts Or Breaks
To Ground
42 Air Bag Ignition Circuit, Drivers Side Resistance To Low
43 Seat belt Pretension System, Passenger Resistance In Circuit II Is Too Low
Air Bag
44 Passenger Air Bag Resistance In Circuit III (Or Spare
Resistor) Is To Low
45 Air Bag Ignition Circuit, Drivers Side Resistance In Supply Wire Is Too High
46 Seat belt Pretension System, Passenger Resistance In Circuit II Is Too High
Air Bag
47 Passenger Air Bag Resistance In Circuit III (For Spare
Resistance) Is Too High
49 SRS Warning Lamp faulty .....
50 (1) SRS Control Unit Defect Delete Fault Stored In Memory, Operate
Vehicle For 5 Minutes, If Fault Re-Occurs
SRS Control Unit Will Need Replacement
52 (1) Crash Accumulator Triggered .....
(1) Dealer replacement only.
MRS
DIAGNOSTIC TROUBLE CODES (MRS)

DTC Probable Fault
1 ECU Internal Fault
2 Warning Lamp Faulty
3 ECU Power Supply
4 Firing Circuit Driver Air Bag
5 Firing Circuit DP
6 Firing Circuit PP
7 Firing Circuit Passenger Air Bag
8 Firing Circuit Left Side Air Bag
9 Firing Circuit Right Side Air Bag
16 Driver Seat Belt Switch
17 Passenger Seat Belt Switch
18 Left Satellite Sensor (Side Bag)
21 Right Satellite Sensor (Side Bag)
24 Passenger Seat, Occupancy Sensor
27 Seat Occupancy Recognition
MRS2
DIAGNOSTIC TROUBLE CODES (MRS2)

DTC Probable Cause
3 ECU Power Supply
4 Driver Air Bag
5 Driver Pretensioner
6 Passenger Pretensioner
7 Passenger Air Bag
8 Side Air Bag Front Left
9 Side Air Bag Front Right
10 Side Air Bag Rear Left
11 Side Air Bag Rear Right
12 Head Air Bag Left
13 Head Air Bag Right
14 Battery Disconnection
15 Passenger Air Bag Stage
16 Driver Seat Belt Lock
17 Passenger Seat Belt Lock
18 Sensor Left Side Air Bag
21 Sensor Right Side Air Bag
24 Passenger Seat Occupancy Recognition
26 Passenger Seat Occupancy Recognition
MRS3
DIAGNOSTIC TROUBLE CODES (MRS3)

DTC Probable Cause
1 Driver Air Bag
4 Passenger Air Bag
9 Head Air Bag Front Left
10 Head Air Bag Front Right
12 Passenger Air Bag Stage
13 Driver Air Bag Stage
14 Head Air Bag Rear Left
15 Head Air Bag Rear Right
17 ECU Power Supply
18 Air Bag Warning Light
19 Attention Warning Light (HWL)
22 Side Air Bag Sensor Left
23 Side Air Bag Sensor Right
24 External Roll Sensor
25 Seat Occupied Recognition 2 (SBE 2)
27 Crash Message Memory
28 Connector Ignition Circuit Driver Air Bag
29 Connector Ignition Circuit Driver Pre Tensioner
30 Connector Ignition Circuit Passenger Pre-Tensioner
31 Connector Ignition Circuit Passenger Air Bag
32 Connector Ignition Circuit Side Air Bag FL
33 Connector Ignition Circuit Side Air Bag FR
34 Connector Ignition Circuit Side Air Bag RL
35 Connector Ignition Circuit Side Air Bag RR
36 Connector Ignition Circuit Head Air Bag FL
37 Connector Ignition Circuit Head Air Bag FR
38 Connector Ignition Circuit Battery Disconnect 1
39 Connector Ignition Circuit PA Stage 2
40 Connector Ignition Circuit DA Stage 2
41 Connector Ignition Circuit Head Air Bag RL
42 Connector Ignition Circuit Head Air Bag RR
44 Checksum Coding Data
45 Side Air Bag Sensor Front
BAE & ZAE
DIAGNOSTIC TROUBLE CODES (BAE & ZAE)

DTC Probable Cause
3 Firing Circuit DP
4 Firing Circuit PP
17 ECU Power Supply
21 Driver Pressure Sensor
22 Passenger Pressure Sensor
73 Short Between Firing Circuits
ZAE2
DIAGNOSTIC TROUBLE CODES (ZAE2)

DTC Probable Cause
3 ECU Power Supply
5 Firing Circuit DP
6 Firing Circuit PP
16 Driver Seat Belt Switch
17 Passenger Seat Belt Switch
5WK4 060
DIAGNOSTIC TROUBLE CODES (5WK4 060)

DTC Probable Cause
1 Crash Sensor Closed Once
2 Crash Sensor Closed Several Times
5 Crash Sensor Permanently Closed
13 Two Firing Circuits Shorted
19 Crash Sensor Left Supply, Open Circuit
20 Crash Sensor Right Supply, Open Circuit
27 One Firing Circuit Short To Voltage
33 One Firing Circuit Short To Ground
42 Driver Air Bag Resistance Too Low
43 Resistance Too Low Firing Circuit II
44 Resistance Too Low Firing Circuit III
45 Driver Air Bag Resist, Too High
46 Resistance Too High Firing Circuit II
47 Resistance Too High Firing Circuit III
52 Crash Evidence Set
102 Ignore This Error
MRS4
DIAGNOSTIC TROUBLE CODES (MR54)

DTC Probable Cause
1 Driver Air Bag Stage
4 Passenger Air Bag Stage 1
9 Head Air Bag Front Left
10 Head Air Bag Front Right
11 Battery Disconnection 1
12 Passenger Air Bag Stage 2
13 Driver Air Bag Stage 2
14 Head Air Bag Rear Left
15 Head Air Bag Rear Right
16 Battery Disconnection 2
17 Pretensioner Rear Left
18 Pretensioner Rear Right
19 Pretensioner Rear Middle
20 Ignition Circuit ZK19
21 Driver Air Bag Stage 2
22 Ignition Circuit ZK7
49 Connector Ignition Circuit D Pretensioner
50 Connector Ignition Circuit P Pretensioner
52 Connector Ignition Circuit Side Air Bag FL
53 Connector Ignition Circuit Side Air Bag FR
54 Connector Ignition Circuit Side Air Bag RL
55 Connector Ignition Circuit Side Air Bag RR
56 Connector Ignition Circuit Head Air Bag FL
57 Connector Ignition Circuit Head Air Bag FR
61 Connector Ignition Circuit Head Air Bag RL
62 Connector Ignition Circuit Head Air Bag RR
63 Connector Ignition Circuit Battery Disconnect On
64 Connector Ignition Circuit Pretensioner RL
65 Connector Ignition Circuit Pretensioner RR
66 Connector Ignition Circuit Pretensioner RM
67 Connector Ignition Circuit ZK19
69 Connector Ignition Circuit ZK7
80 Supply Voltage (B+)
81 Fault Indicator Light
82 Attention Warning Light (HWL)
98 Seat Belt Lock Rear Left
99 Seat Belt Lock Rear Right
100 Seat Belt Lock Rear Middle
117 External Roll Sensor
128 Sensor Front Side Air Bags
144 Coding Error
145 Crash Message Memory
240 Internal ECU Fault
OPERATING FLUIDS
Operating Fluids - Steering - All Models
1.0 ZF GEMMER STEERING

The ZF Gemmer steering is permanently filled with oil. There is no drain plug.
2.0 ZF RACK AND PINION STEERING WITHOUT POWER ASSIST

The ZF rack and pinion steering is lubricated for its service life and therefore does not require servicing.
In case of repair, steering components on E21 vehicles are to be lubricated with a sodium-based grease, with a
temperature range of -30°C to +75°C.
STEERING GREASE SPECIFICATION

Calypsol D 4024 BMW Part No. 32 11 1 116 929
3.0 BALL AND NUT OR RACK AND PINION POWER STEERING

Only reputable brand Automatic Transmission Fluid (ATF) of Dexron(R) III formulation may be used for the
power steering and power steering pump.
In case of brief hydraulic noise after starting at low outside temperatures, we recommend replacing the red ATF
with green CHF or LHM oil (see below).
4.0 ZF BALL AND NUT POWER STEERING WITH H31 SYSTEM

The approved oils for BMW models with power steering and the H31 brake booster system are identical with
those oils approved for power steering without the H31 system except for the following:
E32 models with self-leveling rear suspension and mutual oil supply tank in the engine compartment (see
INTEGRATED SUSPENSION SYSTEMS ).
Countries with very low outside temperatures (e.g. Canada) had their power steering systems filled at the
factory with Pentosin CHF 7.1 since 9/87 through 9/91. This is also to be used on vehicles built before 9/87.
Since 9/91, vehicles now use Pentosin CHF 11S instead of CHF 7.1.
STEERING FLUID SPECIFICATION

Pentosin CHF 7.1 BMW Part No. 81 22 1 468 879
Pentosin CHF 11S BMW Part No. 82 11 1 468 041
These cars are marked with a pertinent label located close to the oil tank.
LHM oils (green color) of the following manufacturers may also be used instead of Pentosin (CHF 7.1):
Shell LHM
Castrol LHM
Exxon LHM
The mixing of CHF, LHM oils and ATF is not permitted.
Pentosin CHF 4548 was used on vehicles built before 9/87 but is no longer available. However, mixing of
Pentosin CHF 7.1 with residual quantities of Pentosin CHF 4548 are permitted in these earlier vehicles. Mixing
of these two oils is not permitted for E32 / E38 vehicles.
The hydraulic system for power steering and power-assisted brakes must be drained as completely as possible
when changing from one type of oil to the other.
All oil supply reservoirs are marked with the type of oil being used - ATF or CHF.
5.0 OIL CHANGE FOR POWER STEERING

Regular oil changing is not necessary. However, it is recommended to replace the oil after completion of repairs
(unit or line replacement). Use ATF of Dexron(R) III formulation.
6.0 HORN SLIP RINGS

Approved grease is a copper paste (former BMW Part No. 81 22 9 400 794).
GREASE SPECIFICATION
3M Part No. 8945
CRC Part No. 3046 010
See S.I. Bulletin B 61 04 90 (3082).

OPERATING FLUIDS
Operating Fluids - Wheels And Tires - All Models
1.0 TIRE MOUNTING PASTE

Use only a lubricant specifically designed for this purpose (former BMW Part No. 81 22 9 407 288).
Wurth Tire Mounting Paste Part No. 892800
Silicone sprays are not acceptable, as they are extremely slippery and don't dry. If applied to the tire bead, it is
likely that the tire moves on the rim, causing an imbalance.
See S.I. Bulletins B 36 02 88 (1627) or B 36 01 88 (1569).
2.0 WHEEL CLEANERS

Liquids for cleaning the alloy wheels must be strong enough to lift brake dust, road dirt, etc. off the painted
wheel surface with minimum manual agitation, yet not attack the wheel material. The following cleaner has
been thoroughly tested for optimum cleaning action and long-term compatibility with the wheel's surfaces:
Wheel Cleaner Spray BMW Part No. 82 14 1 467 045
3.0 WHEEL HUB COVERS

Covers may be affixed to the alloy rim by using Loctite 638 (former BMW Part No. 07 58 9 056 030). Covers
may only be used once.
Loctite 638 - (Loctite Part No. 21447)
The cooling-turbine wheel covers of the M5 (E34) produced from March 1990 to October 1990 may be secured
to the wheel by applying Loctite 242 to the attaching screw threads. First clean screw threads with Loctite
Cleaning Solvent 755.
See S.I. Bulletin B 36 03 90 (3182).
4.0 ANTI-CORROSION PASTE

Apply small amounts of Plastilube paste evenly around the centering cone of the alloy wheel rim and onto the
contact areas of the brake hub.
Plastilube BMW Part No. 81 22 9 407 103.

1991-2002 STEERING
Power Rack & Pinion - E36
IDENTIFICATION
1991-2002 Chassis & Engine Identification
1991-1995
318i & 318is (E36) 1.8L (M42)
1992-1995
325i & 325is (E36) 2.5L (M50)
1995
318ti (E36) 1.8L (M42)
M3 (E36) 3.0L (S50)
1996-1997
318is (E36) 1.9L (M44)
1996-1998
318i (E36) 1.9L (M44)
Z3 (E36) 1.9L (M44)
1996-1999
318ti (E36) 1.9L (M44)
328i & 328is (E36) 2.8L (M52)
M3 (E36) 3.2L (S52)
1997-1998
Z3 (E36) 2.8L (M52)
1998-1999
323i & 323is (E36) 2.5L (M52)
M Roadster (E36) 3.2L (S52)
1999
M Coupe (E36) 3.2L (S52)
1999-2000
Z3 (E36) 2.5L (M52TU)
Z3 (E36) 2.8L (M52TU)
2000-2002
M Coupe (E36) 3.2L (S54)
2001-2002
Z3 (E36) 2.5L (M54)
Z3 (E36) 3.0L (M54)
DESCRIPTION
E36 vehicles are equipped with rack and pinion steering. They are equipped with either a ZF or a LuK/Vickers
vane power steering pump.
Some vehicles are equipped with quick-release couplings on hydraulic lines. For use of these lines see
HYDRAULIC LINE WITH QUICK-RELEASE COUPLING under REMOVAL & INSTALLATION.
LUBRICATION
CAPACITY
Fluid capacity is 1.3 qts. (1.2L).
FLUID TYPE
NOTE: The mixing of CHF, LHM, and ATF is not permitted.
Regular oil changing is not necessary. However, it is recommended to replace the oil after completion of
repairs.
Use Dexron-III ATF type fluid. Areas with very low outside temperatures (e.g. Canada) are filled at the factory
with Pentosin CHF 11S. These cars are marked with a pertinent label located close to the oil tank. In case of
brief hydraulic noise after starting at low outside temperatures, replace the red ATF with green CHF or LHM oil
in Shell LHM, Castrol LHM or Exxon LHM.
BLEEDING POWER STEERING SYSTEM
CAUTION: Before removing the oil tank cap, clean the tank and its immediate vicinity
thoroughly. No dirt is allowed to enter the system.
1. Turn off engine and fill oil tank until level reaches "MAX" mark on dipstick.
2. Start engine. Turn steering wheel twice each as far as left and right lock.
3. Turn off engine and top off hydraulic fluid again to "MAX".
ADJUSTMENTS
ADJUSTING FRONT AXLE (WITH KDS)
1. Adjust toe and toe-difference angle. Set steering gear to straight ahead position. Marking on case and
steering shaft must be aligned. See Fig. 1 .
2. Loosen nut on tie rod. Adjust wheel toe-in by rotating steering tie rod. See Fig. 2 . For toe-in
specifications, see SPECIFICATIONS & PROCEDURES article in WHEEL ALIGNMENT.
3. Ensure that ball joint is not twisted. Tighten tie rod clamping nut to specification. See TORQUE
SPECIFICATIONS .
Fig. 1: Locating Marking On Case
Fig. 2: Adjusting Wheel Toe-In
DIAGNOSIS & TESTING

CHECKING FOR DAMAGE & WEAR
Check steering sleeves, flexible disk and axle and tie rod sleeves for damage (e.g. cracks, holes) for leaks or
missing clamping bands on gaiters.
CHECKING FOR LEAKS
Check all visible connections, hoses, lines and steering gear for traces of fluid. See Fig. 3 .
Fig. 3: Power Steering Components & Lines
CHECKING FOR ZERO CLEARANCE
Steering Wheel
Move steering wheel back and forth and check for zero clearance.
Tie Rod Joint
There must be no clearance between tie rod arm (2) and tie rod joint (1). See Fig. 4 .
Fig. 4: Identifying Tie Rod Assembly
CHECKING FUNCTION OF POWER STEERING PUMP
CAUTION: Ensure utmost cleanliness. No dirt is allowed to enter the system.
Checking Vane Pump
1. Detach pressure line from pump and connect special tool (32 4 000). See USING SPECIAL TOOL (32
4 000) .
2. Close valve (A) and open valve (B). See Fig. 5 .
3. Start engine. Ensure correct hydraulic fluid level in tank.
4. Heat hydraulic fluid to approximately 122°F (50°C) by moving steering wheel at increased engine speed.
5. Close valve (B) for a maximum 10 seconds and read off pressure. If pressure exceeds 1595 psi (110-120
bar) by more than 10 percent replace vane pump. If pressure is 10 percent less than 1595 psi 1595 psi
(110-120 bar), check V belt tension. If V belt tension is OK, replace vane pump.
Fig. 5: Checking Vane Pump
Power Steering Test
1. Open valve (B) and close valve (A). Start engine.

2. Pull steering wheel against left lock with 22.5 Lbs. (100 N) force with special tool (64 1 100) for
approximately 5 seconds and read off pressure. See Fig. 6 .
3. Repeat with steering wheel against right lock. The steering gear must be replaced if the pressures are
below the previously determined pump pressure.
4. After removing special tool (32 4 000), replace sealing rings on hollow bolts and connect pressure line.
Tighten to specification. See TORQUE SPECIFICATIONS .
Fig. 6: Using Special Tool (64 1 100)
USING SPECIAL TOOL (32 4 000)
NOTE: Depending on the pressure hose connection on the pump, the special tool (32 4
000) must be assembled. See Fig. 7 .
Pressure Hose Connection To Pump With 14 x 1.5 mm Banjo Bolt
1. Screw special tool (32 4 004) with 14 x 1.5 mm banjo bolt (1) and 2 sealing rings to special tool (32 4
000). See Fig. 8 .
2. Screw special tool (32 4 011) onto pump and connect special tool (32 4 004).
3. Screw special tools (32 4 006/012) onto special tool (32 4 000) and connect pressure hose with 14 x 1.5
mm banjo bolts and 2 sealing rings.
Fig. 7: Identifying Special Tool (32 4 000) Component
Fig. 8: Connecting Pressure Hose To Pump With 14 x 1.5 mm Banjo Bolt
Pressure Hose Connection To Pump With 16 x 1.5 mm Banjo Bolt
000). See Fig. 9 .
2. Screw special tool (32 4 005) onto pump and connect special tool (32 4 004).
3. Screw special tools (32 4 006) onto special tool (32 4 000) and connect pressure hose with 16 x 1.5 mm
banjo bolts and 2 sealing rings.
Fig. 9: Connecting Pressure Hose To Pump With 16 x 1.5 mm Banjo Bolt
Pressure Hose Connection To Pump With 16 x 1.5 mm Union Screw
000). See Fig. 10 .
2. Connect special tool (32 4 004) to pump.
3. Screw special tools (32 4 006/005) onto special tool (32 4 000) and connect pressure hose.
Fig. 10: Connecting Pressure Hose To Pump With 16 x 1.5 mm Union Bolt

HYDRAULIC LINE WITH QUICK-RELEASE COUPLING
Removal & Installation of Quick-Release Coupling with ID Marking
1. Push quick-release coupling (1) against pipe (4) thereby relieving strain on spring (2). Press plastic ring
(3) into quick-release coupling (1) and remove coupling (1). See Fig. 11 .
2. To install, markings (K) on coupling and pipe (4) must be flush. Push quick-release coupling (1) onto
pipe (4) until a "click" can be heard. To check that quick-release coupling has been installed correctly,
pull it back forcefully.
Fig. 11: Identifying Quick Release Coupling With ID Marking
Removal & Installation of Quick-Release Coupling with Indication Pins
CAUTION: Coupling is not correctly engaged if both indication pins (4) fail to
protrude from housing. Leakage will occur. See Fig. 12 .
1. Press plastic ring (2) into quick-release coupling (1) and remove coupling (1). See Fig. 12 .
2. To install, push quick-release coupling (1) onto connector (3) until both indication pins (4) can be seen
and felt to point outwards at outside diameter of housing. To check that quick-release coupling (1) has
been correctly fitted, feel indication pins (4) at outside diameter of housing. When correctly seated,
indication pins (4) cannot be pressed into housing.
Fig. 12: Identifying Quick Release Coupling With Indication Pins
POWER STEERING COOLING LOOP (Z3)
NOTE: Observe all waste disposal regulations.
1. Draw hydraulic fluid out of tank and do not re-use.

2. Remove cover on radiator at bottom. Release both hose clamps on cooling loop and detach hoses.
Remove cooling loop from front panel. See Fig. 13 .
3. To install, reverse removal procedure. Bleed power steering system. See BLEEDING POWER
STEERING SYSTEM under LUBRICATION.
Fig. 13: Removing Cooling Loop
POWER STEERING GEAR
Removal
1. Draw hydraulic fluid out of tank and do not re-use.

2. Remove front wheels.
3. Remove steering wheel. See appropriate STEERING COLUMN article.
4. Remove left and right tie rod with special tool (32 2 070). See Fig. 14 .
5. Disconnect hose on tank. See Fig. 15 .
6. Unscrew hollow union bolt. See Fig. 16 .
7. Remove bolt and separate universal joint from steering gear. See Fig. 17 .
8. Unscrew bolts and take off steering gear in forward direction. See Fig. 18 .
Fig. 14: Removing Tie-Rod End

Fig. 15: Disconnecting Hose On Tank
Fig. 16: Removing Hollow Union Bolt
Fig. 17: Separating Universal Joint From Steering Gear
Fig. 18: Removing Steering Gear
Installation
1. To install, reverse removal procedure. Replace self-locking nuts and tighten to specification. See
2. Note position of steering spindle. See Fig. 17 .
3. Replace sealing rings. Install line with rubber grommet in bracket. Tighten to specification. See
4. Install tie rod. Replace self-locking nuts and tighten to specification. See TORQUE
SPECIFICATIONS .
5. Bleed power steering system. See BLEEDING POWER STEERING SYSTEM under
LUBRICATION.
6. If the steering gear is replaced, adjust the front axle after installation. See ADJUSTING FRONT AXLE
(WITH KDS) under ADJUSTMENTS.
POWER STEERING VANE PUMP (M52/M54 ENGINE)
CAUTION: Make sure all parts are absolutely clean. No dirt is allowed to enter the
system. Seal off pipe connections with plugs.

1. Draw hydraulic fluid out of tank. Do not re-use.

2. Remove engine underguard.
3. Remove drive belt.
4. Disconnect suction and pressure lines from pump.
5. Unfasten screws and remove pump. See Fig. 19 .
6. To install, reverse removal procedure. Tighten suction and pressure lines to specification. See TORQUE
SPECIFICATIONS .
7. Fill hydraulic system. See BLEEDING POWER STEERING SYSTEM under LUBRICATION.
Fig. 19: Removing Vane Pump

STEERING GEAR
Removal
1. Remove front wheels.

2. Remove steering wheel. See appropriate STEERING COLUMNS article.
3. Remove left and right tie rod with special tool (32 2 070). See Fig. 14 .
4. Remove clamping screw and pull universal joint off steering gear. See Fig. 17 .
5. Unscrew bolts and take off steering gear in forward direction. See Fig. 20 .
Fig. 20: Removing Steering Gear

Installation
2. Set steering gear to straight ahead position (marking on case). Turn steering spindle until bolt (1) of upper
universal joint is vertical. Place lower universal joint on steering gear. Bolt must be located in groove of
steering gear spindle. See Fig. 21 . Replace self-locking nut and tighten to specification. See TORQUE
SPECIFICATIONS .
3. Replace self-locking nuts on tie rod and tighten to specification. See TORQUE SPECIFICATIONS .
4. After assembly, align front axle. See SPECIFICATIONS & PROCEDURES article in WHEEL
ALIGNMENT.
Fig. 21: Installing Lower Universal Joint
STEERING GEAR BELLOWS
CAUTION: Clean rack and steering tie rod. Grease toothed area of rack. If polished
surface of rack is damaged (rust), replace steering gear. See STEERING
GEAR .
Removal
1. On vehicles with steering damper, unbend lockplate with pliers (never with hammer) in order to avoid
damaging rack and bearing. Insert rack as far as possible. Unscrew tie rod using special tool (32 2 110).
See Fig. 22 .
2. On vehicles with steering damper, remove damper holder. Loosen both clamping straps and remove
sleeve.
3. On vehicles without steering damper, loosen clamping straps and pull off bellows. See Fig. 23 .
4. On vehicles without steering damper, unbend lockplate with pliers (never with hammer) in order to avoid
damaging rack and bearing. Insert rack as far as possible. Unscrew tie rod using special tool (32 2 110).
See Fig. 24 .
Fig. 22: Unscrewing Tie Rod
Fig. 23: Pulling Off Bellows
Fig. 24: Unscrewing Tie Rod
Installation
1. On vehicles with steering damper, mount new sleeve with new clamping straps. Replace lockplate.
Turning lock (1) must engage in groove (2) of damper holder. See Fig. 25 . Bend lockplate with pliers
and tighten to specification. See TORQUE SPECIFICATIONS .
2. On vehicles without steering damper, replace lockplate (A or B). If lockplate (B) (with spacer to limit
steering angle) is installed, new lockplate must also be fitted with a spacer. See Fig. 26 .
3. On vehicles without steering damper, turning lock (1) must engage in groove (2) of rack. See Fig. 27 .
Tighten to specification. See TORQUE SPECIFICATIONS .
4. On vehicles without steering damper, bend lockplate with pliers.
Fig. 25: Replacing Lockplate
Fig. 26: Replacing Lockplate
Fig. 27: Engaging Turning Lock
OVERHAUL
POWER STEERING GEAR
CAUTION: When working on steering gear, always work carefully in clean conditions.
All use of force is prohibited during assembly and disassembly. This can
otherwise give rise to damage and culminate in failure of the steering unit.
Disassembly
1. Remove power steering gear. See POWER STEERING GEAR under REMOVAL &
INSTALLATION.
2. Remove tie rods. See appropriate FRONT article in SUSPENSION.
3. Remove leakage oil line. Remove pressure lines and remove O-rings from threaded bores or from lines.
See Fig. 28 .
4. Mark position of adjusting screw (1) relative to case with peening marks. Determine installation depth of
adjusting screw (1) in case with a depth gauge and note down the result. Loosen adjusting screw (1).
Remove spring (2), O-ring (3) and pressure piece (4). See Fig. 29 .
5. Unscrew and remove screw cap. See Fig. 30 .
6. Center steering gear by halving total number of turns. In this setting marks on steering spindle, cap and
case all match. Add marks if necessary.
7. Determine dimension (A) of rack with a depth gauge and note down result. This measurement is required
for checking during installation. See Fig. 31 .
8. Remove protective cap (1) from steering spindle. Unfasten nut. Brace against square nut on steering
spindle. See Fig. 32 .
9. Remove circlip. Withdraw steering spindle from case. See Fig. 33 .
10. Remove bearing bush (1). See Fig. 34 .
11. Drive radial shaft seal (2) and bearing (3) out of bearing bush (1) with special tool (32 1 140/250). See
Fig. 35 .
12. Remove connection for leakage oil line. See Fig. 36 .
13. Insert retaining ring through bore in leakage oil line and remove from case. See Fig. 37 .
14. Pull rack and bearing bush (1) out of pipe. See Fig. 38 .
15. Drive radial shaft out of bearing bush (1) with special tool (32 1 140) and (33 3 331). See Fig. 39 .
16. Drive radial shaft seal out of pipe with special tool (32 1 140/210). See Fig. 40 .
17. Carefully drive bearing out of steering spindle housing with a punch. This improves access to radial shaft
seal. See Fig. 41 .
18. Carefully drive radial shaft seal (1) out of steering spindle housing with a punch. Do not damage polished
cylinder bore. See Fig. 42 .
19. Thoroughly clean all parts. Coat new seals with hydraulic fluid and fill radial shaft seals between edge
and sealing lip with grease.
Fig. 28: Locating Lines & O-Rings

Fig. 29: Removing Spring, O-Ring & Pressure Piece
Fig. 30: Removing Screw Cap
Fig. 31: Measuring Rack

Fig. 32: Removing Protective Cap From Steering Spindle
Fig. 34: Removing Bearing Bush
Fig. 35: Driving Out Radial Shaft Seal & Bearing
Fig. 36: Removing Connection For Leakage Oil Line
Fig. 37: Inserting Retaining Ring
Fig. 38: Pulling Out Rack & Bearing Bush
Fig. 39: Driving Radial Shaft Seal Out Of Bush
Fig. 40: Driving Radial Shaft Seal Out Of Pipe
Fig. 41: Driving Bearing Out Of Steering Spindle Housing

Fig. 42: Driving Radial Shaft Seal Out Of Steering Spindle

Assembly
1. Replace O-ring (1). Insert plastic bush (2) and thrust shim (3) in bearing sleeve. Insert radial shaft seal
(4). See Fig. 43 .
2. Drive new radial shaft seal (4) firmly home in bearing bush. The open side should be facing special tool
(32 1 140/220). See Fig. 44 .
3. Insert plastic bush (1) and thrust shim (2) in pipe. Drive new radial shaft seal (3) firmly home in pipe. The
open side should be facing special tool (32 1 140/220). See Fig. 45 .
4. Grease bearings and drive firmly home in steering spindle housing with special tool (32 1 140/120). See
Fig. 46 .
5. Drive new radial shaft seal firmly home in steering spindle housing. The open side should be facing
special tool (32 1 140/230). See Fig. 47 .
6. Replace O-ring (1) and piston ring (2). See Fig. 48 .
7. Carefully insert rack in pipe to avoid damage to the internal radial shaft seal by the spline and the piston
race (2). Fit bearing bush to rack and slide into pipe. See Fig. 49 .
8. Fit circlip with open side opposite to leakage oil bore. See Fig. 50 .
9. Replace piston rings (1) and O-rings (2) beneath them. See Fig. 51 .
10. Insert new radial shaft seal (3), open side upwards, in bearing bush (1) and drive firmly home with special
tool (32 1 140/240/250. Replace O-ring (2). See Fig. 52 .
11. Drive bearing (2) firmly home, lettering upwards, into bearing bush (1) with special tool (32 1
140/240/250). See Fig. 53 .
12. Slide bearing bush (1), radial shaft seal outermost, onto the steering spindle. See Fig. 34 .
13. Grease rack and pinion. Pull out rack to recorded dimension (A). Carefully insert steering spindle into
case and install retaining ring. Check that marks are aligned. See Fig. 54 .
14. Push on protective cap in this position, whereby marking of housing, steering spindle and protective cap
must align. See Fig. 55 .
15. Replace self-locking nut. See Fig. 32 . Tighten to specification. See TORQUE SPECIFICATIONS .
16. Install screw cap. See Fig. 30 . Tighten to specification. See TORQUE SPECIFICATIONS . Secure by
peening.
17. Insert foil insert (1) and replace O-ring (2). See Fig. 56 .
CAUTION: The rack must be able to move freely over the entire range of travel.
18. Grease and install pressure piece (4), spring (2) and O-ring (3). Tighten adjusting screw (1) down to
determine screw-in depth and align all the marks. Secure adjusting screw by peening. See Fig. 29 .
19. Fit connections for leakage oil line. Fit leakage oil line and attach pressure lines with new O-rings. See
Fig. 57 . Tighten to specification. See TORQUE SPECIFICATIONS .
20. Install tie rods. See appropriate FRONT article in SUSPENSION.
21. Install power steering gear. See POWER STEERING GEAR under REMOVAL & INSTALLATION.
Fig. 43: Installing Components In Bearing Sleeve
Fig. 44: Driving In Radial Shaft Seal
Fig. 45: Inserting Plastic Bush In Pipe
Fig. 46: Installing Bearings
Fig. 47: Installing Radial Shaft Seal In Steering Spindle Housing
Fig. 48: Replacing O-Ring & Piston Ring
Fig. 49: Inserting Rack In Pipe
Fig. 50: Fitting Circlip
Fig. 51: Replacing Piston Rings & O-Rings
Fig. 52: Inserting Radial Shaft Seal In Bearing Bush
Fig. 53: Driving Bearing Into Bearing Bush
Fig. 54: Inserting Spindle Into Case
Fig. 55: Installing Protective Cap
Fig. 56: Inserting Foil Insert & O-Ring
Fig. 57: Installing Leakage Oil Lines & Pressure Lines
VANE PUMP (LUK/VICKERS)
CAUTION: Absolute cleanliness is essential when working on power steering pump.
Disassembly
1. Remove pump. On M52 and M54 engines see POWER STEERING VANE PUMP (M52/M54
ENGINE) under REMOVAL & INSTALLATION. On other engines, procedure is not available from
manufacturer.
2. Clamp pump in vise with pulley flange. Mark components relative to one another. See Fig. 58 .
3. Unfasten screws. Remove case half (3) with spring (6) and valve spool (7). See Fig. 59 .
4. Remove pressure plate (8) with rotor ring (9) and cylinder pins (10). See Fig. 60 .
5. Unclip retaining ring (11). Remove vane blades (12) and O-ring (13). See Fig. 61 .
6. Remove rotor (14) and pressure plate (15). See Fig. 62 .
7. Remove front case section from the shaft. Pry out radial shaft seal (16). See Fig. 63 .
8. Thoroughly clean all parts.
Fig. 58: Identifying LuK/Vickers Pump Components
Fig. 59: Removing Case Half
Fig. 60: Removing Pressure Plate
Fig. 61: Removing Vane Blades
Fig. 62: Removing Rotor
Fig. 63: Prying Out Radial Shaft Seal
Assembly
1. Coat new O-rings with hydraulic fluid prior to installation.

2. Fill new radial shaft between dust and sealing lip with grease. Drive radial shaft seal (16) firmly home in
case section (open side facing inwards) with special tool (32 1 140/240). See Fig. 64 .
3. Fit bracket (5) and case section (4) on shaft. Clamp pulley flange in vise. See Fig. 65 .
4. Install new O-rings (13 & 17). See Fig. 66 .
5. Install pressure plate (15) with groove facing upwards and cylindrical pins (10). See Fig. 67 .
6. Fit rotor (14) to shaft and install new retaining ring (11). Install all blades (12) with rounded side facing
outwards. Check that impeller moves easily. See Fig. 68 .
7. Fit rotor ring (9) and pressure plate (8) to cylindrical pins (10). See Fig. 69 .
8. Install new O-rings (18). See Fig. 70 .
9. Fit valve piston (7) and spring (6) and join together the case sections. Note installation location of bore
(B). See Fig. 71 .
10. Fit washers (S). See Fig. 72 . Tighten screws to specification. See TORQUE SPECIFICATIONS .
11. Install vane pump. On M52 and M54 engines see POWER STEERING VANE PUMP (M52/M54
manufacturer.
Fig. 64: Driving In Radial Shaft Seal

Fig. 65: Clamping Pulley Flange In Vise
Fig. 66: Installing O-Rings
Fig. 67: Installing Pressure Plate
Fig. 68: Fitting Rotor To Shaft
Fig. 69: Fitting Rotor Ring
Fig. 70: Installing New O-Rings
Fig. 71: Fitting Valve Piston
Fig. 72: Fitting Washers
VANE PUMP (ZF)
CAUTION: Absolute cleanliness is essential when working on power steering pump.
Disassembly
1. Remove pump. On M52 and M54 engines see POWER STEERING VANE PUMP (M52/M54
manufacturer.
2. Remove pulley.
3. Mark bracket on pump housing. Unscrew bolts and take off body. See Fig. 73 .
4. Remove face plate (3). See Fig. 74 .
5. Press rotor (4) on shaft (5) in downward direction. Remove circlip (6) and pull shaft out of body. Remove
rotor (4). See Fig. 75 .
6. Clean all parts thoroughly.
Fig. 73: Taking Off Pump Body

Fig. 74: Removing Face Plate
Fig. 75: Removing Rotor
Assembly
1. Coat new O-rings with hydraulic fluid prior to installation.

2. Replace radial sealing ring (7), install with sealing lip facing inwards and fill space between sealing and
dust lips with grease. See Fig. 76 .
3. Guide shaft (5) into body. Insert rotor (4) with recess for circlip facing upwards and install circlip (6) in
radial groove of shaft. See Fig. 77 .
4. Install impeller with polished, rounded off outside surfaces facing cam ring. Check that impeller moves
easily. See Fig. 78 .
5. Place sealing ring (8), wide side facing downwards, and guide (9) in face plate (3). See Fig. 79 .
6. Position face plate (3) on dowel pins. Replace O-ring (10). See Fig. 80 .
7. Mount body, watching position of bores, and bolt on holder. See Fig. 81 . Tighten to specification. See
8. Install vane pump. On M52 and M54 engines see POWER STEERING VANE PUMP (M52/M54
manufacturer.
Fig. 76: Locating Radial Sealing Ring

Fig. 77: Installing Shaft & Rotor
Fig. 78: Installing Impeller
Fig. 79: Placing Sealing Ring
Fig. 80: Positioning Face Plate
Fig. 81: Mounting Body On Holder
Hydraulic Line Connections To Vane Pump & Steering Gear
10 mm 9 (12)
14 mm 26 (35)
16 mm 30 (40)
18 mm 33 (45)
Cap Screw 27 (36)
Protective Cap Nut 13 (17)
Screw Cap 24 (32)
Steering Gear To Front Axle Carrier 31 (42)
Tie Rod/Axial Joint To Rack 52 (71)
Tie Rod Clamping Nut 33 (45)
Tie Rod End Nut 24-29 (33-40)
LuK/Vickers Vane Pump Screws 22 (30)
ZF Vane Pump Screws 12-14 (16-19)
Inch Lbs. (N.m)
Leakage Oil Line & Pressure Lines 71 (8)
SPECIAL TOOLS

Fig. 88: Identifying Handle (32 1 140)

Fig. 90: Identifying Open Ended Wrench WAF 32 (32 2 110)
Fig. 91: Identifying Precision Spring Balance (64 1 100)
Fig. 92: Identifying Removal Tool (32 2 070)
Fig. 93: Identifying Set Of Tools (33 3 330)
1991-2002 STEERING
Steering Columns - E36
IDENTIFICATION
1991-2002 CHASSIS & ENGINE IDENTIFICATION (3-SERIES)
1991-1995
318i & 318is (E36) 1.8L (M42)
1992-1995
325i & 325is (E36) 2.5L (M50)
1995
318ti (E36) 1.8L (M42)
M3 (E36) 3.0L (S50)
1996-1997
318is (E36) 1.9L (M44)
1996-1998
318i (E36) 1.9L (M44)
Z3 (E36) 1.9L (M44)
1996-1999
318ti (E36) 1.9L (M44)
M3 (E36) 3.2L (S52)
328i & 328is (E36) 2.8L (M52)
1997-1998
Z3 (E36) 2.8L (M52)
1998-1999
323i & 323is (E36) 2.5L (M52)
1999
M Coupe (E36) 3.2L (S52)
1999-2000
Z3 (E36) 2.5L (M52TU)
Z3 (E36) 2.8L (M52TU)
2000-2002
M Coupe (E36) 3.2L (S54)
2001-2002
Z3 (E36) 2.5L (M54)
WARNING: When working on vehicles with Supplemental Restraint System (SRS),

use extreme caution around steering wheel or column. Work on
components of the AIRBAG system should only be carried out with the
battery disconnected, the negative terminal post covered and the plug
connection of the cable leading to the gas generator disconnected. If only
the battery is disconnected, it is absolutely essential to adhere to a
waiting period of 30 minutes for vehicles up to 9/93 and 5 seconds for
vehicles from 9/93. DO NOT apply electrical power to any component on
steering column without disconnecting SRS control unit; air bag system
may activate. See appropriate AIR BAG RESTRAINT SYSTEMS article.
Steering column consists of a steering wheel (with or without air bag), steering spindle and an anti-theft steering
column lock/ignition switch. There may also be an interlock cable to the gear shift. Steering columns may be
telescopic and/or tilt.
SERVICE PRECAUTIONS
Observe the following precautions when working on air bag systems:
1. When working around steering column and before any repairs are performed, disable SRS. See
appropriate AIR BAG RESTRAINT SYSTEMS article.
2. Always ensure the radio is off before disconnecting battery. This will prevent damage to radio
microprocessor.
3. Before performing any body damage straightening or electrical arc-welding, disable SRS. See appropriate
AIR BAG RESTRAINT SYSTEMS article. Disconnect front sensors.
4. Wait at least 5 minutes on vehicles up to 9/93 and 5 seconds for vehicles from 9/93 after SRS is disabled
before servicing system as system maintains SRS voltage at least that long. Servicing SRS before waiting
period may cause accidental air bag deployment and personal injury.
5. Always wear safety glasses and gloves when handling a deployed air bag module. Air bag module may
contain sodium hydroxide deposits which are irritating to the skin.
6. Never use any SRS component that has been dropped from 3 feet or more.
7. To avoid air bag deployment when trouble shooting SRS, DO NOT use self-powered electrical test
equipment such as battery-powered or AC-powered voltmeter, ohmmeter, etc. DO NOT perform any
repair on any portion of SRS wiring circuit.
8. Always handle air bag module with trim cover away from your body. Always place air bag module on
workbench with trim cover up, away from loose objects.
9. Never expose SRS components to temperatures greater than 212°F (100°C).
10. Never expose any SRS system components to cleaning agents such as solvents, gasoline, lye, etc.
ADJUSTMENTS
CONTACT RING
To center contact ring by aligning arrows on front of steering wheel, press down hub center spring clip lock and
hold it down. On bottom side of steering wheel, turn contact ring fully clockwise or counterclockwise until it
stops. Turn contact ring back about 3 turns until arrows align, and release spring clip lock. Contact ring is in
center position.

DRIVER-SIDE AIRBAG MODULE
For procedure, see appropriate AIR BAG RESTRAINT SYSTEMS article.
INSTRUMENT LOWER TRIM PANEL
Removal & Installation (318i, 318is, 325i, 325is, 328i, 328is, & M3 )
1. Remove bottom trim panel screws at left side of center console. See Fig. 1 .
2. Pull bottom trim panel to the side out of the clips. See Fig. 2 .
Fig. 1: Locating Trim Panel Screws (318i, 318is, 325i, 325is, 328i, 328is, & M3 )
Fig. 2: Pulling Bottom Trim Panel (318i, 318is, 325i, 325is, 328i, 328is, & M3 )
Removal & Installation (318ti)
1. Remove caps (1) and screws. Lift trim backwards to remove. See Fig. 3 .
2. To install, reverse removal procedure. Replace defective cover caps.
Fig. 3: Removing Trim Panel (318ti)
Removal & Installation (Z3, M Roadster & M Coupe)
1. Turn rotary clips (1) through 90° and remove. Pull trim (2) downwards and backwards to remove. Do not
damage the guides (3). See Fig. 4 .
2. Remove caps (1) and screws. Unscrew trim (2) and pull outwards and downwards to remove from
oddments tray (3). See Fig. 5 .
3. To install, reverse removal procedure. Replace defective covers (1). See Fig. 5 .
4. Slide on speed nuts (1). Fit seal (2) on steering column and seal (3) on air outlet (heating) correctly. See
Fig. 6 .
5. Do not damage guides (1) on the trim (2). See Fig. 7 .
Fig. 4: Removing Trim (Z3, M Roadster & M Coupe)
Fig. 5: Removing Trim From Oddments Tray (Z3, M Roadster & M Coupe)
Fig. 6: Locating Trim Components (Z3, M Roadster & M Coupe)
Fig. 7: Locating Guides On Trim (Z3, M Roadster & M Coupe)
INTERLOCK CABLE
Unscrew interlock cable to remove. See Fig. 8 .

Fig. 8: Locating Interlock Cable
STEERING COLUMN
Removal
1. Disconnect negative battery cable.

2. Remove steering wheel. See STEERING WHEEL .
3. Remove lower trim section from instrument panel. See INSTRUMENT LOWER TRIM PANEL .
4. Remove clamping bolt. Pull steering spindle downwards out of spline in upper steering spindle. See Fig.
9.
5. On 318ti, remove bolts. See Fig. 10 .
6. On all models, remove collar. See Fig. 11 .
7. Remove cable for interlock if necessary. See Fig. 8 .
8. Unlock bayonet ring by turning column counterclockwise. Disconnect all wires to steering column at plug
in connections.
9. On models with AIRBAG, unscrew bolt to dashboard carrier . See Fig. 12 .
10. On all models, remove steering column bracket shear-off bolts (1). Use a chisel on screw taper and
unfasten with a hammer or mill off screw taper. Remove steering column. See Fig. 13 .
Fig. 9: Locating Clamping Bolt

Fig. 10: Removing Steering Column Covers (318ti)
Fig. 11: Removing Steering Column Collar
Fig. 12: Removing AIRBAG Bolt To Dashboard Carrier
Fig. 13: Locating Shear Off Screws
Installation
1. To install, reverse removal procedure. Pull steering column firmly home towards interior and tighten
shear-off bolts until heads shear off.
2. On models with AIRBAG, screw bolt to dashboard carrier. Ensure nut (1), spacer bush (2) (not fitted to
US models), washer (3) and screw (4) (US models, 2 screws 8 x 22 mm Z1) are installed. See Fig. 12 .
3. Install bayonet in proper order of bayonet (1), rubber ring (2), joint socket (3) and ball joint (4) with
teflon ring if necessary. Bayonet must be heard to lock. See Fig. 14 .
4. Check position of collar relative to snap ring. Recess in collar locks snap ring. See Fig. 11 .
5. Screw must locate in retaining groove of upper steering spindle. See STEERING SPINDLE .
Fig. 14: Installing Bayonet
STEERING COLUMN SWITCHES
For removal and installation of steering column switches, see STEERING COLUMN under OVERHAUL.
STEERING LOCK
Removal
1. Disconnect ground lead from battery.

3. Remove lower trim section from instrument panel. See INSTRUMENT LOWER TRIM PANEL .
4. Take off collar. See Fig. 11 .
5. Remove screws and pull off clip. See Fig. 10 .
6. Pull lower section of steering column casing off upper section. On 318ti, loosen both shear-off screws on
steering column mount. See STEERING COLUMN .
7. On all models, remove screw and pull off clip. Press retaining hook and pull off switch. See Fig. 15 .
8. Unscrew grounding cable. Remove both headless screws and take off starter switch. See Fig. 16 .
9. Unscrew interlock cable (1) if necessary. See Fig. 8 .
10. Lift out snap ring (1) and take off with sleeve (2). See Fig. 17 .
11. Lift out and remove steering spindle bearing. See Fig. 18 .
12. Remove shear-off screws. See Fig. 19 .
13. Turn steering lock to position "R". Press down on steering spindle and take off steering lock. See Fig. 20 .
Fig. 15: Pulling Off Combination Switch

Fig. 16: Removing Starter Switch
Fig. 17: Removing Snap Ring & Sleeve
Fig. 18: Removing Steering Spindle Bearing
Fig. 19: Locating Shear-Off Screws
Fig. 20: Removing Steering Lock
Installation
1. To install, reverse removal procedure. Dowel pin must fit in bore. See Fig. 21 .
2. Tighten Torx screws until they shear off. See Fig. 19 .
3. Fit bush (2). Fit snap ring (1) with special tool (32 1 090) and steering wheel retaining screw until it
engages in groove of steering spindle. Snap ring (1) can also be mounted using special tool (32 3 070).
See Fig. 22 .
4. Lock headless screws with varnish.
5. Guide both holders of upper section into bores. See Fig. 23 .
6. Check for correct position of lock. On 318ti, use new shear-off screws. On all models see Fig. 24 .
7. Check position of collar relative to snap ring. Recess in collar locks snap ring. See Fig. 11 .
8. Test lock cylinder and electric operation (e.g. ignition, radio, etc.).
Fig. 21: Fitting Dowel Pin In Bore
Fig. 22: Mounting Snap Ring
Fig. 23: Locating Upper Section Holders
Fig. 24: Pulling Apart Steering Column Sections
STEERING WHEEL LOCK CYLINDER
CAUTION: On vehicles with freewheel lock cylinder up to 10/95, twist lock cylinder
back through 12°.
1. Remove lower section of steering column trim on cars with ring antenna. Using special tool (61 3 300),
press ring antenna off locking cylinder.
2. With ignition key, use workshop key for better accessibility, turn lock cylinder to "R" position (radio,
windshield wiper, fan).
3. Push special tool (32 3 110) into hole of lock cylinder and swivel handle forward by approximately 90°.
Remove lock cylinder.
STEERING WHEEL
WARNING: Conform with safety precautions. Incorrect handling can activate AIRBAG
and result in injury.
Removal & Installation (With AIRBAG & Sports Steering Wheel)
1. Disconnect battery and cover negative pole or terminal.

2. Remove AIRBAG unit.
3. Turn steering wheel to straight ahead position (markings on steering gear and steering spindle aligned).
NOTE: Loosening of steering wheel bolt activates the spring clip (1) which holds
the contact ring in center position. See Fig. 25 .
4. Unscrew bolt. Mark position of steering wheel relative to steering spindle and remove. See Fig. 26 .
5. Adjust contact ring if necessary. Press down spring (1). Turn contact clockwise or counterclockwise as
far as stop. Turn back about 3 turns until arrows for center position are aligned. Release spring (1). See
Fig. 27 .
6. To install, reverse removal procedure. Coat slip ring with grease except on sports steering wheel. See Fig.
28 .
7. When attaching steering wheel, lockpin (1) must engage in opening (2) of contact ring. See Fig. 29 .
Tighten steering wheel bolt to specification. See TORQUE SPECIFICATIONS .
Fig. 25: Locating Spring Clip
Fig. 26: Locating Steering Wheel Bolt
Fig. 27: Releasing Spring
Fig. 28: Locating Slip Ring
Fig. 29: Installing Steering Wheel
Removal & Installation (With AIRBAG II)
WARNING: Conform with safety precautions. Incorrect handling can activate AIRBAG
and result in injury.
CAUTION: Be careful not to damage turn signal cancelling cams. Set turn signal to
center position.
1. Disconnect battery and cover negative pole or terminal. Remove AIRBAG unit. See AIRBAG article.
2. Unscrew steering wheel screw. Mark position of steering wheel relative to steering spindle and remove.
See Fig. 30 .
3. To install, reverse removal procedure. Coat slip rings with grease. See Fig. 31 .
4. Tighten steering wheel screw to specification. See TORQUE SPECIFICATIONS .
Fig. 30: Locating Steering Wheel Screw
Fig. 31: Locating Slip Rings
Removal & Installation (Without AIRBAG)
CAUTION: Be careful not to damage turn signal cancelling cams. Set turn signal to
center position.
1. Remove BMW emblem.

2. Unscrew screw. Mark position of steering wheel relative to steering spindle. Pull off steering wheel. See
Fig. 32 .
3. Coat slip ring with grease. See Fig. 33 .
4. To install, reverse removal procedure. Tighten screw to specification. See TORQUE
SPECIFICATIONS .
Fig. 32: Removing Steering Wheel

Fig. 33: Locating Slip Ring
STEERING SPINDLE
Removal

2. On models without flexible coupling, remove clamping screws on steering spindle (top) and on steering
gear. Slide steering spindle together and remove. See Fig. 34 .
3. On models without flexible coupling (except US models), remove clamping screws from universal joint
and flexible coupling. Slide flexible coupling downwards. Pull steering spindle upwards out of flexible
coupling and remove. See Fig. 35 .
4. On models with flexible coupling, US models with corrugated pipes, remove clamping screws from
universal joint and flexible coupling. Slide flexible coupling downwards. Pull steering spindle upwards
out of flexible coupling and remove. For 4 corrugated pipes see Fig. 36 . For 8 corrugated pipes see Fig.
37 .
5. On all models, to install, reverse removal procedure. Set steering gear to straight ahead position. For 4
corrugated pipes, install steering spindle with screw (1) horizontal and installed underneath. For all
others, Install steering spindle installing screw (1) vertically on engine end. On steering spindle without
flexible coupling see Fig. 34 . On steering spindle without flexible coupling except US models see Fig.
35 . On steering spindle with flexible coupling, US models with 4 corrugated pipes, see Fig. 36 . For 8
corrugated pipes see Fig. 37 .
6. Fit flexible coupling with short flange facing steering gear with right edge (2), viewed in direction of
travel, of flexible coupling aligned with mark on steering gear. Slot then points vertically downwards.
The edge of the lower joint must align with the marking on the steering gear. See Fig. 38 .
7. Ensure bolts engage in locking grooves of steering spindle (top) and steering gear spindle. Replace self-
locking nuts and tighten to specification. See TORQUE SPECIFICATIONS .
Fig. 34: Removing Steering Spindle Without Flexible Coupling

Fig. 35: Removing Steering Spindle With Flexible Coupling (Non US)
Fig. 36: Removing Steering Spindle (US Model, 4 Corrugated Pipes)

Fig. 37: Removing Steering Spindle (US Model, 8 Corrugated Pipes)
Fig. 38: Aligning Steering Gear
OVERHAUL
STEERING COLUMN
Disassembly
1. Remove steering column. See STEERING COLUMN .

2. Remove screws and pull off clip. See Fig. 10 .
3. Pull lower section of steering column casing off upper section. See Fig. 24 .
4. Remove screw and pull off clip. Press retaining hook and pull off switch. See Fig. 15 .
5. Unscrew grounding cable. Remove both headless screws and take off starter switch. See Fig. 16 .
6. Lift out snap ring (1) and take off with sleeve (2). See Fig. 17 .
7. Lift out and remove steering spindle bearing. Take out bearing inner sleeve. See Fig. 18 .
8. Remove shear-off screws. See Fig. 19 .
9. Turn steering lock to position "R". Press down on steering spindle and take off steering lock. See Fig. 20 .
10. Lower steering spindle bearing. Lift out snap ring (1). Take off collar (2), spring (3) and support ring (4).
Remove steering spindle. See Fig. 39 .
NOTE: Plug steering spindle bore with plastic cap.
11. Knock lower steering spindle bearing out of outer tube. See Fig. 40 .
12. Remove outer tube of height adjustable steering column by knocking lock washer (6) out in downwards
direction. Unscrew nut (1), press lever (4) in direction of bolt (5) and unscrew bolt (5). Unscrew stud. See
Fig. 41 .
Fig. 39: Removing Steering Spindle

Fig. 40: Knocking Out Steering Spindle Bearing
Fig. 41: Removing Outer Tube Of Height Adjustable Steering Column
Assembly
1. On height adjustable steering column, apply light coat of grease to anti-friction surfaces of bearing block
(3) and steering column tube (9). See Fig. 42 .
2. Pre-assemble adjustment lever (4) with dowel pin (2) in lever setting "jammed" to dimension (A) . (A)
is .82-.85" (21-21.7 mm). Then slide firmly home to right side. See Fig. 42 .
3. Screw bolt (5) in until it contacts stud (2). Push lever (4) to left. Square shoulder of bolt must engage in
outer tube (9). See Fig. 42 .
4. Tighten new nut (1) in "jammed" lever position to torque of 62 Inch lbs. (7 Nm). Check clamping effect.
5. To assemble, reverse disassembly procedure.
6. On all vehicles, lubricate bearing seat with grease. See Fig. 40 .
7. Lubricate spring (3) with grease. Recess in collar (2) must point to snap ring (1). See Fig. 39 .
8. Fit dowel pin in bore. See Fig. 21 .
9. Tighten shear off screws until heads shear off. See Fig. 19 .
10. Insert bearing inner sleeve with bevelled end pointing to steering lock. See Fig. 43 .
11. Fit bush (2). Fit snap ring (1) with special tool (32 1 090) and steering wheel retaining screw until it
engages in groove of steering spindle. Snap ring (1) can also be mounted using special tool (32 3 070).
See Fig. 22 .
12. Lock headless screws with varnish.
13. Guide both holders of upper section into bores. Insert ignition lock ring. See Fig. 23 .
14. Check for correct position of lock when assembling lower section of casing to upper section. See Fig. 24 .
Fig. 42: Assembling Height Adjustable Mounting Block

Fig. 43: Inserting Bearing Inner Sleeve
Steering Wheel To Steering Spindle
Nut 59 (80)
Screw 45 (63)
Universal Joint/Coupling To Steering Gear/Steering Spindle 14 (19)
SPECIAL TOOLS
Fig. 44: Identifying Release Mandrel (32 3 110)
Fig. 45: Identifying Removal Tool (61 3 300)
Fig. 47: Identifying Thrust Piece (32 1 090)
OPERATING FLUIDS
Operating Fluids - Front Axle - All Models
1.0 GENERAL INFORMATION ON HIGH TEMPERATURE MULTI-PURPOSE

GREASE
High temperature multi-purpose grease consists of a lithium complex soap in a mineral oil product with a
selected combination of additives. Extremely fine soap is contained in the oil, and serves as the basic ingredient.
This lubricating grease possesses the following properties:
 Very good thermal resistance and penetration stability
The structure and consistency must be maintained over long service life with temperatures from -22°F to
+302°F (-30°C to +150°C) in continuous operation and very high loads.
 Oxidation stability
A lubricating grease contains effective inhibitors (which limit or prevent chemical reactions) in order to
stop oxidation at very high operating temperatures.
 Water resistance and corrosion inhibition
A high temperature multi-purpose grease is water resistant. At the same time lubricated parts are given
maximum protection against rust by the corrosion inhibitors.
2.0 APPROVED HIGH TEMPERATURE MULTI-PURPOSE GREASE

High temperature multi-purpose grease is used for the lubrication of wheel bearings.
BALL BEARINGS (E24 FROM MID 1982, E28, E30, E31, E32 AND ALL FOLLOWING)
Provided with lifetime lubrication.
No subsequent lubrication approved!
TAPERED ROLLER BEARINGS (E23, E21)
50 grams grease packing in wheel hub and 20 grams in wheel hub grease cap per wheel.
Grease type: Retinax A
CRC Part No. SL 3131 (former BMW Part No. 81 22 9 407 710)
3.0 APPROVED FRONT AXLE FINAL DRIVE OILS

Approvals are the same as for rear axle final drive oils. Refer to REAR AXLE .
OPERATING FLUIDS
Operating Fluids - Integrated Suspension Systems - All Models

LHM hydraulic fluid has a favorable viscosity range and permits problem-free operation of the self-leveling
rear suspension at very low and very high temperatures. The solidification point is -78°F/-61°C.
2.0 APPROVED HYDRAULIC FLUIDS

E24, E28 PRODUCED PRIOR TO 9/87
Pentosin CHF 4548 was used for initial factory filling.
For filling up and replacement the following oil is to be used:
Pentosin CHF 7.1 BMW Part No. 81 22 1 468 879
Pentosin CHF 4548 and CHF 7.1 can be mixed in these cars.
For complete system oil replacement:
Reputable brand name LHM oils (green color) can also be used (Shell, Castrol, Exxon, etc.)
NOTE: Mixing of CHF and LHM oils is not permitted.
E24, E28 PRODUCED SINCE 9/87
Pentosin CHF 7.1 is used for initial factory filling.
For filling up and replacement use only Pentosin CHF 7.1
BMW Part No. 81 22 1 468 879
For complete oil replacement:
Reputable brand name LHM oils (green color) can also be used.
NOTE: Mixing of CHF 7.1 and LHM oils is not permitted.
E32 PRODUCED PRIOR TO 9/91
Use only Pentosin CHF 7.1.
Mixing with other oils is not permitted.

E32, E34 PRODUCED SINCE 9/91
Use only Pentosin CHF 11S
NOTE: All cars have a label indicating the respective type on the hydraulic fluid
reservoir. Since both Pentosin CHF 11S and CHF 7.1 are green in color, the
reservoir label must be carefully checked prior to adding fluid.
Mixing CHF 11S and CHF 7.1 is not permitted.
E38 PRODUCED SINCE 1/94
Use only Pentosin CHF 11S
NOTE: All cars have a label indicating the respective type on the hydraulic fluid
reservoir. Since both Pentosin CHF 11S and CHF 7.1 are green in color, the
reservoir label must be carefully checked prior to adding fluid.
Mixing CHF 11S and CHF 7.1 is not permitted.
3.0 CHECKING HYDRAULIC FLUID LEVELS

The hydraulic fluid level must be checked on an unloaded car and at every Inspection I or, for cars without a
Service Indicator, at 10,000 mi/15,000 km intervals.
NOTE: Not required as of 1993 model year vehicles.
Special checking instructions apply to the E32 - always refer to the latest edition of the Repair Instructions.
NOTE: Never fill above the " max" mark. There are no replacement intervals for
hydraulic fluid.
OPERATING FLUIDS
Operating Fluids - Rear Axle - All Models
1.0 GENERAL INFORMATION ON FINAL DRIVE OIL

Final Drive oil or hypoid gear lubricant must conform with the following requirements because of the high
loads which occur on the profiles of the hypoid gear teeth:
 Load carrying capacity.

 Sufficient protection against seizure.
 Good wear protection.
 Optimal friction and temperature behavior.
 Seal compatibility.
 Aging resistance.
These and other properties are already contained in brand-name hypoid gear lubricants because of the high
content of EP additives (EP = extreme pressure).
OIL ADDITIVES
The factory has not approved oil additives for hypoid gear lubricants.
All final drives are designed in such a manner that they do not require any type of oil additives. Any type of
additives is fundamentally rejected by the factory. BMW NA cannot accept any liability for follow-up damage
resulting from the use of additives.
2.0 APPROVED FINAL DRIVE OILS FOR FRONT AND REAR AXLE FINAL
DRIVES WITH AND WITHOUT LIMITED SLIP OR VISCOUS COUPLING
Mineral based final drive oils are no longer recommended due to the release of synthetic final drive oils for all
vehicles with or without limited slip differentials.
LIMITED SLIP DIFFERENTIALS
With the introduction of the Z3 roadster a new synthetic final drive oil for all vehicles with a multi-plate
limited-slip differential has been released. The new BMW final drive oil SAF-XJ will replace the old final drive
oil SAF-XLS.
The SAF-XLS final drive oil is not to be used in the final drive of the Z3 roadster.
Use only the SAF-XJ in the final drive of the Z3 roadster.
NOTE: If a non-limited slip differential oil is used in a limited slip differential a whining
or chattering sound can be heard on very tight turns and will eventually result
in a failure of the differential.
DIFFERENTIAL OIL SPECIFICATION

080
(with multi-plate Limited Slip Differential) (SAF-XJ)
E60 M5 utilizes a multi-plate Limited Slip Differential requiring SAF XJ fluid.
Non-Limited Slip Differentials
NON-LIMITED SLIP DIFFERENTIAL OIL SPECIFICATION

768
(without multi-plate limited slip differential,or with viscous differential lock (325iX/iXA) (SAF-XO)
NOTE: See S.I. Bulletin B 33 01 92 for additional final drive oil info.
3.0 FINAL DRIVE OIL FOR BMW M1 MOTORSPORT COUPE

The final drive of a BMW M1 is integrated in the manual transmission and oil supply is accomplished with a
mutual oil filling.
Use reputable brand SAE 80 manual transmission oil conforming with specifications MIL-L-2105 A or API-GL
4.
4.0 OIL CHANGE INTERVALS

Maintenance requirements per the vehicle's Service Booklet or the respective Service Maintenance Checklist.
Replacement final drives: same as for new vehicles.
All models as of 9/97 production are factory-filled with synthetic rear axle oil having a lifetime service rating.
No oil changes are required for the life of the vehicle.
5.0 CARS WITHOUT SERVICE INDICATOR (INCLUDING BMW M1)

First oil change at 600 miles
Further oil changes at 18,000 miles
Special Rule For BMW 530I, 528I (E 12):

1st oil change at 600 miles after final drive replacement.
2nd oil change at 4,500 miles after final drive replacement.
Further oil changes at 9,000 miles intervals, beginning at 9,000 miles.
6.0 CARS WITH SERVICE INDICATOR

Refer to Service Maintenance checklist for respective model year.
BREAK-IN PROCEDURES
Drive the car with changing engine speeds and road speeds during the first 1,200 miles/2,000 km, but never
faster than 2/3rds of maximum speed in a selected gear. Avoid using full throttle and kick-down positions of the
accelerator pedal during this period.
BMW M3/M5/M6 Up to 1,200 miles max. engine speed 5500 RPM
Generally avoid full-throttle position of the accelerator.
These break-in procedures are, of course, also applicable to replacement final drives.
7.0 OUTPUT SHAFTS

The joints of output shafts have permanent grease lubrication and require no servicing.
The amount of joint grease required after repairing is supplied in the " dust cover repair kit".
8.0 WHEEL BEARINGS

BALL BEARINGS E24 (SINCE 5/82), E28, E30, E31, E32 AND ALL FOLLOWING
Bearing unit is lubricated for its service life, cannot be disassembled and does not require subsequent
lubrication.
GROOVED BALL BEARINGS E12, E21, E23, E24 BEFORE 5/82
Grease type: Retinax A (former BMW Part No. 81 22 9 407 710)
CRC Part No. SL 3131
9.0 DIFFERENTIAL HOUSING FINAL DRIVE COVERS AND HOUSING

On 735i/iL, 750iL, M6 and M5 (E28) models, the attaching bolts are to be installed with Hylogrip/Loctite 270
(green) thread sealant (former BMW Part No. 81 22 9 400 086).

OPERATING FLUIDS
Operating Fluids - Wheels And Tires - All Models
1.0 TIRE MOUNTING PASTE

Use only a lubricant specifically designed for this purpose (former BMW Part No. 81 22 9 407 288).
Wurth Tire Mounting Paste Part No. 892800
Silicone sprays are not acceptable, as they are extremely slippery and don't dry. If applied to the tire bead, it is
likely that the tire moves on the rim, causing an imbalance.
See S.I. Bulletins B 36 02 88 (1627) or B 36 01 88 (1569).
2.0 WHEEL CLEANERS

Liquids for cleaning the alloy wheels must be strong enough to lift brake dust, road dirt, etc. off the painted
wheel surface with minimum manual agitation, yet not attack the wheel material. The following cleaner has
been thoroughly tested for optimum cleaning action and long-term compatibility with the wheel's surfaces:
Wheel Cleaner Spray BMW Part No. 82 14 1 467 045
3.0 WHEEL HUB COVERS

Covers may be affixed to the alloy rim by using Loctite 638 (former BMW Part No. 07 58 9 056 030). Covers
may only be used once.
Loctite 638 - (Loctite Part No. 21447)
The cooling-turbine wheel covers of the M5 (E34) produced from March 1990 to October 1990 may be secured
to the wheel by applying Loctite 242 to the attaching screw threads. First clean screw threads with Loctite
Cleaning Solvent 755.
See S.I. Bulletin B 36 03 90 (3182).
4.0 ANTI-CORROSION PASTE

Apply small amounts of Plastilube paste evenly around the centering cone of the alloy wheel rim and onto the
contact areas of the brake hub.
Plastilube BMW Part No. 81 22 9 407 103.

1995-2002 SUSPENSION
Rear - E36
IDENTIFICATION
1995-2002 CHASSIS & ENGINE IDENTIFICATION
1995
318ti (E36) 1.8L (M42)
1996-98
Z3 (E36) 1.9L (M44)
1996-1999
318ti (E36) 1.9L (M44)
1997-1998
Z3 (E36) 2.8L (M52)
1998-1999
1999
M Coupe (E36) 3.2L (S52)
Z3 (E36) 2.8L (M52TU)
1999-2000
Z3 (E36) 2.5L (M52TU)
2000-2002
M Coupe (E36) 3.2L (S54)
2001-2002
Z3 (E36) 2.5L (M54)
Z3 (E36) 3.0L (M54)
DESCRIPTION
The E36 uses independent rear suspension. Trailing arms locate the rear wheels and anchor the coil springs,
shock absorbers and stabilizer bar. The differential is mounted to the rear axle carrier with rubber mounts. See
Fig. 1 .
Fig. 1: Identifying Rear Suspension Components
ADJUSTMENTS
RIDE HEIGHT
Load each front seat with 150 lbs. Place 46 lbs. in trunk and ensure gas tank is full. To measure front ride
height, see FRONT - E36 article. Measure rear ride height from lower edge of wheel arch to bottom edge of
wheel rim. Determine average value of each wheel after lifting and lowering vehicle body and then average
each axle. For correct ride height, see REAR RIDE HEIGHT SPECIFICATIONS table. If ride height is not
within specification or deviates more than 0.4" (10 mm) between wheels, coil springs must be replaced.
Replacement spring can be determined from parts microfiche, parts supplier, or on old spring at one end.
REAR RIDE HEIGHT SPECIFICATIONS

318ti
Standard Suspension
15" Rim 20.1 (524)
16" Rim 21.1 (537)
17" Rim 21.7 (552)
Low-Slung Sports Suspension
15" Rim 20.0 (509)
16" Rim 20.6 (522)
17" Rim 21.1 (537)
Rough Road Package
15" Rim 21.4 (544)
16" Rim 21.9 (557)
17" Rim 22.5 (572)
Z3
Standard Suspension
15" Rim 22.2 (565)
16" Rim 22.8 (578)
17" Rim 23.3 (593)
15" Rim 21.7 (550)
16" Rim 22.2 (563)
17" Rim 22.8 (578)
M Roadster
Standard Suspension
15" Rim 22.2 (565)
16" Rim 22.8 (578)
17" Rim 23.1 (588)
15" Rim 21.7 (550)
16" Rim 22.2 (563)
17" Rim 22.8 (578)
Z3 Roadster
Standard Suspension
15" Rim 25.5 (647)
16" Rim 26.0 (660)
17" Rim 26.6 (675)
15" Rim 24.9 (632)
16" Rim 25.4 (645)
17" Rim 26.0 (660)
M Roadster
Standard Suspension
15" Rim 25.5 (647)
16" Rim 26.0 (660)
17" Rim 26.1 (664)
15" Rim 24.9 (632)
16" Rim 25.4 (645)
17" Rim 26.0 (660)
M Coupe
15" Rim 25.3 (642)
16" Rim 25.8 (655)
17" Rim 26.1 (664)
Z3 Coupe
15" Rim 25.3 (642)
16" Rim 25.8 (655)
17" Rim 26.4 (670)
WHEEL ALIGNMENT SPECIFICATIONS & PROCEDURES
NOTE: See appropriate SPECIFICATIONS & PROCEDURES article in WHEEL

ALIGNMENT.
TROUBLE SHOOTING
To trouble shoot most symptoms, see TROUBLE SHOOTING table.
Whether a spring strut shock absorber has to be replaced can only be ascertained by checking while it is
installed with a shock absorber tester or while it is removed with a shock absorber test machine.
TROUBLE SHOOTING
Fault Cause Remedy
Shock Absorbers Bottoming Rubber Damper Faulty Check/Replace Rubber Damper
Shock Absorbers Bottoming Shock Absorber Faulty Replace Shock Absorber
Drumming Noise Rubber Mount Of Rear Axle Replace Rubber Mount
Carrier Faulty
Drumming Noise Rubber Mount Of Final Drive Replace Rubber Mount
Suspension Faulty
Drumming Noise Rubber Mount Of Control Arm Replace Rubber Mount
Faulty
Drumming Noise Rubber Mount Of Trailing Arm Replace Rubber Mount
Faulty
Grinding Noise Only When Wheel Bearing Faulty Replace Wheel Bearing
Driving In Curves
Poor Handling Characteristics Or Rubber Mount Of Control Arm Replace Rubber Mount
Low Directional Stability Faulty
Poor Handling Characteristics Or Rubber Mount Of Rear Axle Replace Rubber Mount
Low Directional Stability Carrier Faulty
Poor Handling Characteristics Or Rear Axle Geometry Not OK Perform Chassis Alignment
Low Directional Stability
Shock Absorber noise Shock Absorber Loose Tighten Shock Absorber
Shock Absorber noise Installed New Shock Absorber Store Shock Absorbers Standing
Was Stored Horizontally With Upright With Piston Rods Run
Retracted Piston Rod Out At Room Temperature For 24
Hours
Shock Absorber noise Shock Absorber Faulty Shock Absorber Faulty
Rattling Noise Shock Absorber Loose Tighten Shock Absorber
Rattling Noise Upper Shock Absorber Bushing Replace Bushing
Faulty
Rattling Noise Lower Shock Absorber Bushing Replace Shock Absorber
Faulty
Rattling Noise Stabilizer Bracket Loose Tighten Bracket
Rattling Noise Stabilizer Rubber Mount Faulty Replace Rubber Mount
Rattling Noise Stabilizer Broken Replace Stabilizer
Rattling Noise Rubber Mount On Rear Axle Replace Rubber Mount
Carrier Faulty
Worn Down Areas On Tire Shock Absorber Faulty Replace Shock Absorber
Excessive Tire Wear Rear Axle Geometry Not OK Perform Chassis Alignment
Long After Swinging Of Body Shock Absorber Effect Replace Shock Absorber
After Driving Over Rough Road Insufficient
Body Dipping While Accelerating Shock Absorber Effect Replace Shock Absorber
Insufficient
Wheels Jumping Even On Normal Shock Absorber Effect Replace Shock Absorber
Road Surfaces Insufficient
Rear Of Car Out Of Control While Shock Absorber Effect Replace Shock Absorber
Braking Insufficient
Rear End Skid When Braking Rubber Mount Of Trailing Arm Replace Rubber Mount
With Each Side On Different Faulty
Road Surface
Hesitation Of Rear Wheels With Rubber Mount Of Trailing Arm Replace Rubber Mount
Hard Braking Faulty
Unsteady Taking Of Curves Due Rubber Mount On Rear Axle Replace Rubber Mount
To Self-Steering Or Poor Rear Carrier Faulty
End Track Stability
Unsteady Taking Of Curves Due Rubber Mount Of Final Drive Replace Rubber Mount
To Self-Steering Or Poor Rear Suspension Faulty
End Track Stability
AXLE CARRIER ASSEMBLY
Removal
1. Raise and support vehicle. Remove rear wheels.

2. Disconnect handbrake cables from handbrake lever and pull cables out of guide tubes. See appropriate
DISC article in BRAKES.
3. On Z3, remove console tray and handbrake lever if necessary.
4. Disconnect drive shaft. See appropriate DRIVE SHAFTS & UNIVERSAL JOINTS article in DRIVE
AXLES.
5. Disconnect speedometer signal plug on differential.
6. Remove ABS speed sensors.
7. Disconnect brake pad wear sensor, if necessary.
8. Unfasten stabilizer on semi-trailing arms.
9. Disconnect line from carbon canister.
10. On M Roadster and M Coupe, remove brake calipers. On all other vehicles, install pedal support and
actuate brake pedal. This prevents brake fluid from escaping from the brake system when the brake line is
disconnected.
11. Disconnect left and right brake lines. See Fig. 2 .
12. Support axle carrier assembly with special tool (00 2 030/041/042 and 33 3 271/272/273/274/275/303).
See Fig. 3 .
13. Unscrew nut (1) and bolts (2) on axle carrier assembly. See Fig. 4 .
14. Slightly raise semi-trailing arm, unfasten screw, remove shock absorber and lower semi-trailing arm
slightly. See Fig. 5 .
15. Unscrew screw on differential cover to body. See Fig. 6 .
16. Lower rear axle until coil springs are exposed. Remove coil springs. See Fig. 7 .
17. Remove axle carrier.
Fig. 2: Removing Brake Line
Fig. 3: Exploded View Of Axle Carrier Support Tool
Fig. 4: Identifying Axle Carrier Bolts & Nuts

Fig. 5: Supporting Semi-Trailing Arm
Fig. 6: Identifying Axle Carrier Rear Mounting Bolt
Fig. 7: Removing Rear Coil Spring
Installation
1. To install, reverse removal procedure. Replace self-locking nuts. Tighten fasteners to specification. See
2. Bleed brake system and adjust handbrake. See appropriate DISC article in BRAKES.
AXLE CARRIER RUBBER MOUNT
NOTE: Observe installation position of rubber mount in axle carrier. See Fig. 8 .
1. Remove axle carrier assembly. See AXLE CARRIER ASSEMBLY .

2. Pull out rubber mount using special tool (00 8 550 and 33 3 107/111). See Fig. 9 . If necessary, heat axle
carrier with an industrial hot air blower.
NOTE: Only use rubber mounts of one single manufacturer.
3. Coat NEW rubber mount with Circolight. Pull in with special tool (33 3 103/104/112/115). See Fig. 10 .
4. Install axle carrier assembly. See AXLE CARRIER ASSEMBLY .
Fig. 8: Observing Installation Position Of Rubber Mount

Fig. 9: Removing Subframe Rubber Mount
Fig. 10: Installing Subframe rubber mount
COIL SPRING
Removal
1. Raise and support vehicle. Remove rear wheel assembly.

2. Remove drive axle from differential output flange and suspend aside. See AXLE SHAFT article.
3. Unscrew stabilizer on trailing arm, if necessary.
4. Using a jack, support trailing arm and disconnect shock absorber. See Fig. 5 .
5. Lower trailing arm, and remove coil spring. See Fig. 7 .
Installation
NOTE: Only refit coil springs with identical BMW number. On the rough road package
version, the spring pad top is .8" (22 mm) thick.
1. Check coil spring for surface damage and check spring mounts. Replace if necessary.
2. To install, reverse removal procedure. Use washer (1). See Fig. 11 . Tighten screw to specification. See
Fig. 11: Locating Trailing Arm Washer

SHOCK ABSORBER
WARNING: Shock absorber prevents trailing arm and drive axle from dropping too
far. Support trailing arm during disassembly to avoid CV joint damage.
CAUTION: The shock absorber has the function of an arrester band. To prevent
damage to the axle shaft, do not remove the support or raise the vehicle.
Removal
1. On convertible models, remove shock absorber nuts located under plastic caps in the convertible top
compartment. On Z3 Roadster, remove panel from convertible top compartment. On all other vehicles,
remove trunk trim.
2. Raise and support vehicle. Using a jack, support trailing arm and unfasten screw (1). See Fig. 12 .
3. If necessary, remove reinforcement plate. Pull off cap. Unscrew nuts and remove shock absorber. See
Fig. 13 .
Fig. 12: Locating Trailing Arm Screw

Fig. 13: Locating Shock Absorber Nuts
Installation
1. To install, reverse removal procedure. Replace all self-locking nuts and tighten to specification. See
2. When replacing the shock absorber, always ensure that the replacement unit is marked with the same code
(K) as the old shock absorber. See Fig. 14 .
3. Install NEW seal between body and shock absorber.
4. On Z3 Roadster and coupe, if the support bearing is replaced, stick a rubber ring in middle of underside
of joint seal (2) and in middle on upper side of support element (5). It is essential to ensure that rubber
ring is stuck on exactly in middle so that when screwed on ring is not jammed between inner sleeve of
support bearing (3) and joint seal (2) or support element (5). See Fig. 15 .
Fig. 14: Identifying Shock Absorber
Fig. 15: Identifying Support Bearing Components
STABILIZER BAR LINK
1. Raise and support rear of vehicle. Remove stabilizer bar with links.
2. Clamp stabilizer bar link in a soft jaw vise. Rotate stabilizer bar and pull out of link. See Fig. 16 .
3. If rubber mount remains on stabilizer bar, cut through rubber with a knife and remove.
4. Clamp NEW stabilizer link in soft jaw vise. Coat end of stabilizer bar and inside rubber mount with
Circolight. Press stabilizer bar as far as possible into stabilizer link with rotary motions.
5. Immediately rotate stabilizer link into position. Once mounting agent (Circolight) has evaporated,
stabilizer link can no longer be rotated. See Fig. 17 .
6. To complete installation, reverse removal procedure.
Fig. 16: Removing Stabilizer Bar From Link

Fig. 17: Positioning Stabilizer Bar-To-Link
TRAILING ARM
Removal
1. Raise and support rear of vehicle. Remove rear wheel.

2. Remove parking brake cable from parking brake lever. See appropriate DISC article in BRAKES.
3. Remove coil spring. See COIL SPRING .
4. Disconnect ABS speed sensor.
5. Disconnect brake pad wear indicator, if necessary.
6. Unscrew stabilizer on trailing arm, if necessary.
7. Install brake pedal support and actuate brake pedal. This prevents brake fluid from escaping from the
brake system when the brake line is disconnected. Disconnect brake line at union on trailing arm. See Fig.
2.
8. Using a jack, support trailing arm from underneath. Remove 2 trailing arm-to-rear subframe bolts.
Remove trailing arm. See Fig. 18 .
Fig. 18: Removing Trailing Arm
Installation
2. Bleed brake system. See appropriate DISC article in BRAKES.
TRAILING ARM RUBBER MOUNT
1. Remove trailing arm. See TRAILING ARM .

2. Coat bulge on rubber mount with Circolight.
3. Pull out rubber mount with special tool (33 3 051/052/053/054). See Fig. 19 .
4. Coat new rubber mounts with Circolight. Pull in using special tool (33 3 051/052/054/055). See Fig. 20 .
5. Install trailing arm. See TRAILING ARM .
Fig. 19: Removing Trailing Arm Rubber Mounts
Fig. 20: Installing Trailing Arm Rubber Mounts

WHEEL BEARINGS
For removal and installation of wheel bearings, see appropriate DISC article in BRAKES.
Axle Carrier To Body 57 (77)
Brake Hose Couplings 13-14 (17-19)
Compression Strut On Body
8.8 Thread 15 (21)
10.9 Thread 22 (30)
Differential Cover To Body 57 (77)
Trailing Arm To Rear Axle Carrier
10.9 Thread 57 (77)
All Others 49 (67)
Shock Absorber Piston Rod On Thrust Bearing 10 (14)
Shock Absorber Support On Rear Axle Carrier 10 (14)
Shock Absorber To Trailing Arm 57 (77)
Wheel Lug Bolt 81-96 (110-130)
SPECIAL TOOLS
Fig. 21: Identifying Hydro-Lifter Basic Unit (00 2 030)
Fig. 22: Identifying Set Of Supports (33 3 270)
Fig. 24: Identifying Tool (33 3 110)

Fig. 25: Identifying Universal Puller Kukko 21/5, 22-2 (00 8 550)
1991-2002 WHEEL ALIGNMENT
Specifications & Procedures
IDENTIFICATION
1991-2002 CHASSIS & ENGINE IDENTIFICATION (E36)
1991-1995
318i & 318is (E36) 1.8L (M42)
1992-1995
325i & 325is (E36) 2.5L (M50)
1995
318ti (E36) 1.8L (M42)
M3 (E36) 3.0L (S50)
1996-1997
318is (E36) 1.9L (M44)
1996-1998
318i (E36) 1.9L (M44)
Z3 (E36) 1.9L (M44)
1996-1999
318ti (E36) 1.9L (M44)
328i & 328is (E36) 2.8L (M52)
M3 (E36) 3.2L (S52)
1997-1998
Z3 (E36) 2.8L (M52)
1998-1999
323i & 323is (E36) 2.5L (M52)
1999
M Coupe (E36) 3.2L (S52)
1999-2000
Z3 (E36) 2.5L (M52TU)
Z3 (E36) 2.8L (M52TU)
2000-2002
M Coupe (E36) 3.2L (S54)
2001-2002
Z3 (E36) 2.5L (M54)

1997-2000
528i (E39) 2.8L (M52)
1997-2002
540i (E39) 4.4L (M62)
2000-2002
M5 (E39) 5.0L (S62)
2001-2002
525i (E39) 2.5L (M54)
530i (E39) 3.0L (M54)

1999
323is (E46) 2.5L (M52TU)
328i (E46) 2.8L (M52TU)
1999-2000
323i (E46) 2.5L (M52TU)
2000
323Ci (E46) 2.5L (M52TU)
328Ci (E46) 2.8L (M52TU)
2001-2002
325i, 325Ci & 325xi (E46) 2.5L (M54)
330i, 330Ci & 330xi (E46) 3.0L (M54)
M3 (E46) 3.2L (S54)

2000-2002
Z8 (E52) 5.0L (S62)

2000-2002
X5 (E53) 4.4L (M62)
2001-2002
X5 (E53) 3.0L (M54)
2002
X5 (E53) 4.6L (M62)
2002 CHASSIS & ENGINE IDENTIFICATION (E65)

2002
745i & 745Li (E65) 4.4L (N62)
RIDING HEIGHT ADJUSTMENT
CAUTION: On vehicles with air springs, pull fuse of air supply system so there is no
regulation.
NOTE: On vehicles with electronic chassis controls, all systems should be functional
before attempting riding height or wheel alignment adjustment.
EXCEPT Z3
Before adjusting alignment, check riding height. Riding height must be checked with vehicle on level floor and
tires properly inflated. Load front seats with 150 Lbs. (68 kg) each. On vehicles with back seats, load center of
back seat with 150 Lbs. (68 kg). Load 31 Lbs. (14 kg) in center of trunk and fill fuel tank.
Measure actual ride-level height from wheel-house lower edge to rim flange at height of wheel center.
Determine average value of each wheel after lifting and lowering vehicle body and then average value of axle
from these values. Ride height measurement must be within .04" (10 mm) of each side. For specifications, see
RIDE HEIGHT SPECIFICATIONS. If ride height is not correct, see appropriate FRONT article.
Z3
For Z3 no extra loading is necessary. Open hood, insert measuring tool (31 3 010) in bore in wheel arch and
measure distance "A" from bottom center flange of wheel rim (2) to Measuring Tool (1). See Fig. 1. Determine
average value of each wheel after lifting and lowering vehicle body and then average value of axle from these
values. Ride height measurement must be within .04" (10 mm) of each side. For specifications, see RIDE
HEIGHT SPECIFICATIONS. If ride height is not correct, see appropriate FRONT article.
Fig. 1: Measuring Front Ride Height (Z3)
RIDE HEIGHT SPECIFICATIONS
E36 (Up To 9/93)
RIDE HEIGHT SPECIFICATIONS - E36 (UP TO 9/93)

Standard Suspension
15" Rim 22.6 (576)
16" Rim 23.1 (589)
17" Rim 23.8 (604)
Sports Suspension
15" Rim 22 (561)
16" Rim 22.6 (574)
17" Rim 23.1 (589)
Rough Road Package
15" Rim 23.5 (596)
16" Rim 24 (609)
17" Rim 24.5 (624)
E36 (From 9/93 - Except Z3)
RIDE HEIGHT SPECIFICATIONS - E36 (FROM 9/93 - EXCEPT Z3)

Standard Suspension
15" Rim 20.4 (518)
16" Rim 20.9 (531)
17" Rim 21.5 (546)
M Roadster 23.1 (588)
M3 23 (585)
M Coupe 26.1 (664)
Sports Suspension
15" Rim 19.9 (507)
16" Rim 20.5 (520)
17" Rim 21 (535)
Rough Road Package
15" Rim 21.2 (538)
16" Rim 21.7 (551)
17" Rim 22.3 (566)
E36 (Z3)
RIDE HEIGHT SPECIFICATIONS - E36 (Z3)

Z3 Coupe
15" Rim 25.28 (642)
16" Rim 25.80 (655)
17" Rim 26.38 (670)
Z3 Roadster
Standard Suspension
15" Rim 25.47 (647)
16" Rim 25.98 (660)
17" Rim 26.57 (675)
Sports Suspension
15" Rim 24.88 (632)
16" Rim 25.40 (645)
17" Rim 25.98 (660)
Z3 Sedan
Standard Suspension
15" Rim 22.25 (565)
16" Rim 22.75 (578)
17" Rim 23.35 (593)
Sports Suspension
15" Rim 21.65 (550)
16" Rim 22.17 (563)
17" Rim 22.75 (578)
E39 (M5 & 540i)
RIDE HEIGHT SPECIFICATIONS - E39 (M5 & 540i)

540i
Standard Suspension
15" Rim 22.8 (579)
16" Rim 23.3 (592)
17" Rim 23.9 (607)
18" Rim 24.4 (620)
Low-Slung Sport Suspension
15" Rim 22.0 (559)
16" Rim 22.5 (572)
17" Rim 23.1 (587)
18" Rim 23.6 (600)
Rough Road Package
15" Rim 23.6 (599)
16" Rim 24.1 (612)
17" Rim 24.7 (627)
18" Rim 25.2 (640)
M Sports Package
15" Rim 22.1 (562)
16" Rim 22.6 (575)
17" Rim 23.2 (590)
18" Rim 23.7 (603)
M5
17" Rim 22.1 (592)
18" Rim 23.8 (605)
E39 (525i, 528i & 530i)
RIDE HEIGHT SPECIFICATIONS - E39 (525i, 528i & 530i)

Standard Suspension
15" Rim 22.8 (579)
16" Rim 23.3 (592)
17" Rim 23.9 (607)
18" Rim 24.4 (620)
15" Rim 22.0 (559)
16" Rim 22.5 (572)
17" Rim 23.1 (587)
18" Rim 23.6 (600)
Rough Road Package
15" Rim 23.6 (599)
16" Rim 24.1 (612)
17" Rim 24.7 (627)
18" Rim 25.2 (640)
M Sports Package
15" Rim 22.0 (559)
16" Rim 22.5 (572)
17" Rim 23.1 (587)
18" Rim 23.6 (600)
E46 (Except 325xi & 330xi)
RIDE HEIGHT SPECIFICATIONS - E46 (EXCEPT 325xi & 330xi)

Standard Suspension
15" Rim 21.3 (542)
16" Rim 21.9 (555)
17" Rim 22.4 (570)
18" Rim 22.9 (583)
15" Rim 20.7 (526)
16" Rim 21.2 (539)
17" Rim 21.8 (554)
18" Rim 22.3 (567)
Rough Road Package
15" Rim 22.1 (562)
16" Rim 22.6 (575)
17" Rim 23.2 (590)
18" Rim 23.7 (603)
E46 (325xi & 330xi)
RIDE HEIGHT SPECIFICATIONS - E46 (325xi & 330xi)

Standard Suspension
15" Rim 21.3 (542)
16" Rim 21.9 (555)
17" Rim 22.4 (570)
18" Rim 22.9 (583)
15" Rim 20.7 (526)
16" Rim 21.2 (539)
17" Rim 21.8 (554)
18" Rim 22.3 (567)
Rough Road Package
15" Rim 22.1 (562)
16" Rim 22.6 (575)
17" Rim 23.2 (590)
18" Rim 23.7 (603)
E52 (Z8)
RIDE HEIGHT SPECIFICATIONS - E52 (Z8)

18" Rim 25 (633)
E53 (X5)
RIDE HEIGHT SPECIFICATIONS - E53 (X5)

Steel Spring
17" Rim 27 (687)
18" Rim 27.5 (700)
19" Rim 28 (713)
20" Rim 28.5 (726)
Air Spring
17" Rim 27 (695)
18" Rim 27.9 (708)
19" Rim 28.3 (721)
20" Rim 28.9 (734)
2 Axle Air Spring
17" Rim 27 (687)
18" Rim 27.5 (700)
19" Rim 28 (713)
20" Rim 28.5 (726)
E65 (745i & 745Li)
RIDE HEIGHT SPECIFICATIONS - E65 (745i & 745Li)

17" Rim 25.2 (640)
18" Rim 25.7 (653)
19" Rim 26.2 (666)
20" Rim 26.7 (679)
JACKING & HOISTING

FRAME & UNDERBODY
NOTE: Fig. 2 is not intended to represent the exact structure of each vehicle's frame,
underbody or body outline. It is presented only to provide reference points.
The following illustration indicate areas (parts) of the underbody and frame which may be used to raise and
support the vehicle, using either floor jack or hoist. These points are indicated by shaded areas on the frame. See
Fig. 2.
Fig. 2: Locating Jacking & Hoisting Points
OUTERBODY
Those points designated on the outline of the body were specifically designed to facilitate the use of the
vehicle's own jack. These jacking points are indicated by circular dots on the outline of the body. See Fig. 2. If
using floor jack or hoist, exercise extreme care to avoid damaging outer body shell.
WHEEL ALIGNMENT PROCEDURES
CAUTION: On vehicles with air springs, pull fuse of air supply system so there is no
regulation.
CAUTION: On cars equipped with Electronic Damper Control, it is essential after

wheel alignment to perform a "steering angle check/adjustment" with the
BMW Diagnosis System.
NOTE: Prior to performing wheel alignment, perform preliminary visual and mechanical
inspection of wheels, tires, riding height and suspension components. See
PRE-ALIGNMENT INSTRUCTIONS in WHEEL ALIGNMENT THEORY &
OPERATION article in GENERAL INFORMATION.
CAMBER ADJUSTMENT
Front (E36, E39 & E52)
NOTE: Camber is defined by design and cannot be adjusted except by correcting

components which may be damaged or faulty.
1. Check if rubber mount in control arm is faulty and replace if necessary.

2. Check if control arm is deformed and replace if necessary.
3. Check if spring strut is deformed and replace if necessary.
4. Check if guide joint is badly worn and replace control arms if necessary.
5. Check if spring force is insufficient and replace coil springs if necessary.
6. Check if front axle carrier is deformed and replace if necessary.
7. Check if spring strut mount holder is deformed and repair front end if necessary.
8. Check if there is distortion in floor assembly (engine carrier) and repair body if necessary.
Front (E46)
CAUTION: Changes in axle geometry caused by accidents must under no

circumstances be corrected by camber adjustment.
1. If necessary, drive out centering pin (1) towards bottom. unscrew M3 centering pin (1) and discard.
Centering pin is no longer needed. See Fig. 3.
2. Remove dirt in area of support bearing in wheel arch from below with compressed air. Remove nut (2)
and slacken nuts (3) approximately 1 1/2 turns. See Fig. 3.
3. Insert special tool (32 3 140) in opening of wheel arch and over nuts. See Fig. 4. Adjust camber by
turning nut to specification. See E46 under WHEEL ALIGNMENT SPECIFICATIONS.
4. Replace nut (2). See Fig. 5. Tighten to specification. See E46 under TORQUE SPECIFICATIONS.
5. Remove special tool.
6. Replace nuts (3). See Fig. 3. Tighten to specification. See E46 under TORQUE SPECIFICATIONS.
7. A change in camber also means a change in toe. After adjusting camber, check and adjust toe-in. See
FRONT (E46) under TOE-IN ADJUSTMENT.
Fig. 3: Locating Centering Pin
Fig. 4: Adjusting Camber (E46)
Fig. 5: Locating Nut (2)
Front (E53)
CAUTION: Changes in axle geometry caused by accidents must never be rectified by

camber adjustment.
1. Detach reservoir for windshield washer system on right side if necessary.

2. Detach cap from wheel arch. Remove centering pin (1) with Allen key. this pin is no longer needed.
Remove dirt in area of support bearing in wheel arch from below with compressed air. Slacken nut (2)
approximately 1 1/2 turns. See Fig. 6.
3. Insert special tool (32 3 144/145) into opening of wheel arch and over nuts. Replace nuts (3) and screw on
but do not tighten down fully. Adjust camber by turning nut in special tool. See Fig. 7. Adjust camber to
specification. See E53 under WHEEL ALIGNMENT SPECIFICATIONS.
4. Tighten down nuts (3) to specification. See E53 under TORQUE SPECIFICATIONS.
5. Remove special tool. Replace and tighten down nut (2) to specification. See E53 under TORQUE
SPECIFICATIONS.
6. Perform toe-in adjustment. See FRONT (E53) under TOE-IN ADJUSTMENT.
Fig. 6: Locating Wheel Arch Components (E53)
Fig. 7: Adjusting Front Camber (E53)
Front (E65)
CAUTION: Changes in axle geometry caused by accidents must never be rectified by

camber adjustment.
1. Detach cap from wheel arch. Remove centering pin (1) with hexagon socket screw key. this pin is no
longer needed. Remove dirt in area of support bearing in wheel arch from below with compressed air.
Slacken nut (2) approximately 1 1/2 turns. See Fig. 8.
2. Insert special tool (32 3 144/145) into opening of wheel arch and over nut. Replace nuts (3) and screw on
but do not tighten down fully. Adjust camber by turning nut (4) in special tool. See Fig. 9.
3. Adjust camber to specification. See E65 under WHEEL ALIGNMENT SPECIFICATIONS.
4. Tighten down nuts (3) to specification. See E65 under TORQUE SPECIFICATIONS.
5. Remove special tool. Replace nut (2). See Fig. 8. Tighten to specification. See E65 under TORQUE
SPECIFICATIONS.
6. Adjust toe-in. See FRONT (E65) under TOE-IN ADJUSTMENT.
Fig. 8: Locating Wheel Arch Components (E65)
Fig. 9: Adjusting Front Camber (E65)
Rear (E36)
NOTE: A change in camber also means a change in toe. This means that camber must
be adjusted first.
1. Replace and tighten down hexagon collar nut. The eccentric washer must be located between the support
cams. Tighten collar nut to specification. See E36 under TORQUE SPECIFICATIONS.
2. Slacken hexagon collar nut approximately 1/2 turn. See Fig. 10. Turn eccentric screw and adjust camber
to specification. See E36 under WHEEL ALIGNMENT SPECIFICATIONS.
CAUTION: If the hexagon collar nut is tightened down more than 10 times during
adjustment, it must be replaced. The self-locking effect becomes too
slight.
3. Tighten hexagon collar nut again to specification. See E36 under TORQUE SPECIFICATIONS.
Fig. 10: Locating Hexagon Collar Nut
Rear (E39)
be adjusted first.
1. Before adjusting, replace disc collar nut (1) and ensure eccentric washer (2) is correctly located. See Fig.
11. Tighten disc collar nut to specification. See E39 under TORQUE SPECIFICATIONS.
2. Loosen disc collar nut 1/2 to 1 complete turn.
3. Using the eccentric screw, adjust camber precisely to specification. See E39 under WHEEL
ALIGNMENT SPECIFICATIONS.
slight.
4. Tighten down disc collar nut (1). Ensure that eccentric washer (2) is correctly located. See Fig. 11.
Tighten disc collar nut to specification. See E39 under TORQUE SPECIFICATIONS.
Fig. 11: Locating Disc Collar Nut

Rear (E46)
1. Replace hexagon collar nut (1). Ensure eccentric washer is correctly located (2). See Fig. 12.
2. Tighten hexagon collar (1) to specification. See E46 under TORQUE SPECIFICATIONS.
3. Release hexagon collar nut (1) approximately 1/2 turn.
4. Adjust camber with eccentric screw precisely to specification. See E46 under WHEEL ALIGNMENT
SPECIFICATIONS.
5. Locate the eccentric screw between the stops (1). See Fig. 13.
adjustment, it must be replaced again. The self-locking effect
becomes too slight.
6. Tighten hexagon collar nut to specification. See E46 under TORQUE SPECIFICATIONS.
Fig. 12: Locating Hexagon Collar Nut (E46)
Fig. 13: Locating Eccentric Screw
Rear (E52)
1. Replace and tighten down disk collar nut. See Fig. 14.
2. Tighten disk collar nut to specification. See E52 under TORQUE SPECIFICATIONS.
3. Release disk collar nut again by 1/2 to 1 turn.
4. Adjust camber with eccentric screw. See Fig. 15. Adjust camber to specification. See E52 under WHEEL
CAUTION: If the disk collar nut is tightened down more than 10 times during
becomes too slight.
5. Tighten down disk collar nut to specification. See E52 under TORQUE SPECIFICATIONS.
6. Adjust toe-in. See Rear (E52) under TOE-IN ADJUSTMENT.
Fig. 14: Locating Disk Collar Nut (E52)
Fig. 15: Adjusting Camber (E52)
Rear (E53)
1. Replace nut (1). Eccentric screw (2) must be located between stops (3). See Fig. 16.
2. Tighten down new nut (1) to specification. See E53 under TORQUE SPECIFICATIONS.
3. Slacken nut (1) approximately 3/4 turn.
4. Turn eccentric screw and adjust camber to specification. See E53 under WHEEL ALIGNMENT
SPECIFICATIONS.
5. Position eccentric screw between the stops (3). See Fig. 16.
CAUTION: If the nut is tightened down more than 4 times during adjustment, it
must be replaced again. The self-locking effect becomes too slight.
6. Tighten down nut to specification. See E53 under TORQUE SPECIFICATIONS.

Fig. 16: Adjusting Camber (E53 Rear)
Rear (E65)
1. Replace nut (1) and tighten down. Ensure eccentric washer is correctly located (2). See Fig. 17. Tighten
nut (1) to specification. See E65 under TORQUE SPECIFICATIONS.
2. Release nut (1) again by 1/2 to 1 turn.
3. Adjust camber with eccentric screw. See Fig. 18. Adjust to specification. See E65 under WHEEL
CAUTION: If the nut (1) is tightened down more than 10 times during
becomes too slight.
4. Tighten nut (1). Ensure eccentric washer is correctly located (2). See Fig. 17. Tighten to specification.
See E65 under TORQUE SPECIFICATIONS.
5. Adjust toe-in. See REAR (E65) under TOE-IN ADJUSTMENT.
Fig. 17: Locating Nut & Eccentric Washer
Fig. 18: Adjusting Camber (E65 Rear)
CASTER ADJUSTMENT
NOTE: Information for E53 and E65 is not available from manufacturer.
E36, E39, E46 & E52
NOTE: Caster is defined by design and cannot be adjusted except by correcting

components which may be damaged or faulty.
1. On E39 and E52, check if rubber mounts for tension/traction strut are defective and replace if necessary.
2. On E39 and E52, check if tension/traction strut is misshaped and replace if necessary.
3. On all vehicles, check if control arm is deformed and replace if necessary.
4. On all vehicles, check if spring strut shock absorber is deformed and replace if necessary.
5. On all vehicles, check if wheel house (spring strut mount) is deformed and repair front end if necessary.
6. On all vehicles, check if there is distortion in floor assembly (engine carrier) and repair body if necessary.
TOE-IN ADJUSTMENT
Front (E36 & E39 - Except M5 & 540i)
1. Position steering gear to straight-ahead position. Alignment marks on case and steering shaft should align.
See Fig. 19.
2. Loosen lock nut on tie rod. See Fig. 20. Adjust wheel toe-in to specified value by rotating steering tie rod.
See E36 or E39 under WHEEL ALIGNMENT SPECIFICATIONS.
3. Ensure that ball joint is not twisted. Tighten tie rod clamping nut to specification. See E36 or E39 under
4. On cars equipped with Electronic Damper Control, it is essential after wheel alignment to perform a
"steering angle check/adjustment" with the BMW Diagnosis System.
Fig. 19: Locating Marking On Case

Front (E39 - M5 & 540i)
1. Move steering wheel gear into straight ahead setting Marks on housing and steering shaft must line up.
See Fig. 21.
2. Loosen clamping screws on tie rods. Adjust toe-in of wheel by turning the tie rod precisely to
specification. See Fig. 22. For alignment specification, see E39 under WHEEL ALIGNMENT
SPECIFICATIONS.
3. Ensure that the ball joints are not twisted and tighten clamping screws to specification. See E39 under
Fig. 21: Matching Marks On Housing
Fig. 22: Adjusting Toe-In
Front (E46)
be adjusted first. See FRONT (E46) under CAMBER ADJUSTMENT.
1. Move wheels and steering gear to straight ahead position. Markings on cap (1) and on housing (2) must
line up. See Fig. 23.
2. Slacken clamping nut (1) on steering tie rod. Adjust wheel toe-in by turning tie rod at hexagon head (2).
See Fig. 24. For specification, see E46 under WHEEL ALIGNMENT SPECIFICATIONS.
3. Make sure steering packing is not turned. Tighten clamping nut to specification. See E46 under TORQUE
SPECIFICATIONS.
Fig. 23: Locating Marks On Cap & Housing
Fig. 24: Adjusting Toe-In (E46)
Front (E52)
1. Move steering wheel gear into straight ahead setting. Marks on housing and steering shaft must line up.
See Fig. 25.
2. Slacken lock nut (1) on steering tie rod, gripping outer tie rod in so doing. Adjust wheel toe-in by turning
tie rod (2). See Fig. 26. Adjust wheel toe-in to specification. See E52 under WHEEL ALIGNMENT
SPECIFICATIONS.
3. Grip outer tie rod and tighten lock nut to specification. See E52 under TORQUE SPECIFICATIONS.
Fig. 25: Locating Mark On Housing & Steering Shaft
Front (E53)
NOTE: The camber must be adjusted first. See FRONT (E53) under CAMBER
ADJUSTMENT.
1. Move wheels and steering gear to straight ahead position. Markings on cap (1) and on housing (2) must
be aligned. See Fig. 27.
2. Loosen lock nut (1) on tie rod. Adjust wheel toe-in by turning tie rod at hexagon head (2). See Fig. 26.
Adjust to specification. See E53 under WHEEL ALIGNMENT SPECIFICATIONS.
3. Make sure steering pack is not turned. Tighten lock nut (1) to specification. See E53 under TORQUE
SPECIFICATIONS.
Fig. 27: Locating Markings On Cap & Housing (E53)
Front (E65)
NOTE: The camber must be adjusted first. See FRONT (E65) under CAMBER
ADJUSTMENT.
1. Move steering gear and wheels to straight ahead position. Markings on cap (1) and on housing (2) must
match up on steering gear. See Fig. 28.
2. Loosen lock nut (1) on tie rod, gripping tie rod in so doing. Adjust wheel toe-in by turning tie rod axial
joint at hexagon head (2). See Fig. 26. Adjust to specification. See E65 under WHEEL ALIGNMENT
SPECIFICATIONS.
3. Make sure steering sleeve is not twisted. Grip tie rod and tighten down lock nut (1) to specification. See
E65 under TORQUE SPECIFICATIONS.
Fig. 28: Aligning Steering Gear
Rear (E36)
Release bolts approximately 1 1/2 turns on bearing support. Apply special tool (32 3 080) on bolt head between
stops (1). See Fig. 29. If bearing support has a pin or notch, attach special tool (32 3 030) to bolt head and
pin/notch (1). See Fig. 30. Rotate special tool and adjust toe-in of left/right wheel to specification. See E36
under WHEEL ALIGNMENT SPECIFICATIONS.
Fig. 29: Adjusting Toe-In
Fig. 30: Identifying Bearing Support With Pin Or Notch
Rear (E39)
1. Unfasten screws and remove trim. See Fig. 31.

2. Before adjusting, replace disk collar nut (1) and ensure eccentric washer (2) is correctly located. See Fig.
3. Unfasten disk collar nut 1/2 to 1 complete turn.
4. Adjust toe-in using the eccentric screw. See Fig. 33. Adjust precisely to specification. See E39 under
WHEEL ALIGNMENT SPECIFICATIONS.
slight.
5. Ensure that eccentric washer (2) is correctly located. See Fig. 32. Tighten down disk collar nut (1) to
specification. See E39 under TORQUE SPECIFICATIONS.
Fig. 31: Removing Trim
Fig. 32: Locating Disk Collar Nut (E39)
Fig. 33: Adjusting Toe-In (E53 Rear)
Rear (E46)
1. Release screws approximately 1 1/2 turns at bearing pedestal. Attach special tool (32 3 030) to screw
head and to notch (1). See Fig. 30.
2. Turn special tool and adjust toe-in to specification. See E46 under WHEEL ALIGNMENT
SPECIFICATIONS.
3. Tighten screws at bearing pedestal to specification. See E46 under TORQUE SPECIFICATIONS.
Rear (E52)
NOTE: Any change in camber always involves a change in toe. The camber must
always be adjusted first. See REAR (E52) under CAMBER ADJUSTMENT.
1. Replace and tighten down disk collar nut. See Fig. 34.
3. Release disk collar nut again by 1/2 to 1 turn.
4. Adjust toe-in with eccentric screw. See Fig. 35. Adjust to specification. See E52 under WHEEL
slight.
5. Tighten down disk collar nut to specification. See E52 under TORQUE SPECIFICATIONS.
Fig. 34: Locating Rear Disk Collar Nut (E52)

Fig. 35: Adjusting Toe-In (Rear E52)
Rear (E53)
NOTE: Unscrew a stubborn nut with special tool (32 3 152).
1. Release nut (1) with special tool (32 3 151/152) and remove. See Fig. 36.
2. Replace nut (1). Eccentric washer (2) must be located between stops. See Fig. 32.
3. Tighten down new nut (1) with special tool (32 3 151/152) to specification. See E53 under TORQUE
SPECIFICATIONS.
4. Slacken nut (1) approximately 3/4 turn.
5. Adjust toe-in by turning eccentric screw. See Fig. 33. Tighten to specification. See E53 under WHEEL
6. Tighten down nut with special tool (32 3 151/152) to specification. See E53 under TORQUE
SPECIFICATIONS.
Fig. 36: Releasing Nut (E53 Rear)
Rear (E65)
NOTE: A change of camber always involves a change of toe. Adjust camber first. See
REAR (E65) under CAMBER ADJUSTMENT.
1. Replace nut (1). Ensure eccentric washer (2) is correctly located. See Fig. 37. Tighten nut (1) to
specification. See E65 under TORQUE SPECIFICATIONS.
2. Release nut (1) again by 1/2 to 1 turn.
3. Adjust toe with eccentric screw (3) precisely to specification. See E65 under WHEEL ALIGNMENT
SPECIFICATIONS.
4. Ensure eccentric washer is correctly located (2). See Fig. 37. Tighten nut (1) to specification. See E65
under TORQUE SPECIFICATIONS.
Fig. 37: Locating Nut & Eccentric Washer (E65 Rear)
E36
TORQUE SPECIFICATIONS (E36)

Trailing Arm Console To Body 57 (77)
Upper/Lower Control Arms To Trailing Arm 81 (110)
Wheel Lug Nuts 81-96 (110-130)
E39

Control Arm To Rear Axle Support 44 (60)
Swinging Arm To Rear Axle Support Camber Adjustment Except 85 (115)
Touring/M5
Swinging Arm To Rear Axle Support Camber Adjustment 128 (174)
Touring/M5
Tie Rod Clamping Screw 20 (27)
E46

Spring Strut Mount To Wheel House
18 mm 18 (24)
21 mm 25 (34)
Trailing Arm Console To Body 57 (77)
Upper/Lower Control Arms To Trailing Arms 81 (110)
E52

Disk Collar Nut Front 174 (236)
Disk Collar Nut Rear 44 (60)
E53

Control Arm To Rear Axle Support Toe-In Adjustment 44 (59)
Spring Strut Mount To Wheel House
18 mm 18 (24)
21 mm 25 (34)
E65

Control Arm To Rear Axle Support Toe-In Adjustment 48 (65)
Spring Strut Mount To Wheel House 25 (34)
WHEEL ALIGNMENT SPECIFICATIONS

E36
WHEEL ALIGNMENT SPECIFICATIONS (318i, 318is, 323i, 323is, 325i, 325is, 328i & 328is)
Application Preferred Range
Standard Suspension
Total Toe
Front .3° .17 To .43°
Rear .4° .3 To .5°
Camber
Front (Up To 95) (1) -.67° -1.17 To -.17°
Front (From 95) (1) -.5° -1 To 0°
Rear (2) -1.67° -1.92 To -1.42°
Toe Difference Angle With 20° Inside Wheel -1.57° -2.07 To -1.07°
Lock (1)
Caster (1)
With 0 To 20° Wheel Lock 3.73° 3.23 To 4.23°
Front Wheel Displacement 0° -.25 To .25°
Rear Geometrical Axis Deviation 0° -.05 To .05°
Maximum Wheel Lock
Inside Wheel About 44° N/A
Outside Wheel About 36° N/A
Turning Circle 34.1 Ft. (10.4 M) N/A
Low Slung Sports Suspension
Total Toe
Front .3° .17 To .43°
Rear .4° .3 To .5°
Camber
Front (Up To 95) (1) -.97° -1.47 To -.47°
Front (From 95) (1) -.85° -1.18 To .35°
Rear (2) -2° -2.25 To -1.75°
Lock (1)
Caster (1)
Maximum Wheel Lock
Rough Road Package
Total Toe
Front .3° .17 To .43°
Rear .4° .3 To .5°
Camber
Front (Up To 95) (1) .12° -.38 To .62°
Front (From 95) (1) .05° -.45 To .55°
Rear (2) -1° -1.25 To -.75°
Lock (1)
Caster (1)
Maximum Wheel Lock
Turning Circle 34.1 Ft.(10.4 M) N/A
(1) Difference between left and right is a maximum .5°
WHEEL ALIGNMENT SPECIFICATIONS (M3)

Except 3.2L
Standard Suspension
Total Toe
Front .17° .08 To .25°
Rear .5° .42 To .58°
Camber
Front (1) -.92° -1.42 To -.42°
Rear (2) -1.75° -2.33 To -1.33°
Toe Difference Angle With 20° Inside -1.83° -2.07 To -1.07°
Wheel Lock (1)
Caster (1)
With 0 To 20° Wheel Lock 6.63° 6.13 To 7.13
Maximum Wheel Lock
Turning Circle 38 Ft. (11.6 M) N/A
Sports Suspension
Total Toe
Front .33° .25 To .42°
Rear .5° .42 To .58°
Camber
Front (1) -2° -2.5 To -1.5°
Rear (2) -2.68° -2.85 To -2.52°
Toe Difference Angle With 20° Inside -.97° -1.47 To -.47°
Wheel Lock (1)
Caster (1)
Maximum Wheel Lock
3.2 Liter
Total Toe
Front .33° .25 To .42°
Rear .33° .25 To .42°
Camber
Front (1) -.77° -1.27 To -.27°
Rear (2) -1.75° -2.33 To -1.33°
Toe Difference Angle With 20° Inside -1.4° -1.9 To -.9°
Wheel Lock (1)
Caster (1)
Maximum Wheel Lock
WHEEL ALIGNMENT SPECIFICATIONS (318ti)

Standard Suspension
Total Toe
Front .3° .17 To .43°
Rear .5° .28 To .72°
Camber
Front (1) -.5° -1 To -0°
Rear (1) -2° -1.92 To -1.42°
Track Differential Angle With 20° Lock On -1.55° -2.05 To -1.05°
Inside Wheel
Caster (1)
Maximum Wheel Lock
Total Toe
Front .3° .17 To .43°
Rear .6° .38 To .82°
Camber (1)
Front -.85° -1.35 To -.35°
Rear -2.5° -3 To -2°
Inside Wheel
Caster (1)
Geometrical Axis Deviation 0° -.25 To .25°
Maximum Wheel Lock
Rough Road Package
Total Toe
Front .3° .17 To .43°
Rear .4° .18 To .61°
Camber (1)
Front .12° -.38 To .62°
Rear -1.37° -1.87 To -.8°
Inside Wheel
Caster (1)
Maximum Wheel Lock
WHEEL ALIGNMENT SPECIFICATIONS (M ROADSTER & M COUPE)

Standard Suspension
Total Toe
Front .33° .25 To .42°
Rear .5° .28 To .72°
Camber (1)
Front -.77° -1.27 To -.27°
Rear -1.75° -2.25 To -1.25°
Track Differential Angle With 20° Lock On -1.4° -1.9 To -.9°
Inside Wheel
Caster (1)
WHEEL ALIGNMENT SPECIFICATIONS (Z3)

Except Coupe
4 Cylinder
Standard Suspension
Total Toe
Front .3° .17 To .43°
Rear .57° .35 To .78°
Camber (1)
Front -.73° -1.23 To -.23°
Rear -2.33° -3.02 To -2.02°
Track Differential Angle -1.57° -2.83 To -1.83°
With 20° Lock On Inside
Wheel
Caster (1)
With 0 To 20° Wheel 3.68° 3.18 To 4.18°
Lock
With 0 To 40° Wheel 3.8° 3.3 To 4.3°
Lock
Rear Geometrical Axis 0° -.25 To .25°
Deviation
Maximum Wheel Lock
Low Slung Sport Suspension
Total Toe
Front .3° .17 To .43°
Rear .73° .52 To .97°
Camber (1)
Front -1.07° -1.57 To -.57°
Rear -2.83° -3.33 To -2.33°
Wheel
Caster (1)
With 0 To 20° Wheel 3.8° 3.3 To 4.3°
Lock
With 0 To 40° Wheel 3.93° 3.43 To 4.43°
Lock
Deviation
Maximum Wheel Lock
6 Cylinder
Standard Suspension
Total Toe
Front .3° .17 To .43°
Rear .33° .12 To .55°
Camber (1)
Front -.73° -1.23 To -.23°
Rear -2.33° -2.83 To -1.83°
Wheel
Caster (1)
With 0 To 20° Wheel 3.68° 3.18 To 4.18°
Lock
With 0 To 40° Wheel 3.8° 3.3 To 4.3°
Lock
Deviation
Maximum Wheel Lock
Total Toe
Front .3° .17 To .43°
Rear .5° .28 To .72°
Camber (1)
Front -1.07° -1.57 To -.57°
Rear -2.83° -3.33 To -2.33°
Wheel
Caster (1)
With 0 To 20° Wheel 3.8° 3.3 To 4.3°
Lock
With 0 To 40° Wheel 3.93° 3.43 To 4.43°
Lock
Deviation
Maximum Wheel Lock
Coupe
Standard Suspension
Total Toe
Front .3° .17 To .43°
Rear .63° .42 To .85°
Camber (1)
Front -.85° -1.35 To -.35°
Rear -2.52° -3.02 To -2.02°
Wheel
Caster (1)
With 0 To 20° Wheel 3.83° 3.33 To 4.33°
Lock
With 0 To 40° Wheel 3.95° 3.45 To 4.45°
Lock
Deviation
Maximum Wheel Lock
E39
WHEEL ALIGNMENT SPECIFICATIONS (6-CYLINDER MODELS)

Sedan
Standard Suspension
Total Toe
Front .08° -.08 To .25°
Rear Alignment Check .27° .1 To .43°
Rear Adjustment .37° .3 To .43°
Camber
Front (1) -.22° -.77 To .28°
Rear Alignment Check (2) -2.17° -2.5 To -1.83°
Rear Adjustment -2.07° -2.15 To -1.98°
Track Differential Angle With -1.93° -2.43 To -1.43°
20° Lock On Inside Wheel
Caster (3)
With -10 To 10° Wheel 6.47° 5.97 To 6.97°
Lock
With -20 To 20° Wheel 6.7 6.2 To 7.2°
Lock
Deviation
Maximum Wheel Lock
Outside Wheel About 33.5° N/A
Total Toe
Front .08° -.08 To .25°
Camber
Front (1) -.6° -1.1 To -.1°
Rear Adjustment (2) -2.07° -2.15 To -1.98°
Caster (3)
With -10 To 10° Wheel 6.68° 6.18 To 7.18°
Lock
With -20 To 20° Wheel 6.92 6.42 To 7.42°
Lock
Deviation
Maximum Wheel Lock
Inside Wheel About 41.5° N/A
Rough Road Package
Total Toe
Front .08° -.08 To .25°
Camber
Front (1) .22° -.28 To .72°
Caster (3)
With -10 To 10° Wheel 6.25° 5.75 To 6.75°
Lock
With -20 To 20° Wheel 6.47° 5.97 To 6.97°
Lock
Deviation
Maximum Wheel Lock
Air Suspension
Total Toe
Front .08° -.08 To .25°
Camber
Front (1) .22° -.28 To .72°
Caster (3)
With -10 To 10° Wheel 6.47° 5.97 To 6.97°
Lock
With -20 To 20° Wheel 6.7° 6.2 To 7.2°
Lock
Deviation
Maximum Wheel Lock
M Sports Package
Total Toe
Front .08° -.08 To .25°
Camber
Front (1) -.6° -1.1 To -.1°
Caster (3)
With -10 To 10° Wheel 6.68° 6.18 To 7.18°
Lock
With -20 To 20° Wheel 6.92° 6.42 To 7.42°
Lock
Deviation
Maximum Wheel Lock
Touring Models
Standard Suspension
Total Toe
Front .08° -.08 To .25°
Rear .27° .1 To .43°
Camber
Front (1) -.22° -.72 To .28°
Rear (2) -1.83° -2.17 To -.17°
Caster (3)
With -10 To 10° Wheel 6.47° 5.97 To 6.97°
Lock
With -20 To 20° Wheel 6.7° 6.2 To 7.2°
Lock
Deviation
Maximum Wheel Lock
Total Toe
Front .08° -.08 To .25°
Rear .27° .1 To .43°
Camber
Front (1) -.6° -1.6 To -.1°
Rear (2) -1.83° -2.17 To -.17°
Caster (3)
With -10 To 10° Wheel 6.68° 6.18 To 7.18°
Lock
With -20 To 20° Wheel 6.92° 6.42 To 7.42°
Lock
Deviation
Maximum Wheel Lock
Rough Road Package
Total Toe
Front .08° -.07 To .47°
Rear .27° .1 To .43°
Camber
Front (1) .22° -.28 To -.72°
Rear (2) -1.83° -2.25 To -1.42°
Caster (3)
With -10 To 10° Wheel 6.25° 5.75 To 6.75°
Lock
With -20 To 20° Wheel 6.47° 5.97 To 6.97
Lock
Deviation
Maximum Wheel Lock
(1) Difference between left and right is maximum .67°.
WHEEL ALIGNMENT SPECIFICATIONS (8-CYLINDER MODELS)

Except M5
Standard Suspension
Total Toe
Front .23° -.07 To .4°
Camber
Front (1) -.22° -.72 To .28°
Track Differential Angle With 20° -1.58° -2.08 To -1.08°
Lock On Inside Wheel
Caster (3)
With -10 To 10° Wheel Lock 6.3° 5.2 To 6.8
With -20 To 20° Wheel Lock 6.6° 6.1 To 7.1°
Maximum Wheel Lock
Total Toe
Front .23° -.07 To .4°
Camber
Front (1) -.62° -1.12 To -.12°
Caster (3)
Maximum Wheel Lock
Rough Road Package
Total Toe
Front .23° -.07 To .4°
Camber
Front (1) -.22° -.72 To .28°
Track Differential Angle With 20° -1.43° -1.93 To -.93°
Caster (3)
Maximum Wheel Lock
Air Spring
Total Toe
Front .23° -.07 To .4°
Camber
Front (1) -.22° -.72 To .28°
Caster (3)
Maximum Wheel Lock
M Sports Package
Total Toe
Front .17° 0 To .33°
Rear Alignment Check .17° 0 To .33°
Camber
Front (3) -.5° -1 To 0°
Caster (3)
Maximum Wheel Lock
M5
Total Toe
Front .17° 0 To .33°
Rear Alignment Check .17° 0 To .33°
Camber
Front (3) -.5° -1 To 0°
Caster (3)
Maximum Wheel Lock
E46
WHEEL ALIGNMENT SPECIFICATIONS (EXCEPT M3, 325xi & 330xi)

Standard Suspension
Total Toe
Front .23° .1 To .37°
Rear .27° .17 To .37°
Camber
Front (1) -.33° -.67 To 0°
Rear (2) -1.5° -1.75 To -1.25°
Track Differential Angle with 20° Lock On -1.57° -2..07 To -1.07°
Inside Wheel
Caster (1)
Maximum Wheel Lock
Total Toe
Front .23° .1 To .37°
Rear .27° .17 To .37°
Camber
Front (1) -.72° -1.05 To .38°
Rear (2) -2.07° -2.32 To -1.82°
Inside Wheel
Caster (1)
Maximum Wheel Lock
Rough Road Package
Total Toe
Front .23° .1 To .37°
Rear .27° .17 To .37°
Camber
Front (1) -.13° -.2 To .47°
Rear (2) -.77° -1.02 To -.52°
Inside Wheel
Caster (1)
Maximum Wheel Lock
Compact
Total Toe
Front .23° .1 To .37°
Rear .27° .17 To .37°
Camber
Front (1) -.72° -1.05 To -.38°
Rear (2) -1.5° -1.75 To -1.25°
Inside Wheel
Caster (1)
Maximum Wheel Lock
WHEEL ALIGNMENT SPECIFICATIONS (M3, 325xi & 330xi)

325xi & 330xi
Total Toe
Front .23° .1 To .37°
Rear .27° .17 To .37°
Camber
Front (1) -.83° -1.17 To -.5°
Rear (2) -1.25° -1.5 To -1°
Track Differential Angle with 20° Lock On -.88° -1.55 To -.38°
Inside Wheel
Caster (1)
Maximum Wheel Lock
M3
Total Toe
Front .27° .15 To .38°
Rear .37° .27 To .47°
Camber
Front (1) -1° -1.33 To -.67°
Rear (2) -1.75° -2 To -1.5°
Track Differential Angle with 20° Lock On -1.53° -2.03 To -1.03°
Inside Wheel
Caster (1)
Maximum Wheel Lock
E52
WHEEL ALIGNMENT SPECIFICATIONS (Z8)

Total Toe
Front .13° .03 To .23°
Rear .4° .23 To .57°
Camber
Front (1) -.5° -1 To 0°
Rear (2)
Alignment Check -1.5° -1.83 To -1.17°
Adjustment -1.45° -1.53 To -1.37°
Track Differential Angle With 20° Lock On Inside -1.92° -2.42 To -1.42°
Wheel (3)
Caster (3)
Maximum Wheel Lock
(1) Difference between left and right is maximum .67°
E53
WHEEL ALIGNMENT SPECIFICATIONS (X5)

Total Toe
Front .3° .17 To .43°
Rear .3° .13 To .47°
Camber (1)
Front -.2° -.62 To .22°
Rear -1.83° -2.17 To -1.17°
Track Differential Angle With 20° Lock On Inside -1.58° -2.08 To -1.08°
Wheel (1)
Caster (1)
Maximum Wheel Lock
Turning Circle About 39.7 Ft. (12.1 N/A
M)
E65/66
WHEEL ALIGNMENT SPECIFICATIONS (745i & 745Li)

Total Toe
Front .17° .03 To .3°
Rear .3° .13 To .47°
Camber (1)
Front -.1° -.52 To .32°
Rear -1.5° -1.83 To -1.17°
Track Differential Angle With 20° Lock On Inside -1.45° -1.95 To -.95°
Wheel (1)
Caster (1)
Maximum Wheel Lock
Turning Circle
745i About 39.9 Ft. N/A
(12.13 M)
745Li About 41.3 Ft. N/A
(12.6 M)
SPECIAL TOOLS
Fig. 38: Identifying Measuring Aid (2) (31 3 010)

Fig. 39: Identifying Setting Tool (32 3 030)
Suspension Systems - Overview - All Models
SUSPENSION SYSTEMS
PURPOSE OF THE SYSTEM
The safety, stability, handling and performance of a vehicle depends on many factors. One of the most
important aspects of these characteristics is the design of the suspension and steering systems. BMW vehicles
are known for their superior handling and road performance. The design of the BMW suspension systems is a
key factor in achieving these goals.
Suspension geometry is defined as: "The angular relationship between the suspension, the steering linkage and
the wheels - relative to the road surface."
There are several alignment geometry angles which relate to the suspension components and steering linkages
including:
 Caster
 Camber
 Toe-In/Toe-Out
 Steering Roll Radius (steering offset)
 Steering Axis Inclination (SAI) and Included Angle (IA)
 Toe Out on Turns
 Thrust Line and Thrust Angle
All of these angles influence:
 The ease with which the vehicle can be steered

 The steering stability (handling, tracking and safety)
 Tire wear
The suspension geometry for any given vehicle is a result of the design engineers development of the vehicle
and the design criteria for that particular vehicle.
BASIC SUSPENSION GEOMETRY
Caster
Caster is the forward or rearward tilt of the steering axis centerline, as viewed from the side of the vehicle, and
is measured in degrees from a vertical. It is a directional control geometry angle that helps keep the vehicle
moving straight ahead.
If the steering axis is tilted rearward, it is called "Positive Caster". A forward tilt is called "Negative Caster".
Fig. 1: Identifying Caster
On BMW vehicles, Caster is always positive. Positive Caster increases stability at high speeds. Positive Caster
also causes increased steering effort at low speeds. Systems such as Servotronic help minimize this negative
effect. In addition to increased high speed stability, cornering is enhanced and steering wheel returnability is
improved by positive Caster.
Caster is measured in degrees. On BMW vehicles, Caster is a non-adjustable angle. But Caster is influenced by
damaged suspension components. When performing a wheel alignment, always check Caster to insure there is
no hidden damage.
Cross Caster
Cross Caster is the difference in the Caster measurement from left to right. Excessive Cross Caster can cause
the vehicle to pull to the side with the least positive caster.
Camber
Camber is the inward or outward tilt of the wheels when viewed from the front of the vehicle. The amount of tilt
is measured in degrees from the vertical and is called the camber angle.
If the wheel tilts out at the top, the camber angle is positive and if the wheel tilts in at the top it is negative.
Fig. 2: Identifying Positive Camber Zero Camber Negative Camber
Excessive Positive Camber will cause abnormal wear on the outer edge of the tire.
Excessive Negative Camber will cause abnormal wear on the inner edge of the tire.
Camber is measured in Degrees and Minutes and is measured at the front and rear of the vehicle. Camber is
adjustable on some BMW models.
Cross Camber
Cross Camber is the difference between camber angles from left to right. If Cross Camber is excessive, the
vehicle will pull to the side with the most positive Camber.
Toe In/Toe Out
Toe is the difference in length by which the wheels of each axle differ from each other, front to rear, in the
straight ahead position. The rear wheels are also subject to toe measurement.
Toe is measured at the center of the wheels from one wheel rim to the other. When the distance is greater at the
rear of the wheels, it is called toe-in.
Fig. 3: Identifying Toe In
When the distance is greater at the front of the wheels, it is called toe-out.
Rear wheel drive vehicles generally will have a small amount of toe-in at the front wheels. This will allow the
wheels to toe out when rolling to achieve a zero running toe.
Toe is measured in Degrees when using BMW specifications. Front toe is adjustable on all BMW vehicles. Rear
toe is only adjustable on some models.
Fig. 4: Identifying Toe Out

Steering Roll Radius (Steering Offset)
The steering offset is the distance between the point of contact of the projected line drawn through the steering
axis to the road surface and the center point of the tire contact area (foot print). The roll radius is the distance
between these two lines.
 A positive roll radius exists when the steering axis line is inside the center line of the tire.
 A negative roll radius exists when the steering axis line is outside of the tire center line.
Fig. 5: Identifying Steering Roll Radius

When the Steering Roll Radius is excessively positive, stability during braking is reduced. When the Steering
Roll Radius is excessively negative, the directional stability is reduced and there is reduced feedback to the
driver through the steering wheel. BMW vehicles are designed with a slightly positive Steering Roll Radius.
This gives the driver a better "road feel" without compromising braking stability.
Steering Roll Radius is not adjustable, but can be influenced by improper tire and wheel combinations. Wheels
with incorrect offsets can compromise handling characteristics. Scrub Radius is another term used to describe
Steering Roll Radius.
Steering Axis Inclination (SAI)
Steering Axis Inclination is the inward tilt (angle) of the strut assembly with respect to a vertical line to the road
surface.
SAI results in self-correcting forces that cause the front wheels and steering wheel to return to a straight ahead
position after cornering.
SAI is not adjustable, but is affected by damaged suspension components. Most current alignment equipment
can measure SAI and can aid in the diagnosis of damaged parts. Bent strut or spindle assemblies are common
causes of incorrect SAI readings.
Included Angle (IA)
Included angle is the Camber angle and SAI combined. IA is also helpful when trying to diagnose bent
suspension components. Knowing the IA and SAI is helpful when adjusting Camber. If the desired Camber
angle cannot be achieved, then looking at SAI and IA could help determine the cause.
Fig. 6: Identifying Steering Axis Inclination (S.A.I.)
Toe Out On Turns

Also referred to as "Turning Angle", Toe out on turns results from the different angles (arcs) taken by the front
wheels when driving through a corner. When turning a corner, the outside wheel must travel a greater distance
than the inside wheel. The additional toe angle is determined by the steering arm design. Deviations from the
specified value could indicate possible bent steering linkage. A typical complaint that would be associated with
this condition would be excessive tire squeal or "scrubbing" on turns.
Fig. 7: Identifying Toe Out At Turns

Geometric Axis
The Geometric Axis (Centerline) is an imaginary line that is drawn between the midpoints of both front and rear
wheels. The Axis is perpendicular to front and rear axles at 90 degrees. This is an imaginary angle that is not
adjustable.
Thrust Line/Thrust Angle
The Thrust Line is represented by an imaginary line that bisects the rear toe angle. This angle represents the
overall "direction" in which the rear wheels are pointing. The Thrust Angle is the difference between the
Geometric Axis and the Thrust Line. The optimum Thrust Angle is Zero Degrees, any deviation from this will
affect the position of the steering wheel.
Positive Thrust Angle - is formed when the Thrust Line is to the right of the Geometric Axis (Centerline).
When this situation occurs, the steering wheel position will be off to the right as well. The rear of the vehicle
will tend to move to the right which will cause the front of the vehicle to steer left, the driver will move the
steering wheel to the right to compensate.
Negative Thrust Angle - is formed when the Thrust Line is to the left of the Geometric Axis (Centerline).
When this situation occurs, the steering wheel position will be off to the left as well. The rear of the vehicle will
tend to move to the left which will cause the front of the vehicle to steer right, the driver will move the steering
wheel to the left to compensate.
Alignment Procedures
When performing a wheel alignment, make sure that the thrust angle is as close to zero as possible. Failure to do
so can result in a steering wheel that is not centered.
Fig. 8: Identifying Thrust Angle
SUSPENSION SYSTEMS
Front Axles
Two basic design front axles are used on BMW vehicles including:
 Single-Joint Spring Strut Axle

 Double Pivot Spring Strut Axle
Single Joint Spring Strut Axle
The single-joint spring strut axle is used on E30, E36 (all incl Z3 and 318ti) and E85 models. The axle beam is
bolted to the body through four locating bushings. It supports the engine mounts, steering rack, anti-roll bar and
lower control arm mount.
The "C" shape lower control arm is additionally mounted through a rubber bushing to the body and serves as the
lower pivot for the steering system.
Fig. 9: Identifying Single Joint Spring Strut Axle

E46 Front Suspension
The E46 front suspension is based on the E36 design. There have been some design changes to improve ride
quality and handling characteristics. The following changes were incorporated into the E46 front suspension
system:
 A new forged aluminum lower control arm is used (Except all-wheel drive). If offers the advantages of
weight reduction and lower unsprung mass.
 Hydraulic bushings are used for the rear lower control arm support.
 Hollow strut piston rods are used to reduce weight.
 The steering knuckles are press fit into the strut tubes which reduce the tolerances of the front suspension
geometry.
 The Caster has been increased to improve straight line stability.
 The track has been widened for improved cornering
 Aluminum brake dust shields are used for weight reduction.
Altogether there is 5.72 lbs. less unsprung weight in the front suspension which enhances ride comfort
and handling.
Fig. 10: Identifying Front Suspension

Adjustments
The "Single Joint" front suspension has some adjustments available.
Front toe is adjustable on all variants. Caster is NOT adjustable, but should always be checked during the wheel
alignment to insure there is no damage.
Camber is adjustable on the E46 and E85. There is a slot in the upper strut tower which will allow small
Camber changes. A pin must be driven down in order to allow the Camber changes. The upper strut plate can
then be moved to make a slight Camber correction of up to .5 degrees.
If the Camber adjustment cannot be achieved, check for suspension damage. Make sure the vehicle is at the
proper ride height.
Use Special tool # 323 140 to make the Camber adjustment.
Fig. 11: Locating Adjustment Pin

When using the Special tool:
 Drive out the pin in the upper strut mount.

 Loosen all 3 upper strut mounting bolts.
 Install tool and turn the adjusting nut to make camber corrections.
 Once desired value is reached, tighten upper strut mounting bolts to specification.
Fig. 12: Locating Adjustment Nut

Double Pivot Spring Strut Axle
The "Double Pivot Spring Strut Axle" is used on the following vehicles:
 All 5 Series including E34 and E39

 E53, X5 All Models
 All 7 Series including E32, E38 and E65/E66.
 E31 8 Series
The axle beam of the double pivot is bolted to the sub-frame through three triangulated mounting bolts.
The axle beam supports the steering box, engine mounting and lower control arms. The tubular cross
member and compression struts complete the double pivot suspension frame work.
Fig. 13: Identifying Front Suspension
The double pivot refers to the lower mounting of the strut and spindle assembly around which the wheel turns.
The lower control arm and the compression strut form the two lower pivot points.
The lower pivot point is actually an imaginary point formed by the extension of the two lower mounting arms.
Fig. 14: Identifying Left Front Wheel
Fig. 15: Identifying Steering Assembly
REAR SUSPENSION SYSTEMS
BMW utilizes several different configurations for the rear suspension systems depending on the model and
specific needs of the vehicle in terms of handling, ride and performance. Alignment angles are not adjustable on
the early rear suspension systems. The Central "C" Link rear suspension and the Integral Link rear suspension
have adjustable Camber and Toe. The different rear suspension systems used include:
 Semi-Tailing Arm - E30, E36/5 318ti and E36/7 Coupe and Roadsters
 Semi-Trailing Arm with Track Link - E32, E34, E28, E24
 Central "C" Link - E36, E46 and E85
 Integral Multi-Link - E38, E39, E31, E53, E65, E66 and E52.
Fig. 16: Identifying Rear Suspension System
Semi-Trailing Arm
The Semi-trailing arm rear suspension is used on the following vehicles:
 E30 All models including convertible, M3 and iX

 E36/7 Z3 Roadster and Coupe including M Roadster and Coupe
 E36/5 318ti (Compact)
The semi-trailing arm is an independent suspension system. The axle geometry is such that all points on the hub
carrier move in a circular path, on a single plane during bounce and rebound. As a result of this, the rear camber
and track will vary with the up and down movement of the wheel. The are no adjustable angles on this
suspension system. Rear Camber is influenced by ride height. In the event of an incorrect rear toe situation,
offset bushings can be installed on the trailing arms to make slight corrections.
Fig. 17: Identifying Semi Trailing Arm
Semi-Trailing Arm With "Track Link"
The "Track Link" rear suspension is used on the following vehicles:
 E24 All models including M6 and L6

 E28 All models including M5
 E32 All models
 E34 All models
The Track Link is a modified semi-trailing arm rear suspension. It incorporates an additional link that is
mounted between the trailing arm and the rear axle carrier beam. The track link is mounted through rubber
bushings that allow it to flex during bounce and rebound. The track link reduces the pivot axis from 20 degrees
to 13 degrees which reduces the amount of camber and track change during bounce and rebound.
It provides better handling, reduces "squat" and "dive" tendencies and allows less camber change due to heavy
loading.
There are no rear suspension adjustments, small corrections can be made with offset bushings.
Fig. 18: Identifying Semi-Trailing Arm With Track Link

Central "C" Link Rear Suspension
The Central "C" Link rear suspension is used on the following:
 E36 All Models except E36/7 and E36/5.

 E46 All Models
 E85 Z4 Roadster
The Central Link rear suspension consists of a cast iron longitudinal are that is bolted to the body through a
rubber bushing. The wheels are additionally supported by two transverse arms that are connected to the rear
axle sub-frame.
The design of this suspension allows for individual tuning of longitudinal and lateral forces acting on the
vehicle. Longitudinal forces, such as starting and stopping are absorbed by the central arm. Lateral forces, such
as cornering, are absorbed by the transverse links. The complete suspension exhibits little or no change in toe-in
while driving.
Fig. 19: Identifying Central C Link Rear Suspension
E46 Rear Suspension
The Central "C" Link rear suspension on the E46 is almost identical to the E36 with some minor modifications:
 Upper Transverse Control Arms (Lateral Links) are made from aluminum.
 The Subframe (rear axle carrier) is of tubular steel construction.
 The differential is mounted to the subframe with a hydraulic mount.
Fig. 20: Identifying E46 Rear Suspension
E85 Rear Suspension
The E85 rear suspension is taken from the E46 design with some minor changes for the roadster. The track
width has been increased by 30 mm. A reinforcement plate has been added to increase rigidity. Due to
underbody aerodynamics, a duct has been added to direct airflow to the differential. The differential cover has
cooling fins which will help keep the differential within it's operating temperature range.
E85 Rear Suspension

Fig. 21: Identifying E85 Rear Suspension
Rear Suspension Adjustments (Central "C" Link)
Rear Toe
Toe is adjusted by moving the forward central arm bushing mount with a special tool. The tool part number
varies between models.
Fig. 22: Identifying Rear Toe Adjustment Bolt Tool # 90 88 6 323 080 For E36
Tool # 90 88 6 323 080 for E36
Not Used for Z3 and 318ti

Fig. 23: Identifying Rear Toe Adjustment Bolt Tool # 90 88 323 030 For E46 And E85
Tool # 90 88 6 323 030 for E46 and E85
Rear Camber
Rear Camber is adjusted by rotating an eccentric bolt located at the outer end of the rear lower lateral link. No
Special tools are required to make the Camber adjustment.
Fig. 24: Identifying Rear Camber Bolt (1 Of 2)
Fig. 25: Identifying Rear Camber Bolt (2 Of 2)
Multi-Link Rear Suspensions
Multi-Link Rear suspension systems are used on the following vehicles:
 E31 8 Series including 850i, 850Ci, 850CSi and 840Ci

 E38 7 Series - All models
 E39 5 Series - All models including M5 (Touring version is slightly modified)
 E53 X5 3.0i, 4.4i and X5 4.6is
 E52 Z8
 E65 and E66
The "integral" multi-link suspension was introduced on the E31 and variations of it are used on the 5 and 7
series vehicles. Slightly modified versions are also used in the X5 and E39 Sportwagon with EHC. The multi-
link suspensions incorporate what is called "elastokinematics" that allow each wheel to move and flex
individually without transmitting loads and forces through the sub-frame to the other wheel.
These suspension systems incorporate anti-dive, anti-squat geometry which serves to keep the vehicle level
during hard acceleration and braking.
Fig. 26: Identifying E31 Multi-Link Rear Suspension

Elasto-Kinematics
Elasto-kinematics relates to the suspension system design type. The term "elasto" implies stretching, which in
fact the system does. Under extreme load (acceleration, turning, braking) the suspension changes its geometry
to counteract inherent changes induced by the increased loads.
Fig. 27: Identifying Elasto-Kinematics
The system changes are pre-determined and built into the system. The geometry changes provided by this
system correct for unwanted changes that occur under load in non-elastokinematic systems.
E38/E39 Multi-Link Suspension
The E38 and E39s use a modified version of the E31 multi-link rear suspension system. The system was
modified to be more compact yet provide the same handling and ride characteristics as the E31 system.
The trailing arm was eliminated and all suspension mounting is to the sub-frame of the vehicle. The E38/E39
Multi-Link Rear Suspension is made up of the following:
Fig. 28: Identifying E38/E39 Multi-Link Suspension
Fig. 29: Identifying Links
Rear Suspension Adjustments
Camber and toe angles are adjustable on the E38/39 rear suspension through two eccentric bushings. There are
no special tools required to perform these adjustments.
Fig. 30: Identifying Camber Adjustment Bolt
E39 Sportwagon And X5 Rear Suspension
With the introduction of the E39 Sportwagon and the E53 X5, the rear suspension system has been modified to
accommodate the increased cargo capacity. The rear suspension is also modified to allow for the optional EHC
system. The X5 and Sportwagon rear suspensions differ from the standard E38 and E39. The springs are now
located on the perches that are part of the wheel carrier assembly. The E39 and E53 rear suspensions are also
slightly different from one another, the E39 upper shock mounts are part of the subframe assembly. The E53
upper shock mounts are still located in the body.
Both the E39 and E53 are available with optional EHC, this means that the rear springs will either be coils
springs or "air springs".
The E39 rear suspension also uses special "hydro mounts". This modification is necessary due to the fact that
the upper shock mounts are on the subframe. The "hydro mounts" are used to isolate the subframe to suppress
road noise and vibrations from being transmitted to the body.
Fig. 31: Identifying E39 Sportwagon Rear Suspension With EHC.

E65/E66 Rear Suspension
The rear axle on the E65/E66 is also the integral type. It is very similar to the E38/E39 rear suspension. The rear
axle carrier (subframe) is made from tubular aluminum. The E65/E66 is also available with optional systems
such as:
 EDC-K Electronic Damping Control (Continuous)

 ARS Active Roll Stabilization
 Air Suspension System
Fig. 32: Identifying E65/E66 Rear Suspension
The Rear Toe and Rear Camber are adjusted by means of eccentric bolts. No special tools are needed to make
these adjustments.
ALIGNMENT PROCEDURES
The following procedure is an outline to follow based on BMW procedures. The actual alignment procedures
will vary depending upon the alignment equipment being used. Refer to the alignment equipment manufacturers
procedures for specific information. The steps listed below should be followed as closely as possible to perform
a quality alignment.
 Vehicle Inspection - The vehicle inspection should include a road test before and after the alignment.
Note any concerns during the pre-alignment road test and verify that the concern has been rectified during
the post-alignment road test.
 Install Specified Weight - Install Specified weight in vehicle and compensate for fuel by adding extra
weight if needed.
 Install Alignment Sensors - Install alignment sensors as per the alignment equipment manufacturers
recommended procedures.
 Compensate Sensors - Depending upon the alignment sensors being used, compensation may not be
necessary. Compensation may require the vehicle to be lifted from the alignment rack. If so, be sure to
remove the pins from the front and rear slip plates. If the sensors do not need to be compensated, the next
step can be ignored.
 Lower Vehicle and Jounce - Make sure the pins are removed from the slip plates. Lower the vehicle
back onto the alignment rack and jounce the vehicle. This will insure that the suspension has settled.
 Check Ride Height - Check ride height using metric tape measure. Always check ride height after
compensating the sensors. This will avoid having to check the ride height twice.
 Perform Alignment - Refer to the equipment manufacturers instructions for the next steps of the
alignment.
When performing an alignment of a vehicle equipped with air suspension (EHC), disable the system by
removing the fuse for the air supply system. This will insure that the ride height will stay consistent.
Vehicle Inspection
Before attempting to align any vehicle, it is important to inspect the vehicle completely to insure there are no
damaged or loose suspension components. Regardless of the age or mileage of the vehicle, a complete
inspection should be performed. The following items should be checked thoroughly:
 Tires and Wheels - Check tires for wear patterns that could indicate suspension problems. Make sure the
tires are the correct size and type. Check for the correct inflation pressures. Look for wheel/rim damage
which could indicate impact damage.
 Wheel bearings - Check to make sure there is no excessive wheel bearing play. This needs to be
addressed for safety reasons, but loose wheel bearings will affect the quality of the alignment as well.
 Steering Linkage - Check the tie rods, center link, idler arm and pitman arm. On vehicles with rack and
pinion steering, check for loose inner/outer tie rods etc.
On vehicles with a center link, make sure the center link is level. Check flexible coupling between
steering shaft and rack and pinion assembly (or steering box).
 Suspension Components - Check Struts/Shocks for leakage or damage. Check springs and perform ride
height measurements.
 Subframe - Check the front and rear axle carriers. Look for bent/twisted sub frames. Check the
crossmembers for evidence of shifting or displacement. Check the mounting bolts for "clean spots" which
could indicate shifting or movement.
 Brakes - Check braking system by road testing the vehicle. A road test could help to identify brake
related issues such as pulling or brake induced vibrations.
 Drivetrain - While road testing the vehicle, observe and vibrations and/or noises and try to isolate the
cause. Noises and vibrations under acceleration (rather than coasting) may be an indication of drivetrain
issues.
Road Testing
Whenever possible, a vehicle should be road tested before and after an alignment. If time allows, drive on
various road surfaces and note the vehicle behavior. Check for brake pull when stopping. And most importantly,
note the position of the steering wheel before and after the alignment. These are important steps to avoid
comebacks and unnecessary return visits.
Ride Height Measurement
When performing alignments on BMW vehicle, the ride height must be set and checked before proceeding with
any measurement or adjustments. Ride height is measured from the lower edge of the wheel rim to the lower
edge of the wheel housing. Ride height specifications are in millimeters. In order to obtain the correct
specification, the vehicle and suspension type must be identified. Ride height specifications depend upon rim
size (15", 16", 17" etc.), engine size and the type of suspension. There are 4 different types of suspension
packages:
 Series - Standard production vehicle

 Low Slung Sports Suspension - This is used on vehicle with Sports Package Option.
 Rough Road Package - For Eastern European Rough roads. Not used in US.
 M Sports Package - Used on Motorsport vehicles or those with M Package Option.
The example shown below is the ride height specifications for an E39 540i (Front Axle).
HEIGHT SPECIFICATION
Series
15" Rim mm +/- 10 579
16" Rim mm +/- 10 592
17" Rim mm +/- 10 607
18" Rim mm +/- 10 620
15" Rim mm 559
16" Rim mm 572
17" Rim mm 587
18" Rim mm 600
Rough Road Package
15" Rim mm +/- 10 599
16" Rim mm +/- 10 612
17" Rim mm +/- 10 627
18" Rim mm +/- 10 640
M Sports Package
15" Rim mm +/- 10 562
16" Rim mm +/- 10 575
17" Rim mm +/- 10 590
18" Rim mm +/- 10 603
Ride Height
When measuring ride height, measure from the lower edge of the wheel rim to the lower edge of the wheel
opening. Use a metric tape measure with divisions of 1 mm.
Fig. 33: Measuring Tire Height

Z3 Ride Height Tool
When measuring ride height on the E36/7 (Z3). Use special tool # 313 010. Due to the design of the hood on the
Z3, this tool is used to simulate the lower edge of the wheel opening.
Fig. 34: Identifying Special Tool # 313 010
Identification Of Suspension
When performing an alignment, the suspension variant must be identified. This insures that the correct
alignment specifications are used and the ride height is correct. There are numerous suspension variants, there is
the standard "series" production suspension, the "low slung" sports suspension, "M Sport Package" and the
"Poor Road Surface" package. The latter term is for Eastern Europe, this is not used in the US.
There are various methods for determining the suspension variant used. The following is a summary of some
common models:
 E38 - The "Sports" suspension variant is identified by paint markings on the front springs or by a front
sway bar diameter of greater than 21.5 mm.
 E65/E66 - There is no additional identification needed to determine suspension variant (at this time).
 E39 - There is a symbol (or code) located on the front strut assembly. There is a chart in repair
instructions to match to the symbol found.
 E36 - There is an auxiliary spring located on the front strut assembly. There is a measurement that needs
to be made to determine suspension variant.
 E46 - There is a symbol (or code) located on the front strut assembly. There is a chart in repair
instructions to match to the symbol found.
The following page shows the E39 suspension identification chart. Note the markings on the front strut
housing below.
Fig. 35: Identifying Suspension

VERSION MODEL CHART

Identifying Symbol Version Model
Without Volume production Sedan
Solid Circle Low slung sports Suspension 4 and 6 cylinder Sedan
Solid Triangle Low slung sports Suspension 8 cylinder sedan
Solid Square Poor road surface (Eastern Sedan
Europe)
M5 Volume production M5 Sedan
M5 M sports package 8 cylinder Sedan
E39BAS.SP M sports package 4 and 6 cylinder Sedan
Circle Volume production Touring
Triangle Low slung sports Suspension Touring
Square Poor road surface (Eastern Touring
Europe)
Vehicle Loading
In order to obtain the correct ride height, the vehicle must be loaded with the specified weight. The normal
specified weight for most vehicles is as follows:
 68 kg. in each front passenger seat

 68 kg in the rear seat
 21 kg in the trunk
 Fuel tank full.
Not all vehicle need to be weighed down. Usually E39 M5 and E36/E46 M3 are measured without any weight.
The proper test conditions can be found under "Normal Position/Inspection Conditions".
If the vehicle fuel tank is not full, compensate by adding weight in the trunk. Fuel is approximately 7 pounds
(about 3.2kg) per gallon. For example: If the vehicle has an 18 gallon tank and it is 1/2 full, add about 63 lbs.
(about 28kg.)
Alignment Sensor Mounting
There are two types of alignment sensor mounting, this depends upon equipment used. The first type is the
"Rim Clamp" Method which "clamps" on the edge of the wheel rim. This method of mounting requires that the
sensor be "compensated" electronically to allow for wheel runout and mounting irregularities. The second type
is the "Beissbarth" type clamp, this method allows the clamp to be indexed to the rotor hub through holes in the
wheel rim. The clamp hold on to the tire tread with a spring loaded clamp. The "Beissbarth" clamping method
does not have to be compensated due to the fact that the clamp is actually mounted to the rotor hub,
theoretically this method eliminates the need for compensation. Always remember that the holes in the rim
should be clean and free of excessive rust, this could cause irregular mounting and inaccurate alignment results.
Fig. 36: Identifying Rim Clamp Mounting
Fig. 37: Identifying Beissbarth Type Mounting
Alignment Adjustment Summary
ALIGNMENT ADJUSTMENT SUMMARY

Front Caster Front Camber Front Toe Rear Camber Rear Toe
E30 No Adjustment No Adjustment Yes No Adjustment No Adjustment
(Offset Bushing)
E36 No Adjustment No Adjustment Yes Yes (Eccentric) Yes Tool # 323
080
E36/7 Z3 E36/5 No Adjustment No Adjustment Yes No Adjustment No Adjustment
318ti (Offset Bushing)
E46 No Adjustment Yes Tool # 323 Yes Yes (Eccentric) Yes Tool # 323
140 030
(Offset Bushing)
E39 No Adjustment No Adjustment Yes Yes (Eccentric) Yes (Eccentric)
E53 No Adjustment Yes Tool # 323 Yes Yes (Eccentric) Yes (Eccentric)
145
(Offset Bushing)
E65/E66 No Adjustment Yes Tool # 323 Yes Yes (Eccentric) Yes (Eccentric)
145
E85 No Adjustment Yes Tool # 323 Yes Yes (Eccentric) Yes Tool # 323
145 030
Alignment Specifications
There is a slight difference in terminology between this information and the information found on most
alignment equipment. The following text should be helpful in understanding the different terms used. The
alignment specifications are shown on the opposing page:
 Front Toe - The Total Toe specification represents the left and right toe specs added together. Toe is
measured in degrees and minutes.
 Front Camber - Camber is also measured in degrees and minutes. Camber is adjustable only a some
vehicles. The maximum amount of Camber adjustment is approximately .5 +/- degrees.
 Track Differential Angle with 20° lock on inside wheel - This angle is also known as "Toe Out on
Turns". With the inside wheel turned to 20 degrees on the front turn plates, the difference in the toe angle
should be as specified.
 Caster - Caster must be measured by sweeping the wheel through an arc of 10-20 degrees. (Most
alignment equipment requires at least 20 degrees). Ride height is crucial to this specification. If the
vehicle is too high or low in the rear, the Caster measurement will be affected. Caster is NOT a "live
angle", the wheels must be re-sweeped to check the measurement again. Although Caster is NOT
adjustable, it should always be checked to insure there is no "hidden damage".
 Front Wheel Displacement - More commonly known as "Setback", this is a measurement of the angle
formed between the front axle to the Geometric Axis. The front axle centerline should be at 90 degrees to
the Geometric Axis. A quick check of setback is to look to see if the wheel is centered in the wheel
opening. Setback is a good diagnostic angle, if the Caster is off, the Setback measurement could indicate
the cause. Look for bent suspension components or damaged suspension carrier/subframe.
 Maximum Wheel Lock - Also known as "Maximum Steering Angle". This is the maximum angle of the
wheels when turned to the inward and outward lock position. When this measurement is out of
specification, check to see if the steering rack or steering box is centered. This can cause a hazardous
condition and premature tire wear.
 Rear Toe - Just as with front toe, this is the combined measurement of the rear left and right toe. Rear
Toe is also measured in Degrees and Minutes.
 Rear Camber - Rear Camber is always negative on BMW vehicles. Rear Camber adjustable on some
models.
 Geometrical Axis Deviation - The Geometrical Axis Deviation is also known as the "Thrust Angle". The
optimum angle is zero degrees. The Thrust Angle is the angle formed between the Geometric Centerline
and the Thrust Line which is the imaginary line which bisects the rear toe angle. A Thrust Angle of Zero
Degrees is Optimal.
Depending upon the type of alignment equipment used, the specifications can be expressed a number of ways.
Whenever possible, set the alignment equipment to read in degrees and minutes. Some alignment equipment has
this option, this is more desirable than trying to convert from inches to degrees etc.
The alignment angles are expressed in degrees and minutes. For example:
6° 30' is expressed as 6 degrees, 30 minutes.
There are 360 degrees in a circle and 60 minutes to each degree. The are also 60 seconds to each minute, but
adjustments this fine are rarely used.
32 M Wheel alignment E39 / US
32 00 WHEEL ALIGNMENT E39/M5

Observe test conditions
Front axle:
Total toe 0° 10' +/- 10'
Camber (difference between -30' +/- 30'
left/right max. 40/M5, M sports
package max. 30)
Track differential angle with 20 -1° 43' +/- 30'
lock on inside wheel
Caster (difference between
left/right max. 30')
With ° 10+/- wheel rock 6° 27' +/- 30'
With ° 20+/- wheel rock 6° 49' +/- 30'
Front wheel displacement 0' +/- 10'
Maximum wheel lock
Inside wheel approx.° 41.5
Outside wheel approx.° 32
Turning circle approx. m
Rear axle:
Total toe
Alignment check 0° 10' +/- 10'
Adjustment 0° 10' +/- 8'
Camber (difference between
left/right max. 15')
Alignment check -1° 50' +/- 15'
Adjustment -1° 49' +/- 5'
Geometrical axis deviation 0° +/- 12'
CLUTCH
1997-02 CLUTCHES BMW - RWD
DESCRIPTION
Clutch is single-plate, dry-disc type. Flywheel is a dual-mass type. Diaphragm spring-type pressure plate uses a
vibrational damper. Release bearing is operated by slave cylinder push rod and release lever. Slave cylinder is
mounted on clutch housing and extends inside housing. See Fig. 1 . Clutch master cylinder is connected to
clutch pedal by a push rod. Master cylinder is mounted to firewall.
HYDRAULIC SYSTEM BLEEDING

1. Ensure fluid reservoir remains full. Attach hose to bleed valve on slave cylinder. Submerge other end of
hose in partially filled container of brake fluid.
2. Pump clutch pedal several times. Hold pedal down on last stroke. Slowly loosen bleed screw to allow air
to escape. Close bleed screw and release clutch pedal. Repeat until air is bled from system.
3. Remove clutch slave cylinder with hydraulic line attached. With bleeder hose still attached, rotate slave
cylinder so bleed screw is pointing up. Loosen bleed screw.
4. Slowly pump piston rod until no air bubbles are present. DO NOT allow piston rod to return quickly. This
will allow air to be sucked in. Top off fluid reservoir.
ADJUSTMENTS
CLUTCH PEDAL
Clutch pedal stroke and free play are adjusted automatically. On 5-Series, ensure dot on clutch pedal arm
eccentric bolt is positioned 180 degrees away from master cylinder. See Fig. 2 .

CLUTCH ASSEMBLY
NOTE: On vehicles with speed and reference mark sensors, check component
locations for proper installation reference. If sensors are reversed, engine will
not start.
Removal
1. Remove negative battery cable. Check clutch lining wear before removing transmission. On 3-Series,
remove clutch slave cylinder and insert Clutch Lining Thickness Gauge(21-2-070) into slave cylinder
opening. Replace clutch disc, if scale on check tool is not visible.
2. On 5-Series, insert Clutch Lining Thickness Gauge (21-2-060) into slave cylinder opening, up to stop on
tool grip. Replace disc if gap is more than .197" (5.0 mm).
3. On models equipped with automatic stability and traction control, remove throttle body. From inside
engine compartment, remove upper transmission-to-engine mount bolts and bracket. Remove control rod
at transmission from gearshift lever.
4. Raise and support vehicle. Remove front exhaust system components. Remove bolts and discard lock nuts
holding drive shaft flange to transmission shaft flange. Remove heat shield. Disconnect back-up light
switch connector. On 5-Series, remove stabilizer link and breather cap. On 3-Series, disconnect O2 sensor
connector.
5. On all models, disconnect center support bearing and bracket. Remove drive shaft from front flange and
position shaft out of way. Hold rear of engine with overhead support. Support transmission with jack.
Remove rear transmission mount and crossmember from body.
6. Remove clutch slave cylinder from clutch housing. Remove engine position sensors from clutch housing
(if equipped). Unplug electrical connectors from transmission. Remove transmission mount bolts. Slide
transmission rearward and lower away from vehicle.
7. Remove flywheel cover. Install Flywheel Holder (11-2-160). Remove pressure plate bolts one turn at a
time in a crisscross pattern.
Fig. 1: Side View Of Clutch (Typical)
Inspection
1. Check lining for cracks, glazing and oil. Minimum lining thickness is .295" (7.5 mm). Maximum runout
should be less than .20" (5.0 mm) from disc outer edge.
2. Ensure hub slides smoothly on input shaft splines. Check end surface of diaphragm spring fingers for
wear. Spring finger height should vary less than .024" (.60 mm).
Installation
1. Using clutch aligner, install clutch disc and pressure plate. Install flywheel holder. Tighten pressure plate
mount bolts evenly in a crisscross pattern.
2. Lightly grease contact surfaces of disc hub splines, release bearing and release lever. Install transmission
and drive shaft. Install slave cylinder with bleed screw at bottom.
3. To preload center bearing on models with slide on center mount, move bracket .16-.24" (4-6 mm) forward
in slots. To preload center bearing on models without slide on center mount, move bracket .08-.16" (2-4
mm) forward in slots. Install and tighten NEW drive shaft flange lock nuts.
4. On models with automatic stability and traction control, adjust throttle plate clearance to .02-.04" (.5-1.0
mm). To complete installation, reverse removal procedure.
RELEASE BEARING & LEVER
Removal
With transmission removed from engine, remove spring from pivot end of release arm. Remove release arm and
bearing assembly.
Installation
Coat contact points and pack inside groove of release bearing with molybdenum grease. To complete
CLUTCH MASTER CYLINDER
Removal
1. Remove trim under left side of instrument panel. On 3-Series, remove accelerator cable. On 5-Series,
remove air filter housing. On all models, remove bolt attaching master cylinder push rod to clutch pedal.
2. Disconnect and cap hydraulic lines from clutch master cylinder. Remove master cylinder mount bolts at
firewall. Remove master cylinder from vehicle.
Installation
To install, reverse removal procedure. Bleed hydraulic system. See HYDRAULIC SYSTEM BLEEDING .
On 5-Series, ensure dot on clutch pedal arm eccentric bolt is positioned 180 degrees away from master cylinder.
See Fig. 2 .
Fig. 2: Adjusting Clutch Pedal Arm Eccentric Bolt (5 Series)
CLUTCH SLAVE CYLINDER
Siphon fluid from reservoir. Remove slave cylinder from clutch housing. Disconnect hydraulic line and remove
cylinder. To install, reverse removal procedure. Ensure cylinder is mounted with bleed screw at bottom. Fill
reservoir and bleed system. See HYDRAULIC SYSTEM BLEEDING .
OVERHAUL
CLUTCH MASTER CYLINDER
NOTE: Coat all pivot points on clutch pedal assembly with Molykote 2 prior to
assembly.
Disassembly
Remove master cylinder. Remove dust boot and circlip holding push rod. Remove piston assembly. Clean
components with denatured alcohol. Inspect cylinder bore for corrosion or scoring.
Reassembly
Replace all rubber parts. Lubricate internal parts with brake fluid and reassemble. Adjust push rod length to
5.5" (140 mm). See Fig. 3 . Reverse disassembly procedure to complete reassembly. Bleed hydraulic system.
See HYDRAULIC SYSTEM BLEEDING .
Fig. 3: Side View Of Clutch Master Cylinder (Typical)

CLUTCH SLAVE CYLINDER
Disassembly
Remove retaining ring. Remove push rod, boot and piston assembly. See Fig. 4 . Clean internal parts with
denatured alcohol. Inspect bore for scoring and corrosion.
Reassembly
Replace all rubber parts. Ensure all internal parts are lubricated with brake fluid. Reverse disassembly
procedure to reassemble. Bleed hydraulic system. See HYDRAULIC SYSTEM BLEEDING .
Fig. 4: Side View Of Clutch Slave Cylinder (Typical)
Drive Shaft Flange Bolt 72 (98)
Flywheel Mounting Bolt 84-96 (114-130)
Master Cylinder Mount Bolt 18 (24)
Pressure Plate Mounting Bolt 18 (24)
Slave Cylinder-To-Clutch Housing Mount Bolt 18 (24)
Transmission-To-Engine Bolt
Hex Head Bolts
8-mm 19 (25)
10-mm 37 (49)
12-mm 55 (74)
Torx Head Bolts
8-mm 16 (22)
10-mm 32 (43)
12-mm 53 (72)
2006-07 TRANSMISSION
Clutch - Tightening Torques - 5 Series, 6 Series, X3, X5, & Z4
11 CLUTCH HOUSING
21 11 BELL HOUSING
BELL HOUSING TIGHTENING TORQUE SPECIFICATIONS

Tightening
1AZ Clutch housing to E36 / E38 / M8 28 Nm
crankcase E39 / E46 /
E52 / E53 /
E60 / E61 /
E63 / E64 /
E83 / E85 /
E87 / E90 / E91
E36 / E38 / M10 56 Nm
E39 / E46 /
E52 / E53 /
E60 / E61 /
E63 / E64 /
E83 / E85 /
E87 / E90 / E91
E36 / E38 / M12 98 Nm
E39 / E46 /
E52 / E53 /
E60 / E61 /
E63 / E64 /
E83 / E85 /
E87 / E90 / E91
21 CLUTCH WITH DRIVING DISC

21 21 CLUTCH DISC AND DRIVE PLATE
CLUTCH DISC AND DRIVE PLATE TIGHTENING TORQUE SPECIFICATIONS

Type Thread Work instruction Measure
1AZ Clutch to flywheel E36 / E38 / E39 / M8 8.8 Replace screws 25 Nm
E46 / E52 / E53 /
E60 / E61 / E63 /
E64 / E83 / E85 /
E86 / E87 / E90 /
E91
E36 / E38 / E39 / M8 10.9 Replace screws 34 Nm
E46 / E52 / E53 /
E60 / E61 / E63 /
E64 / E83 / E85 /
E86 / E87 / E90 /
E91
Clutch to flywheel Replace ZNS
With ZNS bolts bolts
Jointing torque
and angle of
rotation must be
observed
without fail
E60 S85, E61 S85 Jointing torque 15 Nm
Torque angle 25°
N52, N53, M47T2, M8 10.9 Jointing torque 15 Nm
N46T, N54, E92
N54 N46T, N43,
N45K, N47,
M57T2
Torque angle 90° +/- 5°
52 CLUTCH OPERATION (HYDRAULIC)

21 52 CLUTCH OPERATION (HYDRAULIC)
CLUTCH OPERATION TIGHTENING TORQUE SPECIFICATIONS

Tightening
1AZ Hydraulic line to clutch E36 / E38 / E39 / 14.5 Nm
slave cylinder or throttle. E52 / E53 / E60 /
E61 / E63 / E64 /
E83 / E85 / E86 /
E81 / E87 / E90 /
E91 / E92
E46 20 + 5 Nm
2AZ Clutch master cylinder E36 / E38 / E39 / 22 Nm
to bearing block E46 / E52 / E53 /
E60 / E61 / E63 /
E64 / E85 / E86 /
E81 / E87 / E90 /
E91 / E92 / E93
E83 8 Nm
3AZ Fitting screw, clutch E36 / E38 / E39 / 22 Nm
master cylinder E46 / E52 / E53 /
E60 / E61 / E63 /
E64 / E83 / E85 /
E86 / E81 / E87 /
E90 / E91 / E92 /
E93
4AZ Clutch master cylinder E36 / E38 / E39 / 9 Nm
to pedal assembly E46 / E52 / E53 /
E60 / E61 / E63 /
E64 / E83 / E85 /
E86 / E87 / E90 /
E91 / E92 / E93 /
E81
5AZ Clutch slave cylinder to E36 / E38 / E39 / 22 Nm
clutch E46 / E52 / E53 /
housing/transmission E60 / E61 / E63 /
case E64 / E83 / E85 /
E86 / E87 / E90 /
E91 / E92 / E93 /
E81
E60 / E63 7-speed SMG 25 Nm
6AZ Pressure accumulator to E36 / M3 35 Nm
hydraulic unit
7AZ Coupling bolts for E46 / M3 14 Nm
hydraulic pipes
8AZ Pressure accumulator for E46 / M3 40 Nm
hydraulic unit
9AZ Clutch position sensor to E46 / E60 / E61 / 6-speed SMG 2.5 Nm
clutch slave cylinder E63 / E64 / E85
E60 / E61 / E63 7-speed SMG 3.5 Nm
10AZ Banjo bolt, pipe, E60 / E61 / E63 7-speed SMG 18 Nm
actuator/pump block
11AZ Filler plug, expansion E60 / E61 / E63 7-speed SMG 2.1 Nm
tank, pump block
12AZ Throttle valve to clutch E60, E61 17 Nm
slave cylinder
1996-2004 AUTOMATIC TRANSMISSIONS
Diagnostics - BMW

BMW models since 1996 are capable of setting transmission "P" diagnostic codes in addition to BMW
diagnostic codes. Codes can be accessed through BMW connector or OBD-II connector.
DIAGNOSIS & TESTING
NOTE: A BMW scan tool (MoDiC, Group Tester One (GT1) or Displus) is necessary to
diagnose and test these systems.
RETRIEVING DIAGNOSTIC TROUBLE CODES
Use BMW tool (MoDiC, Group Tester One (GT1) or Displus) or generic scan tool to pull code. Connect scan
tool to BMW connector or OBD-II diagnostic connector. Follow scan tool manufacturer's instructions. See Fig.
1-Fig. 3 .
Fig. 1: Locating OBD-II Data Link Connector (1996-2001 7-Series)

Fig. 2: Locating OBD-II Connector (All Models, Except 1996-2001 7-Series)
Fig. 3: Locating BMW Engine Diagnostic Connector (Typical)
DIAGNOSTIC TROUBLE CODES
To identify DTCs, see TABLE 1: DIAGNOSTIC TROUBLE CODE INDEX table.
TABLE 1: DIAGNOSTIC TROUBLE CODE INDEX

Application Table
4-Cylinder
DIAGNOSTIC TROUBLE CODES Z3, 318i & 318ti (1/96-8/96).
DIAGNOSTIC TROUBLE CODES Z3, 318i & 318ti (9/96-8/97).
DIAGNOSTIC TROUBLE CODES Z3 (10/97-8/98), 318i (9/97-6/98) & 318ti (9/97-6/98).
DIAGNOSTIC TROUBLE CODES 318ti (9/98-12/98).
6-Cylinder
DIAGNOSTIC TROUBLE CODES 6-CYLINDER : M52 - 2.8L (11/95-8/96).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (3-SERIES - 9/96-8/97) & 5-SERIES (3/96-
8/97).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (M3 - 4/96-8/97).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (9/97-8/98).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (323i, 328i & 528i - 9/98-5/99).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (M COUPE, M ROADSTER, M3, Z3, 328IS,
528i - 9/98-5/99).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (Z3 - 6/99-5/00).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (323i, 328i & 528i - 6/99-8/00).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (4/00-9/01).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: ZF TRANSMISSION (9/01-8/02).
See DIAGNOSTIC TROUBLE CODES 6-CYLINDER: GM TRANSMISSION (9/01 TO 8/02).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: 5HP19 TRANSMISSION (9/02-2003).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: GM5 TRANSMISSION (9/02-2003).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: SMG TRANSMISSION (3/03-2003).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: 5HP19 NON-AWD TRANSMISSION
(2004).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: 5HP19 (5-SPEED) - AWD
TRANSMISSION (2004).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: 6HP19 (6-SPEED) - AWD
TRANSMISSION (2004).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: NON-AWD TRANSMISSION (2004).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: GM5 - AWD (2004).
DIAGNOSTIC TROUBLE CODES 6-CYLINDER: SMG TRANSMISSION (2004).
V8
DIAGNOSTIC TROUBLE CODES V8: TRANSMISSION (1/96-8/97).
DIAGNOSTIC TROUBLE CODES V8 TRANSMISSION (9/97-8/00).
DIAGNOSTIC TROUBLE CODES V8 TRANSMISSION (5-SPEED - 9/02-2003).
DIAGNOSTIC TROUBLE CODES V8: TRANSMISSION (SMG - 2004).
V8 & V12
DIAGNOSTIC TROUBLE CODES V8 & V12 TRANSMISSION (6-SPEED - 2003).
DIAGNOSTIC TROUBLE CODES V8 & V12 TRANSMISSION (6-SPEED - 2004).
V12
DIAGNOSTIC TROUBLE CODES V12 TRANSMISSION (1996).
DIAGNOSTIC TROUBLE CODES V12 TRANSMISSION (1998 2000)

PCode BMW Code Possible Problem Diagnostic Parameters
318ti (1/96-8/96).
318ti (1/96-8/96).
P0730 100 Incorrect Gear Ratio See 1996 4-CYLINDER
318ti (1/96-8/96).
318ti (1/96-8/96).
P0743 32 Torque Converter Clutch Circuit Electrical See 1996 4-CYLINDER
318ti (1/96-8/96).
318ti (1/96-8/96).
318ti (1/96-8/96).
318ti (1/96-8/96).
318ti (1/96-8/96).
P1746 104 Transmission Control Module Output Stage See 1996 4-CYLINDER
318ti (1/96-8/96).
318ti (1/96-8/96).
318ti (1/96-8/96).
318ti (1/96-8/96).
318ti (1/96-8/96).
318ti (1/96-8/96).
318ti (1/96-8/96).
Error)
Range/Performance
(M44/M52/S52/M62/M73: System Voltage
Input Low)
1996 4-Cylinder Diagnosis: Z3, 318i & 318ti (1/96-8/96)

Fig. 4: 1996 4-Cylinder Diagnosis: Z3, 318i & 318ti (1/96-8/96)

318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
318ti (9/96-8/97).
Error)
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
1997 4-Cylinder Diagnosis: Z3, 318i & 318ti (9/96-8/97)

Fig. 5: 1997 4-Cylinder Diagnosis: Z3, 318i & 318ti (9/96-8/97)
TABLE 3: Z3 (10/97-8/98), 318i (9/97-6/98) & 318ti (9/97-6/98)

TABLE 3: Z3 (10/97-8/98), 318i (9/97-6/98) & 318ti (9/97-6/98)
Malfunction (PRNDL Input) DIAGNOSIS: Z3 (10/97-
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
(M44/M52: Brake Band Electrical) DIAGNOSIS: Z3 (10/97-
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
Stage DIAGNOSIS: Z3 (10/97-
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
8/98), 318i (9/97-6/98) &
318ti (9/97-6/98).
P1748 110 Transmission Control Module Self-Test No Diagnosis Available
Error)
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
1998 4-Cylinder Diagnosis: Z3 (10/97-8/98), 318i (9/97-6/98) & 318ti (9/97-6/98)

Fig. 6: 1998 4-Cylinder Diagnosis: Z3 (10/97-8/98), 318i (9/97-6/98) & 318ti (9/97-6/98)

Malfunction (PRNDL Input) DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
P0743 32 Torque Converter Clutch Circuit Electrical See 1999 4-CYLINDER
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
(M44/M52: Brake Band Electrical) DIAGNOSIS: 318ti
(9/98-12/98).
Stage DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
DIAGNOSIS: 318ti
(9/98-12/98).
Error)
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
1999 4-Cylinder Diagnosis: 318ti (9/98-12/98)

Fig. 7: 1999 4-Cylinder Diagnosis: 318ti (9/98-12/98)

PCode BMW Code Possible Cause Diagnosis Parameters
P0412 ..... Secondary Air System Solenoid Valve No Diagnosis Available
P0705 8 Transmission Range Sensor "A" Circuit See 6-CYLINDER
Malfunction (PRNDL Input) DIAGNOSIS: M52 -
2.8L (11/95-8/96).
P0715 ..... Input Speed Sensor No Diagnosis Available
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
P0730 100 Incorrect Gear Ratio See 6-CYLINDER
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
Electrical DIAGNOSIS: M52 -
2.8L (11/95-8/96).
P0748 5 Pressure Control Solenoid "A" Electrical See 6-CYLINDER
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
P1453 ..... Secondary Air System Relay No Diagnosis Available
P1743 4 Pressure Control Solenoid "E" Electrical See 6-CYLINDER
(M44/M52: Brake Band Electrical) DIAGNOSIS: M52 -
2.8L (11/95-8/96).
Stage DIAGNOSIS: M52 -
2.8L (11/95-8/96).
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
P1748 103 Transmission Control Module Self-Test See 6-CYLINDER
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
DIAGNOSIS: M52 -
2.8L (11/95-8/96).
Error)
Range/Performance DIAGNOSIS: M52 -
(M44/M52/S52/M62/M73: System 2.8L (11/95-8/96).
Voltage Input Low)
6-Cylinder Diagnosis: M52 - 2.8L (11/95-8/96)

Fig. 8: 6-Cylinder Diagnosis: M52 - 2.8L (11/95-8/96)

Malfunction (PRNDL Input) DIAGNOSIS: M52 - 2.8L
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
(M44/M52: Brake Band Electrical) DIAGNOSIS: M52 - 2.8L
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
Stage DIAGNOSIS: M52 - 2.8L
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
3-SERIES (9/96-8/97) & 5-
SERIES (3/96-8/97).
Error)
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
6-Cylinder Diagnosis: M52 - 2.8L 3-Series (9/96-8/97) & 5-Series (3/96-8/97)

Fig. 9: 6-Cylinder Diagnosis: M52 - 2.8L 3-Series (9/96-8/97) & 5-Series (3/96-8/97)

Malfunction (PRNDL Input) DIAGNOSIS - M3, 3.2L (4/96-
8/97).
8/97).
8/97).
P0715 16 Input/Turbine Speed Sensor "A" Circuit See 6-CYLINDER
DIAGNOSIS - M3, 3.2L (4/96-
8/97).
8/97).
8/97).
8/97).
P0733 ..... Incorrect Gear Ratio See 6-CYLINDER
8/97).
8/97).
8/97).
8/97).
Electrical DIAGNOSIS - M3, 3.2L (4/96-
8/97).
Electrical DIAGNOSIS - M3, 3.2L (4/96-
8/97).
8/97).
8/97).
8/97).
P0768 31 Shift Solenoid "D" Electrical See 6-CYLINDER
8/97).
P0773 3 Shift Solenoid "E" Electrical See 6-CYLINDER
8/97).
Stage DIAGNOSIS - M3, 3.2L (4/96-
8/97).
8/97).
8/97).
8/97).
8/97).
8/97).
8/97).
Range/Performance DIAGNOSIS - M3, 3.2L (4/96-
(M44/M52/S52/M62/M73: System 8/97).
Voltage Input Low)
6-Cylinder Diagnosis - M3, 3.2L (4/96-8/97)

Fig. 10: 6-Cylinder Diagnosis - M3, 3.2L (4/96-8/97)

Malfunction (PRNDL Input) DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
(M44/M52: Brake Band Electrical) DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
Stage DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
DIAGNOSIS: 6-
CYLINDER (9/97-8/98).
Error)
Range/Performance DIAGNOSIS: 6-
(M44/M52/S52/M62/M73: System CYLINDER (9/97-8/98).
Voltage Input Low)
6-Cylinder Diagnosis: 6-Cylinder (9/97-8/98)

Fig. 11: 6-Cylinder Diagnosis: 6-Cylinder (9/97-8/98)

Circuit Malfunction (PRNDL DIAGNOSIS (323i, 328i, 528i
Input) - 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
Circuit/Open DIAGNOSIS (323i, 328i, 528i
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
P0763 ..... Shift Solenoid "C" Electrical See 6-CYLINDER
- 9/98-5/99).
Electrical (M44/M52: Brake Band DIAGNOSIS (323i, 328i, 528i
Electrical) - 9/98-5/99).
P1746 104 Transmission Control Module No Diagnosis Available
Output Stage
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
Communication Error (M52: DIAGNOSIS (323i, 328i, 528i
Internal Transmission Control - 9/98-5/99).
(Voltage Input Low) - 9/98-5/99).
(Voltage Input High) - 9/98-5/99).
- 9/98-5/99).
- 9/98-5/99).
6-Cylinder Diagnosis (323i, 328i, 528i - 9/98-5/99)

Fig. 12: 6-Cylinder Diagnosis (323i, 328i, 528i - 9/98-5/99)
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (M COUPE, M ROADSTER, M3, Z3, 328is, 528i - 9/98-5/99)
DIAGNOSTIC TROUBLE CODES 6-CYLINDER (M COUPE, M ROADSTER, M3, Z3, 328is, 528i -
9/98-5/99)
Malfunction (PRNDL Input) DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
(M44/M52: Brake Band Electrical) DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
Stage DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
Error)
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
DIAGNOSIS (M COUPE,
M ROADSTER, M3, Z3,
328IS, 528i - 9/98-5/99).
6-Cylinder Diagnosis (M Coupe, M Roadster, M3, Z3, 328is, 528i - 9/98-5/99)

Fig. 13: 6-Cylinder Diagnosis (M Coupe, M Roadster, M3, Z3, 328is, 528i - 9/98-5/99)

Malfunction (PRNDL Input) DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
Electrical DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
(M44/M52: Brake Band Electrical) DIAGNOSIS (Z3 - 6/99-5/00).
Stage DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
Error)
Range/Performance
(M44/M52/S52/M62/M73: System
Voltage Input Low)
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
DIAGNOSIS (Z3 - 6/99-5/00).
6-Cylinder Diagnosis (Z3 - 6/99-5/00)

Fig. 14: 6-Cylinder Diagnosis (Z3 - 6/99-5/00)

Circuit Malfunction (PRNDL Input) DIAGNOSIS (323i, 328i
& 528i - 6/99-8/00).
Circuit DIAGNOSIS (323i, 328i
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
P0727 150 Engine Speed Input Circuit No Signal See 6-CYLINDER
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
Electrical DIAGNOSIS (323i, 328i
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
& 528i - 6/99-8/00).
Test DIAGNOSIS (323i, 328i
& 528i - 6/99-8/00).
Communication Error (M52: Internal DIAGNOSIS (323i, 328i
Transmission Control Module Memory & 528i - 6/99-8/00).
Error)
Input Low) & 528i - 6/99-8/00).
P1751 ..... Secondary Pressure Solenoid Circuit See 6-CYLINDER
Input High) & 528i - 6/99-8/00).
& 528i - 6/99-8/00).
6-Cylinder Diagnosis (323i, 328i & 528i - 6/99-8/00)

Fig. 15: 6-Cylinder Diagnosis (323i, 328i & 528i - 6/99-8/00)

P0560 96 System Voltage See 6-CYLINDER
DIAGNOSIS (4/00-9/01).
P0601 80 Internal Control Module Memory See 6-CYLINDER
Check Sum Error DIAGNOSIS (4/00-9/01).
P0603 81 Internal Control Module Keep No Diagnosis Available
Alive Memory (KAM) Error
Circuit Malfunction (PRNDL DIAGNOSIS (4/00-9/01).
Input)
Circuit DIAGNOSIS (4/00-9/01).
P0727 150 Engine Speed Input Circuit No See 6-CYLINDER
Signal DIAGNOSIS (4/00-9/01).
P0741 ..... Torque Converter Clutch See 6-CYLINDER
Functional Check DIAGNOSIS (4/00-9/01).
Electrical DIAGNOSIS (4/00-9/01).
P1748 ..... Transmission Control Module See 6-CYLINDER
Internal Module DIAGNOSIS (4/00-9/01).
6-Cylinder Diagnosis (4/00-9/01)
Fig. 16: 6-Cylinder Diagnosis (4/00-9/01)


P Code BMW Code Possible Cause Diagnostic Parameters
P0709 60 Transmission Range Sensor "A" See 6-CYLINDER: ZF
DIAGNOSIS (9/01-8/02 - 1 OF
4).
4).
4).
TRANSMISSION
4).
4).
TRANSMISSION
4).
TRANSMISSION
4).
TRANSMISSION
4).
TRANSMISSION
4).
TRANSMISSION
4).
P0740 4 Torque Converter Clutch See 6-CYLINDER: ZF
Circuit/Open TRANSMISSION
4).
P0741 48 Torque Converter Clutch Circuit See 6-CYLINDER: ZF
4).
TRANSMISSION
4).
P0750 16 Shift Solenoid "A" See 6-CYLINDER: ZF
TRANSMISSION
4).
P0751 16 Shift Solenoid "A" Performance or See 6-CYLINDER: ZF
4).
P0752 16 Shift Solenoid "A" Stuck On See 6-CYLINDER: ZF
TRANSMISSION
4).
P0753 16 Shift Solenoid "A" Electrical See 6-CYLINDER: ZF
TRANSMISSION
4).
P0755 17 Shift Solenoid "B" See 6-CYLINDER: ZF
TRANSMISSION
4).
P0756 17 Shift Solenoid "B" Performance or See 6-CYLINDER: ZF
4).
P0757 17 Shift Solenoid "B" Stuck On See 6-CYLINDER: ZF
TRANSMISSION
4).
P0758 17 Shift Solenoid "B" Electrical See 6-CYLINDER: ZF
TRANSMISSION
4).
P0760 18 Shift Solenoid "C" See 6-CYLINDER: ZF
TRANSMISSION
4).
P0761 18 Shift Solenoid "C" Performance or See 6-CYLINDER: ZF
4).
P0762 18 Shift Solenoid "C" Stuck On See 6-CYLINDER: ZF
TRANSMISSION
4).
P0763 18 Shift Solenoid "C" Electrical See 6-CYLINDER: ZF
TRANSMISSION
4).
TRANSMISSION
4).
TRANSMISSION
4).
TRANSMISSION
4).
TRANSMISSION
4).
P1700 62 Double Error Output Speed and See 6-CYLINDER: ZF
4).
P1719 144 CAN Version Error See 6-CYLINDER: ZF
TRANSMISSION
4).
P1720 129 CAN Timeout Control Module See 6-CYLINDER: ZF
TRANSMISSION
4).
P1731 51 Gear 1 manual Incorrect Ratio See 6-CYLINDER: ZF
TRANSMISSION
4).
P1747 128 CAN-Bus Monitoring See 6-CYLINDER: ZF
TRANSMISSION
4).
P1761 19 Shiftlock Solenoid See 6-CYLINDER: ZF
TRANSMISSION
4).
P1762 19 Shiftlock Solenoid High Input See 6-CYLINDER: ZF
TRANSMISSION
4).
P1763 19 Shiftlock Solenoid Low Input See 6-CYLINDER: ZF
TRANSMISSION
4).
P1764 19 Shiftlock Solenoid Open Circuit See 6-CYLINDER: ZF
TRANSMISSION
4).
P1765 147 CAN Throttle Valve See 6-CYLINDER: ZF
TRANSMISSION
4).
Checksum/EEPROM Error DIAGNOSIS (9/01-8/02 - 3 OF
4).
4)
4).
4).
4).
4).
4).
4).
4).
4).
4).
TRANSMISSION
4).
TRANSMISSION
4).
P1889 96 System Voltage - Electrical See 6-CYLINDER: ZF
TRANSMISSION
4).
P1892 96 System Voltage Low Input See 6-CYLINDER: ZF
TRANSMISSION
4).
High DIAGNOSIS (9/01-8/02 - 4 OF
4).
Low DIAGNOSIS (9/01-8/02 - 4 OF
4).
Solenoid/Shift Solenoid No Signal TRANSMISSION
4).
6-Cylinder: ZF Transmission Diagnosis (9/01-8/02 - 1 Of 4)

Fig. 17: 6-Cylinder: ZF Transmission Diagnosis (9/01-8/02 - 1 Of 4)




Input) DIAGNOSIS (9/01-8/02 - 1
OF 3).
OF 3).
OF 3).
P0709 ..... Range Switch Transitional Signal See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3).
DIAGNOSIS (9/01-8/02 - 1
OF 3).
P0717 ..... Input Speed Less Than 100 RPM See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3).
P0722 ..... Output Speed Less Than 100 RPM See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3).
P0727 ..... CAN Engine Speed Invalid Signal See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 3).
P0741 ..... TCC Stuck Off See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3).
P0742 ..... TCC Stuck On See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3).
DIAGNOSIS (9/01-8/02 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3).
P1719 ..... CAN Level Bus Check See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3).
P1720 ..... CAN Messages/Time Out See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3).
P1780 152 CAN Torque Reduction See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3).
P1790 ..... RAM & ROM Check See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3).
P1791 ..... Internal Error (NVM/RAM) See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3).
P1794 ..... ROM Check See 6-CYLINDER: GM5
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3).
P1801 ..... Shift Solenoid "A" Short To See 6-CYLINDER: GM5
Ground TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3).
P1802 ..... Shift Solenoid "B" Short To See 6-CYLINDER: GM5
Ground TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3).
P1803 ..... Shift Solenoid "C" Short To See 6-CYLINDER: GM5
Ground TRANSMISSION
DIAGNOSIS (9/01-8/02 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 3).
6-Cylinder: GM5 Transmission Diagnosis (9/01-8/02 - 1 Of 3)
Fig. 21: 6-Cylinder: GM5 Transmission Diagnosis (9/01-8/02 - 1 Of 3)




DIAGNOSIS (9/02-2003 - 1
OF 3).
DIAGNOSIS (9/02-2003 - 1
OF 3).
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
DIAGNOSIS (9/02-2003 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
DIAGNOSIS (9/02-2003 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
DIAGNOSIS (9/02-2003 - 2
OF 3).
DIAGNOSIS (9/02-2003 - 2
OF 3).
DIAGNOSIS (9/02-2003 - 2
OF 3).
DIAGNOSIS (9/02-2003 - 2
OF 3).
DIAGNOSIS (9/02-2003 - 2
OF 3).
DIAGNOSIS (9/02-2003 - 2
OF 3).
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
Substitute Program TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
OF 3).
DIAGNOSIS (9/02-2003 - 3
OF 3).
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
High
Low
Solenoid/Shift Solenoid No Signal
Circuit/Open DIAGNOSIS (9/02-2003 - 2
OF 3).
High DIAGNOSIS (9/02-2003 - 2
OF 3).
Low DIAGNOSIS (9/02-2003 - 2
OF 3).
6-Cylinder: 5HP19 Transmission Diagnosis (9/02-2003 - 1 Of 3)

Fig. 24: 6-Cylinder: 5HP19 Transmission Diagnosis (9/02-2003 - 1 Of 3)



Input) DIAGNOSIS (9/02-2003 - 1
OF 3).
DIAGNOSIS (9/02-2003 - 1
OF 3).
DIAGNOSIS (9/02-2003 - 1
OF 3).
Circuit No Signal TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
Signal TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
Signal TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 1
OF 3).
DIAGNOSIS (9/02-2003 - 2
OF 3).
Stuck On TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
Low TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
Low TRANSMISSION
DIAGNOSIS (9/02-2003 - 2
OF 3).
Low TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
Checksum/EPROM Error DIAGNOSIS (9/02-2003 - 3
OF 3).
OF 3).
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
TRANSMISSION
DIAGNOSIS (9/02-2003 - 3
OF 3).
Electrical DIAGNOSIS (9/02-2003 - 2
OF 3).
6-Cylinder: GM5 Transmission Diagnosis (9/02-2003 - 1 Of 3)

Fig. 27: 6-Cylinder: GM5 Transmission Diagnosis (9/02-2003 - 1 Of 3)



TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5).
Low TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5).
High TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5).
TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5).
TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5).
TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5).
TRANSMISSION
DIAGNOSIS (3/03-2003 - 1
OF 5).
DIAGNOSIS (3/03-2003 - 1
OF 5).
TRANSMISSION
DIAGNOSIS (3/03-2003 - 3
OF 5).
P1771 20901 CAN Torque Interface Plausibility See 6-CYLINDER: SMG
TRANSMISSION
DIAGNOSIS (3/03-2003 - 4
OF 5).
TRANSMISSION
DIAGNOSIS (3/03-2003 - 2
OF 5).
OF 5).
Module Error 7 (High Side Driver) TRANSMISSION
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 3
OF 5).
TRANSMISSION
DIAGNOSIS (3/03-2003 - 2
OF 5).
TRANSMISSION
DIAGNOSIS (3/03-2003 - 2
OF 5).
TRANSMISSION
DIAGNOSIS (3/03-2003 - 2
OF 5).
TRANSMISSION
DIAGNOSIS (3/03-2003 - 5
OF 5).
DIAGNOSIS (3/03-2003 - 5
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
DIAGNOSIS (3/03-2003 - 4
OF 5).
TRANSMISSION
DIAGNOSIS (3/03-2003 - 2
OF 5).
6-Cylinder: SMG Transmission Diagnosis (3/03-2003 - 1 Of 5)

Fig. 30: 6-Cylinder: SMG Transmission Diagnosis (3/03-2003 - 1 Of 5)





Circuit Intermittent NON-AWD
TRANSMISSION
DIAGNOSIS (2004 - 1 OF 4).
Circuit NON-AWD
TRANSMISSION
Circuit Range/Performance NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Range/Performance NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Performance or Stuck Off NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Stuck Off NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Stuck Off NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Stuck Off NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Control Circuit Low NON-AWD
TRANSMISSION
Control Circuit High NON-AWD
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
Input/Turbine Speed NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Substitute Program NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Module Memory NON-AWD
Checksum/EEPROM Error TRANSMISSION
Module Watchdog Error NON-AWD
TRANSMISSION
Module Memory Checksum Error NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Solenoid/Shift Solenoid Circuit NON-AWD
High TRANSMISSION
Solenoid/Shift Solenoid Circuit NON-AWD
Low TRANSMISSION
Solenoid/Shift Solenoid No Signal NON-AWD
TRANSMISSION
Control Solenoid Control NON-AWD
Circuit/Open TRANSMISSION
Control Solenoid Control Circuit NON-AWD
High TRANSMISSION
Low TRANSMISSION
6-Cylinder: 5HP19 Non-AWD Transmission Diagnosis (2004 - 1 Of 4)

Fig. 35: 6-Cylinder: 5HP19 Non-AWD Transmission Diagnosis (2004 - 1 Of 4)




Circuit Intermittent AWD TRANSMISSION
AWD TRANSMISSION
P0711 ..... Transmission Temperature Sensor See 6-CYLINDER: 5HP19
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Circuit AWD TRANSMISSION
Circuit Range/Performance AWD TRANSMISSION
AWD TRANSMISSION
Range/Performance AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Performance or Stuck Off AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Input/Turbine Speed AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Substitute Program AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
Module Memory AWD TRANSMISSION
Checksum/EEPROM Error DIAGNOSIS (2004 - 3 OF 3).
Module Watchdog Error AWD TRANSMISSION
Module Memory Checksum Error AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
AWD TRANSMISSION
High DIAGNOSIS (2004 - 3 OF 3).
Low DIAGNOSIS (2004 - 3 OF 3).
Solenoid/Shift Solenoid No Signal AWD TRANSMISSION
Control Solenoid Control AWD TRANSMISSION
Circuit/Open DIAGNOSIS (2004 - 2 OF 3).
6-Cylinder: 5HP19 AWD Transmission Diagnosis (2004 - 1 Of 3)

Fig. 39: 6-Cylinder: 5HP19 AWD Transmission Diagnosis (2004 - 1 Of 3)



PCode Possible Cause Diagnostic Parameters
P0705 Range Position Switch See 6-CYLINDER: 6HP19
(2004 - 4 OF 5).
P0710 Oil Temperature Sensor Plausibility See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
P0711 Oil Temperature Sensor General See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
P0712 Oil Temperature Sensor Lower See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
P0713 Oil Temperature Sensor Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
P0714 Oil Temperature Sensor No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
P0715 Input/Turbine Speed Sensor "A" Circuit See 6-CYLINDER: 6HP19
(2004 - 4 OF 5).
(2004 - 4 OF 5).
(2004 - 4 OF 5).
(2004 - 2 OF 5).
(2004 - 2 OF 5).
(2004 - 2 OF 5).
P0734 Gear 4 Incorrect Ratio See6-CYLINDER: 6HP19
(2004 - 2 OF 5).
(2004 - 2 OF 5).
P0741 Torque Converter Clutch Circuit See 6-CYLINDER: 6HP19
(2004 - 2 OF 5).
P0745 Pressure Control Solenoid "A" See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
P0748 Pressure Control Solenoid "A" No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
P0751 Shift Solenoid "A" Performance or Stuck See 6-CYLINDER: 6HP19
Off TRANSMISSION DIAGNOSIS
(2004 - 1 OF 5).
P0753 Solenoid Valve Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
P0775 Pressure Control Solenoid "B" See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
P0778 Pressure Control Solenoid "B" No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
(2004 - 2 OF 5).
(2004 - 2 OF 5).
(2004 - 3 OF 5).
(2004 - 3 OF 5).
P0795 Pressure Control Solenoid "C" See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
P0798 Pressure Control Solenoid "C" No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
(2004 - 3 OF 5).
(2004 - 1 OF 5).
(2004 - 1 OF 5).
(2004 - 1 OF 5).
(2004 - 1 OF 5).
(2004 - 1 OF 5).
(2004 - 1 OF 5).
(2004 - 1 OF 5).
(2004 - 1 OF 5).
P1702 Double Error Output Or Not Allowed See 6-CYLINDER: 6HP19
Actuation Of Valves TRANSMISSION DIAGNOSIS
(2004 - 5 OF 5).
(2004 - 5 OF 5).
(2004 - 5 OF 5).
P1727 Engine Speed Signal See 6-CYLINDER: 6HP19
(2004 - 4 OF 5).
P1728 Engine Speed See 6-CYLINDER: 6HP19
(2004 - 4 OF 5).
P1736 Gear Ratio Monitoring See 6-CYLINDER: 6HP19
(2004 - 2 OF 5).
P1747 CAN-Bus Monitoring See 6-CYLINDER: 6HP19
(2004 - 4 OF 5).
P1771 Engine Torque Plausibility See 6-CYLINDER: 6HP19
(2004 - 3 OF 5).
(2004 - 5 OF 5).
(2004 - 5 OF 5).
Watchdog Error TRANSMISSION DIAGNOSIS
(2004 - 5 OF 5).
P1793 TCM Hot Disabling See 6-CYLINDER: 6HP19
(2004 - 5 OF 5).
(2004 - 5 OF 5).
P1804 Solenoid Valve Shiftlock See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
P1810 Turbine Speed Sensor Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 4 OF 5).
P1811 Turbine Speed Sensor Lower Threshold See 6-CYLINDER: 6HP19
(2004 - 4 OF 5).
P1812 Output Speed Sensor Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 4 OF 5).
P1813 Output Speed Sensor Lower Threshold See 6-CYLINDER: 6HP19
(2004 - 4 OF 5).
P1814 Output Speed Sensor Plausibility See 6-CYLINDER: 6HP19
(2004 - 4 OF 5).
(2004 - 3 OF 5).
(2004 - 3 OF 5).
(2004 - 3 OF 5).
(2004 - 3 OF 5).
(2004 - 3 OF 5).
P1881 Range Shift (1-2) Monitoring Upper See 6-CYLINDER: 6HP19
(2004 - 2 OF 5).
P1882 Range Shift (2-3) Monitoring Upper See6-CYLINDER: 6HP19
(2004 - 2 OF 5).
(2004 - 3 OF 5).
(2004 - 3 OF 5).
(2004 - 3 OF 5).
P1890 Power Supply General See 6-CYLINDER: 6HP19
(2004 - 2 OF 5).
P1891 Power Supply Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 2 OF 5).
P1892 System Voltage Low Input See 6-CYLINDER: 6HP19
(2004 - 2 OF 5).
Solenoid/Shift Solenoid Circuit High TRANSMISSION DIAGNOSIS
(2004 - 5 OF 5).
Solenoid/Shift Solenoid Circuit Low TRANSMISSION DIAGNOSIS
(2004 - 5 OF 5).
Solenoid/Shift Solenoid No Signal TRANSMISSION DIAGNOSIS
(2004 - 5 OF 5).
P1896 Valve Voltage Supply See 6-CYLINDER: 6HP19
(2004 - 5 OF 5).
P1897 Valve Voltage Supply Upper Threshold See 6-CYLINDER: 6HP19
(2004 - 5 OF 5).
P1898 Sensor Voltage Supply Lower Threshold See 6-CYLINDER: 6HP19
(2004 - 5 OF 5).
(2004 - 1 OF 5).
P2716 Pressure Regulator No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
(2004 - 1 OF 5).
(2004 - 1 OF 5).
(2004 - 1 OF 5).
P2725 Pressure Regulator Valve No Signal See 6-CYLINDER: 6HP19
(2004 - 1 OF 5).
(2004 - 1 OF 5).
(2004 - 1 OF 5).
P2759 Torque Converter Clutch No Signal See 6-CYLINDER: 6HP19
(2004 - 2 OF 5).
Control Solenoid Control Circuit/Open TRANSMISSION DIAGNOSIS
(2004 - 2 OF 5).
Control Solenoid Control Circuit High TRANSMISSION DIAGNOSIS
(2004 - 2 OF 5).
Control Solenoid Control Circuit Low TRANSMISSION DIAGNOSIS
(2004 - 2 OF 5).
6-Cylinder: 6HP19 Transmission Diagnosis (2004 - 1 Of 5)

Fig. 42: 6-Cylinder: 6HP19 Transmission Diagnosis (2004 - 1 Of 5)





Circuit Malfunction (PRNDL NON-AWD
Input) TRANSMISSION
Circuit Intermittent NON-AWD
TRANSMISSION
Circuit NON-AWD
TRANSMISSION
Circuit No Signal NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Signal NON-AWD
TRANSMISSION
Signal NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Performance or Stuck Off NON-AWD
TRANSMISSION
Stuck On NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Low NON-AWD
TRANSMISSION
Low NON-AWD
TRANSMISSION
Low NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
Checksum/EPROM Error TRANSMISSION
Checksum/EEPROM Error TRANSMISSION
Module Memory Checksum Error NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
NON-AWD
TRANSMISSION
6-Cylinder: GM5 Non-AWD Transmission Diagnosis (2004 - 1 Of 3)

Fig. 47: 6-Cylinder: GM5 Non-AWD Transmission Diagnosis (2004 - 1 Of 3)



Circuit Malfunction (PRNDL TRANSMISSION DIAGNOSIS
Input) (2004 - 1 OF 3).
(2004 - 1 OF 3).
(2004 - 1 OF 3).
(2004 - 1 OF 3).
(2004 - 1 OF 3).
(2004 - 1 OF 3).
Circuit No Signal TRANSMISSION DIAGNOSIS
(2004 - 1 OF 3).
P0720 32 Output Speed Sensor Circuit See 6-CYLINDER: GM5 AWD
(2004 - 1 OF 3).
P0722 32 Output Speed Sensor Circuit No See 6-CYLINDER: GM5 AWD
(2004 - 1 OF 3).
P0727 150 Engine Speed Input Circuit No See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3).
(2004 - 2 OF 3).
(2004 - 2 OF 3).
(2004 - 2 OF 3).
(2004 - 2 OF 3).
(2004 - 2 OF 3).
(2004 - 2 OF 3).
Stuck On TRANSMISSION DIAGNOSIS
(2004 - 2 OF 3).
P0753 16 Shift Solenoid "A" Electrical See 6-CYLINDER: GM5 AWD
(2004 - 2 OF 3).
P0758 17 Shift Solenoid "B" Electrical See 6-CYLINDER: GM5 AWD
(2004 - 2 OF 3).
P0763 18 Shift Solenoid "C" Electrical See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3).
P0973 16 Shift Solenoid "A" Control Circuit See 6-CYLINDER: GM5 AWD
(2004 - 2 OF 3).
P0976 17 Shift Solenoid "B" Control Circuit See 6-CYLINDER: GM5 AWD
(2004 - 2 OF 3).
P0979 18 Shift Solenoid "C" Control Circuit See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3).
P1719 144 CAN Version Error See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3).
P1720 129 CAN Timeout Control Module See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3).
P1765 147 CAN Throttle Valve See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3).
Checksum/EPROM Error (2004 - 3 OF 3).
Checksum/EEPROM Error (2004 - 3 OF 3).
Module Memory Checksum Error TRANSMISSION DIAGNOSIS
(2004 - 3 OF 3).
P1891 96 System Voltage High Input See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3).
P1892 96 System Voltage Low Input See 6-CYLINDER: GM5 AWD
(2004 - 3 OF 3).
6-Cylinder: GM5 AWD Transmission Diagnosis (2004 - 1 Of 3)

Fig. 50: 6-Cylinder: GM5 AWD Transmission Diagnosis (2004 - 1 Of 3)



TRANSMISSION
5).
Low TRANSMISSION
5).
High TRANSMISSION
5).
TRANSMISSION
5).
TRANSMISSION
5).
TRANSMISSION
5).
TRANSMISSION
5).
5).
TRANSMISSION
5).
P1771 20901 CAN Torque Interface See 6-CYLINDER: SMG
5).
TRANSMISSION
5).
5).
Driver) DIAGNOSIS (2004 - 4 OF
5).
5).
5).
5).
5).
5).
5).
5).
TRANSMISSION
5).
TRANSMISSION
5).
TRANSMISSION
5).
TRANSMISSION
5).
5).
5).
5).
5).
5).
5).
5).
TRANSMISSION
5).
6-Cylinder: SMG Transmission Diagnosis (2004 - 1 Of 5)

Fig. 53: 6-Cylinder: SMG Transmission Diagnosis (2004 - 1 Of 5)





Circuit Malfunction (PRNDL DIAGNOSIS (1996-8/97).
Input)
Circuit DIAGNOSIS (1996-8/97).
P0720 42 Output Speed Sensor Circuit SeeV8 TRANSMISSION
DIAGNOSIS (1996-8/97).
P0731 ..... Incorrect Gear Ratio See V8 TRANSMISSION
Circuit/Open DIAGNOSIS (1996-8/97).
Electrical DIAGNOSIS (1996-8/97).
Output Stage DIAGNOSIS (1996-8/97).
Self-Test DIAGNOSIS (1996-8/97).
Circuit Range/Performance System DIAGNOSIS (1996-8/97).
Voltage Input Low)
V8 Transmission Diagnosis (1996-8/97)

Fig. 58: V8 Transmission Diagnosis (1996-8/97)

Input)
Circuit/Open DIAGNOSIS (9/97-8/00).
Output Stage DIAGNOSIS (9/97-8/00).
Test DIAGNOSIS (9/97-8/00).
Circuit Range/Performance DIAGNOSIS (9/97-8/00).
P1765 ..... TCM Rationality See V8 TRANSMISSION
V8 Transmission Diagnosis (9/97-8/00)

Fig. 59: V8 Transmission Diagnosis (9/97-8/00)

Alive Memory (KAM) Error DIAGNOSIS (9/00-8/01).
Input)
Performance or Stuck Off DIAGNOSIS (9/00-8/01).
Electrical (M44/M52: Brake Band DIAGNOSIS (9/00-8/01).
Electrical)
Output Stage DIAGNOSIS (9/00-8/01).
Self-Test DIAGNOSIS (9/00-8/01).
V8 Transmission Diagnosis (9/00-8/01)

Fig. 60: V8 Transmission Diagnosis (9/00-8/01)

Circuit Intermittent DIAGNOSIS (9/01-8/02 - 1
OF 5).
Circuit DIAGNOSIS (9/01-8/02 - 1
OF 5).
Circuit Range/Performance DIAGNOSIS (9/01-8/02 - 1
OF 5).
DIAGNOSIS (9/01-8/02 - 1
OF 5).
Range/Performance DIAGNOSIS (9/01-8/02 - 1
OF 5).
DIAGNOSIS (9/01-8/02 - 1
OF 5).
DIAGNOSIS (9/01-8/02 - 1
OF 5).
DIAGNOSIS (9/01-8/02 - 1
OF 5).
DIAGNOSIS (9/01-8/02 - 1
OF 5).
DIAGNOSIS (9/01-8/02 - 1
OF 5).
Circuit/Open DIAGNOSIS (9/01-8/02 - 2
OF 5).
Performance or Stuck Off DIAGNOSIS (9/01-8/02 - 2
OF 5).
DIAGNOSIS (9/01-8/02 - 2
OF 5).
P0750 16 Shift Solenoid "A" See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5).
P0751 16 Shift Solenoid "A" Performance or See V8 TRANSMISSION
OF 5).
P0752 16 Shift Solenoid "A" Stuck On See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5).
DIAGNOSIS (9/01-8/02 - 3
OF 5).
P0755 17 Shift Solenoid "B" See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5).
P0756 17 Shift Solenoid "B" Performance or See V8 TRANSMISSION
OF 5).
P0757 17 Shift Solenoid "B" Stuck On See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5).
DIAGNOSIS (9/01-8/02 - 3
OF 5).
P0760 18 Shift Solenoid "C" See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5).
P0761 18 Shift Solenoid "C" Performance or See V8 TRANSMISSION
OF 5).
P0762 18 Shift Solenoid "C" Stuck On See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 3
OF 5).
DIAGNOSIS (9/01-8/02 - 3
OF 5).
DIAGNOSIS (9/01-8/02 - 2
OF 5).
DIAGNOSIS (9/01-8/02 - 4
OF 5).
DIAGNOSIS (9/01-8/02 - 4
OF 5).
DIAGNOSIS (9/01-8/02 - 2
OF 5).
P1719 144 CAN Version Error See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 5
OF 5).
P1720 129 CAN Timeout Control Module See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 5
OF 5).
P1731 51 Gear 1 manual Incorrect Ratio See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 1
OF 5).
DIAGNOSIS (9/01-8/02 - 3
OF 5).
DIAGNOSIS (9/01-8/02 - 5
OF 5).
Test DIAGNOSIS (9/01-8/02 - 3
OF 5).
DIAGNOSIS (9/01-8/02 - 4
OF 5).
P1762 19 Shiftlock Solenoid High Input See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5).
P1763 19 Shiftlock Solenoid Low Input See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5).
P1764 19 Shiftlock Solenoid Open Circuit See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5).
DIAGNOSIS (9/01-8/02 - 5
OF 5).
Module Memory DIAGNOSIS (9/01-8/02 - 5
Checksum/EEPROM Error OF 5).
Module Watchdog Error DIAGNOSIS (9/01-8/02 - 5
OF 5).
Module Memory Checksum Error DIAGNOSIS (9/01-8/02 - 5
OF 5).
OF 5).
OF 5).
OF 5).
OF 5).
OF 5).
OF 5).
OF 5).
OF 5).
OF 5).
OF 5).
DIAGNOSIS (9/01-8/02 - 4
OF 5).
DIAGNOSIS (9/01-8/02 - 4
OF 5).
P1889 96 System Voltage - Electrical See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5).
P1892 96 System Voltage Low Input See V8 TRANSMISSION
DIAGNOSIS (9/01-8/02 - 4
OF 5).
High OF 5).
Low OF 5).
Solenoid/Shift Solenoid No Signal DIAGNOSIS (9/01-8/02 - 5
OF 5).
V8 Transmission Diagnosis (9/01-8/02 - 1 Of 5)

Fig. 61: V8 Transmission Diagnosis (9/01-8/02 - 1 Of 5)





P0709 60 Transmission Range Sensor "A" See V8 TRANSMISSION 5-
Circuit Intermittent SPEED DIAGNOSIS (9/02-2003
- 1 OF 5).
Circuit SPEED DIAGNOSIS (9/02-2003
- 1 OF 5).
Circuit Range/Performance SPEED DIAGNOSIS (9/02-2003
- 1 OF 5).
- 1 OF 5).
Range/Performance SPEED DIAGNOSIS (9/02-2003
- 1 OF 5).
- 1 OF 5).
- 1 OF 5).
- 1 OF 5).
- 1 OF 5).
- 1 OF 5).
P0741 48 Torque Converter Clutch Circuit See V8 TRANSMISSION 5-
Performance or Stuck Off SPEED DIAGNOSIS (9/02-2003
- 2 OF 5).
- 2 OF 5).
P0750 16 Shift Solenoid "A" See V8 TRANSMISSION 5-
- 3 OF 5).
P0751 16 Shift Solenoid "A" Performance or See V8 TRANSMISSION 5-
Stuck Off SPEED DIAGNOSIS (9/02-2003
- 3 OF 5).
P0752 16 Shift Solenoid "A" Stuck On See V8 TRANSMISSION 5-
- 3 OF 5).
P0753 16 Shift Solenoid "A" Electrical See V8 TRANSMISSION 5-
- 3 OF 5).
P0755 17 Shift Solenoid "B" See V8 TRANSMISSION 5-
- 3 OF 5).
P0756 17 Shift Solenoid "B" Performance or See V8 TRANSMISSION 5-
- 3 OF 5).
P0757 17 Shift Solenoid "B" Stuck On See V8 TRANSMISSION 5-
- 3 OF 5).
P0758 17 Shift Solenoid "B" Electrical See V8 TRANSMISSION 5-
- 3 OF 5).
P0760 18 Shift Solenoid "C" See V8 TRANSMISSION 5-
- 3 OF 5).
P0761 18 Shift Solenoid "C" Performance or See V8 TRANSMISSION 5-
- 3 OF 5).
P0762 18 Shift Solenoid "C" Stuck On See V8 TRANSMISSION 5-
- 3 OF 5).
P0763 18 Shift Solenoid "C" Electrical See V8 TRANSMISSION 5-
- 3 OF 5).
- 2 OF 5).
- 4 OF 5).
- 4 OF 5).
- 2 OF 5).
- 2 OF 5).
- 2 OF 5).
- 2 OF 5).
- 2 OF 5).
- 2 OF 5).
- 2 OF 5).
P1719 144 CAN Version Error See V8 TRANSMISSION 5-
- 5 OF 5).
P1720 129 CAN Timeout Control Module See V8 TRANSMISSION 5-
- 5 OF 5).
P1731 51 Gear 1 manual Incorrect Ratio See V8 TRANSMISSION 5-
- 1 OF 5).
P1747 128 CAN-Bus Monitoring See V8 TRANSMISSION 5-
- 5 OF 5).
P1748 15 Transmission Control Module See V8 TRANSMISSION 5-
Self-Test SPEED DIAGNOSIS (9/02-2003
- 3 OF 5).
P1761 19 Shiftlock Solenoid See V8 TRANSMISSION 5-
- 4 OF 5).
P1762 19 Shiftlock Solenoid High Input See V8 TRANSMISSION 5-
- 4 OF 5).
P1763 19 Shiftlock Solenoid Low Input See V8 TRANSMISSION 5-
- 4 OF 5).
P1764 19 Shiftlock Solenoid Open Circuit See V8 TRANSMISSION 5-
- 4 OF 5).
P1765 147 CAN Throttle Valve See V8 TRANSMISSION 5-
- 5 OF 5).
Module Memory SPEED DIAGNOSIS (9/02-2003
Checksum/EEPROM Error - 5 OF 5).
Module Watchdog Error SPEED DIAGNOSIS (9/02-2003
- 5 OF 5).
Module Memory Checksum Error SPEED DIAGNOSIS (9/02-2003
- 5 OF 5).
- 4 OF 5).
- 4 OF 5).
P1889 96 System Voltage - Electrical See V8 TRANSMISSION 5-
- 4 OF 5).
P1892 96 System Voltage Low Input See V8 TRANSMISSION 5-
- 4 OF 5).
High - 5 OF 5).
Low - 5 OF 5).
Solenoid/Shift Solenoid No Signal SPEED DIAGNOSIS (9/02-2003
- 5 OF 5).
- 3 OF 5).
- 3 OF 5).
- 3 OF 5).
P2761 4 Torque Converter Clutch Pressure See V8 TRANSMISSION 5-
Control Solenoid Control SPEED DIAGNOSIS (9/02-2003
Circuit/Open - 2 OF 5).
Control Solenoid Control Circuit SPEED DIAGNOSIS (9/02-2003
High - 2 OF 5).
Control Solenoid Control Circuit SPEED DIAGNOSIS (9/02-2003
Low - 2 OF 5).
V8 Transmission 5-Speed Diagnosis (9/02-2003 - 1 Of 5)

Fig. 66: V8 Transmission 5-Speed Diagnosis (9/02-2003 - 1 Of 5)





P1765 20904 CAN Throttle Valve See V8 SMG
TRANSMISSION
4).
P1766 20702 Double Error Engine Speed See V8 SMG
4).
P1767 20913 CAN Wheel Speeds Rear Axle See V8 SMG
TRANSMISSION
4).
P1771 20901 CAN Torque Interface See V8 SMG
4).
P1782 20910 CAN Brake Signal See V8 SMG
TRANSMISSION
4).
P1791 20401 Internal Transmission Control See V8 SMG
4).
P1796 20406 Internal Transmission Control See V8 SMG
Driver) DIAGNOSIS (2004 - 2 OF
4).
P1817 20606 Gear Selector Lever GSL0 Cable See V8 SMG
4).
4).
4).
4).
4).
4).
P1823 20611 Gear Selector Lever Digital See V8 SMG
4).
P1850 20213 Shift Angle Sensor High Input See V8 SMG
TRANSMISSION
4).
P1851 20213 Shift Angle Sensor Low Input See V8 SMG
TRANSMISSION
4).
P1852 20213 Shift Angle Sensor Plausibility See V8 SMG
TRANSMISSION
4).
P1859 20217 Clutch Speed Sensor Plausibility See V8 SMG
TRANSMISSION
4).
P1860 20612 Gear Selector Lever Hall Sensor See V8 SMG
4).
4).
4).
4).
4).
4).
4).
P1887 20335 Hydraulic Pump See V8 SMG
TRANSMISSION
4).
V8 SMG Transmission Diagnosis (2004 - 1 Of 4)

Fig. 71: V8 SMG Transmission Diagnosis (2004 - 1 Of 4)




TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
P0751 20100 Shift Solenoid "A" Performance or See V8 & V12 6-SPEED
TRANSMISSION
P0756 20101 Shift Solenoid "B" Performance or See V8 & V12 6-SPEED
TRANSMISSION
P0761 20102 Shift Solenoid "C" Performance or See V8 & V12 6-SPEED
P0763 20102 Shift Solenoid "C" Electrical See V8 & V12 6-SPEED
TRANSMISSION
P0766 ...... Reserved For Later Versions See V8 & V12 6-SPEED
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
P0973 20100 Shift Solenoid "A" Control Circuit See V8 & V12 6-SPEED
Low TRANSMISSION
P0976 20101 Shift Solenoid "B" Control Circuit See V8 & V12 6-SPEED
Low TRANSMISSION
P0979 20102 Shift Solenoid "C" Control Circuit See V8 & V12 6-SPEED
Low TRANSMISSION
P1701 20700 Double Error Position Information See V8 & V12 6-SPEED
CAN/Serial Line TRANSMISSION
P1702 20701 Combination Substitute Function See V8 & V12 6-SPEED
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
P1765 ..... Throttle Valve Signal See V8 & V12 6-SPEED
TRANSMISSION
P1771 20901 CAN Torque Interface Plausibility See V8 & V12 6-SPEED
TRANSMISSION
P1782 ..... Brake Pedal Signal See V8 & V12 6-SPEED
TRANSMISSION
Checksum/EPROM Error DIAGNOSIS (2003 - 6 OF 6).
Checksum/EEPROM Error DIAGNOSIS (2003 - 6 OF 6).
P1793 20330 ETC Cut-Off Due To See V8 & V12 6-SPEED
TRANSMISSION
P1806 20105 Shift Solenoid "A" or "B" See V8 & V12 6-SPEED
Mechanically Stuck TRANSMISSION
P1812 20201 Output Speed Sensor Circuit High See V8 & V12 6-SPEED
Input TRANSMISSION
Input TRANSMISSION
P1814 20203 Output Speed Sensor Gradient Too See V8 & V12 6-SPEED
High TRANSMISSION
P1830 20006 Pressure Control Solenoid Current See V8 & V12 6-SPEED
Error in P/R/N TRANSMISSION
High TRANSMISSION
Low TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
TRANSMISSION
during Operation Parking Interlock TRANSMISSION
Emergency Release DIAGNOSIS (2003 - 5 OF 6).
TRANSMISSION
TRANSMISSION
TRANSMISSION
Input TRANSMISSION
P1898 20502 Supply Voltage Sensors Low Input See V8 & V12 6-SPEED
TRANSMISSION
TRANSMISSION
TRANSMISSION
P2759 20005 Torque Converter Clutch Pressure See V8 & V12 6-SPEED
Electrical DIAGNOSIS (2003 - 3 OF 6).
P2761 20005 Torque Converter Clutch Pressure See V8 & V12 6-SPEED
Circuit/Open DIAGNOSIS (2003 - 3 OF 6).
V8 & V12 6-Speed Transmission Diagnosis (2003 - 1 Of 6)

Fig. 75: V8 & V12 6-Speed Transmission Diagnosis (2003 - 1 Of 6)






PCode BMW Code Possible Cause Diagnostic Parameter
TRANSMISSION
10)
TRANSMISSION
10)
TRANSMISSION
10).
P0702 ..... Watchdog See V8 & V12 6-SPEED
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
10).
TRANSMISSION
10).
P0721 ..... Output Speed Sensor Circuit SeeV8 & V12 6-SPEED
TRANSMISSION
10) .
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
10).
TRANSMISSION
10).
10).
P0751 20100 Shift Solenoid "A" Performance See V8 & V12 6-SPEED
10).
TRANSMISSION
10).
10).
TRANSMISSION
10).
TRANSMISSION
10).
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
10).
P0829 ..... Range Shift Monitoring See V8 & V12 6-SPEED
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
P0973 ..... Solenoid Valve See V8 & V12 6-SPEED
TRANSMISSION
10).
P0979 ..... Interlock Lower Threshold See V8 & V12 6-SPEED
TRANSMISSION
10).
P0982 ..... Shiftlock Interruption Or Short To See V8 & V12 6-SPEED
Ground TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10) .
P1771 20901 CAN Torque Interface Plausibility See V8 & V12 6-SPEED
TRANSMISSION
10).
Checksum/EPROM Error DIAGNOSIS (2004 - 10 OF
10).
10).
10).
P1793 20330 ETC Cut-Off due to See V8 & V12 6-SPEED
10).
P1798 ..... EPROM Plausibility See V8 & V12 6-SPEED
TRANSMISSION
10).
10).
10).
P1812 20201 Output Speed Sensor Circuit High See V8 & V12 6-SPEED
Input TRANSMISSION
10).
Input TRANSMISSION
10).
10).
P1861 20316 2-1 Shift See .V8 & V12 6-SPEED
TRANSMISSION
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
Interlock Emergency Release DIAGNOSIS (2004 - 9 OF
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
High DIAGNOSIS (2004 - 10 OF
10).
Low DIAGNOSIS (2004 - 10 OF
10).
10).
10).
Input TRANSMISSION
10).
Input TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).
TRANSMISSION
10).











Circuit Malfunction (PRNDL DIAGNOSIS (1996).
Input)
Circuit DIAGNOSIS (1996).
DIAGNOSIS (1996).
DIAGNOSIS (1996).
DIAGNOSIS (1996).
DIAGNOSIS (1996).
Circuit/Open DIAGNOSIS (1996).
Electrical DIAGNOSIS (1996).
DIAGNOSIS (1996).
DIAGNOSIS (1996).
DIAGNOSIS (1996).
P1734 1 Pressure Control Solenoid "B" SeeV12 TRANSMISSION
Output Stage DIAGNOSIS (1996).
DIAGNOSIS (1996).
DIAGNOSIS (1996).
DIAGNOSIS (1996).
Self-Test DIAGNOSIS (1996).
Circuit Range/Performance DIAGNOSIS (1996).
DIAGNOSIS (1996).
V12 Transmission Diagnosis (1996)
Fig. 91: V12 Transmission Diagnosis (1996)


Circuit Malfunction (PRNDL DIAGNOSIS (1997).
Input)
DIAGNOSIS (1997).
DIAGNOSIS (1997).
DIAGNOSIS (1997).
DIAGNOSIS (1997).
DIAGNOSIS (1997).
Circuit/Open DIAGNOSIS (1997).
DIAGNOSIS (1997).
DIAGNOSIS (1997).
DIAGNOSIS (1997).
DIAGNOSIS (1997).
DIAGNOSIS (1997).
DIAGNOSIS (1997).
Circuit Range/Performance DIAGNOSIS (1997).


Circuit Malfunction (PRNDL DIAGNOSIS (1998-2000).
Input)
Circuit DIAGNOSIS (1998-2000).
DIAGNOSIS (1998-2000).
Circuit/Open DIAGNOSIS (1998-2000).
Electrical DIAGNOSIS (1998-2000).
Output Stage DIAGNOSIS (1998-2000).
Self-Test DIAGNOSIS (1998-2000).
Circuit Range/Performance DIAGNOSIS (1998-2000).
V12 Transmission Diagnosis (1998-2000)

Fig. 93: V12 Transmission Diagnosis (1998-2000)

DIAGNOSIS (2001).
DIAGNOSIS (2001).
Alive Memory (KAM) Error DIAGNOSIS (2001).
DIAGNOSIS (2001).
Circuit Malfunction (PRNDL DIAGNOSIS (2001)
Input)
DIAGNOSIS (2001).
DIAGNOSIS (2001).
DIAGNOSIS (2001).
DIAGNOSIS (2001).
DIAGNOSIS (2001).
DIAGNOSIS (2001).
DIAGNOSIS (2001).
DIAGNOSIS (2001).
Circuit Performance or Stuck DIAGNOSIS (2001).
Off
Circuit Electrical DIAGNOSIS (2001).
DIAGNOSIS (2001).
DIAGNOSIS (2001).
DIAGNOSIS (2001).
DIAGNOSIS (2001).
DIAGNOSIS (2001).

OIL CIRCUIT DIAGRAMS
Hydra-Matic 4L30-E (Import Applications)

Fig. 1: "P" Range - Park
Fig. 2: "R" Range - Reverse

Fig. 3: "N" Range - Neutral
Fig. 4: "D" Range - 4th Gear (TCC Applied)
Fig. 5: "D" Range - 3rd Gear (TCC Applied)
Fig. 6: "D" Range - 3rd Gear (TCC Released)
Fig. 7: "D" Range - 2nd Gear
Fig. 8: "D" Range - 1st Gear
Fig. 9: "3" Range - 3rd Gear (TCC Released)
Fig. 10: "2" Range - 2nd Gear
Fig. 11: "1" Range - 1st Gear
Hydra-Matic 4L30-E Electronic Controls & Overhaul
APPLICATION
TRANSMISSION APPLICATION
Application Trans. Model Number BMW Model Number
318i, 318is, 318ti, 323i, 323is, 328i, 328is, 4L30-E A4 S 310 R
528i & Z3
IDENTIFICATION
Identification plate is located on side of transmission case. See Fig. 1 . Identification plate information may be
required when ordering replacement components.
Fig. 1: Locating Transmission Identification Plate

Courtesy of ISUZU MOTOR CO.
NOTE: Electronic control diagnosis and code retrieval procedures are not available for
BMW. Wiring diagrams are included in this article. See WIRING DIAGRAMS .
Automatic transmission is electronically controlled, providing 4 forward speeds and one reverse speed.
Transmission consists of a torque converter, clutches, planetary gears and brake band. See Fig. 2 .
Transmission shifting and torque converter lock-up are controlled by the control module. Control module
receives information from various input devices and uses this information to control shift solenoids, band apply
solenoid and Torque Converter Clutch (TCC) solenoid. Control module uses input signals to control force
motor solenoid operation, which activates pressure regulator valve for controlling line pressure.
A torque management control system is used to reduce engagement shock caused by a change in vehicle speed
during shifting.
The control module contains a self-diagnostic system which stores a Diagnostic Trouble Code (DTC) if a
specified failure or problem is present in the transmission electronic control system. If fault has set a DTC, the
CHECK TRANS light on instrument panel will flash. The DTC may be retrieved to determine transmission
problem area.
Transmission is capable of 3 different shift modes, Auto mode, Sport mode and Manual mode. Shift mode may
be selected by "S" or "M" mode switch mounted on center console, near gearshift lever. Shift modes are used to
change transmission shift points for various vehicle operating conditions.
The control module contains an emergency running system. When a failure or problem is present in the
transmission electronic control system, the control module may go into a back-up mode using pre-programmed
values, allowing vehicle to be driven. The CHECK TRANS light on instrument panel will flash to inform driver
of a problem. Vehicle can be driven, but shifting must be done manually. When manually shifting transmission,
if gearshift lever is placed in "D" or "3" position, transmission remains in 4th gear. If gearshift lever is placed in
"2" position, transmission remain in 3rd gear. If gearshift lever is placed in "L" position, transmission remains
in 1st gear. If gearshift lever is placed in "R" position, transmission will shift into reverse.
Transmission is equipped with shift and key lock systems. Shift lock system prevents gearshift lever from being
moved from "P" position unless brake pedal is depressed, ignition is on and release button on gearshift lever is
depressed.
Key lock system prevents ignition switch from being placed in LOCK position unless gearshift lever is in "P"
position. Shift lock cable is connected between gearshift lever and ignition switch. When gearshift lever is
placed in "P" position, shift lock cable moves lock on ignition switch so ignition switch may be placed in
LOCK position.
Fig. 2: Identifying Transmission Component Locations
LUBRICATION & ADJUSTMENTS

See 1997-98 AUTOMATIC TRANSMISSION SERVICING article.
ON-VEHICLE SERVICE
BRAKE BAND ADJUSTMENT
1. Drain fluid. Remove bolts, main case oil pan and gasket. See Fig. 4 . Remove bolts, servo cover and
gasket. Loosen lock nut on servo adjusting screw.
2. Using an INCH-lb. torque wrench, tighten servo adjusting screw to 40 INCH lbs. (4.5 N.m). Back off
servo adjusting screw 5 revolutions. Hold sleeve on servo piston. Tighten lock nut to 14 ft. lbs. (19 N.m).
Ensure servo adjusting screw does not rotate while tightening lock nut.
3. Using a NEW gasket, install servo cover. Install and tighten bolts to specification. See TORQUE
SPECIFICATIONS . Using a NEW gasket, install main case oil pan. Install and tighten bolts to
specification. Fill transmission with Dexron-III ATF.
SHIFT LOCK CABLE ADJUSTMENT
Key lock system prevents ignition switch from being placed in "0" position unless gearshift lever is in "P"
position. Key lock system also prevents gearshift lever from moving out of "P" position with ignition switch in
"0", or with key removed. Shift lock cable is connected between gearshift lever and ignition switch. When
gearshift lever is placed in "P" position, check that ignition switch may be placed in "0" position. If ignition
switch cannot be placed in "0" position, perform the following shift lock cable adjustment.
1. Ensure gearshift lever is in "P" position. Remove console components for access to shift lock cable at
gearshift lever.
2. Loosen screw retaining cable in bracket allowing cable to move slightly.
3. Ensure that ignition switch is in "0" position. Press interlock lever at rear of gearshift lever down to its
limit and tighten cable retaining screw.
4. Ensure ignition switch can be turned to "0" position only when gearshift lever is in "P" position. If
operation is not as specified, readjust shift lock cable.
TROUBLE SHOOTING
NOTE: Before trouble shooting transmission, perform trouble shooting preliminary

procedure. See PRELIMINARY PROCEDURE . Once trouble shooting
preliminary procedure is performed, proceed to symptom diagnosis. See
SYMPTOM DIAGNOSIS .
PRELIMINARY PROCEDURE
1. Before performing transmission trouble shooting, check fluid level, fluid condition and shift linkage
adjustment.
2. Perform hydraulic pressure test to identify problem. See HYDRAULIC PRESSURE TEST under
TESTS.
SYMPTOM DIAGNOSIS
Engine Cannot Be Started In "N" or "P", Or Can Be Started In All Positions
 Gearshift Lever Not In "N" Or "P"

 Shift Linkage Misadjusted
 Transmission Switch Faulty
"P" Does Not Engage
 Shift Linkage Between Gearshift Lever & Transmission Misadjusted

 Excessive Friction In Parking Lock Mechanism
"P" Does Not Hold
Delayed Shift From "N" To "D"

 Low Transmission Fluid Level
 Low Line Pressure
Slip Or Shake In 1st Gear
 Low Line Pressure

 Torque Converter Fault
 Brake Band Misadjusted
 Fluid Loss In Brake Band Circuit
 4th Gear Freewheel Or Planetary Gearset Freewheel Defective
No Reverse Gear

 Oil Strainer Dirty
 Reverse Gear Clutch Faulty
Vehicle Moves Or Creeps In "N"

 Brake Band Adjusted Too Tight
Hard Engagement From "N" To "D"
 Brake Band Locked Or Faulty
Poor Acceleration
 Emergency Shift Program Activated

 Torque Converter Faulty
No Upshift 1-2

 Solenoid Valve Faulty
 Solenoid Valve Wiring Faulty
 Fluid Loss In 2nd Gear Clutch
1-2 Shift Problems
 Incorrect Pressure In 2nd Gear Clutch

 Fluid Loss In 2nd Gear Clutch
 Pressure Reservoir Valve For 1-2 Gear Clutch Seized Or Leaks
No Upshift 2-3

 Shift Valve In Valve Body Faulty
2-3 Shift Problems
 Brake Band Misadjusted

 Solenoid Valve Brake Band Defective Or Blocked
 3rd Gear Clutch Fluid Loss
 Fluid Loss In Brake Band Reservoir Return Pipe
 Incorrect Fluid Pressure
No 3-4 Upshift

 3rd Gear Clutch Fluid Loss
3-4 Shift Problems
 4th Gear Clutch Fluid Loss

 Incorrect Fluid Pressure
 Overdrive Clutch Does Not Release In 4th Gear
No Torque Converter Clutch Lockup

 Fluid Loss In Supply Circuit
Torque Converter Clutch Noise
 Torque Converter Clutch Faulty

 Insufficient Fluid Pressure
Torque Converter Clutch Does Not Release

 Return Pipe Obstruction
No "S" Program
 Program Switch Faulty

 Open In Program Switch Supply Circuit
No "M" Program
 Program Switch Faulty

 Open In Program Switch Supply Circuit
No Kickdown
 Kickdown Switch Faulty

 Open In Kickdown Switch Supply Circuit
No Downshift
 1-2 Solenoid Valve Or Circuit Faulty

 3-4 Solenoid Valve Or Circuit Faulty
 Shift Valves In Valve Body Faulty
No Engine Braking (Selector In "D", 3rd Gear, "M" Program Lever In "3", "2" Or "1")
 4th Gear Overdrive Clutch Defective

 Fluid Loss In Oil Circuit
Transmission Fluid Temperature High
 Fluid Level Too High

 No Torque Converter Clutch Lockup
 Extreme Load In Emergency Or "M" Program
Fluid Loss Through Vent

 No Torque Converter Clutch Lockup
 Extreme Load In Emergency Or "M" Program
Fluid Leaking From Torque Converter Housing
 Input Shaft "O" Ring Failure

 Torque Converter Leaks At Seam
 Torque Converter Radial Oil Seal Leak
Fluid Loss Through Vent

 Incorrect Fluid Type
 Contaminated Fluid
 Vent Cover Missing
 Damaged "O" Ring On Vent
ELECTRICAL SYSTEM & COMPONENT TESTING

Electronic control diagnosis and code retrieval procedures are not available for BMW.
TESTS
NOTE: Before beginning any testing, check fluid level, fluid condition and shift linkage
adjustment.
TORQUE CONVERTER
Torque converter cannot be serviced and must be replaced if defective.
HYDRAULIC PRESSURE TEST
Pressure Test Preparation
Warm engine to normal operating temperature. Ensure transmission fluid level is correct. Apply parking brake.
Block all wheels.
Line Pressure Test
1. With engine off, remove pressure tap plug from line pressure tap, located near torque converter housing
on driver's side of transmission case, just above adapter case oil pan. See Fig. 3 .
2. Install oil pressure gauge on line pressure tap. Start engine and allow it to idle.
3. Line pressure is checked in each transmission shift mode with engine idling and at torque converter stall
speed with gearshift lever in specified position. Shift mode may be selected by "S" or "M" mode switch
mounted on center console, near gearshift lever. When neither Sport or Manual mode are selected,
transmission will remain in normal mode.
4. With engine idling, place gearshift lever in specified position and note line pressure. See LINE
PRESSURE SPECIFICATIONS . Line pressure should be within specification.
5. To check line pressure at torque converter stall speed, fully depress brake pedal. Place gearshift lever in
"D" position and in proper shift mode. Fully depress accelerator no more than 5 seconds and note line
pressure reading.
CAUTION: DO NOT perform line pressure test for more than 5 seconds at torque
converter stall speed or transmission may be damaged.
Transmission must be cooled between pressure tests by placing
gearshift lever in "N" position and operating engine at 1200 RPM for
at least one minute.
6. Place gearshift lever in "N" position. Operate engine at 1200 RPM for at least one minute to cool
transmission. Repeat line pressure test procedure at torque converter stall speed with gearshift lever in
"3", "2", "L" and "R" positions in proper shift mode.
7. Line pressure should be within specification. See LINE PRESSURE SPECIFICATION . If line
pressure is not within specification, see LINE PRESSURE TEST . Turn engine off.
8. Remove pressure gauge and adapter. Apply Loctite 242 on threads of pressure tap plug. Install and
tighten pressure tap plug to specification. See TORQUE SPECIFICATIONS .
Fig. 3: Checking Line Pressure

LINE PRESSURE SPECIFICATIONS

Engine RPM Shift Lever Position Line Pressure psi (kPa)
1500 "P" Or "N" 139-152 (958-1048)
1500 "R" 187-202 (1289-1393)
LINE PRESSURE TEST

Application Probable Cause
High Line Pressure (1) Defective Throttle Position (TP) Sensor, Force Motor Solenoid Plunger
Stuck, Defective Force Motor Solenoid Or Wiring Circuit, Stuck Feed
Limit Valve In Adapter Case Valve Body, Loose Torque Converter
Housing Bolts, Stuck Pressure Regulator Valve Or Boost Valve In Oil
Pump, Missing Check Balls In Valve Bodies, Defective Seals Or
Gaskets
Low Line Pressure Low Fluid Level, Defective Throttle Position (TP) Sensor, Restricted Or
Damaged Oil Filter, Force Motor Solenoid Plunger Stuck, Stuck Feed
Limit Valve In Adapter Case Valve Body, Loose Torque Converter
Housing Bolts, Stuck Pressure Regulator Valve Or Boost Valve In Oil
Pump, Restricted Pressure Regulator Valve Oil Passages, Defective Oil
Pump, Missing Check Balls In Valve Bodies, Defective Seals Or
Gaskets
(1) When transmission is in emergency running mode, maximum line pressure will be obtained.

TRANSMISSION
See REMOVAL & INSTALLATION - A4S 270R/310R article.
TRANSMISSION DISASSEMBLY
VALVE BODIES & INTERNAL COMPONENTS
Disassembly
1. Remove torque converter. Remove "O" ring from end of turbine shaft.
2. Remove screws, cover and mode switch and wiring harness. See Fig. 4 . Remove bolts, adapter case oil
pan and gasket.
3. Disconnect electrical connectors at solenoids on adapter case valve body. Note location of adapter case
valve body bolts for reassembly reference. Remove bolts, adapter case valve body, transfer plate and
transfer plate gaskets.
4. Remove wiring harness for solenoids on adapter case valve body. Remove bolts, main case oil pan,
magnet and gasket. Remove bolts and oil filter.
5. Remove bolts and manual detent. Disconnect wiring harness at solenoids on main valve body and the
case 4-pin connector. Remove 4-pin connector.
6. Remove bolts, servo cover and gasket. Position transmission case with main valve body facing upward.
Note location of main valve body bolts for reassembly reference. Note position of manual valve link, as
long end fits into manual valve and short end fits into range selector.
7. Remove bolts, main valve body with manual valve link, transfer plate gaskets and transfer plate. Note
location of 2 check balls in transmission case. See Fig. 5 . Remove check balls from transmission case.
Fig. 4: Exploded View Of Transmission Case & Components
Fig. 5: Identifying Check Ball Locations In Transmission Case
8. Using spring compressor, compress servo piston and return spring. Remove servo piston retaining snap
ring. Slowly release spring compressor. Remove spring compressor, servo piston, apply rod and return
spring. See Fig. 4 .
9. Remove bolt and speed sensor with "O" ring from extension housing. Remove drive shaft companion
flange nut, drive shaft companion flange and "O" ring from rear of transmission. Remove bolts, extension
housing and gasket from transmission case.
10. Remove retaining ring, speed sensor drive gear and parking lock gear with seal ring from output shaft.
Position transmission case in vertical position with torque converter housing facing upward.
11. If removing oil pump assembly from torque converter housing, loosen but DO NOT remove the 5 inner
bolts on torque converter housing. These are the oil pump assembly-to-torque converter housing bolts.
12. On all applications, remove torque converter housing-to-adapter case bolts. These are the 7 outer bolts.
Remove torque converter housing, outer seal ring, oil pump, gasket and selective thrust washer.
13. Remove 4th clutch retainer from turbine shaft. See Fig. 6 . Pull upward on turbine shaft and lift overrun
clutch assembly and 4th clutch plates and clutch discs from transmission case. Remove thrust bearing,
overdrive internal gear and thrust washer.
14. Remove adapter case and center support assembly with 4th clutch piston. See Fig. 7 . Remove seal ring,
selective thrust washer and "O" rings from transmission case.
15. Using spring compressor, compress 4th clutch retainer and spring assembly. Remove snap ring from
adapter case. Remove spring compressor, snap ring and 4th clutch retainer and spring assembly.
16. To remove 4th clutch piston from adapter case, hold adapter case and pull 4th clutch piston from adapter
case. Remove converter housing-to-main case bolts.
17. While holding intermediate shaft, twist and pull out 2nd and 3rd clutch assemblies with reverse clutch
plates and clutch discs from transmission case while holding onto output shaft. See Fig. 7 . Separate 2nd
and 3rd clutch assemblies. Remove thrust washer, reverse clutch plates and pressure plate.
18. Remove bearing, washer, planetary carrier and thrust bearing assembly from transmission case. See Fig.
7 . Remove reaction sun gear, needle bearing, brake drum, brake band and thrust bearing assembly.
19. For reassembly reference, measure height of spring pin in relation to transmission case. Spring pin retains
selector shaft in transmission case. See Fig. 8 .
20. Insert wire into center of spring pin to prevent spring pin from collapsing during removal. Protect
machined surface of transmission case. Remove spring pin.
21. Remove selector shaft nut from end of selector shaft. Remove parking lock and range selector lever with
actuator rod from selector shaft. Remove selector shaft.
Fig. 6: Removing & Installing 4th Clutch Retainer, Turbine Shaft, Overrun Clutch Housing, 4th Clutch
Plates, Overdrive Internal Gear, Thrust Bearing & Thrust Washer
Fig. 7: Removing & Installing Adapter Case, 2nd & 3rd Clutch Assemblies, Planetary Carrier &
Components
Fig. 8: Identifying Spring Pin, Selector Shaft, Parking Lock & Range Selector Lever
COMPONENT DISASSEMBLY & REASSEMBLY

PLANETARY CARRIER
1. Clean components with solvent and dry with compressed air. Inspect all gears and shafts for chipped
gears, excessive wear and damage. Replace components as necessary.
2. Using feeler gauge, measure planetary carrier pinion end clearance. See Fig. 9 . Planetary carrier pinion
end clearance should be .005-.035" (.13-.89 mm). Replace planetary carrier if pinion end clearance is not
within specification.
Fig. 9: Measuring Planetary Carrier Pinion End Clearance

TORQUE CONVERTER HOUSING & OIL PUMP ASSEMBLY
Disassembly
1. Remove oil pump assembly-to-torque converter housing bolts from center of torque converter housing.
Remove torque converter housing, outer seal ring and wear plate from oil pump assembly. See Fig. 10 .
2. Remove bolts and oil seal ring from center of torque converter housing. If disassembling oil pump
assembly, place reference marks on drive and driven gears for reassembly reference to ensure gears are
installed in original direction.
3. Remove components from oil pump assembly. See Fig. 10 . Use care when removing pins and snap rings,
as they are under spring pressure.
Clean components with solvent and dry with compressed air. Inspect for damage and excessive wear. Replace
components as necessary. Replace oil seal, seal rings and gasket.
Reassembly
1. Lubricate all components with Dexron-III ATF. To reassemble oil pump assembly, reverse disassembly
procedure.
2. Ensure spring seat is installed on pressure regulator valve with flat side of spring seat against shoulder on
pressure regulator valve. Ensure spring seat is installed on throttle signal accumulator piston spring with
flat side of spring seat away from the spring.
CAUTION: On oil pump assembly, spring seat must be installed on pressure

regulator valve with flat side of spring seat against shoulder on
pressure regulator valve. Spring seat must be installed on throttle
signal accumulator piston spring with flat side of spring seat away
from the spring. Ensure drive and driven gears are installed in
original direction.
3. To reassemble torque converter housing, install NEW oil seal ring on torque converter housing. Install
and tighten bolts to specification. See TORQUE SPECIFICATIONS .
4. Install wear plate on oil pump assembly. Install NEW gasket and NEW outer seal ring. Install torque
converter housing on oil pump assembly.
5. Install Guide Pins (J-38588) in torque converter housing and oil pump assembly. See Fig. 11 . Loosely
install oil pump assembly-to-torque converter housing bolts.
6. Using Oil Pump Centering Adapter (J-38557), center oil pump assembly on torque converter housing.
Tighten oil pump assembly-to-torque converter housing bolts to specification in a crisscross pattern.
Remove oil pump centering adapter and guide pins.
Fig. 10: Exploded View Of Torque Converter Housing & Oil Pump Assembly
Fig. 11: Installing Torque Converter Housing On Oil Pump Assembly

MAIN VALVE BODY
CAUTION: When disassembling main valve body, place components in order and
mark spring locations for reassembly reference. DO NOT use force to
remove components from main valve body. Remove solenoids by pulling
on metal tip. DO NOT pull on electrical connector housing on solenoid.
Disassembly
1. Remove transfer plate-to-main valve body bolts. Remove transfer plate gaskets and transfer plate from
main valve body. Note location of check ball in main valve body. See Fig. 12 .
2. Remove components from main valve body. Use care when removing pins and plugs, as components are
under spring tension.
Clean components with solvent and dry with compressed air. Inspect components for damage or signs of wear.
Replace components as required. Ensure valves slide freely in bores on main valve body.
Reassembly
1. Lubricate all components with Dexron-III ATF. To reassemble, reverse disassembly procedure using
NEW transfer plate gaskets. Ensure components are installed in correct location. See Fig. 12 .
2. Use guide pins in main valve body when installing transfer plate gaskets and transfer plate on main valve
body. Install and tighten transfer plate-to-main valve body bolts to specification. See TORQUE
SPECIFICATIONS .
Fig. 12: Exploded View Of Main Valve Body

ADAPTER CASE VALVE BODY
CAUTION: When disassembling adapter case valve body, place components in order,
and mark spring locations for reassembly reference. DO NOT use force to
remove components from adapter case valve body.
Disassembly
1. Remove components from adapter case valve body. See Fig. 13 .
2. Use care when removing spring pins and plugs, as components are under spring tension. When removing
plug for screen assembly, screw a 5-mm bolt in center of plug to aid in plug removal.
Replace components as required. Ensure valves slide freely in bores on adapter case valve body.
Reassembly
1. Lubricate all components with Dexron-III ATF. To reassemble, reverse disassembly procedure using
NEW "O" rings.
2. Ensure force motor solenoid is positioned with electrical connections on solenoid facing toward mounting
surface on adapter case valve body. Tighten force motor solenoid and torque converter clutch solenoid
retaining bolts to specification. See TORQUE SPECIFICATIONS .
Fig. 13: Exploded View Of Adapter Case Valve Body
3RD CLUTCH & SPRAG ASSEMBLY
Disassembly
1. Place 3rd clutch drum and intermediate shaft upright, using overdrive internal gear as a support. See Fig.
14 .
2. Locate end of retaining ring at opening on side of 3rd clutch drum. Using screwdriver, compress one end
of retaining ring and install one Retaining Ring Compressor (J-38450) near end of retaining ring to hold
retaining ring clear of groove in 3rd clutch drum. See Fig. 14 .
3. Compress other end of retaining ring and install retaining ring compressor near end of retaining ring.
Repeat procedure by installing 3 remaining retaining ring compressors at equal intervals between
retaining ring and 3rd clutch drum. Ensure retaining ring is fully disengaged from 3rd clutch drum.
4. Pull upward on input sun gear assembly until retaining ring clears groove in 3rd clutch drum. Remove
retaining ring compressors. Remove input sun gear assembly from 3rd clutch drum.
5. Remove retaining washer, thrust bearing and thrust washer from 3rd clutch drum. Remove clutch plates,
clutch discs and spring cushion plate from 3rd clutch drum. Note direction of clutch plates, clutch discs
and spring cushion plate installation for reassembly reference.
6. To remove clutch piston from 3rd clutch drum, using spring compressor, compress return springs and
return spring seat. DO NOT over compress return springs and return spring seat.
7. Remove retaining ring from center of 3rd clutch drum. Release spring compressor. DO NOT allow return
spring seat to bind in groove for retaining ring.
8. Remove spring compressor, return spring seat and return springs. Remove clutch piston from 3rd clutch
drum. Remove seal rings from clutch piston.
9. To remove sprag assembly from input sun gear, remove sprag assembly outer race. See Fig. 15 . Note
direction of sprag assembly installation on input sun gear for reassembly reference. Remove sprag
assembly from input sun gear.
Fig. 14: Removing & Installing Input Sun Gear Assembly
Fig. 15: Exploded View Of 3rd Clutch & Sprag Assembly
1. Clean metal components with solvent and dry with compressed air. Inspect components for damage or
signs of wear. Replace components as required.
2. Ensure check ball is located in clutch piston. Shake clutch piston to ensure check ball moves freely in
clutch piston.
Reassembly
CAUTION: Sprag assembly must be installed on input sun gear so flared shoulder on
sprag assembly is toward input sun gear.
1. Lubricate all components with Dexron-III ATF. Place input sun gear on flat surface with sun gear facing
upward.
2. Install sprag assembly outer race on sprag assembly. Install sprag assembly with sprag assembly outer
race on input sun gear with flared shoulder on sprag assembly toward input sun gear. Push downward on
sprag assembly while rotating input sun gear counterclockwise until sprag assembly seats on input sun
gear.
3. To check sprag assembly operation, hold input sun gear. Rotate sprag assembly outer race. Sprag
assembly outer race should rotate freely counterclockwise and lock when rotated clockwise. See Fig. 16 .
If sprag assembly operation is not as specified, sprag assembly is incorrectly installed on input sun gear.
CAUTION: Ensure sprag assembly outer race rotates freely counterclockwise

and locks when rotated clockwise. See Fig. 16 .
Fig. 16: Checking Sprag Assembly Operation
4. Install NEW seal rings on clutch piston so lip on seal ring faces toward shaft end of 3rd clutch drum
(toward front of transmission). Lubricate seal rings with Dexron-III ATF.
5. Install clutch piston in 3rd clutch drum. Use care not to damage seal rings. Install return springs and
return spring seat.
6. Using spring compressor, compress return springs and return spring seat. Use care to not allow return
spring seat to bind in groove for retaining ring or over compress return springs and return spring seat.
7. Install retaining ring at center of 3rd clutch drum. Remove spring compressor. Place 3rd clutch drum and
intermediate shaft upright, using overdrive internal gear as a support.
CAUTION: Spring cushion plate must be installed in 3rd clutch drum so beveled
side of spring cushion plate is toward 3rd clutch drum. See Fig. 15 .
8. Install spring cushion plate in 3rd clutch drum with beveled side of spring cushion plate toward 3rd clutch
drum. See Fig. 15 .
9. Install clutch plates and clutch discs in 3rd clutch drum, starting with clutch plate and alternating with
clutch disc.
10. Install thrust washer, thrust bearing and retaining washer on 3rd clutch drum. Install input sun gear
assembly on 3rd clutch assembly.
11. Ensure splines on sprag assembly fully engages with tangs on clutch discs. Rotate input sun gear
assembly back and forth to ensure sprag assembly outer race engages with 3rd clutch drum.
12. Install retaining ring compressors at each side of retaining ring. Using screwdriver, compress retaining
ring while pushing downward on sprag assembly outer race until retaining ring aligns with groove on 3rd
clutch drum.
13. Remove retaining ring compressors. Ensure retaining ring fully engages in groove in 3rd clutch drum.
2ND CLUTCH
Disassembly
1. Remove retaining ring, ring gear, retaining ring and spacer from 2nd clutch drum. See Fig. 17 .
2. Remove clutch plates, clutch discs and waved plate from 2nd clutch drum. Note direction of clutch plates,
clutch discs and waved plate installation for reassembly reference.
3. To remove clutch piston from 2nd clutch drum, using spring compressor, compress return springs and
return spring seat. Remove retaining ring from center of 2nd clutch drum.
4. Release spring compressor. DO NOT allow return spring seat to bind in groove for retaining ring.
Remove spring compressor, return spring seat and return springs.
5. Remove clutch piston from 2nd clutch drum. Remove seal rings from clutch piston.
2. Ensure check ball is located in clutch piston. Shake clutch piston to ensure check ball moves freely in
clutch piston.
Reassembly
1. Lubricate all components with Dexron-III ATF. Install NEW seal rings on clutch piston so lip on seal ring
faces toward inside of 2nd clutch drum (toward front of transmission).
2. Install clutch piston in 2nd clutch drum. Use care not to damage seal rings. Install return springs and
return spring seat.
3. Using spring compressor, compress return springs and return spring seat. Ensure return spring seat does
not bind in retaining ring groove.
4. Install retaining ring at center of 2nd clutch drum. Remove spring compressor. Install waved plate in 2nd
clutch drum. Ensure waved plate is installed in original direction.
5. Install clutch plates and clutch discs in 2nd clutch drum, starting with clutch plate and alternating with
clutch disc. See Fig. 17 .
6. Install spacer with proper end of spacer facing clutch plate. See Fig. 17 . Install retaining ring, ring gear
and remaining retaining ring.
Fig. 17: Exploded View Of 2nd Clutch
3-4 ACCUMULATOR
Disassembly
1. The 3-4 accumulator is located in adapter case. See Fig. 18 . Using spring compressor, depress cover.
Remove snap ring from adapter case. Remove spring compressor.
2. Using slide hammer screwed into the center of cover, pull cover from adapter case. Remove spring and 3-
4 accumulator piston. Remove all seal rings.
Clean metal components with solvent and dry with compressed air. Inspect components for damage or signs of
wear. Replace components as required.
Reassembly
To reassemble, reverse disassembly procedure using NEW seal rings. Lubricate seal rings with Dexron-III ATF.
Fig. 18: Exploded View Of 3-4 Accumulator Piston

REVERSE CLUTCH PISTON & CENTER SUPPORT

Disassembly
1. Using Spring Compressor (J-23327), compress return springs and return spring seat on center support.
See Fig. 19 . DO NOT over compress return springs and return spring seat or damage to return spring seat
may result.
2. Remove retaining ring. Remove spring compressor, return spring seat and return springs. Remove rear
clutch piston. See Fig. 20 .
3. Remove bolts, center support, gasket, transfer plate and gasket from adapter case. See Fig. 20 . Remove
restrictor from adapter case. See Fig. 21 .
4. Remove retainer plate from side of center support. See Fig. 20 . Remove plug, overrun lock-out valve
spring and overrun lock-out valve from center support.
Replace components as required.
Reassembly
1. Lubricate all metal components with Dexron-III ATF. Install overrun lock-out valve in center support so
small long diameter is toward the overrun lock-out valve spring area in center support. See Fig. 20 .
Install overrun lock-out valve spring.
CAUTION: Ensure overrun lock-out valve is installed in center support with

small long diameter toward overrun lock-out valve spring area in
center support. See Fig. 20 .
2. Install plug and retainer plate on center support. Install restrictor in rear of adapter case. See Fig. 21 .
3. Using NEW gaskets, install transfer plate and center support on adapter case. Install and tighten center
support bolts to specification. See TORQUE SPECIFICATIONS .
4. Install reverse clutch piston on center support. Install return springs and return spring seat. Using spring
compressor, compress return springs and return spring seat. Install retaining ring. Remove spring
compressor.
Fig. 19: Compressing Return Springs On Rear Clutch
Fig. 20: Exploded View Of Reverse Clutch Piston & Center Support
Fig. 21: Removing & Installing Restrictor In Adapter Case
TURBINE SHAFT & OVERRUN CLUTCH ASSEMBLY
Disassembly
1. Position overrun clutch assembly upright, using overdrive internal gear as a support. Remove snap ring
and overdrive carrier assembly. See Fig. 22 .
2. Remove sun gear and turbine shaft. Remove snap ring, backing plate, clutch discs and clutch plates. Note
direction of clutch discs and clutch plate installation for reassembly reference.
3. Using spring compressor, compress release spring retainer and diaphragm spring. Remove snap ring from
center of overrun clutch drum. Remove spring compressor.
4. Remove roller clutch cam, roller clutch, release spring retainer and diaphragm spring. Remove clutch
piston from overrun clutch drum. Remove seal rings from clutch piston if seal rings are not molded onto
clutch piston. Remove turbine shaft seal rings from turbine shaft.
Fig. 22: Exploded View Of Turbine Shaft & Overrun Clutch Assembly
2. Using feeler gauge, measure overdrive carrier assembly pinion end clearance. See Fig. 23 . Overdrive
carrier assembly pinion end clearance should be .009-.025" (.25-.64 mm). Replace overdrive carrier
assembly if pinion end clearance is not within specification.
Reassembly
1. Lubricate all metal components with Dexron-III ATF. Apply petroleum jelly on turbine shaft seal rings.
Install turbine shaft seal rings on turbine shaft.
2. Install NEW seal rings on clutch piston if seal rings are not molded onto clutch piston. Install clutch
piston in overrun clutch drum. Use care not to damage seal rings.
CAUTION: Diaphragm spring must be installed in proper direction in overrun

clutch drum. See Fig. 20 .
3. Install diaphragm spring in overrun clutch drum. Ensure diaphragm spring is installed in proper direction
on overrun clutch drum. See Fig. 22 .
4. Install release spring retainer, roller clutch and roller clutch cam in overrun clutch drum. Using spring
compressor, compress release spring retainer and diaphragm spring. Install snap ring at center of overrun
clutch drum. Remove spring compressor.
5. Install clutch plates and clutch discs in overrun clutch drum, starting with clutch plate and alternating
with clutch disc. See Fig. 22 .
CAUTION: Sun gear must be installed with countersunk area on sun gear facing
toward overrun clutch drum.
6. Install backing plate and snap ring. Install turbine shaft on overrun clutch drum. Install sun gear with
countersunk area on sun gear facing toward overrun clutch drum.
7. Install overdrive carrier assembly. Rotate overdrive carrier assembly counterclockwise during installation
until roller clutch fully engages overdrive carrier assembly. Rotate overdrive carrier assembly and listen
for looseness in the rollers on roller clutch. Install snap ring on end of turbine shaft.
Fig. 23: Measuring Overdrive Carrier Assembly Pinion End Clearance
TRANSMISSION REASSEMBLY
VALVE BODIES & INTERNAL COMPONENTS
NOTE: Lubricate all components with Dexron-III ATF before reassembly. Coat all thrust
bearings assemblies with petroleum jelly before installing.
1. Install NEW shaft seal for selector shaft in transmission case. Install selector shaft. Install spring pin in
transmission case. See Fig. 8 . DO NOT install spring flush with surface on transmission case.
2. Install parking lock and range selector lever with actuator rod on selector shaft. Install and tighten selector
shaft nut to specification. See TORQUE SPECIFICATIONS .
3. Install brake band in transmission case. Ensure servo pin area aligns with servo hole. Install thrust bearing
assembly in rear of transmission case.
4. Install brake drum, reaction sun gear and needle bearing. See Fig. 7 . Install thrust bearing assembly on
output shaft on planetary carrier.
5. Pinions on planetary carrier must be properly aligned. Each pinion is marked with 2 dots to indicate
master tooth space and a single dot to indicate the master tooth. Planetary carrier is marked with double
lines which should align with the 2 dots on 2 opposite pinions. Single lines on planetary carrier should
align with single dot on the other 2 pinions. See Fig. 24 .
6. Properly align all pinion on planetary carrier. Install 2nd and 3rd clutch assemblies on planetary carrier. If
pinions are properly aligned, 2nd and 3rd clutch assembly should fit easily on planetary carrier.
7. Rotate 3rd clutch and ensure pinions with 2 dots are at tooth No. 1 and 46 on ring gear in 2nd clutch
assembly. See Fig. 24 . Pinions with one dot should be between tooth No. 23 and 24 on ring gear in 2nd
clutch assembly. If not as specified, realign as necessary.
Fig. 24: Aligning Pinions On Planetary Carrier

8. Once correct pinion alignment is obtained, install planetary carrier in transmission case. Install washer
and bearing on planetary carrier. See Fig. 7 .
9. Install thrust washer on 2nd clutch. Ensure tangs on thrust washer engage with slots on second clutch.
Align tangs on clutch plates in 2nd clutch. Install 3rd clutch assembly in 2nd clutch drum.
10. Install assembled 2nd and 3rd clutch assemblies in transmission case. Ensure planetary carrier is properly
aligned. Rotate output shaft and clutch assemblies to ensure proper engagement.
11. Install pressure plate in transmission case. Ensure pressure plate is installed in proper direction with lip
side facing upward. See Fig. 7 . Tang side on pressure plate must be toward main valve body surface on
transmission case.
12. Install reverse clutch plates and clutch discs, starting with clutch plate and alternating with clutch disc.
Install waved plate with center tang facing valve body surface on transmission case.
13. The 2nd clutch end play must now be checked. Install Selective Thrust Washer Gauge (J-23085-A) on
transmission case, against intermediate shaft. Move inner shaft on selective thrust washer gauge
downward against thrust surface on 2nd clutch hub. Perform STEP 1. See Fig. 25 . Tighten thumb screw
on selective thrust washer gauge.
14. Remove selective thrust washer gauge from transmission case. Install spacer ring on inner shaft of
selective thrust washer gauge. Measure distance "G" from end of inner shaft to surface on spacer ring.
Perform STEP 2. See Fig. 25 .
15. Using dimension "G", determine color code of selective thrust washer that fits on the center support. See
SELECTIVE THRUST WASHER SPECIFICATIONS . This should provide a final 2nd clutch end
play of .014-.031" (.36-.79 mm).
SELECTIVE THRUST WASHER SPECIFICATIONS

Dimension "G" In. (mm) Washer Color
.060-.064 (1.53-1.63) Yellow
.068-.072 (1.72-1.82) Red
.075-.079 (1.91-2.01) Black
.083-.087 (2.10-2.20) Natural
.090-.094 (2.29-2.39) Green
.098-.102 (2.48-2.58) Blue
Fig. 25: Measuring 2nd Clutch End Play
16. Install NEW seal rings on 4th clutch piston. Lubricate seal rings with Dexron-III ATF. Install 4th clutch
piston in adapter case. Use care not to damage seal rings.
17. Install 4th clutch retainer and spring assembly on 4th clutch piston. See Fig. 7 . Using spring compressor,
compress 4th clutch spring retainer and spring assembly. Install snap ring in adapter case. Remove spring
compressor.
18. Apply petroleum jelly on selective thrust washer. Install selective thrust washer on center support. Install
NEW "O" rings on front of transmission case and NEW seal ring on adapter case. See Fig. 7 .
19. Install guide pins in front of transmission case for aligning adapter case. Install adapter case and center
support assembly on transmission case.
20. Install thrust washer on adapter case. Ensure tangs on thrust washer engage with slots in adapter case.
Apply petroleum jelly on thrust bearing and install at center of overdrive internal gear with Black side of
thrust bearing facing upward. See Fig. 6 .
21. Install overdrive internal gear with thrust bearing on turbine shaft and overrun clutch assembly. Install
turbine shaft and overrun clutch assembly with overdrive internal gear in adapter case.
22. Install 4th clutch plates and clutch discs in following order: clutch plate, clutch disc, clutch plate, clutch
plate, clutch disc and clutch plate. Clutch plates must be installed with short tang facing toward adapter
case valve body surface.
23. Install 4th clutch retainer with notch area toward adapter case valve body surface. Overdrive clutch end
play must now be checked.
24. Install Selective Thrust Washer Gauge (J-23085-A) on adapter case, against turbine shaft. Move inner
shaft on selective thrust washer gauge downward against thrust surface on overrun clutch housing.
Perform STEP 1. See Fig. 26 . Tighten thumb screw on selective thrust washer gauge.
25. Remove selective thrust washer gauge from adapter case. Measure distance "G" from end of inner shaft to
surface on selective thrust washer gauge. Perform STEP 2. See Fig. 26 .
26. Using dimension "G", determine color code of selective thrust washer that fits on rear of oil pump
assembly. See SELECTIVE THRUST WASHER SPECIFICATIONS . This should provide a final
overdrive clutch end play of .004-.031" (.10-.80 mm).
SELECTIVE THRUST WASHER SPECIFICATIONS

Dimension "G" In. (mm) Washer Code
.060-.064 (1.53-1.63) Yellow
.068-.072 (1.72-1.82) Red
.075-.079 (1.91-2.01) Black
.083-.087 (2.10-2.20) Natural
.090-.094 (2.29-2.39) Green
.098-.102 (2.48-2.58) Blue
Fig. 26: Measuring Overdrive Clutch End Play
27. Install NEW outer seal ring on torque converter housing and NEW gasket on oil pump assembly. See Fig.
10 . Apply petroleum jelly to selective thrust and install on rear of oil pump assembly. Ensure selective
thrust washer is fully seated on oil pump assembly.
28. Install torque converter housing with oil pump assembly on adapter case. Install and tighten torque
converter housing-to-adapter case bolts to specification. Ensure oil pump gears rotate freely.
29. Install dial indicator, Turbine Shaft Puller (J-25022) and End Play Fixture (J-24773-1) onto turbine shaft.
See Fig. 27 . Pull turbine shaft upward until slight resistance is felt. Zero dial indicator.
30. Continue to pull turbine shaft upward and note turbine shaft end play. Turbine shaft end play should
be .004-.031" (.10-.80 mm). Remove dial indicator, turbine shaft puller and end play fixture.
31. If turbine shaft end play is not within specification, different thickness selective thrust washer must be
installed on rear of oil pump assembly. Repeat steps 24 -26 for selective thrust washer selection
procedure.
Fig. 27: Measuring Turbine Shaft End Play

32. Install NEW bearing in extension housing if replacement is required. Install NEW oil seal in extension
housing. Install NEW seal ring on parking lock gear if seal ring is damaged. See Fig. 4 .
33. Install parking lock gear, speed sensor drive gear and retaining ring on output shaft. See Fig. 4 . Using
NEW gasket, install extension housing. Ensure parking pawl shaft and actuator rod are aligned with
extension housing. Install and tighten extension housing bolts to specification.
34. Install drive shaft companion flange and NEW "O" ring on output shaft. Install and tighten drive shaft
companion flange nut to specification.
35. Using a NEW "O" ring, install speed sensor. Install and tighten bolt to specification. Position
transmission with output shaft facing upward. Install dial indicator on extension housing with stem of dial
indicator against output shaft. Zero dial indicator.
36. Manually push output shaft upward and note output shaft end play. Output shaft end play should be .014-
.031" (.36-.80 mm). If output shaft end play is not within specification, different thickness selective thrust
washer must be installed on center support. Repeat steps 13 -15 for selective thrust washer selection
procedure.
37. Ensure brake band is correctly positioned, rotate output shaft if necessary. Install NEW seal ring on servo
piston if necessary. Install apply rod in transmission case with rounded end of rod toward the brake band.
38. Install return spring and servo piston. Use care not to damage seal ring on servo piston. Using spring
compressor, compress servo piston and return spring. Install servo piston retaining snap ring. Remove
spring compressor.
39. To adjust brake band, loosen lock nut on servo adjusting screw. See Fig. 4 . Using an INCH-lb. torque
wrench, tighten servo adjusting screw to 40 INCH lbs. (4.5 N.m).
40. Back off servo adjusting screw 5 revolutions. Hold sleeve on servo piston. Tighten lock nut to 14 ft. lbs.
(19 N.m). Ensure servo adjusting screw does not rotate while tightening lock nut.
41. Install 2 check balls in transmission case. See Fig. 5 . Install case 4-pin connector and wiring harness.
Install guide pins for main valve body in transmission case.
42. Install assembled main valve body and manual valve link assembly. Manual valve link must be extended,
as long end fits into manual valve and short end fits into range selector. Remove guide pins. Install and
tighten main valve body bolts to specification. Install electrical connectors at solenoids on main valve
body.
43. Using a NEW gasket, install servo cover. Install and tighten bolts to specification. Install manual detent
on main valve body. See Fig. 4 . Install and tighten bolts to specification.
44. Install a NEW oil filter. Install and tighten bolts to specification. Using NEW gasket, install main case oil
pan. Install and tighten bolts to specification.
45. Install 5-pin electrical connector in adapter case. Using NEW transfer plate gaskets, install adapter case
valve body and transfer plate. Install and tighten bolts to specification. Install electrical connectors at
solenoids on adapter case valve body.
46. Using a NEW gasket, install adapter case oil pan. Install and tighten bolts to specification. Using a NEW
seal ring, install oil filler tube. Install and tighten bolt to specification.
47. Install and adjust mode switch. Install NEW "O" ring on end of turbine shaft. Install torque converter.
TRANSMISSION SPECIFICATIONS
TRANSMISSION SPECIFICATIONS
Output Shaft End Play .014-.031 (.36-.80)
Overdrive Carrier Assembly Pinion End Clearance .009-.025 (.25-.64)
Overdrive Clutch End Play (1) .004-.031 (.10-.80)
Planetary Carrier Pinion End Clearance .005-.035 (.13-.89)
Turbine Shaft End Play .004-.031 (.10-.80)
2nd Clutch End Play (1) .014-.031 (.36-.79)
(1) For measuring procedure, see TRANSMISSION REASSEMBLY .
Application Ft. Lbs (N.m)
Adapter Case Valve Body Bolt
8mm Bolt 18 (25)
5/16" Bolt 24 (32)
Adapter Case Intermediate Plate Bolt 18 (25)
Brake Band Adjustment Lock Nut 15 (21)
Center Support Bolt 18 (24)
Drive Shaft Companion Flange Nut 76 (103)
Electrical Socket-To-Transmission Case 10 (14)
Extension Housing Bolt 24 (32)
Main Valve Body Bolt 15 (20)
Manual Detent Bolt 15 (20)
Oil Fill Pipe 72 (98)
Oil Filter Bolt 15 (20)
Oil Pan Drain Plug 18 (25)
Oil Pan Overfill Plug 24 (33)
Oil Pump Assembly-To-Torque Converter Housing Bolt
1st Pass 7 (10)
2nd Pass 15 (20)
Oil Strainer Bolts 15 (20)
Output Flange Collar Nut 74 (100)
Reinforcement Plate-To-Transmission 17 (23)
Selector Shaft Nut 16 (22)
Servo Cover Bolt 18 (24)
Solenoid Valve-To-Valve Body Bolt 7 (10)
Torque Converter-To-Flywheel Bolt 33 (45)
Torque Converter Housing-To-Adapter Case Bolt 31 (42)
INCH Lbs. (N.m)
Adapter Case Oil Pan Bolt 106 (12)
Brake Band Adjustment Screw 44 (5)
Force Motor Solenoid Bolt 89 (10)
Main Case Oil Pan Bolt 106 (12)
Mode Switch Bolt 115 (13)
Oil Seal Ring Bolt 27 (3)
Pressure Tap Plug 106 (12)
Speed Sensor Bolt 80 (9)
Torque Converter Clutch Solenoid Bolt 89 (10)
Torque Converter Housing Radial Shaft Seal 27 (3)
Transfer Plate-To-Main Valve Body Bolt 115 (13)
WIRING DIAGRAMS
Fig. 28: 4L30-E Transmission Wiring Diagram - 1997 BMW 3-Series (1 Of 2)
Fig. 32: 4L30-E Transmission Wiring Diagram - 1997-98 BMW Z3 1.9L (1 Of 2)
1997-98 APPLICATIONS & IDENTIFICATION
Oil Pan Gasket Identification
AUTOMATIC TRANSMISSIONS
Fig. 1: Aisin-Warner 03-72LE Pan Gasket

Fig. 2: Aisin-Warner 50-42LE Pan Gasket
Fig. 3: Audi 01V Pan Gasket
Fig. 4: Ford 4R44E & 5R55E Pan Gasket (Mazda)
Fig. 5: Honda M4VA Pan Gasket
Fig. 6: Hydra-Matic 4L30-E Pan Gasket
Fig. 7: Hydra-Matic 4L60-E Pan Gasket
Fig. 8: Hyundai A4AF2 & A4BF1 Pan Gasket
Fig. 9: Hyundai KM175 Pan Gasket
Fig. 10: Mazda FB4A-EL Pan Gasket
Fig. 11: Mazda GF4A-EL Pan Gasket
Fig. 12: Mazda LA4A-EL Pan Gasket
Fig. 13: Mazda LJ4A-EL Pan Gasket
Fig. 14: Mazda NC4A-EL Pan Gasket
Fig. 15: Mazda RA4A-EL/RA4AX-EL Pan Gasket
Fig. 16: Mitsubishi F4AC1 Pan Gasket
Fig. 17: Mitsubishi F4A23 Pan Gasket
Fig. 18: Mitsubishi F4A33 & W4A33 Pan Gasket
Fig. 19: Mitsubishi F4A41, F4A42 & F4A51 Pan Gasket
Fig. 20: Mitsubishi R4AW3 & V4AW3 Pan Gasket
Fig. 21: Nissan RE4F04A/V Pan Gasket
Fig. 22: Nissan RE4R01A, RE4R03A & RL4R01A Pan Gasket
Fig. 23: Nissan RL4F03A & RE4F03A/V Pan Gasket
Fig. 24: Suzuki ECC 3-Speed Pan Gasket
Fig. 25: Toyota A-43D Pan Gasket
Fig. 26: Toyota A-131L, A-132L & A-140E Pan Gasket
Fig. 27: Toyota A-241E, A-242L & A-244E Pan Gasket
Fig. 28: Toyota A-245E, A-246E & A-247E Pan Gasket
Fig. 29: Toyota A-340E, A-340F, A-343F, A-350E & A-650E Pan Gasket
Fig. 30: Toyota A-540E, A-540H & A-541E Pan Gasket
OPERATING FLUIDS
Operating Fluids - Automatic Transmission - All Models
1.0 GENERAL INFORMATION ON AUTOMATIC TRANSMISSION FLUIDS

Automatic Transmission Fluid was developed especially for automatic transmissions. It requires additives
which are carefully matched with each other, a high viscosity index and a solidification point below -40°F/-40°
C.
Friction behavior of Automatic Transmission Fluid in plate-type clutches under very different operating
conditions is extremely important. Other important factors are:
 Wear Protection
 Oil Film Shear Resistance
 Adhesive Property
 Oxidation Resistance
 Corrosion Inhibition
 Sludge Prevention
 Temperature-Dependent Viscosity Changes
 Compatibility With Sealing Materials
2.0 OIL ADDITIVES

Automatic transmissions are designed so that oil additives are not necessary. BMW disapproves the use of any
oil additives and cannot accept the liability for any consequential damage which results from using oil additives.
3.0 APPROVED AUTOMATIC TRANSMISSION FLUIDS FOR INITIAL

FILLINGS AND CORRECTING FLUID LEVELS
3.1 GM TRANSMISSIONS
USE OF ANY OTHER OIL WILL CAUSE A NON WARRANTABLE TRANSMISSION FAILURE
*Transmission identification plate can be utilized to determine proper transmission fitted in vehicle
A4S 270R (THM-R1W)
E36
318i/is/iC/ti from 1996 to 1999 production
323i/is/iC from 1998 to 1999 production

Z3 1.9 from 1996 to 1999 production
Z3 2.3/2.8 from 1997 to 2000 production
All reputable brand name Automatic Transmission Fluids of the Dexron(R) III formulation.
E39
528i/iT from1997-1999 production
A4S 310R (THM-R1)
E34
525i from 1990 to 1995 production
E36
318i/is/iC/ti from 1992 to 1995 production
A5S 360R (GM5)
E46
323i/Ci/Cic from 6/98 to 3/00 production
323iT from 1//00 to 3/01 to production
The transmission oil pan will be labeled with either Texaco ETL - 7045 or Dexron(R) III, please fill or top off
with the proper fluid only. Do not mix Texaco ETL - 7045 and Dexron(R) III fluids.
A5S 390R (GM 5)
E46
330xi from 6/00 production to present

325xiT from 9/00 production to present
E53
X5 3.0 from 8/03 production to present
E83
X3 2.5, 3.0 from 8/03 production to present
The transmission oil pan will be labeled with either Texaco ETL - 7045 or Dexron(R) III, please fill or top off
with the proper fluid only. Do not mix Texaco ETL - 7045 and Dexron(R) III fluids.
3.2 ZF TRANSMISSIONS
USE OF ANY OTHER OIL WILL CAUSE A NON WARRANTABLE TRANSMISSION FAILURE
*Transmission identification plate can be utilized to determine proper transmission fitted in vehicle
ZF 3HP22, 4HP22, 4HP24
Utilizes Castrol TQ or Texaco Havoline Automatic Transmission Fluids of the Dexron(R) III formulation.
Never mix any other oil with this transmission fluid when doing repairs or topping up.
A5S 310Z (5HP18)
E36
M3 from 1995 to 1999 production
Utilizes a lifetime filling of synthetic transmission fluid, ESSO LT 71141, no subsequent transmission fluid
changes are necessary. Never mix any other oil with this transmission fluid when doing repairs or topping up.
ESSO LT 71141, BMW Part No. 83 22 9 407 807.
E34
530i/iT from 1993 through 1995 production
Utilizes Castrol TQ or Texaco Havoline Automatic Transmission Fluids of the Dexron(R) III formulation.
A5S325Z (5HP19)
E46
325iT from 4/01production to present
330i/Ci/Cic from 6/00 production to present
325i/Ci/Cic from 9/00 production to present
No subsequent transmission fluid changes are necessary. Never mix any other oil with this transmission fluid
when doing repairs or topping up.
E39
525i/iT from 3/01 production to present
530i from 3/01 production to present
E83
X3 All Models
E85
Z4 3.0 from 9/02 production to present
Z4 2.5 from 9/02 production to present
A5S 440Z (5HP24)
E31
840Ci from 9/96 to the present
E38
740i/iL from 1/97 production to present
E39
540i/iT from 1/97 production to present
ESSO LT 711 41, BMW Part No. 83 22 9 407 807.
E53
X5 4.4i from 9/99 production to present
X5 4.6i from 9/01 production to present
A5S 560Z (5HP30)
E31
840Ci equipped with M60 engine
Utilizes a lifetime fill of transmission fluid, no subsequent oil changes are necessary on this transmission. If
transmission fluid is required for repair purposes, use only the oil approved for this transmission. It is not
permitted to mix this oil with other grades of transmission fluid.
Shell LA 2634, BMW Part No. 83 22 9 407 765.
E31
840Ci equipped with M62 engine
850Ci equipped with M73 Engine
Utilizes lifetime fill of transmission fluid, no subsequent transmission fluid changes are necessary.
E32
740i/iL from 1993 through 1994 production
E34
540i/iT from 1993 through 1995 production
Effective with model year 1995 and later:
E31
850Ci from 10/94 to 6/97 production
840Ci from 12/95 to 8/96 production
E38
750iL from 1/95 production to present
740i/iL from 7/94 to 12/96 production
E39
540i/iT from 3/96 to 12/96 production
GA6HP19Z
E90
325i, 330i All
The transmission fluid has a Condition Based Service interval of approximately 100,000 miles; please refer to
S.I. B00 07 02 for further information. Never mix any other oil with this transmission fluid when doing repairs
or topping up.
Shell M-1375.4, BMW Part No. 83 22 0 142 516.
GA6HP26Z
E60/61
525i, 530i from 8/03 production to present
or topping up.
GA6HP26Z
E60
550i All
or topping up.
E63, E64
645Ci, 645CiC from start of production to present
650Ci, 650CiC All

or topping up.
E65
750i All
or topping up.
E66
745Li from 3/2002 production to present
750Li All
760Li from 9/2002 production to present
S.I. Bulletin B 00 07 02 for further information. Never mix any other oil with this transmission fluid when
doing repairs or topping up.
4.0 CHECKING TRANSMISSION FLUID LEVEL

Due to the substantial expansion of transmission fluid when heated it is only possible to measure the oil level
correctly at specified oil temperatures (after driving a distance of about 12 mi./20 km). All transmissions should
be checked between a
ZF 3HP AND 4HP
Due to the substantial expansion of transmission fluid when heated it is only possible to measure the oil level
correctly at specified oil temperatures (after driving a distance of about 12 mi./20 km).
See S.I. Bulletins B 24 02 85 (1027) and B 24 01 98.
A5S 560Z, A5S440Z, GA6HP19Z, GA6HP26Z, GA6HP26Z, A5S325Z, A5S 310Z

All 5 and 6 speed transmissions require the fluid to be checked when fluid temperature is between 30-50°
Celsius using DIS Plus or GT1. Do not check fluid level after temperature has exceeded 50° Celsius.
A4S 270R, A4S 310R AND A5S 360R
For vehicles with or without a dipstick See S.I. Bulletin B 24 01 98.
5.0 TRANSMISSION FLUID CHANGE INTERVALS (IF APPLICABLE)

Please refer to applicable Service and Maintenance Checklist for each vehicle.
OPERATING FLUIDS
Operating Fluids - Clutch - All Models

Brake fluid is used as an operating fluid for hydraulic clutch operation.
Refer to appropriate BRAKES article for complete details about brake fluid.
See S.I. Bulletin 21 01 93 (3789) of 5/93.
2.0 SMG: SEQUENTIAL MANUAL GEAR BOX

All models SMG Hydraulic Unit require the use of Pentosin CHF 11S fluid.
3.0 OTHER OPERATING FLUIDS

CLUTCH COMPONENT GREASE
Use UNIREX S2 (replaces Klueber Microlube GL 261) for the lubrication of splines on the transmission input
shaft, lubricating groove of the clutch release bearing, piston rod sleeve, clutch master cylinder and front push
rod of the clutch slave cylinder.
UNIREX S2 Grease BMW Part No. 83 23 9 416 138
See S.I. Bulletin 23 01 99 of 2/99.
As of 11/93 the clutch release bearings are available as a replacement part which have plastic sliding sleeves
instead of aluminum. Such updated bearings should not be lubricated at all. This applies to all models with
manual transmission except for 8 Series models.
See S.I. Bulletin 21 01 94 (3953) of 1/94.

OPERATING FLUIDS
Operating Fluids - Gear Shift Mechanism - All Models

Components of the gear shift mechanism located outside of the transmission housings, such as ball cups,
bearing bushings, gearshift joints, etc. may be lubricated with Polylub GLY 801 (BMW Part No. 81 22 9 407
647).
OPERATING FLUIDS
Operating Fluids - Manual Transmission - All Models
1.0 GENERAL INFORMATION ON GEAR LUBRICANTS

Gear lubricants for manual transmissions must conform to the following requirements due to the different
transmission designs with considerable variation in loads, temperature and speeds.
The qualities of a recommended gear lubricant are:
A. Load carrying capacity, i.e. high-pressure resistance.

B. Noise reduction.
C. Non-corrosive to various metals.
D. Non-foaming.
E. Non-separation of additives at operating temperatures.
F. Non-sludge forming.
G. Prevention of swelling, hardening and shrinking of seals.
These properties are already provided in manual transmission oil by:
 High-pressure additives.
 Corrosion inhibitors.
 Oxidation inhibitors (inhibitors which limit or prevent chemical reactions).
 Anti-foaming agents.
2.0 OIL ADDITIVES

BMW manual transmissions are designed so that they do not require aftermarket oil additives.
BMW disapproves the use of any oil additives and cannot accept the liability for any consequential damage that
results from using oil additives.
3.0 MANUAL TRANSMISSION OIL REQUIREMENTS AND SPECIFICATIONS

A. All reputable brand mineral-based transmission oils of viscosity class SAE 80 according to specifications
MIL-L-2105 or API GL-4 (no label on transmission bell housing).
B. Synthetic transmission fluid, Mobil SHC 630 (325e/528e without dual mass flywheel, produced before
mid-1986). Manual transmissions which are filled with Mobil SHC 630 synthetic gear lube have a green
label with the words "Special Oil" located next to the oil filter plug.
Fig. 1: Identifying Label For Oil Specification (Special Oil)
NOTE: Mobil SHC 630 is available in 5-gallon pails or 55-gallon drums from:
Mobil Oil Corporation - Contact your local Mobil oil distributor.
Filling BMW transmissions with unapproved synthetic gear lubes could cause the following damage:
 Premature synchromesh ring wear

 Reduced service life of bearings
 Tooth profile damage
 Faster wear of selector forks
 Damage to radial shaft oil seals
Transmission gear clashing will eventually result.
NOTE: Do not use synthetic fluid Mobil SHC 630 in other vehicles. The
transmission synchronizers of cars other than listed above are not
compatible with synthetic fluid and premature wear will result.
NOTE: To reduce the physical effort required to change gear at low ambient
temperatures, the following oils can be used in the transmission during
the winter:
 Single-grade HD mineral engine oils SAE40, SAE30, SAE20
 In countries where the ambient temperatures are particularly low, ATF oils can also be used.
This has the disadvantage that the transmission tends to rattle or knock while in neutral at higher
temperatures.
CAUTION: These transmissions must never be filled with synthetic engine oils
or multigrade engine oils, since these oils contain coefficient of
friction-reducing agents that can adversely affect operation of the
synchromesh mechanism.
C. Automatic Transmission Fluid (ATF) of Dexron(R) II or Dexron(R) III formulation on any of the
following:
 Dual mass flywheel
 Direct drive fifth gear as of 9/90
 Six-speeds
Manual transmissions which are filled with ATF have 17mm external hex plugs in the filler and drain
openings as well as an orange label on the transmission bell housing next to the filler plug.
Fig. 2: Identifying Orange Label For Oil Specification (Automatic Transmissions Fluid)
D. From model year 1998 (9/97 production) all manual transmissions are filled with Esso/Exxon "MTF-LT-
1" lifetime fluid. A yellow label with the letters "MTF-LT-1" is located next to the oil filler plug.
No oil change is required for the entire service life of these transmissions.
In the event of a repair, the transmission must only be filled with the lifetime oil.
Esso/Exxon MTF-LT-1
BMW P/N 83 22 9 408 942.
E. From model year 2004 some manual transmissions are filled with Castrol "MTF-LT-2" lifetime fluid.
This fluid has the same properties as the "MTF-LT-1" fluid indicated above in section D. The "MTF-LT-
1" fluid may be mixed and/or substituted for the "MTF-LT-2" manual transmission fluid.
2006 MY E60 M5 equipped with SMG utilizes only MTF-LT-2 fluid.
MTF-LT-2 Fluid
BMW P/N 83 22 0 309 031
F. From Model Year 2006 all vehicles equipped with a manual transmission and the N52 engine require the
MTF-LT-3 lifetime fluid.
N52 equipped vehicles:

 E60 from 3/2005 production
MTF-LT-3
BMW P/N 83 22 0 409 878
No oil change is required for the entire service life of these transmissions.
MANUAL TRANSMISSION COLD SHIFT EFFORT
NOTE: The following information does not apply to transmissions filled with lifetime
fluid.
Transmission cold shift effort is reduced by replacing the original oil (SAE 80 or Mobil SHC 630) with a
reputable brand single-grade HD engine mineral oil of API-SE standards (SAE 20, SAE 30, or SAE 40).
Thinner oils will run the risk of increased gear noise.
A further reduction in shift effort can be obtained by using ATF, but gear noise will be more noticeable
compared to single-grade engine mineral oils.
For summer operation it is recommended that ATF or engine oil be drained and replaced by the original
lubricant, either SAE 80 or Mobil SHC 630 (as specified) transmission fluid.
CAUTION: Never fill a manual transmission with synthetic engine oils or multigrade
mineral-based engine oils, since they have friction-reducing components
that could impair the function of the synchronizers.
4.0 TRANSMISSION OIL CHANGE INTERVAL

Refer to Service Maintenance checklists for the respective model year.
Starting with 1998 models all manual transmissions are filled with lifetime fluid and require no fluid changes
for the life of the vehicle.
1992-99 MANUAL TRANSMISSIONS
BMW Getrag S5D 200-250G 5-Speed Overhaul
APPLICATION
TRANSMISSION APPLICATIONS
Vehicle Application Transmission Model
1992-94
318i S5D 250 G
318is S5D 250 G
325i S5D 250 G
325is S5D 250 G
1995
318i S5D 250 G
318is S5D 250 G
318ti S5D 250 G
325i S5D 250 G
325is S5D 250 G
1996
318i S5D 200 G/S5D 250 G
318is S5D 200 G/S5D 250 G
318ti S5D 250 G
Z3 S5D 250 G
1997
318i S5D 250 G
318is S5D 250 G
318ti S5D 250 G
Z3 S5D 250 G
1998
318i S5D 250 G
318ti S5D 250 G
323i S5D 250 G
323is S5D 250 G
Z3 S5D 250 G
1999
318ti S5D 250 G
323i S5D 250 G
323is S5D 250 G
Z3 S5D 250 G
GEAR RATIOS
GEAR RATIOS
Gear Ratio
1st 4.23:1
2nd 2.52:1
3rd 1.66:1
4th 1.22:1
5th 1.00:1
Reverse 4.04:1
DESCRIPTION
The BMW S5D 200/250 G (Getrag) 5-speed transmission is fully synchronized and uses constant mesh, helical
gears in forward and reverse gears. Shifting is accomplished through 3 shift rails and forks. Transmission case
has 2 sections, a front case which includes clutch bellhousing and a rear case which contains shift linkage and
gear sets.
LUBRICATION
Manual transmissions are filled with lifetime synthetic oil, BMW (83 22 408 942 ), and are marked with a
Yellow label located near transmission oil plug which reads "Lifetime Oil MTF-LT-1".
WARNING: DO NOT mix synthetic oil MTF-LT-1 with any other oil grades, as damage
to transmission may occur.
ON-VEHICLE SERVICE
The output shaft seal is serviceable with transmission in vehicle. See OUTPUT SHAFT SEAL under
REMOVAL & INSTALLATION.
TROUBLESHOOTING
See GENERAL TROUBLE SHOOTING article.

INPUT SHAFT SEAL
Removal
Remove transmission assembly. See appropriate MANUAL TRANSMISSION REMOVAL article in

TRANSMISSION SERVICING. Remove release bearing assembly. Remove 4 bolts retaining guide tube and
remove guide tube. See STEP 1 in Fig. 1 . Locate 2 holes in face of input shaft seal to aid seal removal. Remove
seal.
Installation
Lightly coat NEW input shaft seal with transmission fluid. Drive seal into place on front of transmission case.
Refer to STEPS 2 and 3 in illustration. See Fig. 1 . Loctite and tighten 4 guide tube bolts to specification. See
TORQUE SPECIFICATIONS . To complete installation, reverse removal procedure. Check transmission
fluid.
Fig. 1: Installing Input Shaft Seal
OUTPUT SHAFT SEAL
1. Remove 3 bolts retaining driveshaft, remove driveshaft from output shaft flange and tie to one side. If
necessary, remove retaining plate over output shaft flange to access output shaft flange collar nut.
Remove output shaft flange collar nut.
2. Remove output shaft flange. Remove output shaft seal from transmission case.
NOTE: On transmissions with build dates as of Model Year 01/99, heat output
shaft flange to about 176°F (80°C) prior to sliding output flange onto
output shaft.
3. To install, lightly coat NEW output shaft seal with transmission fluid and install output shaft seal into seal
bore. Heat output flange (if necessary) and install onto output shaft.
4. Tighten output shaft flange nut in 2 stages. Tighten to 140 ft. lbs. (190 N.m), back off nut, then tighten to
104 ft. lbs. (120 N.m). To complete installation, reverse removal procedure. Tighten Flange and
driveshaft bolts to specification. See TORQUE SPECIFICATIONS . Check transmission fluid level.
SELECTOR SHAFT SEAL
Remove 3 bolts retaining driveshaft, remove driveshaft from output shaft flange and tie up to one side. Push
locking sleeve on shift selector lever backwards and drive out locking pin. Refer to illustration for step
procedures, see STEP 1. See Fig. 2 . Remove shift selector lever from transmission and pry out selector shaft
seal; see STEP 2. Lightly coat NEW selector shaft seal with transmission fluid and drive in seal flush with case;
see STEP 3.
Fig. 2: Removal & Installation Of Selector Shaft Seal
TRANSMISSION
NOTE: For transmission removal, see appropriate MANUAL TRANSMISSION REMOVAL

article in TRANSMISSION SERVICING.
1. Remove transmission from vehicle and secure in holding device. Drain oil. Remove clutch release
mechanism and lever. Remove output shaft flange and seal, see OUTPUT SHAFT SEAL under
REMOVAL & INSTALLATION. Remove guide sleeve cap, compression springs and lock pins from
upper right front of housing. Refer to illustration for step procedures, see STEPS 1 and 2. See Fig. 3 .
2. Remove locking stops and ball stops; see STEP 3. Ensure locking pin on middle selector rod is positioned
in center of selector rod; see STEPS 4 and 5. Transmission must be shifted into 2nd gear to secure locking
pin into position in center of middle selector rod.
3. To shift transmission into 2nd gear, insert pin punch or screwdriver into bore of selector shaft. Twist
selector shaft counterclockwise to first detent and press selector rod into transmission case. Remove 4
bolts retaining countershaft cover from within bellhousing. Remove back-up switch, hex head screws and
pry out spring and arrestor bolt cap from the side of transmission case. Refer to illustration for step
procedures, see STEPS 1 and 2. See Fig. 4 .
4. Remove hex-head screws from side of transmission case; see STEP 3. Remove 9 bolts from inside
bellhousing. Remove transmission from holding fixture and place on bench with output shaft side facing
upwards. Remove rear case section.
NOTE: Use care when removing countershaft selector shaft. Lower end of
selector shaft contains 4 rollers which may fall out when selector shaft is
removed.
5. Raise middle selector rod until all 3 selector rods are at the same height. Remove retaining plate and
magnetic disc from countershaft assembly. Remove pin, pivot lever, gearshift rail and 1st-2nd gear
selector shaft. See Fig. 5 . Place transmission case, gears and shafts into holding fixture and place on
bench. Remove guide tube and input shaft seal. See INPUT SHAFT SEAL under REMOVAL &
INSTALLATION.
6. Use Special Tool (23 2 460 ) to protect input shaft and remove input shaft snap ring. Remove closing
ring, slide inner snap ring onto Special Tool (23 2 460 ), remove special tool and lift off input shaft shim
from input shaft. Press case section from gears and shafts assembly. Remove roller bearing from on top of
fixed wheel and remove Reverse gear pins and Reverse gear. See Fig. 6 . Remove complete geartrain and
selector rods from holding fixture.
Fig. 3: Disassembling Selector Rod Assemblies
Fig. 4: Removing Back-Up Switch, Case Screws & Arrestor Spring, Bolt & Cap
Fig. 5: Removing Gearshift Rail, Pin, Pivot Lever & Selector Shaft
Fig. 6: Removing Counter Shaft Needle Bearing & Reverse Gear Assembly

INPUT/OUTPUT SHAFT ASSEMBLY
Disassembly
NOTE: Mark synchro-mesh rings and needle bearings to ensure reassembly in original
positions. DO NOT lose thrust pieces, springs or balls located inside
synchronizer assemblies.
1. Separate counter shaft, selector rods from output shaft. Place input/output shaft assembly on bench with
input shaft facing up. Remove input shaft, roller bearing and 5th gear synchronizer ring from output shaft.
Refer to illustration for step procedures, see STEP 1. See Fig. 7 . Remove 5th-Reverse gear synchronizer
slider and snap ring retaining synchronizer hub; see STEP 2.
2. Turn output shaft over so that output end is facing up. On transmissions with a double-taper synchronizer,
remove 1st gear, needle bearing, synchronizer ring, taper ring and friction ring from output shaft; see
STEP 3. On transmissions with a single-taper type synchronizer, remove 1st gear, needle bearing and
synchronizer ring from output shaft; see STEP 4.
NOTE: DO NOT lose thrust pieces, springs or balls located inside synchronizer
assembly.
3. Remove 1st-2nd gear synchronizer slider and remove snap ring retaining 1st-2nd gear synchronizer hub
to output shaft. Refer to illustration for step procedures, see STEP 1. See Fig. 8 . Using arbor press,
remove 2nd gear and 1st-2nd gear synchronizer hub from output shaft assembly; see STEP 2. Turn output
shaft over again so that input end is facing up. Using arbor press, remove Reverse gear and 5th-Reverse
gear synchronizer hub assembly; see STEP 3.
Fig. 7: Disassembling Input/Output Shaft Assembly (1 Of 2)

Fig. 8: Disassembling Input/Output Shaft Assembly (2 Of 2)
Inspection
Check all gears, bearings or synchronizer components for burrs, scores or overheating. Check all synchronizer
assemblies for looseness and excessive wear. Using a feeler gauge, measure air gap between synchronizer ring
and corresponding gear near detent lugs. See STEP 4 in Fig. 8 . For synchronizer air gap specifications, see
SYNCHRONIZER AIR GAP SPECIFICATIONS table. Replace as necessary.
SYNCHRONIZER AIR GAP SPECIFICATIONS

Application In. (mm.)
1st-2nd Gear .05-.08 (1.3-2.1)
3rd Gear .04-.06 (1.1-1.5)
4th-5th Gear .03-.06 (.9-1.5)
Reassembly
NOTE: During reassembly procedures ensure that all bearings, gears and synchronizer
assemblies are lightly coated with transmission fluid. Perform all visual and air
gap checks in INSPECTION .
1. Install needle bearing, Reverse gear and Reverse gear synchronizer ring onto output shaft. Place output
shaft with Reverse gear, synchronizer ring and 5th-Reverse gear synchronizer hub in an arbor press. Heat
5th-Reverse gear synchronizer hub to about 248° (120°C). Once heated, press 5th-Reverse gear
synchronizer hub onto output shaft using Special Tool (23 1 290 ) until fully seated. Refer to illustration
for step procedures, see STEP 1. See Fig. 9 .
2. Install 5th-Reverse gear synchronizer snap ring. Using a feeler gauge, measure clearance between snap
ring and 5th-Reverse gear synchronizer hub; see STEP 2. Maximum clearance should be .002" (.04 mm).
If clearance is more than specification, install appropriate selective snap ring. Snap rings are available in
sizes from .078-.090" (2.0-2.3 mm) in increments of .002" (.05 mm).
3. Install 3 thrust pieces with bevels outward, and springs into 5th-Reverse gear synchronizer hub. Place
5th-Reverse gear synchronizer slider onto Reverse gear with groove facing toward Reverse gear, see
STEP 3. To install synchronizer balls, tilt thrust pieces outward so that balls can be placed on springs; see
STEP 3. See Fig. 9 . Push balls inward and simultaneously press thrust pieces into synchronizer slider.
NOTE: When overhauling transmission, 1st-2nd gear synchronizer must be

replaced.
4. Install 5th gear synchronizer ring onto synchronizer assembly. Pull upwards on synchronizer slider so it
locks in Neutral position. Rotate output shaft so that input end is facing upwards. Install needle bearing
and 2nd gear onto output shaft. If transmission is equipped with a single-taper type 1st-2nd gear
synchronizer, go to next step. If transmission has a double-taper type 1st-2nd gear synchronizer, go to
step 6 .
5. Install synchronizer ring. Heat 1st-2nd gear synchronizer hub to about 248° (120°C). Once heated, press
1st-2nd gear synchronizer hub onto output shaft using special tool (23 1 290 ) until fully seated. Go to
step 7 .
6. Assemble synchronizer as shown in STEP 4. Heat 1st-2nd gear synchronizer hub to about 248° (120°C).
Once heated, press 1st-2nd gear synchronizer hub onto output shaft using Special Tool (23 1 290 ) until
fully seated. Similar to STEP 1, see Fig. 9 . Ensure detent lugs on synchronizer ring align with opening in
synchronizer hub. Go to next step.
7. Install 3 thrust pieces with bevels outward, and springs into 1st-2nd gear synchronizer hub. Refer to
illustration for step procedures, see STEP 1. See Fig. 10 . On double-taper type 1st-2nd gear synchronizer
hubs, install synchronizer slider onto synchronizer assembly. On single-taper type 1st-2nd gear
synchronizer hubs, install synchronizer slider as shown; see STEP 2. To install synchronizer balls, tilt
thrust pieces outward so that balls can be placed on springs and push balls inward and simultaneously
press thrust pieces into synchronizer slider.
8. Install 1st gear synchronizer ring onto 1st-2nd gear synchronizer hub assembly. Pull upwards on
synchronizer slider so it locks in Neutral position. Install 1st-2nd gear synchronizer snap ring. Using a
feeler gauge, measure clearance between snap ring and 1st-2nd gear synchronizer hub. Similar to STEP 2
in Fig. 9 . Maximum clearance should be .002" (.04 mm). If clearance is more than specification, install
appropriate selective snap ring. Snap rings are available in sizes from .078-.090" (2.0-2.3 mm) in
increments of .002" (.05 mm).
CAUTION: On double-taper type synchronizer, ensure lug on taper ring aligns

with opening in friction ring, and that lug on friction ring aligns with
opening in 1st gear.
9. On double-taper type synchronizer, install needle, synchronizer ring, friction ring, taper ring and 1st gear
as shown in illustration. Refer to illustration for step procedures, see STEP 3. See Fig. 10 . On single-
taper type synchronizer, install needle bearing and synchronizer ring with ring lugs positioned towards
sliding blocks and install 1st gear. On all transmissions, install roller bearing, 5th gear synchronizer ring
and input shaft onto output shaft; see STEP 4. Place input/output shaft assembly aside until transmission
is ready for reassembly.
Fig. 9: Reassembling Input/Output Shaft Assembly (1 Of 2)

Fig. 10: Reassembling Input/Output Shaft Assembly (2 Of 2)
COUNTER SHAFT
NOTE: Counter shaft may also be referred to as lay shaft.
NOTE: Mark synchro rings and needle bearings to ensure reassembly in original
positions. DO NOT lose thrust pieces, springs or balls located inside
synchronizer assembly.
Disassembly
1. Place counter shaft in special tool (23 2 400 ), or equivalent holding fixture and place on bench. Place
countershaft in arbor press with appropriate support and press counter shaft loose from fixed wheel.
Remove closing ring retaining 4th gear to counter shaft by bending 4 locking tabs outwards with pliers.
Refer to illustration for step procedures, see STEP 1. See Fig. 11 . Remove supporting ring (2 pieces) and
stop disc from behind 4th gear closing ring.
NOTE: DO NOT lose thrust pieces, springs or balls when removing 3rd-4th
synchronizer slider.
2. Remove 4th gear, synchronizer ring and 4th gear needle bearing. Remove 3rd-4th synchronizer slider.
Place counter shaft in arbor press and press 3rd gear, 3rd gear synchronizer ring, 3rd-4th synchronizer
hub and 4th gear needle bearing inner race from counter shaft; see STEP 2. Remove 3rd gear needle
bearing from counter shaft.
Fig. 11: Disassembling Counter Shaft
Inspection
See INSPECTION under INPUT/OUTPUT SHAFT ASSEMBLY.
Reassembly
1. Install 3rd gear needle bearing, 3rd gear and 3rd gear synchronizer ring onto counter shaft. Heat 3rd-4th
gear synchronizer hub to about 248° (120°C). Once heated, press 3rd-4th gear synchronizer hub onto
output shaft using Special Tool (23 1 290 ) until fully seated. Similar to STEP 1 in Fig. 9 . Ensure detent
lugs on 3rd gear synchronizer ring align with opening in 3rd-4th gear synchronizer hub.
2. Heat 4th gear needle bearing inner race to about 176°F (80°C) and push onto countershaft until fully
seated against 3rd-4th gear synchronizer hub. Install 3 thrust pieces with bevels facing outward, and 3
springs into 3rd-4th gear synchronizer hub. Install 3rd-4th gear synchronizer slider with groove toward
3rd gear. Refer to illustration for step procedures, see STEP 1. See Fig. 12 . The 3 sets of 3 inner recessed
teeth on 3rd-4th gear synchronizer slider must align with springs and thrust pieces.
3. To install synchronizer balls, tilt thrust pieces outward so that balls can be placed on springs. Push balls
inward and simultaneously press thrust pieces into synchronizer slider. Pull upwards on synchronizer
slider so it locks in Neutral position. Install 4th gear needle bearing, 4th gear synchronizer ring and 4th
gear onto counter shaft. Install stop disc onto counter shaft.
4. Install supporting ring (2 pieces) downwards into groove in counter shaft; see STEP 2. See Fig. 12 . If
supporting ring was replaced, end play must be checked and adjusted if necessary. Maximum end play
should be .001" (.04 mm). If end play is more than specification, install appropriate selective supporting
ring. Supporting rings are available in sizes from .114-.124" (2.9-3.15 mm) in increments of .002" (.05
mm). If end play is okay, go to next step.
5. Install closing ring with 4 locking tabs into groove on counter shaft; see STEP 3. Place counter shaft in
arbor press. Heat fixed wheel to about 176°F (80°C) and press onto countershaft until fully seated, see
STEP 4. Install fixed wheel snap ring onto end of output shaft. Assemble counter shaft and input/output
shaft assemblies. Install 3 gear selector rods and shift forks onto geartrain assembly.
Fig. 12: Reassembling Counter Shaft
assemblies are lightly coated with transmission fluid.
1. Place geartrain assembly along with gear selector rods in holding fixture and place on bench. Install
reverse gear with collar and short extension facing upwards and reverse gear shaft onto geartrain. Install
End Play Gauge Tool (23 2 420 ) onto input shaft and seat fully against 5th gear. Refer to illustration for
step procedures, see STEP 1. See Fig. 13 .
NOTE: When performing input shaft end play check, DO NOT install NEW inner
input shaft snap ring onto input shaft as snap ring shape and tension may
be changed or weakened.
2. Install input shaft shim, removed in step 6 under TRANSMISSION DISASSEMBLY, onto input shaft
and seat fully against End Play Gauge Tool. Place NEW inner input shaft snap ring in groove of input
shaft as shown. Refer to illustration for step procedures, see STEP 1. See Fig. 13 .
3. Measure input shaft end play between input shaft shim and inner input shaft snap ring. End Play should
be .001" (.04 mm). If end play is more than specification, install appropriate selective shim. Shims are
available in sizes from .091-.104" (2.3-2.65 mm) in increments of .002" (.05 mm). Remove correct input
shaft shim and End Play Gauge Tool (23 2 420 ) from input shaft.
4. Heat input shaft inner bearing in front case section to 230-248°F (110-120°C) with hot air blower or
equivalent; see STEP. Align gear selector rods with one another. After heating , insert roller bearing with
assembly lube into bearing sleeve with large diameter facing upwards; see STEP 2.
NOTE: Ensure 5th gear synchronizer ring does not jam when lowering front case
section onto geartrain. After transmission final assembly, 5th gear
synchronizer ring can be loosened by turning input and output shafts
against each other.
5. Carefully lower front case section onto geartrain and gear selector rods. Install correct input shaft shim
selected in step 2 . Using Special Tool (23 2 460 ), install NEW inner input shaft snap ring into lower
groove on input shaft. Refer to illustration for step procedures, see STEP 3. See Fig. 13 . Using Special
Tool (23 2 460 ), install closing ring and NEW input shaft snap ring into upper groove on input shaft.
6. Install input shaft seal and guide tube, see INSTALLATION under INPUT SHAFT SEAL under
REMOVAL & INSTALLATION. Connect reverse gear shaft to front case section. Lightly coat reverse
gear shaft-to-case bolt with Loctite No. 243 and install into front case section; see STEP 4. Tighten
reverse gear shaft-to-case bolt to specification, see TORQUE SPECIFICATIONS .
7. Remove front case and geartrain assembly from holding fixture. Lightly coat 4 rollers with petroleum
jelly and install them on gear selector rod. Refer to illustration for step procedures, see STEP 1. See Fig.
14 . Install gearshift rail with opening facing up and gear selector rod into front case section; see STEP 2.
Install pivot lever with wide head facing selector rod (polished side facing case). Install pin into pivot
lever; see STEP 3.
8. Install locking pin in selector rod with petroleum jelly and place in center; see STEP 4. Clean case sealing
surfaces. Lightly coat sealing surfaces and face of short extension on reverse gear with Sealant (Loctite
574). Install retaining plate with Aligning Tool (23 2 440 ) attached to geartrain. Ensure retaining plate
flat side faces up on 2nd gear on counter shaft.
9. Install magnetic disc removed in step 5 under TRANSMISSION DISASSEMBLY into geartrain. Remove
selector shaft seal. See SELECTOR SHAFT SEAL under REMOVAL & INSTALLATION. Heat inner
bearing race and rear case section in area around bearing to 230-248°F (110-120°C) with hot air blower
or equivalent. Refer to illustration for step procedures, see STEP 1. See Fig. 15 .
10. Install rear case section until fully seated onto front case section and geartrain. Install 3 hex head bolts
with NEW sealing rings into retaining plate through back of transmission case finger tight. Remove
Aligning Tool (23 2 440 ) used in step 9 , and install hex head bolt with NEW sealing ring into retaining
plate. Tighten all 4 hex head bolts to specification. See TORQUE SPECIFICATIONS .
11. Place transmission assembly in holding fixture. Install all case bolts and tighten to specification. See
TORQUE SPECIFICATIONS . Loosen reverse gear shaft bolt No. 1. Lightly coat reverse gear shaft
bolt No. 2 with Loctite (243) and install into case. Refer to illustration for step procedures, see STEP 2.
See Fig. 15 . Tighten reverse gear shaft bolts No. 1 and 2 to specification. See TORQUE
SPECIFICATIONS .
12. Install selector shaft seal, output shaft seal and output shaft flange. See OUTPUT SHAFT SEAL and
SELECTOR SHAFT SEAL under REMOVAL & INSTALLATION. Install locking ball, arrester ball
and locking pin in order. Refer to illustration for step procedures, see STEP 3. See Fig. 15 . Install
compression springs, locking pins and guide sleeve cap. Refer to illustration for step procedures, see
STEPS 1 and 2. See Fig. 3 .
13. Install arrestor bolt and spring. Ensure arrestor roller is installed horizontally. Install knock-in plug over
arrestor bolt and spring. Lightly coat shear-off screw with Loctite (243) and tighten. Install back-up light
switch. Install clutch release mechanism and release lever.
Fig. 13: Reassembling Transmission Case & Geartrain (1 Of 3)

Universal Joint-To-Drive Shaft & Transmission Bolts
M12x8.8 60 (81)
M12x10.9 74 (100)
Case Bolts (Front & Rear Section) 16 (22)
Guide Tube Bolts
M8x22 13 (18)
M8x30 18 (25)
M6 7 (10)
Oil Drain Plug 37 (50)
Output Shaft Flange Collar Nut
Stage 1 140 (190)
Stage 2 104 (120)
Reverse Gear Shaft-To-Case Bolt
M8 18 (25)
M10 33 (45)
INCH Lbs. (N.m)
Retaining Plate Bolts 88 (10)
1996-99 MANUAL TRANSMISSIONS
BMW ZF S5D 310Z & S5D 320Z 5-Speed Overhaul
APPLICATION
Vehicle Year & Model Transmission Model
1996
M3 S5D 310 Z
328i S5D 320 Z
328is S5D 320 Z
1997
M3 S5D 310 Z
328i S5D 320 Z
328is S5D 320 Z
528i S5D 320 Z
1998
M Roadster S5D 310 Z
M3 S5D 320 Z
328i S5D 320 Z
328is S5D 320 Z
528i S5D 320 Z
1999
M Coupe S5D 310 Z
M Roadster S5D 310 Z
M3 S5D 320 Z
Z3 S5D 320 Z
323i S5D 320 Z
328i S5D 320 Z
328is S5D 320 Z
528i S5D 320 Z
GEAR RATIOS
GEAR RATIOS
Gear Ratio
1st 4.21:1
2nd 2.49:1
3rd 1.66:1
4th 1.24:1
5th 1.00:1
Reverse 3.85:1
DESCRIPTION
The 5-speed transmission is fully synchronized and uses constant mesh, helical gears in forward and reverse
gears. Shifting is accomplished through a shift rail, 3 shift forks and a locking lever. Transmission case has 2
sections, a front case which includes clutch bellhousing and a rear case which contains shift linkage and gear
sets.
LUBRICATION
Use only BMW MTF-LT-1 (83 22 408 942 ) synthetic gear oil. Transmission oil does not require changing. DO
NOT mix synthetic oil with any other type of lubricant, as damage to transmission may occur.
ON-VEHICLE SERVICE
The output shaft seal is serviceable with transmission in vehicle. See OUTPUT SHAFT SEAL under
TROUBLESHOOTING
See GENERAL TROUBLE SHOOTING article.

COUNTERSHAFT, INPUT SHAFT & OUTPUT SHAFT BEARINGS
1. Remove 2 catch pin sealing covers from top of rear case section. Remove catch pin sealing cover from
top of front case section. Remove countershaft, input shaft and output shaft retaining plate bolts from
inside front and rear case sections and remove retaining plates. Remove output shaft seal. Heat front and
rear case sections in area around countershaft, input shaft and output shaft bearings to about 176°F (80°C)
with hot air blower or equivalent. Remove countershaft, input shaft and output shaft bearings by driving
towards inside of case.
2. Clean front and rear case sections. To install input, output and countershaft bearings, heat front or rear
case section in area around bearing seats to about 176°F (80°C) and reverse removal procedure. Install
bearing retaining plates and bolts. Tighten retaining bolts to specification. See TORQUE
SPECIFICATIONS . Install output shaft seal. See OUTPUT SHAFT SEAL . Place front and rear case
sections aside until transmission is ready for reassembly.
INPUT SHAFT SEAL
Removal
Remove transmission assembly. See appropriate MANUAL TRANSMISSION REMOVAL article in

TRANSMISSION SERVICING. Remove release bearing assembly. Remove 4 bolts retaining guide tube and
remove guide tube. Refer to illustration for step procedures, see STEP 1. See Fig. 1 . Locate 2 holes in face of
input shaft seal to aid seal removal. Remove seal.
Installation
Lightly coat NEW input shaft seal with transmission fluid. Drive seal into place on front of transmission case.
Install sealing ring flush with case. Refer to STEPS 2 and 3 in illustration. See Fig. 1 . Loctite and tighten 4
guide tube bolts to specification. See TORQUE SPECIFICATIONS . To complete installation, reverse
removal procedure. Check transmission fluid.
Fig. 1: Installing Input Shaft Seal
OUTPUT SHAFT SEAL
1. Remove 3 bolts retaining driveshaft, remove driveshaft from output shaft flange and tie to one side. If
necessary, support transmission assembly with transmission jack and remove rear transmission cross-
member to access output shaft seal. If equipped, remove retaining plate over output shaft flange to access
output shaft flange collar nut. Remove output shaft flange collar nut.
2. Remove output shaft flange. Remove output shaft seal from transmission case.
3. To install, lightly coat NEW output shaft seal with transmission fluid and install output shaft seal into seal
bore. Heat output flange to about 176°F (80°C) and install onto output shaft.
4. Tighten output shaft flange nut in 2 stages. Tighten to 140 ft. lbs. (190 N.m), back off nut, then tighten to
104 ft. lbs. (120 N.m). To complete installation, reverse removal procedure. Tighten Flange and
driveshaft bolts to specification. See TORQUE SPECIFICATIONS . Check transmission fluid level.
SELECTOR SHAFT SEAL
Remove 3 bolts retaining driveshaft, remove driveshaft from output shaft flange and tie up to one side. Push
locking sleeve on shift selector lever backwards and drive out locking pin. Refer to illustration for step
procedures, see STEP 1. See Fig. 2 . Remove shift selector lever from transmission and pry out selector shaft
seal; see STEP 2. Lightly coat NEW selector shaft seal with transmission fluid and drive in seal flush with case;
see STEP 3.
Fig. 2: Removal & Installation Of Selector Shaft Seal
1. Remove transmission from vehicle and secure in holding device. Drain oil. Remove clutch release
mechanism and lever. Remove guide pipe and input shaft seal, see INPUT SHAFT SEAL under
2. Remove left bearing shaft bolt, reverse gear shaft bolt and locking lever bearing shaft bolt from front case
section. Refer to illustration for step procedures, see STEP 1. See Fig. 3 . Remove back-up light switch
and right bearing shaft bolt from front case section; see STEP 2. Remove snap ring, sealing cap, spring
and catch pin; see STEP 3.
CAUTION: Bearings or bearing races may be damaged while separating case

sections. Always replace bearings and races when case sections are
separated.
3. Remove bolts retaining front and rear case sections and separate case. When separating case sections, 5th-
Reverse gear catch pin and spring will fall into case. Remove 5th-Reverse gear catch pin and spring.
Remove roller bearing from front of countershaft. Remove shift shaft from top of rear case section. DO
NOT lose needle bearings and rollers when removing shift shaft from rear case section. Remove 5th-
Reverse gear shift arm from 5th-Reverse gear synchronizer slider.
NOTE: When disassembling transmission, discard old bearing shaft pins. Always
install NEW bearing shaft pins during reassembly.
4. Remove 2 right and 3 left bearing shaft pins from front case section. Remove locking lever, spring and
1st-2nd gear catch pin from inner left side of rear case section. Remove reverse gear half-shell bolt from
left side of rear case section. Remove reverse gear, needle bearings, thrust washer and half-shell from rear
case section.
CAUTION: Countershaft rear bolt has left-hand threads.
5. Remove countershaft rear cap seal from outer rear case section. Hold output shaft flange and place
transmission in gear. Remove countershaft rear bolt and washer. Place transmission in Neutral position.
With output shaft flange being held, remove output shaft flange collar nut. Remove output shaft flange
from output shaft.
CAUTION: Bearings or bearing races may be damaged when removing

countershaft and input/output shaft assemblies from rear case
section. Always replace bearings and races when case sections are
separated.
6. Using large tie-strap or equivalent, hold countershaft and input/output shaft together as an assembly; see
STEP 4. See Fig. 3 . Press input/output shaft and countershaft assemblies from rear case section as a unit;
see STEP 4. During removal, ensure counter and input/output shafts are free from binding against bearing
surfaces at rear of case. Remove countershaft and input/output assemblies from rear case section and set
aside for disassembly.
Fig. 3: Disassembling Front & Rear Case Sections & Geartrain

FRONT & REAR CASE SECTIONS
See COUNTERSHAFT, INPUT SHAFT & OUTPUT SHAFT BEARINGS under REMOVAL &
INSTALLATION.
INPUT/OUTPUT SHAFT ASSEMBLY
NOTE: During disassembly and reassembly procedures, refer to illustration for

component locations. See Fig. 4 .
Disassembly
1. Remove shift forks for 1st-2nd gear and 3rd-4th gear synchronizer sliders. Separate countershaft and
input/output shaft assemblies. Remove input shaft, 5th gear synchronizer ring, roller bearing from output
shaft assembly. Clamp output shaft in soft-jawed vise with input end facing up. Remove 5th-Reverse gear
synchronizer slider. DO NOT lose thrust pieces, balls or springs from 5th-Reverse gear synchronizer
assembly.
2. Remove snap ring from input end of output shaft. Slide 1st-2nd gear synchronizer slider towards 2nd
gear. Using an arbor press, press 5th-Reverse gear synchronizer hub, reverse gear synchronizer ring and
1st and reverse gear assemblies from output shaft assembly. Remove bearing sleeve, needle bearing and
washer from output shaft. Remove inner race, intermediate ring and 1st gear synchronizer ring from
output shaft.
3. Remove 1st-2nd gear synchronizer slider. DO NOT lose thrust pieces, balls or springs from 1st-2nd gear
synchronizer assembly. Remove 1st-2nd gear synchronizer hub snap ring and shim. Using an arbor press,
press 1st-2nd gear synchronizer hub, 2nd gear synchronizer ring and 2nd gear assembly from output shaft
assembly. Remove needle bearing from output shaft.
Fig. 4: Exploded View Of S5D 310Z & S5D 320Z Transmission
Inspection
Check all gears, bearings or synchronizer components for burrs, scores or overheating. Check all synchronizer
assemblies for looseness and excessive wear. Using a feeler gauge, measure air gap between synchronizer ring
and corresponding gear near detent lugs. See Fig. 5 . For synchronizer air gap specifications, see
SYNCHRONIZER AIR GAP SPECIFICATIONS table. Replace as necessary.
SYNCHRONIZER AIR GAP SPECIFICATIONS

Application In. (mm.)
1st-2nd Gear .043-.063 (1.10-1.60)
3rd Gear .037-.053 (.95-1.35)
4th-5th Gear .037-.053 (.95-1.35)
Reverse Gear .028-.045 (.70-1.15)
Fig. 5: Measuring Synchronizer Air Gap

Reassembly
NOTE: When installing 2nd gear, ensure recesses on 2nd gear are facing up.
1. Clamp output shaft in soft-jawed vise with input end facing up. Install needle bearing, 2nd gear, inner
race, intermediate ring and 2nd gear synchronizing ring onto output shaft. Heat 1st-2nd synchronizer hub
to about 176°F (80°C) with hot air blower or equivalent and press onto output shaft with long shoulder
facing 2nd gear.
2. Ensure lugs on inner race align with inner openings in 1st-2nd gear synchronizer hub, and lugs on 2nd
gear synchronizer ring align with outer openings in 1st-2nd gear synchronizer hub. Install shim and NEW
snap ring onto output shaft. NEW snap ring should fit into output shaft groove without end play. If end-
play exists, replace shim. Shims are available in sizes .070-.080" (1.8-2.05 mm). Install 3 thrust pieces
with bevels outward, and springs into 1st-2nd gear synchronizer hub.
NOTE: Ensure lugs on inner race align with inner openings in 1st-2nd gear
synchronizer hub, and lugs on 1st gear synchronizer ring align with
openings in 1st gear.
3. Place 1st-2nd gear synchronizer slider onto 2nd gear with flat side facing up. To install synchronizer
balls, tilt thrust pieces outward so that balls can be placed on springs. Push balls inward and
simultaneously press thrust pieces into synchronizer slider. Pull upwards on synchronizer slider so it
locks in Neutral position. Install 1st gear synchronizer ring, intermediate ring, inner ring, needle bearing
and 1st gear onto output shaft.
4. Heat thrust washer and bearing sleeve to about 176°F (80°C) with hot air blower or equivalent and press
onto output shaft. Install needle bearing, reverse gear and reverse gear synchronizer ring onto output
shaft. Heat 5th-Reverse gear synchronizer hub to about 176°F (80°C) with hot air blower or equivalent
and press onto output shaft with conical end facing up. Ensure lugs on reverse gear synchronizer ring
align with openings in 5th-Reverse gear synchronizer hub.
5. Install shim and NEW snap ring onto end of output shaft. NEW snap ring should fit into output shaft
groove without end play. If end-play exists, replace shim. Shims are available in sizes .142-.157" (3.60-
4.00 mm). Install 3 thrust pieces with bevels outward, and springs into 5th-Reverse gear synchronizer
hub. Install 5th-Reverse gear synchronizer slider onto reverse gear with shouldered end facing reverse
gear.
6. To install synchronizer balls, tilt thrust pieces outward so that balls can be placed on springs. Push balls
inward and simultaneously press thrust pieces into synchronizer slider. Install 5th gear synchronizer ring
onto synchronizer assembly. Pull upwards on synchronizer slider so it locks in Neutral position. Install
roller bearing onto input end of output shaft and install input shaft onto output shaft. Place input/output
shaft assembly aside until transmission is ready for reassembly.
COUNTERSHAFT
NOTE: During disassembly and reassembly procedures, refer to illustration for

component locations. See Fig. 4 .
Disassembly
Remove inner bearing race, thrust washer, 4th gear, needle bearing and 4th gear synchronizer ring from
countershaft. Using an arbor press, press downward on countershaft to remove it from 3rd-4th gear
synchronizer hub. DO NOT lose thrust pieces, balls or springs from 3rd-4th gear synchronizer assembly.
Remove 3rd gear synchronizer ring, 3rd gear and needle bearing from countershaft.
Inspection
See INSPECTION under INPUT/OUTPUT SHAFT ASSEMBLY.
Reassembly
1. Reverse disassembly procedures to reassemble. Heat 3rd-4th gear synchronizer hub to about 176°F (80°
C) with hot air blower or equivalent and press onto countershaft. Install 3 thrust pieces with bevels
outward, and springs into 3rd-4th gear synchronizer hub. Install 3rd-4th gear synchronizer slider onto 3rd
gear with notched shoulder facing 4th gear.
NOTE: Heating may be required to install thrust washer and inner bearing race
onto countershaft. Heat to about 176°F (80°C) with hot air blower or
equivalent and press onto countershaft.
2. To install synchronizer balls, tilt thrust pieces outward so balls can be placed on springs. Push balls
inward and simultaneously press thrust pieces into synchronizer slider. Install 4th gear synchronizer ring
onto synchronizer assembly. Pull upwards on synchronizer slider so it locks in Neutral position. Install
needle bearing, 4th gear, thrust washer and inner bearing race onto countershaft. Inner bearing race
shoulder faces down towards thrust washer.
NOTE: During reassembly procedures ensure all bearings, gears and synchronizer
assemblies are lightly coated with transmission fluid. During reassembly
procedures, refer to illustration for component locations. See Fig. 4 .
1. Using large tie-strap or equivalent, hold countershaft and input/output shaft together as an assembly.
Refer to STEP 4 in Fig. 3 . Install 3rd-4th shift fork with sliding blocks onto 3rd-4th gear synchronizer
slider with shift arm lock on left side of input/output shaft assembly. Refer to illustration for step
procedures, see STEP 1. See Fig. 6 .
CAUTION: When installing geartrain into rear case section, lightly coat output
seal with petroleum jelly or damage to output seal may occur.
2. Install 1st-2nd shift fork with sliding blocks onto 1st-2nd gear synchronizer slider with shift arm lock on
left side of input/output shaft assembly; see STEP 1. Lightly coat output shaft seal with petroleum jelly.
Carefully install geartrain assembly into rear case section, inserting output shaft through output shaft
bearing and countershaft into countershaft rear bearing.
NOTE: Ensure countershaft and shift arms are not binding while pulling geartrain
into rear case section.
3. Lightly coat collar nut threads with Loctite and install output shaft flange and collar nut onto output shaft
finger tight. Slowly tighten output flange collar nut to specification. See TORQUE
SPECIFICATIONS . By hand, align the 3rd-4th gear shift arm with bore on rear case section. Once
aligned, install both bearing shaft bolts on left and right side for 3rd-4th gear shift arms. Tighten bearing
shaft bolts to specification.
NOTE: Ensure countershaft inner bearing race has been installed and pressed
into position in REASSEMBLY step 2 . See COUNTERSHAFT under
COMPONENT DISASSEMBLY & REASSEMBLY.
4. Remove tie-strap or equivalent holding geartrain together. Lightly coat countershaft bearing bolt threads
with Loctite and install washer and bearing bolt onto countershaft. Countershaft bearing bolt has left-hand
threads. Hold output shaft flange from turning and place transmission in gear. Tighten countershaft
bearing bolt to specification. See TORQUE SPECIFICATIONS . Install sealing cap over countershaft
bearing bolt.
NOTE: When installing reverse gear onto reverse gear shaft, reverse gear
shoulder faces case. See STEP 2 in Fig. 6 .
5. Coat reverse gear half shell with sealing compound and install into rear case section. See STEP 2 in Fig.
6 . Install shaft, thrust washer, needle bearing and reverse gear into rear case section. Lightly coat reverse
gear half shell bolt with Loctite and tighten to specification. See TORQUE SPECIFICATIONS . Install
5th-Reverse gear shift fork with sliding blocks onto 5th-Reverse gear synchronizer slider with shift arm
lock on left side of input/output shaft assembly. See STEP 1.
6. Install locking lever with long end in slot of 5th-Reverse shift fork. See STEP 1. Slide locking lever
inwards and hook it into the recesses of the 1st-2nd shift fork and 3rd-4th shift fork. See STEP 1. Align
locking lever with rear case section bores. Install 2 bearing shaft pins on right side and 3 bearing shaft
pins on left side of rear case section. Tighten bearing shaft pins to specification. See TORQUE
SPECIFICATIONS . Check movement of locking lever.
7. Install shift shaft into top of rear case section. Coat needle bearings and 4 rollers with petroleum jelly and
install onto shift shaft. Install selector shaft seal. See SELECTOR SHAFT SEAL under REMOVAL &
INSTALLATION. Hold shift shaft in Neutral position. Install magnet in rear case section. Lightly coat
countershaft front needle bearings with petroleum jelly and install onto countershaft assembly. Hold 5th-
Reverse gear shift fork in place with string. See STEP 4 in Fig. 6 .
CAUTION: If case bolts are used to push input shaft through input shaft bearing
in front of case, damage to case or input shaft bearing may occur. If
available, use input shaft puller when seating input shaft into input
shaft bearing.
NOTE: Press front and rear cases together only so far that the piece of string can
still be removed after installation of right bearing shaft bolt.
8. Coat front and rear case section sealing surfaces with sealing compound. Install 2 bolts (8 x 100 mm) into
front case section as alignment pins and install front case section to rear case section. Align holes in 5th-
Reverse shift fork with bores in case. Install right bearing shaft bolt finger tight. DO NOT tighten bolt.
Remove string holding 5th-Reverse shift fork in place. Press front case section onto rear case section until
fully seated.
NOTE: To install bearing shaft bolts, turning transmission may be necessary to

align shift fork holes with bores in case.
9. Remove alignment bolts from front case section. Install all front case-to-rear case bolts and tighten to
specification. See TORQUE SPECIFICATIONS . Align holes in remaining loose shift forks with bores
in front or rear case section. Install remaining bearing shaft bolts for shift forks and locking lever finger
tight. When all bearing shaft bolts are installed, tighten to specification.
10. Install 3 catch pins and springs for shift arms into top of transmission. See STEP 3 in Fig. 6 . Install NEW
sealing caps into bores to retain catch pins and springs. Ensure catch pin roller is horizontal and install
catch pin, spring, NEW cap and snap ring into side of front case section. Ensure snap ring is fully seated
into case. Install back-up light switch.
NOTE: Special Tool (23 2 380) or equivalent must be used to install input shaft
snap ring to avoid damage to input shaft.
11. Using Special Tool (23 2 380), install shim and snap ring onto end of input shaft. Snap ring should fit into
input shaft groove without end-play. If end-play exists, replace snap ring. Snap rings are available in
sizes .087-.102" (2.20-2.60 mm). Install input shaft seal, sealing ring and guide tube. See
INSTALLATION under INPUT SHAFT SEAL under REMOVAL & INSTALLATION.
Fig. 6: Reassembling Front & Rear Case Sections & Geartrain
Bearing Shaft Bolt 33 (45)
Case Bolts (Front & Rear Section) 16 (22)
Counter Shaft Bearing Bolt 22 (30)
Guide Tube Bolts
M8x22 13 (18)
M8x30 18 (25)
M6 7 (10)
Oil Drain Plug 37 (50)
Output Shaft Flange Collar Nut
Stage 1 140 (190)
Stage 2 104 (120)
Reverse Gear Half-Shell Bolt
M8 15 (20)
M10 33 (45)
Universal Joint-To-Drive Shaft & Transmission Bolts
M12x8.8 60 (81)
M12x10.9 74 (100)
INCH lbs. (N.m)
Retaining Plate Bolts 88 (10)
1995-04 ELECTRONIC TRANSMISSION
Overview - BMW
PURPOSE OF SYSTEM
Electronically controlled transmissions were introduced on BMW products in 1986 on 5 and 7 series vehicles.
Currently EH (Electro-hydraulic) transmissions are offered on almost every production model (Except E46 M3
and E39 M5). EH transmissions offer the following benefits the to driver:
 Increased driving safety by reducing fatigue. All shifts are automatic as opposed to manual transmissions
which require more driver interaction.
 Increased fuel economy through use of lock up torque converter.
 Increased fuel economy through optimized shift points.
 Improved shift comfort by use of "Overlap Shift" technology (ZF).
 More available features through the use of CAN bus technology. See Fig. 1 .
Fig. 1: Identifying Transmission Control System

The EH Control System is designed to work in conjunction with the engine electronics for precise shift control.
The TCM receives information on engine RPM, load and throttle position to provide optimum shift points to
maximize fuel economy and driver comfort. See Fig. 2 . The function of an EGS System is to:
 Monitor all operating conditions through input signals

 Continually assess operating conditions by processing input data and select the appropriate operating
program for current conditions.
 Activate transmission system components and to communicate with other drivetrain control systems.
 Respond to driver selected driving program (Economy, Sport or Manual).
Fig. 2: Identifying Electrical, Mechanical & Hydraulic Systems

In addition to providing shift control, the TCM also adapts to changing conditions within the transmission by
monitoring slip ratios and modifying line pressure. This increases the life of the transmission and reduces
maintenance and adjustments. The TCM controls the operation of the Lock-Up Torque Converter which further
increases economy.
On current models, the TCM also has the capability of adapting to driver habits and responds to changing
environmental conditions. Items such as rate of throttle input and kickdown requests are monitored to select the
most appropriate shift program.
The EGS system is also required to maintain occupant safety, safeguard drivetrain damage, improve vehicle
emissions and operate in failsafe mode when a malfunction occurs.
TRANSMISSION VERSIONS & CONTROL SYSTEMS

Each BMW Electro-hydraulic transmission has a corresponding control system. They are designated "GS"
which stands for Transmission Control. This acronym is from the German words Getriebe Steurung. Each
transmission can have more than one control system, this depends upon application (model year, series etc.).
See Fig. 3 and Fig. 4 .
Fig. 3: Identifying ZF Control Systems

Fig. 4: Identifying Hydramatic Control Systems
TRANSMISSION IDENTIFICATION
BMW automatic transmission are manufactured by two suppliers for the US market:
 Zahnradfabrik Friedrichshafen: Commonly referred to as ZF. ZF manufactures both manual as well as
automatic transmissions.
 GM Powertrain - Hydramatic: Hydramatic is a manufacturing division of General Motors located in
Strasbourg, France. Hydramatic supplies automatic transmissions to BMW for four and six-cylinder
vehicles.
BMW has developed an internal numbering system for their transmissions for ordering parts, information
research and identification. Also, each transmission manufacturer uses an internal identification system. Here is
a breakdown of these identification codes:
Hydramatic Transmissions have internal designations, however they are not used often. The internal code for
the A4S310/270R is 4L30-E and the A5S360/390R is 5L40-E. See Fig. 5 and Fig. 6 .

TRANSMISSION ID TAG LOCATION
In order to identify BMW transmissions there are identification tags located externally on the transmission case.
The tag contains information such as Manufacturer, Serial number, transmission type etc. This information is
needed when ordering parts, referencing bulletins and calling for technical assistance. ZF tag is located on:
 Right hand side (passenger side) of transmission case. (5HP30 and 5HP18).
 Left hand side (drivers side) of transmission case. (6HP26Z, 5HP24 and all 4HP).
 Rear under output shaft. (5HP19). See Fig. 7 .
Fig. 7: Identifying ZF Identification Tag Location
GM tag is located on:
 Left side (driver's side) of transmission case. See Fig. 8 .

Fig. 8: Identifying GM Identification Tag Location
SYSTEM COMPONENTS
TRANSMISSION CONTROL MODULE
The TCM receives inputs, processes information and actuates the output elements to provide optimal shift
points. See Fig. 9 . The TCM is programmed for maximum shift comfort and fuel economy. The TCM on most
BMW vehicles is located in the E-Box next to the ECM (DME). There are several types of TCM housings:
 35 Pin TCM (TCU) - used on the 4HP transmissions.

 55 Pin TCM - used on the A4S310R (THM-R1).
 88 Pin TCM - used on all others up to 1998.
 134 Pin TCM - used on all BMW transmission from the 1999 model year. (Note- the 134 pin TCM was
introduced on the 1998 Models equipped with the A5S440Z).
Fig. 9: Electrical System Components
The 134 Pin TCM is also referred to as SKE (Standard Shell Construction). The SKE housing uses 5 separate
connectors. On transmission applications only three connectors 1, 3 and 4) are used. Connectors 2 and 5 are
blank and are NOT used. The connectors are blue in color to avoid confusion with the ECM (DME) connectors
which are black. See Fig. 10 .
Fig. 10: Identifying Transmission Control Module & Connectors

TURBINE SPEED SENSOR
The Turbine Speed Sensor is used to provide input (turbine) shaft speed information to the TCM (EGS). The
input shaft speed signal is used in conjunction with the output shaft speed signal to determine gear range and
slip time information for processing in the TCM. Not all BMW transmissions use a turbine speed sensor. Some
TCM's use the TD (engine speed) signal to determine input shaft speed. All transmissions with the exception of
the A5S325Z use an inductive type sensor which generates an A/C analog signal. The A5S325Z currently uses a
Hall Effect Turbine Speed Sensor which will send a digital square wave signal to the TCM.
4HP22/24 (EH), A4S310/270R
These transmissions do not use a Turbine Speed Sensor. The TD signal is used to determine input shaft speed.
The TD signal is an output signal of the DME control unit.
A5S310Z, A5S325Z, A5S440Z, A5S560Z, A5S360/390R
These transmission use a turbine speed sensor. The TD signal is also used with the turbine speed signal to allow
the TCM to monitor Torque Converter Clutch operation. The TCM can control torque converter clutch slippage
and also monitor for faults.
OUTPUT SHAFT SPEED SENSOR

The Output Shaft Speed Sensor is used to provide output shaft speed information to the TCM. The output shaft
speed signal is used in conjunction with the turbine speed signal to provide the TCM with information on gear
ranges and slip times. All BMW electronic transmissions have an output shaft speed sensor. The output shaft
speed sensor is an inductive type which will generate an A/C analog signal to the TCM. The frequency and
amplitude of the signal will increase as output shaft speed increases. See Fig. 11 . The exact location of the
output shaft speed sensor varies by transmission model.
Fig. 11: Identifying Speed Sensor Output Signal

TRANSMISSION OIL TEMPERATURE SENSOR
The TCM is provided with transmission oil temperature information via a temperature sensor. See Fig. 12 . On
most BMW transmissions, the sensor is an NTC element which is part of the transmission internal wiring
harness.
Fig. 12: Identifying Transmission Oil Temperature Sensor
NOTE: Mechatronics Module is not currently serviceable at this time. Do not attempt
any repair or replacement of the Mechatronics Module.
The transmission oil temperature information is used to:
 Initiate the Warm Up Program

 To inhibit TCC operation until a specified temperature has been reached.
 For determining fluid level when used with diagnostic equipment.
The transmission oil temperature sensor is connected to the TCM via a 5 Volt reference and a circuit ground. As
transmission oil temperature increases, the circuit resistance and voltage decrease proportionately.
4HP22/24 (EH)
These transmissions do not use a transmission oil temperature sensor. There are no transmission oil temperature
influenced features on the 4HP transmissions.
All Except A5S360/390R, GA6HP26Z
The transmission fluid temp sensor is part of the transmission internal wiring harness. On these transmissions,
the sensor cannot be replaced separately. The harness must be replaced.
A5S360/390R Transmission
The sensor is a separate, replaceable sensor that can be unplugged from the harness.
GA6HP26Z
The sensor is located in the Mechatronics Module, which is located inside of the transmission.
KICKDOWN SWITCH
The TCM receives a kickdown request via one of two possible methods:
 The kickdown signal is a direct ground input to the TCM. The kickdown input is provided by a kickdown
switch located under the accelerator pedal. See Fig. 13 . This method is used on most BMW vehicles
without electronic throttle control systems (except M52TU with MDK).
Fig. 13: Identifying Kickdown Switch Location
 The kickdown request is provided by the ECM (DME) via the CAN bus. The kick down request
originates from the PWG. There is no separate switch in the PWG. When the PWG voltage reaches
approximately 4.5 volts, the ECM will process a kickdown request to the TCM via CAN. The PWG
contains a kickdown detent to simulate the feel of a kickdown switch. This method is used on the
M62TU, M54, M73, M73TU, N73 and N62 engines. See Fig. 14 .
Fig. 14: Identifying Kickdown Switch Circuit
BRAKE SWITCH
The brake switch is located on the brake pedal linkage. See Fig. 15 . The brake switch signal is an input to the
TCM which is used for:
 De-activation of the shift lock solenoid. When the ignition key is turned to KL15 the shift lock is active.
The shift lock solenoid is de-activated when the brakes are applied.
 De-activate the Torque Converter . The TCC is deactivated whenever the brake is applied. (only on
Hydramatic Transmissions).
There are two types of brake switches used on BMW vehicles:
 On early vehicles such as E32, E34, E36, E24, E28 and E31 the brake switch is a double-contact
mechanical switch. There is a brake light circuit and a brake test circuit. The brake test circuit is used for
a plausibility check to indicate faults within the brake light circuit.
 On the E38, E39, E46, E65/66, E85 and E53 the brake switch is a hall effect type switch. The electronic
switch is also monitored for faults and plausibility.
Fig. 15: Identifying Brake Light Switch Components
TRANSMISSION RANGE SELECTOR SWITCH
The range selector switch is an input to the TCM. The input is used by the TCM to determine the position of the
manual valve. The range switch uses the familiar "coded input" signal to determine selector lever position. See
Fig. 16 . On all transmissions except the A5S360/390R, the range switch uses a 4 wire configuration to
determine 7 range selector positions. The A5S360/390R uses a five wire arrangement.
Most range switches are located on the transmission case with some exceptions. The E36 with the
A4S270/310R the range switch is located in the center console on the selector lever assembly. The E39 with
A4S270R the range switch is located on the transmission case and is adjustable. The range selector switch on
the A5S360/390R is located inside the transmission housing. GA6HP26Z is part of the Mechatronics Module.
The range switch can be checked by using "Status Requests" in the DISplus or GT-1. A multimeter or an
oscilloscope can also be used to check the range switch. If the reading on "Status Requests" does not match the
actual selector lever position, there will be various transmission malfunctions. Always refer to the proper ETM
when diagnosing the range selector switch. Use the switch logic chart to diagnose faults in the switch.
In the example below, the range switch is in neutral. Using the logic chart, switches L1, L2 and L3 are closed
providing B+ voltage to the corresponding pins of the TCM. Switch L4 is open and no voltage is sent to the
TCM. Malfunctions in the range switch or wiring can cause various shifting complaints and possible no-start
complaints. See Fig. 17 .
Fig. 16: Identifying Transmission Range Switch

Fig. 17: Identifying Transmission Range Switch Circuit
TRANSMISSION PROGRAM SWITCH
The transmission program switch is used to switch between various operating modes of the transmission. The
normal default mode of the TCM is Economy which is indicated in the program display as "E". Economy mode
allows the transmission to operate in the most efficient mode. Shift priorities are for maximum economy and
shift comfort. On some vehicles the program switch is designated "A" for economy mode. Program switches
come in 2 or 3 position configurations. Early vehicles with the 4HP (Early E7) used a rotary program switch.
The TCM can also be switched to "Manual Mode" which on some vehicles is designated "Winter Mode".
Manual mode is used to start the vehicle off in a higher gear when encountering slippery conditions. The
program display will indicate "M" (manual) or an asterisk symbol for "Winter Mode".
Sport Mode is the third operating mode that is available. Sport mode allows for a slightly delayed and more
aggressive shift. Sport mode is obtained a number of ways. On vehicles with 2 position program switches,
moving the selector lever out of drive to 4, 3, or 2 with the program switch in Economy will allow Sport mode.
On vehicles with 3 position program switches, Sport mode can be obtained by switching to "S". See Fig. 18 .
Fig. 18: Identifying Transmission Program Switch
STEPTRONIC COMPONENTS
The Steptronic system uses additional components not found on a conventional system. These components
consist of a manual switch and an Up/Down microswitch. Otherwise, the Steptronic system uses the same
transmission and TCM. The TCM monitors the Steptronic shifter position from P through D via the
conventional range selector switch located on the transmission. The Range Selector Switch provides positions P
through D to the TCM because the automatic gate of the shifter only travels through these positions. See Fig.
19 .
When the Steptronic Shifter is moved to the left 15 degrees into the manual gate, the TCM receives a ground
input from the manual gate switch. The ground signal is provided to the TCM through the Transmission
Position Indicator. The transmission position indicator also provides range position signaling to the range
position indicator in the shift console.
Steptronic was introduced on the E31 850Ci (10/94) and the 840Ci (1/96). Steptronic was subsequently
introduced into the E38, E39, E46, E36/7 and the E53. The Steptronic system can be diagnosed through "Status
Requests" with the DISplus or GT-1. From 2002 model year the Steptronic shifter has changed slightly.
Downshifts are now achieved by moving the selector lever forward and upshifts are now rearward.
Fig. 19: Identifying Steptronic Components
MAGNETIC VALVES
Magnetic Valves (MV) are used to electronically control hydraulic fluid flow to the various shift elements
within the transmission. See Fig. 20 . Magnetic valves are located on the valve body and replaceable as separate
components. In ZF transmissions, MV valves are designated MV1, MV2, MV3 etc. In Hydramatic
transmissions, they are designated Shift Valve A, Shift Valve B, Shift Valve C etc.
The magnetic valves are controlled by the TCM. They are supplied power by an internal TCM relay and are
ground controlled. The TCM switches one or more of the MV's on or off in various combinations to achieve
various shifts. Most transmission have 2 or 3 MV's to control shifting.
In addition to controlling shifts within the transmission, magnetic valves are also used for overlap shifting and
pressure regulation on some transmission applications. For example MV4 and MV5 are used for overlap
shifting in the A5S310Z. MV5 is used for pressure regulation on the 4HP22/24EH transmissions. When used
for pressure regulation, the magnetic valves are pulse width modulated by the TCM.
Fig. 20: Identifying Magnetic Valve Operation
PRESSURE REGULATING SOLENOIDS
Pressure Regulating Solenoids are used to modify line pressure for use in the transmission. See Fig. 21 . There
are numerous terms for these solenoids depending upon transmission type and manufacturer. ZF transmissions
use the term EDS, while Hydramatic Transmissions use the term DR solenoid, Force Motor Solenoid and
Variable Bleed Solenoid (VBS). EDS valves are used for main line pressure regulation, TCC application and
Overlap Shift Pressure Control on the A5S440Z and A5S560Z.
All pressure regulating solenoids are controlled by Pulse Width Modulation. Using the example in the picture
below, this is a section of the A5S440Z/560Z valve body. The EDS valves are used for the following:
 EDS 1 is used for main line pressure regulation.

 EDS 2, 3 and 5 are used Overlap Shift Pressure Control.
 EDS 4 is used for TCC application. (GWK) Gradually applied TCC.
Fig. 21: Identifying Pressure Regulating Solenoids
HYDRAMATIC PRESSURE REGULATOR
The valve body shown in illustration is from the A5S360/390R. Note location of main pressure regulator.
Depending upon the reference text, the pressure regulator is also known as the Force Motor Solenoid, Variable
Bleed Solenoid or PC Solenoid. See Fig. 22 and Fig. 23 .
Fig. 22: Identifying Valve Body Components (1 Of 2)

Fig. 23: Identifying Valve Body Components (6HP26Z)

INSTRUMENT CLUSTER
The cluster is used to report information to the driver regarding transmission status. There are three items of
information needed by the driver:
Transmission Range
This indicates the position of the range selector lever. The driver needs to know whether the transmission is in
P, R, N, D, 4, 3, or 2.
Transmission Program
This indicates the mode of operation. There are 3 modes, Economy, Manual and Sport.
Transmission Fault Information
The driver needs to know of there is a malfunction in the transmission. Depending upon application,
transmission faults can be indicated by an icon or by a "Transmission Program" message in the instrument
cluster display matrix. See Fig. 24 .
Depending upon vehicle model and transmission, these pieces of information arrive at the cluster through
different methods:
 The most current method for this information to arrive at the cluster is through the CAN bus. The cluster
processes this information from the TCM via CAN.
 On early E38 and E39 vehicles these is a "One Way Data Signal" from the TCM to the cluster. There is a
one way serial data line that transfers this information to the cluster. On later vehicles, the cluster was
introduced to the CAN bus and this method was no longer used. This was used on the E38 vehicles to
5/97 and E39 vehicles to 8/97 production. See Fig. 25 .
 Early vehicles such as E32, E34, E36 etc. used a various combination of methods to transfer this data.
Some clusters use the "Coded Input" method for the program indicator. Fault indication is done by a
ground circuit through the TCM. Transmission range indication is achieved by a direct connection
between the range switch and cluster or by a coded input to cluster.
Fig. 24: Identifying Instrument Cluster Transmission Information

Fig. 25: Identifying E38/E39 CAN Bus Cluster & E34 Circuit
TRANSMISSION FEATURES & PRINCIPLES OF OPERATION

ADAPTIVE HYDRAULIC PRESSURE CONTROL
Pressure adaptation has been a feature of ZF automatic transmissions since the 4HP22EH. The TCM will
maximize shift quality by adapting to transmission wear over time. The TCM will adjust transmission shift
pressures to compensate for wear in the multi-plate clutches. This is accomplished by monitoring the input and
output speeds of the transmission. When the transmission shifts, the TCM monitors the time that it takes to
accomplish the shift. The time change in gear ratio is monitored and compared to an internal time value in the
TCM. If the ratio change takes more time than the stored value, the TCM will compensate by adjusting the
transmission shift pressures via the EDS valve solenoids. The adaptation value is stored in the TCM. This
adaptation values can only be cleared by the diagnostic tester (DIS plus or GT-1). See Fig. 26 .
Fig. 26: Identifying Adaptive Hydraulic Pressure Control

NOTE: DO NOT clear adaptation values unless directed to do so by technical

assistance. Clearing pressure adaptations should not be done to resolve a
customer complaint. The only time that you would need to do so is after a
transmission or valve body replacement or software change. Also it is
important not to confuse pressure adaptation with AGS features. AGS features
will be discussed later in this chapter. AGS features are not stored on a long
term basis and will not be cleared when the pressure adaptations are cleared.
Driving style is NOT stored.
DOWNSHIFT PROTECTION
Downshift protection is a feature that prevents unwanted or improper downshifting. If the range selector were
moved to a lower gear at a high road speed, engine damage could occur from an unintended over-rev. This
feature will prevent engine over-rev by delaying or preventing the unwanted downshift until the proper road
speed is achieved. The result is increased safety by preventing unwanted deceleration slip.
REVERSE LOCKOUT
The TCM will lockout reverse above 3 MPH to prevent drivetrain damage. The range selector lever will go into
the reverse detent, but reverse will not engage. This is achieved by the TCM through hydraulic intervention.
The transmission will appear to be in neutral.
NOTE: Reverse Lockout is not operative when in failsafe.
ENGINE WARM UP CYCLE
The transmission shift points are modified after cold start to raise engine RPM during shifting. This allows for a
faster engine warm up and reduction of catalyst warm up time. The TCM uses the transmission oil temperature
information to determine the implementation of this function. The warm up phase program will be terminated if
any of the following conditions exist:
 The vehicle exceeds 25 MPH.

 Transmission oil temperature exceeds 60°C.
 A Maximum of three minutes is exceeded.
ASC/DSC SHIFT INTERVENTION
During ASC/DSC regulation upshifts are inhibited to enhance the effectiveness of tractional control. Depending
upon vehicle model, this action can take place via the CAN bus or a dedicated shift intervention signal wire. On
later model vehicles where the ASC/DSC module is connected to the CAN bus, the shift intervention signal is
sent to the TCM via CAN.
TORQUE REDUCTION
In order to allow a smoother shift and reduce load on the transmission, engine torque is reduced during shifting.
This is accomplished by a signal that is sent from the TCM (EGS) to the ECM (DME) during shifting. The
ECM will retard timing momentarily during the shift for a few milliseconds. This timing change is transparent
to the driver. Depending upon application, the torque reduction signal is sent over a dedicated wire or a signal
over the CAN bus.
EMERGENCY PROGRAM
When a malfunction occurs within the transmission, the emergency program (failsafe mode) will be initiated.
The emergency program will prevent unintended gear engagement and ensure driver safety. The following will
occur during failsafe operation:
 All shift solenoids are de-energized via TCM internal relay.

 The pressure regulation solenoid is de-energized resulting in maximum line pressure.
 The Torque Converter Clutch is de-activated.
 The Reverse Lockout function is canceled.
 Shift lock solenoid is de-energized.
 Fault indicators are active.
The fault indicator varies depending upon model, year and cluster type etc. See Fig. 27 . High version
instrument cluster will display a message in the matrix display. Vehicles with low version clusters will display a
fault symbol in the cluster. During failsafe mode the transmission will be shifted into a higher gear to allow the
vehicle to be driven to a service location. Depending upon application, the transmission will shift into 3rd or 4th
gear (on a 4 spd) and 4th or 5th gear (on a 5 spd). For example the A5S360R transmission will go into 5th gear
when there is a malfunction and 4th when there is a power failure to the TCM. Since pressure regulation ceases,
the shift to failsafe mode will be abrupt or harsh, unless the transmission is already in the failsafe gear. On
newer OBD II complaint vehicles, the MIL light will also be illuminated by the ECM (DME).
Fig. 27: E46 Transmission Fault Indicator

NOTE: Note: When diagnosing transmission related complaints, it is possible to have
an erroneous fault indicator warning. Faults in the cluster can cause a false
indication or "Trans Program" message. One indication of this scenario would
be a transmission fault message in the cluster with no transmission faults
stored in the TCM.
A/C COMPRESSOR LOAD SENSING (HYDRAMATIC TRANSMISSIONS)
When the A/C Compressor is switched on, additional load is placed on the engine. To compensate for the
additional load, the TCM modifies line pressure and shift points. On the THMR-1, the TCM receives these
signals via a direct connection to the A/C compressor control circuit. On vehicles equipped with CAN bus
technology, the "AC on" signal is sent to the TCM from the DME as a CAN bus message. See Fig. 28 .
Fig. 28: A/C Compressor Load Sensing

SHIFT LOCK
The shift lock solenoid is mounted on the selector lever assembly and locks the selector lever in Park or Neutral
when the ignition is ON. See Fig. 29 . This prevents the selection of a gear unless the brake pedal is depressed.
The solenoid is activated by a switched ground from the TCM. Power is supplied by the TCM internal relay.
During failsafe operation, the shift lock is disabled. On later models, the shift lock will also be active when the
TD signal is present and the shifter will remain locked above an engine speed of 2500 RPM regardless of brake
application.
Fig. 29: Identifying Shift Lock Solenoid
TORQUE CONVERTER CLUTCH
A torque converter clutch was added on EH controlled transmissions. The torque converter clutch locks the
turbine to the converter housing. This creates a mechanical coupling with a ratio of 1:1. This can only be
achieved at higher engine speeds, the torque converter clutch must be disengaged at low engine speeds to
prevent stalling. There are two methods for controlling the torque converter clutch on BMW transmissions:
 A4S310/270R, 4HP22/24 EH, A5S310Z - These transmissions use an on/off control method to lock and
unlock the torque converter. The Torque Converter Clutch is either completely engaged or disengaged.
This method of engagement provides an abrupt sensation when the TCC is locking and unlocking. This
abrupt sensation can be undesirable to some drivers.
 A5S560Z, A5S440Z, A5S325Z, GA6HP26Z,A5S360/390R - These transmissions use a gradual approach
to TCC control. The TCC is gradually applied and released, this method reduces the abrupt feel of the
on/off type TCC. The TCC solenoid is controlled by pulse width modulation. This allows fluid to be
gradually introduced and released to the TCC.
The TCC is spring loaded to the engaged position. Pressurized fluid releases the TCC, when the pressurized
fluid is released, the TCC is engaged. Depending on transmission application, the TCC can be engaged in 3rd,
4th or 5th gear. The TCC must be disengaged at low speeds to prevent stalling. See Fig. 30 and Fig. 31 .
Fig. 30: Torque Converter Clutch Operation

Fig. 31: Identifying Lock-Up Torque Converter Components
SHIFT SOLENOID CONTROL
Magnetic valves are used to direct the flow of transmission fluid to control shift elements in the transmission.
Another Term for "Magnetic Valve" is "Shift Valve". Magnetic valves (MV) are solenoids controlled by the
TCM. They can be switched by B+ or B-. On ZF transmissions, magnetic valves are designated MV1, MV2,
MV3 etc. On GM transmissions they are designated Shift Valve A, Shift Valve B, Shift Valve C etc. Either
valve can be checked for proper resistance using a multi-meter, DISplus or GT-1. Also, the "Activate
Components" function can be used to check the Magnetic valves. Most all magnetic valves are switched on/off
instead of Pulse Width Modulation (PWM). All magnetic valves (except THM R-1 to 12/95) are supplied power
from an internal relay located in the TCM. The magnetic valves are switched on and off by final stage
transistors in the TCM. During failsafe operation, power to all MV's is switched off by the internal relay.
Magnetic valves are located on the valve body. They can be replaced individually. Refer to proper repair
instructions for installation and removal procedures. See Fig. 32 .
Fig. 32: Identifying Shift Solenoid Control Components

PRESSURE REGULATION
Pressure regulating solenoids modify line pressure for hydraulic operation. Solenoids for pressure regulation are
referred to as EDS valves in ZF transmissions. GM transmissions have a few terms such as Force Motor
Solenoid, Variable Bleed Solenoid, and DR solenoid. Regardless of the name used, they are all used to control
main line pressure based on throttle position and engine load. On ZF transmissions, EDS valves are also used to
control "Overlap Shifting". This allows for improved shift comfort by controlling pressures during shifting.
Depending upon transmission application, pressure regulating solenoids can be controlled using Pulse Width
Modulation on B+ or B-. The TCM will increase line pressure by regulating current flow to the pressure
regulator. Current flow is controlled by pulse width modulation. When the duty cycle is low, the current flow to
the solenoid is low. This allows spring pressure to close the valve. Therefore maximum line pressure is
achieved. As the duty cycle increases, the current flow also increases. The valve opening increases, which
allows pressure to be released through the pressure discharge which in turn decreases line pressure. Main line
pressure is also increased during failsafe operation and when needed during "Adaptive Hydraulic Pressure
Control" functions. Mainline pressure will also default to maximum pressure when power to the TCM is
switched off. See Fig. 33 .
Fig. 33: Identifying Pressure Regulation

SHIFT PROGRAMS
BMW EH transmissions have selectable shift programs (or modes) to suit driver needs and operating
conditions. See Fig. 34 . There are 3 basic shift programs available:
 Economy Program - The economy program is the default program which is adopted every time the
vehicle is started. When in economy mode, the operating priority is for maximum economy and shift
comfort. Shifts will take place at low engine RPM and road speed. The economy mode is indicated by an
"A" on the program switch. The cluster will display an "E" to indicate economy mode.
 Manual Mode (Winter Mode) - Manual mode is used to start out the vehicle in a higher gear on slippery
surfaces when more traction is needed. A higher gear will reduce torque to the rear wheels. Manual mode
can also be used to select a lower gear when needed such as when climbing a hill. Depending upon
vehicle application an "M" will appear in the cluster when in Manual Mode or an asterisk (*) symbol will
appear in the instrument cluster to indicate Winter Mode.
 Sport Mode - Sport Mode provides raised shift points and a more aggressive shift program for the
"Enthusiastic" BMW driver. The cluster will display an "S" when in sport mode.
Regardless of vehicle application, the program switch provides a momentary ground to the TCM to switch
between modes. There have been numerous designs of the program switch since it's introduction. The program
switch configurations are as follows:
 2 Position Slide Switch - This switch has the "A" and the "M" selection. Sport mode is achieved by
moving the selector lever from "D" to 4, 3 or 2 when in the Economy Mode. The 2 Position slide switch
is used on most models. These vehicles usually have a range and program display located in the
instrument cluster.
 2 Position Rocker Switch - This switch operates the same as the slide switch, but it is used exclusively on
the E36. The E36 does not have a program indicator in the cluster. The rocker switch will illuminate,
indicating the current program.
 3 Position Slide Switch - This switch has the added position for sport mode. The shifter does not have to
be moved out of drive (D) to be in sport mode. This switch is used on the E36 M3 and the 4HP22/24 EH
(Version Late E-7).
 3 Position Rotary Switch - This switch is used only on the Early 4HP22 EH trans missions (Version Early
E-7).
 No Program Switch - On some vehicles with AGS features, there is no program switch. Shift modes are
obtained by moving the shift lever out of "D" range or automatically by adaptive shift functions.
(Example E39).
Fig. 34: Identifying Shift Program
STEPTRONIC SHIFT MODES
The Steptronic shifting system was introduced to the BMW model line on the 95 E31 850Ci (from 10/94).
Steptronic was subsequently added to other BMW models and is available on all BMW models with automatic
transmissions. Other than a few additional components in the shifter mechanism, Steptronic equipped vehicles
use the same transmission and TCM as non-Steptronic equipped vehicles. Since the introduction of Steptronic,
there have been several variations in Steptronic function. Regardless of version, the Steptronic system provides
the driver with two modes of operation:
 To operate the transmission in fully automatic mode as with a non-Steptronic transmission.

 To operate the transmission in the manual shift mode by tilting the shift lever forward or backward when
in the manual gate.
The Steptronic shift lever console contains and automatic and a manual shift gate. The automatic gate contains
the gear lever positions P/R/N/D. When the lever is placed in "D" all of the shifting takes place based on the
shift map programming in the TCM. To enter the manual gate the shift lever is moved 15 degrees to the left.
Depending upon application, there are three possible configurations of the manual gate:
 On the E31 850Ci, the gate is marked as "M" only. There is a plus and minus sign for manual shifting.
Upshifts are achieved by momentarily moving the shifter forward. Downshifts are achieved by moving
the shifter rearward. When placing the shifter into the "M" gate, the transmission will adopt the current
gear that is engaged. The transmission will stay in that gear until an upshift or down shift request is made.
 On all other vehicles until the 2002 model year, the gate is marked M/S. There is also a plus and minus
sign for manual shifting. When placing the shifter into the M/S gate, the transmission will adopt Sport
mode. All shifts will still be automatic. Full manual mode is achieved when an upshift or downshift
request is made. Upshifts are achieved by moving the shifter forward momentarily and downshifts are
achieved by moving the shifter rearward.
 On all models with Steptronic from 2002, the only change is to the manual shifting modes. In order to be
consistent with SMG operation, the positions were reversed. Upshifts are now achieved by moving the
shifter rearward and downshifts are now forward. Otherwise, Steptronic operation is identical to the
previous models.
AUTOMATIC FUNCTIONS IN MANUAL MODE
When in manual mode there are certain functions which occur automatically to prevent drivetrain damage and
improve driveability:
 Engine Overspeed Prevention: To prevent engine over-rev, the TCM will upshift automatically just prior
to maximum engine cutoff.
 Kickdown: If plausible, the TCM will automatically shift down to the next lower when a kickdown
request is received.
 Decelerating: If in 5th gear and coasting to a stop, the TCM will automatically down shift to 4th gear at
approximately 31 mph and then 3rd gear at approximately 19 mph. The automatic downshift allows for
an acceptable gear when re-accelerating. (6 cylinder models will shift to 2nd gear when stopping vehicle).
 Implausible Gear Requests: Certain shift requests are ignored by the TCM. For example, requesting a
downshift at a high rate of speed would be ignored. Any shift request that would cause the engine to
exceed the maximum RPM limit would not be allowed. Also starting out in a high gear is also not
allowed. Only 1st, 2nd or third gear is allowed when accelerating from a stop. See Fig. 35 .
Fig. 35: Identifying 850Ci (E31) Shifter Console

STEPTRONIC SHIFTER CIRCUIT
In order to achieve manual shifts with Steptronic, the selector lever is moved 15 degrees to the left. A pin on the
selector lever engages the "up/down" microswitches which are a ground input to the TCM. The selector lever
also triggers the "M" gate microswitch which is also a ground input to the TCM. The example in illustration
shows a typical shift console for an E31. See Fig. 36 . Note the shift pattern, upshifts are forward and
downshifts are rearward. This shift pattern was used on vehicles up to the end of 2001 production. On vehicles
from 2002 production, the shift pattern is reversed. See Fig. 37 .
Fig. 36: Identifying Steptronic Shifter
Fig. 37: Steptronic System Comparison
ADAPTIVE FEATURES (AGS)

AGS features were introduced in 1994 with the A5S560Z transmission. AGS control consists of adaptive
features that will modify transmission operation according to various factors. See Fig. 38 . AGS operation can
be influenced by two major functional groups:
 Driver influenced features (influenced by throttle and kickdown input).

 Environmental influences (such as road conditions - icy, traffic etc.).
Fig. 38: Identifying AGS Features

The driving program selection is not adapted on a long term basis - nor is it stored in the control module
memory when the ignition is switched off. It continually changes as the driver of the vehicle changes driving
habits.
DRIVER INFLUENCED FEATURES OF AGS

The adaptive drive program is based primarily on throttle input. The throttle information comes from the ECM
(DME) via the CAN bus. The TCM continuously monitors the throttle input for:
 The current throttle position.

 The rate of change in pedal movement.
 The number of acceleration requests.
 The number of kickdown requests. See Fig. 39 .
Fig. 39: Identifying Driver Influenced Features Of AGS

DRIVE AWAY EVALUATION
The AGS system selects the appropriate shift program based on the amount of acceleration that occurs during
takeoff. When driving away under full throttle the transmission will shift from XE to E.
KICK FAST FEATURE
Based on these inputs, the AGS will select one of three different driving programs as follows:
 Extreme Economy - Shift points are at low speeds for maximum comfort and economy.
 Economy - The shift points are raised for more performance with economy as priority.
 Sport - The shift points are higher to take advantage of full engine performance.
Under full throttle acceleration at high speed, single gear downshifts are possible. A two gear downshift is
possible if the accelerator pedal is moved quickly to kick-down. The Extreme Sport program was eliminated as
part of the kick-fast feature. See Fig. 40 .
Fig. 40: Identifying Environmentally Influenced AGS Features
STOP & GO
The feature is activated by defined sequence of shifts which are as follows:
 Upshift from first to second - followed by a downshift from second to first - followed by another upshift
from first to second. This is then followed by the vehicle coming to a complete stop.
After this sequence occurs, the transmission will stay in second gear. The AGS control has recognized stop and
go driving and this function will prevent excessive shifting during heavy conditions. The second gear start will
be cancelled when:
 The vehicle speed exceeds 40 MPH.

 The throttle pedal is pressed more than 90%.
 The range selector is moved to Park, Neutral, Reverse or Sport (4, 3 or 2).
 The vehicle is in Sport Mode.
WINTER DRIVE PROGRAM
This feature is activated when the TCM detects slippage at the rear wheels by comparing front and rear wheel
speed signals. When slippage is detected by the TCM, the transmission will start in second gear and the shift
points will be lowered. This will reduce torque to the rear wheels allowing improved driveability and traction on
slippery roads.
HILL RECOGNITION PROGRAM
There are two hill recognition programs, one for Uphill and one for Downhill. The TCM will activate this
feature when it receives a high engine load signal at slower road speeds. The TCM will perceive this
information as being consistent with climbing a hill. The shift points will be raised to prevent constant up and
down shifting. This is referred to as the pendulum shift effect. When driving downhill, road speed will increase
with minimal throttle input. The TCM will detect a downhill situation and hold the current gear to prevent an
upshift when going downhill.
CURVE RECOGNITION
This feature will inhibit upshifts when the vehicle is in a curve. This is to improve stability when the vehicle is
cornering at high speeds. The TCM will initiate this feature when it detects a difference between left and right
(front) wheel speed signals. The difference in these signals will indicate that the vehicle is in a curve. Be aware
that improper tire sizes, brands and inflation pressures can influence this feature. Always address these issues
first when diagnosing delayed upshift complaints.
CRUISE CONTROL DRIVE PROGRAM
A special cruise control shift map is selected by the TCM when cruise control is active. The TCM will prevent
unwanted locking and unlocking of the torque converter clutch. Also, upshifting and downshifting will be
minimized. Depending upon application, the cruise control interfaces with TCM via a single wire data link or as
on vehicles with electronic throttle control, the TCM will interface with the ECM (DME).
MANUALLY SELECTED "EXTREME SPORT" PROGRAM
This feature is activated by moving the shift lever to position 4, 3 or 2. This activates the "Extreme Sport
Program" where the shift points are raised for maximum RPM and performance. On Steptronic equipped
vehicles, the sport program is obtained by moving the shifter to the manual gate to initiate the "Sport Program".
MODIFICATIONS TO AGS FEATURES
Since the introduction of AGS features in 1994, there have been some software changes to address customer
concerns. Some AGS features have been perceived by the customer as malfunctions. To correct this, some of
the AGS features were modified with updated software. The AGS features previously discussed in this text
reflect the updated modifications.
CAN BUS COMMUNICATION

The CAN bus is a serial communications bus in which all connected control units can send as well as receive
information. Data over the CAN bus operates at a rate of up to 1Mb/s (megabits per second). The CAN protocol
was developed by Intel and Bosch in 1988 for use in the automotive industry to provide a standardized, reliable
and cost-effective communications bus to combat the increasing size of wiring harnesses. The CAN bus was
originally introduced on BMW automobiles in the 1993 E32 740i/IL as a data link between the TCM (EGS) and
the ECM (DME).
On earlier EGS systems, various signals were transmitted on individual signal wires. This reduced reliability
and increased the amount of wiring needed. The CAN bus allows faster signal transmission and increased
versatility. For example, the signals listed in the chart below were previously transmitted on individual wires,
now these signals are all on the CAN bus. This chart represents only some of the signals on the CAN bus, there
are many more signals transmitted between the TCM and ECM. See Fig. 41 and Fig. 42 .
Fig. 41: Identifying CAN Bus Communication (1 Of 2)

Fig. 42: Identifying CAN Bus Communication (2 Of 2)

CAN BUS TOPOLOGY
The CAN bus consists of two twisted copper wires. Each wire contains an opposing signal with the exact same
information (CAN-High, CAN-Low). The opposing signals transmitted through the twisted wire serve to
suppress any electrical interference. Early CAN bus wiring included a grounded shield around the two wires,
later vehicles discarded the shield in favor of the unshielded twisted pair wiring. Due to the linear structure of
the network, the CAN bus is available for other modules in the event of a disconnected or failed control unit.
This is referred to as a "Tree" structure with each control unit occupying a branch. See Fig. 43 and Fig. 44 .
As previously mentioned, the CAN bus initially was used as a high speed communication link between the
DME and AGS control units. With the introduction of the E38 750iL (95 M.Y.), the CAN bus was expanded to
include the EML and DSC control modules. The 750iL made exclusive use of the "star coupler" to link the
individual CAN bus ends to a common connector. The 1998 model year introduced new users of the CAN bus.
The instrument cluster and the steering angle sensor were linked to expand the signal sharing capabilities of the
vehicle. The 1999 750iL was the last vehicle to use the shielded cable, after which the entire CAN bus went to
twisted pair wiring.
Fig. 43: Identifying CAN Bus Wiring (1 Of 2)

Fig. 44: Identifying CAN Bus Wiring (2 Of 2)
On most current models the CAN bus provides data exchange between the following control modules:
 ECM (DME).
 EML (750iL E38).
 TCM (EGS).
 IKE/Kombi.
 ASC/DSC.
 LEW.
On models that use twisted pair, the wire color of the CAN bus is uniform throughout the vehicle with CAN-
Low GE/BR and CAN-High GE/SW or GE/RT. Shielded wiring is easily identified by the black sheath
surrounding the CAN bus.
TROUBLESHOOTING THE CAN BUS
The failure of communication on the CAN bus can be caused by several sources:
 Failure of the CAN bus cables.

 Failure of one of the control units attached to the CAN.
 Failure of the voltage supply or ground to individual modules.
 Interference in the CAN bus cables.
FAILURE OF THE CAN BUS CABLES
The following faults can occur to the CAN bus wiring:
 CAN-H/L interrupted.
 CAN-H/L shorted to battery voltage.
 CAN-H/L shorted to ground.
 CAN-H shorted to CAN-L.
 Defective plug connections (damaged, corroded, or improperly crimped).
In each instance, the connected control units will store a fault due to the lack of information received over the
CAN bus.
The voltage of the CAN bus is divided between the two data lines: CAN-High and CAN-Low for an average of
2.5V per line. The voltage measurement is taken from each data line to ground. Each module on the CAN
contributes to this voltage. The fact that 2.5V are present does not mean that the CAN bus is fault free, it just
means that the voltage level is sufficient to support communication.
TERMINAL RESISTORS
Terminal resistors are used in the CAN bus circuit to establish the correct impedance to ensure fault free
communication. A 120 Ohm resistor is installed in two control units of the CAN between CAN-H and CAN-L.
Because the CAN is a parallel circuit, the effective resistance of the complete circuit is 60 Ohms. On some
vehicles there is a jumper wire that connects the two parallel branches together, others have an internal
connection at the instrument cluster.
The resistance is measured by connecting the appropriate adapter to any of the modules on the CAN and
measuring the resistance between CAN-L and CAN-H. The resistance should be 60 Ohms. The CAN bus is
very stable and can continue to communicate if the resistance on the CAN bus is not completely correct;
however, sporadic communication faults will occur. The terminal resistors are located in the ASC/DSC control
unit and either the instrument cluster or in the DME. Early 750iL vehicles that used the star connector have a
separate external resistor which connect CAN-H and CAN-L together. Modules which do not have the terminal
resistor can be checked by disconnecting the module and checking the resistance directly between the pins for
CANH and CAN-L. The value at these control units should be between 10k Ohms and 50k Ohms.
DIAGNOSIS & TROUBLESHOOTING

Due to the cost and complexity of today's electronic transmissions, BMW recommends that the following
procedures followed before any repairs are performed. It is important that the technician perform some basic
diagnostic procedures:
 Always verify customer complaint, make sure the complaint is not related to normal operation. (i.e.
Warm Up Phase, AGS operation etc.).
 Survey Fault Memory - Perform complete quick test. There may be other systems that interface with EGS
that could cause faults. (i.e DME, ASC/DSC, IKE/Kombi etc.).
 Print out all fault codes with fault conditions. Also print out copy of Identification page and diagnostic
report.
 Check to see if there are any service bulletins that apply to your specific complaint.
 Ensure that battery voltage is sufficient. Battery voltage must be greater than 12.5 with ignition switched
off. Check battery connections for tightness and condition.
 Check ground connections. (chassis to engine, grounds to bulkhead and shock tower).
 Check over vehicle to look for transmission leaks, physical damage, loose connections etc.
 If necessary, check fluid level and condition using DISplus or GT-1.
 Check to see if any aftermarket or performance components have been installed that could effect
transmission operation. (DME or EGS software as well as any engine modifications).
 Check repair history to see if there were any recent repairs that could effect the proper operation of the
transmission (i.e. engine replacement with damaged dowel pin etc.).
ESTABLISHING A DIAGNOSTIC PLAN
Once all of the pre-diagnostic criteria has been satisfied, a logical diagnostic plan should be followed. A logical,
well organized diagnostic plan will help avoid improper diagnosis, unnecessary parts replacement and lost
diagnostic time. The productivity of the technician can also be improved by following a logical, common-sense
approach to problem solving. The following steps are recommended to form a diagnostic plan:
 Verify the Customer Complaint - This step is the most important, but also the most overlooked. The focus
should always be on the exact customer concern. Make sure that the customer complaint is not a
misunderstanding of proper vehicle operation. This step can avoid unnecessary diagnosis and lost time.
Also make sure that the conditions under which the concern has occurred are duplicated. For example: If
the customer is complaining about a shifting concern after a cold start, then the vehicle should be road
tested under those conditions.
 Analyze the Problem - Once the complaint has been verified, then all available resources should be used
to find the "root cause" of the complaint. Start out by checking technical service bulletins. Use the
DISplus or GT-1 to access the diagnostic program and perform Diagnostic Test Modules where
applicable. Wiring diagrams should also be used when needed.
 Isolate the Problem - Now, the problem can be narrowed down into the final steps of diagnosis. Using
proper tools and procedures, the technician can "Isolate" by using the process of elimination and common
sense. Perform all necessary electrical checks such as Voltage Drop, resistance measurements etc.
 Repair the Problem - Once the concern has been correctly identified, perform all necessary repairs.
 Verify the Repair - Make sure the customer concern has been rectified. Road test the vehicle under the
same conditions whenever possible.
FAULT CODES
When diagnosing transmission fault codes, always print out the fault code(s) and the fault conditions. When
referring to the fault code itself, be aware that there are actually 3 formats for the fault code. See Fig. 45 .
Fig. 45: Identifying Fault Code Components
FAULT CONDITIONS
When a fault code is set, it is stored with a set of environmental conditions. The environmental conditions are
used to aid in pinpointing the root cause of the fault. Some of the information found in the fault conditions
contain information on transmission temperature, engine speed and road speed etc. This information is also
helpful when trying to duplicate the customer complaint. For example, if a customer complains about a shifting
complaint when cold, check the fault conditions to verify this complaint. Remember to always print out the fault
codes with the fault conditions. This information is helpful to the technician as well as technical assistance.
IDENTIFICATION PAGE
The ID page is helpful to determine the transmission and control system used as well as the chassis number and
current software version. Always print out a copy of the ID page when performing any diagnosis or
programming procedures.
DIAGNOSIS PROGRAM
There are two diagnostic formats (programs) used on current model BMW vehicles. The earlier diagnostic
program was used on the E38 and E39. The latter diagnostic program was introduced as the "E46 Diagnostic
Concept". This is used on the E46, E65 and the E52 (Z8). The E53 X5 uses a mixture of both diagnostic
programs depending upon engine/transmission options. Below is an example of the earlier diagnostic program.
The diagnostic program contains the following features:
 Fault Symptoms - This is a symptom driven program that will lead the technician into guided diagnostics.
It contains several possible fault scenarios that are common to electronic transmissions. This path is
helpful when the technician is not sure where to start in his diagnostic plan.
 Function Test - There are no function tests for electronic transmissions.
 Service Functions - This is where you will find the ATF level check function. Also Test Codes can be
obtained and printed out for warranty purposes. The Adaptation values can be cleared as well as printed
out.
 Expert Mode - Expert Mode should be used when the technician has a thorough working knowledge of
the system. You will find several items in expert mode: Read/Clear fault memory, Diagnosis (Status)
requests, Component Activation and Test Modules.
TEST MODULES
Test modules are found in the diagnosis program of the DISplus and GT-1. These allow the technician to take
advantage of a guided diagnostic plan. The program will direct the technician through the various steps using a
"trouble tree" format. When using test modules it is important to follow the instructions exactly. Due to the
complex nature of some faults, the test modules are not always conclusive. The test module is only as effective
as the information provided by the technician. The technician also needs to rely on his experience and some
common sense. The test modules should be used to assist the technician, not as a replacement for good
diagnostic skills.
DIAGNOSTIC TIPS
The following consists of some helpful hints to assist the BMW diagnostic technician. It is designed to assist the
technician to form a logical path of diagnosis. These suggestions should be used in conjunction with other
approved diagnostic routines. Transmission concerns can be broken down into several categories:
 Shift Quality Complaints - Shift Quality complaints consist of harsh up or down shifts, improper shift
points and erratic shifting. These complaints could be related to electronic/software issues or
hydraulic/mechanical problems. Perform quick test and check TSB's before proceeding. As with most
concerns, check the transmission fluid level and condition as well.
 Delayed/No Upshifts - Before proceeding on delayed upshift complaints, make sure you are aware of the
conditions that this occurs. This could be normal operation, such as the "Warm-up Phase" program.
Always check front tires for proper inflation pressures, correct size and type. Also check for uneven tire
wear. Variations in front tire size from left to right can activate the AGS "Curve Recognition" feature.
The TCM will interpret the difference in wheel speed signals as being a turn and suppress (or delay)
upshifts.
 Slipping - This type of issue is usually associated with a fault code. Be sure to check the transmission
fluid level and condition.
 Noise, Vibration - Noises and vibrations should be checked over by a good visual inspection. Look for
loose transmission or engine mounts. Check the driveshaft, center bearing and flexible coupling (or
constant velocity joints). Also check the lateral alignment of the driveshaft.
 No Forward or Reverse Gear - Start by checking transmission fluid level and note the fluid condition.
Inspect for leaks and external transmission damage.
 Leaks - When investigating transmission leaks, be sure to verify that the suspected leak is actually
transmission fluid. Engine oil, hydraulic and brake fluid can be mistaken for a transmission leak. Check
the transmission cooler lines, transmission cooler and transmission pan gasket. Try to locate the source of
the leak.
 Fault Codes - Perform COMPLETE short test (Quick test) on all vehicle systems. It is important to survey
all systems in the event that a related system is causing the transmission fault. Always print out the ID
Page, Fault codes and fault conditions.
TCM CODING & PROGRAMMING

As with other control modules used on BMW systems, the TCM must be programmed and/or coded for the
vehicle. Over the years, these methods have varied from system to system.
CODING
Coding will assign the control unit to a particular application. Information such as differential ratio, tire size,
vehicle series, engine, engine control system, with or without A/C etc., are some of the possible variants that
have to be considered. Transmission control units are coded using various methods:
 Grounding pins in wiring harness connector - On early models equipped with the 4HP22/24 EH
transmissions, the TCM was coded to the vehicle by means of grounding pins in the wiring harness
connector for the TCM. By selectively grounding specific pins in the harness, the TCM was assigned to
that vehicle. For example, TCM could be installed in a 535, 635, or a 735. This only applies to the early
7-series (E23, E24, E28).
 TCM ordered for specific application - On some later models, the TCM was ordered for a specific vehicle
application, coding was not necessary.
 Coding performed during programming - On systems that use a flash programmable TCM, the coding
process is done during flash programming. See Fig. 46 .
PROGRAMMING
Programming refers to the instructions that the TCM is to follow. The TCM is programmed to apply certain
shift maps according to operating conditions such as vehicle speed, engine speed, engine temperature, engine
load and throttle position. This information can be entered into the TCM via an updated EPROM or through
flash programming. Flash programmable control units use a EEPROM which is Electronically Erasable. The
EEPROM is also soldered into the TCM and cannot be removed or replaced. Flash programmable TCM's can be
programmed up to 14 times (with a new TCM). See Fig. 46 .
NOTE: Always clear adaptations after programming.
NOTE: Do not program a TCM to correct a complaint unless there is a specific TSB that
covers the issue.
Fig. 46: Identifying TCM Coding & Programming
TRANSMISSION FLUID INFORMATION

TRANSMISSION FLUID (OIL)
The automatic transmission provides filtered, pressure regulated hydraulic fluid for all of the transmissions
functional requirements. All BMW automatic transmissions are designed to operate with specific fluids. Use of
non-approved oil will cause malfunctions and irreparable transmission damage which is not covered by BMW
warranty. The transmission fluid provides the following functions:
 Lubricates mechanical components (planetary gears, bearings etc.).
 Removes heat and transfers heat to transmission cooling system. (Heat Exchanger).
 Removes debris and contaminants to sump and filter when circulated.
 Provides a transfer of kinetic energy in the torque converter.
 Allows hydraulic operation of mechanical components (clutches, brakes) via control of the valve body.
Also, transmission fluid has various properties to prevent oxidation and breakdown from heat and friction. Each
type of transmission fluid has properties specific for each transmission application. Fluid level is crucial in the
proper operation of an automatic transmission. Improper fluid levels will cause improper operation and
eventually irreparable transmission damage. Improper fluid level can cause:
 A low fluid level can cause an interruption in oil flow during fast acceleration or hard braking which can
cause gear shift malfunctions and noises.
 An excessively high fluid level can cause the rotating mechanical components to paddle in the oil. This
produces foam which introduces air into the hydraulic system.
 A low fluid level can also cause transmission overheating causing premature transmission failure.
TRANSMISSION FLUID CHECKING PROCEDURES
Transmission fluid checking is accomplished using the DISplus or GT-1. The DISplus or GT- 1 is used to
monitor transmission fluid temperature to insure the transmission is not over or under-filled. As with most other
current ZF transmissions there is no dipstick, the fluid level is checked and filled at the fill plug. The location of
the fill plug varies between transmissions. See Fig. 47 . Transmission fluid should be checked between 30 and
50 degrees Celsius (unless otherwise specified). Use the DISplus and/or GT-1 to determine transmission
temperature. When checking transmission fluid, observe the following items:
 Transmission in Park.
 Parking brake applied.
 Engine Running.
 Vehicle level.
 No engine load.
 Trans Temp 30-50C.
 Observe correct drain plug torque.
 Use correct fluid.
When replacing parts on transmissions that use lifetime fluid, drain fluid into a clean container and reuse.
Fig. 47: Identifying Drain & Fill Plug (Typical)
TRANSMISSION FLUID APPLICATION
There are numerous types of transmission fluid used in BMW transmissions. With the exception of the early
transmissions (4HP22/24, A4S310/270R and the A5S310Z in the E34) all current BMW transmissions use
"Lifetime Fill" transmission fluid. See Fig. 48 . There is no maintenance required for these transmissions. It is
important to use the correct fluid. Incorrect use of the transmission fluid can cause non-warrantable
transmission damage. When performing repairs on transmissions with lifetime fluid, it is important to drain the
transmission fluid in to a clean container for re-use. New fluid should only be used for transmission replacement
and for topping off after repairs. Also, transmission fluid level is vital to the proper operation of the
transmission.
Fig. 48: Transmission Fluid Application
TRANSMISSION SERVICE
OVERVIEW OF ALLOWABLE REPAIRS
Currently, service of transmissions is limited to electrical, minor mechanical and hydraulic repairs as well as
service adjustments. See Fig. 49 . Part availability is limited to include the repair of the following:
 Oil Leaks - Radial seals and gaskets.

 Mechanical/Hydraulic Faults - Torque converter, valve body, parking pawl, oil pan, output shaft bearing.
 Electrical Faults - Solenoid valves, pressure regulator valves, wiring harness.
 Signal Sensing - Turbine and output speed sensors, CAN bus, temp sensor.
Fig. 49: Identifying Allowable Repairs
Removal & Installation - BMW (A4S 270R/310R)
APPLICATION
TRANSMISSION APPLICATION
Application Year Range
318i 1993-98
318is 1993-97
318ti 1995-99
323i & 323is 1998-99
325i & 325is 1992-95
328i & 328is 1996-99
525i 1991-95
525iT 1993-95
528i 1997-2000
535i 1991
M3 1995
Z3 1996-2000

TRANSMISSION
CAUTION: On vehicles with ASC+T, the throttle body (ASC+T) and/or the expansion
tank on the master brake cylinder can become damaged when the
transmission is lowered.
Removal
1. Remove throttle body (ASC+T). See THROTTLE BODY .

2. Disconnect battery.
3. Remove complete exhaust system.
4. If equipped with M51 engine, remove splash guards at front, middle and rear. Remove heat shield (1).
See Fig. 1 .
5. If equipped with oil filler pipe, drain off fluid. See Fig. 2 .
CAUTION: Never reuse drained oil.
NOTE: Clean oil cooler and pipes with compressed air and flush twice with ATF if
the transmission is faulty.
6. Remove clamp/holder (2). See Fig. 3 .

7. Loosen screw-on ring (1) several turns. See Fig. 4 .
8. Unscrew driveshaft on transmission. See Fig. 5 .
Fig. 1: Removing/Installing Heat Shield (M51)

Fig. 2: Locating Transmission Drain Plug
Fig. 3: Removing/Installing Clamp
Fig. 4: Removing/Installing Screw-On Ring
Fig. 5: Disconnecting/Connecting Driveshaft From Transmission
9. Unscrew joint disk on transmission, if equipped. See Fig. 6 .

10. Unscrew center mount. See Fig. 7 .
11. Pull the drive shaft downward at the center bearing, pulling it off the centring pin on the transmission. See
Fig. 8 .
CAUTION: Do not let drive shaft fall into joints. This would squash the rubber
gaiter, especially on the constant velocity joint.
12. Unfasten nut (1) in setting "P". See Fig. 9 .

Fig. 6: Disconnecting/Connecting Joint Disc From Transmission
Fig. 7: Removing/Installing Center Mount
Fig. 8: Removing/Installing Driveshaft
Fig. 9: Disconnecting/Connecting Shift Cable
CAUTION: Always brace bolt with special tool 24 5 210 to avoid deformation of
the cable. Special tool 24 5 210 can only be fitted in position "P".
13. Unscrew cable from holder. Pull out cable.

14. Turn bayonet lock (1) counterclockwise. Pull off plug (2). Lift wire harness out of holder. See Fig. 10 .
15. Pull plug (1) off speed sender. See Fig. 11 .
16. Lift off cover from opening (1) on side of crankcase. Using special socket 24 1 110, release three screws
securing torque converter to drive flange. See Fig. 12 . Turn flywheel for this step.
17. If equipped with M40 engine, remove air collection box. Unscrew cable duct from rear end of engine.
Support engine at rear end before unscrewing cross member. Mount special tool 00 0 200 and hook it into
the eye on the crankcase. Tighten spindle (1). See Fig. 13 .
Fig. 10: Disconnecting/Connecting Transmission Wiring Harness
Fig. 11: Locating Speed Sensor
Fig. 12: Removing/Installing Torque Converter-To-Drive Flange Bolts
Fig. 13: Installing Engine Support Fixture (M40)
18. If equipped with M51 engine, remove cover from manifold. Secure special tool 11 2 370 on intake pipe,
rear. Assemble special tool 00 0 200 and attach to special tool 11 2 370. Tighten spindle. See Fig. 14 .
19. If equipped with M43 engine, attach special tool 11 8 022. See Fig. 15 .
20. Support transmission with appropriate transmission jack.
21. Remove cross tube. See Fig. 16 .
22. Remove cross member with rubber mounts. See Fig. 17 .
Fig. 14: Installing Engine Lifting Fixture (M51)
Fig. 15: Installing Engine Support Fixture (M43)
Fig. 16: Removing/Installing Cross Tube
Fig. 17: Removing/Installing Cross Member
23. Lower transmission, until the cylinder head or manifold no longer abuts the engine fire wall or the heating
connections (visual inspection).
24. If equipped with M43 engine, fit carrier of special tool 11 8 022 firmly with knurled screws on oil pan.
See Fig. 18 .
NOTE: This special tool prevents the engine from tilting backwards when the
transmission is removed.
25. Release oil cooler pipe clamps from crankcase and oil pan. See Fig. 19 .
26. Unscrew front oil cooler pipe. See Fig. 20 .
27. Unscrew rear oil cooler pipe. See Fig. 21 .
Fig. 18: Installing Engine Tilt Preventer (M43)
Fig. 19: Removing/Installing Oil Cooler Pipe Clamps (Crankcase & Oil Pan)
Fig. 20: Disconnecting/Connecting Front Oil Cooler Pipe
Fig. 21: Disconnecting/Connecting Rear Oil Cooler Pipe
28. Unscrew transmission on engine (Torx screws). See Fig. 22 and Fig. 23 .
29. Secure converter from slipping by fitting and securing tool 24 4 080 to transmission housing with flat side
of retaining element (1) facing converter. See Fig. 24 . Pull transmission off engine.
CAUTION: A lifting fixture with mounted transmission may be moved only in

completely lowered position.
Fig. 22: Removing/Installing Transmission-To-Engine Bolts
Fig. 23: Identifying Transmission-To-Engine Bolts & Washers
Fig. 24: Securing Torque Converter To Transmission
Installation
CAUTION: Keep to sequence of installation.
CAUTION: Models with M50 engine are equipped with sheet metal flywheel (2). See
Fig. 25 . Sheet metal flywheel has three indentations for the torque
converter mounting tabs. When guiding the engine and transmission
together, the three mounting tabs on the torque converter must be aligned
with the three indentations in the sheet metal flywheel. Non-conformance
leads to follow-up damage on the automatic transmission. Turning on the
torque converter, or engine, is no longer possible after guiding the engine
and transmission together and would lead to damage.
1. Check that dowel sleeves (1 and 2) are not missing. See Fig. 26 . If necessary, convert or replace dowel
sleeves. Ensure correct position of cover plate.
Fig. 25: Identifying Sheet Metal Flywheel
Fig. 26: Locating Dowel Sleeves
2. Check drive plate for breaks and cracks, replacing if necessary.

3. If equipped with sheet metal flywheel, turn the torque converter on the transmission until bore (1) faces
down perpendicular to the tab. See Fig. 27 . Screw special tool 24 2 300 into the tab.
4. Bore (3) on drive plate must point perpendicularly to center of opening in oil sump. See Fig. 28 .
5. Lift automatic transmission until bore (3) in drive plate is reached. See Fig. 29 .
Fig. 27: Aligning Torque Converter
Fig. 28: Aligning Drive Plate
Fig. 29: Aligning Transmission To Engine & Drive Plate
6. Guide transmission in carefully with special tool 24 2 300 in bore (3) on the drive plate. See fig.
7. Bolt transmission housing to engine. Check that washers are fitted to Torx screws. See Fig. 23 . Tighten
bolts to specification. See TORQUE SPECIFICATIONS .
8. Unscrew special tool 24 2 300 from the tab towards the front. Mount torque converter.
9. Connect rear oil cooler pipe. Check seals, replacing if necessary. See Fig. 21 . Tighten to specification.
See TORQUE SPECIFICATIONS .
10. Connect front oil cooler pipe. Check O-ring (1), replacing if necessary. See Fig. 20 . Tighten to
specification. See TORQUE SPECIFICATIONS .
11. Install crossmember and mounts. See Fig. 17 . Ensure transmission is centered. See CENTERING
TRANSMISSION .
12. Install cross tube. See Fig. 16 . Remove engine support fixtures.
13. Install torque converter-to-drive flange bolts, using special socket 24 1 110. See Fig. 12 . Tightening to
CAUTION: Only use original bolts.
14. Connect speed sensor harness connector. See Fig. 11 . Connect transmission wiring harness plug (2). See
Fig. 10 . Ensure that marks are aligned.
15. Connect shift cable. See Fig. 9 . Adjust shift mechanism. See SHIFT CABLE ADJUSTMENT
16. Install driveshaft. Use NEW stop nuts and self-locking nuts. See Fig. 5 and Fig. 6 . To prevent torsion
stress on the joint disc, only turn the nuts or bolts on the flange side, if possible. See Fig. 30 . Install
center mount. Ensure mount is preloaded 4-6 mm in forward direction. See Fig. 7 . Tighten screw-on ring
(1) with special tool 26 1 040. See Fig. 4 . Tighten driveshaft fasteners to specification. See TORQUE
SPECIFICATIONS .
Fig. 30: Tightening Flange Bolts

17. Install clamp/holder with long shoulder (3) facing forward. See Fig. 3 . Tighten bolts to specification. See
18. To complete installation, reverse removal procedure.
19. After the transmission has been installed, the oil level must be checked and topped off if necessary. See
appropriate SERVICING article.
Centering Transmission
1. Determine measuring point. Measure from center of bore towards inside (A = 31 mm). See Fig. 31 . Mark
measuring point.
2. Starting from center of transmission, measure 10 mm to left, mark and attach special tool 26 1 020. See
Fig. 32 .
3. Move transmission sideways until special tool gauge has equal distances on left and right sides. Secure
crossmember. See Fig. 33 . Tighten bolts to specification. See TORQUE SPECIFICATIONS .
Fig. 31: Determining Measuring Point

Fig. 32: Installing Centering Gauge
Fig. 33: Centering Transmission
Shift Cable Adjustment
CAUTION: In order to avoid deformation of the cable, it is absolutely essential to grip

special tool 24 5 210 at the clamping screw. See Fig. 34 .
Move selector lever (1) to "P". See Fig. 34 . Loosen nut (2). Special tool 24 5 210 can be applied only in
position "P". Press lever (3) forward (park position). Press cable rod (4) in opposite direction to travel, then
release again. Clamp cable rod (4) by tightening nut (2) (brace with special tool 24 5 210. Tightening to
Fig. 34: Adjusting Shift Cable
THROTTLE BODY
NOTE: This procedure applies to vehicles equipped with ASC+T.
Removal
1. Switch off ignition.

2. Unfasten hose clip (1). Remove plug connections (2 and 3). Unfasten clips (4). See Fig. 35 . Remove
mass air flow sensor with suction hose.
3. Disconnect cable.
4. Check gasket (1) for damage and replace if necessary. See Fig. 36 .
5. Unfasten bracket for front throttle body by unfastening screws (1). See Fig. 37 . Remove bracket.
6. Check gasket (1) between mass air flow sensor and upper section of air filter for damage and replace if
necessary. See Fig. 38 .
Fig. 35: Removing/Installing Mass Airflow Sensor
Fig. 36: Identifying Throttle Body Gasket

Fig. 37: Removing/Installing Front Throttle Body Bracket
Fig. 38: Identifying Mass Airflow Sensor Gasket

Installation
1. To install, reverse removal procedure. To facilitate assembly, coat gaskets with acid-free grease.
2. Adjust bowden cable with clearance of 0.5-1 mm. See Fig. 39 .
3. Fit hose for crankcase venting to suction hose. See Fig. 35 .
4. Read out fault memory of ASC+T control unit, check error messages in memory, rectify faults and cancel
fault memory. See appropriate SELF-DIAGNOSTICS article in ENGINE PERFORMANCE.
Fig. 39: Adjusting Bowden Cable

Crossmember-To-Body Bolts 16 (21)
Driveshaft Center Mount-To-Body Bolts 16 (21)
Driveshaft Coupler-To-Transmission (Self-Locking Nuts) 44 (60)
Oil Cooler Cap Nut (At Radiator & Transmission) 15 (20)
Oil Lines (At Transmission) 27 (37)
Torque Converter-To-Flywheel Bolts 33 (45)
Transmission-To-Engine Bolts (Torx)
M8 Thread 16 (21)
M10 Thread 31 (42)
M12 Thread 53 (72)
Universal Joint-To-Driveshaft & Transmission (Stop Nuts) 35 (48)
INCH Lbs.
Bowden Cable-To-Shift Tower/Transmission 133 (15)
Drive Shaft Screwed-On Ring 89 (10)
Shift Lever Clamping Screw 89 (10)
1997-98 AUTOMATIC TRANSMISSION SERVICING
BMW
APPLICATION
Vehicle Application Transmission Model
Z3, 318i, 318is, 318ti, 328i, 328is & 528i 4L30E
540i, 740i, 740iL & 840Ci 5HP 30
LUBRICATION
NOTE: Transmission is sealed at factory for life of transmission. If any leaks are found,
factory recommends replacing transmission assembly.
SERVICE INTERVALS
Transmission fluid replacement is not required.
CHECKING FLUID LEVEL
Models Without A Transmission Dipstick
1. Ensure transmission fluid is between 68-86°F (20-30°C). Use BMW Service Tester (if available) to
monitor transmission fluid temperature. Turn on headlights and A/C to raise idle speed. Apply parking
brake and start engine. Select each gear and return gear selector to "N" or "P" position.
2. Remove fill plug from center (raised area) of oil pan. There is a "stand pipe" behind plug. Some oil will
spill from above plug when removed. If oil continues to spill out after plug is removed, transmission is
full. Add oil until it begins to overflow from fill plug. Ensure engine continues to run during procedure.
Replace fill plug and tighten to 74 ft. lbs. (100 N.m).
TRANSMISSION REFILL CAPACITIES

Application (1) Qts. (L)
4-Cylinder 3.2 (3.0)
(1) Transmission is sealed at factory for life of transmission.
RECOMMENDED FLUID
Transmission is sealed, therefore manufacturer does not recommend a fluid type.
DRAINING & REFILLING

Draining and refilling procedure is not recommended by manufacturer.
ADJUSTMENTS
GEARSHIFT CABLE
1. Move gearshift lever to Park position. Loosen cable attaching nut on shift lever at transmission. Push
transmission shift lever forward to Park position, and push cable rod rearward. See Fig. 1 .
2. Tighten shift cable rod nut to 88-106 INCH lbs. (10-12 N.m). Check proper operation of gearshift lever in
each gear selection, and readjust cable if necessary.
Fig. 1: Adjusting Gearshift Cable

Filler Plug 74 (100)
INCH Lbs. (N.m)
Shift Cable Rod Nut 88-106 (10-12)
TRANSMISSION SERVICING - M/T
1997-98 TRANSMISSION SERVICING BMW - Manual Transmission
IDENTIFICATION
MANUAL TRANSMISSION APPLICATIONS
Model Transmission
Z3 M-Series & M3 Getrag 310
Z3, 318i, 318ti Getrag 250
328i, 328is, 528i Getrag 320
540i Getrag 420
LUBRICATION
SERVICE INTERVALS
Inspect fluid level when vehicle is serviced. Fluid change interval schedule is not available from manufacturer.
CHECKING FLUID LEVEL
Check lubricant at fill hole. Lubricant should be at bottom of filler plug hole.
RECOMMENDED FLUID
Transmissions have a Red label on transmission bellhousing that specifies ATF-OIL, use Dexron-II ATF. If
vehicle bellhousing has a Green label that specifies SPECIAL-OIL, use Mobil Synthetic Gear Lube (SHC 630).
FLUID CAPACITIES
TRANSMISSION REFILL CAPACITIES

Application Qts. (L)
ADJUSTMENTS
GEARSHIFT LINKAGE
No external adjustment is provided.
Drain Plug 29-44 (40-60)
Filler Plug 29-44 (40-60)
1997 SYSTEM WIRING DIAGRAMS BMW
Z3
AIR CONDITIONING
Fig. 1: Air Conditioning Circuits
ANTI-LOCK BRAKES
1.9L
Fig. 2: 1.9L, Anti-lock Brake Circuits, W/ Traction Control
Fig. 3: Anti-lock Brake Circuits, W/O Traction Control
2.8L
Fig. 4: 2.8L, Anti-lock Brake Circuits, W/ Traction Control (1 of 2)
Fig. 5: 2.8L, Anti-lock Brake Circuits, W/ Traction Control (2 of 2)
Fig. 6: Anti-lock Brake Circuits, W/O Traction Control
ANTI-THEFT
Fig. 7: Drive-Away Protection (EWS II)
Fig. 8: Forced Entry Circuit
BODY COMPUTER
Fig. 9: Body Computer Module Circuit
Fig. 10: On-Board Computer Circuit
COMPUTER DATA LINES
Fig. 11: Computer Data Lines
COOLING FAN
1.9L
Fig. 12: 1.9L, Auxiliary Cooling Fan Circuit
2.8L
Fig. 13: 2.8L, Auxiliary Cooling Fan Circuit
CRUISE CONTROL
Fig. 14: Cruise Control Circuit
DEFOGGERS
Fig. 15: Defogger Circuit
ENGINE PERFORMANCE
1.9L
Fig. 16: 1.9L, Engine Performance Circuits (1 of 2)
2.8L
EXTERIOR LIGHTS
Fig. 20: Back-up Lamps Circuit
Fig. 21: Exterior Lamps Circuit (1 of 2)
Fig. 22: Exterior Lamps Circuit (2 of 2)
GROUND DISTRIBUTION
Fig. 23: Ground Distribution Circuit (1 of 3)
HEADLIGHTS
Fig. 26: Headlight Circuit
HORN
Fig. 27: Horn Circuit
INSTRUMENT CLUSTER
Fig. 28: Instrument Cluster Circuit (1 of 2)
Fig. 29: Instrument Cluster Circuit (2 of 2)
INTERIOR LIGHTS
Fig. 30: Interior Light Circuit
POWER DISTRIBUTION
Fig. 31: Power Distribution Circuit (1 of 3)
POWER DOOR LOCKS
Fig. 34: Power Door Lock Circuit
POWER MIRRORS
Fig. 35: Power Mirror Circuit
POWER SEATS
Fig. 36: Heated Seats Circuit
Fig. 37: Power Seats Circuit
POWER WINDOWS
Fig. 38: Power Window Circuit
RADIO
Fig. 39: Radio Circuits
SHIFT INTERLOCKS
Fig. 40: Shift Interlock Circuit
STARTING/CHARGING
Fig. 41: Charging Circuit
Fig. 42: Starting Circuit
SUPPLEMENTAL RESTRAINTS
Fig. 43: Supplemental Restraint Circuit
TRANSMISSION
1.9L
Fig. 44: 1.9L, A/T Circuit (1 of 2)
2.8L
WARNING SYSTEMS
Fig. 48: Warning System Circuits
WIPER/WASHER
Fig. 49: Washer Jet Heater Circuit
Fig. 50: Wiper/Washer Circuit, Canada
Fig. 51: Wiper/Washer Circuit, USA

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BMW Z3 1997

Basic Engine Measuring Techniques - Overview

BASIC MEASURING TECHNIQUES

Fig. 1: Sectional View Of Engine

 Valve Guide Wear (Tilt Angle K)

Fig. 2: Identifying Depth Gauge

Fig. 3: Locating Vernier Scale Reading

Metric Micrometer Construction

Fig. 5: Identifying Micrometer

Fig. 6: Identifying Micrometer Reading

Dial Indicator Measurements

Fig. 8: Identifying Dial Indicator

Fig. 9: Identifying Dial Indicator Reading

Examples Of Dial Indicator Measurements

ADDITIONAL ENGINE MEASUREMENTS

Some of the other routine engine measurements include:

 Cylinder head warpage

Cylinder Head Measurement

Piston Ring Measurements

Metric System Denominations

Metric Reference Chart

METRIC REFERENCE CHART

Metric System Conversion Charts

Pressure Conversion Chart

PRESSURE CONVERSION CHART

Coding And Programming - Overview - All Models

INTRODUCTION TO CODING & PROGRAMMING

Types of operating requirements:

 Nominal values of device input signals (0.25V to 2.5V, 5W - 25W, ...)

Coding can be performed for some systems/components:

 By installing a specific plug (coding plug) into a device/component

It is a process utilized by BMW to load application/system specific operating instructions

Fig. 3: Identifying Data Before Programming

Programming of system control modules is performed using a DISplus/GT1/SSS.

WHAT IS THE PURPOSE OF CODING AND PROGRAMMING?

 Country Specific Regulations (U.S., Canada, Japan, UK, ECE, ...)

Codable control modules contain:

 A common operating program

Programmable control modules contain:

 The required/specific operational data

Fig. 5: Identifying BMW Workshop

BMW currently uses the following methods to perform Coding or Programming:

WHERE IS DATA STORED IN A CONTROL MODULE?

 EPROM (E lectrically P rogrammable R ead O nly M emory)

EPROM (Electrically Programmable Read Only Memory)

EEPROM (Electrically Programmable Read Only Memory)

What is needed to Code and Program?

CODING & PROGRAMMING EQUIPMENT

EQUIPMENT AND SOFTWARE

DISplus (Diagnostic Information System)

Used For: Vehicle Diagnosis, Coding, Programming and Individualization

Connection: Direct to LAN/Workshop Network or Direct to OPPS/OPS/Diagnostic Head

Used For: Vehicle Diagnosis, Coding, Programming and Individualization

Connection: Wireless LAN or Direct to LAN/Workshop Network or Direct to OPPS/OPS/Diagnostic Head

Fig. 8: Identifying GT1 (Group Tester 1)

Used For: Vehicle Coding, Programming and Individualization. NO DIAGNOSTIC CAPABILITY.

Connection: LAN/Workshop Network or Direct to OPPS/OPS Head

Fig. 9: Identifying SSS (Software Service Station)

Interface between vehicle and DISplus, GT1 or SSS