Advanced Hints and Tips: BMW

[Guest v2b3]

INITIAL DRRIVEABILITY

 

MODELS AFFECTED:

1982 633CSI/733I; 1983 533I/633CSI/733I; 1984 533I/633CSI/733I

FAULT:

Hesitation /poor throttle response in first 5 to 10 min of operating after Starting a cold/warm

engine at an ambient temperature above 75 deg f.

CAUSE:

The new generation Montronic Control Unit was not sufficiently re-programmed to

compensate for the removal of the external 560 ohm resistor.

SOLUTION:

Installation of an external resistor in the NTC line.

 

X53.0I HESITATES,STUMBLES AT IDLE

 

MODELS AFFECTED:

E 53 ALL WITH M54B30 PRODUCED UP TO 8/00

FAULT:

When turning the steering wheel at idle the X53.OI vehicles equipped with M54 engine may

hesitate and stumble. No fault codes are stored in the DME.

CAUSE:

DME/ECM calibration.

SOLUTION:

Reprogram the DME with CD23(after loading CD23 update)

 

THERMOSAT SOFTWARE &OXYGEN SENSOR/MISFIRE REPROGRAMMING

 

MODELS AFFECTED:

E38-740I/IL with M62/M62TU produced 4/97-8/99

E39-540I/IA with M62/M62TU produced 4/97-8/99

FAULT:

The check engine light is illuminated and stored in the Engine Control Module(ECM/DME)

are one or all of the following fault codes due to a software error:

• FC 10-02 sensor pre catalyst (bank 1)

• FC 12-02 sensor post catalyst (bank 1)

• FC 18-02 sensor pre catalyst (bank 2)

• FC 20_02 sensor post catalyst(bank 2)

• Various misfire faults

CAUSE:

DME calibration software.

SOLUTION:

Check the DME program number& if necessary the DME must be reprogrammed.

Note:

When ever any of the previously listed faults are set, there is no need to replace the oxygen

sensor(s) with this programming update.

 

M5 CHECK ENGINE LIGHT ILLUMINATED

 

MODEL EFFECTED:

E39 MS produced up to 2/00

FAULTS:

-The OBDO2 readiness code will not set in the ECM/DME

-The check engine light is illuminated and or after starting the engine the temperature gauge

goes to full hot .The DME may store the following fault codes:

-FC 232 Function check TEV (or these: FC 174/175 Fuel system diagnosis 1 or 2; FC 92/93:

02 sensor post cat bank 1 or 2 voltage monitoring).

-FC 105: Engine Temperature Plausibility. When this fault is set in the ECM/DME, the

temperature gauge may go to full hot. To reset the temperature gauge to normal operation

just cycle the key.

CAUSE:

DME calibration.

SOLUTION:

Reprogram the DME with CD210 or higher.

 

ENGINE SPEED APPEARS TO HANG DURING SHIFTS

 

MODELS AFFECTED:

E46-323i with M52 TU engine & manual trans produced 4/98-3/99

E39-528i/iT withM52 TU engine and manual trans produced 9/98-3/99

Z3- with M52TU engine and manual trans produced 8/98-3/99

FAULTS:

-During shifts engine RPM momentarily hangs up.

-Gear change is not smooth 1-2&2-3 shifts.

CAUSE:

-DME is not receiving the clutch depressed signal.

-When the clutch pedal is depressed the program within the ECM/DME doesn't allow the

engine to speed to drop quickly.

SOLUTION:

Check the DME is receiving the signal from the clutch switch and the DME may

need reprogramming.

 

SHUT-OFF VALVE FAULT CODE SET IN ECM/DME

 

MODEL AFFECTED:

MZ3-with 552 engine produced 2/98-9/98.

FAULT:

The check engine light is on and the fault code: FC 253- shut-off valve, activated charcoal

filter jammed shut is set in the ECM/DME.

CAUSE:

Tank pressure sensor voltage threshold inside the DME program is to high.

SOLUTION:

Check overall operation of the system, if no faults are found then the DME needs reprogramming.

 

MOTOR DRIVEN THROTTLE VALVE(MDK)

 

MODELS AFFECTED:

E 39-528i/iA with M52TU engine produced 9/98

E 46-323i/iA &328i/iA with M52TU engine produced 6/98

Z3-Roadster with 2.5L/2.8L engine and Mcoupe with 2.8L Engine produced 9/98

FAULT:

The check engine light is on and one or more of the following faults are Set in the ECM/DME:

FAULT CODES:

109(6D)-Plausibility of motor driven throttle valve

110(6E)-Signal, drivers wish sensor potentiometer 1.

111(6F)-Signal, drivers wish sensor potentiometer 2.

112(70)-Signal, throttle position sensor potentiometer 1.

113(71)-Signal, throttle position sensor potentiometer 2.

114(72)-Motor throttle valve final stage.

115(73)-Reference voltage, voltage regulator 1

116(74)-Reference voltage, voltage regulator 2

117(75)-Plausibility signal, drivers wish sensor potentiometer 1&2

118(76)-Plausibility signal, motor driven throttle valve sensor, potentiometers 1&2

119(77)-MDK throttle mechanical sticking.

120(78)-Pedal sensor, throttle valve potentiometer.

172(AC)-Signal, drivers wish sensor, potentiometers 1&2 short circuit.

173(AD)-Signal, throttle position sensor, potentiometers 1&2 short circuit.

175(AF)-Drivers wish sensor 1,adaptation.

176(BO)-Drivers wish sensor 2, adaptation.

169(A9)-Motor-drive throttle valve output stage cutoff after diagnosis fault.

170(AA)-Control unit self test, internal fault.

171(AB)-Plausibility motor driven throttle valve.

CAUSE:

The faults above cold be set due to the following:

• Break/open in the wiring from the DME to the throttle motor(MDK).

• The actuator or potentiometers inside the MDK could be contaminated.

SOLUTION:

(If any of the faults listed are set)

• Using a breakout box check for an open or short to ground in the wiring from the DME to the MDK.

• If the wiring is intact then replace the MDK, then the adaptation values in the DME must be

cleared. Failure to do this will result in reoccurring faults.

• Switch the ignition off for 30 seconds.

• Turn on the ignition and delete the DME adaptations and the fault code

memory

• Press the accelerator pedal to wide open throttle(WOT)4 times

 

ENGINE CRANKS BUT DOES NOT START

 

MODEL AFFECTED:

Z3(E36/7) from 9/98 production

FAULT:

Engine cranks but doesn't start. The fault code 209(decimal) or d1 (hex) (EWS/DME alignment) is set

in the DME.

CAUSE:

EWS 3D module SW version O5. has software error.

SOLUTION:

EWS module to be removed which is located on the left side of the vehicle, below the instrument

cluster, and replace with EWS 3D module SW version 06.(part no 61 35 4 101 593).Code the EWS

module using DIS V16.0 or later.

 

REPROGRAMMING OF ECM MAY NOT BE POSSIBLE

 

MODELS AFFECTED:

E38-740i/iLA with M62 engine and DSC3 produced from 9/98

E39-540i/iA/ITA with M62 engine &DSC3 produced from 9/98

E39-528i/iA/ITA with M52 engine& DSC3 produced from 9/98

FAULT:

Reprogramming procedure can not be performed. This error message is displayed: "Programming

cannot be performed correctly! Test code 002400 repeat programming if necessary."

CAUSE:

The communication path between the DIS/MODIC & DME and/or EGS Modules are disturbed by the

DSC3 control module.

SOLUTION:

Remove the power supply to the DSC3 module before beginning the programming operation.

Remove the following fuses to do so:

MODEL FUSE LOCATION

E38-740 17 Engine compartment

E39-540i/iA/iTa 17.31 Glove box

E39-528i/iA/iTA 17.31 Glove box

 

INCREASE IDLE SPEED BY REPROGRAMMING ECM/DME(M5.2)

 

MODELS AFFECTED:

E38-740i/iLA with M62 engine prod 12/95-4/97

E39-540i/iA with M62 engine prod 3/96-4/97

FAULT:

Engine seems to stumble & engine idle speed appears to be low especially with the A/C off, steering

wheel turned fully to the right or left or when the reverse gear is selected with automatic transmission.

CAUSE:

Increased load requirements from steering/transmission.

SOLUTION:

Reprogram the DME control module using CD P15.0 OR higher. This will increase engine idling

speed by approximately 100 RPM.

Advanced BMW ABS hints and tips

 

ENGINE APPEARS TO MISFIRE OR STUMBLE INTERMITINTLY

 

MODELS AFFECTED: 5 Series(E34), 7 series(E32), 8 series(E31) all equipped with ACS.

FAULT: Under certain specific conditions an apparent engine misfire or bucking may occur. This is not

an engine misfire.

CAUSE: Short (less than 100 milliseconds) fuel injection cut-off, as a result of MSR (engine drag torque

control) regulation. This is a normal ASC function that may occur under these conditions:

-The vehicle is equipped with ASC

-Vehicle speed between 45 and 60 MPH

-A rough road surface (e.g. potholes, railroad tracks)

-Light throttle(accelerator pedal only depressed 1/8)

-ASC not switched off.

SOLUTION: Replace the ASC control unit. no further diagnosis of the ABS/ASC system should be

necessary.

 

ABS WARNING LIGHT ON

 

MODELS AFFECTED: 3 series (E36) and Z3 produced up to 5/96

FAULT: The ABS warning lamp is on in the instrument cluster, and fault code 145 (pump inoperable)

stored in the ABS control module memory.

CAUSE: Faulty relays produced prior to may 1996.

SOLUTION: Use the DIS tester to confirm that fault code 145 is set in the ABS control unit. Work

through test instructions in DIS confirm that the fault is not caused by any other components. Then

replace the gray ABS pump motor relay, witch is located in the power distribution box, rear left side

of engine compartment.

 

MICROPROCESSOR CONTROLLED ABS(uC-ABS)STORES ERRONEOUS INTERNAL DEFECT FAULT

 

MODELS AFFECTED: 7series(E32)-vehicles produced 06/91 and later, equipped with M30 engine.

5 series (E34)-vehicles produced 9/91 and later.

FAULT: Increasing number of uC-ABS control units are being returned for showing internal defect during

troubleshooting and readout of the fault memory. In most cases the fault is erroneous.

CAUSE: If the ignition is switched on with the cap of the D100 diagnostic connector removed, the erroneous

fault can be set by a low voltage condition on the TTD lead to this control unit.

SOLUTION:

-Erase the fault in the uC-ABS fault memory, while the diagnostic module is still connected and the

ignition is switched on.

-Before disconnecting the diagnostic cable, switch off the ignition

-Reconnect the cap for the D100 diagnostic connector, then switch on

the ignition again.

-Do not replace control unit.

 

ASC AND/OR ABS WARNING LAMP ON

 

MODELS AFFECTED: 3 series (E 46), vehicles produced up to 9/98

FAULT: The ASC and/or ABS warning lamps are on, with fault code 31 or 41(rear wheel speed sensor) set

in memory.

CAUSE: Faulty rear wheel speed sensor.

SOLUTION: Replace the wheel speed sensor with a sensor with production date 22/08 or later.

 

ASC LAMP ON, FAULT CODES

 

MODELS AFFECTED: E38(7 series), E39 (5 series) with M62, or M73 engine.

FAULT: The ASC lamp is on and no fault codes are stored. If the under hood diagnostic connector is

removed the ASC lamp goes off.

CAUSE: Incorrect under hood OBD cap fitted.

SOLUTION: Install correct OBD connector cap (part number 12 52 1 703 202).The part number is inscribed

into the OBD cap moulding

 

ABS WARNING LIGHT COMES ON

 

MODELS AFFECTED: All with ABS

FAULT: ABS warning light comes on intermittently. Normal troubleshooting procedures find no defect.

CAUSE: If cars have recently had two new tires, or snow tires put on. Sometimes when the car is driven

over 50 MPH.

SOLUTION: Check all four tires on the car, make sure they are the same brand, style, and size. Check if

any of the new tires have substantially more tread than the rest. These differences may cause enough

variance in rolling diameters to confuse the ABS control unit, which intern gives a false signal to the ABS

warning light.

 

ABS WARNING LIGHT GLOWS

 

MODELS AFFECTED: 3 series (E 36)-vehicles produced 1/96 to 3/96 without ASC.

FAULT: On rare instances the ABS warning may glow slightly after other electrical consumers have been

switched on. No fault is stored in the ABS control module fault memory.

CAUSE: Hardware fault in the ABS control module.

SOLUTION: If this is encountered replace the ABS control module.

 

ABS, ASC, AND ASC+T MALFUNCTION

 

MODELS AFFECTED: All models equipped with ABS,ASC OR ASC+T

FAULT: Any of the ABS ASC and ASC+T systems inoperative, intermittently inoperative, or illuminating

the warning lamp.

CAUSE: All BMW'S with slip control systems use 4 wheel speed sensors which monitor each wheels

speed of rotation with a high accuracy. The system control unit uses this information to calculate a

vehicle speed. In this way it detects wheel speed variation. If the inputs vary from each other by a certain

amount, the control unit is not able to do the calculation reliably (plausibility fault) and takes its self

off-line as a safety precaution(fail-safe).This can be because the wheels and tires are non-approved parts

and therefore do not agree with the system.

SOLUTION: Make sure the vehicle is fitted with BMW approved wheels and tires. Then do further

diagnostic testing to check if fault is resolved.

 

EXCESSIVE NOISE FROM ENGINE COMPARTMENT AFTER FIRST STARTING OFF(ABS SELF TEST)

 

MODELS AFFECTED: 3 series (E 36)- four door models only

FAULT: A noise(described as a rattle, groan or growl) occurs only after the engine is started and the

vehicle is put into motion. The noise is heard in the first 30 feet and only last a second.

CAUSE: Most of the time the noise is from the pump activation portion of the ABS self-test.

SOLUTION: The self test noise cannot be eliminated, can only be reduced, and even then not in all cases.

One way is to install insulated brake lines (only on vehicles produced before 03/92).

 

ABS, ASC/DSC, ECM FAULTS

 

MODELS AFFECTED: E38(7 series)

FAULTS: The wire harness can get damaged. ABS, ASC/DSC ECM faults show:

- 66 wheel sensor signal supply voltage

- 67 intermittent interference

- 5,6,7 wheel speed (plausibility)

- 30 left rear wheel sensor

CAUSE: The sharp edges on the tilt sensor(NAG) bracket damage the wire. The leak diagnosis pump(LDP)

and the wire harness from the left rear wheel sensor is routed through the slot in the tilt sensor(NAG)

bracket.

SOLUTION: Remove the tilt(NAG) sensor, located behind the wheel arch in the left side of the trunk. Tape

the sharp edges of the tilt sensor bracket with electrical tape to prevent further damage to the wire harness.

Repair the wire harness and reinstall the tilt sensor. Using the DIS tester clear the fault codes.

 

BREAK INDUCED STEERING VIBRATION

 

MODELS AFFECTED: E46 and four door models produced prior to 10/99.

FAULT: Steering vibration when breaking, usually in the 50 to 60 MPH range.

CAUSE: The front axle on some cars is extremely sensitive.

SOLUTION: Remove front brake rotors and pads, also replace steering coupling and torx bolts with new

parts. Make sure the front wheel assemblies are balanced before re-installing. If the vehicle has dampened

hydraulic lines they need to be removed and replaced with original lines.

TWITCH FELT IN STEERING WHEEL ON RAPID BRAKE APPLICATION

MODELS AFFECTED: E46 not equipped with DSC.

FAULT: When the steering wheel is held very lightly with one hand and the brakes given a quick tap, it

may twitch slightly once. There is no disruption of stability of the car and doesn't pull to either side.

CAUSE: Could be from having unequal amounts of toe-in on each front wheel or because of a very slight time

difference in the build up of pressure in each front brake caliper.

SOLUTION: If the alignment has been corrected, you can install a dampener to modify the brake pressure

build up curve.(If the vehicle is equipped with DSC a dampener can't be installed because it will affect the DSC

operation).

 

ABS REAR WHEEL SPEED SENSOR

 

MODELS AFFECTED: 3series (E36)- 1992 models

FAULT: After diagnosis of a ABS system using the BMW service tester the following faults may be set:

- 84 or 88 wheel speed sensor missing or defective, left rear/right rear.

- 100 or 104 wheel speed signal not plausible, left rear/right rear.

CAUSE: The ABS wheel speed sensor at either rear wheel have poor solder connections at the coil connections.

SOLUTION: The solder connections were improved in production from date code 0811(81st day 1991). If the

date code of the failed sensor is 0801 or lower, both rear wheel speed sensors need replacing.

 

ABS HYDRAULIC UNIT

 

MODELS AFFECTED: 1993 318 is, 1993 325is, 1994 345 ic.

FAULT: It's possible that during the assembly of the ABS hydraulic units of these vehicles, the six bolts which

fasten the bottom cover of the unit to the housing were not tightened properly.

SOLUTION: All affected vehicles(identified by the DCS inquiry) hydraulic units need to be checked by torquing

one bolt on the bottom cover to 15 Nm. If it turns the unit must be replaced.

 

 

BMW Wiring Harness Problems and Faults Cold Starting

 

Model :

BMW 325e (produced before 10/85)

Complaint:

During low outside temperatures there is no ignition spark, therefore cars cannot be started.

Cause:

The cable on the battery junction block has been installed incorrectly. The battery junction block can be located underneath a black cover on the right hand side when looking forward in the car.

Remedy:

Connect the cable.

 

Engine Test – Ignition Timing Angle Diagnostic Readout

 

Model:

BMW M3

Complaint:

The ignition timing angle cannot be read out on some vehicles when performing an engine test. However, the correct functioning of the engine management system is not effected.

Cause:

When the wiring harnesses were produced the three wires in the female plug housing (connector C152) for the TDC position sensor were incorrectly inserted.

Remedy:

Peel back the rubber cap from the female plug and cut the three wires, ensuring the cut is as close to the plug housing as possible. Using a new plug housing (P/N 12 52 1 706 068) and the correct female connectors, insert the wires as follows:

Chamber 1: Yellow wire

Chamber 2: Black wire

Chamber 3: Shielded wire

 

Ground Strap (between alternator and crankcase)

 

Model:

BMW M3 (through December 1987 production)

Complaint:

Since January 1988 production in order to connect the alternator to the dipstick guide tube bracket on the crankcase, a new and flexible red strap must be used in place of the original brown, rigid strap. Whenever an BMW M3 produced prior to Jan 1988 is in the workshop, the new strap must be fitted.

 

Starter Cable

 

Model:

All BMW 325

Complaint:

The starter cable can rub against the brake booster. All cars produced before January 1986 should be checked in the workshop.

Remedy:

Firstly, disconnect the battery ground cable.

Next, loosen the nut for the starter cable.

Next, Push the cable towards the engine and tighten the nut. Ensuring the cable is against the stop shoulder of the solenoid.

Then, fasten the starter cable to the engine wiring harness with a cable tie.

Finally, reconnect the battery ground cable.

Motronic M1.1 – Circuit Supression

Model:

BMW 528e (1988 model only)

Complaint:

Migrant voltage surges from the ‘Check engine’ light circuit which can effect the M1.1 control unit durability.

Remedy:

Install a suppression diode harness.

 

 

BMW Sensors Problems and Faults

Voluntary Emissions Recall Campaign No. 99E-A01

 

Model:

E36 – BMW 323i and BMW 328i with M52 engine produced June 1995 - December 1998

E36-BMW M3 with S52 engine produced January 1996 – December 1998

E39-BMW 528i with M52 engine produced March 1996 –August 1998

BMW Z3-with M52 engine produced July 1996 – September 1998

BMW Z3-with S52 engine produced January 1998 – January 1999

Complaint:

Vehicles that have a faulty crankshaft position sensor have had a Voluntary Emission-Recall Campaign. This is to check the illumination of the check engine lamp as well as fault code 83 – Crankshaft position sensor, and fault code 244 – Crankshaft segment timing.

Remedy:

The crankshaft position sensor should be replaced with the same sensor used on a M52TU engine. An adaptor harness must also be installed so that it has a 12V operating voltage instead of the 5 volts currently supplied by the DME.

 

Quality Monitoring M44/M62 Camshaft Sensor

 

Model:

E36 – BMW 318i/A/ti with M44 engine produced February 1996 to February 1997

E39 – BMW 540i/iA with M62 engine produced February 1996 to February 1997

E38 – BMW 740i/iA/iL with M62 engine produced February 1996 to February 1997

BMW Z3 – with M44 engine produced February 1996 to February 1997

Complaint:

The above listed models need to replaced with a new sensor and the old sensor must be sent back to the Warranty Parts Return Centre with a copy of any of the DME fault codes if they are present.

Based on the results of the Dealer Communications System the following procedure must be followed:

Remedy:

The customer’s permission and signature must be obtained before the procedure begins.

Read and print out DME fault codes if present. Ignore the camshaft sensor fault codes if they are present.

Clear all fault codes stored in the DME

Replace the camshaft sensor as outlined in the repair manual group.

 

No Start Caused by Faulty Oil Level Switch

 

Model:

BMW E39 (5series) with M52 engine, BMW E46 (3 series) Vehicles up to November 1998

Complaint:

The vehicle will not start, there is no crank. It may also be noticed that there is no transmission range display in the Instrument Cluster. The charge indicator lamp flickers or is permanently on. The oil level switch is stored in the Instrument Cluster (E46). Fuse 15 or Fuse 30 is blown.

This is due to a faulty oil level switch which causes the fuse to blow so there is a loss of input to EWS from the Transmission Range Switch.

Remedy:

-If Fuse 15 or Fuse 30 is blown then install a new fuse (7.5A), turn the ignition to attempt to start the engine.

-If the fuse blows again, disconnect the Oil Level Switch at the plug connector.

Install a new fuse and start the engine.

-If the engine starts, and the range display is shown in the Instrument Cluster then replace the Oil Level Switch.

In order to confirm a defective switch then use a DVM to check the resistance between the pins of the 3 pin connector. If the switch is good it should measure infinite resistance between any 2 pins in the connector.

 

Fault Code 227/228

 

Model:

E36 – BMW 328i with M52 engine

E39 – BMW 528i with M52 engine

Complaint:

The ‘Check Engine’ lamp is illuminated.

FC 227 – Mixture deviation, cylinder 1-3 and/or

FC 228 – Mixture deviation cylinder 4-6

Remedy:

Check the correct Air Mass Meter is installed. If the wrong one is installed then it needs to be replaced as well as the Suction Silencer. The rubber boot may not need replacing as it has a rubber ‘downsizing’ ring which is used for installing the smaller Air Mass Meter on other models. Remove the inner rubber ring from the rubber boot in order to install the larger Air Mass Meter.

If the correct air mass meter is installed then check the adaptation values located in the DME diagnostic status section. These values can provide a further insight into what has made the fault set.

After repairs are made relating to an adaptation related fault, the adaptation values should be cleared. This will allow the vehicle to driven under various load conditions and readapted. If the adaptation values are rechecked an indication of the success of the repair can be obtained.

Multiplicative mixture adaptation (Part Load) Vehicle under load

If the value is greater than 6% there may be an unmeterd air leak and not enough fuel is reaching the system, or an erroneous signal from the air mass meter. Then the oxygen sensor will measure a lean signal, which will cause the DME to compensate for the problem by trying to make the mixture rich.

If the value is less than -7% there could be an air restriction, erroneous signal from the air mass meter, or too much fuel in the system. The oxygen sensor signal will then measure a rich signal which causes the DME to compensate for the problem by making the mixture lean.

Additive mixture adaptation (Idle) Vehicle idle

If the value is greater than 0.2 ms then there is an unmeterd air leak where not enough fuel is being supplied to the system or an erroneous signal from the air mass meter. The oxygen sensor signal measures a lean signal which causes the DME to compensate and make the mixture too rich.

If the value is less than -0.2ms then there is an air restriction, and too much fuel is being supplied to the system or an erroneous signal from the air mass meter. The oxygen sensor signal measures a rich signal which causes the DME to compensate for the problem by making the mixture too lean.

Once a certain threshold (ms) value is exceeded the system can no longer offset the problem and a fault is logged.

 

Seal on 2 and 3 Pin Plug Connectors

 

Model:

All BMW

Complaint:

When connecting or disconnecting 2 or 3 pin plug connectors it is possible for the rectangular seal to fall out of the plug housing unnoticed. The seal prevents moisture from seeping into the plug as well as ensuring that the two halves of the plug are properly tensioned so that the contacts do not move within the plug. If this movement occurs the contacts can develop corrosion. Corroded or loose contacts could cause problems with the proper functioning of the vehicle, as well as causing difficulty in diagnosis due to the possibly intermittent nature of such problems.

Remedy:

Ensure that when working with 2 or 3 pin plug connectors the seal is in place before the plug connector is connected. If it is missing then it must be replaced.

 

Oil Pressure Warning Light Comes On

 

Model:

BMW E38 with M60, M62 and M73 Engines

Complaint:

During production an oil pressure switch wiring harness was installed which could let water into the electrical connector, which in turn will cause corrosion at the oil pressure switch pin connections. As a consequence of this corrosion the engine oil pressure warning light will come on, even if the oil pressure is fine.

Remedy:

The oil pressure switch and the oil pressure switch wiring harness needs to be replaced. This procedure will apply to vehicles produced before January 1996.

 

M52 Engine Control Module Fault Code 12

 

Model:

E36–BMW 328i and E39–BMW 528i with M52 Engine

Complaint:

Due to a software error in the DME results an erroneous setting of fault code 12 in the DME will occur. The customer can experience the ASC lamp being illuminated, the ‘check engine’ lamp is illuminated. The vehicle may also show Fault Code 12 (Throttle valve potentiometer in the DME), Fault Code 154 (CAN accelerator pedal setting in the EGS/AGS), and Fault Code 57 (Throttle valve signal from DME in ASC/ABS).

Remedy:

The Engine Control Module (DME) needs to be reprogrammed using the MODIC programming software version P9.0 or higher. Once the DME has been reprogrammed perform “Quick Clear” which will clear any faults that have been set as a result of the reprogramming. Next clear the “Throttle Position adaptation values” under service functions.

 

Oil Level Sensor

 

Model:

BMW E31 and E34 with M60 and M62 engines produced from January 1995 – January 1996.

Complaint:

As a result of a porous float in the level sensor assembly the engine oil level sensor may indicate an incorrect oil level.

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, and based upon the response of the system either proceed with corrective action, or take no action at all. If action is necessary then replace the oil level sensor on the affected vehicles.

 

Engine Control Module Fault Code for Throttle Position Sensor

 

Model:

BMW E34 and E36 with M50 engines

Complaint:

The ‘check engine’ light is on, and in automatic transmission vehicles the failure indicator for transmission control module is on, and the transmission operates in the failsafe mode.

Remedy:

The idle speed control valve is to be replaced if:

-The engine control module has a fault code 12 (M50), or fault code 73 (M50TU), and transmission control module fault code 105 (only automatic transmission vehicles) is experienced.

-The throttle position sensor and its circuit have tested good, and

-No other outside influence can be found. (These include the floor mat pushed up against the pedal, a misadjusted throttle cable, or a misadjusted cruise control actuator assembly).

 

Coolant Temperature Sensor (NTC)

 

Model:

BMW E34 (M5) produced from October 1992 to December 1992

Complaint:

During production of the S38 engines the incorrect NTC coolant temperature sensors with a blue connector housing and tin plated electrical contacts may have been installed. Due to the vehicles’ wiring harness which connects to the NTC have gold plated connectors the two metals can corrode which will cause implausible signals to be transmitted to the DME control module, and adversely affect the driving characteristics.

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, enter the chassis number of the vehicle involved and based upon the response of the system either proceed with corrective action, or take no action at all. If action is necessary then:

-Remove the NTC coolant temperature sensor plug which is mounted in the coolant pipe above the exhaust manifold–blue connector.

-If the contacts on the NTC coolant temperature sensor are tin-plated then replace with a new NTC sensor with gold-plated contacts.

-Top off coolant level if necessary.

-If the sensors on the NTC are gold-plated the sensor does not need to be replaced.

 

Incorrect Fuel Gauge Reading

 

Model:

BMW E36 (3 series) including BMW 318ti produced from January 1995

Complaint:

Due to the formation of a non-conducting deposit on the conductor surface of the fuel level sensor, the fuel gauge does not read full after re-fuelling, or the fuel gauge is erratic. Remedy:

Remove and replace both fuel level sensors with “Gold system” sensors.

 

Fuel Gauge Stays Empty after Refuelling/Fuel Gauge Erratic

 

Model:

BMW Z3 Roadster/coupe, BMW M roadster/coupe (E36/7). Vehicles produced before December 15 2000

Complaint:

After refuelling the fuel gauge will stay on empty or the fuel gauge is erratic. This is caused by a non-conducting deposit being formed on the conductor surface of the fuel level sensor. For the Z3 from September 1998 and the M roadster/coupe FC 2 (Fuel sensor voltage plausibility) will be set in the Instrument Cluster.

Remedy:

Remove and replace the fuel level sensor with a ‘Gold system’ sensor referring to repair instructions 16 12 000.

 

Incorrect Fuel Gauge Reading

 

Model:

BMW E53 (X5) vehicles produced before August 17 th 2000.

Complaint:

After the tank has been filled the fuel gauge will either not read “full”, or the correct reading will only be shown once the ignition has been switched OFF and ON again. These faults will be stored in the Instrument Cluster:

- Fault Code 8 – Fuel tank sensor 1 (fuel –pump side) and/or

-Fault Code 9 – Fuel tank sensor 2 (without fuel pump)

These errors are caused by a non-conducting deposit being formed on the conductor surface of the fuel level sensor.

Remedy:

Using the DIS or MoDiC:

-Select diagnosis

-Select Function Selection/Complete Vehicle/Body/Displays and Information/Instrument Cluster.

-Select Test Plan

-Select 4 – Expert Mode/ Read Fault Memory to confirm fault codes 8 and/or 9 are set.

-Select 3 Service Functions/ 1 – Test Code

-Press ‘Test Code’ button to save test code.

-Print Diagnosis Report

-Remove and replace the right hand delivery unit and the left hand fuel level sensor. Refer to repair instructions 16 12 000 and 16 12 001.

-Also to ensure a correct installation of the left side sensor use the following procedure:

-Lubricate the small o-ring for the fuel transfer pipe to ensure the o-ring does not push out of position when the fuel transfer pipe is being installed.

-Lubricate the inside edge of the large o-ring seal, so that the fuel level sensor will slide easily into position.

-The fuel level sensor must be installed keeping the top flange square to the tank at all times. Rotate the sensor so that the lug is located above it’s recess, then push the sensor vertically down into position. It must NOT be installed at an angle.

-Using the DIS or MoDiC select 4 – Expert Mode/ Clear Fault Memory to clear the fault code memory.

 

Fuel Gauge Reads ¼ when Tank Is Full

 

Model:

BMW Z3 (E36/7) produced from September 1998 to April 1999

Complaint:

After refuelling the fuel gauge reads ¼ full, and will then move extremely slowly to read full. This is due to a software error in the Instrument Cluster.

Remedy:

Re-code the instrument cluster using DIS CD Version 18.0 or later:

-Select Coding/Programming/ZCS Coding/E36/Recoding/Kombi and then follow the on-screen instructions to complete the coding process.

-Recoding the instrument cluster will start an internal day counter. If the test3.1 contains a value greater than 0 indicates the instrument cluster will already contain the fix.

 

Evaporative Emission Control – On Board Diagnostic System

 

Model:

E36 – BMW 318i and BMW Z3 with M44 produced from January 1997

E36 – BMW 328i produced from October 1995

E36 – BMW M3 produced from March 1996

E38 – BMW 740i/iL and BMW 750iL produced from May 1997

Complaint:

The ‘check engine lamp is illuminated, and one or more of the following faults are set in the Engine Control Module (DME):

-In the M52 Engine the complaints include the tank venting system, minor leak (Code 251), Tank ventilation (Code 252), Shut-off valve, activated charcoal filter, jammed shut (Code 253) or Tank venting system, major leak (Code 254).

-In the M44, M62 or M73 Engine the complaints include the tank venting system, major leak (Code 94), Shut –off valve, activated charcoal filter, jammed shut (Code 96) or Tank venting system, minor leak (Code 97).

Remedy:

The check engine lamp will only be illuminated if the fault is present during two consecutive drive cycles. To complete a check of these systems the vehicle needs to run in a way that allows these functions to work fully. Any attempt to duplicate the specific driving condition will be unsuccessful, thus it is recommended that the test modules through BMW specific test tools are utilized. One driving cycle includes engine start up - drive - engine shutoff and will test the:

-Evaporative system – component functional check

-Evaporative system leak detection

-Tank venting/shutoff valve operation

-Monitoring catalytic converter efficiency

-Secondary air induction operation

If a fault occurs due to a major leak or a minor leak being present then check if the fuel filler cap has been installed correctly. This can be easily detected if the cap can be easily pulled off. To clear the fault properly install the cap, printout the fault information, clear the fault, select service functions, select DME system test, select 3- Leakage diagnosis, tank venting system.

If the fault returns the system needs to be checked for further leaks using the Evaporative System Leak Test Pool with an A/C leak detector.

If NO leak is detected the following component checks need to be carried out:

-Check the fuel filler gasket has not been damaged.

-Check operation of purge valve.

-Check purge valve using a hand held vacuum pump to check the valve can hold a vacuum.

-Check the o-ring is properly installed.

-Check for any broken hose fittings in the expansion tank.

-Check the operation of the shut-off valve.

-Check the shut-off valve has been correctly installed into the charcoal canister.

-Check routing of hose going to the fuel tank pressure sensor. If the hose is pinched it should be rerouted or shortened.

If the fault occurs through the shut-off valve the following must be checked:

-The routing of the hose going to the fuel tank pressure sensor. If the hose is pinched it should be rerouted or shortened.

-The operation of the Shut-off Valve, Purge Valve and Fuel Tank Pressure Sensor should be tested.

-Remove the shut-off valve from the charcoal canister and look for obstructions which do not allow the valve to shut correctly.

 

Stabilant 22A Electrical Contact Enhancer

 

Model:

All BMW

Complaint:

Connectors which carry low current are more likely to form deposits which affect the resistance of the circuit through the plug connector. Depending upon the particular circuit these deposits can cause malfunctions and consequently activate warning lamps and check control indicators.

Remedy:

Part replacement can temporarily stop the problem.

If the connector is the problem then without disconnecting the connector measure the resistance of the circuit running through the connector to make sure the connector has a high resistance. A good resistor will have close to 0 ohms resistance.

Visually examine the male and female terminals in the connector housing by removing them. Look at the integrity of the wire crimps, and in some male terminals the integrity of the weld of the male pin to the terminal. Then reinstall.

With a zero residue electrical contact cleaner liberally spray the male and female connectors, and allow the air to dry.

Apply Stabilant 22A to both male and female terminals so they are saturated, and reconnect the connectors while they are still wet. When the Stabilant 22A dries it will leave a thin coating of polymer film which is conductive between mating surfaces, and is non-conductive between adjacent pins. It can also prevent the formation of more harmful deposits.

 

Service Action to Recode Instrument Cluster

 

Model:

BMW Z3 (E36/7) produced between August 1998 to May 1999

Complaint:

After filling with fuel the fuel gauge can show a low reading, then while driving can move to correct position.

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, enter the chassis number of the vehicle involved and based upon the response of the system either proceed with corrective action, or take no action at all. If action is necessary then:

Recode the instrument cluster using DIS CD Version 18.0 by

Connect the DIS or MoDiC III to the diagnostic connector, switch on the engine, select ‘Encoding ZCS (‘3’)’, select Series E36 (‘4’), Select recoding (‘1’), select Kombi (‘10’), follow the on screen instructions to complete.

 

Coolant Temperature Gauge Reads High Under Normal Operating Conditions

 

Model:

BMW M roadster (E36/7) All vehicles produced until June 1998

Complaint:

Under normal operating conditions the pointer on the coolant temperature gauge reads between the mid-way point and the mark above the mid-way point. This is due to a coding error during the vehicle assembly.

Remedy:

Do not replace any components instead:

Recode the instrument cluster using DIS CD Version 18.0 by

Connect the DIS or MoDiC III to the diagnostic connector, switch on the engine, select ‘Encoding ZCS (‘3’)’, select Series E36 (‘4’), Select recoding (‘1’), select Kombi (‘10’), follow the on screen instructions to complete.

Oxygen Sensor

 

Oxygen Sensor Update and DME Reprogramming

 

Model:

BMW E36 with M44 engine

Complaint:

Over time the oxygen sensors on these vehicles can develop poor internal electrical connections which will illuminate the check engine light. When this occurs possible fault codes set in the DME are:

Fault Code 10, Oxygen Sensor Pre Catalyst and/or

Fault Code 12, Oxygen Sensor Post Catalyst.

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, enter the chassis number of the vehicle involved and based upon the response of the system either proceed with corrective action, or take no action at all. If action is necessary then:

Replace both oxygen sensors (pre cat regulating sensor and post cat monitoring sensor) and using the DIS or MODIC P14.0 programming software and reprogram the Engine Control Module.

 

Quality Monitoring M60 Oxygen Sensors

 

Model:

BMW E34 and BMW E38 with M60 B40 engines produced from September 1994 to August 1995

Complaint:

The oxygen sensors of the listed vehicles need to be replaced with new sensors as a quality monitoring gauge. The old sensors should be returned to the Warranty Parts return Centre with a copy of any DME fault codes if present.

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, enter the chassis number of the vehicle involved and based upon the response of the system either proceed with corrective action, or take no action at all. If action is necessary then:

-Obtain customer permission and signature to authorize the extraction of both left and right oxygen sensors.

-Read and print out DME faults.

Test/hex code printout procedure:

Select ‘3 service functions’ and right arrow button.

Select ‘1 test code’ and right arrow button.

Select ‘test code R’

Select print ‘diagnosis report’

-Ignore any oxygen sensor fault codes if present.

-Clear all fault codes stored in the DME

-Replace both oxygen sensors referring to the repair manual group 11 section.

 

Oxygen Sensor Wiring Harness Voluntary Recall Campaign No. 98E A02

 

Model:

BMW E36 with M42 engine (manual transmission only)

Complaint:

A voluntary campaign from BMW in North America is recalling the oxygen sensor wiring harness of the above vehicles. The oxygen sensor harness may have been routed incorrectly during production. One possible solution could be the oxygen sensor harness has been accidentally secured with clips to the exhaust heat shield and/or to a bracket on the transmission housing. The oxygen sensor harness could stretch and eventually break with the movement between the vehicle body, transmission and exhaust system causing the check engine light to illuminate and the fault code 70 – oxygen sensor disconnected to set in the DME.

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, enter the chassis number of the vehicle involved and based upon the response of the system either proceed with corrective action, or take no action at all. If action is necessary then:

-Read and print out the DME faults.

-Troubleshoot and repair DME fault codes other than fault code 70 using the DIS tester instructions as necessary.

-Check the oxygen sensor harness for hold down clips or any signs (crimped or pinched areas in the sheathing) where a clip or other hold down device may have been installed in the past.

-Remove all clips and other oxygen sensor wiring harness hold down devices from the exhaust heat shield, transmission bracket.

-If installed, bend the transmission bracket using a pair of up over the bolt head.

- The oxygen sensor must only be replaced if the oxygen sensor harness had any fastener holding it in place, or the oxygen sensor shows any signs of it being fastened previously, or Fault Code 70 is stored in the DME.

 

 

Electrical Systems - Other Auxiliary Equipment Faults and Problems

 

 

M73 Secondary Air Pump Circuit Rewiring

 

Model:

BMW E38_750iLA with M73 engine produced between August 1998 and October 1998

Complaint:

Due to the wiring for the secondary air circuit at the Engine Control Modules being reversed, the illumination of the check engine light may result causing the fault FC 79 (4F) – Undefined.

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, and based upon the response of the system either proceed with corrective action, or take no action at all.

If action is necessary the wiring in module connector number 4 of DME I pin 3 and DME II pin 31 must be swapped.

 

Reprogramming of Engine Control Module May Not Be Possible

 

Model:

BMW E38 – 740i/iLA with M62 engine and DSC 3 produced as of September 1998

BMW E38 _ 540i/iA/iTA with M62 engine and DSC 3 produced as of September 1998

BMW E39 _ 528i/iA/iTA with M52 engine and DSC 3 produced as of September 1998

Complaint:

Due to the DSC 3 control module troubling the communication path between the DIS/MODIC and the DME and/or EGS module, the reprogramming procedure is unable to perform and the following message is displayed: “Programming cannot be performed correctly! Test code 002400 Repeat programming if necessary.”

Remedy:

Before starting the programming operation the power supply to the DSC 3 module must be removed.

 

Vacuum Hose to Secondary Air Non-Return Valve

 

Model:

BMW E46 – 323i/iA, 328i/iA produced between April 1998 and July 1998

Complaint:

The vacuum hose going to the Secondary Air Non-Return Valve may be wrongly routed. Consequently if this hose connects with the exhaust system it may set off the following faults may set within the Engine Control Module (ECM/DME):

-Fault Code 245 (F5 hex) – Flow rate secondary air rate too slow bank 1

-Fault Code 245 (F6 hex) – Flow rate secondary air rate too slow bank 2

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, and based upon the response of the system either proceed with corrective action, or take no action at all.

If action is necessary then check the condition and routing of the vacuum hose going to the non-return valve on all affected vehicles if required reroute. If fault code 245 or 246 are set in the DME the vacuum hose going to the non-return valve will need to be replaced if it is damaged.

 

Motronic M1.1 – Circuit Suppression

 

Model:

BMW E32 (735i), BMW E30, BMW E24, Equipped with M1.1 Fuel injection- 1987 and 1988 Model Years (prior to 5.88 production)

Complaint:

M1.1 control unit durability can be affected by migrant voltage surges from the “Check Engine” light circuit.

Remedy:

The following Service Action is necessary: Install suppression diode harness (P/N 88 88 2 000 100)

 

Idle Mixture Check and Adjustment (after major engine repair)

 

Model:

BMW M3, BMW M5, BMW M6

Complaint:

M3, M5 and M6 cars that do not have CO-screws on the exhaust manifold pipes may need the idle mixture checked and adjusted after majoe engine repair.

Remedy:

Follow this procedure to ensure the idle mixture is correctly adjusted if necessary.

-Engine is at operating temperature; the oil needs to be at least 60 degrees C or 140 degrees F.

-The ignition timing and valve clearance are correct.

-The plate synchronization is correct

-The idle speed is correct.

-All electrical consumers and air conditioner must be switched off.

-Connect the digital mixture measurement unit (integrator voltage measuring unit for 318i-P/N 88 88 6 126 400) to engine diagnosis socket (BMW service tester cable is connected to digital mixture measurement unit).

-Start engine.

-Flashing of the red LED at regular intervals indicates normal operation of the oxygen sensor.

-Read integrator voltage on LCD display. If necessary, adjust to a value of 6 plus/minus 3 volts at the airflow meter bypass screen while the red LED pulsates at a regular interval.

-If the red LED stays “on” continuously, the engine idle speed mixture is too lean, or the oxygen sensor is defective.

-If the red LED stays “off” continuously, the engine idle speed mixture is too rich.

-Adjust the idle mixture by carefully turning the airflow meter bypass screw to a value of 6 plus/minus 3 volts, until the LED flashes at a regular interval.

-Check the engine idle speed and integrator voltage.

 

Idle Control Valve Binding – No Start

 

Model:

BMW E36 with M44 engine

Complaint:

Due to a binding idle control valve the engine may not start or will only start when the accelerator pedal is depressed making the throttle plate open. This is caused by the air gap between the rotary slide valve and the idle control valve housing being too small which causes the valve to bind in the closed position. When this happens the throttle plate by-pass air is restricted during cranking causing the engine not to start or very difficult to start.

Remedy:

A new style idle control valve part number 13 41 1 435 846 should be installed.

 

Whistling Noise from Idle Control Valve

 

Model:

BMW E36 with M44 engine

Complaint:

The idle control valve can emit a whistling noise when the engine is at idle. This is due to adverse tolerances between the idle control valve housing and the rotary slide valve. Remedy:

 

A new style idle control valve part number 13 41 1 435 846 should be installed.

Relays

 

Model:

All BMW

Complaint:

If a relay sticks in the closed position after the ignition is turned off the following complaints could arise:

-The auxiliary fan continues running.

-A/C – heater blower motor continues running.

-Fog lights and/or headlights stay on.

-The battery goes dead overnight.

-The rear window defogger stays on.

This is due to the battery voltage still being present when the ignition is turned off. Apart from the auxiliary fan the components need their control switch left on for the situation to occur. The auxiliary fan will automatically continue running in this condition.

Remedy:

Replace the defective relay.

 

Vibration Resistant Battery

 

Model:

BMW E36 Convertible

Complaint:

Not only is the E36 convertible battery an energy source it is also a vibration damper. The battery also has a special battery tray with integrated vibration absorber.

Remedy:

If the battery needs to be replaced a vibration resistant one must be installed.

 

BMW Starter Motor Problems and Faults

No Start Caused by Faulty Oil Level Switch

 

Model:

BMW E39 (5 series) with M52 engine, BMW E46 (3 series) Vehicles up to November 1998.

Complaint:

The vehicle will not start. Other problems the vehicle may experience are as follows:

-No transmission range display in the instrument cluster.

-Charge indicator lamp can flicker or it is permanently on.

-Fault code 11 the oil level switch is stored in the instrument cluster (E46)

-Fuse 15 (E39) or fuse 30 (E46) is blown.

This can be due to a faulty oil level switch which can cause the fuse to blow. If this happens a loss of input to EWS from the Transmission Range Switch can occur.

Remedy:

Check fuse 15 and fuse 30 if they are both blown then replace the fuses (7.5A). Start the engine. If the fuse blows again, disconnect the oil level switch at the plug connector, install a new fuse and restart the engine. If the engine starts, and the range display is restored in the Instrument Cluster then replace the oil level switch. In order to confirm whether a switch is defective use a DVM and check the resistance between the pins of the 3 pin connector. A good switch will measure infinite resistance between any 2 pins in the connector.

 

Starter Cable

 

Model:

BMW 325 (All)

Complaint:

The starter cable could rub against the brake booster. All cars produced before January 1986 should be checked.

Remedy:

-Disconnect the battery ground cable.

-Loosen the starter cable nut.

-Push the cable towards the engine and tighten the nut. (The cable should be against the stop shoulder of the solenoid.)

-Fasten the starter cable to the engine wiring harness with a cable tie.

-Reconnect the battery ground cable.

 

Vehicle will not start

 

Model:

BMW 325e

Complaint:

Although the starter will engage, the instrument panel lights are on, and other electrical items can be operated, the vehicle will not start.

Remedy:

This could be caused due to no voltage at the battery junction block at the 6mm2 black wire, which is located in the engine compartment, which will result in no electrical current to the DME main relay and fuel pump.

To remedy:

Open the harness and inspect the fusible link which is located approx 6 inches from the battery + terminal. If the fusible link is open then use an ohmmeter on the vehicle side of the link to ascertain if a short to the ground has caused the fusible link to open. Replace the fusible link if:

- A short to the ground is discovered. Correct the short before replacing the fusible link.

- No short is found then the fusible link open may be due to a brief overload.

 

Binding/Sticking Ignition – Starter Motor Failures

 

Model:

BMW E30,BMW E31, BMW E32, BMW E34, BMW E36 vehicles produced before June 1994

Complaint:

Some vehicles have experienced failed starters usually after the vehicle is turned off. Proceeding this failure vehicles have experienced problems such as loss of sunroof, window, and seat heating, also a discharged battery as a result of continued starter engagement, and a whirring noise under the hood after starting. It is a possibility that these problems may occur on a vehicle which has been equipped with an automatic transmission. Therefore the gear selection switch will cause the starter to disengage as soon as the vehicle is shifted into drive or reverse, but will re-engage with the running engine if the gear is placed in neutral or park causing a loud grinding noise and potential flywheel/starter pinion damage.

Remedy:

When a vehicle with a failed starter is located, or complaints about the vehicle are similar to those listed above, the starter electrical system including the unloader relay circuits must be checked for correct function. The starter pinion and flywheel teeth should also be checked in case they have scouring or other mechanical damage which would cause misalignment or improper mounting surfaces.

If the starter electrical system and flywheel/pinion does not reveal a problem, then the ignition cylinder/lock assembly is the cause of the prolonged starter engagement. All of the mechanical portion of the steering lock must be replaced with the electrical ignition switch. If the starter is damaged that too must be replaced.

On E36 vehicles produced before June 1994 the starter protection function can be retrofitted. E36 vehicles produced prior to January 1994 require the installation of a relay socket, adapter harness, and a starter protection relay. E36 vehicles produced prior to September 1992 with the M50 engine will also require a resistor adapter in series with the black wire of the adapter harness to be installed. Vehicles that are produced from January 1994 till June 1994 only require the addition of one wire and a new relay which has the starter protection feature.

 

Clutch Switch for Starter Motor Interlock

 

Model:

BMW Z3 roadster, BMW Z3 coupe (E36/7). Vehicles which have manual transmission.

Complaint:

A no-start situation may arise due to the wiring harness being routed to the clutch switch in such a way that it is permanently under tension and could become damaged.

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, and based upon the response of the system either proceed with corrective action, or take no action at all.

 

Service Action to Recode General Module

 

Model:

BMW E38 (7 series), BMW E39 (5 series). Vehicles produced from August 1998 to November 1998

Complaint:

If the boot lock is set to horizontal or ‘Valet’ position, a discharged battery could result when the vehicle is parked. This is due to the vehicle electrical system neglecting to go into consumer cut off.

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, and based upon the response of the system either proceed with corrective action, or take no action at all.

 

Boot Harness Cut or Broken at Hinge

 

Model:

BMW 3 Series (E36), BMW 5 series (E39) vehicles produced between January 1997 and February 1997

Complaint:

Due to the installation of new software (EWS II Software Version 3) a possible incompatibility has arisen between the S/E Module and the EWS II Module which could lead to the keys failing to start the engine.

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, and based upon the response of the system either proceed with corrective action, or take no action at all.

If corrective action is needed then replace the S/E Module with EWS II Software Version 3. Also replace ESW II Module and all defective keys.

 

Faulty Ignition/Starter Switch

 

Model:

BMW 5 Series (E39), BMW 7 Series (E38)

Complaint:

A possibility of poor contact in the ignition/starter switch through production tolerances could lead to problems starting the vehicle at a later date.

Remedy:

Utilize the ‘Service Menu’ of the Dealer Communication System, and based upon the response of the system either proceed with corrective action, or take no action at all. If corrective action is necessary then replace the ignition/starter switch.

Please note: The switch must not be mounted with its weight on one side, therefore tighten the two grub screws alternately to avoid misaligning the switch. Before the cable connector is connected check the ignition key snaps back from position 3.

 

Various Functions Inoperative on Instrument Cluster

 

Model:

BMW E38, BMW E39, Model 1998

Complaint:

-Some functions on the instrument cluster with integrated IKE are inoperative or locked up.

- When the power is turned off the instrument cluster may not fully power down which can lead to a dead battery. If the transmission range signal is lost a no start situation will occur.

These can be caused by:

-Use of the OBC code could occasionally cause the loss of K-Bus communications between the IKE and General Module. (The OBC code is the security code added in to the board computer or MID by the vehicle owner when exiting the vehicle and re-entering the vehicle.)

-An error in Instrument Clusters with software lower than SW11.0.

Remedy:

Fit replacement Instrument Cluster SW11.0, or higher.

*Distributorless systems are suffering failed coil packs. This burns out drive components on the ECU. It is

essential to replace offending coil pack before replacing ECU!

 

 

*Failure on early Bosch ABS Controllers

*Failure on Teves type ABS pump/modulator/Controller, 93 on

*Failure on early type Motronic ECUs due to on board amplifier failure