ENGINE-GENERAL 100-1

100 Engine-General

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100-1 On-Board Diagnostics (OBD) . . . . . . . . . . . . . . 100-8

Cylinder Block and Crankshaft . . . . . . . . . . . . 100-1 Basic Requirements . . . . . . . . . . . . . . . . . . . .100-11
Connecting Rods and Pistons . . . . . . . . . . . . . 100-1 Preventive Maintenance . . . . . . . . . . . . . . . . 100-11
Cylinder Head and Valvetrain . . . . . . . . . . . . . 100-2 Basic Engine Settings . . . . . . . . . . . . . . . . . . 100-11
VANOS (Variable Valve Timing) . . . . . . . . . . . 100-2 Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . .100-11
DISA (Dual Resonance Intake System) . . . . . 100-3 Air Flow Measurement and Vacuum Leaks . .100-12
Engine Management System . . . . . . . . . . . . . 100-3 Battery Voltage . . . . . . . . . . . . . . . . . . . . . . . 100-12
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100-5 Wiring and Harness Connections . . . . . . . . . 100-13
Fuel Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . 100-5 Ground Connections . . . . . . . . . . . . . . . . . . . 100-13
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . 100-5 Fue¡ Supply . . . . . . . . . . . . . . . . . . . . . . . . . .100-14
Lubrication System . . . . . . . . . . . . . . . . . . . . . 100-5
TABLES
MECHANICAL TROUBLESHOOTING . . . . 100-5 a. Engine Specifications . . . . . . . . . . . . . . . . . . . . . . .100-1
b. Engine Management Systems . . . . . . . . . . . . . . . . . 100-5
Warnings and Cautions. . . . . . . . . . . . . . . . . . 100-5 c. Engine Mechanical Troubleshooting . . . . . . . . . . . . 100-8
Cylinder compression, checking . . . . . . . . . . . 100-6 d. OBD 1 Fault (Blink) Codes
Engine Mechanical Troubleshooting Table . . . 100-7 (1992-1995 models only) . . . . . . . . . . . . . . . . . . . . .100-9
e . Engine Driveability Troubleshooting . . . . . . . . . . . .100-15
DRIVEABILITY TROUBLESHOOTING . . . 100-8

GENERAL

There are various engíne configurations used in the 1992-

1998 E36 cars . See Table a.
Table a. Engine Specifications
Model Engine code No. of Dispiacement Compression Horsepower
cyiinders liters (cu . in .) ratio SAE net @ rpm
318i/is/¡C
1992-1995 M42 4 1 .8 (109 .6) 10 .0 :1 100 @ 6000
1996-1998 M44 4 1 .9 (115 .6) ~ 10 .0 :1 103 @ 6000
323ís/iC
1998 M52 6 2 .5 (152 .2) 10 .5 :1 168 @ 5,500
325i/is/iC
1992-1995 M50 6 2 .5 (152.2) 10 .0 :1 110 @ 5,900
328i/is/iC
1996-1998 M52 6 2 .8 (170 .4) 10.2 :1 190 @ 5,300
M3
1995 S50US 6 3 .0 (182 .5) 10 .5 :1 240 @ 6,000
1996-1998 S52US 6 3 .2 (192 .3) 10 .5 :1 240 @ 6,000

Cylinder Block and Crankshaft Connecting Rods and Pistons

On both four- and 6-cylinder engines, the cylinder block is The forged connecting rods use replaceable split-shell
cast ¡ron with integral cyiinders. The cyiinders are exposed on bearings at the crankshaft end and solid bushings at the pis-
all sides to circulating coolant. ton pin end . The pistons are of the three-ring type with two up-
per compression rings and a lower one-piece o¡i scraper ring .
The fully counterweighted crankshaft rotates in replaceable
Fui¡-floating piston pins are retained with circlips .
split-shell main bearings. Oiiways drilled into the crankshaft pro-
vide bearing lubrication . O¡I seals pressed into alloy sea¡ hous-
ings are installed at both ends of the crankshaft .

GENERAL

Versión electrónica licenciada a Hernan Fulco / [email protected] / tel: 54(11)4855-3088

Buenos Aires // Argentina
100-2 ENGINE-GENERAL

Cylinder Head and Valvetrain

1 . Camshafts
The aluminum cylinder head uses chain-driven double 2. Rocker arms
overhead camshafts and four valves per cylinder . See Fig. 1 . 3. Hydraulic valve adjusters (HVA)
4. Valve and conical valve spring
The cylinder head employs a crossflow design for greater
power and efficiency . Intake air enters the combustion cham-
ber from one side while exhaust gasses exit from the other.
Oílways in the head provide lubrication for the camshafts)
and valvetrain .

Fig. 2. Cross section of M44 twin-cam, 4-valve-per-cylinder head .

Note function of hydraulíc pedestal in combination with rock-
er arm (with roller bearing for reduced friction).

The main components of the VANOS system are the piston

housing with integral spool valve and solenoid, and the modi-
Fig. 1. M52 twin-cam, 4-valve-per-cylinder engine with hydraulíc lift- fied intake camshaft and sprocket assembly . See Fig. 3.
ers.

On all engines except the M44 engine, valve clearance is by

seif-adjusting hydraulic lifters. On M44 engines, instead of hy-
draulic lifters, hydraulic pedestais are used in combination
with roller rocker arms to actuate the valves . Hydraulic pedes-
tals have the same function as hydraulic lifters, which ís to
maintain zero valve clearance, reduce valve noise, and elimí-
nate routíne adjustment . See Fig. 2.

VANOS (Variable Valve Timing)

1993 and later 6-cylinder engines are equipped with a vari- B11001
able intake valve timing system, known as VANOS (from the
German words Variable Nockenwellen Steuerung) . The Fig. 3. VANOS (variable intake valve timing) system used on M52 en-
VANOS system electro-hydraulically adjusts intake valve tim- gine . When solenoid is actuated, oíl pressure is directed to
ing for enhanced mid-range performance. The VANOS sys- front side of gear cup piston . This forces gear cup finto cam
tem is controlled by the engine control module (ECM), using shaft to advance intake valve timing .
engine speed, engine load and engine temperature as the pri-
mary inputs . When the engine is running, the piston housing is supplied
with pressurized engine oil vía the solenoid-actuated spool
At low speeds, the intake valves open late to ensure smooth valve. Depending on the position of the spool valve, oil is di
engine operation. At mid-range speeds, the valves open early rected to either the front or back side of the gear cup piston .
(valve timing advanced, VANOS actuated) for increased
torque, improved driveability, and reduced emissions. And at When the solenoid is in the off position, engine oíl is direct-
high speeds, the valves again open late for optimum power ed to the back side of the piston . This holds the gear cup for-
and performance. ward and valve timing is maintained at the normal "late"
position . When the solenoid is energized, the spool valve is
moved forward and oil pressure is directed to the front side of
the piston . This in turn moves the gear cup further into the

GENERAL
 ENGINE-GENERAL 100-3

camshaft secondary drive, causing the camshaft to "advance" The DISA system electro-pneumatically changes the intake
12 .5°. The helical gears are cut so that forward motion of the runner length through the twin-section intake manifold and a
gear cup is transiated into rotational motion of the camshaft . change-over butterfly valve. The change-over valve is located
See 117 Camshaft Timing Chain for testing and repair infor- at a point in the intake manifold where four pipes come into
mation on the VANOS system . two. When the change-overvalve is closed, the 4-way primary
intake manifold and the 2-way ram air manifold are connected
DISA (Dual Resonance Intake System) to make the "long" configuration. When the change-overvalve
opens, intake air flow is redirected through only the short 4-
DISA, used on 4-cylinder engines, is a dual intake runner way primary intake manifold .
system that effectively provides the advantages of both short
and long intake runners within the same engine . For best per- The change-overvalve is held in the normally open position
formance, long intake runners are most beneficial at low- and by a spring . This allows for an open valve in the event of sys-
mid-engine speeds (below 4,200 rpm), and short intake run- tem failure. During low and mid engine speeds, the DME con-
ners enhance torque at high engine speeds (above 4,200 trol module supplies power to the solenoid valve, which in turn
rpm) . allows vacuum to be applied lo the vacuum diaphragm. This
causes the valve to close (long-pipe configuration) . When en-
gine speed reaches approximately 4,800 rpm, the DME con-
NOTE- trol module electrically signals the solenoid valve and the
The term DISA comes from the German words Differ- valve opens, creating the short pipe configuration:
enzierte Sauganlage, andcan roughty be transiated as
a differing intake manifold configuration . Further detafs on DISA can be found in 130 Fuel Injection.

The DISA solenoid valve is controlled by the DME control Engine Management System
module, using engine speed as the primary input. The main
components of the system are the modified twin-section in- Al¡ engines covered by this manual use an advanced engine
take manifold with change-over valve, the twin-barrel throttle management system called Digital Motor Electronics (DME).
body, and the electrical/pneumatic actuating components . In the DME system, advanced On-Board Diagnostics (OBD),
See Fig. 4. fuel injection, ignition, and otherfunctions, are combined under
the control of the Engine Control Module (ECM). See Fig. 5.

UpPer,

q:lZU
in take -1 ? ,
manifold

r - Lower intake manifold

/ with butterfly va¡
I
I
I DISA
vacuum
' ~servo

EíY1z
le -
1-1
Throttle housing
(Heated)
DISA solenoid valve

0012591

Fig . 4 . DISA system components . DISA changes the intake runner

length based on engine speed.
GENERAL
100-4 ENGINE-GENERAL

ECM
TERMINAL 15 RELAY
CONTROL

MEMORY POWER
FUEL PUMP
RELAY CONTROL
AUX GROUND
P

I MAIN GROUND
ECM
J_ - AC COMPRESSOR
RELAY
RELAY CONTROL
OPERATING POWER 00
CRANKSHAFT
SECONDARY AIR
POSITION
1NJECTION AIR PUMP®
dESENSOR
RELAY CONTROL

CAMSHAFT POSITION SENSOR

IDLE CONTROL VALVE 'M

INTAKE
AIR
' TEMP
PRE CAT POST CAT OXYGEN SENSOR
HEATING

#
. THROTTLE
POSITION FUEL INJECTOR CONTROL
(SEQUENTIAL)
ENGINE MS41 .1
COOLANT
TEMP
IGNITION COILS
CONTROL

FUEL INJECTION (TI)

ENGINE SPEED (TD)
FUEL TANK PRESSURE SENSOR Lr"Q if~ CIYVFIYC CHE
AMP CONTROL ENGINE

S-EML
S-MSR THROTTLE POSITION
ASC S-ASC ASC
VEHICLE SPEED 6
THROTTLE
. . : . . . . -11 1Q\\\ POTENTIOMETER
LOW FUEL LEVEL POWER

CAN SCAN (DES ER

A/C SWITCH ON (AC)
TCM
II ;
E36
IHKA COMPRESSOR"ON"
SIGNAL (KO) DIAGNOSIS

INDIVIDUAL SERIAL NUMBER OBD II I II

GENERIC SCAN TOOL 0012596

Fig. 5. Siemens MS 41 .1 OBD II engine management system used on 1996 and later M52 engines.

GENERAL
 ENGINE-GENERAL 100-5

Various versions of DME systems are used on the cars cov- MECHANICAL TROUBLESHOOTING
ered by this manual . See Table b . Each system is highly
adaptive to compensate for things such as engine wear and
When troubleshooting an engine that fails to start or runs
vacuum leaks .
poorly, first check its mechanical condition-particularly if the
engine has high mileage.
Table b. Engine Management Systems

Engine 1 System Warnings and Cautions

4-cylinder engines For personal safety, as well as the protection of sensitive
M42 (1992-1995) Bosch DME Ml .7 electronic components, the following warnings and cautions
M44 (1996-1998) Bosch DME M5 .2 (OBD II) must be adhered to during all troubleshooting, maintenance,
and repairwork.
6-cylinder engines
M50 (1992) Bosch DME M3 .1 WARNING -
M50 VANOS (1993-1995) Bosch DME M3 .3 .1
M52 (1996-1998) " The ignition system produces high voltages that
Siemens MS41 .1 (OBD II)
S50US (1995) Bosch DME M3 .3 .1 can be fatal. Avoid contact with exposed termi-
S52US (1996-1998) Siemens MS41 .1 (OBD II) nals and use extreme caution when working on
a car with the ignition switched on or the engine
running.
ignition " Do not touch or disconnect any high voltage ca-
bles from the coil, distributor, or spark plugs
Both the 4-cylinder and 6-cylinder engines use a distributor- while the engine is running or being cranked by
less ignition system with individual ignition coils for each cylin- the starter
der .
" Connect and disconnect the engine manage-
ment system wiring and test equipment leads
Fuel Delivery only when the ignition is switched off.

Pressurized fuel from the in-tank fuel pump is injected via " Gasoline is highly flammable and its vapors are
explosive. Do not smoke or work on a car near
solenoid-type fuel injectors . The ECM controls the opening
heaters or other fire hazards when diagnosing
and closing of the injectors by switching the ground side of
and repairing fuel system problems . Have a fire
each injector circuit . The exact amount of fuel injected is de- extínguisher available in case of an emergency.
termined by the amount of time the injectors are open .
" Disconnecting the battery may erase fault code(s)
Cooling System stored in control module memory. Using special
BMW diagnosnnc equipment, check for fault codes
prior to disconnecting the battery cables. If the
Whenever the engine is running, a coolant pump circulates Check Engine light is illuminated, see On-
coolant through the engine and, if either heater control valves Board Diagnostics (OBD) for fault code infor-
are open, through the heater core in the passenger compart- mation. If any other system faults have been de-
ment . The coolant absorbs excess heat and carries it to the ra- tected (indicated by an illuminated warning
diator where it is transferred into the passing airstream . A light), see an authorized BMW dealer.
thermostat controls the flow of coolant through the radiator
based on engine temperature . CAUTION-
" Prior to disconnecting the battery, read the bat-
Lubrication System tery disconnection cautions gíven at the front of
this manual on page viii.

The lubrication system is pressurized whenever the engine " Do not connect any test equipment that delivers
is running . The oil pump draws oil through a pickup in the bot- a 12-volt power supply to terminal 15 (+) of the
tom of the oil pan, then forces it through a replaceable oil filter ignition coil. The current flow may damage the
and finto the engine oíi passages . ECM. In general, connect test equipment only
as specified by BMW, this manual, or the equip-
On 4-cylinder engines, the oil pump is mounted to the front ment maker.
engine cover . On 6-cylinder engines, the chain-driven oil
" Do not disconnect the battery with the engine
pump is bolted to the bottom of the cylinder block . running. Do not run the engine with any of the
spark plug wires disconnected.
A pressure relief valve limits the maximum system pres-
sure . A bypass valve prevents the oil filter from bursting and
insures engine lubrication should the filter become plugged .
See 119 Lubrication System for additional information .

MECHANICAL TROUBLESHOOTING
100-6 ENGINE-GENERAL

Cylinder compression, checking

A compression tester is needed to make a compression test .
To obtain accurate test results, the battery and starter must be
capable of cranking the engine at 250-300 rpm, and the en-
gine should be at normal operating temperature . Use com-
pressed air to clean around the spark plugs before removal.

1 . Disable the ignítion system by removing the engine

management system main relay and the fuel pump re-
¡ay. See Fig. 6.

WARNING -
The ignítion system produces high voltages that can 0012630
be fatal. Avoid contact with exposed termínals and Fig. 7. Remove spark plug wires from spark plugs on 4-cylinder en-
use extreme caution when working on a car wíth the gine using special tool . Tool is stored under cover at rear of
ignítion switched on or the engine running. cylinder head (arrow) .

Fuel DM E
pump main
re ay relay

o oa ooa
., o00 oao
0013034,

Fig. 6. Engine management relays in power distribution box in left

rear of engine compartment .

CAUTION-
" On OBD 11 cars, making a compression test may Fig. 8. Remove engine cover on 6-cylinder engine by prying off nut
cause a fault to set in the ECM and may also il- covers and removing nuts (A). Be careful not to let rubber in-
luminate the Check Engine light. The light can sulators fall off as cover is removed (arrows) .
only be tumed out using special scan tool equip-
ment, using eíther the BMW special servíce tool
or using a "generic" OBD 11 scan tool. Discon- 4. On 6-cylinder engines, disconnect the harness connec-
necting the battery will not erase the fault mem- tors from the ignítion coils by lifting the retaining clip .
ory nor turn out the light. Remove the coil mounting nuts and remove the six
coils. See Fig. 9. Remove the spark plugs.
" Failure to remove the main relay or attempting to
disable the ignítion system by other methods may
result in damage to the engine control module. NOTE-
Used spark plugs should be reinstalled in the same cyl-
inder from which they were removed.
2. On 4-cylinder engine : Remove plastic engine cover from
top of cylinder head . Disconnect spark plug wires and re-
move spark plugs. See Fig. 7. 5. Insta¡¡ the compression gauge in the first cylinder's
3. On 6-cylinder engine : Remove top engine cover by pry- spark plug hole, tight enough to form a good seal .
ing off nut covers and removing mounting nuts . See
Fig. 8.

MECHANICAL TROUBLESHOOTING

Versión electrónica licenciada a Hernan Fulco / [email protected] / tel: 54(11)4855-3088

Buenos Aires // Argentina
 ENGINE-GENERAL 1 :00-7

Compression Pressure
" Minimum . . . . . . . . . . . . . . . . 10-11 bar (142-156 psi)
" Maximum difference
between cylinders . . . . . . . . . . . . . . . . 0.5 bar (7 psi)

Reinstall the spark plugs and spark plug wires or ignition

cofs . The remainderof installation is the reverse of removal. Be
sure to reihstall al¡ wires disconnected during the test, especial-
¡y ground wires at the coils and cylinder head cover (where ap-
plicable).

Tightening Torque
eiioo4
" Spark plug to cylinder head . . . . . . . 25 Nm (18 ft-Ib)
Fig. 9. Remove ignition coils on 6-cylinder engine by disconnecting
harness connector and removing mounting bolts (arrows) .
Low compression indicates a poorly sealed combustion
6. With the parking brake set, the transmission in Park or chamber. Relatively even pressuresthat are below specification
Neutral, and the accelerator pedal pressed to the floor, normally indicate worn piston rings and/or cylinder walls. Erratic
crank the engine with the starter. Record the highest values tend to indicate valve leakage. Dramatic differences be
value indicated by the gauge. tween cylinders are often the sign of a failed head gasket,
bumed valve, or broken piston ring .
NOTE-
" The compression gauge reading shoutd increase with Engine Mechanical Troubleshooting Table
each compression stroke and reach near its maxi-
mum reading in about 4-6 strokes. Table c lists the symptoms of common engine mechanical
" All cylinders shoutd reach maximum compression in problems, their probable causes and the suggested corrective
the same number of strokes. If a cylinder needs sig- actions. The bold type indicates the repair groups where appli-
nificantly more strokes to reach maximum compres- cable test and repair procedures can be found.
sion, there is a problem.

7. Release the pressure at the compression gauge valve,

then remove the gauge from the spark plug hole . Re-
peat the test for each of the other cylinders and com-
pare the results with the values given below .

MECHANICAL TROUBLESHOOTING
100-8 ENGINE-GENERAL

Table c. Engine Mechanical Troubleshooting

Symptom 1 Probable cause and corrective action

a . No fuel reaching engine. Check for fuel in tank .
1 . Engine will not start or run . Starter cranks
Fuel pump not operating . Repair Group 160
engine at normal speed .
b . No spark . Check ignition system . Repair Group 120
c. Incorrect valve timing . Check timing chain . Repair Group 117

2. Check Engine warning light illuminated . a. DME engine management system self-diagnostic fault detected . Sea an authorized
BMW dealer or other qualified shop for OBD II fault code diagnosis . See also On-
board Diagnostics (OBD), given later in this repair group.

3. White exhaust smoke (steam) . a. Failed cylinder head gasket (probably accompanied by low compression readings).
Replace gasket and resurface cylinder head if necessary. Repair Group 113
b . Warped or cracked cylinder head . Resurface or replace cylinder head . Repair Group 113
c. Cracked cylinder block . Replace engine or short block .

4. Blue-gray exhaust smoke and oily spark a. Contaminated or gasoline-diluted engine oil . Change engine oil and replace oil filter.
plugs . Indicates oii burning in combustion . Repair Group 020
b . Faulty valve guide seals or valve guides . Replace valve guide oil seals or overhaul
cylinder head . Repair Group 116
c. Worn piston rings . Overhaul or replace engine .
d . Failed cylinder head gasket . Replace gasket . Repair Group 113

5. Pinging or rattling when under load, a. Ignition timing too advanced . Ignition knock sensors faulty (Check Engine light
traveling uphill, or accelerating, especially illuminated) . Repair Group 120
from low speeds. Indicates pre-ignition or b . Fuel octane leve¡ too low.
detonation .
c. Engine running too hot or overheating . Check cooling system . Repair Group 170
d . Air/fuel mixture too lean (Check Engine light illuminated) . Repair Group 130

6 . Light metallic tapping that varies directly a. Valve clearances excessive . Check hydraulic valve adjusters. Repair Group 116
with engine speed . Oil pressure warning b . Low oil pressure or possibly defective warning light circuit . Check oil pressure and
light not illuminated . warning light circuit . Repair Group 119
c. Dirty oil . Change oil . Repair Group 020 .
7. Light metallic knock that varies directly with a. Low oil leve¡ . Check and correct oil leve¡ .
engine speed . Oil pressure warning light b . Low oil pressure/worn or faulty oil pump. Oil pump pickup restricted/clogged. Check
blinking or fully illuminated ; may be most oil pressure . Repair Group 119
noticeable during hard stops or cornering .
8. Screeching or squealing under load that a. Loose, worn, or damaged drive belt. Inspect belt(s) . Repair Group 020
goes away when coasting .

9. Growling or rumbling that varies with engine a. Remove drive belt(s) to identify faulty component. Check for play, bearing roughness,
rpm . Indicates a bad bearing or bushing in and loose mountings . Refer to appropriate repair group for repair procedures .
a n engine-driven accessory.

DRIVEABILITY TROUBLESHOOTING On-Board Diagnostics (OBD)

On-Board Diagnostics is incorporated into al¡ engine man- Two generations of OBD are used on the cars covered by
agement systems used on the cars covered by this manual . this manual :
Therefore, checking for fault codes should be the first step in
troubleshooting a driveability problem . For additional informa-
On-Board Diagnostics
tion on engine management and repair see 130 Fuel Injec-
tion . " 1992-1995 models . . . . . . . . . . . . . . . . . . . . . OBD I
" 1996-1998 models . . . . . . . . . . . . . . . . . . . . . OBD II

The OBD system detects emissions-related engine manage-

ment malfunctions and tucos on the Check Engíne light in the in-
strument cluster. The Check Engine light will stay on until the
code(s) are called up and the memory is erased . When faulty are
detected, the OBD system stores a Diagnostic Trouble Code
(DTC) in the system ECM . In addition, the Check Engine warn-
ing light will come on if an emissions-related fault is detected .
DRIVEABILITY TROUBLESHOOTING
 ENGINE-GENERAL 100-9

2 .5 seconds, then go off for 2 .5 seconds . At this point, the fault

NOTE-
codes will begin to flash . See Table d .
" On cars with OBD ti, specialized OBD 11 scan tool
equipment must be used to access the DTCs, either
using the BMW special tool ora `generic" OBD 11 scan If more than one fault has been detected, each code will be
tool. See 130 Fuel Injection . separated by a 2 .5 second pause . When al¡ fault codes have
been displayed, there will be 0 .5 second flash and then the
" The 08D 11 fault memory (including an iiluminated light will remain off . To read the codes again, turn the key off
Check Engine light) can only be reset using the spe-
and then on again . Depress the accelerator pedal to the floor
cial scan tool. Removing the connector from the ECM
five times quickly (within 5 seconds) . The codes will begin to
or disconnecting the battery will not erase the fault
memory. repeat.

On cars with OBD I, fault codes can be read by turning the To erase the fault code memory, first make sure the fault
ignition key on and fully depressing the accelerator pedal to code 1000 (short blink and then light goes out for long period)
the floor five times within five seconds . The Check Engine is present, then depress the throttle fully for at least 10 sec-
light will then remain on for five seconds, blink off, come on for onds. Read the fault codes as described earlier and check for
the 1444 code (no faults stored) .

Table d. OBD 1 Fault (Blink) Codes

(1992-1995 modeis only)

Graphic representation of flashing Check Engine light fault code: 1221

5 Seconds . :- 2.5 ~-
-,-------------- Check Engine light on

Check Engine light off

--05--

Fault code and meaning 1 Corrective action

Code 1211 : DM E Control Module DME control module may be faulty. This code appears if the control
module fails the self test. Check inputs to control module . Repair
Group 130

Code 1215 : Mass air flow sensor Check air flow or mass air flow sensor and wiring to sensor. Repair
Group 130

Code 1216: Throttle potentiometer Test throttle potentiometer resistance and wiring . Repair Group 130
Code 1218 : Output stage, group #1 (DME 3 .3.ionly) Test DME control module input/outputs . Repair Group 130
Code 1219 : Output stage, group #2 (DME 3 .3 .1 only) Test DME control module input/outputs . Repair Group 130

Code 1221 : Oxygen sensor #1 Check sensor output signal to DME control module . Repair Group
130

Code 1222 : Oxygen sensor lean/rich control stop Check for intake air leaks or reasons for rich míxture . See Driveabil-
ity Troubleshooting given earlier in this repair group

Code 1223: Coolant temperature sensor (NTC) 1 Test coolant temperature sensor. Repair Group 130
Code 1224: Air temperature sensor (NTC) Test intake air temperature sensor. Repair Group 130

Code 1225: Knock sensor #1 (DME 3 .3.1 only) 1 Check knock sensor and sensor wiring . Repair Group 120

Code 1226 : Knock sensor #2 (DME 3 .3.1 only) Check knock sensor and sensor wiring . Repair Group 120

Code 1231 : Battery voltage monitor Test battery voltage and battery check charging system and starter.
Repair Group 121

Code 1234 : Speedometer "A" signal (DME 3 .3 .1 only) Check wiring between instrument cluster and DME control module .
Electrical Wiring Diagrams

Code 1237 : A/C compressor cutoff (DME 3 .3 .1 only) Test DME control module inputs/outputs from A/C system . Repair
Group 130

Code 1242: A/C compressor signal (DME 3 .3 .1 only) Test DME control module inputs/outputs from A/C system . Repair
Group 130

DRIVEABILITY TROLIBLESHOOTING
100- 1 0 ENGINE-GENERAL

Table d. OBD I Fault (Blink) Codes (continued)

(1992-1995 modeis only)

Graphic representation of flashing Check Engine light fault code : 1221

-; 5 Seconds . ;--~ 2.5 r

---------------- Check Engine light on

Check Engine light off

Fault code and meaning Corrective action

Code 1243 : Crankshaft position sensor (DME 3 .3 .1 only) Test crankshaft position/rpm sensor and wiring from sensor lo DME
control module. Repair Group 120

Code 1244 : Camshaft position sensor (DME 3 .3 .1 only) Test camshaft position sensor and wiring from sensor to DME con-
trol module . Repair Group 130

Code 1245 : Electronic transmission control intervention (DME 3 .3 .1 Check wiring between DME control module and auto . transmission
only) control module

Code 1247: Ignition secondary monitor (DME 3 .3 .1 only) Check secondary voltage lo ignition coils . Check wiring at ignition
coils. Repair Group 120

Code 1251 : Fuel injector #1 (DME 3 .113.3 .1 only) 1 Test injector operation/signal lo injector. Repair group 130
Code 1252: Fuel injector #2 (DME 3 .113.3 .1 only) Test injector operation/signal lo injector. Repair group 130

Code 1253 : Fuel injector #3 (DME 3 .1/3.3 .1 only) Test injector operation/signal to injector. Repair group 130

Code 1254 : Fuel injector #4 (DME 3 .1/3.3 .1 only) Test injector operation/signal to injector. Repair group 130

Code 1255 : Fuel injector #5 (DME 3 .1/3.3 .1 only) Test injector operation/signal to injector. Repair group 130

Code 1256 : Fuel injector #6 (DME 3 .1/3.3 .1 only) Test injector operation/signal lo injector. Repair group 130
Code 1261 : Fuel pump control Test fuel pump relay and fuel pump circuit . Repair group 160

Code 1262 : Idle speed control Test idle air control valve and signal to valve . Repair Group 130

Code 1263 : Fuel tank evaporative (EVAP) system Test EVAP purge valve . Repair Group 160

Code 1264 : Oxygen sensor heater 1 Test oxygen sensor heater and heater relay. Repair group 130
Code 1265 : Check engine lamp (DME 3 .3 .1 only) 1 Test for faulty bulb or wiring . Electrical Wiring Diagrams
Code 1266 : VANOS (DME 3 .3 .1 only) 1 Test VANOS solenoid. Check for signal to VANOS solenoid .

Code 1267 : Air pump relay control (DME 3 .3 .1 only) Test air pump relay and wiring (where applicable) Electrical Wiring
Diagrams

Code 1271 : Ignition coil #1 (DME 3 .3 .1 only) Test ignition coil and wiring to ignition coil . Repair Group 120
Code 1272 : Ignition coil #2 (DME 3 .3 .1 only) Test ignition coil and wiring lo ignition coil . Repair Group 120
Code 1273 : Ignition coil #3 (DME 3 .3 .1 only) Test ignition coil and wiring lo ignition coil . Repair Group 120

Code 1274 : Ignítion coil #4 (DME 3 .3 .1 only) Test ignition coil and wiring to ignition coil . Repair Group 120
Code 1275 : Ignition coil #5 (DME 3 .3 .1 only) Test ignition coil and wiring lo ignition coil . Repair Group 120
Code 1276: Ignition coil #6 (DME 3 .3 .1 only) Test ignition coil and wiring lo ignition coil . Repair Group 120

Code 1281 : DME control module memory supply (DME 3 .3.1 only) Check voltage supply from battery lo DME control module. Electri-
cal Wiring Diagrams
Code 1282 : Fault code memory (DME 3 .3 .1 only) Check DME control module inputs/outputs . Control module may be
faulty. Repair Group 130
Code 1283: Fuel injector output stage (DME 3 .3 .1 only) Check DME control module inputs/outputs . Control module may be
faulty. Repair Group 130

DRIVEABILITY TROUBLESHOOTING
 ENGINE-GENERAL 100- 1 1

Table d. OBD I Fault (Blink) Codes (continued)

(1992-1995 models only)

Graphic representation of flashing Check Engine light fault code : 1221

-; 5 Seconds. ~- 2.5 ;-
7-1-------------- Check Engine light on

Check Engine light off

Fault code and meaning Corrective action

Code 1286 : Knock control test pulse (DME 3 .3 .1 only) Check DME control module inputs/outputs. Control module may be
faulty Repair Group 130
Code 1000 (light remains off) : End of fault code output-all fault codes have been displayed. No
~ corrective action necessary. Repeat test if necessary
Code 1444: No more faults . No corrective action necessary. This code must be
present lo erase fault memory

Basic Requirements Preventive Maintenance

The following list contains basic checks that should be The condition of the fuel, ignition and emission control sys-
made when experiencing driveability problems . tem components has a direct effect on engine performance
and driveability. BMW specifies maintenance of certain parts
1 . Check intake (induction) system for leaks. Check for at regular intervals lo keep the engine in proper tune . Extend-
cracked, loose, or disconnected hoses and duct work . ing maintenance intervals beyond the time or mileage recom-
Check that all hose clamps are tight. mended by the manufacturer can adversely affect the waythe
engine runs . When troubleshooting driveability problems, a
NOTE- good starting point is to perform a major engine service, par-
ticularly if one is overdue. For maintenance schedules, major
An air leak allows unmeasured air to enter the engine,
offen resulting in an in overly lean fuel mixture and engine service and other driveability-related maintenance
causing driveability problems which will cause the procedures, see 020 Maintenance Program .
Check Engine light to come on .
Basic Engine Settings
2. Check that the battery is in good condition. Check that
the cables are tight and free of corrosion at both ends . Idle speed, idle mixture (%CO), and ignition timing are not
Check that all related ground points are firmly connect- adjustable . The adaptive engine management system is de-
ed and in good condition. Check al¡ harness connectors signed lo automatically compensate for changes in engine op-
for damage and corrosion . erating conditions, although the adaptive range is limited.
Once these limits are exceeded, driveability problems usually
3. Check for prwer and ground at the Engine Control become noticeable .
Module (ECM). Check the main grounds for the ECM.
See 130 Fuel Injection. NOTE-
If the DME adaptive limits are exceeded, the Check En-
4. Check the fuses. Check for sufficient fuel in the tank . If gine light will come on, indicating an emission related
the engine ran out of fuel, it will take a little time to re- fault. See 130 Fuel Injection,
store fuel pressure . See 160 Fuel Tank and Fuel
Pump .
Oxygen Sensors
5. Check for spark at the spark plugs. If the tachometer
needle bounces while the engine is cranked by the A high oxygen level in the engine exhaust indicates a lean
starter then the ignition system is probably working cor- air-fuel mixture and a low oxygen level indicates a rich mix
rectly. See 120 Ignition System . ture . The oxygen sensor, shown in Fig. 10, measures the oxy-
gen content in the exhaust gas and generates a variable
6. Check for any faults through the On-Board Diagnostics voltage signal . Using that feedback signal as an input, the
system . See On-Board Diagnostics (OBD). DME control module fine tunes the air-fuel mixture.

DRIVEABILITY TROUBLESHOOTING
100-1 2 ENGINE-GENERAL

NOTE- Air Flow Measurement and Vacuum Leaks

The oxygen sensor signal is ignored until the engine
reaches a specified minimum temperature . Therefore, The primary input used by the fuel injection system to deter-
when troubleshooting cold engine driveability prob- mine how much fuel should be delivered is the signal from the
lems, the oxygen sensor can be ruled out as a possible mass air flow sensor in the intake air ductwork.
cause.
Because proper fuel metering depends on accurate mea-
As the oxygen sensor ages, its ability to react quickly to surement of the incoming air, any unmeasured air that enters
the engine downstream of the mass air flow sensor will cause
changing conditions deteriorates, and it may eventually cease
a lean air-fuel mixture and possibly affect driveability.
to produce any signal at all. To check the operation of the oxy-
gen sensor, see 130 Fuel Injection:
NOTE-
If a large air leak is causing driveability problems, the
NOTE-
Check Engine light will usually be illuminated and a
On 1996 and later cars, OBD 11 enhanced emission fault will be stored in the fault code memory. See On
standards require the engine control module (ECM) to Board Diagnostics (OBD).
monitor the oxygen content in the exhaust both before
and after the catalytic converter. This allows for tighter
control of the tail pipe emissions and also allows the There are many places for unmeasured air to enter the en-
ECM to diagnose converter problems. If the DME de- gine . First, inspect all hoses, fittings, ducts, seals, and gaskets
tects that catalytic converter or oxygen sensor efficien- in the intake air tract for cracks or looseness. It may be neces-
cy has degraded past a certain pre-programmed limit, sary to remove parts that cannot be fully checked in their in-
it will turn on the Check Engine light, and store a diag- stalled positions. Also make sure all of the intake manifold and
nostic trouble code (DTC) in the ECM. throttle body mounting nuts are tight.

In addition to air leaks, air restrictions can also cause drive-

Catalytic ability problems . Remove the air filter and hold it up to a strong
light source . If the filter does not pass light, it is restricted and
should be replaced . Also, remove the intake air ductwork and
check for oily deposits at the throttle plate. Buildup in this area
can cause an erratic idle . Clean away any deposits using a
cloth wetted with carburetor cleaner and reinstall the ductwork.

CAUTION-
Do not spray carburetor cleaner directly in the throt-
tle anea. Spraying cleaner may force it into the throt-
B9506
tle position switch or sensor and cause damage.

Fig. 10 . Regulating oxygen sensor measures oxygen content of ex-

hausY gas as indicator of .¡_fi .1 ratio and "-k,. E- effi- gattery Voltage
ciency. Monitoríng oxygen sensor (not shown) monitors
catalytic converter operation. All of the electrical components in the fuel injection and igni-
tion systems require a minimum voltage to operate properly .
When troubleshooting engine driveability problems, one of
Replacement of oxygen sensors at the specified intenrals en- the first checks should be to make sure the battery is fully
sures that the engine and emission control system wili continue charged and capable of delivering all its powerto the electrical
to operate as designed . As the oxygen sensor ages, its ability to system .
react quickly to changing conditions deteriorates, and it may
eventually cease to produce any signal at all . To make a quick check of battery charge, measure the volt-
age across the battery terminals with all cables attached and
As the oxygen sensor ages, its ability to react quickly to the ignition off. A fully charged battery will measure 12 .6 volts
changing conditions deteriorates, and it may eventually cease or slightly more, compared to 12 .15 volts for a battery with a
to produce any signal at all. To check the operation of the oxy- 25% charge .
gen sensor, see 130 Fuel Injection.
Even a fully charged battery cannot deliver power unless it
is properly connected to the electrical system . Check the bat-
tery terminals for corrosion and loose cable connections . If the
battery does not maintain the proper voltage, the charging
system may be at fault. See 121 Battery, Starter, Alternator .

DRIVEABILITY TROUBLESHOOTING
 ENGINE-GENERAL 100- 1 3

If a battery cable connection has no visible faults, but is still

suspect, measure the voltage drop across the connection . A
large drop indicates excessive resistance, meaning the con-
nection is corroded, dirty, or damaged. Clean or repair the
connection and retest .

NOTE-
For instructions on conducting a voltage drop test, and
other general electrical troubleshooting information,
see 600 Electrical System-General .

Wiring and Harness Connections

The electronic fuel injection and ignition systems operate at
low voltage and current values, making them sensitive to
small increases in resistance . The electrical system is routine-
ly subjected to corrosion, vibration and wear, so faults or cor-
rosion in the wiring harness and connectors are common
causes of driveability problems .

Visually inspect all wiring, connectors, switches and fuses UU,~uyi

in the system . Loose or damaged connectors can cause inter- Fig. 11 . Main ground (arrow) for engine management system .
mittent problems, especially the small terminals in the ECM Grounds are in right rear of engine compartment .
connectors . Disconnect the wiring harness connectors to
check for corrosion; and use electrical cleaning spray to re-
move contaminants . Often, simply disconnecting and recon-
necting a dirty connector several times will clean the terminals
and help to reestablish good electrical contact.

If a wiring harness connector has no visible faults, but is still

suspect, measure the voltage drop across the connector. A
large drop indicates excessive resistance, meaning the con-
nector is corroded, dirty or damaged. Clean or repair the con-
nector and retest .

Ground Connections
For any electrical circuit to work, it must make a complete
path, beginning at the positive (+) battery terminal and ending
at the negative (-) terminal . The negative (-) battery cable is
attached to the car's chassis. Therefore, any wire or metal
part attached to the chassis provides a good ground path back
to the negative (-) battery terminal .

Poor ground connections are a major source of driveabílity

Fig. 12 . Main ground for ignition coils on MS 41 .1 engine manage-
problems . If any of the main ground connections for the igni-
ment system (arrow).
tion system or the fuel injection system are faulty, the in-
creased resistance in that circuit will cause problems .

Visually inspect al¡ ground wires and connections for

breaks, looseness or corrosion. Be careful because wires
sometimes break internally or in areas not easily visible. The
main grounds for the DME system are shown in Fig. 11, Fig.
12, and Fig. 13 . Also check the main fuel pump ground in the
center console, below the emergency brake handle .

If a ground connection has no visible faults, but is still suspect,

measure the voltage drop across the connection . A large drop
indicates high resistance, meaning the connection is corroded,
dirty or damaged. Clean or repair the connection and retest.
DRIVEABILITY TROLIBLESHOOTING
100- 1 4 ENGINE-GENERAL

Properly operating fuel injectors play a major role in fuel de-

livery . The DME ECM switches the injectors on and off at the
negative (-) or ground side of the connectors . Posítíve (+) bat-
tery voltage is always present at the connectors when the en-
gine is running. An injector that fails or loses power will not
open, creating a lean air-fuel mixture and causing the engine to
run poorly when cold or stumble on acceleration . An injector
that shorts to ground will remain open constantly when the en-
gine is running, creating a rich air-fuel mixture that can dilute
engine oil, foul the spark plugs, cause a rough idle, and damage
the catalytic converter.

Table e lists additional symptoms of common engine drive-

ability problems, their probable causes, and the suggested
corrective actions. The entries in bold type in the corrective
action column indicate the repair groups where applicable test
and repair procedures can be found.

NOTE-
0013131 Most of the symptoms fisted in Table e will also cause
Fig. 13 . Main chassis ground (arrow) in left front of engine compart- the Check Engine light to come on. If the light is on,
ment . check for any stored faults as the first step ín trouble-
shooting driveability complaints.
Fuel Supply

For the engine to start and run properly, the injection sys-
tem must deliver fuel in precise proportion to the amount of air
entering the engine . To do this, the injection system requires
an unrestricted supply of fuel from the fuel pump .

If the fuel pump is not working, the engine will not run. If the
fuel filter or a fuel line is restricted, the engine may run poorly .
If the restriction is severe enough the engine will not start. lf
fuel delivery problems are suspected, perform the tests de-
scribed in 160 Fuel Tank and Fuel Pump .

The fuel pressure created by the fuel pump is controlled by a

pressure regulator that returns excess fuel to the tank . Any
change in fuel pressure will cause a change in the base air-fuel
mixture delivered to the engine . If thefuel pressure is too low, the
base air-fuel mixture will be lean . lf the fuel pressure is too high,
the base mixture will be rich . Fuel pressure tests are described
in 160 Fuel Tank and Fuel Pump and 130 Fuel Injection.

NOTE-
Fuel pressure tests require a pressure gauge . If this
tool ís not avaílable, the tests can be performed by an
authorized BMW dealer or other qualified shop.

DRIVEABILITY TROUBLESHOOTING

Versión electrónica licenciada a Hernan Fulco / [email protected] / tel: 54(11)4855-3088

Buenos Aires // Argentina
 ENGINE-GENERAL 100- 1 5

Table e. Engine Driveability Troubleshooting

SYMPTOMS
a . Engine fafs to start
b . Engine starts but stops immediately
c . Erratic engine idle
d . Poor engine response on acceleration
e. Erratic engine operation in al¡ speed ranges
f. Excessive fuel consumption
g . Poor engine power, fails to rev up
h . CO content too low
i . CO content too high
CAUSES CORRECTIVE ACTION
a Fuel pump faulty Test fuel pump . Repair Group 160
a e Ignition system faulty Test ignition system . Repair Group 120
a Main relay or fuel pump relay faulty Test main relay. Repair Group 130
a Crankshaft/rpm position sensor faulty Test crankshaft/rpm sensor. 120
b c h i ldle speed control valve faulty Test idle speed control valve.
c d e Throttle position sensor faulty or idle signal to Test throttle position sensor.
DME control module missing .
c d h i Mass air flow sensor faulty Test mass air flow sensor Repair Group 130
a b c d e h Large air intake system leak Check for major intake air leaks downstream of
mass air flow sensor.
a c d e g h Fuel pressure too low Test fuel pressure . Repair Group 130
? I Fuel pressu re to o high Test fu el pressure . Repair Group 130
d e g h Fuel pump delivery volume too low Test fuel pump delivery volume . Repair Group
160
a c e f h q C oo l ant te mpe r atu re sensor fau lty T l n
--] est coo a t temperature sensor.
c l 1
I f I I Oxygen sensor faulty Test oxygen sensor.
c e ~ f i ~ Fuel injectors leaking Check fuel injectors and replace leaking injectors .
~ Repair Group 130
Throttle plate binding or incorrectly adjusted Check throttle plate and adjust if necessary.
a c Electrical connections loose, broken, or cor- Visually inspect connectors and correct any
roded faults. Repair Group 600
al Icld Ground connections loose, broken, or corroded Visually inspect ground connections and correct
any faults . Repair Group 600
c e ~ f CO content too high Test air flow or mass air flow sensor. Repair
~ Group 130
a b c d e CO content too low Test mass air flow sensor.
g
b c d e f g h i Input signals to ECM missing, ECM in limp Make electrical tests at DME ECM relay. Repair
home mode Group 130
a ~ b ~ c ~ d e] f g h i ECM faulty Test DME ECM inputs . If all inputs are correct,
replace ECM .

DRIVEABILITY TROUBLESHOOTING