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BMW Vehicle Communication Software Manual

1. E SERIES MODELS YEAR E38 740i iL 750iL 1994 2001 E39 525i 528i 530i 540i M5 1997 2003 E53 X5 3 0 4 4L 1999 2003 K BUS K BUS RECEI ER MODULE DRL cS DOOR PASSENGER S SWITCHBLOCK MODULE PM F T SB DOOR MODULE PM ST SEATMEMORY MODULE PM SHD SUNROOF MODULE PM SHD Figure 4 25 Sample P Bus connections The P Bus has the following characteristics The P Bus is similar in communication and speed to the and K buses Not designed for rapid data communications instead designed for short control commands which allows P Bus modules to react more quickly e g door lock or window e The GM module sends the Sleep Command to all the P Bus modules 16 minutes after the ignition is turned off and no messages are being sent e The Wake up call done either by the GM or the driver passenger door modules pulls the P Bus voltage low e With every ignition cycle the GM module polls the P Bus every 5 seconds to see if all the installed modules respond The P Bus modules must respond in 5 seconds If after 3 polling attempts the poll is unanswered the GM module sets a fault code e The GM module communicates coding data to the modules on the P Bus e The GM module provides the 12V P Bus operating voltage P Bus Operational Check Use the following procedure to check the operation of a P Bus To check P Bus operation 1 Check the driver s seat memory function 2 Operate a r
2. DRIVE CYCLE DRIVE CYCLE DRIVE CYCLE DRIVE CYCLE DRIVE CYCLE DRIVE CYCLE S 1 2 3 4 5 43 co 2 3 1 232053910 ERR 2 3 1 2 3 id A 3 1 es es Off 2 es Yes Off Yes Yes On 3 es Yes Off INo No Off Yes Yes On 4 es Yes On Yes No Off Yes No Off Yes Yes Off Yes es On 5 es Yes Off Yes Yes On Yes No On Yes No On Yes No Off 6 es Yes Off Yes Yes On Yes No On Yes No On Yes No Off Yes CODE Off 1 Function checked 2 Fault code set 3 MIL status Row 1 A fault code is stored in the ECM on the first occurrence of a fault in the system being checked e Row 2 The MIL will not be illuminated until the completion of the second consecutive driving cycle ECT changes 104 140 F open to closed loop transition VSS input signal where the previously faulted system is again monitored and a fault is still present or a catalyst damaging fault has occurred e Row 3 lf the second drive cycle was not complete and the specific function was not checked the ECM counts the third drive cycle as the next consecutive drive cycle The MIL is illuminated if the function is checked and the fault is still present e Row 4 If there is an intermittent fault present and does not cause a code to be set through multiple drive cycles two complete consecutive drive cycles with the fault present are required for the MIL to be illuminated e Row 5 Once the MIL is illuminated it will remain illuminated unless
3. Parameter names in parentheses represent either the name as it appears in the BMW factory scan tool or a clarification of the abbreviated name as it appears in the Snap on scan tool 5 1 Alphabetical Parameter List 80 Ee De RR HELL E EE ENEE EES AIC SWITCH EE A T OIL A T OIL TEMPERATURE ACCEL ENRICH ACCELERATION ENRICHMENT ACTUAL EXHAUST CAMSHAFT INLET CAMSHAFT ACTUAL EXHAUST CAMSHAFTH es dis t ACTUAL EXHAUST CAMSHAFT i ACTUAL INLET CAMSEIAST SI eebe ADAPTATION POSITION 1 ADAPTATION ACCEL PED POS 1 ADAPTATION POSITION 2 ADAPTATION ACCEL PED POS 2 ADAPTATION VALVE 1 ADAPTATION THROTTLE VALVE 1 ADAPTATION VALVE 2 ADAPTATION THROTTLE VALVE 2 AIRCO CLUTCH AIRCO COMPRESSOR CLUTCH AIRCO ENABLE xd e AIRCO REQUEST 1 AIRCO REQUEST 2 WW S NES AIRFLOW SENSOR Kai edel UTI the AIRFLOW SENSOR V ae SA ASC INTERVENT ASC INTERVENTION sssscsssssssesssssssessssssessssseessssssesssssssessssseessssseessssuessssneessssuvesssssueesessee AT SWITCH AT POSITION SWITCH uu cscssssssssssssssessssssesssssssesssstecesssseesssssusessssuessessseesssssetsssssessssseussssasueessssee AUC FUNCTION he ss PUI SENSOR E EEGENEN BACK PRESSURE VALVE MOTOR RAM AIR PRESSURE COMPENSATION A 108 BANK 1 CRANKSHAFT SEGM 1 ADAPT o BANK 1 CRANKSHAFT SEGM 2 ADAPT BANK 1 CRANKSHAFT SEGM 3 ADAPT BANK 1 CRANKSHAFT SEGM 4 ADAPT BANK 1 C
4. 38 REVIEW ECU ID PRINT ECU ID ACTUATOR TESTS SPECIAL FUNCTIONS Figure 4 22 Sample Transmission Functional Tests menu Actuator Tests Selecting ACTUATOR TESTS opens a menu similar to Figure 4 23 SCROLL amp PRESS Y TO SELECT A FUNCTION SOLENOID VALVE 1 SOLENOID VALVE 2 SOLENOID VALVE 3 Figure 4 23 Sample Actuator Tests menu As each actuator test is selected the following actuators are pulsed On Off for a pre determined period of time Available actuator tests may vary from the list below depending on the transmission e Solenoid Valve 1 e Solenoid Valve 2 e Solenoid Valve 3 Pressure Regulator 1 Pressure Regulator 2 Pressure Regulator 3 Pressure Regulator 4 e Shift Lock Solenoid Valve Special Functions The SPECIAL FUNCTIONS selection from the Functional Tests menu for transmission systems can work differently than for other systems depending on the type of transmission See Special Functions on page 26 for instructions on resetting adaptations Important Tips for Resetting Transmission Adaptations Onsome transmissions the Special Functions menu may have only one selection which reads RESET ALL ADAPTATIONS Using the scan tool to reset transmission adaptations for either EGS or AGS transmissions only clears the adaptive pressure control values EGS AGS shift adaptation to driving style is not cleared with the scan tool because it is not stored in long term memory The transmis
5. S BMW Vehicle Communication Software Manual BMW 2004 2005 NO CODES PRESENT ENGINE SPEED rpm BATTERY V COOLANT TEMPERATURE F INTAKE AIR TEMPERATURE F TEMPERATURE F NE LOAD mq S FLOW kg h Navigate the Scaaner by using he Themb Pad upidows arrows Make selections using the Y and N keys BMW M M PEED rpm TERY V LANT TEMPERATURE C FAKE AIR TEMPERATURE C 53 re St 3 4C SCROLL amp PRESS Y TO SELECT A FUNCTION RELAY SECONDARY AIR PUMP SECONDARY AIR VALVE INJECTOR 1 ENGINE RUNNING ONLY EUROPEAN BMW SCROLL amp PRESS Y TO SELECT A F FUEL PUMP RELAY INJECTOR 1 INJECTOR 2 SNAP BMW Vehicle Communication Software Manual February 2007 SNAP Trademarks Acknowledgements Snap on Scanner and MODIS are trademarks of Snap on Incorporated All other marks are trademarks of their respective holders Copyright Information 2007 Snap on Incorporated All rights reserved Disclaimer The information specifications and illustrations in this manual are based on the latest information available at the time of printing Snap on reserves the right to make changes at any time without notice For Technical Assistance Call 1 800 332 2526 US only 1 800 424 7226 North America SNAP ON INCORPORATED SOFTWARE LICENSE AGREEMENT YOU SHOULD CAREFULLY READ THE FOLLOWING TERMS A
6. 10K Ohms 2 Greater than 192 F 89 C or Equal to or less than 115 F 46 C 4 7 Testing Bus Systems BMW has been using data bus systems since 1991 on the E31 8 Series By 1993 most models were using CAN bus systems for the powertrain control modules engine transmission and some models added ABS 55 56 Testing Bus Systems 4 7 1 Bus Types BMW vehicles use the following bus systems Use the charts below for bus system application M IHKA climate control using smart stepper motors K Body bus P Peripheral bus General Door Seat memory and Sunroof modules I Information bus D Diagnostic bus CAN Controller Area Network K CAN P K and P Bus integrated using a CAN bus K CAN S K and S Bus integrated using a CAN bus MOST Fiber optic communication systems BYTE FLIGHT Fiber optic airbag system Pt CAN Powertrain systems Lo CAN Valvetronic control BSD Alternator control Lin IHKA lamp control driver s switch block tire monitoring F CAN Active steering K CAN Bodgy systems Table 4 16 1992 2002 bus system applications MODEL M K P D CAN E31 8 Series YES YES YES E32 7 Series YES YES E34 5 Series YES K YES E36 3 Series Z3 only YES E38 7 Series YES YES YES YES YES YES YES E39 5 Series yEg YES 1997 and YES YES YES High Cluster later E39 5 Series pps YES YES YES YES Low Cluster E46 3 Series YES YES YES YES
7. 113 114 Acronyms AE AEGS AFM AG AGR AGS AIC AIR AKF AKS ALC ALDA AMP ANS ABS APP ARS AS ASC ASC T ASK ASP AST ASU AT ATF AUC AUT B B BC BH BM BMBD BMS Brs BST BT BZM BZMF C display unit Independent electronic hydraulic transmission control Airflow Meter Automatic Transmission exhaust gas recirculation adaptive transmission control Automatic Interval Control Secondary air injection activated carbon filter controlled pressure windshield wiper Adaptive Light Control absolute boost pressure dependent full load stop audio system amplifier antilock brake system Accelerator Pedal Position Anti Roll Stabilization Active Seat Automatic Stability Control Automatic Stability Control plus Traction control audio system controller door mirror slip control generic designation special exhaust emission test Antenna Tuner Automatic Transmission Fluid Automatic Recirculation Control Automatic transmission Body Battery positive voltage Onboard computer Rear door passenger side On board monitor BMW engine management Brake Signal Battery Safety Terminal Passenger door center console control center center console control center rear Chassis CAN CARB CAS CAT CaZ CBC CBT CC CCM CD CDC CDN CIM CIM CKP CMP CO CO2 cs CS CSA CSi cst Cyl DA DBC DD DDK DES DIN DIS DISA D Jetronic DK DKI DKS DKT DLC DME DMTL Controller Area Network Calif
8. The D Bus communicates in series one control unit at a time with all control modules in the vehicle that are capable of communicating with a scan tool some of which may be on other buses and communicate through the Instrument Cluster module or IKE gateway NOTE The D Bus communication speed to the scan tool may be considerably slower than the internal bus speed or the communication speed between buses The scan tool currently communicates via the D Bus to the following modules and buses Powertrain engine transmission EML ABS everything on the CAN bus e Airbag MRS K Bus e Climate Control IHKA K Bus On vehicles produced up to model year 2001 use the 20 pin underhood diagnostic connector The two links are e RXD pin 15 Later control modules from 1997 no longer required the separate RXD to establish communication so pin 15 may be removed e TXD pin 20 RXD initiates the communication with the control module It is similar to the ring of a telephone attempting to wake up a control module TXD is the Transmit or communication line between the scan tool and the control module When a control unit is selected for diagnosis the scan tool sends a diagnosis telegram to a specific control unit address The scan tool request may ask that the control unit transmit codes and data information or may also command that a control unit perform an actuator test also called bi directional command On those vehicles that ha
9. Use these parameters for interpretation of O2S location and position for the following applications e 1996 98 4 cylinder 1 9L M44 engine M5 2 controller in the 318i ti is or Z3 e 1996 99 6 cylinder 2 5L 323i is and 2 8L Z3 using the MS41 1 controller These use only one pre or before CAT upstream oxygen sensor mounted in the exhaust header pipe O2 SENSOR 1 and one post or rear CAT downstream oxygen sensor mounted after the one catalytic converter For other OBD II inline 6 cylinder engines O2 SENSOR BEFORE CAT1 refers to the upstream O2S in the front exhaust manifold cylinders one to three O2 SENSOR BEFORE CAT2 refers to the upstream O28 in the rear exhaust manifold cylinders four to six and O2 SENSOR AFTER CAT 1 refers to the downstream O2S for the front exhaust manifold O2 SENSOR AFTER CAT 2 refers to the downstream O2S for the rear exhaust manifold M62TU engine ME 7 2 uses two warm up CATs and two main CATs E46 uses two integral CATSs to front and rear exhaust manifolds O28 Location 8 12 Cylinder Engines For OBD II V8 engines O2 SENSOR 1 before CAT and O2 SENSOR AFTER CAT refer to the cylinder bank including cylinder 1 Cylinder 1 is on the passenger side right and O2 SENSOR BEFORE CAT2 and O2 SENSOR AFTER CAT2 refer to driver left side bank 97 98 Engine Parameters For OBD I V8 engines O2 SENSOR 1 refers to bank 1 cylinder 1 bank or passenger side of engine O2 SENSOR 2 refers to bank 2 or
10. If the sensor or circuit is faulty the brake lights will be on continuously BRAKE TEST SWITCH ON OFF This parameter is a backup to the BRAKE SWITCH parameter Readings vary by model On some applications readings are identical to those for the BRAKE SWITCH on others readings are opposite to those for the BRAKE SWITCH 87 88 Engine Parameters CAMBANK1 CAMBANK 2 see description Used on V type engines with a Dual VANOS system on each camshaft These parameters indicate intake camshaft position CMP for each bank Readings may vary and have different measurement values depending on the year and engine May read 25 degrees at 2 500 RPM and about 5 to 5 degrees at idle CAMBANK1 refers to the cylinder bank that includes cylinder 1 On North American models cylinder 1 is on the passenger right side or bank of the vehicle CAMBANK refers to driver left side bank CAMSHAFT POSITION not available Used on engines with Single VANOS variable intake camshaft timing This parameter uses the camshaft position sensor CMP to determine intake camshaft position in degrees of advance or retard Readings may vary and have different measurement values depending on the year and engine May read 25 degrees at 2 500 RPM and about 5 to 5 degrees at idle The CMP sensors monitor the position of the camshafts to establish the start of the ignition firing order to set up sequential fuel injection triggering and for accurate c
11. NOTE Whereas ECM is the accepted SAE term for engine control module ECU is still the accepted term in Europe In the BMW software the term ECU may refer to any electronic control module NOTE It may not always be necessary to shut the engine off before clearing codes If clearing codes was unsuccessful with the engine running then shut the engine off and try again To clear ECM codes 1 From any Codes amp Data display press N to display the Codes amp Data Exit menu 2 Select CLEAR ECU CODES The scan tool displays the following screen Figure 4 1 TO CLEAR CODES KEY MUST BE ON AND ENGINE MUST BE OFF PRESS Y TO INITIATE CODE CLEARING Figure 4 1 Display after selecting CLEAR ECU CODES 3 Press Y Depending on the ECM one of the following two messages may display Figure 4 2 or Figure 4 3 IMPORTANT ECU NEEDS TO BE RESET TURN KEY OFF THEN ON AND WAIT 10 SECONDS THEN START THE ENGINE PRESS Y TO CONTINUE Figure 4 2 Clear ECU Codes Instruction screen 1 LET ENGINE RUN FOR 30 SECONDS AND THEN TURN ENGINE OFF THEN TURN KEY ON PRESS Y TO CONTINUE Figure 4 3 Clear ECU Codes Instruction screen 2 Or neither screen displays and you can go on to the next step 4 Follow any additional instructions if necessary and press Y The scan tool momentarily displays the following screen Figure 4 4 23 Testing Engine Systems FAULT CODE ERASE ROUTINE IN PROGRESS Figure 4
12. Some early BMW models in 1987 88 may have a 13 pin vehicle connector which the scan tool does not connect with There is no serial data available on these vehicles Table 3 1 provides hard to find OBD II connector locations starting in 1995 with the 750iL E38 all others start from 1996 Table 3 1 Hard to find OBD II connector locations MODEL CONNECTOR LOCATION E36 E39 E46 E52 E53 Driver s footwell area Center of the console next to the cup holder The trim panel snaps off E the center console Driver side A pillar forward of driver s door Covers are not marked E65 remove 2nd cover behind 1st cover Z3 Right side of center console E38 and other early OBD II models may have a cosmetic cover and a fastened DLC cover P To connect to a vehicle 12 1 Follow the on screen connection instructions Figure 3 22 on page 11 and press Y The following screen displays Figure 3 25 ECU NEEDS TO BE DETERMINED TO CORRECTLY IDENTIFY THIS SYSTEM TURN KEY ON AND PRESS Y TO START IDENTIFICATION PROCESS THIS WILL TAKE ABOUT 15 SECONDS Figure 3 25 System ID instructions 2 Press Y to continue and the following screen displays Figure 3 26 WAITING FOR ECU TO COMMUNICATE WITH SCANTOOL ENSURE SCANTOOL IS CONNECTED TURN KEY ON IN PROGRESS Figure 3 26 Connection in process When the Main Menu displays Figure 3 27 you may begin testing MAIN MENU OTHER SYSTEMS
13. Table 4 1 1988 2003 engine applications sheet 2 of 2 NOTE DME CAR ENGINE ENGINE vERSION ESERIES eppes MODEL SIZE MBAR TYPE 740i iL 4 4L V8 1998 M62 E38 7 Series l 1998 M5 2 1 750iL 5 4L V12 M73TU 2001 E39 5 Series 540i iT 4 4L V8 1998 M62 E39 5 Series 528i iT 2 8L vn 1999 E46 d Han 323i ic 2 5L 2000 M52TU eries MS42 328i is 2 8L Z3 M Coupe 1998 3 23 M Roadster 974 2000 292 E36 Z3 Z3 Roadster 2 5L 3 0L 2001 E39 5 Series 530i 3 0L MS43 325i Ci xi Cic it 2 5L M54 E46 3 Series 2001 03 330i xi Ci Cic 3 0L E53 X5 X5 3 0i aus E46 3 Series 325i Ci it 2 5L 2003 M54 M56 E85 Z4 Z4 Roadster 2 5L 3 0L 2003 04 M54 Z3 3 0i MS52 E36 Z3 Coupe 3 0L 2001 S54 Roadster 1999 740i 4 4L V8 2001 M62TU E38 7 Series i398 750i iL 5 4L V12 2001 M73 ME 7 2 1999 E39 5 Series 540i iT 4 4L V8 2003 1999 M62TU E53 X5 X5 4 4i 4 4L V8 2002 4 4L V8 2000 03 M62 or ME 9 2 E53 X5 X5 4 4i 4 6L V8 2002 03 M62TU ME 9 2 1 E65 66 7 Series 745i Li 4 4L V8 2002 04 N62 il E66 7 Series 760Li 5 4L V12 2003 04 N73 MSS52 E46 3 Series M3 3 2L 2001 03 54 E39 5 Series M5 1999 MSS54 5 0L V8 S62 E52 Z8 Z8 Roadster 2003 EMS2 RM Mini R50 R53 1 6L 2003 N A Cooper M Bosch ME Bosch with integral EML MS Siemens TU Technical Update DISA differential air intake system dual length intake runners o Always verify t
14. actuator tests See functional tests adaptation reset See resetting adaptations ADB See Automatic Differential Brake intervention airbag systems 48 application chart 48 antitheft systems 67 LED indications chart 67 application charts ABS and traction control systems 40 airbag systems 48 bus systems 56 57 central body electronics ZKE systems 66 climate control systems 53 electronic throttle systems 49 engine systems 16 EWS III immobilizer systems 71 transmission systems 35 transmission types and descriptions 34 ASC engine drag torque reduction 43 See also Dynamic Stability Control ASC engine intervention 43 See also Dynamic Stability Control ASC T See Automatic Stability Slip Control Automatic Differential Brake intervention 43 See also Dynamic Stability Control Automatic Stability Slip Control 43 testing notes 47 See also Dynamic Stability Control B blink codes 21 ABS and traction control 41 reading pedal fault codes 22 BM 1B 11 illustration 11 vehicles without 20 pin connector 12 body bus See K Bus Bosch ABS and traction control systems 40 41 44 46 47 electronic throttle systems 49 engine systems 16 planar wideband oxygen sensor 97 transmission systems 34 bus gateway 65 bus systems 55 65 CAN See CAN bus central body electronics ZKE applications 66 climate control applications 53 54 55 general information 127 128 IKE 65 immobilizer systems applications 69 spec
15. depending on the instrument cluster level type NOTE Note the following regarding SIA systems Oil changes are always done during an inspection Service resets always alternate between OIL first and INSPECTION second e Itis not recommended to reset either OIL or INSPECTION services early If oil is changed more frequently keep a separate record e After performing a reset make sure to cycle the ignition key or the engine may not start There are three different SIA types SIAII e SIAII e SIAIV SIA II The SIA Il is found on all 1986 96 models except the E36 which continued using it up through 1999 With this type optimal maintenance intervals are calculated using actual operating conditions not limited to mileage accumulation only Other inputs in determining the optimal oil change and service interval may include coolant temperature engine speed vehicle speeds number of short and long trips number of engine starts etc The lower level lamp display contains seven lamps Figure 4 17 28 e 5green lamps The number of illuminated lamps decreases as the time for the next inspection approaches Each green LED represents approximately 1500 miles 1 yellow lamp When all green lamps are off and only the yellow lamp is illuminated along with OIL SERVICE or INSPECTION service is due 1redlamp Maintenance is overdue when this lamp is illuminated ba Sac OIL SERVICE INSPECTION A B C Fig
16. generated by the IKE and passed over the K Bus to the IHKA for fan and flap activation The signal prompts the IHKA to open the face vent flaps to 100 The blower relay is energized and the blower output stage is sent a 4V signal The blower is run at 7V operating power to provide adequate venting If battery voltage drops below 11 5V the function is cancelled Rest The interior of the vehicle can continue to be heated with the engine switched off using the Rest feature of the IHKA This feature is activated by pressing the REST button on the IHKA control panel When activated the auxiliary water pump and blower motor are switched on This feature will remain active for up to 15 minutes or until the coolant temperature drops below 86 F 30 C The Rest feature can only be switched on under the following conditions e Ignition switched OFF Rest button pressed Outside temperature less than 59 F 15 C e Coolant temperature more than 158 F 70 C e Battery voltage more than 11 4V Less than 15 minutes after ignition is switched off When the Rest feature is activated all of the IHKA functions are operable This includes the blower speed air distribution control and temperature settings With the ignition switched off the Rest feature is in a preset operating mode the blower fan runs at medium speed and the temperature is set to allow maximum heat The Rest feature can only be switched off under the following conditions
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18. prompting you to select the model year the 10th VIN character Figure 3 5 SELECT MODEL YEAR BMW VIN VEHICLE 1988 10TH VIN CHAR J ENGINE Figure 3 5 Sample Vehicle ID screen model year request 4 Select the model year The scan tool displays your selection and prompts you to enter the first character of the vehicle model code usually the 4th VIN character Figure 3 6 VIN characters requested may vary by model and year SELECT 1ST CHAR MODELCODE VIN A 4TH CHAR OF VIN VEHICLE 1999 10TH VIN CHAR X ENGINE Figure 3 6 Sample Vehicle ID screen model code request part 1 5 Enter any further VIN character requests and press Y or N to answer any yes or no questions When you have answered all questions relevant to the vehicle you are testing the following screen displays Figure 3 7 This screen lists the information you have selected during the vehicle ID process SELECT OPTIONS VEHICLE 1999 BMW 5 SERIES E39 A C ENGINE 4 4L V8 MPI M62Tu PRESS Y TO CONTINUE N FOR NEW ID Figure 3 7 Vehicle ID confirmation 6 Press Y if correct or press N to identify a different vehicle 3 1 1 Identifying a Mini Cooper The 2002 03 Mini Cooper uses BMW control systems and communicates with the scan tool through the European market selection P To identify a 2002 03 Mini Cooper 1 Press the Y button to confirm the software selection The following menu displays Figure 3 8 SCROLL
19. 2 4V BACK PRESSURE VALVE MOTOR RAM AIR PRESSURE COMPENSATION 0 to 10096 The air volume entering the IHKA system is compensated for at higher vehicle speeds In the fresh air mode the flaps are open 10096 up to a road speed of approximately 37 MPH 60 KPH at which point they are closed to 4096 When the vehicle speed reaches about 55 MPH 90 KPH the flaps close to 3096 There is a hysteresis overlap built into the flap closing so that the flaps will not oscillate open closed at one set speed BLOWER not available This parameter indicates the IHKA command position for the blower motor At 096 the blower motor should be off and at 10096 fully on The climate control module determines the appropriate blower speed based on the blower control manual switch input and the Y Factor see Y FACTOR on page 112 for an explanation of the Y Factor BLOWER CONTROL 0 to 8V The blower motor is controlled through an output stage often mounted in a heat sink on the heater case The control lead from the IHKA module supplies a varying voltage 2 0 to 8 0V based on the position of the blower control rocker switch The blower speed increases through the 15 steps until 8V is supplied to the control lead At this point the 16th step the blower is running at maximum speed The speed of the blower fan is also influenced by the Y Factor and the degree of heating or cooling power requested When the IHKA system is switched ON the blower fan wi
20. CODES amp DATA CUSTOM SETUP FUNCTIONAL TESTS Figure 3 27 Sample Main Menu 3 4 Demonstration Programs For BMW vehicles the demonstration programs are accessed before the vehicle identification phase of operations Figure 3 28 SCROLL amp PRESS Y TO SELECT VEHICLE SYSTEMS MARKET SELECTION DEMONSTRATION Figure 3 28 Menu to select VEHICLE SYSTEMS P To access a demonstration 1 Select DEMONSTRATION The following screen displays prompting you to identify a vehicle with DEMO on line 1 Figure 3 29 SELECT MODEL YEAR DEMO VIN VEHICLE 1988 10TH VIN CHAR J ENGINE Figure 3 29 Sample demo vehicle ID screen model year request Though there are many vehicles you can identify from this screen the demonstration program only contains two sample vehicles 1 8L and 5 0L engines Each engine offers different systems to select for test demonstrations 2 Fora 5 0L engine scroll to 1993 or later VIN characters P to V and keep pressing Y to select the defaults until a menu displays prompting you to select a system for testing For a 1 8L engine scroll to 1988 to 1992 VIN characters J to N and do the same as with a 5 0L engine Depending on the engine type selected the following menu displays prompting you to select a demonstration system for testing Figure 3 30 SCROLL TO SELECT SYSTEM IF FITTED ENGINE RIGHT ENGINE LEFT EML EMS Figure 3 30 Demo menu to select a 5 0L
21. E52 Z8 YES YES YES YES PERS YES YES YES YES YES YES High Cluster EAS YES YES YES YES YES Low Cluster Table 4 17 2002 and later bus system applications part 1 MODEL M K P l D CAN K CANP KCANS E65 66 YES YES YES YES E60 5 Series NES YES E85 Z4 YES YES YES YES E46 YES YES YES YES Table 4 18 2002 and later bus system applications part 2 BYTE MODEL MOST FLIGHT PtCAN LoCAN BSD Lin F CAN K CAN E65 66 YES YES YES YES YES E60 vES YEs vES YES YES YES YES 5 Series E85 Z4 YES YES YES E46 2003 and later Table 4 19 Bus system specifications CAN CAN SPECIFICATION M K P D HIGH LOW Baud Rate N A 9 6 kb s 9 6kb s 9 6kb s 10 4 kb s 500 kb s 500 kb s Supply Voltage 2 5 5V 12V 12V 12V 12V 2 5 5V 0 2 5V Minimum Operating 74 7V 7V 7V 10 5V 10 5V Voltage Voltage Source LCM h each module eac Wake up Signal IHK GM GM LSZ module EWS or IKE Commanded By NOTE Note the following regarding bus system voltage Buses operating at 12V usually have a 7V minimum operating voltage e Voltages are checked using a breakout box or backprobing at the control module M Bus Motor Bus The M Bus motor bus is for IHKA Stepper motor operation It is used exclusively between the climate control module IHKA IHKR and a set of stepper motors controlling air distribution Each stepper motor is on th
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23. and A C after IAC ADAPTATION refer to parameters offering correction values during certain operating conditions e P N refers to the interval when the transmission is shifted from PARK to NEUTRAL 93 94 Engine Parameters e R Drefers to the interval when the transmission is shifted from REVERSE to DRIVE e A C refers to when the air conditioning system is running The data variables use percentages or units of mass stated in kilograms per hour kg h or cubic meters per hour m3 h IAC INTEGRATOR m3 h 0 to 99 m3 h IAC INTEGRATOR 6 0 to 100 These parameters indicate the short term correction applied by the ECM to the idle air control valve opening The data variables use percentages or units of mass Mass can be read in cubic meters per hour m3 h IDLE FUEL TRIM FUEL TRIM IDLE LOAD ms 100 to 100 ms Additive Mixture Adaptation IDLE FUEL TRIM1 FUEL TRIM 1 IDLE LOAD ms 100 to 100 ms Additive Mixture Adaptation Bank 1 IDLE FUEL TRIM2 FUEL TRIM 2 IDLE LOAD ms 100 to 100 ms Additive Mixture Adaptation Bank 2 These parameters indicate a fine tuning long term LT correction or adaptation that the ECM is applying to the fuel injection pulse width A maximum one count change in IDLE FUEL TRIM changes the duration of the fuel injection by 0 4 milliseconds 400 microseconds Although these minute adjustments affect the entire engine speed range they are most noticeable at idle or lower pulse width operat
24. degrees the ECM has corrected for the throttle valve stop learn and successfully adjusted the idle speed AIRFLOW SENSOR kg h 0 to 99 kg h Used on vehicles with a hot film Mass Airflow MAF sensor this parameter indicates the mass of air flowing through the MAF sensor in kilograms per hour kg h Reads 10 30 kg h at normal hot idle with all accessories switched off AIRFLOW SENSOR V 0 to 12 0V This parameter displays the actual voltage from the airflow meter or mass airflow sensor With an airflow meter the variable voltage signal represents the volume of the inducted air The signal is generated by a potentiometer attached to the airflow meter sensing flap With a mass airflow sensor the parameter is the voltage required to maintain a 311 F 155 C temperature in the heated circuit of the mass airflow sensor Ranges vary slightly between systems Typically at a hot unloaded idle with all accessories off readings range from 0 5 to 1 5V On early systems the scan tool may display a different mass airflow voltage than the BMW factory tool Before suspecting a mass airflow sensor problem monitor how readings change over different operating conditions and use the O2S and fuel trim values to help identify a 85 86 Engine Parameters mass airflow sensor problem Verify sensor voltage with a Vantage power graphing meter or a lab scope Some control modules may include an integral ambient barometric pressure sensor This senso
25. driver s side of engine For OBD II V12 engines with 2 separate engine control systems each bank runs independently with separate catalytic converters e DME 1 bank 1 passenger side cylinders 1 6 e DME 2 bank 2 driver side cylinders 7 12 The M73TU engine 1999 2001 V12 has an electrically heated CAT For OBD I V12 engines with two separate engine control systems each bank runs independently with separate CATs but there are no downstream O2Ss only one OXYGEN SENSOR pre CAT located on each bank The scan tool calls bank 1 the passenger side ENGINE RIGHT and bank 2 the driver s side ENGINE LEFT Long intake runners with each bank s MAF sensor are physically located on the opposite side of the engine Some models are equipped with an exhaust temperature sensor at the catalyst The sensor is a PTC resistor which allows the ECM to monitor the catalyst temperature This input is used for mixture control and for catalyst efficiency In the event of an overheat situation the ECM will illuminate the Malfunction Indicator Light MIL and set a fault code Under certain load conditions the fuel mixture is enriched to aid in cooling down the catalytic converters O2 SENSOR HEATER BEFORE CAT ON OFF O2 SENSOR HEATER AFTER CAT ON OFF O2 SENSOR HEATER BEFORE CAT 0 to 100 O2 SENSOR HEATER BEFORE CAT 0 to 100 O2 SENSOR HEATER AFTER CAT 1 0 to 100 O2 SENSOR HEATER AFTER CAT 2 0 to 100 These parameters
26. e Ignition switched on e Battery voltage less than 11 4V e Rest button pressed while system is on e Coolant temperature less than 86 F 30 C e After 15 minutes time period 4 6 4 IHKA Substituted Values Substituted values are operating parameters that are pre programmed into the control module s non volatile memory The substituted values are used by the IHKA control module to maintain system operation if a sensor or circuit fails This may not be true for the evaporator temperature sensor or the exterior temperature sensor which have a substituted value below the cycling point of the AC compressor AC system will not operate Table 4 14 lists substituted values and Table 4 15 lists temperature sensor resistance values at an ambient temperature of 77 F 25 C Table 4 14 HKA substituted values TEMP SENSOR WORKING RANGE SUBSTITUTED VALUE Heat exchange sensor 41 255 F 5 124 C 131 F 55 C Evaporator sensor 50 86 F 10 30 C 32 F 0 C Interior temperature sensor 50 104 F 10 40 C 68 F 20 C Exterior temperature sensor Signal sent over the K Bus 32 F 0 C Coolant temperature sensor Signal sent over the K Bus 212 F 100 C Table 4 15 HKA temperature sensor resistance values SENSOR RESISTANCE FAULT LIMIT Heat exchange sensor 9K Ohms 2 Greater than 257 F 125 C Evaporator sensor 9K Ohms 2 Greater than 248 F 120 C Interior sensor
27. engine system for testing 3 Select menu items as you would if you were connected to a test vehicle 13 f Chapter3 Demonstration Programs 14 Testing This chapter provides information and procedures for using the scan tool with specific control systems The systems discussed in this chapter are Engine on page 15 Transmission on page 33 e ABS and traction control on page 40 e Airbag on page 48 e Electronic throttle on page 49 e Climate control on page 53 Bus systems on page 55 Central Body Electronics ZKE on page 65 e Antitheft DWA on page 67 e Immobilizer EWS on page 68 4 1 Testing Engine Systems The following sections contain scan tool testing information for BMW engine systems The following testing options are available for engine systems on 1988 2002 models Codes amp Data e Adaptation Reset e Actuator Testing e Service and Oil Lamp Reset The scan tool does not perform electronic control module coding or programming and does not provide Generic OBD II information See page 129 for information about BMW coding and programming 15 Testing Engine Systems 4 1 1 Engine Applications Table 4 1 lists engine models that communicate with the scan tool 16 Table 4 1 1988 2003 engine applications sheet 1 of 2 DME CAR ENGINE ENGINE vERSION ESERIES sen
28. for less than 2 2 seconds only the yaw control of the DSC is disabled ADB and DBC or maximum braking force for panic stop are still engaged A higher slip ratio is allowed up to 42 MPH 67 KPH for the purpose of improving traction in slippery conditions In addition the traction control does not engage as quickly Only the DSC Lamp will be ON e When you press the button for more than 2 2 seconds all ASC DSC ADB GMR yaw control and DSC control functions are deactivated This is used for service and dynamometer testing Both the DSC lamp and the yellow brake lamp will be illuminated Brake Lamp For Teves DSC III MK 60 and Bosch DSC III 5 7 the yellow brake lamp illuminates under the following conditions e When there is an ASC DSC fault the ASC DSC lamp will also be on e When the complete system is manually shut down on E46 2 wheel drive The red brake lamp illuminates under the following conditions Low brake fluid Low brake pad low brake pad warning lamp should also be illuminated Hand brake on NOTE Note the following regarding ASC DSC lamps and brake lamps 46 On most systems the ASC or DSC dash lamp will be ON with the system disabled and the control switch in the OFF position The ASC DSC dash lamp will flash when the system is active It also stays on solid if a fault is stored Low Brake Fluid may turn the ASC DSC lamp ON along with a red brake lamp With the ASC DSC system OFF the ABS system is sti
29. ignition timing to compensate MIL LAMP MALFUNCTION INDICATOR LAMP ON OFF This ECM commanded parameter indicates the status of the malfunction indicator lamp MIL Reads ON when the ECM is commanding the lamp to light MIXTURE RICH LEAN This parameter indicates whether the engine is running a rich or lean air fuel ratio The parameter reads RICH or LEAN based on the voltage output from the oxygen sensor O2S mounted in the exhaust stream The amount of oxygen in the exhaust stream is directly related to the oxygen content in the intake air fuel mixture Before beginning to vary the air fuel ratio based on O2S signals the ECM must be in closed loop operation and the O2S must be at operating temperature MSR INTERVENT MSR INTERVENTION ON OFF This parameter indicates whether the engine drag torque control MSR system is on The MSR system works in conjunction with the Dynamic Stability Control DSC system see page 42 and other systems to help the driver maintain control during certain hazardous driving conditions While decelerating in a high gear and on a slippery road surface the engine control module DME may cut off fuel This could cause the drive wheels to drag and loose traction causing the vehicle to become unstable To prevent this the MSR system opens the idle control valve and cancels deceleration fuel cutoff This action accelerates the engine slightly reducing wheel drag and increasing vehicle stability O2 SENSO
30. ms At start up this parameter usually displays a 1 5 ms load signal EXHAUST ADAPTATION nmotavailable This ECM calculated parameter indicates the exhaust camshaft timing adaptation required to maintain optimal engine performance and acceptable emissions levels for the current driving condition EXHAUST CAMSHAFT INLET CAMSHAFT Dot available These parameters are used on engines with full variable Dual VANOS control on both the intake and exhaust camshafts These systems use either two or tour cam position sensors depending on the engine Readings may vary and have different measurement values depending on the year and engine 91 92 Engine Parameters EXHAUST FLAP ON OFF This ECM commanded parameter indicates the status of the exhaust flap damper control solenoid Reads ON when the ECM commands the solenoid to energize and close the valve and reads OFF at all other times Closing this valve decreases exhaust noise when idling up to 2 500 RPM towing and decelerating When the solenoid energizes vacuum collapses a chamber on one side of the valve actuator diaphragm The diaphragm pushes against a rod that closes the valve When the solenoid de energizes the actuator vents vacuum opening the valve FAN 0 to 100 This parameter indicates the ECM commanded duty cycle of the engine cooling fan motor which determines fan speed The fan speed may be based on the following factors e Radiator outlet tem
31. of two minutes at idle speed Some systems contribute an additional correction factor for secondary air on time with the additional input from the integral ambient barometric pressure sensor This sensor provides a base value to calculate the air mass being injected into the exhaust system This helps to fine tune the secondary air injection on time optimizing the necessary air flow into the exhaust system which reduces the time to catalytic converter light off SECONDARY AIR VALVE OPEN CLSD This parameter indicates the ECM command status of the non return valve solenoid The non return valve controls secondary air flow into the exhaust Reads OPEN when the ECM is commanding the solenoid to energize and open the valve SMOOTH RUNNING VALUE ENGINE 1SMOOTH RUNNING VALUE ENGINE 2SMOOTH RUNNING VALUE ENGINE 3SMOOTH RUNNING VALUE ENGINE 4SMOOTH RUNNING VALUE ENGINE 5SMOOTH RUNNING VALUE ENGINE 6SMOOTH RUNNING VALUE ENGINE 7SMOOTH RUNNING VALUE ENGINE 8SMOOTH RUNNING VALUE ENGINE 10SMOOTH RUNNING VALUE ENGINE 11SMOOTH RUNNING VALUE ENGINE 12 _ not available These numerical values indicate the combustion quality of individual cylinders Values are obtained by evaluating the rate of crankshaft acceleration measured by the crankshaft position CKP sensor An individual cylinder with poor combustion displays a higher value than cylinders with more normal combustion Engine speed is measured at the incremental wheel on the crankshaft by a Hall effe
32. other technical data received from Snap on nor any part thereof in violation of such laws RESTRICTED RIGHTS The Software is provided with RESTRICTED RIGHTS Use duplication or disclosure by or on behalf of any unit or agency of the United States Government the Government is subject to restrictions as set forth in subparagraph c 1 of the Rights in Technical Data and Computer Licensed Software clause at DFARS 252 227 7013 or subparagraphs c 1 and 2 of the Commercial Computer Licensed Software Restricted Rights at 48 CFR 52 227 19 as applicable Manufacturer is Snap on Incorporated or one of its affiliates 2801 80th Street Kenosha WI 53143 GOVERNING LAW EXCLUSIVE JURISDICTION This Agreement will be governed by the laws of the State of Wisconsin excluding its choice of laws principles YOU CONSENT TO EXCLUSIVE JURISDICTION AND VENUE IN THE FEDERAL COURTS SITTING IN MILWAUKEE COUNTY WISCONSIN UNLESS NO FEDERAL JURISDICTION EXISTS IN WHICH CASE YOU CONSENT TO EXCLUSIVE JURISDICTION AND VENUE IN ANY STATE COURT LOCATED IN MILWAUKEE COUNTY WISCONSIN YOU WAIVE ALL DEFENSES OF LACK OF PERSONAL JURISDICTION AND FORUM NON CONVENIENS THE PARTIES HEREBY EXPRESSLY AGREE THAT THIS AGREEMENT SHALL NOT BE GOVERNED BY THE UNITED NATIONS CONVENTION ON CONTRACTS FOR THE INTERNATIONAL SALE OF GOODS GENERAL You agree that this Agreement is the complete and exclusive statement of the Agreement between you and Snap on which supersedes any propos
33. process takes about 20 seconds If the adaptation process has not successfully completed then the engine will not start To clear EDK throttle values 1 Turn the ignition on for 10 seconds do not start the engine 2 Turn the ignition off for 10 seconds 3 Start the engine IMPORTANT To prevent damage to the control module allow at least 3 minutes for the ECM TCM to power down after the ignition is turned off before disconnecting it NOTE Resetting the throttle adaptation on EDK systems may cause lose of throttle response and poor run condition To re learn the throttle adaptation turn the ignition on do not start the engine for 30 seconds then turn ignition off for 10 seconds Now start engine and throttle control should be OK 4 5 3 All Systems Failsafe Emergency Operation If a fault is detected both the MIL and EML lamps may be illuminated The system will initiate failsafe measures depending on the effect of the fault increased airflow or decreased airflow If there is a fault in the idle speed actuator circuit the system will compensate to maintain idle If the fault causes increased air flow actuator failed open then VANOS variable valve timing and knock control are deactivated noticeably reducing engine performance Emergency operation normally is divided into two modes of operation Emergency Operation 1 This is when faults occur which do not impair actuator control but do affect the system from funct
34. switch is turned on See Key Type 3 on page 75 EWS Encoding The EWS control module stores the central coding key and the vehicle identification number VIN If the EWS control module is replaced the vehicle systems must be encoded with the central coding key and VIN This process using the factory scan tool encoding program transfers either automatically or manually the central coding key Appendix C Electronic Control Module Coding and Programming on page 129 and VIN to the appropriate modules If the coding key and VIN can be read out from the defective EWS control module it can be stored and transferred to the replacement EWS control module For EWS Il encoding will also transfer the ISN from the defective EWS to the replacement EWS control module Vehicle Keys Non electronic mechanical keys with a separate keyless entry remote button were used up to about 1994 Starting in about 1995 EWS II each BMW was delivered to the new owner with four electronic keys There are two Master Keys one spare emergency wallet key and one valet key The two master keys contain the radio transmitters for keyless entry burglar alarm and key memory functions All keys contain the electronic chip for EWS transponder signaling to start the vehicle BMW has four different key types described in the following sections Key Type 1 Early keys have no remote keyless entry function which is a separate button attachment Figure 4 30 K
35. the model years The advancement is mainly due to the integration of total vehicle system communications sharing information on a common communication bus see page 55 This allows the transmission control module to read information from other controllers on the same vehicle which it uses for smoother and more efficient shift control regardless of the operating conditions BMW transmission control systems are listed as EGS or AGS e EGS is German for Electronic Getriebestuerung or Electronic Gearbox e AGS is German for Adaptiv Getriebestuerung or Adaptive Gearbox Control Both EGS and AGS have different driver selectable shift programs However AGS can automatically adapt and select the appropriate shift program depending on driving style or operating conditions AGS has everything that EGS has plus the following 37 Testing Transmission Systems Shift points adapted to driving style No upshifting when driving in a curve Auto determination and selection of winter program to improve traction 2nd gear start up Stop and go traffic auto recognition eliminating 1st gear for improved comfort Both EGS and AGS have adaptive hydraulic pressure control Transmission slip ratio input speed to output speed and slip time amount of slippage during a shift are monitored by the TCM By comparing target and actual slip the TCM can adapt by modifying the pulse width modulation of the main pressure solenoid This increase
36. the opposite is true Confirm the definition of YES and CLSD by physically moving the throttle plate open and closed and note which parameter variable the scan tool displays IGNITION ADVANCE not available This ECM commanded parameter indicates the current ignition timing advance in degrees of crankshaft rotation INJECTION TIME BANK1 ms 0 to 20 ms Injection Signal Bank 1 INJECTION TIME BANK2 ms 0 to 20 ms Injection Signal Bank 2 INJECTION TIME PULSE ms 0 to 20 ms Injection Signal These parameters display the amount of fuel injected into the engine The BMW factory tool may display complete on time which includes the injector opening delay time The Snap on scan tool injection time readings do not include delay time and therefore may display lower readings Early Motronic systems have a limited amount of hardware controllers available When a test tool is connected to these early systems the controller that normally regulates the second bank of fuel injectors is redirected to control the communications port Therefore an injection signal parameter is available only for injector bank number 1 When using this parameter for diagnosis record how much the injector opening time changes under different operating conditions rather than focusing on actual display values Use the oxygen sensor and fuel trim parameter values to establish a diagnostic base line INLET ADAPTATION not available This parameter indicates the
37. the specific function has been checked without fault through three complete consecutive drive cycles Row 6 The fault code will also be cleared from memory automatically if the specific function is checked through 40 consecutive drive cycles without the fault being detected Important Tips for Reading Codes from an OBD II MIL e In order to clear a catalyst damaging fault from memory the condition must be evaluated for 80 consecutive cycles without the fault reoccurring 20 e Some codes set and turn the MIL on at the first occurrence of a fault pending or developing code set Other codes require two trip logic or the fault to occur in two consecutive trips or drive cycles before the MIL is turned on e Severe misfires will cause the MIL to flash indicating possible catalytic converter damage Blink Code Pedal Faults All 1989 94 BMW vehicles equipped with a self diagnostic system have the ability to retrieve engine fault codes by counting MIL flashes These are four digit fault codes pedal faults and have different code numbers than those retrieved by the scan tool Pedal fault codes can be retrieved with the ignition on engine off and with the gas pedal rapidly depressed to the floor five times without interruption See Table 4 6 for pedal code descriptions for 1989 94 models Table 4 6 Pedal fault codes for 1989 94 models sheet 1 of 2 ODE DESCRIP
38. vehicle is in an unstable situation it also computes whether it is an oversteer or understeer condition It needs this information in order to determine the correct control strategy for stabilizing the vehicle DSC III is comprised of three main systems e ABS e ASC T Traction e DSC DSC regulation may use the following sub systems e Engine intervention Engine and brake intervention any wheel Brake intervention Based on signals coming from the various sensors DSC III will determine the best system to control the vehicle In addition to the three basic systems there are sub functions activated only during very specific conditions Corner Brake Control CBC If the DSC III system detects transverse acceleration in excess of 0 6 G Force and the brakes are applied it activates the CBC subsystem which limits brake pressure to the inside rear wheel to counteract oversteer The difference in braking force between the two rear wheels creates an oversteer opposing force The DSC III control unit closes the inlet valve limiting brake pressure at the inside wheel brake caliper NOTE CBC will not activate if ABS is engaged Electronic Brake Force Distribution EBV Electronic Brake Force Distribution EBV adjusts brake pressure based on the rate of rear axle slowdown ensuring even brake force between the front and rear of the vehicle With a high load in the vehicle the rear axle takes longer to slow down which means rear
39. 103 THROTTLE POSITION SENSOR ADAPT THROTTLE POS SENSOR ADAPTATIONNSAL ttt ttt ttt ttt ttti THROTTLE VALVE THROTTLE VALVE POSITION VEHICLE GPEEDIKMHN esses VEHICLE GPEEDIMPHN sess tnennenttne trennen enata VENTILATION FLAP MOTOR FRESH AIR FLAPS des EE deed Se 112 ACTOR det e Ic e Mp Mc un M M O a eee 112 5 2 Engine Parameters 84 A C CLUTCH ON OFF This parameter is a feedback signal to the ECM from the A C compressor clutch Reads ON when the clutch is engaged and reads OFF when the clutch is disengaged A C RELAY ON OFF This parameter indicates the state of the A C compressor clutch Reads ON when the clutch is engaged and reads OFF when the clutch is disengaged A C REQUEST ON OFF This parameter indicates whether or not A C operation has been requested by the instrument panel control settings Reads ON when A C is requested and reads OFF when A C is not requested Depending on operating conditions the ECM may or may not energize the A C compressor according to the switch request A C SWITCH ON OFF This parameter indicates the position of the A C switch on the instrument panel Reads ON when the switch is on and reads OFF when the switch is off ACCEL ENRICH ACCELERATION ENRICHMENT ON OFF This parameter indicates whether the ECM is commanding acceleration enrichment ACTUAL EXHAUST CAMSHAFT INLET CAMSHAFT ACTUAL EXHAUST CAMSHAFT1 ACTUAL EXHAUST CAMSHAFT2 see description These parameter
40. 17 SELECT MODELCODE VIN SLO1 6 7TH CHAR OF VIN VEHICLE 1988 SERVICE LIGHTS ENGINE CLEAR LAMPS Figure 3 17 Sample Vehicle ID screen clear lamps mode 5 Press Y to accept the defaults until the connection message displays Figure 3 18 CONNECT BM 1B TO ROUND CONNECTOR LOCATED ON RIGHT SIDE OF ENGINE COMPARTMENT PRESS Y TO CONTINUE Figure 3 18 Connection message 6 After following the on screen instructions press Y A Main Menu displays with FUNCTIONAL TESTS as the only testing option Figure 3 19 Selecting a System MAIN MENU OTHER SYSTEMS CUSTOM SETUP FUNCTIONAL TESTS Figure 3 19 Main Menu from quick ID shortcut 7 Select FUNCTIONAL TESTS A Functional Tests menu displays with only the service lamp reset options available Figure 3 20 gt RESET OIL SERVICE LAMP RESET INSPECTION SERVICE LAMP Figure 3 20 Functional Test menu from quick ID shortcut From here the service lamp reset functional tests work as described in Resetting Service Lamps on page 28 3 2 Selecting a System Once you have confirmed a vehicle identification the following menu displays Figure 3 21 The items that appear on this menu vary depending on the vehicle you are testing SCROLL TO SELECT SYSTEM IF FITTED ENGINE RIGHT ENGINE LEFT EML EMS Figure 3 21 Sample menu to select a system for testing NOTE o Note the following when selecting a BMW system for testing e The ENGINE R
41. 2 SENSOR INTEGRATOR 2 96 ee id tetra denied nb tna d i d tn eee nada rk d a SEENEN 98 O2 SENSOR INTEGRATOR tt enti een tht nd it tle de Hn e dani Eo SEENEN 98 O2 SENSORINT 95 eu e T THEM AS 106 GIERENS 99 OIL TEMPERATURE F OUTSIDE TEMPERATURE AMBIENT TEMPERATUBEN UE 111 P PART LOAD FUEL TRIM FUEL TRIM PART LOAD EE PART LOAD FUEL TRIM1 FUEL TRIM 1 PART LOAD PART LOAD FUEL TRIM2 FUEL TRIM 2 PART LOAD PEDAL POSITION ACCELERATOR PEDAL POSrTIONNSA ettet PEDAL POSITION 1 ACCEL PEDAL POSITION SENSOR 1 V Si PEDAL POSITION 2 ACCEL PEDAL POSITION SENSOR 21 POSITION Jai atratus erheischt PROGRAM SW E E PROGBAM E EE E E PROGBANDEMUCE Lo uc uu e A ML i D MEE ML I Le RADIATOR 0 unam iu beu RU CM CMM E IM citer SCC up DNI EIC QE DIEN IA 100 RADIATOR F 100 KEIER 101 REAR COMPARTMENT FLAP MOTOR nes PED RECIRCULATING FLAP MOTOR RECIRCULATION AIR FLAPS 111 REFERENCE EXHAUST CAM ANGLEN esee 101 REFERENCE INLET CAM ANGLEI A 101 REQUESTED TEMPERATURE LEFT tritt teer dtes betur tot de e c e oa 112 REQUESTED TEMPERATURE RIGHT 112 REQUESTED TEMPERATUDE rnnt nntnttnetritnitnitr ins ins tns tne tre tn tnde dns tns te insere tn etat 111 REQUESTED TEMPERATURE O Ey ee etie Pete d ede eee Eege 112 REQUIRED EXHAUST CAM 1 101 REQUIRED EXHAUST CAM 2 101 REQUIRED EXHAUST CAMY rtr trete
42. 26Z Sequential Manual Gearbox 6 speed Overdrive in 5th and 6th Lighter and shorter than A5S560Z Parts reduced from 660 to 470 Shift by wire Stand by Control clutch uncoupled turbine shaft to reduce engine load with vehicle stationary Mechatronics Module may be integrated in valve body replaced as unit with valve body Manual shift with computer controlled electro hydraulic clutch and gear change SMG II has two modes 1 Manual S mode 5 different drivelogic shift programs and 2 Enables driver control for greater shift accuracy with the convenience of automated shifting SMG II SMG SMG II Automatic A mode shifting performed by has drivelogic enabling computer driver to change up to 5 or 6 6 different shift programs different shift programs 5 speed RWD Steptronic capable ABS325ZF 5HP19 3 shift programs Economy Sport and Manual TCC variable lockup Lifetime oil TCM 88 pin Table 4 8 1988 2003 transmission applications sheet 1 of 3 TRANSMISSION MODEL YEAR CONTROL SYSTEM VERSION 325i is iX E30 1991 92 ZF 4HP 22 EH 535i ia iL E34 1989 93 GS 1 2x 735i ia iL E32 1988 92 750iL E32 1988 94 GS 1 27 EGS ZF 4HP 24 E9 850i Ci E31 1990 94 GS 1 29 EGS 35 36 Testing Transmission Systems Table 4 8 1988 2003 transmission applications sheet 2 of 3 TRANSMISSION M
43. 38 EE Siemens EML IIIS 1997 2001 M73 5 4L 54122 1990 94 M70 5 0L 5012A Bosch EML 2 2 8 Series E31 1995 97 M73 5 4L 54121 Siemens EMS 1994 95 S70 5 6L 56121 Bosch EML 4 5 2 Electronic Throttle Systems There are three types of electronic throttle systems EML e MDK e EDK EML EML is the electronic control module for throttle regulation and is available for selection on the System Selection menu for some vehicles see Selecting a System on page 10 There are two different EML systems e Bosch EML for M30 M70 and S70 engines e EML IIIS for E38 V12 49 50 Testing Electronic Throttle Systems Bosch EML for M70 and S70 Engines This is the first full drive by wire electronic throttle system used in U S only on the 7 and 8 Series On the V12 a separate control module called EML synchronizes and controls dual throttle valve assemblies called DKs Whenever power has been disconnected or EML components have been replaced the EML System usually requires re adaptation to synchronize and coordinate system components Use the following throttle synchronization procedure for the M70 engine To synchronize the EML throttle 1 Disconnect the battery for at least 1 hour 2 Re connect the battery and start the engine Let the engine reach operating temperature without touching the accelerator pedal 3 With the transmission in first gear accelerate until engine speed is over 5000 RPM 4 Rel
44. 4 Clear ECU Codes In Progress screen Line 1 indicates that DTCs are cleared by showing the following message Figure 4 5 NO CODES PRESENT Figure 4 5 Codes Cleared screen The scan tool re displays the CODES amp DATA screen If the code clearing operation fails for any reason the previous DTCs reappear at the top of the data listin CODES amp DATA 5 Press N to return to the Codes amp Data Exit menu and repeat the CLEAR CODES operation 4 1 3 Functional Tests Functional Tests allow you to activate and test components of the engine management system Selecting FUNCTIONAL TESTS from the Main Menu displays a menu similar to Figure 4 6 depending on the vehicle and system identified REVIEW ECU ID PRINT ECU ID ACTUATOR TESTS SPECIAL FUNCTIONS RESET OIL SERVICE LAMP RESET INSPECTION SERVICE LAMP Figure 4 6 Sample Functional Tests menu NOTE The scan tool displays only those tests available to the identified vehicle and system Review ECM ID This test displays ECM identification information P To display ECM ID information 1 Select REVIEW ECU ID A screen similar to Figure 4 7 displays 24 ECU HW NO 0261200157 BMW HW NO 1744698 ECU SW NO 1267356165 BMW SW NO 123 SID 0440 PRESS Y TO CONTINUE Figure 4 7 Sample Review ECU ID screen Print ECM ID Selecting PRINT ECU ID prints the ECM identification information See the Scanner User s Manual or the MODIS Display User s Manual for informat
45. 53 xi xii Types of Climate Control SySteMS nennen enne 53 Important Tips for Testing Climate Control Systems 0 ee eee eee e cnet eeeeetneeeeeeeeeeees 53 IHKA Special Features eene ennne nennen siste entres nennen 54 IHKA Substituted Values o die i Pre i ubera tire eere DEE 55 Testing Bus Systerris iib en eo Ree iret 55 le ai oai ie ette un bet et rud mtb te dte dS 56 Testing Central Body Electronics ZKE Systems sse 65 ZKE Mand GM Iz o core elt a aer tp c dg ae ee 66 Testing Antitheft DWA Gvstemz eere nennen nnn nennen nennen nns 67 Testing Immobilizer EWS Systems eene nnne 68 SO WEE 68 au A deESeggge 68 Chapter 5 Data Parameters eeseseseesieeseeeeeeeeen nnne nnn n anita nan nnn anat nnns sinn na NEE 79 Alphabetical Parameter Liest 80 Engine Parameters ied pite it Dae due e ENEE HENNEN 84 Transmission Parameters eiaeaen erasa NNA nnt et ea 106 Climate Control Parameters rennen sentent enses nen 108 Appendix A Terms and Acronyms eeeeeeeeeeeeeenen nennen nnne nnne nennt nnne nennen 113 NI M 113 et KEE 113 Appendix B Frequently Asked Questions eese 127 What s a data TEE 127 How many bus systems are there on a late model BMW 128 How does a module communicate on a buet 128 Are all modules on a bus the same or do some have speclaltoske 128 Appendix
46. 5L 40 4 0L engine e Pa X all wheel drive i fuel injected i fuel injected L longwheel base T wagon Table 4 4 Model codes and descriptions I ODE DESCRIPTION A ODE DESCRIPTION C Coupe M Motorsport CiC Convertible S Special or Sports Csi Coupe sport injection SA Special model version CSL Coupe Sport Lightweight T Hatchback or Wagon e or eta High fuel efficiency engine Ti Touring international or Wagon i Fuel injected Tii Touring international injected L Longwheel base X All wheel drive 4 1 2 Diagnostic Trouble Codes DTCs The following section contains information for reading diagnostic trouble codes DTCs from BMW engine systems Important Tips for Reading Engine DTCs The BMW software displays pending codes which set before the malfunction indicator lamp MIL or check engine lamp is turned on An engine pending code no engine MIL may turn on transmission or ABS ASC DSC MILs If the engine MIL is on and there are no engine codes stored check EGS transmission for codes transmission MIL may not be on When a scan tool is hooked up and communicating with the DME engine controller the transmission MIL an exclamation mark inside of a gear on some models may light up or flash intermittently On OBD I vehicles 1988 1995 codes normally clear and engine adaptation learned values reset if the vehicle battery is discharged or disconnected On OBD II v
47. 7 1 for catalytic converter efficiency the ECM monitors the oxygen sensors and calculated load From this information the ECM calculates a percent value that indicates how much to enrich or lean the fuel mixture Sometimes the ECM makes fine tuning adjustments across the complete fuel map by adjusting the IDLE FUEL TRIM for example when a fine tune adjustment is needed across the range to compensate for fuel injector drift PEDAL POSITION 1 ACCEL PEDAL POSITION SENSOR 1 V PEDAL POSITION 2 ACCEL PEDAL POSITION SENSOR 2 V variable These parameters indicate the position of the accelerator pedal position APP sensor on electronic throttle systems EDK MDK The ECM determines accelerator pedal position using APP sensors and changes throttle plate position with an electronic throttle plate actuator BMW uses two different systems the MDK Hybrid and the EML full drive by wire system see Testing Electronic Throttle Systems on page 49 for more information The MDK Hybrid system uses an overriding clutch which allows the traction and cruise control systems to control the throttle independent of accelerator pedal position This system uses two APP and two throttle actuator sensors which are all located at the throttle body The ECM relies on each second sensor for validation if the first sensor fails the ECM switches to the second sensor The accelerator pedal controls the APP sensors using a throttle cable Both pedal position paramete
48. 9 Key Replacement for Lost or Stolen Key Additional keys can be ordered and must be programmed with the factory scan tool to operate with the EWS system The factory tool contains a bar release code function that activates and deactivates ignition keys when connected to the EWS module There is no limit to the number of times a key can be activated or deactivated Up to six replacement keys may be ordered from the BMW center with a valid driver s license and proof of ownership 77 f Chaptera 4 Testing Immobilizer EWS Systems 78 Data Parameters The following chapters provide definitions and operating ranges for the BMW vehicle data stream parameters that display on the scan tool When DATA is selected the scan tool displays all of the operating parameters available from the electronic control module of the vehicle The control module provides two basic kinds of parameters digital or discrete and analog Digital discrete parameters are those that can be in only one of two states such as on or off open or closed high or low rich or lean and yes or no Switches relays and solenoids are examples of devices that provide discrete parameters on the data list Analog parameters are displayed as a measured value in the appropriate units Voltage pressure temperature time and speed parameters are examples of analog values The Scanner displays them as numbers that vary through a range of values in units such as poun
49. ATION O2 ADAPTATION THROTTLE ADAPTATION Figure 4 12 Special functions screen 2 Select an adaptation The scan tool displays an instructional screen similar to Figure 4 13 BEFORE PERFORMING SPECIAL FUNCTION ENSURE KEY IS ON AND ENGINE IS OFF WHEN ENGINE IS RUNNING SWITCH KEY OFF FOR 10 SECONDS PRESS Y TO ACTIVATE FUNCTION Figure 4 13 Sample special functions instructional screen 3 Press Y The scan tool displays a screen similar to Figure 4 14 RESET ADAPTATIONS SHOULD ONLY BE CARRIED OUT AFTER REPAIRS PRESS Y TO CONTINUE N FOR MENU Figure 4 14 Sample special functions instructional screen 4 Follow the instructions and press Y to begin the test 27 Testing Engine Systems The scan tool displays a screen similar to Figure 4 15 RESETTING ADAPTATIONS IN PROGRESS Figure 4 15 Sample special functions instructional screen 5 Press Y to continue The screen displays RESETTING ADAPTATIONS for a few seconds then displays a screen similar to Figure 4 16 RESET FUNCTION HAS BEEN COMPLETED PRESS Y TO REPEAT FUNCTION PRESS N FOR MENU Figure 4 16 Sample special functions completed screen Resetting Service Lamps The Service Indicator System SIA is designed to alert the driver when the vehicle is due for a service The BMW Maintenance System includes the Engine Oil Service and Inspections minor service and Il major service Different years and models have display variations
50. C Electronic Control Module Coding and Programming 129 Goding vs Programming d nce ee e endet teda 129 Car and Key Memory Coding nennen nnne nensis nnne nen 129 DME Variant Coding Bosch Engine Control Modules 130 Gentral Godirig EE 130 Important Tips Regarding ZCS Coding seen 130 i q 131 Using This Manual This manual contains instructions for testing BMW behicles with the following Snap on diagnostic tools e MT2500 Scanner scan tool e MTG2500 Color Graphing Scanner scan tool e MODIS unit with the Scanner Plug in e SOLUS scan tool Some of the Illustrations shown in this manual may contain modules and optional equipment that are not included on your system Contact a Snap on Sales Reperesentative for availability of other modules and optional equipment 1 1 Conventions This manual uses the conventions described below 1 1 1 Bold Text Bold text is used for emphasis and to highlight selectable items such as buttons and menu options Example Press the Y button 1 1 2 Terminology Certain terms are used to command specific actions throughout this manual Those terms are described below Select The term select will be used to mean selecting a menu item or other option with the Thumbwheel Scanner or Thumb pad MODIS V and pressing the Y button to confirm the selectio
51. Cluster system digital display message center To check M I and K Bus operation 1 Press Recirculation using the multifunction steering wheel switch MFL If the vents move to the recirculation position then the M and K buses are up and running The Recirculation signal is sent via the MFL to the Bus to the instrument cluster KOMBI to the K Bus to IHKA and finally to the M Bus Figure 4 28 This test also checks the IKE gateway K BUS K BUS IKE D BUS IHKA HIGH INST RUMENT CLUSTER o 3 RECEI ER z MODULE 87 SM Iowa 2 c RADIO MFL CM fo DRI ER SDOOR PASSENGER S SWITCHBLOCK wb MODULE DOOR MODULE PM FT SB PMST CMT 3000 AMPLIFIER EJECT BOX SEATMEMORY SUNROOF MODULE MODULE PM SHD PM SHD AB SIASC5 2 OBD I a AGS CONNECTOR z Lowe 20 PIN DIAGNOSTIC CONNECTOR IG Ree e Figure 4 28 Bus systems on a High Instrument Cluster system Lamp Control Check LM The LM transmits and receives status information concerning light operation The LM transmits bulb status to the check control module It also communicates to the IKE when turn signal high beam and fog light indicators need to be activated The Lamp Module LM for the E38 is designed to control and monitor all the outside lights on the vehicle Various displays and switches are also illuminated by an LM function The LM incorporates power transistor output stages with internal protection circuits This eliminates the need for
52. D TO DAMAGES FOR LOSS OF BUSINESS OR PERSONAL PROFITS BUSINESS INTERRUPTION LOSS OF BUSINESS OR PERSONAL OR CONFIDENTIAL INFORMATION OR ANY OTHER PECUNIARY LOSS DAMAGES FOR LOSS OF PRIVACY OR FOR FAILURE TO MEET ANY DUTY INCLUDING ANY DUTY OF GOOD FAITH OR TO EXERCISE COMMERICALLY REASONABLE CARE OR FOR NEGLIGENCE ARISING OUT OF OR IN ANY WAY RELATED TO THE USE OR INABILITY TO USE SUCH SOFTWARE EVEN IF SNAP ON HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES IN NO EVENT WILL SNAP ON S OR ITS AFFILIATED COMPANIES TOTAL LIABILITY FOR ANY AND ALL DAMAGES LOSSES AND CAUSES OF ACTION WHETHER IN CONTRACT TORT INCLUDING NEGLIGENCE STRICT LIABILITY OR OTHERWISE EXCEED THE AMOUNT PAID BY YOU FOR THE SOFTWARE SOME STATES JURISDICTIONS DO NOT ALLOW THE EXCLUSION OR LIMITATION OF INCIDENTAL OR CONSEQUENTIAL DAMAGES SO CERTAIN OF THE ABOVE LIMITATION OR EXCLUSION MAY NOT APPLY TO YOU TAXES AND CHARGES You will be responsible for all applicable federal state or local taxes tariffs or duties now or hereafter imposed except for those taxes related to the income of Snap on EXPORT ADMINISTRATION COMPLIANCE This Agreement is made subject to any restrictions concerning the export of the Software from the United States of America or the country in which you are located You will comply fully with all relevant export laws and regulations of the United States and any local country and you will not export directly or indirectly the Software nor any
53. ETUP CODES amp DATA Figure 3 1 Basic BMW scan tool test routine FUNCTIONAL TESTS 3 1 Identifying the Vehicle The scan tool typically identifies a vehicle using certain characters of the vehicle identification number VIN The vehicle identification process prompts to you enter VIN characters and answer questions about the vehicle to be tested If you are powering up the scan tool after just installing the BMW software or if you pressed N from the Current Vehicle Identification screen the following screen displays Figure 3 2 Identifying the Vehicle gt BMW ENGLISH V 6 0 CONTINUE PRESS Y HELP PRESS N Figure 3 2 Software confirmation screen P To enter vehicle identification 1 Press the Y button to confirm the software selection If you have just installed the BMW software cartridge after using the scan tool with a different software cartridge the Market Selection menu displays Figure 3 3 SCROLL amp PRESS Y TO SELECT MARKET gt EUROPEAN LHD EUROPEAN RHD USA LHD Figure 3 3 Market Selection menu 2 For U S market BMWs select USA LHD The following menu displays Figure 3 4 SCROLL amp PRESS Y TO SELECT gt VEHICLE SYSTEMS MARKET SELECTION DEMONSTRATION Figure 3 4 Menu after selecting USA LHD NOTE o USA LHD will stay in scan tool memory until another market is selected or until different software is selected 3 Select VEHICLE SYSTEMS The following screen displays
54. EVER PSHIFT LEVER RSHIFT LEVER NSHIFT LEVER DSHIFT LEVER MSHIFT LEVER SHIFT LEVER P R N D M These parameters are used on the ABS 440 560Z with Steptronic equipped shifting Steptronic refers to the ability to manually step the transmission through the shifts by tilting the shift lever forward or backward The Steptronic shift console is unique as there are no positions for 4th 3rd or 2nd gear There is also no program switch instead the shift lever console contains an automatic and a manual shift gate The automatic gate contains the gear lever positions P R N D When the lever is placed in D all shifting is based on normal AGS shift programming The manual shift gate contains the M 850Ci or M S 840Ci 740i along with and With manual mode Steptronic shifting the bowden cable for gear changes is mechanically decoupled at the shifter and all gear changes are based on microswitch inputs and The driver controls the shifting by tapping the shift lever toward the for higher gears or for lower gears Spring force returns the shift lever to the center position On the 850Ci the manual shift range is limited from 2nd to 5th gear 1st gear only during engine warm up On the 840Ci 740Ci with the selector lever in the M S gate manual mode the transmission will automatically shift using the sport program and the instrument cluster displays SD Tapping the sele
55. EXCLUSION IS NOT ALLOWED BY APPLICABLE LAW THE LIMITED WARRANTY GIVES YOU SPECIFIC LEGAL RIGHTS AND YOU ALSO MAY HAVE OTHER RIGHTS THAT VARY BY JURISDICTION YOUR EXCLUSIVE REMEDY If during the sixty 60 day warranty period the Software fails to comply with the limited warranty set forth above provided you notify Snap on within such sixty 60 day warranty period Snap on shall at Snap on s sole option either i the return the price paid if any for the Software or ii repair or replace at no charge the Software not meeting the Limited Warranty and which is returned to Snap on at your expense with a copy of the sales receipt THE FOREGOING IS SNAP ON S ENTIRE LIABILITY AND YOUR SOLE AND EXCLUSIVE REMEDY RELATING TO BREACH OF THE LIMITED WARRANTY If failure of the Software has resulted from accident abuse misuse or misapplication Snap on shall have no responsibility whatsoever Any replacement Software will be warranted for the remainder of the original warranty period of sixty 60 days EXCLUSION OF CONSEQUENTIAL INCIDENTAL AND CERTAIN OTHER DAMAGES TO THE MAXIMUM EXTENT PERMITTED BY APPLICABLE LAW NEITHER SNAP ON NOR ANY ONE ELSE WHO HAS BEEN INVOLVED IN THE CREATION PRODUCTION OR DELIVERY OF THE SOFTWARE INCLUDING BUT NOT LIMITED TO SNAP ON S AFFILIATED COMPANIES DISTRIBUTORS OR DEALERS SHALL BE LIABLE TO YOU FOR ANY INDIRECT CONSEQUENTIAL EXEMPLARY SPECIAL INCIDENTAL OR PUNITIVE DAMAGES WHATSOEVER INCLUDING BUT NOT LIMITE
56. IA III resetting a service early means that all subsequent services will be skewed according to that service NOTE Note the following regarding SIA IV e The SIA IV system can not be reset again until the vehicle has consumed at least 21 2 gallons of fuel e SIA IV will not allow a reset of the service not currently displayed OIL or INSPECTION It will only reset the service that is currently displayed with miles remaining to the next service The following sections provide information about resetting the oil service and inspection service lamps For a shortcut to these functional tests see Quick Vehicle ID for Service Lamps Reset on page 8 Reset Oil or Inspection Service Lamps Scan Tool Procedures Use the following procedures with the Snap on scan tool for vehicles up to the 2000 model year except vehicles without the 20 pin underhood connector See page 12 for information about which vehicles no longer have the 20 pin underhood connector To reset the oil or inspection service lamps 1 From the FUNCTIONAL TESTS menu select RESET OIL SERVICE LAMP The scan tool displays the following screen Figure 4 19 RESET OIL SERVICE LAMP MAKE SURE ENGINE IS OFF PRESS Y TO CLEAR SERVICE LAMP PRESS N TO RETURN Figure 4 19 Reset Oil Service Lamp Instructions screen NOTE Once the scan tool has reset the oil service lamp it cannot be returned to its previous state Make sure that this lamp needs to be reset before perf
57. IGHT and ENGINE LEFT selections are used on 12 cylinder engines that have two ECMs controlling the engine one for each bank of cylinders The scan tool calls Bank 1 cylinders 1 6 on the passenger side ENGINE RIGHT and Bank 2 cylinders 7 12 on the driver s side ENGINE LEFT Bank 1 is controlled by DME 1 and Bank 2 is controlled by DME 2 e Forthe V12 engine long intake runners with each bank s MAF sensor are located on the opposite side of the engine e The EML EMS selection is for vehicles with an electronic throttle 10 3 3 Connecting to the Vehicle Once a vehicle has been identified and a system has been selected a scan tool connection message appears instructing you to use the supplied vehicle test adapters to connect the scan tool for testing Figure 3 22 CONNECT BM 1B TO ROUND CONNECTOR LOCATED ON RIGHT SIDE OF ENGINE COMPARTMENT PRESS Y TO CONTINUE Figure 3 22 Sample connection message Each test adapter plugs into a specific vehicle diagnostic connector and attaches to one end of the data cable The other end of the cable attaches to the scan tool Captive screws secure both data cable ends The following adapters are available to connect the scan tool to BMW vehicles e BM 1B MT2500 74 Figure 3 23 test adapter for the 20 pin underhood connector Attaching the BM 1B test adapter to the 20 pin underhood connector may require the removal of a connector cap Be sure to replace this connect
58. III This system is designed to calculate normal driving fuel consumption with an equivalency of approximately 15 000 mile intervals A greater number of early resets will cause the service lights to vary more from actual odometer mileage e Field reports indicate many BMW repair shops recommend changing oil more frequently than the 15 000 mile interval Usually an oil change schedule based on mileage and consultation with the owner determines how frequently the oil is changed however most shops are not resetting the service lamps early when they change the oil unless the service lamps reset is or will be due soon SIA IV SIA IV is used on 1999 2000 and newer 3 Series E46 as well as on most other 2001 and newer models This type instrument cluster no longer has the green yellow and red lights but instead uses a digital countdown system With every ignition cycle the instrument cluster briefly displays the next scheduled service and the remaining miles before the service is due A flashing message and a minus symbol before the mileage display indicates that a service is past due As with SIA III if the vehicle is driven hard with higher than normal fuel consumption the mileage count down will be quicker The services always alternate between OIL first and INSPECTION second Services can be reset early without affecting the time to the next service as with SIA II because the calculation is not mileage based However as with S
59. Il 1991 93 5 WK4 060 i 1993 94 CIPRO SIEMENS 2B 2C 1991 93 5 WK4 060 E34 1993 CIPRO SIEMENS 2B 2C 1994 95 ZAE ZAE Il 1991 93 5 WK4 060 1993 CIPRO SIEMENS 2B 2C E36 1993 99 ZAE ZAE Il 1 99 3 99 Z3 MRS II 3 99 2000 Z3 MRS III 1995 97 ZAE ZAE Il E38 1998 3 99 MRS II 3 99 2001 MRS III 1996 ZAE ZAE Il E39 1997 99 MRS MRS II 1999 2003 E46 1999 2003 MRS III E53 2000 03 X5 4 4 2 Important Tips for Testing Airbag Systems The current software may only identify the 5WK 40 060 system for 1993 For earlier vehicles with this airbag system 1991 92 try identifying the vehicle to the scan tool as a 1993 model to obtain the AIRBAG menu selection Thereplacement of airbag modules always require ZCS coding at installation before they are put into operation Always disconnect the battery and wait a minimum of 10 minutes for the airbag module capacitor to discharge before working on any airbag system 48 4 5 Testing Electronic Throttle Systems The scan tool offers the following testing options for electronic throttle systems Codes e ECU identification Reset adaptations for E38 and 5 4L E31 only 4 5 1 Electronic Throttle Applications Table 4 12 lists BMW electronic throttle systems Table 4 12 Electronic throttle applications PR ESERIES YEARS ENGINE ears gg SYSTEM ES 1991 92 M30 3 4L E Bosch EML 2 1 7 Series 1988 94 M70 5 0L 5012A Bosch EML 2 2 E
60. K2 ms INJECTION TIME PULSE ms INLET ADAPTATION pes Sec Ges INBET CAMSEIAET e ee Seene ee EE INSIDE TEMPERATUBREY G F critt tente tente nite ete ere eir i de n de e re e d Pd INTAKE AIR TEMPERATURE C 5 es INTAKE AIR TEMPERATURE F INFAKE AIFCTEMPERATURE VL nets esce ars di nta ea t te ns ets ee K KICKDOWN KICKDOWN SWITCH ett ttt ttt ttt ttt ttt anera 106 KNOCK 1 KNOCK SENSOR 1 V M KNOCK 2 KNOCK SENSOR 2 V KDE ONIBOEL S e x Lo o T i T M KNOCK EEN LEG ROOM FLAP MOTOR FOOTWELL FLAP MOTOR 9 eese nennen tnnt 111 MIL LAMP MALFUNCTION INDICATOR LAMD nee nnnnennetnennetnene tne tnatnetr etit tne nn 95 MIXTURE tnter een ttti te 95 MSR INTERVENT MSR INTERVENTION eese nnnnetnrtrtne trenes insere trieste 95 e O2 READY O2 READY O2 SENSOR 1 V O2 SENSOR 2 V O2 SENSOR AFTER CAT 1 V O2 SENSOR AFTER CAT 2 V ES n is O2 SENSOR AETERASATI UJ ec ooa etii aetate Due pA D DT Mau ik E O2 SENSOR BEFORE CAT IN 95 O2 SENSOR BEFORE CAT 2 V O2 SENSOR BEFORE CAT V O2 SENSOR HEATER AFTER CAT 1 O2 SENSOR HEATER AFTER CAT 2 m si 2 O2 SENSOR HEATER AFTER CAT WW m 2 97 O2 SENSOR HEATER BEFORE CAT s 97 O2 SENSOR HEATER BEFORE CAT s 97 O2 SENSOR HEATER BEFORE CAT SC e 97 O2 SENSOR INTEGRA TOR MA a 2 etit uh et printers enean ipe iti eere Mai Rete ELE 98 Q
61. N E SERIES YEAR Version 3 2 eee et E39 9 97 E38 5 97 1998 E39 9 97 1998 Version 3 3 E46 E52 All E53 Replacement EWS 3 3 control modules are ordered VIN specific and are delivered preprogrammed with the same rolling code table as the original module Once ZCS coded the rolling code needs to be reset back to rolling code 1 providing synchronization of both modules 71 Testing Immobilizer EWS Systems Replacement DME control modules are blank and must be programmed for the specific vehicle After programming the factory tool informs the EWS 3 3 control module that a new DME has been installed The next time the ignition is switched on the EWS 3 3 module will send the entire rolling code table to the DME and reset it to rolling code 1 The DME will automatically burn the rolling code table into its memory Once performed it cannot be changed Once a DME is married to the vehicle it will not work in any other vehicles Under certain conditions alignment of the DME and EWS 3 3 modules may still be necessary The alignment procedure only resets the code table to code 1 it does not change the rolling code table Important Tips Regarding EWS III e With EWS 3 3 the rolling code also changes the ISN every time the vehicle enters the start sequence This means the DME is no longer the source for the ISN as with earlier EWS 3 2 and EWS Il systems e EWS 3 3 DME or the EWS modules are permanently locked or
62. ND CONDITIONS BEFORE INSTALLING THIS SOFTWARE PACKAGE WHOEVER INSTALLS THIS SOFTWARE PACKAGE MUST EITHER BE THE PERSON WHO ACQUIRED THE SOFTWARE OR A PERSON AUTHORIZED BY THE PERSON OR ENTITY WHO ACQUIRED THE SOFTWARE TO ACCEPT THE FOLLOWING TERMS ON SUCH PERSON S OR ENTITY S BEHALF YOU AND YOUR SHALL REFER TO THE PERSON OR ENTITY WHO ACQUIRED THIS PRODUCT INSTALLING THIS SOFTWARE PACKAGE INDICATES YOUR ACCEPTANCE OF THESE TERMS AND CONDITIONS IF YOU DO NOT AGREE WITH THEM YOU SHOULD PROMPTLY RETURN THE SOFTWARE PACKAGE UNINSTALLED TO THE PLACE OF PURCHASE LICENSE Upon your acceptance of this License Agreement the Agreement Snap on Incorporated Snap on grants subject to the terms and conditions of this Agreement to the person or business entity who originally acquired the Software Products Software a non exclusive non transferable except as permitted below personal license to use the Software License The Software in this package is a proprietary product of Snap on and is protected by copyright law as well as other intellectual property laws Snap on retains title and ownership of the Software and it is being licensed to you and not sold All rights not expressly granted to you are reserved by Snap on CONSENT Each time you use this Software you consent to the collection use disclosure and processing of Personal Information in accordance with the Privacy Policy attached as Exhibit A In particular if you a
63. ODEL YEAR CONTROL SYSTEM VERSION 318i is ic ti 1992 95 GS 4 14 EGS 325i iS 1992 A4S 310 R THM R1 325i is iC 1993 95 GS 4 16 EGS 525i E34 1991 92 GS 4 14 EGS 525i it 1993 95 GS 4 16 EGS 318i is iC 1996 97 GS 8 34 EGS 323is iC 1997 2000 A4S 270R 4L30 E 328i is ic 1996 2000 GS 8 34 EGS 528i 1997 99 Z3 2 3 2 8L 1996 2000 323i 328l E46 1999 2000 325it E46 9 00 3 01 325xi it 330xi E46 2001 03 A5S 360R 390R 5 40 OR GMS 5251 5301 E39 9 00 3 00 GS 20 AGS 528l E39 9 99 9 00 X5 3 01 E53 2001 03 Z3 2 5 3 0L 1993 GS 7 3 EGS 530i it E34 ABS 310Z 1994 95 GS 7 32 AGS ZFSHP18 M3 E36 1995 GS 7 11 EGS M3 E36 1996 99 GS 8 32 AGS 1997 GS 8 55 AGS CAN INDEX 50 540i E39 1998 GS 8 60 2 AGS CAN INDEX 60 1999 2003 ABS 440Z ZF 1 97 4 97 GS 8 55 AGS CAN INDEX 50 5HP24 740i iL E38 5 97 8 97 GS 8 55 AGS CAN INDEX 60 1999 2002 GS 8 60 2 AGS CAN INDEX 60 840 Ci E31 1997 GS 8 55 AGS CAN INDEX 50 X5 4 4i E53 2000 03 GS 8 60 2 540i E34 1994 95 GS 9 22 AGS 740i iL E32 1993 94 GS 9 2 EGS 740l i iL 1995 GS 9 22 AGS A5S 560Z 740i E38 1995 2001 GS 9 22 1 ZFSHP30 750iL E38 1994 95 GS 9 22 840Ci E31 1996 GS 9 22 1 850Ci E31 1995 97 E65 745i GA6HP26Z 2002 03 EGS AGS GS 19 745Li 760Li Table 4 8 1988 2003 transmission applications sheet 3 of 3 TRANSMISSION MODEL YEAR CONTROL SYSTEM VERSION Sequential Manual The SMG trans
64. OLANT F 40 to 389 F These parameters indicate the engine coolant temperature ECT based on the ECT sensor signal sent over the K Bus communication line to the IHKA controller The substituted default value most often used is 212 F 100 C COOLANT VALVES PWM controlled 0 to 100 COOLANT VALVE LEFT PWM controlled 0 to 100 COOLANT VALVE RIGHT OPEN CLOSED COOLANT VALVE ON ms not available The coolant valves are electrically controlled and may be pulse width modulated by the climate control module to control heater core temperature At 100 duty cycle or fully 109 110 Climate Control Parameters powered up the valves are in the closed position preventing coolant flow into the heater core Usually the valves are spring loaded to the open position Valve control is dependent on system voltage driver input and the Y Factor The coolant valves are located next to the brake booster inside the engine compartment DEFOG FLAP MOTOR DEFROSTER FLAP see description This parameter indicates the IHKA command position for the defroster air flaps At 0 the defroster air flaps should be fully closed and at 100 fully open These flaps are controlled through a stepper motor which can adjust flaps in very fine increments EVAPORATER EVAPORATOR TEMPERATURE C F not available This parameter indicates evaporator temperature This parameter is based on the signal of a negative temperature coefficient NTC type sensor located insi
65. PS V 0 to 5 10V This parameter indicates the voltage signal from the throttle position TP sensor The greater the voltage the greater the throttle opening Typically expect a value of 0 5V at idle and 4 5V at wide open throttle If the ECM detects a TP sensor circuit malfunction the ECM substitutes a calculated value based on engine speed and the MAF sensor for the TP sensor signal VALVE RUN LOSS RUN LOSS VALVE SMALL LARGE This parameter indicates whether the ECM is commanding the fuel pressure regulator bypass return valve to open or close A solenoid controls the bypass valve Reads SMALL when the ECM de energizes the solenoid to open the valve and reads LARGE when the ECM energizes the solenoid to close the valve The bypass return valve works with the fuel pressure regulator on some models the fuel pressure regulator may be an integral part of the Running Loss Valve to manage the fuel supplied to the fuel rail During the start up period of 20 seconds the ECM energizes the solenoid causing the bypass valve to close preventing fuel from being returned to the fuel tank After the start up period the ECM de energizes the solenoid causing the bypass valve to open allowing fuel to be returned to the fuel tank During normal engine operation the bypass return valve and regulator allow unneeded fuel to bypass the fuel rail and return to the fuel tank This lowers fuel temperature reducing the amount of fuel vaporized in the fuel
66. R V O2 SENSOR 1 V O2 SENSOR 2 V O2 SENSOR AFTER CAT V O2 SENSOR AFTER CAT 1 V O2 SENSOR AFTER CAT 2 V O2 SENSOR BEFORE CAT V O2 SENSOR BEFORE CAT 1 V O2 SENSOR BEFORE CAT 2 V variable These parameters indicate the amount of oxygen in the exhaust gas High oxygen levels indicate a lean air fuel mixture while low oxygen levels indicate a rich air fuel mixture When the oxygen sensors O2S are at operating temperature and the system is operating in closed loop the ECM constantly adjusts the air fuel mixture to achieve a 14 7 1 ratio The ECM uses O28 signals to determine how rich or lean the engine is running and to correct the mixture The following types of oxygen sensors are used e Atitanium oxygen sensor is a resistor that changes resistance according to the amount of oxygen surrounding it The ECM applies a 5V reference signal and monitors the voltage drop across the sensor As oxygen increases lean or decreases rich so does voltage A range from 0 to 2 4V indicates a rich air fuel mixture and a range from 2 6 to 5 0V indicates a lean air fuel mixture Titanium oxygen sensors are used on 1996 1999 E36 323i is iC 328i E39 528i iT and Z3 Roadster all with the MS41 1 controller M52 engine Azirconium oxygen sensor is used as the upstream sensor on all other models though on OBD II vehicles either a titanium or zirconium oxygen sensor may be used as the downstream sensor after the catalytic converter CAT A zirconium oxy
67. RANKSHAFT SEGM 5 ADAPT BANK 1 CRANKSHAFT SEGM 6 ADAPT BANK 2 CRANKSHAFT SEGM 1 ADAPT BANK 2 CRANKSHAFT SEGM 2 ADAPT BANK 2 CRANKSHAFT SEGM 3 ADAPT BANK 2 CRANKSHAFT SEGM 4 ADAPT BANK 2 CRANKSHAFT SEGM 5 ADAPT BANK 2 CRANKSHAFT SEGM 6 ADAPT itr enninetne trennen eterne tinta tna 85 BATTIERY V eebe bet sesto BLOWER CONTROL BLOWER BRAKE SIGNAL Hes n n BRAMESMTEME dL oo o e x uL LL I uu I M T ted BRAKE TEST SWITOD TEE 86 C CANBANIGI E 86 DAMBANKOD S A E ii e a E mima 86 CAMSHAFT POSITION A SE SE 86 CANISTER PURGE ees M MM P Ru ME 86 COMPRESSOR SHUTOFF SIGNAL Wee 109 COOLANT TEMPERATURE SENSOR C M EEN 87 COOLANT TEMPERATURE SENSOR F Ge lee 87 COOLANT TEMPERATURE SENSOR V ME E E 87 DOOEANT VA VE ESE Det T ad ud cie and ote ADMI EA En 110 COOLANT VALVE ON MS esc ec sete bacs cette hacet cena tio Ax aD A AP A eU NER Le Eod ul htt 110 COOLANT VALVE RIGHT MAD Sa M 110 COOLANT VALVES ADAE Bm B 110 COOLANT C PN SC n 109 EEN ene DM Ic AU DEI e E E E 109 D DEFOG FLAP MOTOR DEFROSTER FLAP 96 cett ttt ttt DISA VALVE CTRL VALVE DIVIDED MANIFOLD ettet DMTL PUMP DIAGN TANK LEAKAGE DEED SW DMTL REED SWITCH DIAGN MOD TANK LEAKAGE REED SW nie DOWNSHIFTING oot cadi n qo a ne e E EGS INTERVENT INTERVENTION ELECTR TRANSMISS ENGINE LOAD M
68. RSV RxD RZV SA SAC SAD SAE SASL SASR pin assignments Periphery Bus Passenger Airbag Power Assisted Steering Powertrain Control Module Park Distance Control Parts Delivery Center Passive Go System Power Module Periphery Module Park Neutral Position Potentiometer Passenger Pretensioner Programmed Read Only Memory Passenger Side Airbag Positive Temperature Coefficient Powertrain CAN bus power down mode accelerator pedal sensor Pulse Width Modulated electrical charge speed category for winter tires up to 160 KM H infrared signal to the GM for locks Electrical resistance Tire pressure control Rear Hand Restraints Right hand drive vehicle Rain Light Sensor Relay Module ZKE Roll over Protection System Reverse lock out ignition coils signal Diagnosis initiation line multiple spark ignition system optional extras Self Adjusting Clutch sunroof Society of Automotive Engineers satellite A pillar left satellite A pillar right 121 122 Acronyms SB SBE SBBH SBFA SBFH SBSL SBSR SCA SFAH SFI SG SGS SHD SIA SIB Sila SIM SINE SKE SKHD SM SMB SMBF SMBFH SMFA SMFAH SMG SOHC SP SPG SPM SR SRA SRM SRS SSBF SSFA SSH Switch Block seat occupancy detection seat control passenger seat control driver seat module passenger side rear satellite B pillar left satellite B pillar right Soft Close Automatic seat module driver side rear Sequential Fuel Injection cont
69. S icr tos te p tete im datei onu EVAPORATER EVAPORATOR TEMPERATURE C F E ve AINSANA NON O ES EXHAUST FLAP W EXTRA COOLANT PUMP ADDITIONAL COOLANT PUMEP 110 F GE FUEL ADAPTATION FUEL CUT OFF S re PE BEIENEE aU ENT EE FULL POSITION SWITCH FULL LOAD SWITCH ttt ttd 91 H HEAT EXCHANGE LEFT HEAT EXCHANGER TEMPERATURE LEET 110 HEAT EXCHANGE RIGHT HEAT EXCHANGER TEMPERATURE RIGHT C F sssssssssssssessssssessssssesssssseessssssessssseesessseesssssuvesssseesesseees 110 l IAC ADAPTATION A C IAC ADAPTATION WITH AIRCO ettet 92 IAC ADAPTATION P N IAC ADAPTATION IN P N POSITION ntt 92 IAC ADAPTATION R D IAC ADAPTATION IN R D POSITION eet 92 81 82 Alphabetical Parameter List IAC ADAPTATION kg h sssssssssseessssssessssssessssssvcssssseesssssuvecsssuesssssssesssstssssssussessssueessssivessssusesssuevessesieessssiesessseess IAC ADAPTATION m3 h T M IAC ADAPTATION kg h IAC ADAPTATION2 kg h IAC INTEGRATOR m ge ane SE JAC INTEGRATORimah ttt ttt ttt ttt ttt ttes DOLUS JACI EEN DEELEN IDLE FUEL TRIM FUEL TRIM IDLE LOAD ms IDLE FUEL TRIM1 FUEL TRIM 1 IDLE LOAD ms IDLE FUEL TRIM2 FUEL TRIM 2 IDLE LOAD ms IDUEEOADS Ld Fred ge ol hele hs IDLE SWITCH IDLE LOAD SWITCH IGNITION ADVANCE ccssssseeesssseeeees INJECTION TIME BANK ms INJECTION TIME BAN
70. See also electronic throttle systems Electronic Brake Force Distribution 42 See also Dynamic Stability Control electronic throttle systems 49 52 emergency operation note 52 resetting adaptations note 52 selection for testing 10 emergency failsafe operation 52 132 EML 49 acronym defined 116 and PEDAL POSITION parameters 100 and THROTTLE VALVE parameters 104 Bosch 50 engine systems with 16 failsafe measures 52 IIIS 50 menu selection 10 notes for testing 50 relation to EDK 51 See also electronic throttle systems synchronization 50 traction control coverage 40 engine codes important notes for reading 19 engine right and engine left 10 engine systems available from demonstration program 13 blink code pedal faults 21 OBD II MIL operation 20 resetting service lamps 28 selection for testing 10 E Series conversion chart 18 European LHD RHD 7 EWS See immobilizer systems F functional tests 24 actuator tests 25 shortcut to service lights reset 8 special functions 26 testing transmission systems 38 G gateway See bus gateway General Module antitheft systems 67 bus specifications 57 immobilizer systems 68 M Bus 58 P Bus 56 58 ZKE Ill 66 generic scan tool 62 generic testing mode See OBD II G Force 42 GM transmissions 34 37 H Hall Effect sensors accelerator pedal position parameters 101 brake pedal position parameters 87 camshaft position parameter 88 combustion quality
71. TION 1211 DME control unit did not pass self test Disconnect from power and reconnect after 10 minutes 1212 Oxygen O2 or Lambda Sensor 2 cylinders 4 6 1213 Lambda Control System Bank 2 The ECM has been unable to maintain Lambda fuel mixture or fuel trim on Bank 2 cylinders 4 6 of the engine 1215 Air mass volume sensor 1216 Throttle potentiometer 1218 Output Stage Group 1 1219 Output Stage Group 2 1221 Oxygen O2 or Lambda sensor 1 1222 Lambda Control System Bank 1 The ECM has been unable to maintain Lambda fuel mixture or fuel trim on Bank 1 cylinders 1 3 of the engine 1223 Coolant temperature sensor 1224 Intake air temperature sensor 1225 Knock sensor 1 1226 Knock sensor 2 1227 Knock sensor 3 1228 Knock sensor 4 1231 Battery voltage DME main relay 1232 Throttle switch idle 1233 Throttle switch WOT 1234 Speedometer A Signal 1237 A C compressor cut off 1241 False air mass sensor code update the EPROM and replace the idle valve 1242 A C compressor 1243 Crankshaft pulse sensor 1244 Camshaft sensor 21 22 Testing Engine Systems Table 4 6 Pedal fault codes for 1989 94 models sheet 2 of 2 ODE DESCRIPTION 1245 Intervention EGS 1247 Ignition secondary monitor 1251 Fuel injector 1 or group 1 1252 Fuel injector 2 or group 2 1253 Fuel injector 3 1254 Fuel injector 4 1255 Fuel
72. The DWA is the vehicle alarm system an integrated function of the GM III Depending on the year and model alarm monitoring may include doors hood interior luggage compartment and vehicle tilting The DWA may have a status LED located in the rear view mirror On the E38 the status LED may be located on the dash vent grill or top center dash register Table 4 22 explains the various LED state conditions Table 4 22 DWA status LED indications DWA STATUS LED STATUS Disarmed Off Armed Slow flash continuously Armed but one or more monitored inputs is not in fully closed position e g the trunk is not fully Rapid flash for 10 seconds closed Rapid flash for 5 minutes then continued slow Alarm activated flash Repeat arming in less than 10 seconds On for 1 second Disarmed after alarm was activated Rapid flash for 10 seconds then off When the system has armed or disarmed successfully the LED and lights flash once along with one horn beep During arming if a system input is faulty the LED should flash rapidly for 10 seconds indicating a fault after which the LED will continue to flash slowly normal condition indicating that system is armed The DWA system is either armed or disarmed by one of the following Keyis placed in the Driver s door lock Keyis placed in the trunk lock Using the remote transmitter During alarm arming or disarming the Electronic Drive Away Protection EWS sends a comm
73. Traction Control Systems ABS and Traction Control and later DSC are integrated into one control module see Table 4 10 for different system descriptions BMW calls traction control ASC Automatic Slip or Stability Control At speeds up to 24 MPH 39 KPH braking individual rear wheels have the same traction effect as a limited slip differential ASC came out in 1988 on the E31 E32 and E34 This early system used the ABS system to apply the rear wheel brakes to prevent wheel slippage It is important to note that these early systems had no scan tool diagnostics flash or blink code only In approximately 1990 ASC T came out adding traction control or engine power cutout to ASC In addition to using the ABS for ASC this system had the ability to reduce engine torque to the rear wheels by either applying throttle valve control retarding ignition timing or shutting down fuel injection By the mid 1990s more sophisticated systems phased out ignition and limited fuel injection control by integrating engine and transmission control resulting in smoother operation such as preventing shifting during a traction control event Next additional traction control refinement resulted in MSR Motor Speed Regulation under deceleration During deceleration engine braking under certain slippery conditions can cause wheel slip Traction control systems equipped with MSR will detect this condition and automatically increase engine speed until wheel
74. acy Policy Please also contact us to report any known or suspected privacy or security breaches You may contact us at Snap on Incorporated 2801 80th Street P O Box 1410 Kenosha WI 53141 1410 Form 8 13963A03 Rev A vii Safety Information For your safety and the safety of others read understand and follow all safety messages and instructions in this manual on the test equipment and in the tool user s manual Your diagnostic tool is intended for use by properly trained skilled professional automotive technicians The safety messages presented below and throughout this manual are reminders to the operator to exercise extreme care when using a test instrument There are many variations in procedures techniques tools and parts for servicing vehicles as well as in the skill of the individual doing the work Because of the vast number of test applications and variations in the products that can be tested with this instrument we cannot possibly anticipate or provide advice or safety messages to cover every situation It is the responsibility of the automotive technician to be knowledgeable of the system being tested It is essential to use proper service methods and test procedures and to perform tests in an appropriate and acceptable manner that does not endanger your safety the safety of others in the work area or vehicle or equipment being tested It is assumed the operator has a thorough understanding of vehicle systems befo
75. al First electronic transmission TCM 35 pin in the U S TCC On Off 4 speed RWD aeea aean EAR Eeer TCC On Off 4 speed RWD Introduced on the 1990 525 as THM R1 changing to A4S 310R This was GM s first BMW transmission in the U S Uses Bosch control system Mechanically identical to A4S310R but uses Ravigneaux planetary A5S 360R 390R TCM 88 pin gearset for lower torque TCC On Off rating 5 speed RWD AGS adapt logic Introduced on the E46 control system joint Bosch TCC Variable Lockup TCM 88 pin 5L40 OR GM5 es Eiere lockup 3rd 4th and 5th GM and BMW design TCM SKE 134 pin 5 speed RWD AGS adapt logic 1994 and later A5S 310Z 3 shift programs Economy Sport and Manual T S Geh Kern ZFSHP18 PWM pressure regulation SOLs ia Nano Minas ti to the A5S 560Z Table 4 7 Transmission types and system descriptions sheet 2 of 2 TRANSMISSION TRANSMISSION FEATURES NOTES A5S 440Z ZF 5HP24 5 speed RWD Steptronic capable 3 shift programs Economy Sport and Manual TCC variable lockup Lifetime oil TCM SKE 134 pin 1998 and later TCM 88 pin 1997 Introduced in 1997 as a lighter weight alternative to the A5S 560 Z A5S 560Z ZF5HP30 5 speed RWD Steptronic capable 3 shift programs Economy Sport and Manual TCC variable lockup Lifetime oil TCM 88 pin Developed for high output engines V8 V12 First BMW transmission with overlap shift GA6HP
76. al or prior agreement oral or written and any other communications between you and Snap on relating to the subject of this Agreement If for any reason a court of competent jurisdiction finds any provision of this Agreement to be unenforceable that provision will be enforced to the maximum extent permissible so as to effect the intent of the parties and the remainder of this Agreement will continue in full force and effect Any failure by either party to require strict performance by the other of any provision of this Agreement will not constitute a waiver of such provision or thereafter affect the party s full rights to require strict performance This Agreement may only be amended by specific written amendment signed by authorized representatives of both parties YOU ACKNOWLEDGE THAT YOU HAVE READ THIS AGREEMENT UNDERSTAND IT AND AGREE TO BE BOUND BY ITS TERMS AND CONDITIONS EXHIBIT A SNAP ON INCORPORATED PRIVACY POLICY The privacy of your personally identifiable information is important to us As part of our commitment to the privacy of your personally identifiable information Personal Information that we collect through the Software Product Software we provide this notice explaining our information practices and the choices you can make about the way your Personal Information is collected and used with the Software To make this notice easy to find we make it available with the Software This revised Privacy Policy is effective as of J
77. alve solenoid Reads ON when the ECM is commanding the solenoid to energize closing the change over valve and reads OFF when the ECM de energizes the solenoid to open the change over valve The change over valve controls what path the intake air charge takes to reach the intake manifold Below 4 840 RPM the ECM commands the valve closed This routes the intake air charge through the long intake pipe resulting in increased engine torque Above 4 840 RPM the ECM commands the valve open This routes the intake air through the short pipe resulting in additional power output The change over valve is normally held open by spring force and closed by vacuum The ECM activates the DISA system by grounding the vacuum solenoid valve During deceleration from high speed the ECM does not close the change over valve until 4 760 RPM The overlap between 4 760 and 4 840 RPM prevents repeated opening and closing of the valve while driving at a constant engine speed of 4 800 RPM DMTL PUMP DIAGN TANK LEAKAGE REED SW ON OFF This parameter indicates the ECM commanded status of the evaporative leak detection pump At cold engine startup the ECM commands the leak detection pump through a test cycle that may last up to 100 seconds During the test cycle the pump pressurizes the evaporative system including the fuel tank Reads ON when the test cycle is currently running and reads OFF when no test is currently taking place The leak detection pump uses a s
78. amp PRESS Y TO SELECT gt VEHICLE SYSTEMS MARKET SELECTION DEMONSTRATION Figure 3 8 Menu to select VEHICLE SYSTEMS 2 Select MARKET SELECTION The Market Selection menu displays Figure 3 9 SCROLL amp PRESS Y TO SELECT MARKET gt EUROPEAN LHD EUROPEAN RHD USA LHD Figure 3 9 Market Selection menu 3 Select EUROPEAN LHD The following menu displays Figure 3 10 Identifying the Vehicle SCROLL amp PRESS Y TO SELECT MARKET SELECTION DEMONSTRATION CUSTOM SETUP Figure 3 10 Menu after selecting a market 4 Select VEHICLE SYSTEMS The following vehicle ID screen displays Figure 3 11 SELECT MODEL YEAR MODEL VEHICLE 1986 ENGINE Figure 3 11 Sample Vehicle ID screen model year request 5 Select 2002 or 2003 as appropriate for the test vehicle Your selection displays and prompts you to enter the model type Figure 3 12 SELECT MODEL TYPE MODEL 3 SERIES E46 VEHICLE 2002 ENGINE Figure 3 12 Sample Vehicle ID screen model type request 6 Select Mini R50 R53 The screen displays your selection and prompts you to continue Figure 3 13 SELECT ENGINE TYPE MODEL MINI R50 R53 VEHICLE 2002 ENGINE 1 6L W10B16A Figure 3 13 Sample Vehicle ID screen with Mini Cooper selected 7 Continue the vehicle identification process according to the previous procedure 3 1 2 Quick Vehicle ID for Service Lamps Reset You do not need to go through the entire vehicle ide
79. amshaft advance and retard timing feedback Most camshaft sensors are Hall effect however the MS 41 1 engine control system camshaft position sensor Angle Pulse Generator differs in operation from either the Hall or inductive type sensors used on previous systems The angle pulse generator consists of two windings primary and secondary that are connected together at one end and a magnetic core This sensor produces a clock frequency which is used to more accurately pinpoint piston position for precise fuel delivery and ignition timing CANISTER PURGE 0 to 100 This parameter indicates the ECM commanded status of the canister purge valve At 0 the valve is closed preventing fuel vapor purging from the evaporative canister At 100 the valve is completely open to allow purging Purging normally takes place when the engine has reached normal operating temperature and cruising speeds Some systems may use a purge valve that is sorung closed and powered open The valves are cycled periodically during engine operation The duty cycle of the purge valve solenoid may vary between 0 and 100 depending on engine operating conditions The evaporative purge system is monitored for flow check after fuel system adaptation is complete and the ECM oxygen sensor feedback is in closed loop The diagnosis starts during normal purge operation After the system has completed a purge cycle the valve is cycled abruptly several times In addition to the rich lea
80. and to the GM to deactivate or activate the alarm P To disarm the alarm without the remote 1 For most systems turning the ignition on with the key should disarm the system as long as the EWS system recognizes the key P To deactivate the alarm system for towing 1 Arm the alarm and then rearm it arm it twice in less than 10 seconds P To perform an alarm quick test 1 Press the lock button twice This should deactivate the alarm motion and tilt sensor If the alarm now activates check for a faulty alarm motion or tilt sensor 67 Testing Immobilizer EWS Systems 4 10 Testing Immobilizer EWS Systems 68 4 10 1 EWS stands for the German words Electronic Wegfahrsperre meaning electronic driveaway protection Starting in 1994 BMW vehicles came equipped with EWS which disables fuel and ignition using door locking input from the General Module to the DME There are three versions of EWS currently in use e EWS e EWS Il e EWS III EWS Beginning with the 1994 model year all cars were equipped with EWS This system still uses a mechanical key but added a Starter Immobilization Relay preventing the starter from operating It functions as a smart relay which only allows starter activation if a specific combination of inputs is met The EWS I system is activated when the vehicle is locked from the outside with the key When activated the EWS system performs the following functions e Prevents
81. anuary 1 2006 The privacy practices set forth in this Privacy Policy are for this Software only Other Snap on Incorporated Snap on affiliate Software may have different practices If you use other Snap on Software please review the privacy policies if any provided with that Software Also if you are an employee of Snap on or its affiliates please note that other internal company policies apply to you related to employee use of company computer systems and networks CONSENT Please read this policy carefully Your use of this Software constitutes your consent to the collection use disclosure and processing of Personal Information in the United States as described below FOREIGN VISITORS The Software maybe used by persons located in jurisdictions worldwide Please review the Foreign Users Notices section near the end of this Privacy Policy where we may provide additional notices regarding the collection use disclosure and processing of your Personal Information in accordance with the laws in your country ACTIVE COLLECTION OF PERSONAL INFORMATION When you use the Software you provide Personal Information to register order products or services contact Snap on and conduct other transactions via the Software The types of Personal Information actively collected in the Software may include any or all of the following depending on your activities using the Software Date of sale franchisee name franchisee address e mail invoice number
82. c Trouble Code anti theft system GM signal Anti theft alarm horn output speed sensor tachometer Electronics box electronic brake force distribution system Electro Chrome Engine Control Module Engine Coolant Temperature Engine Control Unit electronic damper control electronic dampening control continuous electric throttle valve pressure regulator European driving cycle Electrically Erasable Programmable Read Only Memory Electronic Fuel Injection For example Exhaust Gas Recirculation independent electronic hydraulic transmission control Electronic Hydraulic automatic transmission control Electronic Height Control electronic body module electric fuel pump electronic cutoff solenoid Electro Mechanical electro mechanical parking brake electronic control module for throttle regulation electronic throttle European standard European On Board Diagnostics EPDW EPROM ETM EU EV EVG EWS EWS FBH FBZV FZV FCKW FD FFSR FGR FH FHK FIRST FIS FPR FT FTP FZV GAL GM GR GR2 GRL GPS GRS GSA h H H2 HC HD HF HFM HG HHS HKK electropneumatic pressure transducer Erasable Programmable Read Only Memory Electrical Troubleshooting Manual European exhaust emissions legislation injector valve electric power unit for xenon lights Electronic Watchdog anti theft System immobilizer electric window passenger side rear radio frequency remote control for central locking chlorofl
83. cation numbers 5 EWS encoding 72 scan tool identification 6 134 VIN See vehicle identification numbers Z Z3 Roadster airbag systems 48 bus systems 56 central body electronics 66 E Series conversion 18 electronic throttle control systems 51 engines 16 17 traction control systems 40 41 transmissions 36 ZCS See coding and programming ZF transmissions 37 zirconium oxygen sensors 97 ZKE See central body electronics systems SNAP ON INCORPORATED ALL RIGHTS RESERVED ZMT2500 1203 Rev B Printed in U S A FEBRUARY 2007
84. circulation and radio station settings NOTE E65 85 have a combined Car and Key Memory CKM 129 DME Variant Coding Bosch Engine Control Modules C 3 DME Variant Coding Bosch Engine Control Modules The variant code is a 4 digit hexadecimal alpha numeric code The variant code is stored in the control module and activates the specific market required functions of the control module Variant codes can usually be transferred from the old DME to the new DME providing that old DME has communication capability The variant code can also be entered manually The factory scan tool downloads the variant code to the DME control module When the download is completed the specific vehicle information for a particular engine group is activated and the DME is ready for use C 4 Central Coding ZCS ZCS is an acronym for the German words Zentraler Codierschlussel meaning central coding key With the introduction of the E31 the ZCS was used for the first time as an encoding key for replacement vehicle control modules The ZCS is called a key because it automatically unlocks or activates the previously installed program of a new control module or recodes a used control module to be compatible with a specific vehicle The ZCS is a unique 48 digit code that represents all model and equipment information about a vehicle The ZCS code is created by the factory when the vehicle is assigned for a country and emission application a
85. cluster P To manually reset the oil service lamp on 2002 03 E65 and E66 1 Press the reset button on the top left side of instrument cluster for more than 10 seconds This brings you directly to Reset mode A four line menu appears in the speedometer At the top is the Back function then the first three service and maintenance items sorted by priority along with the residual wear or the remaining time may have a minus sign The symbol means that this service item can be reset A 0 indicates that this service item cannot be reset must exceed the first 20 of service interval before reset is possible 2 Scroll through the service and maintenance items by pressing the reset button or the lower button on the turn signal high beam switch 3 Select the item to reset and press the reset button for a few seconds which displays a 2 line menu in the tachometer This 2 line menu in the tachometer displays the back function and the service or maintenance item previously selected 4 Press either button again for a few seconds If the reset was successful a third menu item confirms the reset The new service interval for this service or maintenance item should now be highlighted in the Service Need Display With the ignition first turned on the Service Need Display appears under the speedometer in the instrument cluster for 10 seconds replacing the fuel level The first line corresponds to mileage dependent service i
86. ct sensor In addition the smooth running of the engine is monitored by the ECM as a measure of misfire detection In general use these numbers for relative cylinder comparison Look for the cylinder s that are different from the others On most engines a value over 1 5 usually indicates a problem on that particular cylinder if all or most of the other cylinders are much lower than this Nominal range varies from about 0 1 to 0 5 Technicians report that they start to get concerned when they see 0 7 on one or more cylinders but the majority are lower Factory scan tool smooth running values may read lower due to calculation difference Regardless of the scan tool always look for reading variation between cylinders To detect misfire the ECM divides the incremental wheel into segments The number of segments corresponds to the number of spark plug firings per crankshaft revolution 2 segments on a 4 cylinder engine 3 on a 6 cylinder 4 on an 8 cylinder and 6 on a 12 oylinder The ECM measures and evaluates the duration of each segment to determine crankshaft speed and rate of acceleration for each individual cylinder Maximum values for rough running are stored in ECM programming for various engine speeds loads and temperatures If these values are exceeded within a certain number of combustion cycles a misfire code is set for the offending cylinder TANK PRESSURE kPa not available This parameter indicates the pressure within the fue
87. ctor lever or activates the Steptronic function which changes the cluster display to M followed by the current gear On the 850Ci the instrument cluster also indicates the current mode of operation In automatic mode the cluster displays shift lever position P R N D In manual mode it displays M followed by the selected gear All models using Steptronic shifting have the following automatic functions in Manual Mode Un allowed gear requests for non plausible shifts which are ignored by the TCM e g extreme downshifts at high speed Engine overspeed protection prevents over revving the engine by upshifting automatically to the next gear es Kickdown downshifts to the next lower gear when the kickdown switch is depressed e Deceleration signals the transmission to automatically downshift to the appropriate gear SHIFT PROGRAM ECONOM WINTER PROGRAM SW SPROGRAM SW EPROGRAM SW M OPEN CLOSED This parameter indicates the program switch setting Depending on the model there are two or three position program switches Both types provide a momentary ground input signal to the TCM requesting a specific shift program The three position switch options are S for SPORT E for ECONOMY and M for MANUAL The two position switch options are A for ECONOMY and M for MANUAL Alternately to M there may be a for WINTER program The program switch setting is usually indicated next to the P R N D in the i
88. d exceeds 600 RPM for at least 5 seconds If the switch is turned off while the engine is running the control module continues to cycle the compressor with increasingly longer off times for up to 15 minutes unless defrost is selected which keeps the A C on AUC FUNCTION ACTIVE INACTV This parameter displays the status of the automatic recirculated air control AUC sensor AUC SENSOR V not available Automatic recirculated air control AUC is an additional feature controlling the automatic operation of recirculated air The AUC feature uses an oxidizable gas sensor usually mounted behind the right side of the radiator or the right side upper portion of the fan shroud samples air quality as coolant fan pulls across the radiator The AUC sensor contains a combined heating element powered by the IHKA module and a gas sensor The gas sensor requires heating to work efficiently The sensor produces a varying voltage based on air quality concentration of hydrocarbons NOX SOX and CO The voltage increases as the air becomes more polluted After it reaches a preset value the IHKA closes the fresh air flaps To prevent glass fogging the system has built in time limits 3 minutes when heating and 12 minutes when cooling With normal air quality the AUC sensor reads about 0 5V If the AUC sensor voltage increases to 3 0V the ventilation or fresh air flaps will close 096 At about 2 5V the fresh flaps will read about 20 and 100 fully open at
89. d temperature set at the temperature dial on the control panel The system will attempt to maintain the desired temperature The range for E46 models is 59 90 F 15 32 C the range for E39 models is 60 90 F 16 32 C SOLAR SENSOR 0 to 10096 SOLAR SENSOR RIGHT V not available SOLAR SENSOR LEFT V not available Interior temperature is calculated using a solar sensor located in the right side defrost outlet It is used to control blower setting and air distribution to the center vent The climate control system uses the solar sensor input to modify the base input from the inside temperature sensor to more accurately control the inside temperature 111 112 Climate Control Parameters SYSTEM REFRIGERANT PRESSURE SENSOR V 0 to 5V This sensor is used to read the refrigerant pressure in the system The IHKA module supplies the power and ground path and monitors the variable voltage signal from the system pressure sensor usually located in the receiver dryer Based on the refrigerant pressure the IHKA module anticipates the startup torque of the A C compressor If the pressure is too low or high the compressor will be deactivated This input may also used to vary the auxiliary fan speed VENTILATION FLAP MOTOR FRESH AIR FLAPS not available This parameter indicates the IHKA command position for the fresh air flaps At 095 the flaps should be fully closed and at 100 fully open These flaps are controlled through a stepper mo
90. de the evaporator The climate control module uses this input to keep the evaporator at approximately at 35 F 2 C The climate control keeps this temperature by cycling the A C compressor on and off as needed Sensor working range is 14 to 86 F 10 to 30 C The substituted default value most often used is 32 F 0 C This substituted value is below the cycling point of the A C compressor which is designed to shut down the A C if the evaporator temperature sensor fails EXTRA COOLANT PUMP ADDITIONAL COOLANT PUMP ON OFF This parameter indicates whether the auxiliary electric water pump is commanded on or off The system commands the pump on at low temperatures to ensure that enough hot coolant is available at the heater core to more quickly heat up the interior It also stays on for a short period if the engine is shut off to maintain circulation and prevent the interior temperature from dropping during short stops HEAT EXCHANGE LEFT HEAT EXCHANGER TEMPERATURE LEFT C F not available HEAT EXCHANGE RIGHT HEAT EXCHANGER TEMPERATURE RIGHT C F not available These parameters indicate the temperature of the left and right heater cores based on the signals of two sensors both located behind the left and right heater core where they are exposed to the air that has just passed through the core These are negative temperature coefficient NTC type sensors as temperature increases resistance decreases and as temperature decreas
91. degree of the intake camshaft timing adaptation being made to achieve optimal engine performance and to maintain low emission levels INTAKE AIR TEMPERATURE C 40 to 199 C INTAKE AIR TEMPERATURE F 40 to 389 F These ECM calculated parameters indicate the intake air temperature based on the Intake Air Temperature IAT sensor signal voltage INTAKE AIR TEMPERATURE V 0 to 12 0V This parameter displays the intake air temperature IAT sensor voltage The sensor has a negative temperature coefficient as temperature rises voltage decreases On mass airflow MAF systems the IAT sensor may be mounted inside the mass airflow sensor in the intake manifold or inside the air cleaner The ECM uses the IAT sensor to calculate ignition timing On airflow meter systems the IAT sensor is mounted inside the airflow meter in front of the measuring flap The ECM uses this IAT sensor to help calculate intake air density 95 96 Engine Parameters KNOCK V 0 to 5 00 V KNOCK 1 KNOCK SENSOR 1 V 0 to 5 00 V KNOCK 2 KNOCK SENSOR 2 V 0 to 5 00 V These parameters indicate the signal received by the ECM from the knock sensor or sensors Knock sensors only generate a signal when detonation is detected The higher the signal voltage the greater the amount of detonation KNOCK CONTROL ON OFF This ECM commanded parameter indicates the status of knock control Reads ON when the ECM is detecting detonation or misfiring and is retarding the
92. dicator lamp MIL or using a special break out box A numerical code generated by the vehicle control system to indicate a fault has occurred in a particular subsystem circuit or part The arrow that appears on menus and some other displays In most displays the cursor moves as you scroll To lock a single line of the display in a fixed position on the screen to prevent it from scrolling Data readings remain live while the parameter categories are fixed One complete data package or transmission cycle from an electronic control module ECM that provides serial data of control system operating parameters To capture and hold a single data frame for review or printing A vehicle data record whose length depends on the number of selected data parameters A list of vehicle tests or programs from which a selection can be made A measured value of control system input or output operation Parameters include voltage signals as well as temperature pressure speed and other data To unlock a fixed line and allow it to scroll Any given 4 line display The following acronyms are used in diagnostic trouble code definitions displayed by the Scanner or used in this manual A ABS ANS AC A C ACC ADA ADS Il Automatic transmission model Antilock Brake System IHKA signal Increase Idling Revs Air Conditioning Active Cruise Control atmospheric pressure dependent full load stop engine intake air control
93. ds and full load full pump speed The power to the fuel pump relay will be switched off in the event of an airbag activation the MRS III control module will signal the ECM over K Bus and CAN bus Non Return Fuel Rail System Most newer engines have a regulated fuel supply controlled by the fuel pressure regulator integrated in the fuel filter assembly a pressure testing tap may be available A fuel return line may be located on the filter regulator assembly but not at the fuel rail On some models the fuel filter and fuel pressure regulator assembly may be located in the fuel tank FULL LOAD YES NO FULL POSITION SWITCH FULL LOAD SWITCH CLSD OPEN These parameters indicate throttle position TP sensor position Usually YES and OPEN indicate that the throttle plate is fully opened However on some vehicles the opposite is true Before relying on this parameter for diagnosis confirm the definition of YES and OPEN by physically moving the throttle plate open and closed while noting which parameter variable the scan tool displays IAC 0 to 100 IAC PWM 0 to 100 These parameters indicate the idle air control IAC valve opening Two different IAC valves are used a 2 wire valve and a 3 wire valve On a 2 wire valve one wire provides power and the other wire is grounded through the ECM Spring force holds the valve in a closed position The ECM regulates the ground circuit through pulse width modulation to control how fa
94. ds per square inch psi kilopascal kPa degrees Celsius C degrees Fahrenheit F kilometers per hour KPH or miles per hour MPH The scan tool displays some data parameters in numbers that range from 0 to 100 0 to 255 or 0 to 1800 These ranges are used because in each case it is the maximum number range that the control module transmits for a given parameter However many parameter readings never reach the highest possible number For example you never see a vehicle speed parameter reading of 255 MPH For BMW vehicles the maximum range of a parameter often varies by year model and engine On these applications the word variable appears in the range heading However typical sampled values observed under actual test conditions are in the parameter description when available Parameters may also be identified as input signals or output commands e Input or feedback parameters are signals from various sensors and switches to the ECM They may display as analog or discrete values depending on the type of input device e Output parameters are commands that the control module transmits to various actuators such as solenoids and fuel injectors They are displayed as discrete ON OFF parameters analog values or as a pulse width modulated PWM signal In the following section parameters are presented as they appear on the scan tool screen Most parameter descriptions are in alphabetical order but there are exceptions Ofte
95. e These parameters indicate the ECM commanded desired exhaust camshaft position CMP on Dual VANOS systems The data changes according to engine speed and load On V type engines REQUIRED EXHAUST CAM 1 refers to the cylinder bank that includes cylinder 1 On North American models cylinder 1 is on the passenger right side or bank of the vehicle REQUIRED EXHAUST CAM 2 refers to the driver left side bank REQUIRED INLET CAMSHAFT not available This parameter indicates the ECM commanded desired intake camshaft position CMP The data changes according to engine speed and load RPM not available This parameter indicates engine speed in revolutions per minute SECONDARY AIR PUMP ON OFF This parameter indicates the ECM command to the secondary air AIR pump Reads ON when the ECM switches the pump on and reads OFF when the pump is off Secondary air injection reduces emissions at cold startup and during warmup by pumping air into the exhaust manifold The ECM normally activates this system for approximately two minutes following engine startup and deactivates it after the engine operating temperature exceeds 104 F 40 C Most of the BMW secondary air injection systems consist of similar components The control unit controls the vacuum vent valve and the secondary air injection pump relay separately but simultaneously The AIR pump operates at a start temperature of 50 104 F 10 40 C It continues to operate for a maximum
96. e amperage value is not realized a small leak if the same reference amperage is realized or no leak if the amperage value is higher than the reference amperage DC Motor LDP Inactive Normal Purge Valve Operation When inactive the pump motor and the changeover valve of the DC Motor LDP are not energized When purge valve operation occurs filtered air enters the fuel system compensating for engine vacuum drawing on the hydrocarbon vapors stored in the charcoal canister Leak Diagnosis Test Preconditions The ECM only initiates a leak diagnosis test every second time the criteria are met The criteria are as follows Engine off with ignition switched off EOM still active or what is known as follow up mode Main Relay energized control module and ECM components online for extended period after key off Prior to engine ignition switch off condition the vehicle must have been driven for a minimum of 20 minutes e Prior to minimum 20 minute drive the vehicle be off for a minimum of 5 hours e Fuel tank capacity must be between 15 and 85 safe approximation v4 34 of a tank e Ambient air temperature must be between 20 and 95 F 7 and 35 C e Altitude must be less than 2500 m 8 202 feet e Battery voltage must be between 11 5 and 14 5V When these criteria are satisfied every second time the ECM will start the fuel system leak diagnosis test This test will typically be carried out once a day i e once after d
97. e M Bus and transmits and receive data on a single wire The M Bus consists of a three wire ribbon which is separate from the vehicle wiring harness The M Bus has the following characteristics Active anytime the ignition is on Each stepper motor is connected in parallel to the IHK module via a three wire ribbon power ground and signal 57 58 Testing Bus Systems The IHK module provides the 5V bus voltage Master Controller A2 5V average voltage reading indicates that communication is occurring Constant communication occurs until the GM sends a sleep command over the K Bus e Communicates at 650 microseconds with an average period of 50 microseconds NOTE To perform an operational check on the M Bus for 540 740 X5 models using the High Instrument Cluster system digital display message center see page 60 P Bus Peripheral Bus The P Bus peripheral bus is found exclusively on vehicles that have a GM III ZKE III body module The P Bus modules are connected to the GM III General Module via the P Bus NOTE Snap on scan tools currently do not communicate with the P Bus because it has no GM III body control interface The P Bus is the only bus that communicates with the GM III module The P Bus is only used for body electronics that uses a single copper wire for serial communications The P Bus is found on the vehicles in Table 4 20 Table 4 20 BMW models that use the P Bus
98. e frequency the greater the pumping effort Excessive pump effort indicates a leak over 0 5 mm see explanations that follow Although the entire test cycle lasts up to 100 seconds the measuring phase where the reed Switch is active lasts between 38 and 63 seconds On some systems the DC Motor LDP ensures accurate fuel system leak detection for leaks as small as 1 0 mm 0 040 The pump contains an integral DC motor which is activated directly by the engine control module The ECM monitors the pump motor operating current as the measurement for detecting leaks The pump also contains an ECM controlled changeover valve that is energized closed during a leak diagnosis test The changeover valve is open during all other periods of operation allowing the fuel system to breath through the inlet filter similar to the full down stroke of the current vacuum operated LDP DMTL Functional Overview 1 When inactive filtered fresh air enters the evaporative system through the sprung open valve of the DMTL 2 When the DME activates the DMTL for leak testing it first activates only the pump motor This pumps air through a restricter orifice 1 0 or 0 5 mm which causes the electric motor to draw a specific amperage value This value is equivalent to the size of the restricter 3 The solenoid valve is then energized which seals the evap system and directs the pump output to pressurize it The evap system is detected as having a large leak if th
99. e of the illustrations shown in this manual may contain modules and optional equipment that are not included on your system Contact a Snap on Sales Representative for availability of other modules and optional equipment This chapter provides an overview of the conventions used in this manual The remainder of this guide is divided in to the following chapters e Chapter 3 Operations offers general software operating explanations and procedures e Chapter 4 Testing offers testing information and procedures for various BMW control systems e Chapter 5 Data Parameters provides data parameter definitions e Appendix A Terms and Acronyms lists terms and acronyms used in this manual and in BMW literature Appendix B Frequently Asked Questions provides information about data bus systems Appendix C Electronic Control Module Coding and Programming provides information useful when replacing control modules Operations This chapter explains how to begin using the scan tool s basic test functions such as identifying a vehicle selecting a system for testing and connecting to a vehicle This information is specific to BMW vehicles For general scan tool functionality see the user s manual appropriate to your diagnostic tool TEST SAME VEHICLE YES NO SELECT BMW SELECT USA LHD SELECT VEHICLE SYSTEMS IDENTIFY THE VEHICLE BY ENTERING VIN DIGITS SELECT SYSTEM CONNECT TO THE VEHICLE MAIN MENUS Vv CUSTOM S
100. ear window using the driver s switch block If both of these functions operate the P Bus is up and running Bus Information Bus and K Bus Body Bus and K buses are serial communication buses in which all modules send and receive over a single copper wire and K buses are identical use varies by model The K Bus body bus allows data to be exchanged between the IKE Instrument Cluster and various control modules ied K BUS K BUS ST emu jowa Figure 4 26 Sample K Bus connections IKE HIGH INST RUMENT CLUSTER D BUS The driver s information system is on the Bus information bus e Instrument Cluster Module IKE e Check Control CCM Lamp Control Check LM e Radio Amplifier DSP e Multi function steering wheel MFL e Multi information display MID Cellular phone 59 60 Testing Bus Systems IKE HIGH INSTRUMENT CLUSTER K BUS MFL CM AMPLIFIER CELLULAR PHONE CCM Figure 4 27 Sample Bus connections I and K Bus Operational Checks Use the following procedure to check the operation of an or K Bus To check and K Bus operation e Activate the 4 way flashers and K buses are working if the flash indicators light up on the instrument cluster e Turn the radio on and adjust the volume using MFL or MID BMBT and K buses are working if the volume changes NOTE The following procedure is for 540 740 X5 models using the High Instrument
101. ease the accelerator pedal and coast until engine is at idle 5 Repeat the above operation two consecutive times 6 Allow the engine to idle in neutral or park for at least 5 minutes 7 Turn the engine off 8 Restart the engine The EML throttle should now be synchronized EML IIIS for E38 V12 The EML IIIS came out in approximately 1995 in the U S and is used on E38 M73 and M73TU engines 5 4L V12 This system has the EML module installed on the CAN communication bus This system uses two throttle valve assemblies mounted on each intake manifold There is only one pedal position sensor PWG connected to the accelerator pedal The EML IIIS control module uses two separate processors Each throttle valve is controlled by two separate stepper motors which are each controlled separately by the two processors On this system the PWG sensor is not a potentiometer or a Hall effect sensor Instead it uses three separate inductive coils each coil supplied with an AC voltage at a specific frequency from the EML module As the pedal is moved the concentric shape of the iron core moves closer to the PWG coils changing the inductance of the coils This increasing inductance reduces the amplitude of the AC frequency The throttle valves are synchronized automatically The EML III control module processes both signals from the two DME control modules If there is a difference under 10 the EML adjusts the throttle valves to achieve equal air on bo
102. ed for OBD II monitoring for misfire detection BATTERY V 0 to 25 5V This parameter is an ECM calculated value of battery voltage based on a sensing circuit across the supply voltage circuit Readings should be close to regulated charging system voltage with the engine running typically 13 5 14 5V at idle Compare the displayed value to voltmeter measurements taken across the battery terminals The ECM uses this parameter primarily for self diagnostic purposes However the ECM may modify some functions if readings are too high or too low BRAKE SWITCH ON OFF BRAKE SIGNAL YES NO This parameter indicates the position of the brake pedal The display reads ON when the pedal is depressed and the brakes are applied and reads OFF when the pedal is released and the brakes are not applied With the brake switch input the TCM deactivates the shift lock solenoid prevents the gear selector from being moved out of Park or Neutral with the key on unless the brake pedal is depressed Also the TCC will disengage when the brake pedal is depressed AGS controlled transmissions monitor the frequency of brake pedal use to adapt the shift program to momentarily match the driver s style of driving sport mode activated Starting with the 1995 E38 the brake light switch was replaced by a Hall effect sensor brake signal With the pedal depressed a high signal is sent to the AGS control module With the pedal in the up position a low signal is present
103. ehicles 1996 and newer engine trouble codes should not clear and engine adaptation values usually will not reset if the battery is disconnected It is usually not necessary to shut the engine off before clearing codes but if codes do not clear then try again with the engine turned off After clearing codes always turn the ignition off for 10 seconds before attempting to start the engine Sometimes clearing codes results in a no start condition if the key is not cycled Under certain conditions usually related to battery problems and voltage spikes the engine controller may set false trouble codes It is always best to record the set codes clear the codes road test then re check for codes Be aware that unless the ignition switch is cycled multiple times the MIL may not illuminate but the scan tool will display any pending engine trouble code 19 Testing Engine Systems IMPORTANT A A low or disconnected battery may set false trouble codes in the engine as well as other systems Do not reconnect the battery with the ignition on or you may permanently damage electronic control modules Always check and clear codes in all systems if the battery was low or disconnected OBD II MIL Operation The MIL or check engine lamp illuminates under specific fault conditions and drive cycles as explained in Table 4 5 and the proceeding text Table 4 5 OBD II MIL operation
104. erte e it tede e aet aee eee a aut rer duree Pe Lad teer 1 Notes and Important Messages 2 Ee 2 dude LEE 2 Chapter 2 Introduction a anra Tena a aae a ma eraa are tensa nnnm han Uae eap Aea ananas EEEa 3 Chapter D el 5 Identitying the Vehicla aie ie et EG neret Ded e Ee ET Hx ape DANA 5 Identifying a Mini Cooper 7 Quick Vehicle ID for Service Lamps Reset 8 EE 10 Connecting to the Vehicle AA 11 Demonstration Programa nennen enne nennen se nennen nennen nnne 13 E TT e EE 15 Testing Engine Systelms EE 15 Geleet 16 Diagnostic Trouble Codes D TCei nennen 19 Functional Tests UENIRE atit 24 Testing Transmission Gvstems ener nennen nnn nens 33 Transmission eeler te EE 34 Transmission Gvstems sss seen entere trnnn nnns nennen inns sistens 37 Important Tips for Testing Transmission Systems seesssseeeeseeseerteeseeeriesrinessrrssrrnsens 38 ile ncc 38 Testing ABS and Traction Control Systems sse 40 ABS and Traction Control Applicaitons nnne 40 ABS and Traction Control Systems eene 41 Testing Airbag Systems sssssssssssssesessssesenee ener en nnne nnns nennen nnne nns 48 Airbag Beeler Le 48 Important Tips for Testing Airbag Gvstems nns 48 Testing Electronic Throttle Systems ennt 49 Electronic Throttle Applications nn 49 Electronic Throttle Gvsiems enne nnns 49 All Systems Failsafe Emergency Operation ccccsceeeeeeeeeeseeeeeeeeeeeaeeseeeeeeseaeeeeneee 52 Testing Climate Control Systems eee
105. es resistance increases Working range of the sensors are 41 255 F b 124 C The substituted default value most often used is 131 F 55 C INSIDE TEMPERATURE C F not available This parameter indicates interior cabin temperature based on the signal of a negative temperature coefficient NTC type sensor and is located behind the protective grill of the climate control faceplate The interior temperature sensor is the most important input for the climate control module to calculate the Y Factor Working range of the sensor is 50 104 F 10 40 C The substituted default value most often used is 20 F 68 C LEG ROOM FLAP MOTOR FOOTWELL FLAP MOTOR not available This parameter indicates the IHKA command position for the leg or footwell air flaps At 0 the flaps should be fully closed and at 100 fully open These flaps are controlled through a stepper motor which can adjust flaps in very fine increments OUTSIDE TEMPERATURE AMBIENT TEMPERATURE C F not available This parameter indicates outside temperature based on the signal of the ambient temperature sensor The ambient temperature sensor is a climate control module input but is usually not a dedicated climate control module sensor It is most commonly located under the left side of the vehicle inside the brake cooling duct The information from the sensor is sent to the instrument cluster From there the instrument cluster will send ambient temperature information t
106. es DSC Ill MK 60 Wheel Speed Sensors Hall Effect For Teves DSC III MK 60 systems active wheel speed sensors operate on the principle of the Hall effect The sensor element is a ferromagnetic alloy that changes its resistance based on the influence of magnetic fields The sensor element and evaluation module are two separate components within the sensor housing The active sensing of the magnetoresistive sensor is particularly suitable for advanced stability control applications in which sensing at zero or near zero speed is required A permanent magnet in the sensor produces a magnetic field with the magnetic field stream at a right angle to the sensing element The sensor element is affected by the direction of the magnetic field not the field strength The field strength is not important as long as it is above a certain level This allows the sensor to tolerate variations in the field strength caused by age temperature or mechanical tolerances ASC DSC Lamp and Brake Lamp Vehicles with ASC or DSC usually have a separate console or dash switch to turn the system ON or OFF 45 Testing ABS and Traction Control Systems Figure 4 24 ASC DSC and brake lamps A ASC DSC lamp B Brake lamp Can be red or yellow depending on the problem ASC DSC Lamp For Teves DSC III MK 60 on the E46 2 wheel drive the DSC control switch button has two different functions depending on the time the button is held down e When you press the button
107. et individual adaptations or reset all adaptations at one time The items listed in the Special Functions submenu depend on the ECM and the vehicle under test Each item names a learning value or adaptation that can be reset such as Knock sensor adaptation Idle adaptation O2 adaptation Throttle adaptation Reset all adaptations Important Tips for Using Special Functions e On most 1990 95 vehicles adaptations reset automatically when the battery is discharged or disconnected but on most 1996 and newer vehicles adaptations must be reset using a scan tool e Resetting adaptations using the Snap on scan tool does not clear stored trouble codes which is a separate function see page 23 e Individual resets available may vary by year model and engine management system Some systems may have only one selection Reset All Adaptations NOTE Resetting throttle adaptation may cause loss of throttle response and poor run condition on some models To re learn throttle adaptation turn the ignition on do not start engine for 30 seconds then turn ignition off for 10 seconds Now start the engine and throttle control should be OK NOTE After performing a reset make sure to cycle the ignition key or the engine may not start To reset an adaptation 1 From the FUNCTIONAL TESTS menu select SPECIAL FUNCTIONS The scan tool displays a screen similar to Figure 4 12 SCROLL amp PRESS Y TO SELECT A FUNCTION IDLE ADAPT
108. ey type 1 Key Type 2 This key type has three buttons and an LED as well as a replaceable internal battery Key type 2 contains four keys Figure 4 31 73 Testing Immobilizer EWS Systems Figure 4 31 Key type 2 A Master keys B Spare emergency wallet key C Valet key Does not open the glove box or trunk This type of Master key has the following features e A 3V lithium battery is used as the power supply for the key transmitters e An EEPROM is used to store the key data The data is not lost when the battery is replaced and initialization is not required The key incorporates an LED that signals the operator of signal transmitting key initialization status and key self test indication cKO 4 Figure 4 32 Master key type 2 A LED B Button 1 C Button 2 D Button 3 74 The buttons in Figure 4 32 have the functions described in Table 4 24 Table 4 24 Key type Z2 button functions BUTTON FUNCTIONS One flash indicates that the message was sent and the batteries are OK A quick flashing LED indicates that the convenience opening signal is being sent LED A slow flashing LED indicates that initialization procedure was successful A steady on LED indicates that the hardware software of the transmitter are OK No LED activity could indicate discharged batteries or a defective transmitter When pressed once locks doors arms DWA and turns interior lights Button 1 o Whe
109. fuel evaporation control car telephone fuel evaporation control valve purge valve injection time load signal part load signal temperature dependent idle speed increase Transmission Low Emission Vehicle door module passenger side door module passenger side seat door module driver side door module driver side rear engine temperature Throttle Position crankshaft reference Technical Reference Information Technical Service Bulletin door lock heating transistorized coil ignition with Hall effect signal transmitter 123 124 Acronyms TSZ i TSZ i s TU TUV TWC TxD TZV UBA U batt UIS ULEV URSS U Vers V6 V V V V signal VA VANOS VNC VE VF VID VL VM VMX VNC vsc vss VVT WIM WK WOT XEN ZA ZA transistorized coil ignition inductive transistorized coiled ignition inductive with starting decoupling Technical Update German automotive testing certification authority Three Way Catalyst diagnosis data line center lock key battery positive battery voltage ultrasound monitoring system Ultra Low Emission Vehicle roll over protection supply voltage 6 cylinder V type Engine Front of vehicle vehicle speed signal Velocity Volts Vehicle Speed Signal Load appliance shut off signal Variable Camshaft Timing Control mechanical distributor pattern injection pump traffic report radio system video module full load Video Module top speed regulation variable camshaf
110. fuses and relays that are found on earlier lamp control systems The LM is usually located in the passenger side kick panel behind the footwell speaker This location provides airflow across the external LM heatsink for cooling The LM reduces a number of components that were used in the past such as e Numerous relays e Flasher unit e Crash control unit relay e Cold check relay e Dimmer switch NOTE Note the following regarding the LM module TheLM is informed by ZKE when a crash has occurred or the alarm was tripped for headlight flasher activation When reverse is selected the LM is signaled to turn on the back up lights 61 62 Testing Bus Systems e The LM can compensate for a burnt out brake light bulb by using the tail light filament It increases the light intensity by increasing the amperage through pulse width modulation This may make it more difficult to diagnose a bad bulb compare both rear lights or check the one that is less bright D Bus Diagnostic Bus The scan tool initiates communication on the D Bus diagnostic bus The D Bus is only active when the scan tool is connected to the diagnostic socket and there is two way communication between the scan tool and a control module The D Bus is the oldest bus system used in BMW vehicles It was introduced in 1987 as TXD which provided communication between the DME and a scan tool The D Bus may still be referred to as TXD in BMW training literature
111. ge MODEL SIZE VEAR TYPE du E32 7 Series 750iL 5 0 V12 1988 90 M70 E34 M Series M5 Sedan 3 6L 1991 93 38 E30 3 Series 325i is ix 2 5L 1987 92 M20 Mrs E32 7 Series 735i 3 5L 1988 93 M30 525i 2 5L 1989 90 M20 E34 5 Series 535i 3 5L 1989 93 M30 E30 3 Series 318i is ic 1 8L 1990 93 M42 E31 8 Series 850i Ci 5 0 V12 1991 94 M70 M1 7 E32 7 Series 750iL 318i is 1 8L 1992 M42 E36 3 Series 318i is ic ti 1 8L 1992 95 M42 DISA M1 7 1 E31 8 Series 850CSi 5 6 V12 1994 95 S70 M1 7 2 E36 3 Series 318i is ic ti 1 8L 1994 95 M42 DISA 2 E34 5 Series 525i 2 5L 1991 92 M3 1 M50 E36 3 Series 325i is 2 5L 1992 E31 8 Series 840Ci 4 0L V8 1994 95 E32 7 Series 740i iL 4 0L V8 1993 95 M3 3 M60 530i iT 3 0L V8 E34 5 Series 1994 95 540i 4 0L V8 E34 5 Series 525i 2 5L 1993 95 M50TU M3 3 1 325i is iC E36 3 Series M3 3 0L M3 1995 S50 M3 E31 8 Series 840Ci 4 4L V8 1996 97 M62 E36 3 Series 318i ti is 1 9L 1996 98 M44 740i iL 4 4L V8 1996 97 M62 M5 2 E38 7 Series 750i iL 5 4L V12 1995 97 M73 850Ci E39 5 Series 540i 4 4L V8 1997 M62 Z3 3 Series Z3 Roadster 1 9L 1996 98 M44 328i is 2 8L 1996 99 E36 3 Series 323i is 2 5L 1998 99 MS41 1 M52 E39 5 Series 528i iT 2 8L 1996 98 Z3 Z3 Z3 Roadster 2 8L 1997 98 MS41 2 M3 E36 3 Series M3 3 2L 1996 99 52 M Bosch ME Bosch with integral EML MS Siemens TU Technical Update DISA differential air intake system dual length intake runners
112. ged NOTE Field reports advise closing all doors before beginning the manual reset procedure Also be aware that it is easy to turn the ignition switch too far Be sure that it is in position 1 accessory and not position 2 ignition on To manually reset the oil service lamp on 2000 and later vehicles without the underhood 20 pin connector 1 Turn the ignition switch to the off 0 position 2 Press and hold the trip odometer button in the instrument cluster and turn the ignition key to the accessory 1 position 3 Keep the button pressed for approximately 5 seconds until either of the following words appear in the instrument cluster display Oil Service or Inspection with Reset or Re 4 Press the button again and hold for approximately 5 seconds until Reset or Re flash 5 While the display is flashing press the button briefly to reset the Service Interval After the display is reading the new interval the following message will appear in the display for approximately 2 seconds END SIA The system can not be reset again until the vehicle has been driven approximately 50 75 miles until it consumes at least 21 gallons of fuel If the display reads Reset or Re when resetting this indicates the minimum driving distance has been fulfilled and the system can be reset Use the following procedure to manually reset the oil service lamp for 2002 03 E65 and E66 with the high instrument
113. gen sensor generates a variable voltage signal according to the amount of oxygen surrounding it This voltage is transmitted to the ECM as feedback of the air fuel mixture As oxygen increases lean voltage decreases as oxygen decreases rich voltage increases A range from 0 00 to 0 42V indicates a lean air fuel mixture a range from 0 48 to 1 00V indicates a rich air fuel mixture If a zirconium O2S fails the ECM provides a fixed 0 45V substitute signal This is also the reference voltage output by the ECM which should be present key on engine off and during open loop operation A Bosch planar wideband sensor measures exact air fuel ratio Wideband means that it can measure very lean to very rich exact voltage to air fuel ratio correlation This sensor is used on Super Low Emission Vehicles SULEV for the upstream sensor on 2003 325i and 2002 03 745i Li and obtains reference air through the sensor harness and plug The plug connection needs to be clean from contamination or it will cause problems Plug connection oxidation can sometimes be cleaned by disconnecting and reconnecting the sensor connector On V type engines O2 SENSOR 1 O2 SENSOR BEFORE CAT1 and O2 SENSOR AFTER CAT 1 refer to the cylinder bank including cylinder 1 On North American models cylinder 1 is on the passenger right side O2 SENSOR 2 O2 SENSOR BEFORE CAT2 and O2 SENSOR AFTER CAT refer to driver left side bank O28 Location 4 6 Cylinder Engines
114. ges i e coolant temperature tachometer fuel level for correct operation 2 Checkthat the transmission range selector is functioning If these controls operate the CAN bus is up and running CAN Bus Components The CAN data bus is comprised of the following components Acontroller receives the transfer data from the microcomputer integrated in the control unit The CAN controller processes this data and relays it to the CAN transceiver Likewise the CAN controller receives data from the CAN transceiver processes it and relays it to the microcomputer integrated in the control unit The data bus does not have a designated receiver Data is sent over the data bus and is generally received and evaluated by all subscribers e A transceiver is a transmitter and receiver in one It converts the data which the CAN controller supplies into electrical signals and sends this data over the data bus lines Likewise it receives data and converts this data for the CAN controller Two data bus terminals are resistors that prevent data sent from being reflected at the ends and returning as an echo which would corrupt the data Two data bus lines are bi directional and transfer the data They are referred to as CAN High and CAN Low Apart from the data bus lines the components are located in the control units The functions of the control units are the same as before CAN transfers data using the following process 1 Supplying the data T
115. gh the variable can range from 100 to 100 the value typically ranges from 25 to 25 on a normally operating engine Positive values indicate the ECM is enriching the air fuel mixture and negative values indicate the ECM is leaning the mixture During open loop operation the ECM runs at a base program without correction and the parameter displays a fixed 0 value The ECM adjusts the air fuel mixture by changing the fuel injector pulse width On V type engines O2 SENSOR INTEGRATOR 1 refers to the cylinder bank including cylinder 1 On North American models cylinder 1 is on the passenger right side or bank O2 SENSOR INTEGRATOR 2 in on the driver left side bank The BMW factory tool displays the integrator as a numerical value The scan tool uses the numerical value to calculate a percentage O2 READY ON OFF O2 READY1 ON OFF O2 READY2 ON OFF These parameters indicate whether the ECM is operating in closed or open loop Reads ON during closed loop operation and reads OFF during open loop operation In closed loop the ECM constantly adjusts the air fuel mixture according to O2S input signals The ECM switches from open to closed loop only after the O2Ss reach operating temperature Many faults including some that set diagnostic trouble codes DTCs cause the ECM to return to open loop operation Some earlier vehicles normally return to open loop operation at idle On these vehicles the slower velocity of exhaust gases passing throug
116. gine speed signal and the throttle valve position signal The VANOS system adjusts the camshaft timing for all engine operating conditions to optimize engine performance reduce exhaust emissions and improve fuel economy The 105 Transmission Parameters System increases torque at the lower to mid range engine speeds without sacrificing upper speed range power The VANOS system receives inputs from the engine speed mass airflow MAF engine coolant temperature ECT and camshaft position CMP sensors On some versions VANOS may receive additional input from the engine oil temperature EOT sensor On Single VANOS only the intake camshaft is controlled When the control solenoid is energized the intake camshaft is advance When the solenoid is de energized spring tension forces the intake camshaft back into the retarded position On Dual VANOS both the intake and exhaust camshafts are controlled With VANOS solenoids energized the intake camshaft is advanced and the exhaust camshaft is retarded With the VANOS solenoids de energized the intake camshaft is retarded and the exhaust camshaft is advanced VEHICLE SPEED KMH not available VEHICLE SPEED MPH not available This parameter indicates the vehicle speed based on the vehicle speed sensor VSS input signal to the ECM 5 3 Transmission Parameters 106 A T OIL A T OIL TEMPERATURE OIL TEMP variable This parameter displays the automatic transmission fluid ATF te
117. h the tailpipe is not sufficient to maintain O2S operating temperature Accelerating off idle warms the O2S shifting the ECM back into closed loop operation On V type engines O2 READY1 refers to the cylinder bank including cylinder 1 On North American models cylinder 1 is on the passenger right side or bank O2 READY2 refers to the driver left side bank OIL TEMPERATURE C 40 to 199 C OIL TEMPERATURE F 40 to 389 F These ECM calculated parameters indicate the engine oil temperature EOT based on the signal voltage from the EOT sensor The electronic level sensor is located in the engine sump mounted to the engine oil pan The probe of the level sensor contains two temperature sensing elements One senses the engine oil temperature 99 100 Engine Parameters The other is heated to 50 F 10 C above the temperature of the engine and then is allowed to cool The length of time it takes to cool the heated element is how the sensor determines the engine oil level When the oil level is high it covers a larger portion of the probe submersed in the oil sump The engine oil around the probe absorbs the heat of the heated element more quickly than if the level is low The microprocessor in the base of the sensor produces a pulse width modulated signal proportional to the oil level The pulse width decreases with a decreased level of oil The engine control module uses the EOT input signal to protect the engine d
118. he control unit provides data to the CAN controller for transfer 2 Sending data The CAN transceiver receives data from the CAN controller converts it into electrical signals and sends them All buses send data serially meaning one event at a time In data transmission the technique of time division is used to separate bits of data sent The messages sent over all buses are configured serially Each message consists of coded information With non CAN buses not all of the connected control units will receive the information the data is sent only to a control unit with a specific address With CAN Buses all of the connected control units will receive all bus data but only the unit with a specific address will accept and react to the data Bus Gateway BMW uses the Instrument Cluster or the Instrument Cluster module IKE as the connection or bus gateway between the following four buses e D Bus RXD TXD e Bus e K Bus CAN bus NOTE Note the following regarding the IKE gateway e ThelKE control module is mounted on the back of the instrument cluster and is connected to the cluster with two additional connectors containing the D and K buses e The IKE contains all of the processing electronics for the Instrument Cluster and on board computer e Signals sent to a component that is on the Bus must be passed on by the IKE e Diagnostic data must be passed through the IKE to the and K buses as communication between a
119. he vehicle production date on the driver side door jam for parts ordering 17 18 Testing Engine Systems NOTE Note the following regarding engine types e M50TU M52 amp M62TU Single VANOS e M52TU Dual VANOS e M73TU Electrically heated catalytic converters NOTE The E Series designation defines the specific year body and chassis The car series defines the body only and is not year specific Use Table 4 2 below to convert the BMW E Series to the car series and year Table 4 2 E Series conversion chart E SERIES CAR SERIES YEAR E28 5 Series 1982 88 1984 92 E30 Ge 1992 convertible and coupe only E31 8 Series 1991 97 E32 7 Series 1988 94 E34 5 Series 1989 95 E36 3 Series 1992 99 E36 Z3 3 Series 1996 2001 E38 7 Series 1995 2002 E39 5 Series 1996 2003 E46 3 Series 1999 2003 E52 Z8 2000 03 E53 X5 SUV E65 745l 2002 04 745Li E66 760Li 2003 E85 Z4 Use the following information to determine the BMW model designation for the vehicle you wish to test The vehicle systems that are available for selection from System Selection menus see Selecting a System on page 10 are largely determined by model type Table 4 3 gives two sample BMW model designations and their explanations and Table 4 4 lists further model codes and descriptions Table 4 3 Sample BMW model designations and explanations 740iL 325xiT 3 3 Series 7 7 Series 25 2
120. ifications 57 transmission control module 37 C CAN bus 63 64 ABS and traction control systems 43 components 64 data transfer process 64 EML IIIS 50 operational check 64 transfer speeds 63 See also bus systems CDC See Corner Braking Control central body electronics systems 65 66 clearing EDK throttle values 52 clearing trouble codes 23 note about engine off engine running 23 climate control systems 53 55 important notes for testing 53 131 coding and programming 59 71 129 central coding key ZCS 48 65 72 130 Corner Braking Control 42 activation condition note 42 See also Dynamic Stability Control D D Bus 62 communication speed note 62 operational check 63 See also bus systems data parameters climate control 108 engine 84 listed alphabetically 80 transmission 106 DBC See Dynamic Brake Control DBS See Dynamic Brake System demonstration program 13 diagnostic bus See D Bus diagnostic connector locations 12 diagnostic connectors See 20 pin 16 pin or 13 pin connector DL 16 11 DSC See Dynamic Stability Control DWA See antitheft systems Dynamic Brake Control 44 See also Dynamic Brake System Dynamic Brake System 44 See also Dynamic Stability Control Dynamic Stability Control 42 See also ABS and traction control systems E EBV See Electronic Brake Force Distribution ECU ECM terminology note 23 EDK 51 clearing throttle values 52 ME7 2 51 MS43 51
121. ill take reasonable measures to avoid sharing such information in the future Please note that such third parties are usually independent from Snap on and if you wish to stop all communications from such parties you will need to address such issues with the third parties directly We may disclose Personal Information in response to legal process or when we believe in good faith that the law requires it for example in response to a court order subpoena or a law enforcement agency s request We also reserve the right to disclose Personal Information to protect the security of the Software to protect ourselves and our affiliated companies against liability and or in connection with any sale assignment or other transfer of all or a part of our business We may share Personal Information with our consultants or service providers to help us serve you better We also contract other companies and individuals collectively Suppliers to perform functions on our behalf including without limitation vi fulfilling and processing orders handling shipping and returns sending communications to you and providing customer services We require the Suppliers to agree to abide by Snap on s privacy policy and only use your Personal Information only until payment for your order is processed and only to the extent necessary to perform their functions and may not use it for any other purpose We will not use or share the Personal Information provided to
122. indicate the status of the heated oxygen sensor HO2S heater circuit Reads ON when the ECM is commanding the heater on On some early systems the ECM controls the heat intensity by modulating the duty cycle of the signal to the heater relay On later models the DME typically controls the O2 heater directly Either system displays a percentage the higher the percentage the greater the heat intensity At cold start the downstream O2S duty cycle is usually delayed or minimized for a couple of minutes to prevent sensor shell shock cracking Heater duty cycle is also increased on deceleration to compensate for cooler exhaust temperatures See O2 SENSOR parameters page 96 for specific application interpretation Oxygen sensor heater relay ground is ECM controlled and only operates under specific pre programmed conditions On deceleration the duty cycle will be increased to maintain the heating of the sensors during closed throttle operation with fuel cut off O2 SENSOR INTEGRATOR 100 to 100 O2 SENSOR INTEGRATOR 1 100 to 100 O2 SENSOR INTEGRATOR 2 100 to 100 Integrator Upstream O2S These parameters are equivalent to the short term fuel trim short term FT correction during closed loop operation This correction is based on the oxygen sensor O2S input for a given engine load and speed The ECM monitors engine operating conditions and calculates short term and long term adaptations to correct for engine wear Althou
123. ing a test with the engine running A moving vehicle can cause injury A universal warning triangle is used when an icon for the specific hazard is not available In these instances the safety message is proceeded by the signal word in bold type An example is shown below The engine compartment contains electrical connections and hot or moving parts A Keep yourself test leads clothing and other objects clear of electrical connections and hot or moving parts Do not wear watches rings or loose clothing when working in an engine compartment Do not place tools or equipment on fenders or other places in the engine compartment Barriers are recommended to help identify danger zones in test area Contact with electrical connections and hot moving parts can cause injury Important Safety Instructions For a complete list of safety messages refer to the Safety Information chapter in the user s manual for the diagnostic tool associated with this software product Table of Contents TIVA vinctum ix Safety el Elte EE ix Important Safety Instructions esssssssssssseseenenne eene nennen rens x Table of Contents neret een eietee et stdecrctecetestbereneteest xi Chapter 1 Using This Manual ieseeeeeeeeeeee eee nnn nnne nnnnnnn nnn na snnt nnn nunne annnm 1 CONVENTIONS citet a lee idi get etoile as t tid cde tin eae 1 MIEL 1 Terminology ocio f
124. ing antenna EWS Il Starting Procedure When the key is inserted into the lock cylinder and switched on the transmitter receiver module is powered The key coil and transponder chip are also powered by the induced voltage Data transfer now takes place between the transponder chip and EWS II control module in the following order 1 The key identification code stored in the EEPROM of the key is sent to the transmitter receiver module The transmitter receiver module converts the amplitude modulated signal to a digital signal containing the same identification code The code is sent to the EWS Control Module over a data link such as a K Bus The EWS II control module must recognize the code as valid in order for engine starting to continue Once the identification code is accepted as valid the EWS II sends the digital password to the transmitter receiver module The transmitter receiver module converts the signal into an AM signal and sends it to the transponder If the transponder accepts the received password as valid starting continues With acceptance of the password the transponder releases the changing code 69 70 Testing Immobilizer EWS Systems 8 The code is converted to a digital changing code and sent to the EWS control module 9 Ifthe code is valid the EWS control module accepts the key as valid 10 The EWS II activates the internal starter relay and the starter circuit is energized 11 The EWS II se
125. ing conditions A positive value indicates increased fuel injection duration a negative value indicates a decreased fuel injection duration When the short term ST correction value which may be represented by the O2 INTEGRATOR parameter reaches its upper or lower limit the ECM resets ST correction and moves the long term fuel trim LTFT value up or down by one count The short term fuel trim STFT moves quickly while the LTFT moves slowly The LTFT and STFT continue to work together until the fuel mixture problem is corrected or until the LTFT reaches its upper or lower limit When the LTFT reaches its limit the ECM sets a DTC and usually defaults into open loop operation The factory term Additive Mixture Adaptation refers to the fact that the ECM is adding directly to the injector opening time for all memory cells However data is only updated under certain idle conditions Be aware IDLE FUEL TRIM works together with PART LOAD FUEL TRIM page 100 to establish the LTFT On V type engines IDL FTRIM1 refers to that cylinder bank that includes cylinder 1 On North American models cylinder 1 is on the passenger right side or bank of the vehicle IDL FTRIM2 refers to driver left side bank IDLE LOAD YES NO IDLE SWITCH IDLE LOAD SWITCH CLSD OPEN These parameters indicate the position of the throttle position TP sensor Usually YES and CLSD indicate the throttle plate is in the idle position However on some vehicles
126. ings are not plausible the ECM switches to limp home mode which allows only a limited engine speed The accelerator pedal controls the accelerator pedal position APP sensors using a throttle cable For MDK hybrid drive by wire systems the range is 0 5 4 5V The two parameters should be very close to each other in value The EML full drive by wire system does not use an overriding clutch This system uses an APP sensor located at the accelerator pedal along with a throttle actuator valve sensor that is located at the throttle body The ECM relies on the sensors to validate each other If one sensor fails the ECM operates based on the second sensor The ECM also lowers the engine speed to idle when the brake pedal is depressed Moving the throttle plate should bring about a proportional and simultaneous change in both sensor signal voltages For EML full drive by wire systems the range for THROTTLE VALVE1 is 0 5 4 5V The range for THROTTLE VAVLE2 is 4 5 0 5V When added together the voltage values from both parameters should equal approximately 5V THROTTLE POSITION SENSOR ADAPT THROTTLE POS SENSOR ADAPTATION 0 to 10096 Adaptation Throttle valve Potentiometer This parameter is an ECM learned corrective value for the throttle position TP sensor idle stop setting As an engine ages the ECM adjusts the idle stop to maintain the idle speed at original specifications The greater the value the greater the ECM compensation T
127. injector 5 1256 Fuel injector 6 1257 Fuel injector 7 1258 Fuel injector 8 1261 Fuel pump relay control 1263 Purge valve 1264 Oxygen O2 or Lambda heater 1265 Fault lamp check engine 1266 VANOS 1267 Air pump relay control 1271 Ignition coil 1 1272 Ignition coil 2 1273 Ignition coil 3 1274 Ignition coil 4 1275 Ignition coil 5 1276 Ignition coil 6 1277 Ignition coil 7 1278 Ignition coil 8 1281 Control unit memory supply 1282 Fault code memory did not pass self test Disconnect from power and reconnect after 10 minutes Check charging system for over voltage 1283 Fuel injector output stage can be set by a faulty ignition coil 1286 Knock control test pulse 1444 No failures Important Tips for Reading Pedal Fault Codes e Blink codes cannot be retrieved if the scan tool is communicating with the vehicle Blink code retrieval can be used for comparison and backup to the scan tool e V12 engines have two ECMs one for each engine bank Codes need to be retrieved from each bank separately The left engine bank is on the driver s side of the vehicle which is Bank 2 The right passenger side is Bank 1 Be aware that each bank s induction system MAF sensor and intake runners are physically located on the opposite bank To access the second ECM depress the gas pedal to the floor six times All cylinder 7 12 codes begin with a two Clearing ECM Codes Selecting CLEAR ECU CODES clears all trouble codes from the selected control module
128. ion about using your scan tool with printers Actuator Tests Actuator tests command the ECM to activate components and systems such as injectors the idle stabilizer the purge control solenoid and the oxygen sensor heater relay The scan tool only commands the ECM to activate a component the scan tool does not check component operation In most cases you can hear whether a component functions correctly such as when a relay clicks or a pump vibrates Read the on screen instructions carefully Run the engine only when instructed On most engines injector operation can be confirmed by listening for clicking noise On some engines such as the Motronic 1 7 and 1 7 2 itis difficult to hear this clicking action For these use a digital multimeter a graphing meter or a stethoscope to check injector operation NOTE Note the following regarding actuator tests Before performing an actuator test on a component physically check whether the component is installed on the vehicle e Actuators can be mounted anywhere in the vehicle such as under the dashboard hood or trunk If you hear no reaction where one is expected test the actuator circuit with a digital multimeter or a digital graphing meter such as the Snap on Vantage meter to confirm whether the ECM properly controls the component e After performing actuator tests make sure to cycle the ignition key off for ten seconds or the engine may not start Read the on screen instruc
129. ional components Dynamic Brake Control DBC is designed to provide an increase in braking pressure up to the ABS threshold during rapid emergency braking situations The DSC III control unit monitors the inputs from the brake light switch and the brake pressure sensor The triggering criteria for activation of DBC is how rapidly the brake pressure is increasing using the following factors Brake light switch on Brake pressure in the master cylinder above threshold Brake pressure build up speed above threshold Vehicle road speed above 3 MPH 5 KPH Pressure sensor self test completed and sensor not faulted Vehicle travelling forward e ABS inactive If the threshold for DBC triggering is achieved the DSC III control unit will activate a pressure build up intervention by activating the pre charge and return pump The pressure on all wheels is increased up to the ABS regulation point This ensures that the maximum brake force is applied to the vehicle When DBC is activated the rear axle is controlled with Select Low logic and the front wheels are regulated individually DBC will continue until one of the following conditions occurs e The driver releases the brake pedal Brake pressure falls below threshold Vehicle road speed falls below 3 MPH e A fault occurs with any of the necessary input sensors A DBC fault will illuminate the yellow BRAKE ABL lamp to warn the driver Depending on the failure the DSC lam
130. ioning properly For example if one of the potentiometers fails the engine will slowly reach maximum speed with limited power half throttle capacity e Emergency Operation 2 This is when faults occur which impair actuator control Engine speed is limited to 1300 RPM and vehicle speed is limited to 20 25 MPH NOTE Emergency operation can be caused by power braking simultaneously pressing both accelerator and brake pedal 4 6 Testing Climate Control Systems The scan tool can read Codes amp Data from BMW climate control systems Airco Table 4 13 lists BMW climate control systems Table 4 13 Climate control types and system description CAR SERIES E SERIES YEAR SYSTEM IHKR 3 Series E46 1999 2003 IHKA E46 IHKR 5 Series E39 1997 2003 IHKA E39 X5 E53 2000 03 IHKR IHKA 4 6 1 Types of Climate Control Systems BMW climate control systems are either fully manual semi automatic or fully automatic BMW refers to these systems as IHKS manual IHKR semi automatic and IHKA fully automatic IHK translates from German into integrated heating and air conditioning system e IHKR standard equipment semi automatic heating and air conditioning system This system is single zone regulating temperature based on a manually selected temperature Blower control air distribution and flap positions are all manually operated e IHKA is fully automatic and may have dual controls for driver a
131. is currently not performed with the Snap on scan tool e After the ignition is switched off the ISN is still transferred to the DME for 10 seconds which means that a vehicle with a possible EWS problem or faulty ignition switch key may start the engine within that 10 second window Always wait 10 seconds before re starting to fully check the system EWS Ill There are two different versions of EWS III Version 3 2 is essentially the same as EWS II except that the transmitter receiver module is integrated with the EWS module This system does not have the rolling code security feature that was added for EWS III 3 3 Version 3 3 used on EWS 3 3 has all the security features of EWS II However instead of using an ISN jointly shared between the EWS and DME EWS 3 3 uses a higher level of security called rolling code technology Rolling code technology uses a rolling code table permanently coded into both the EWS and the DME which cannot be overwritten by any coding or flash programming With the ignition turned off both the EWS and the DME automatically roll forward to the next code on the code table In case one gets out of sync the other will roll forward up to a maximum of 200 times to establish synchronization The rolling code is a one way signal from the EWS to the DME The DME must perform its own calculation and match the EWS in order for the engine to start Table 4 23 EWS III applications EWS Ill VERSIO
132. l rechargeable battery charged by EWS ring antenna when key is in the ignition The new larger button arrangement has same functions as key 2 The key housing cannot be opened battery cannot be replaced 75 Testing Immobilizer EWS Systems a Figure 4 33 Master key type 3 Key Type 4 This new electronic key has eliminated the mechanical key part teeth and tumblers This key is used on the new 7 series E65 starting in 2002 Figure 4 34 Figure 4 34 Master key type 4 A Release button for mechanical key B Emergency mechanical key Key Initialization Up to four keys can be coded initialized to operate the remote system but all must be initialized at the same time NOTE A successful initialization is followed by the doors locking unlocking 76 P To initialize keys 1 Make sure all doors are closed Switch the key to the accessory position KL R and then back off within 5 seconds Press and hold button 2 on the transmitter Press button 1 three times Release button 2 If the key has an LED it flashes for 10 seconds All remaining transmitters must be initialized by completing steps 3 through 5 7 When initialization is complete switch the key back to KL R If the acknowledgement signal of the doors locking unlocking does not follow the initialization procedure the process must be repeated If the ignition is switched on during the process the initialization procedure is cancelled c RON
133. l tank The ECM relies on the fuel tank pressure FTP sensor voltage signal to calculate this value On a normally functioning System expect this parameter to read 47 5 kPa at key on engine off 18 0 kPa at idle and 47 0 kPa at 2 500 RPM TANK VENTILATION ON OFF TANK VENTILATION 6 0 to 100 These parameters indicate the position of the shut off valve which is located on the inlet side of the charcoal canister Reads ON or 096 when the valve is closed and the fuel tank is sealed from atmospheric pressure and reads OFF or a percentage greater than zero when the valve is open and the ECM is allowing atmospheric pressure into the tank in order to conduct an evaporative system leak test THERMOSTAT ON OFF This parameter indicates whether the ECM controlled electric thermostat is active It is used on Low Emission Vehicle LEV compliant engines using a dual stage electrically heated thermostat This thermostat allows the engine to run hotter than a conventional thermostat The second stage is controlled by the heater inside the thermostat The heater is turned on under the following conditions e Engine temperatures greater than 235 F 112 C e Intake air temperatures greater than 125 F 52 C Load signal greater than 5 8 ms Vehicle speed greater than 100 MPH 161 KPH 103 104 Engine Parameters The heater inside the thermostat causes the thermostat to open further thereby increasing coolant flow through the radiator a
134. list of ZKE and ZVM versions by body model Table 4 21 Central body electronics applications CENTRAL BODY ELECTRONICS SYSTEM MODE ZVM All E36 before 9 94 and Z3 Roadster E32 ene E34 ZKE Il E31 E38 740i iL ZKE Ill E39 525i 528i 530i 540i M5 E53 X5 3 0L ZKE IV E36 convertibles from 5 94 All other E36 models except Z3 Roadster after 9 94 ZKE V E46 E85 Z4 4 8 1 ZKE Ill and GM Ill The main component of ZKE III is the General Module GM III which is the main processing and command center for the ZKE III system The GM processes all the input signals and then commands activates operation of the appropriate component e g activate a window motor The GM III has integrated circuits which use internal resistors to control current through circuits and actuators The GM III has the following functions e Acts as a Master controller for all modules on the P Bus Acts as a gateway for modules on the P Bus to communicate with modules on other bus systems e Communicates with the Remote Central Locking Module FBZV on the K Bus all commands from transmitters are received by the FBZV and sent over the K Bus to the GM III for activation The GM communicates with the other ZKE III modules on the P Bus such as Driver passenger door modules e Driver door switch block e Sun roof module e Seat mirror memory module e Keyless remote entry module 4 9 Testing Antitheft DWA Systems
135. ll ON or activated Fault codes for both ASC DSC and ABS faults are stored in the integrated ASC DSC ABS controller Use the ABS menu selection on the scan tool to access all fault codes For Bosch 5 7 DSC III E46 all wheel drive turning the DSC button OFF only deactivates ASC engine and DSC yaw intervention Brake intervention remains active for anti spin control in slippery conditions For Bosch 5 7 DSC III X5 turning the DSC button OFF deactivates the DSC yaw intervention only not the ASC engine intervention Engine traction control intervention remains active as well as brake intervention for off road operation Important Tips for Testing ABS and Traction Control When the scan tool is accessing the ABS system the ABS warning lamp may illuminate The lamp may stay on until the scan tool is disconnected and the ignition key is cycled In most cases the BMW ABS systems will not communicate with the scan tool if the vehicle is driven If the battery voltage drops below about 11 8V the ABS DSC system may have problems communicating with the scan tool For 1992 95 systems with ASC a malfunction in one system may turn on the warning lamp for both ABS and ASC ABS or traction control codes may sometimes also turn on the engine MIL ASC DSC codes may also turn on the brake lamp hydraulic problem which should go out when codes are cleared On systems with integrated ABS and traction control clearing ABS codes with the scan to
136. ll come on at a speed that is dependent on the Y Factor and system settings The battery charge condition also contributes to blower speed When the battery drops below 12V the blower speed signal to the blower output stage is reduced proportionately To switch the system off the rocker switch must be stepped down to the lowest setting and then switched off Blower control operation is activated with the ignition switched on The blower speed is controlled by regulating varying the ground circuit The IHKA control module determines the appropriate blower speed using the following primary inputs Blower control thumbwheel rocker switch inputs The Y Factor On some models the requested blower speed selection is monitored by the control module which is remotely mounted On all other models the requested input selection for blower speed is internally monitored because the control panel and control module are combined COMPRESSOR SHUTOFF SIGNAL ON OFF The IHKA module monitors the full load input from the ECM If the ECM detects full load conditions it signals the IHKA control module to disengage the A C compressor Some of the conditions for compressor shutoff may be Vehicle speed less than 10 MPH 16 KPH e Throttle is wide open Engine coolant temperature has reached a maximum temperature The compressor may be turned off for a maximum of 4 minutes actual duration may differ between systems COOLANT C 40 to 199 C CO
137. married together and to the vehicle They cannot be used in any other vehicles All EWS Ill replacement DME modules are purchased blank and then flash programmed using the factory scan tool Part of the programming includes the EWS sending the rolling code table to the new DME which is then burned into memory The EWS then resets its rolling code back to position 1 es EWS DME alignment resets the rolling code back to position 1 in both modules EWS III Key Activation Deactivation Keys that are lost or stolen may be deactivated or made to not operate the starter functions The factory tool has the ability to activate and deactivate EWS III 3 3 keys Any key may be barred except the key in the ignition at the time of deactivation The lost or stolen key can be identified by the identification of the remaining keys There is no limit to the number of times a key can be activated deactivated NOTE o Note the following regarding key activation While checking key operation don t forget to wait 10 seconds before inserting the next key because the ISN is still being transferred after the key is shut off the EWS system is not activated until after 10 seconds If you don t wait for 10 seconds a bad key could still start the vehicle e A dead key battery does not affect vehicle starting n approximately 2000 new style keys with non replaceable batteries featuring the blue and white BMW roundel are only charged when the ignition
138. mission Gearbox is a dealer option for 2002 04 Sport Manual shift SMG SMG II M3 M5 and Z4 323i Ci E46 3 00 9 00 325i 330l E46 6 00 2003 325i Ci CiC A5S325ZF 5HP19 330i Ci CiC 2000 03 GS 8 36 EGS AGS 525i 530i E39 525i 5301l E39 3 01 2003 Z4 2003 Table 4 9 provides two sample interpretations of BMW automatic transmission identification codes located on the transmission side plate Table 4 9 Sample BMW automatic transmission ID codes and explanations A5S 310Z 4HP24 EH A Automatic or S for Standard 5 Number of gears Overdrive Ratio S Top Gear Overdrive D Top Gear Direct Drive 310 Maximum Input Torque Rating in Nm Z Manufacturer R Hydramatic Z ZF 4 Number of Gears HP Hydraulic Planetary 24 Maximum Torque Rating in Nm 22 220 EH Electro Hydraulic Valve Body H Hydraulic Valve Body 4 2 2 Transmission Systems BMW uses automatic transmissions made by two different suppliers GM and ZF e GM Hydramatic is a manufacturing division of GM located in Strasbourg France producing smaller transmissions used for lower output engines such as the M42 and M50 e ZF German company Zahnradfabrik Friedrichshafen commonly known as ZF transmissions ZF manufactures both manual and automatic transmissions There are approximately 24 different control system versions The transmission and control system technology becomes more sophisticated through
139. mote control for central locking system Intelligent Safety Integration System Individual Serial Number head protection system battery charger integrated power supply module with catalytic converter bodyshell bus Kick Down continuous fuel injection system ignition switch accessory reposition IHKA signal Compressor Request DME signal Compressor Release crankshaft instrument cluster Knock Sensor KSB KSK KVA KW L L4 LA LAB LAD LCD LCM LDP LED LEW LEV LFB LHM L Jetronic LKM LL LL LLS LM LP LRA LWR LSM LSM LSD LSZ LTW LWR MAF MAP MBC MBV MCU MDK ME cold start accelerator knock sensor control fuel consumption indicator crankshaft Long wheelbase version 4 cylinder Longitudinal Mounted Engine national market version Lead Acid Battery load dependent module Liquid Crystal Display Lamp Check Module Leakage Diagnosis Pump Light Emitting Diode steering angle sensor Low Emission Vehicle load dependent injection start bulb check module air volume metering fuel system lamp check module idle reading light or left hand drive vehicle idle actuator Light Module printed circuit board automatic headlight vertical aim control adjustable steering column seat and steering wheel column memory Limited Slip Differential light switch center Light Weight head lamp range regulation Motronic Mass Airflow Manifold Absolute Pressure Maximum Braking Control flow control
140. mperature based on the temperature sensor located inside the transmission As the oil temperature increases the sensor resistance decreases The transmission controller converts the temperature sensor voltage into temperature Transmission oil temperature greatly influences shift time and smoothness as well as torque converter clutch TCC lockup operation especially at colder temperatures Reads near or above 266 F 130 C when overheating The engine and transmission controllers should change operation strategies in an attempt to cool the fluid long before it reaches the overheating temperatures KICKDOWN KICKDOWN SWITCH DOWNSHIFTING ON OFF These parameters indicate whether the transmission kickdown mode is active When the accelerator pedal is depressed beyond a certain point and the enable conditions for kickdown are authorized by the TCM the transmission will downshift into a lower gear The TCM monitors throttle position vehicle speed transmission input shaft speed and load to determine if kickdown should be enabled AGS equipped transmissions respond to kickdown by changing to sport mode PEDAL POSITION ACCELERATOR PEDAL POSITION 0 to 100 This parameter indicates throttle position calculated in percent by the TCM The throttle position input to the TCM DKV is a processed fixed frequency variable duty cycle signal provided by the DME control module The higher the percent reading the greater the throttle opening SHIFT L
141. n Example Select FUNCTIONAL TESTS Notes and Important Messages Scroll The term scroll will be used to mean moving the cursor or changing data by turning the Thumbwheel Scanner or pressing the Thumb pad MODIS Example e Scroll to see any other codes and the data list Scan Tool The term scan tool will be used to refer to either the MT2500 Scanner scan tool the MTG2500 Color Graphing Scanner scan tool or the Scanner Plug in for MODIS or the SOLUS scan tool When necessary the term Snap on scan tool will be used to distinguish Snap on equipment from another diagnostic device such as the manufacturer s scan tool 1 2 Notes and Important Messages The following messages appear throughout this manual 1 2 1 Notes A NOTE provides helpful information such as explanations tips and comments Example NOTE For additional information refer to 1 2 2 Important IMPORTANT indicates a situation which if not avoided may result in damage to the test equipment or vehicle Example IMPORTANT Never install vehicle communication software cartridges in both slots of the Scanner This can cause damage to the software cartridges Introduction This manual contains instructions for testing BMW vehicles with the Snap on MT2500 Scanner the MTG2500 Color Graphing Scanner or the Snap on MODIS Modular Diagnostic Information System with the Scanner Plug in Som
142. n the same parameter goes by a similar but different name when used on more than one model engine or control system In these instances all of the applicable parameter names as displayed on the scan tool are listed in alphabetical order before the description To find the description of a parameter locate it in the alphabetical index then go to the indicated page Parameters are listed in the index as they appear on the scan tool screen The data parameter descriptions in this manual were created from a combination of sources For most parameters some basic information was provided by the respective manufacturers then expanded through research and field testing Parameter definitions and ranges may expand as more test results become available For some parameters no information is currently available 79 Alphabetical Parameter List The scan tool may display names for some data parameters that differ from names displayed by a factory tool and other scan tools Always use a power graphing meter such as the Snap on Vantage meter or a lab scope to further validate the displayed values If data is corrupted on multiple data parameters do not assume that the control module may be faulty This corrupt data may be caused by improper communication between the Scanner and the control module See the troubleshooting sections of the Scanner User s Manual or the MODIS Display User s Manual for more details on communication problems
143. n fer ii den e rrt En reda e ned 101 REQUIRED IDLE RPM 101 REQUIRED INEET CAMSHAET 1 tecti t etre ce e i EENS AE 101 FARM M PET TLP ETE MR 101 S SECONDARY AIR PUMP ceca eia e dead ie REI D et t SR tea nere esae 101 SECONDARY AIR VALVE o etre RU Eed ENEE SEENEN 102 SHIFT LEVER rc Ern SHIFT LEVER E SHIFT za zio SHIFT LEVER My ces SHIFT LEVER N SHIFT LEVER P SHIFT LEVER R SHIFT PROGRAM teens ae SMOOTH RUNNING VALUE ENGINE 1 102 SMOOTH RUNNING VALUE ENGINE 10 SMOOTH RUNNING VALUE ENGINE 11 SMOOTH RUNNING VALUE ENGINE 12 SMOOTH RUNNING VALUE ENGINE 2 SMOOTH RUNNING VALUE ENGINE 3 SMOOTH RUNNING VALUE ENGINE 4 SMOOTH RUNNING VALUE ENGINE 5 Er SMOOTH RUNNING VALUE ENGINE GN SMOOTH RUNNING VALUE ENGINE VE SMOOTH RUNNING VALUE ENGINE 8 E SOLAR SENSOR LEFT V arselin y B c d et de e P tnde d da ge SOLAR SENSOR RIGEH T VM EE 83 Engine Parameters SOLAR SENSOR S cost pei ac ct aub d uu dd e kc d SYSTEM REFRIGERANT PRESSURE SENSOR V SYSTEM REAR TEMP SUPPLN ttt ttt ttt ttt ttt eraat naaar rna aae TANK PRESSURE EE 102 TANK VENTILATION TANK VENTILA de EE EE 103 REENEN 103 THROTTLE THROTTLE VALMENSL batana bk tnaane trsa ant nnsa anennsa atraen errant
144. n pressed twice deactivates tilt monitoring When pressed once unlocks driver side door disarms DWA turns interior lights on Button 2 When pressed twice unlocks all doors When pressed once or twice convenience opening when pressed and held Trunk lid opened when pressed Button 3 Panic mode when pressed and held alarm activation Pressing buttons 1 and 3 at the same time will start a self test of the transmitter The transmitter is OK when the LED comes on steady for one second If the LED fails to come on try replacing the batteries before suspecting the transmitter The state of charge of the transmitter batteries is monitored by the control module Once the voltage level of the transmitter drops below 4 5V the LED will no longer signal transmitter operation Convenience opening initialization and self testing are no longer possible The control module will store the low battery level and post a message in the check control display when the door is opened NOTE Note the following regarding battery replacement of key type 2 There is usually a 1 minute time limit to replace the battery after the cover is removed If you exceed this time all keys will have to be re initialized Replacing the batteries within one minute will not require a new initialization procedure Key Type 3 This key type blue and white BMW roundel came out in approximately 2000 Figure 4 33 It has no LED and has an interna
145. n shift the engine idle speed will vary If the predetermined values are reached the system is functioning properly The flow check will operate after the following conditions have been met Vehicle speed 0 e Oxygen sensors in closed loop Engine at idle speed e Coolant temperature above set limit COOLANT TEMPERATURE SENSOR C 40 to 199 C COOLANT TEMPERATURE SENSOR F 40 to 389 F These parameters indicate the engine coolant temperature based on the engine coolant temperature ECT sensor signal On early systems readings may be inaccurate due to a variance in conversion factors Verify actual coolant temperature by testing directly with a pyrometer COOLANT TEMPERATURE SENSOR V 0 to 5 00V This parameter indicates the voltage from the engine coolant temperature ECT sensor The ECT is a Negative Temperature Coefficient NTC sensor resistance decreases as temperature increases The display should read high voltage on a cold startup then gradually drop as the engine warms up The ECM switches to a failsafe default value if a sensor malfunction occurs The ECM uses the ECT signal to regulate fuel injection during numerous engine operating conditions Some sensors may contain two NTC elements one for ECM input and the other for the instrument cluster temperature gauge DISA VALVE CTRL VALVE DIVIDED MANIFOLD ON OFF This parameter displays the state of the ECM commanded differential air intake system DISA vacuum v
146. nd bringing the engine temperature down The temperature of the coolant should drop to approximately 185 F 85 C when the heater is activated THROTTLE THROTTLE VALVE 0 to 100 This parameter indicates the percentage of throttle opening The ECM calculates this value from the throttle position TP sensor voltage signal The greater the percentage the wider the throttle opening THROTTLE VALVE THROTTLE VALVE POSITION not available This parameter indicates the throttle valve opening in degrees based on the throttle actuator valve sensor THROTTLE VALVE 1 THROTTLE VALVE POSITION 1 V THROTTLE VALVE 2 THROTTLE VALVE POSITION 2 V variable These parameters indicate the signal voltage from the throttle actuator valve sensors used on drive by wire systems BMW uses two different systems the MDK Hybrid drive by wire and the EML full drive by wire system see Testing Electronic Throttle Systems on page 49 for more information The MDK Hybrid system uses an overriding clutch that allows the traction and cruise control systems to control the throttle opening independent of accelerator pedal position This system uses two accelerator pedal and two throttle actuator valve sensors all located at the throttle body The ECM relies on the second set of sensors for validation If the first sensor fails the ECM switches to the second sensor The ECM always uses the lowest of the two sensor readings If both signals are incorrect or read
147. nd is used to encode all the installed control modules in the vehicle after assembly The ZCS is stored in one or two modules which is retrieved by the factory scan tool during the process of coding a new control module When installing a replacement ZCS encodable control module the factory tool searches for the location of the ZCS copies it and then downloads it to the new control module Before the control module coding can work the coding software checks the stored ZCS code coding data and module version for compatibility If they do not agree the coding program may update and issue a new ZCS C 5 Important Tips Regarding ZCS Coding 130 If the modules that store the ZCS are replaced the ZCS code must be manually entered Examples of control modules that store the ZCS are the instrument cluster and the EWS e There is no limit to the number of times ZCS encodable control modules can be coded e lfacontrol module gets damaged it automatically reverts to a default setting that may not function properly Index Numerics 13 pin connector 12 16 pin connector DL 16 adapter 11 OBD II testing note 12 20 pin connector BM 1B adapter 11 D Bus Diagnostic Bus 62 models no longer using 12 OBD II testing note 12 resetting oil and inspection service lamps 31 32 A ABS and traction control systems 40 47 application chart 40 ASC DSC lamp 45 46 brake lamp 45 46 important notes for testing 47 wheel speed sensors 45
148. nd passenger Air distribution air temperature and blower speed are controlled by the system This system has set and forget automatic functions which will maintain interior comfort regardless of ambient temperatures e IHKA IV same as IHKA except it has an integrated solar sensor and the REST button has been replaced with a MAX button The MAX button has two different functions Maximum Cooling and Residual Heat 4 6 2 Important Tips for Testing Climate Control Systems e The scan tool only communicates with IHKA systems 1997 2002 E39 and E46 e Some of the IHKA inputs may communicate with other modules sent to the IHKA on the bus communication line Therefore it may not always be possible to test an IHKA input directly Also keep in mind that the IHKA will display substituted scan tool values for faulty inputs which except for the evaporator are designed to keep the system operating The IHKA On Board Self Diagnostic System stores up to seven codes Not all faults will set codes Constant battery power supply KL30 is necessary for IHKA operation as well as memory early systems Before performing a battery parasitic draw test allow the IHKA to power down for 16 minutes to enter sleep mode Switched ignition power KL15 is required for IHKA operation when the ignition is in the run position This allows the system to operate after the vehicle has been started or limited IHKA operation if the engine is not runni
149. nds the ISN code to the DME If the ISN code matches the code stored in the DME the drive away protection is cancelled and the engine is allowed to start NOTE The data communication required for engine starting as described above takes place in milliseconds there is no noticeable delay during starting IMPORTANT Starting problems caused by faulty ignition keys are common Always have the owner bring in all keys for use in diagnosing a no start condition Once the identification and verification of the data codes are complete the EWS II sends a new changing code to the key for the next starting procedure The changing code is a random number that is generated by the EWS II control module The transponder stores this code until the next time the ignition is switched on The EWS II system is totally independent in operation from the mechanical key other than the key fob which contains one of the components The system features a wireless communication link between a programmed EEPROM transponder chip housed in the ignition key and the EWS II control module The system will not allow the starter to engage until a properly coded transponder key is inserted into the ignition lock cylinder The transponder chip operates independently from the mechanical key blade and tumblers NOTE EWS II may have auto start recognition which disengages the starter motor as soon as the engine is running Replacement of DME and EWS II Control Modules Cu
150. ng n accordance with federal law the electronic climate control system defaults to the defroster mode of operation with the fan on LOW every time the vehicle is started or the ignition key cycled This ensures that the windshield will remain clear to prevent a safety 53 54 Testing Climate Control Systems hazard if the system malfunctions The system should restore owner preferences just after startup if all checks are successful 4 6 3 IHKA Special Features IHKA systems have some special features explained in the following sections Cold Start Interlock Cold start interlock is active in the AUTO program with a driver s side heater core temperature below 68 F 20 C In this program the defrost flaps are 100 open and the footwell and face vents are closed The blower fan will run at the set speed Service Station The Service Station feature prevents hot coolant from entering the heater cores after the engine is switched OFF It is designed to prevent a blast of hot air on a restart that would arise from coolant bleeding into the heater cores heat surge when the engine is switched off If the coolant temperature is above 59 F 15 C the water valves are powered closed for three minutes when the vehicle is switched off Parked Car Ventilation The parked car ventilation feature on the E38 IHKA system is retained on the E39 IHKA System with high end instrument cluster The signal to activate the venting function is
151. nstrument cluster Economy program is for normal driving at peak fuel efficiency The Manual program provides a manual shift program engaging only the gear selected 2nd 5th gear The Winter program eliminates 1st gear when the selector range is either in the D or 4th gear position and the manual selection of either 3rd or 2nd gear will lock that specific gear no up or down shifting The M3 equipped with the A5S310Z EGS transmission uses a three position program switch A M and S positions Most transmissions with a two position program switch have a sport selection by moving the range selector lever into 4 3 or 2 program switch in AT 107 Climate Control Parameters 5 4 Climate Control Parameters 108 AIRCO SWITCHAIRCO CLUTCH AIRCO COMPRESSOR CLUTCH AIRCO REQUEST 1 AIRCO REQUEST2AIRCO ENABLE ONOFF These parameters indicate either the switch and request status of the A C button snowflake button located on the climate control faceplate or the A C compressor clutch and system status The Airco switch pushed in is only a request for A C COMPRESSOR ACTIVATION The request signal two requests if double control set is sent from the climate control module to the ECM On some systems the ECM has the option to cancel the request On other Systems the ECM decides to activate or not activate the A C compressor If the Airco or snowflake switch is on at engine startup the compressor clutch activation is delayed until engine spee
152. ntification process if you only want to reset the oil service or inspection service lights Use the procedure below for a shortcut to the service lights reset functional tests See Resetting Service Lamps on page 28 for more information NOTE o The following procedure works for U S market BMWs only P To access the Service Lights Reset functional test from vehicle ID 1 Begin the vehicle ID process described on page 6 until you reach the following Vehicle ID screen Figure 3 14 SELECT MODEL YEAR BMW VIN VEHICLE 1988 10TH VIN CHAR J ENGINE Figure 3 14 Sample Vehicle ID screen 2 Select any year between 1988 and 1999 The scan tool displays your selection and prompts you to enter the first character of the vehicle model code the 4th VIN character Figure 3 15 SELECT 1ST CHAR MODELCODE VIN A 4TH CHAR OF VIN VEHICLE 1999 10TH VIN CHAR X ENGINE Figure 3 15 Sample Vehicle ID screen model code request part 1 3 Select S as the 4th VIN character The scan tool displays SERVICE LIGHTS after the year selected and prompts you to enter the second character of the vehicle model code the 5th VIN character SELECT 2ND CHAR MODELCODE VIN SL 5TH CHAR OF VIN VEHICLE 1988 SERVICE LIGHTS ENGINE Figure 3 16 Sample Vehicle ID screen model code request part 2 4 Select L as the 5th VIN character The screen displays CLEAR LAMPS after ENGINE on the fourth line Figure 3
153. o accelerate the engine The DME cancels fuel cut off and allows the engine speed to increase which accelerates the rear wheels to match the front wheels This situation could happen if the driver shifts into too low a gear when coasting downhill causing the rear wheels to slow down due to the engine braking effect which could cause vehicle instability NOTE MSR regulation is cancelled if the brake pedal or hand brake is applied Automatic Differential Brake Intervention ADB The Automatic Brake Differential ADB is an automatic differential lock that improves traction A slipping wheel is braked which allows the drive torque to be transferred to the wheel with the greater traction This function acts much like a limited slip differential ADB intervention is applied to the slipping wheel by regulating the brake pressure in the following manner 43 44 Testing ABS and Traction Control Systems 1 Pressure build 2 Pressure hold 3 Pressure release Dynamic Brake System DBS Dynamic Brake System DBS is designed to assist the driver in emergency braking situations by automatically increasing pressure to the brake system This allows the vehicle to stop in the shortest distance possible DBS was first available in 1999 on Bosch DSC III 5 7 systems The DBS system contains two subsystems e Dynamic Brake Control DBC e Maximum Brake Control MBC DBS functions are programmed into the DSC III control unit requiring no addit
154. o any module that needs it over the K Bus data communication line The working range of the sensor is approximately 30 to 120 F 34 to 49 C The substituted default value most often used is 32 F 0 C REAR COMPARTMENT FLAP MOTOR 6 not available This parameter indicates the IHKA command position for the rear compartment air flaps At 0 the flaps should be fully closed and at 100 fully open These flaps are controlled through a stepper motor which can adjust flaps in very fine increments RECIRCULATING FLAP MOTOR RECIRCULATION AIR FLAPS not available This parameter indicates the IHKA command position for the recirculation air flaps At 0 the flaps should be fully closed and at 100 fully open These flaps are controlled through a stepper motor which can adjust flaps in very fine increments REQUESTED TEMPERATURESYSTEM REAR TEMP SUPPLY 0 to 5V The request for air temperature stratification is made by a thumbwheel located in the front center face vent outlet and the rear passenger console outlet if equipped The thumbwheel potentiometer receives power and ground from the IHKA control module which also monitors the variable return voltage In addition the rear console outlet contains a micro switch on off request that signals to the IHKA control module to allow air flow to the rear console REQUESTED TEMPERATURE C F REQUESTED TEMPERATURE LEFTREQUESTED TEMPERATURE RIGHT Dot available This parameter indicates the requeste
155. o compensate for phase error in the crankshaft sensor This information is used to compute actual ignition timing Each segment represents the duration between each new ignition cycle Ignition injection and engine speed derived from segment duration are recalculated for each segment The engine is constantly monitored for misfire to protect the catalytic converter The engine is analyzed by evaluating the crankshaft position CKP sensor using a sophisticated mathematical method to determine whether precise time synchronism exists between individual combustions Each individual combustion must produce a characteristic acceleration at the flywheel If misfire occurs flywheel rotation slows slightly These parameters are the amount of correction the ECM is making to filter out vibration and prevent setting false misfire codes The DME sets misfire detection to a less sensitive setting when driving on a poor road surface Normal engine running values with no misfire and no correction factor read about 1 000 The engine speed RPM and crankshaft position input signals are provided by the inductive pulse sensor that scans the incremental gear wheel mounted on the flywheel of the engine The rotation of the gear wheel generates an AC voltage signal in the sensor as each tooth of the wheel produces one pulse The engine control module counts these pulses and determines engine speed and crankshaft position The signal from the crankshaft sensor is also us
156. ol also turns off the ASC DCS fault lamps Late models equipped with DSC may have a special warning lamp usually located between the speedometer and the tachometer For vehicles equipped with ASC always turn the ASC switch off during dynamometer testing or a fault code will set and the warning lamp will stay on though it should go out with next drive cycle Vehicles with DSC III can be safely tested on a dynamometer without any problems IMPORTANT Antilock brake diagnosis with the scan tool does not require opening the hydraulic system or disassembling mechanical parts Complete antilock brake service however may require opening the hydraulic system Antilock brake hydraulic systems operate with pressures of approximately 2000 psi or higher Some systems may need to be completely depressurized before opening any hydraulic connection In most cases you can depressurize the system by applying and releasing the brake pedal at least 40 times Follow BMW s service manual for specific ABS type hydraulic system service and safety instructions 47 Testing Airbag Systems 4 4 Testing Airbag Systems The scan tool offers the following testing options for airbag systems e Codes e ECU identification 4 4 1 Airbag Applications Table 4 11 lists BMW airbag systems Table 4 11 Airbag applications CAR SERIES YEAR AIRBAG SYSTEM 1991 93 5 WK4 060 E31 1993 CIPRO SIEMENS 2B 2C 9 93 1996 ZAE ZAE
157. olenoid controlled valve The pump has two chambers separated by a diaphragm each above and below the piston A spring forces the piston to complete the downstroke while vacuum applied to the upper chamber forces the piston to complete the upstroke The solenoid operated valve switches between applying vacuum and air at ambient pressure to the upper chamber When the ECM energizes the solenoid engine vacuum collapses the upper chamber and forces the piston up At the same time ambient air pressure is drawn into the lower chamber by the first one way valve When the ECM de energizes the solenoid engine vacuum switches off allowing air at ambient pressure traveling through a balance tube to expand the upper chamber The spring 89 90 Engine Parameters then forces the piston down at the same time that air in the lower chamber is pushed into the evaporative system through a second one way valve DMTL REED SWITCH DIAGN MOD TANK LEAKAGE REED SW ON OFF This parameter indicates the feedback status of a reed switch built into the upper chamber of the evaporative leak detection pump Reads ON if the ECM is currently receiving a frequency signal from the reed switch and reads NO if the ECM is not currently receiving a signal During the evaporative system leak test the pump pressurizes the system including the fuel tank to 25 mb 0 363 psi For a portion of the test cycle the reed switch monitors the pump piston frequency The higher th
158. or cap when finished The ECM requires this cap for internal communications e DL 16 MT2500 68 Figure 3 24 test adapter with the S28 Personality Key for OBD II vehicles with the 16 pin underdash connector S R Figure 3 23 BM 1B adapter Figure 3 24 DL 16 adapter with the S28 Personality Key Only connect the DL 16 test adapter to the 16 pin underdash connector when the 20 pin underhood connector is unavailable The underhood connector always provides better functionality even if both connectors are present on the vehicle In about 1995 some models were equipped with both the OBD II underdash 16 pin and the underhood 20 pin connectors The underdash 16 pin has limited system coverage for these models engine transmission and electronic throttle only For vehicles with only the underdash 16 pin connector certain models starting in 2000 complete system coverage will be on this connector 11 Connecting to the Vehicle NOTE For generic OBD II testing on vehicles that have both an underhood 20 pin and an underdash 16 pin make sure the underhood 20 pin cover is installed or the scan tool will not communicate This cover has jumper pins bridging a required connection The following vehicles have eliminated the underhood 20 pin connector in 2000 e E46 from June 2000 e E39 E52 E53 from September 2000 The following vehicles still have the underhood diagnostic connector e E38 ended 2001 e Z3 available for 2002
159. orming this function 2 Make sure the ignition switch is in the on position and that the engine is not running 3 Press Y The scan tool momentarily displays the following screen Figure 4 20 31 32 Testing Engine Systems SCANTOOL IS NOW CLEARING SERVICE LAMP PLEASE WAIT IN PROGRESS Figure 4 20 Reset Oil Service Lamp In Progress screen After approximately 30 seconds the scan tool usually displays the following screen Figure 4 21 SERVICE LAMP CLEARED PRESS N TO RETURN Figure 4 21 Reset Oil Service Lamp Complete screen Use the following scan tool procedure for 2000 and later vehicles without the underhood 20 pin connector and some vehicles that have the underhood connector and communicate with the instrument cluster To reset the oil or inspection service lamps 1 From the System Selection menu select INSTRUMENT CLUSTER The Main Menu displays 2 Select FUNCTIONAL TESTS The Functional Tests menu displays 3 Select SPECIAL TESTS 4 Select RESET OIL SERVICE or RESET INSPECTION Reset Oil or Inspection Service Lamps Manual Procedures The following procedures guide you through resetting the oil service lamps without a diagnostic tool Use the following procedure for 2000 and later vehicles that have instrument dash panels with only one button odometer and without the underhood 20 pin connector This manual reset procedure can be interrupted and aborted if the ignition key position is chan
160. ornia Air Resources Board Car Access System catalytic converter Cetane rating Corner Braking Control Computer Based Training Check Control or Cruise Control Check Control Module Control Display Compact Disc Changer Canada national market version Chassis Integration Module Computer Integrated Manufacturing Crankshaft Position Camshaft Position carbon monoxide carbon dioxide Crash Sensor Coupe Sport Coupe Sport Automatic Coupe Sport injection centistokes unit of kinematic viscosity Oylinder Driver Airbag Dynamic Braking Control diagnostic socket turn push button diagnosis development system German industry standard Diagnostic Information System differential air intake system pressure measuring fuel injection system throttle valve engine control module throttle position pulse width modulated output signal to ASC throttle valve motor signal line for throttle angle and engine temperature Data Link Connector Digital Motor Electronics engine management system Evaporative System Leakage Diagnosis 115 116 Acronyms DOHC DOT DP DR DSA DSC DSP DTC DWA DWAH DZF DZM E Box EBV EC ECM ECT ECU EDC EDC K EDK EDS EDU EEPROM EFI e g EGR EGS EHG EH EHC EKM EKP ELAB EM EMF EML EMS EN E OBD Dual OverHead Camshaft Department Of Transportation Driver Pretensioner pressure Regulator Driver Side Airbag Dynamic Stability Control Digital Sound Processor Diagnosti
161. otherwise dispose of the Software on temporary or permanent basis except as expressly provided herein vi use the Software in any outsourcing timesharing or service bureau arrangement and or vii provide disclose divulge or make available to or permit use of the Software by any third party without Snap on s prior written consent You will not remove any proprietary notices from the Software and will include such notices on any authorized copies of the Software TERM The License is effective until terminated You may terminate it at any time by destroying the Software The License will also terminate automatically without notice from Snap on if you fail to comply with any provision of this Agreement You agree upon such termination to destroy the Software and upon Snap on s request to certify in writing that you have so destroyed the Software LIMITED WARRANTY Snap on warrants for a period of sixty 60 days from the date of delivery to you as evidenced by a copy of your sales receipt that the Software will perform substantially in accordance with the accompanying technical specifications in the documentation under normal use THIS LIMITED WARRANTY IS PROVIDED IN LIEU OF ANY OTHER EXPRESS WARRANTIES IF ANY ALL OF WHICH ARE DISCLAIMED BELOW THIS LIMITED WARRANTY IS THE ONLY EXPRESS WARRANTY THAT IS PROVIDED TO YOU AND IS NOT TRANSFERABLE OR ASSIGNABLE WARRANTY DISCLAIMER EXCEPT AS SET FORTH IN THE ABOVE LIMITED WARRANTY AND TO THE MAXIMUM
162. otive computer networks are now radically transforming how automotive systems and components function Late model BMW vehicles have a major increase in vehicle electronic systems which need to exchange large volumes of information efficiently without taking up too much space If a separate wire was required for each new item of information exchanged the increase in wires and pins would be prohibitive Buses reduce the number of wires and pins and at the same time increase available information Buses make more space available through smaller control units and connector plugs Buses are used for the following reasons e Fast communication speed Buses provide high speed data transfer between control units High level of reliability The number of moving parts and connectors are reduced Buses have a low error rate because they have continuous verification of the transmitted information Reduction in harness size The number of wires between control units is greatly reduced e Multiple utilization of sensors One sensor s information can be used by multiple modules eliminating the need for duplicate sensors Adding new bus functions More information can be transferred which means it is easier to add new bus functions without first requiring additional data input Easy to add more controllers expanding buses using software Other controllers can be installed in the future without major changes to the harness or existing sy
163. p may be illuminated as well Maximum Brake Control MBC is designed to support driver initiated braking by building up pressure in the rear brake circuit when the front wheels are already in ABS regulation The additional braking pressure is designed to bring the rear wheels up to the ABS regulation point shortening the stopping distance MBC is triggered when the brakes are applied more slowly than the threshold needed for a DBC regulation The triggering conditions are e Both front wheels in ABS regulation Vehicle road speed above 3 MPH 5 KPH e DBC and pressure sensor initialization test successful e Vehicle moving in a forward direction Rear wheels not in ABS regulation If the threshold for MBC triggering is achieved the DSC III control unit will activate a pressure build up intervention by activating the return pump The pressure at the rear wheels is increased up to the ABS regulation point This ensures that maximum brake force is applied to the vehicle The MBC function will be switched off if one of the following conditions occurs e The front wheels drop out of ABS regulation The driver releases the brake pedal Brake pressure falls below a specific threshold e Vehicle road speed falls below 3 MPH 5 KPH e A fault occurs with any of the necessary input sensors A MBC fault will illuminate the yellow BRAKE ABL lamp to warn the driver Depending on the failure the DSC lamp may be illuminated as well Tev
164. parameters 103 EDK 51 EML IIIS 50 Teves DSC III 45 TSZ h 123 Bus 59 operational check 60 IHKA 53 M Bus Motor Bus 57 special features 54 substituted values 55 temperature sensor resistance values 55 testing notes 53 IHKA IV 53 IHKA IV See also climate control systems IHKA See also climate control systems IHKR 53 See also climate control systems IKE See bus systems immobilizer systems 68 77 information bus See Bus K K Bus 59 operational check 60 See also bus systems keys 73 77 initialization 76 replacement 77 types 73 76 L lamp module 61 central body electronics ZKE note 61 LM See lamp module M Bus 57 operational check 60 See also bus systems market selection 6 Mini Cooper 7 Index Maximum Brake Control 44 See also Dynamic Brake System MBC See Maximum Brake Control MDK 51 See also electronic throttle systems MIL data parameter 96 failsafe operation 52 fault codes 21 important notes for reading codes 20 important notes for reading engine codes 19 important notes for testing transmission systems 38 operation 20 Mini Cooper engines 17 identifying to the scan tool 7 motor bus See M Bus MSR See ASC engine drag torque reduction O OBD II MIL operation 20 testing information 15 testing vehicles with 20 pin connector 12 oxygen sensors air fuel ratio parameter 96 Bosch planar wideband 97 canister purge valve parameter 88 data parameters 96 f
165. perature sensor input exceeds a preset temperature e IHKA signalling via the K and CAN bus based on calculated refrigerant pressures Vehicle speed e Battery voltage level FUEL ADAPTATION YES NO or ON OFF This parameter indicates whether or not the ECM is actively correcting the long term fuel trim Reads YES or ON when the ECM is making long term fuel trim adjustments and reads NO or OFF at all other times FUEL CUT OFF ON OFF This parameter indicates whether or not the ECM is commanding fuel to be shut off The ECM is programmed to stop fuel delivery during deceleration to decrease hydrocarbon emissions and to prevent stalling Reads ON when the ECM is commanding fuel delivery to stop and reads OFF at all other times The ECM bases its decision on signals from the throttle position TP mass airflow MAF and engine speed sensors FUEL PUMP ON OFF With most systems after the ignition is switched on the control module provides a pulse width modulated ground for the relay and the ground is maintained with the presence of the engine speed signal While the pump delivers more volume and pressure this creates more heat due to the increased power consumption To lower the in tank temperature the fuel pump module will vary the pump speed amperage The control module will vary the ground signal PWM to the fuel pump module This variation is based on engine speed and load e Idle and part load low pump speed e Start up 20 secon
166. presents 100 of the total fuel consumption stored value and the red LED represents 108 If the vehicle is driven hard more fuel will be consumed and the LEDs will count down more quickly 29 30 Testing Engine Systems FRMO Lc OIL SERVICE INSPECTION Figure 4 18 Sample SIA III lamp display A Green lamp 20 of total fuel calculated consumption value B Green lamp 40 of total fuel calculated consumption value C Green lamp 60 of total fuel calculated consumption value D Green lamp 80 of total fuel calculated consumption value E Green lamp 100 of total fuel calculated consumption value F Yellow lamp 100 of total fuel calculated consumption value service reminder G Red lamp 108 of total fuel calculated consumption value service past due BMW recommends that most 1999 and newer vehicles use synthetic oil with oil changes performed at 15 000 mile intervals Depending on fuel consumption the SIA system may turn on the yellow LED sooner or later than actual 15 000 miles driven Services will always alternate between OIL and INSPECTION Services can be reset early without affecting the time to the next service as with SIA II because the calculation for SIA III is not mileage based However note that resetting a service early means that the system will use the reset as the new starting point for calculating fuel consumption until the next service NOTE Note the following regarding SIA
167. r is not serviceable The internal sensor is supplied with 5V and assists with the following functions The barometric pressure signal along with calculated air mass provides an additional correction factor to further refine injection fuel injector pulse width modulation Provides a base value to calculate the air mass being injected into the exhaust system by the secondary air injection system This correction factor alters the secondary air injection optimizing the necessary air flow into the exhaust system e Altitudes above a specific threshold are recognized postponing DMTL activation for evaporative emission leak diagnosis ASC INTERVENT ASC INTERVENTION ON OFF This parameter indicates whether the Automatic Stability Slip Control ASC or Dynamic Control System DSC is on The DSC system is added onto ASC and works in conjunction with ASC ASC DSC uses engine drive torque reduction or engine drag torque MSR installed on late model vehicles which corrects oversteer or understeer helping to improve the lateral stability of the vehicle and assisting in spin out prevention The ASC system turns on in the presence of severe drive wheel slippage and sends a Shift Intervention Signal to the TCM resulting in temporary suppression of the coming gear change Pre AGS systems with the driver selectable winter program cancel the winter shift program when ASC is switched off On ELM drive by wire electronic throttle systems the thro
168. r the valve opens against spring force As a failsafe the ECM opens the valve a fixed amount to allow the engine to idle in the event of a power circuit failure A 3 wire valve is a dual winding motor The two windings oppose each other and the ECM adjusts valve position by varying the duty cycle of the signals to the windings There are preset positions for starting idling decelerating and shutting down as well as a failsafe position of 21 Approximate nominal idle readings vary around 36 increasing to 45 to 50 at partial to full load The valve is also used by the Vehicle Skid Control VSC system during engine drag torque MSR regulation to reduce engine braking effect during deceleration IAC ADAPTATION kg h 0 to 100 kg h IAC ADAPTATION1 kg h 0 to 100 kg h IAC ADAPTATION2 kg h 0 to 100 kg h IAC ADAPTATION m3 h 0 to 100 m3 h IAC ADAPTATION P N IAC ADAPTATION IN P N POSITION 0 to 100 IAC ADAPTATION R D IAC ADAPTATION IN R D POSITION 0 to 100 IAC ADAPTATION A C IAC ADAPTATION WITH AIRCO 0 to 100 These parameters indicate the long term correction applied by the ECM to the idle air control IAC valve The greater the value the wider the IAC valve opening On V type engines IAC ADAPTATION1 refers to that cylinder bank that includes cylinder 1 On North American models cylinder 1 is on the passenger right side or bank of the vehicle IAC ADAPTATION refers to driver left side bank The characters P N R D
169. re located in a jurisdiction outside the United States you consent to the transfer of this information to our servers and computer systems in the United States a country that may not provide an adequate level of data protection within the meaning of the laws in your country You may withdraw your consent at any time subject to any applicable legal or contractual restrictions and prior written notice to Snap on If you wish to withdraw your consent please contact Snap on using our information below You may contact us at Snap on Incorporated 2801 80th Street P O Box 1410 Kenosha WI 53141 1410 PERMITTED USES YOU MAY i install the Software on a single automotive diagnostic computer provided you keep the original solely for backup or archival purposes ii transfer the Software and License to another party if the other party agrees to accept the terms and conditions of this Agreement you retain no copies of the Software and you transfer all of the Software to such other party PROHIBITED USES YOU MAY NOT i copy the Software into any machine readable or printed form for backup or archival purposes ii modify merge translate decompile reverse engineer disassemble decode or otherwise alter or attempt to derive the source code of the Software iii use the Software on more than one computer at the same time iv separate the Software s component parts for use on more than one computer v transfer assign rent lease sell or
170. re using a diagnostic tool Understanding of these system principles and operating theories is necessary for competent safe and accurate use of this instrument Before using a diagnostic tool always refer to and follow safety messages and applicable test procedures provided by the manufacturer of the vehicle or equipment being tested Use equipment only as described in this manual Safety Conventions Safety messages in this manual contain a signal word with an icon The signal word indicates the level of the hazard in a situation Signal words used in this manual are explained below DANGER indicates an imminently hazardous situation which if not avoided will result in death or serious injury to the operator or bystanders WARNING indicates a potentially hazardous situation which if not avoided could result in death or serious injury to the operator or to bystanders CAUTION indicates a potentially hazardous situation which if not avoided may result in moderate or minor injury to the operator or to bystanders Safety messages contain three different type styles Normal type states the hazard Bold type states how to avoid the hazard e Italic type states the possible consequences of not avoiding the hazard An icon when present gives a graphical description of the potential hazard An example is shown below Important Safety Instructions AwanNNG Risk of unexpected vehicle movement Block drive wheels before perform
171. riving to work in the morning Leak Diagnosis Test Phase 1 Reference Measurement 1 The ECM activates the pump motor 2 The pump pulls air from the filtered air inlet and passes it through a 0 5 mm reference orifice in the pump assembly 3 The ECM simultaneously monitors the pump motor current flow 4 The motor current raises quickly and levels off stabilizes due to the orifice restriction 5 The ECM stores the stabilized amperage value in memory The stored amperage value is the electrical equivalent of a 0 5 mm 0 020 leak Leak Diagnosis Test Phase 2 Leak Detection 1 The ECM energizes the changeover valve allowing the pressurized air to enter the fuel system through the charcoal canister 2 The ECM monitors the current flow and compares it with the stored reference measurement over a duration of time EGS INTERVENT INTERVENTION ELECTR TRANSMISS ON OFF This parameter indicates traction control system operation Reads ON when driving conditions require the system to intervene and take over transmission shift control and reads OFF during normal operation ENGINE LOAD MS 0 to 99 9 ms This ECM calculated parameter displays the fuel injector on time adjustment based on engine load The ECM uses the mass airflow MAF intake air temperature IAT and engine speed sensors to make the calculation and uses it for fuel injector timing and fuel trim Normally at no load hot idle parameter values range from 0 9 to 1 5
172. rol unit seat integrated belt system tilt slide sunroof Service Indicator board service interval display or service indicator system Service Information Bulletin safety lamp Safety Information Module siren tilt sensor clinometer of anti theft alarm system standard shell construction sliding vent roof seat memory passenger seat memory seat module passenger side seat module passenger side rear seat module driver side seat module driver side rear sequential gearbox Single OverHead Camshaft schematic voltage supply seat and mirror or position memory speed radial for tires up to 180 KM H headlights washer wiper system SRA module Supplemental Restraint System seat satellite passenger side seat satellite driver side seat satellite rear seat SSM SSR St STGT STVL STVR SVS SWS SZ SZL TAGE TAS TBV TC TCC TCM TD TE TEL TE V TEV Ti tL TL TLA TLEV TMBFT TMBFTH TMFAT TMFATH Tmot TP TR TRI TSB TSH TSZ h servo lock control module sun blind connector picture control unit satellite left front door satellite right front door speech processing system wind screen wiper control optional accessories switch center steering column Tank ignition spacing time outside door handle electronics temperature dependent starting volume control Throttle Butterfly Valve Traction Control Torque Converter Clutch Transmission Control Module engine speed signal ignition interval
173. rrently replacement EWS control modules are ordered from the factory and come pre programmed to recognize the VIN specific key codes After installing the EWS II control module to the vehicle harness it will need to be ZCS coded If the original DME ECM was previously replaced the EWS II control module must be synchronized with the DME by transferring the new DME ISN to the EWS II module If the vehicle has the original DME and the EWS module is replaced then synchronization or alignment should not be necessary NOTE There is no limit to the number of times the ISN can be changed in the EWS II control module EWS II DME EWS Synchronization or Alignment If a factory coded replacement EWS II control module is ordered and the vehicle will not start if possible check the service records if the original DME control module has been replaced If the DME has been or is replaced the ISN of the replacement DME control module must be aligned with the EWS II control module The alignment procedure copies the ISN from the new DME control module and installs it into the EWS II control module If this task is not carried out properly the engine will crank but not start NOTE Note the following regarding EWS II synchronization or alignment The EWS II control module transmits the ISN to the DME continuously whenever the ignition is switched on It must be matched by the DME for each successful engine start e EWS synchronization or alignment
174. rs should display very close to the same value The more the accelerator pedal is depressed the higher the signal voltage The EDK full drive by wire system does not use a throttle cable or an overriding clutch On EDK an accelerator pedal position sensor PWG mounted near the accelerator pedal contains two potentiometer sensors or two Hall effect sensors that provide two separate signals The ECM uses these signals to regulate the electronic throttle valve A kickdown request signal for the automatic transmission is also provided by the PWG If a fault is detected in an EML system the ECM initiates failsafe measures based on the type of failure increased or decreased airflow With a fault in the idle speed actuator or circuit decreased airflow the system compensates to maintain idle speed and switches on the EML lamp With an increased airflow fault variable valve timing VANOS and knock control systems are disabled which reduces engine performance The ECM also lowers the engine speed to idle when the brake pedal is depressed Moving the throttle plate should bring about a proportional and simultaneous change in both sensor signal voltages For both MDK and EDK systems the working range for PEDAL POSITION1 V and PEDAL POSITION 2 V is 0 5 to 4 5V on models with an automatic transmission and 0 5 to 3 8V on models with a manual transmission Throttle valve position sensor voltage readings should change inversely to each other as the throttle i
175. s Programming is the process of taking a blank control module and then adding the correct vehicle program to memory The programming process for BMW powertrain control modules may use one of the following types of programming methods Older engine control modules DME with a removable PROM purchased separately and no flash technology Control modules with flash EEPROMS that can only be programmed at the factory notby the factory scan tool Control modules with flashable EEPROMS which are soldered in non removable NOTE Powertrain modules DME EGS are either variant coded or programmed All other modules are centrally coded ZCS C 2 Car and Key Memory Coding First it is important to note that car and key memory coding are not part of control module coding or programming Car and key memory coding refer to customizing convenience and climate features to the owner s preferences Available features vary with year and model e g E38 and E39 key memory is not available prior to 9 98 Car memory programmable features function regardless of the key being used such as pathway lighting headlights staying on after shutdown and central locking options Key memory features function differently depending on the vehicle key being used The vehicle key is identified during remote control door unlocking function is inoperative during manual door unlocking such as seat and mirror memory automatic locking when driving IHKA re
176. s clutch apply pressures compensating for internal slip resulting from clutch wear and optimizes shift performance 4 2 3 Important Tips for Testing Transmission Systems Make sure that you identify the SMG transmission to the scan tool as an automatic to obtain codes and data Some transmissions may have different controllers that can be EGS or AGS On OBD II 1996 and later vehicles the transmission MIL may turn on simultaneously with the engine MIL for any emission related DTC Engine pending codes may turn on the transmission MIL With the transmission MIL on the transmission will be in limp home mode 4th or 5th gear With a DTC set the transmission MIL is either a gear sign with an exclamation mark in the middle or the instrument panel illuminates with TRANS PROGRAM depending on the instrument cluster type Disconnecting the battery will not erase transmission or engine codes late model OBD II vehicles but may turn the transmission MIL off On OBD I vehicles 1988 95 codes clear and adaptations usually reset with the vehicle battery disconnected IMPORTANT Do not leave the key on when disconnecting or connecting the vehicle battery or module failure may result 4 2 4 Functional Tests Functional Tests allow you to activate and test components of the transmission electronic control system Selecting FUNCTIONAL TESTS from the Main Menu displays a menu like the following depending on the vehicle and system identified
177. s indicate the actual exhaust camshaft position in degrees On V type engines with Dual VANOS ACTUAL EXHAUST CAMSHAFT I refers to that cylinder bank that includes cylinder 1 On North American models cylinder 1 is on the passenger right side or bank of the vehicle ACTUAL EXHAUST CAMSHAFT2 refers to driver left side bank The actual value should mirror the required or requested value ACTUAL INLET CAMSHAFT not available This parameter indicates the actual intake camshaft position in degrees of rotation The actual value should mirror the required or requested value ADAPTATION POSITION 1 ADAPTATION ACCEL PED POS 1 ADAPTATION POSITION 2 ADAPTATION ACCEL PED POS 2 not available Used on vehicles with a drive by wire electronic throttle system These parameters indicate how much the ECM is modifying accelerator pedal position sensor inputs based on throttle actuator position and internal programming Reads approximately 18 22 degrees at idle ADAPTATION VALVE 1 ADAPTATION THROTTLE VALVE 1 ADAPTATION VALVE 2 ADAPTATION THROTTLE VALVE2 0 A notavailable Used on vehicles with a drive by wire electronic throttle system these parameters indicate how much the ECM has adapted the throttle valve position to compensate for wear or faulty components This parameter indicates that the ECM has gone through a learn procedure for the throttle valve stop setting and has adjusted the idle accordingly The display reads the
178. s opened One APP sensor voltage reading range is approximately 0 4 2 0V The other is approximately 0 8 4 0V POSITION not available This ECM calculated parameter indicates accelerator pedal position APP in degrees The further the pedal is depressed the higher the value This parameter is used on drive by wire electronic systems RADIATOR C 40 to 199 C RADIATOR F 40 to 389 F These parameters indicate the temperature of the engine coolant at the exit of the radiator RADIATOR V 0 to 5 00V This parameter indicates the voltage from a special coolant temperature sensor mounted at the exit of the radiator This sensor is a negative temperature coefficient NTC type as temperature increases voltage decreases Vehicles with this special coolant sensor often also have an electronically controlled coolant thermostat These two devices allow the ECM to raise coolant temperature to decrease hydrocarbon emissions and to control the auxiliary radiator fan REFERENCE INLET CAM ANGLE REFERENCE EXHAUST CAM ANGLE not avail able These parameters are an ECM calculated value of the intake and exhaust camshaft positions CMP based on input from the crankshaft position CKP sensor 101 102 Engine Parameters REQUIRED IDLE RPM not available This parameter indicates the target idle speed that the ECM is attempting to maintain REQUIRED EXHAUST CAM REQUIRED EXHAUST CAM 1 REQUIRED EXHAUST CAM 2 not availabl
179. scan tool and and K control modules takes place The IKE stores the central coding key NOTE Because of the Instrument Cluster role as the gateway always check complete Instrument Cluster warning lights and display messages as well as all gauges for functionality as indicators of proper bus operation P To check bus gateway IKE operation 1 Perform a full instrument check all gauges lights tachometer and speedometer operation 2 Connect a scan tool and check for any I K or CAN bus faults stored in the IKE 4 8 Testing Central Body Electronics ZKE Systems ZKE is an acronym for the German words Zentral Karosserie Electronics or Central Body Electronics The ZKE system is comprised of several body electrical systems integrated in one control module There is also a Central Vehicle Module ZVM system which is a lesser version of ZKE used before ZKE was available for the E36 ZKE system functions may include the following subsystems Central locking Remote locking Alarm system DWA e Electronic Drive Away Protection EWS Power windows sunroof e Windshield wiping washing 65 66 Testing Central Body Electronics ZKE Systems Interior lighting Electronic power protection Since ZKE was first introduced on the E32 735i in 1988 several versions have evolved and are used depending on the model Each new version expands features based on the previous version Table 4 21 provides a
180. sion re learns with each new key cycle Clearing adaptive pressure control values can temporarily cause bad shift quality until the transmission has completed the re adaption Do not reset adaptation pressure values for shift complaints Only reset after a transmission repair or replacement After performing an adaptation reset cycle the ignition switch off for 10 seconds then on again before continuing or engine may not start e Similar version transmission control systems in the same year may be different between models e On most 1990 95 vehicles adaptations reset automatically when the battery is discharged or disconnected but on most 1996 and newer vehicles transmission adaptations must be reset using the scan tool 39 Testing ABS and Traction Control Systems 4 3 Testing ABS and Traction Control Systems The scan tool offers the following testing options for ABS and traction control systems e Codes e ECU identification NOTE o The ABS dash lamp may light up during scan tool communications with the ABS connector 4 3 1 ABS and Traction Control Applications The scan tool communicates with the traction control systems ABS ASC DSC in Table 4 10 40 Table 4 10 Traction control types applications sheet 1 of 2 E SERIES YEAR SYSTEM STEE DESCRIPTION NAME E32 E34 M30 No scan tool E32 M70 1988 90 ASC diagnostics flash Bosch slip control only E31 M70A codes only No scan
181. slippage stops In approximately 1995 Dynamic Stability Control DSC II came out on the E31 and E38 DSC is an enhancement feature integrated into the ASC T system DSC provides additional stability during cornering and avoidance maneuvers as well as monitors steering angle lateral acceleration brake pressure and vehicle vertical axis movement In addition to rear wheel control a DSC equipped system can also brake the front wheels to stabilize the vehicle BMW uses both a Teves and Bosch DCS III system In 1998 the E38 and E39 featured Bosch DSC III version 5 3 Enhanced in 1999 Bosch version 5 7 came out with a new rotational rate lateral acceleration sensor The new 1999 E46 came out with Teves DSC III which is similar in function to the Bosch DSC III The E46 all wheel drive uses Bosch DSC III 5 7 The E46 2 wheel drive uses Teves DSC III MK 60 Note that these systems have different components and operations 41 42 Testing ABS and Traction Control Systems Dynamic Stability Control DSC With the introduction of DSC systems lateral and rotational vehicle movement is monitored The DSC III systems compensate if the control unit detects a difference between the driver s steering and the actual rotation angle of the vehicle The control unit determines vehicle stability based on e Steering wheel angle Wheel speed Transverse acceleration forces Rotation angle and speed yaw If the DSC control unit determines that the
182. stems If a new ECM with more information is added to the bus often only software modifications are necessary NOTE The CAN data bus conforms to international standards control units from different manufacturers can be installed on a bus and interchange data even though they were built by different manufacturers 127 How many bus systems are there on a late model BMW B 2 How many bus systems are there on a late model BMW In general there are about six main bus systems The 7 Series E65 2002 04 has over 70 modules on 16 different buses or sub buses with about 8 modules now using the CAN bus protocol B 3 How does a module communicate on a bus Most BMW bus systems are activated when supplied with 12V CAN and M Bus are 5V When the bus is active any control module can transfer data When communication takes place itis done by a module momentarily pulling the bus low This creates a series of high and low digital pulses that all the modules on the bus receive Each message is sent with an address to ensure it is received by the proper module and the sender is acknowledged after the message is heard and understood except for the CAN bus where all modules receive all messages B 4 Are all modules on a bus the same or do some have special tasks That depends on the type of bus On the CAN bus all modules are equal On other buses some modules have special tasks such as 128 Master Controller modules A Master Con
183. system switches over to the second potentiometer or Hall sensor The voltages from both potentiometers should change simultaneously with throttle changes There are the two types of EDK systems e MS43 E46 E39 E53 and Z3 ME7 2 E39 E38 E53 MS43 E46 E39 E53 and Z3 EDK uses two Hall sensor pedal positions mounted in the pedal position module There are two feedback potentiometers mounted in the EDK actuator housing the second potentiometer cross checks the first for safety redundancy in case one fails The important difference is that this system uses a separate idle control motor The two Hall sensors read differently and are integral with the accelerator pedal module e Pedal position 1 Hall sensor 1 0 5 4 5V e Pedal position 2 Hall sensor 2 0 5 2 0V ME7 2 E39 E38 E53 The ME7 2 system does not use two Hall sensors for pedal position but instead uses two potentiometers mounted in the PWG sensor housing at the driver s footwell Also ME7 2 does not use a separate idle control motor The pedal position sensors should read approximately the same for any throttle position e Pedal position 1 potentiometer 1 0 5 4 5V e Pedal position 2 potentiometer 2 0 5 4 5V 51 52 Testing Electronic Throttle Systems Clearing EDK Throttle Values Whenever the adaptation values are cleared a new DME is installed or the EDK unit is replaced the throttle settings must be re configured in the DME The adaptation
184. t control Vehicle Skid Control Vehicle Speed Sensor Valvetronic electrical energy Wiper Module torque convertor clutch Wide Open Throttle Four Wheel Drive xenon lights factor for the integrated automatic heating and air conditioning system firing interval crankcase angle request for fuel and injector cutoff ZAB ZAE ZAR ZAS ZCS ZGM ZKE ZMS ZR ZS ZSR ZV ZVM ZW ZWD ZWW ignition fade out central airbag electronics ignition timing fade out feedback ignition switch central coating key control module encoding central gateway module central body electronics hydraulically dampened dual mass flywheel tire speed category for speeds above 240 KM H central locking inhibit device ignition current monitoring door lock actuator central locking module or central vehicle module central warning light idle valve request for ignition timing retard or advance 125 Appendix A A Acronyms 126 Frequently Asked Questions The following sections address general questions about how data bus systems work See Testing Bus Systems on page 55 for bus information specific to BMW vehicles B 1 What is a data bus The data bus is a like a telephone line hooked between control units It links the individual control units to form one large system The more information a control unit has of the overall System the better it can control specific functions that may affect the health of the whole system Autom
185. tank The ECM closes the bypass valve momentarily during engine misfire to perform misfire testing Closing the valve increases fuel flow If misfiring stops then a lean fuel condition is at fault The non return fuel rail system uses the same method of meeting running loss compliance The regulated fuel supply is controlled by the fuel pressure regulator integrated in the fuel filter assembly pressure testing tap A fuel return line is located on the filter regulator assembly This system provides even fuel distribution to all fuel injectors due to a T connection feeding both fuel rails The fuel rails do not contain a return line VANOSVANOS 1VANOS 2 RETARD ADVANCE Variable Cam Timing These parameters indicate whether the variable camshaft control VANOS system is commanding the camshaft s into retard or advance positions Control of the VANOS solenoids is an output function of the ECM For dual VANOS VANOS 1 amp 2 there is one solenoid for each camshaft intake and exhaust For single VANOS there is one solenoid controlling the intake camshaft Control solenoids are installed on one side of the control piston The engine control module regulates the solenoids through a pulse width modulated PWM signal to apply or drain control oil pressure from the VANOS pistons Camshaft adjustment is based on several characteristic maps stored in the control module The main control parameters for camshaft adjustment are derived from the en
186. tems specifying the mileage when the next service is due A minus sign means that mileage has been exceeded and service is overdue The second line corresponds to the time dependent service items and is displayed with a clock symbol It specifies the weeks months years until the next service is due More information on the actual service or maintenance item can be viewed in the Control Display 4 2 Testing Transmission Systems The scan tool offers the following testing options for electronic automatic transmissions 1 Except for 2002 03 E65 745i E66 745i and 760i To manually reset the oil service lamp on these vehicles use the procedure on page 33 33 34 Testing Transmission Systems e Codes and Data e Functional Tests Special Functions e Shift Adaptation Reset Transmission e ECU Identification 4 2 1 Transmission Applications Table 4 7 lists BMW electronic transmissions and their features and Table 4 8 lists BMW electronic transmissions with the 1988 2003 models where they are found Table 4 7 Transmission types and system descriptions sheet 1 of 2 A4S 310 R THM R1 A4S 270R 4L30 E 3 shift programs Economy Sport and Manual Warm up phase sport shift cold TCM 55 pin TCC On Off 4 speed RWD 3 shift programs Economy Sport and Manual Warmup phase sport shift cold TRANSMISSION TRANSMISSION FEATURES NOTES 4 speed RWD ZF AHP 22 EH 3 shift programs Economy Sport and Manu
187. th banks Over 10 difference will set a fault code and the system will not be synchronized Important Tips for Testing EML Systems The BMW software currently does not display data from the EML module On vehicles with EML IIIS there may be no or limited throttle related parameters available to view in the DME data e The EML module stores up to five codes If more faults are present then higher priority faults will displace lower priority faults MDK In 1998 and 1999 a new electronic throttle system called MDK was added to the E46 and E39 These later systems with electronic throttle discontinued the separate EML module and instead had the throttle control integrated into the engine control unit DME MDK is a hybrid drive by wire system found on 1999 2000 U S market BMWs with MS42 only MDK still has a throttle cable but it uses an overriding clutch mechanism which allows traction and cruise control to operate the throttle independent of the driver pedal position Idle speed is controlled using a separate dual winding rotary idle control valve which bypasses the throttle plate MDK uses dual throttle position sensors that read the same and are integral with the MDK housing EDK In about 1999 BMW introduced EDK which is a full drive by wire system with no mechanical throttle linkage An electronic actuator controls the throttle valve under all operating conditions In an emergency if one potentiometer or Hall sensor fails the
188. the engagement of the starter e Disables the fuel injection system e Controls the neutral safety switch 4 10 2 EWS Il At the start of the 1995 model year EWS was replaced with EWS II which is used on E31 E34 E36 E38 and E39 vehicles EWS II incorporates all of the functions of the previous EWS but uses an electronic key There still is a mechanical key but an electronic component was added interfacing to the ignition switch which is part of the EWS function EWS II provides immobilizer protection electronically through a coded chip imbedded in the key and prevents vehicle operation until the ignition key has transferred the correct code random changing code to the EWS control module EWS II permanently assigns an Individual Serial Number or ISN to the DME which is also stored in the EWS The DME and the EWS modules must match the ISN every time the ignition is powered on or the engine will not start With EWS and EWS Il the DME and the EWS are not permanently married or locked together Diagnostic testing with either a used DME or EWS is possible EWS II will require ISN re alignment procedure as outlined below Up to 6 additional keys may be ordered as replacement keys The EWS II control module is codeable for only 10 keys 4 delivered with vehicle and 6 replacement Figure 4 29 EWS II components A Transmitter receiver module B DME control module C EWS II control module D Vehicle key E R
189. tion are ignored Each subscriber checks whether the data message identifier is on an internal list and if identified the message priority is then checked and processed accordingly CAN buses have the following characteristics There are no Master controllers or Slave modules All modules transmit and receive some can request at the same time No messages are discarded due to lack of time Errors are detected by each controller to determine the severity of a problem Modules automatically disconnect if a particular module is malfunctioning Operation continues on one wire if either the CAN High or CAN Low wires break only true for CAN B medium speed not true for CAN C high speed CAN data transfer speeds may vary depending on the CAN type CAN type A 83 3 kb s CAN type B 125 kb s CAN type C 500 kb s BMW uses the high speed CAN C for Powertrain control but the scan tool may update slowly regardless Before the data is transferred to a scan tool it goes through a gateway module 63 64 Testing Bus Systems which acts as a translator so different buses can talk to each other The gateway changes the fast CAN high speed data to a slower speed D Bus serial communication which is what the scan tool reads NOTE CAN bus faults may turn on the ASC DSC light CAN Bus Operational Check Use the following procedure to check the operation of a CAN bus To check CAN Bus operation 1 Checkthe instrument gau
190. tions carefully Run the engine only when instructed The following procedure features as an example INJECTOR VALVES ODD CYL P To conduct an actuator test 1 From the FUNCTIONAL TESTS menu select ACTUATOR TESTS The scan tool displays the following menu Figure 4 8 25 26 Testing Engine Systems SCROLL amp PRESS Y TO SELECT A FUNCTION gt IDLE STABILIZER PURGE CONTROL SOLENOID INJECTOR VALVES ODD CYL Figure 4 8 Sample Actuator Tests menu Select INJECTOR VALVES ODD CYL The scan tool displays an instructional screen similar to Figure 4 9 BEFORE PERFORMING TEST ENSURE THAT KEY IS ON AND ENGINE IS OFF WHEN ENGINE IS RUNNING SWITCH KEY OFF FOR 10 SECONDS THEN ON AGAIN PRESS Y TO ACTIVATE TEST Figure 4 9 Actuator Test Instruction screen Follow the instructions and press Y to begin the test The scan tool momentarily displays the following screen Figure 4 10 ACTIVATING INJECTOR VALVES ODD CYL FOR 5 SECONDS IN PROGRESS PRESS N TO ABORT TEST Figure 4 10 Sample Actuator Test In Progress screen Then the scan tool displays the following screen Figure 4 11 INJECTOR VALVES ODD CYL FUNCTION HAS BEEN COMPLETED PRESS Y TO REPEAT FUNCTION PRESS N FOR MENU Figure 4 11 Sample Actuator Test Complete screen Special Functions The BMW engine management system adapts as operating conditions change either from normal wear or a fault condition The scan tool has the ability to res
191. tool Ce E32 M70 1990 91 ASC4T diagnostics flash Bosch slip control traction E31 M70A cuts engine power codes only E32 M60 uh S NEL LOI ose ip conto aso E34 M60 SUED ESA MGO ABS ASC Bosch traction system with EST M60 1393 Ge Micro C second EML throttle valve V12 E34 M60 ES Men Ae Bosch more sophisticated E38 M60 M62 1994 2000 ASC 5 ABS ASC5 Mica attest integrated with E39 M62 E36 M42 M44 1994 Mark IV open MK4 3 Teves 3 channel E36 M43 M44 1994 96 Mark IV MK4 G Teves 4 channel closed DSC II Bosch early version dynamic E38 E31 1994 ABS ABS DSC 2 stability control added to traction ASC T5 system Teves traction system with no Z3 E36 1996 ASC EZA ABS ASC ITT throttle control used on 4 cylinder engines Bosch First introduced on E38 E38 E39 E39 in 1998 V5 3 Increased E46 AWD functionality in 1999 combined X5 Z8 Bosch ABS rotational rate lateral E65 745i 1998 2009 BSC NOt DSC 3 acceleration sensor For E38 E66 760Li also includes DSC auto reduces 745Li driver brake pedal force during panic stop Table 4 10 Traction control types applications sheet 2 of 2 E SERIES YEAR SYSTEM SCANCOOL DESCRIPTION NAME E46 1999 Mark 20 El ASC MK20 1 Teves ABS traction DSC III ABS ASC Teves ABS traction DSC III E46 Z3 Z4 2001 03 Mark 60 MK 60MK 60 more compact and sophisticated strategies 4 3 2 ABS and Traction Control Systems BMW uses both Bosch and Teves ABS
192. tor which can adjust flaps in very fine increments Y FACTOR 27 5 to 100 Y CONTROL 27 5 to 100 This parameter is used to describe how much heating or cooling effort the system is putting out to achieve the desired interior temperature Other names for Y Factor are Adjusting Factor Master Controller or Guide Control The climate control module calculates the Y Factor on the IHKA dual control there are two factors left or driver and right or passenger based on the system s temperature inputs Values of 27 5 to 20 indicate the climate control module is trying to cool the vehicle Values of 20 to 100 indicate the climate control module is trying to heat the vehicle The climate control module computes the Y Factor based on three main inputs e Interior temperature Vehicle occupants command for temperature e Vehicle occupants command for heat or A C On systems with dual controls the left desired temperature has priority over the right when the left is set to either the minimum or maximum desired value A 1 Terms Terms and Acronyms The following terms are used throughout this manual to explain certain operations and displays blink code code cursor fix frame hold movie menu parameter release screen A 2 Acronyms A type of vehicle control system that has no serial data Any trouble codes the control system set are extracted either by flashing the malfunction in
193. troller of a bus system provides the operating voltage and wake up signals to the subscriber modules This task may also be performed by several Standby Masters within a bus system such as the P Bus General Module GM or Lamp Control Module LCM On the D Bus and the CAN Bus each module provides their own Bus operating voltage and therefore do not have a Master Controller Module Stand by or Slave modules Capable of generating bus operating voltage in case of Master Controller failure Gateway modules A Gateway module provides a link between different bus lines to provide a means of sending information from a subscriber of one bus line to the subscriber of another The Gateway module recognizes from the receiver address whether a message is to be routed through the gateway or not e g IKE KOMBI Electronic Control Module Coding and Programming The Snap on scan tool does not currently perform any coding or programming functions The information below explains the differences between various types of BMW coding and programming and may be helpful in advance of a repair to more fully understand what is involved when electronic control modules are replaced C 1 Coding vs Programming Coding is the process of selecting and activating one program for a specific vehicle from a set of programs that the factory installed in the control module This allows one control module to be used for different models countries and emission application
194. ttle is electronically regulated On other systems a reel in cable closes the ASC throttle plate reducing intake air flow The ASC throttle plate lies upstream from the main throttle plate allowing the ASC system to control airflow regardless of how far the driver is depressing the accelerator pedal The ASC system works in conjunction with the antilock brake system and other systems that together modify throttle position ignition timing and fuel injection AT SWITCH AT POSITION SWITCH P N R DL This parameter indicates the position of the gear selector lever and the signal of the park neutral position PNP switch The display reads P N when the selector is in park or neutral and reads R DL when the selector is in reverse or any forward gear The park neutral switch is closed grounded in park or neutral to allow starter motor engagement and open in all other positions to prevent starter operation BANK 1 CRANKSHAFT SEGM 1 ADAPTBANK 1 CRANKSHAFT SEGM 2 ADAPT BANK 1 CRANKSHAFT SEGM 3 ADAPTBANK 1 CRANKSHAFT SEGM 4 ADAPT BANK 1 CRANKSHAFT SEGM 5 ADAPTBANK 1 CRANKSHAFT SEGM 6 ADAPT BANK 2 CRANKSHAFT SEGM 1 ADAPTBANK 2 CRANKSHAFT SEGM 2 ADAPT BANK 2 CRANKSHAFT SEGM 3 ADAPTBANK 2 CRANKSHAFT SEGM 4 ADAPT BANK 2 CRANKSHAFT SEGM 5 ADAPTBANK 2 CRANKSHAFT SEGM 6 ADAPT _ not available These parameters represent the crankshaft segment gear adaptation mean value and reflects the addition of a supplementary correction factor designed t
195. uel injection parameters 95 heater circuit parameters 98 long term fuel trim parameters 100 titanium 96 zirconium 97 P Bus 58 operational check 59 See also bus systems pedal codes 21 descriptions 21 important notes for reading 22 peripheral bus See P Bus printing the ECM ID 25 programming See coding and programming Q quick vehicle ID for service lamp reset 8 133 R Ravigneaux planetary gearset 34 resetting adaptations 26 battery disconnection note 19 38 cycling the engine 27 important notes 39 resetting all adaptations 26 throttle re learn 27 RXD See D Bus S service lamps quick vehicle ID for reset 8 resetting 28 resetting manually 32 resetting with the scan tool 31 service indicator system SIA 28 Siemens airbag systems 48 electronic throttle systems 49 engine systems 16 special functions 26 system selection 10 test adapters 11 BM 1B 11 DL 16 11 Teves ABS and traction control systems 41 46 traction control system applications 40 wheel speed sensors 45 throttle systems See electronic throttle systems titanium oxygen sensors 96 traction control systems See ABS and traction control systems transmission adaptation reset 38 transmission code info 38 transmission systems 33 39 application chart 35 functional tests 38 important notes for resetting adaptations 39 important notes for testing 38 types and descriptions 34 TXD See D Bus V vehicle identifi
196. uorocarbon CFC gasses fader radio front to rear balance Factory Fitted SunRoof cruise control electric window rear passenger area heater Fully Integrated Road Safety Technology radio frequency interior protection system Fuel Pressure Regulator driver s door Fuel Tank Pressure or Federal Test Procedure keyless entry system speed dependent volume control General Module cruise control luggage compartment lighting Global Positioning System rotation rate sensor closed loop controlled the differential lock AWD hydraulic automatic transmission control speed category for tires up to 210 KM H 130 MPH xenon lighting system hydrocarbon Heavy Duty High Frequency Hot Film Meter manual transmission rear screen heating boot rear flap lid contact 117 118 Acronyms HKL HLM HO2S HPS KAT K Bus KD K Jetronic KLR KO KOREL KW KOMBI KS boot rear flap or rear flap lift hot wire air mass meter Heated Oxygen Sensor Head Protection System heating Hertz Headlight Wash Wipe injection Idle Air Control Intake Air Temperature interior lighting Instrumentation Bus Integrated Circuit Idle Control Valve Information on Diagnosis and Coding automatic integrated heating and air conditioning standard heating and air conditioning Integrated Heating Regulation instrument cluster electronics Interior Light InfraRed Integrated Radio and Information System Infrared Locking System Infrared re
197. ure 4 17 Sample SIA lamp display A Green lamps B Yellow lamp C Red lamp Vehicles using SIA II have oil changes due about every 7500 miles and inspections about every 15 000 miles When service is due all green LEDs will be out and the yellow LED will be lit and may stay on when the engine is running In addition DIL SERVICE or INSPECTION will be illuminated indicating what type of service is required After the vehicle has been driven an approximate additional 1 000 miles the red LED will illuminate along with the yellow LED usually staying on when the engine is running The OIL and INSPECTION resets are two separate functions Depending on driving conditions the time to service may be less than 7500 miles but not more Services alternate between OIL and INSPECTION Resetting a service early or before the yellow lamp is on causes the next service to also set earlier than the vehicle mileage will indicate SIA III The SIA III is used on the E38 E39 E53 from 1996 to the present though it was not used on the E36 until 1999 SIA IIl uses the same green yellow and red LEDs as SIA Il along with the corresponding INSPECTION message The difference is that SIA III uses only fuel consumption using the DME ti input injection pulse to calculate the service interval Each green LED represents 20 of the total fuel calculated consumption value variable according to engine and model that is stored in the SIA memory The yellow LED re
198. uring the cold engine warm up phase On some models the visual warning LEDs in the tachometer will illuminate at cold engine start up and slowly be extinguished as the oil temperature increases The EOT sensor may also serve as an important input for VANOS operation varying the solenoid control based on oil temperature because oil temperature viscosity effects camshaft movement reaction time In the event of a oil temp level sensor fault the coolant temperature sensor reading may be used as the substituted value PART LOAD FUEL TRIM FUEL TRIM PART LOAD 100 to 100 Multiplicative Mixture Adaptation Part Load PART LOAD FUEL TRIM1 FUEL TRIM 1 PART LOAD 100 to 100 Multiplicative Mixture Adaptation Part Load Bank 1 PART LOAD FUEL TRIM2 FUEL TRIM 2 PART LOAD 100 to 100 Multiplicative Mixture Adaptation Part Load Bank 2 These parameters indicate the long term fuel trim FT correction the ECM is applying to the air fuel mixture during closed loop operation over the middle to upper range of engine operation BMW uses the term Multiplicative Mixture Adaptation because it is a percent correction factor based on the individual base injection value for each memory cell Cells are constantly updated based on feedback operation If any cell stores an update that is beyond the neutral feedback value a correction is then factored into the injector pulse width calculation To maintain the optimal air fuel ratio of 14
199. us in the Software in ways unrelated to the ones described above without first providing you an opportunity to opt out or otherwise prohibit such unrelated uses CUSTOMIZATION AND AGGREGATE DATA We use non identifying and aggregate information to better design our Software and gather information for product management and development at Snap on For example we may tell our sales and marketing staff that X number of individuals using the Software or that Y number of software licenses were ordered during a particular time period but we would not disclose anything that could be used to identify those individuals This aggregate information may also be shared with Snap on s affiliates and independent dealers CHILDREN S PRIVACY Snap on has no intention of collecting personal information from children in this Software HOW YOU CAN ACCESS OR CORRECT YOUR INFORMATION If you are a registered user of the Software you can access and correct certain Personal Data that we collect through the Software and maintain by using the contact information below You may also contact us using the information below to ask us to remove your Personal Information from our records electronic or otherwise However we will need to maintain certain Personal Information about your product purchases in our records for purposes such as warranty and product information We will usually be glad to update your information but we reserve the right to use Personal Information obtained pre
200. valve Motronic Controlled Units idle speed control motor hybrid drive by wire engine intervention ignition angle intervention 119 120 Acronyms ME MFL MFU MID MIL MoDiC MOZ MM MPI MRS MS MSR MTK MV MV B MVR MY n ab N out n Mot N eng NAV NAVI NEDC NF NG NGAG NHTSA NSC NSW NTC NW O2S OBC OBD OBD11 OCV OHC ORVR PALA torque reduction to the MCU multifunction steering wheel multifunction clock Multi Information Display Malfunction Indicator Lamp Mobile Diagnostic Computer factory scan tool motor method octane number Multipoint Fuel Injection Multiple Restraint System engine management engine drag torque control deceleration slip control partial engine cooling Magnetic Value solenoid valve solenoid valve brake band solenoid valve Model Year output speed engine speed Navigation Navigation System Navigation module New European Driving Cycle low frequency tilt sensor GM signal DWA Status National Highway Traffic Safety Administration rear fog light fog light Negative Temperature Coefficient camshaft Oxygen Sensor On Board Computer On Board Diagnostics EPA standardized diagnosis Open Circuit Voltage OverHead Camshaft On board Refueling Vapor Recovery Powertrain electric power ASC passive lamp Pb P Bus PA PAS PCM PDC PDC PGS PM PNP Poti PP PROM PSA PTC PT CAN PTC PWG PWM Q Q QZV R RDC RHR RL RLS RM RPS R Sperre
201. ve both a underhood 20 pin connector and underdash OBD II 16 pin connector the underdash connector is mostly limited to powertrain module access for generic scan tool With OBD II TXD II pin 17 on the underhood 20 pin connector was introduced as a separate communication line exclusive to DME ECM AGS TCM and EML Electronic Throttle Control TXD Il is technically identical to the D Bus TXD On vehicles that use only the 16 pin OBD connector TXD is installed on pin 8 and TXD Il is on pin 7 NOTE The cap of the underhood 20 pin connector has bridging pins and must be installed for Generic OBD II to communicate with the underdash 16 pin connector D Bus Operational Check Use the following procedure to check the operation of a D Bus To check D Bus operation 1 Connect a scan tool to the diagnostic connector If the scan tool communicates then the D Bus is up and running CAN Bus Controller Area Network CAN is a high speed data transfer bus BMW uses CAN for the following systems Engine management e Electronic transmission e ABS Traction system Data transfer within a CAN bus functions similarly to a telephone conference A subscriber control unit speaks data into the line network while the other subscribers listen in to the conversation data transferred Each subscriber has a specific job and is only interested in the parts of the conversation data which helps it do its job Other parts of the conversa
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203. wheel brakes can then be applied at a higher pressure Conversely with a low load brake pressure must be lowered to keep the vehicle stable The control unit monitors the wheel speed when the brakes are applied and compares the deceleration rate of the front and rear axle to determine if the real axle brake pressure should be increased or decreased EBV has the following advantages Brake force is more evenly distributed Vehicle rear wheel brake size can be increased e Front and rear brake wear will be more equal Automatic Stability Slip Control ASC T ASC controls drive wheel slip The DSC III control unit determines if there is traction loss due to excessive wheel slip based on wheel speed sensor input The DSC III system controls wheel slip using two subsystems e Automatic Stability Slip Control ASC engine Intervention Automatic Differential Brake ADB brake intervention ASC Engine Intervention Engine torque may be reduced by one of three methods Reducing the throttle opening angle e Retarding the ignition e Canceling fuel to individual cylinders The DSC III control unit determines the amount of torque reduction that is necessary and sends the request for regulation to the DME via the CAN bus ASC Engine Drag Torque Reduction MSR Deceleration Slip Control During deceleration if the front wheels are turning faster than the rear wheels the DSC III control unit signals the DME via the CAN bus t

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