Temperature control BMW 318i 1994 E36 Owner's Manual
Page 180 of 759
130-
34
FUEL
INJECTION
Pin
i
Signal
1
Component/function
1
Signal
1
output
Oxygen
sensor
(monitoring
sensor)heater
Oxygen
sensor
heater
control
(switched
ground)
2
output
Idle
speed
control
valve
Pulsed
ground-close
signal
(see
also
pin
29)
3
output
Fuel
injector
control,
cyl
.
1
Pulsed
ground
(injection
pulsewidth
in
ms)
cyl
.
1
4
output
Fuel
injector
control,
cyl
.
4
Pulsed
ground
(injection
pulse
width
in
ms)
cyl
.
4
5
not
used
-
-
6
ground
Ground
Ground
for
fuel
injector
output
stage
7
not
used
-
8
1
output
1
Check
Engine
1
Instrument
cluster,
Check
Engine
lamp
9
not
used
-
-
10
input
Electronic
immobilizer
control
(EWS
II)
Electronic
immobilizer
control
(EWS
II)
module
11
output
Automatic
climate
control
Automatic
climate
control,
to
evaporator
controlier
12
not
used
-
-
13
not
used
-
-
14
not
used
-
-
15
not
used
-
-
16
input
Intake
air
temperature
Intake
air
temperature
Signal
17
input
Mass
air
flow
meter
Intake
air
signal
18
not
used
-
-
19
input
Oxygen
sensor
(monitoring
sensor)
Oxygen
sensor
control
20
output
Crankshaft/rpm
sensor
Crankshaft/rpm
sensor
control
21
input
Camshaft
position
sensor
Camshaft
position
signal
22
output
Ignition
coil
control,
cyl
.
3
Primary
signal,
ignitioncoil
3
23
output
Ignition
coil
control,
cyl
.
4
Primary
signal,
ignitioncoil
4
24
not
used
-
-
25
not
used
-
-
26
input
Power
supply
(terminal
30)
Battery
voltage
(B+)
at
al¡
times
27
input
Main
relay
control
Main
relay
activation
(terminal
85)
28
ground
Ground
Ground
for
ECM
and
sensor
shielding
29
output
Idle
speed
control
valve
Pulsed
ground-open
signal
(seealsopin
2)
30
output
Oxygen
sensor
(monitoring
sensor)
heater
Oxygen
sensor
heater
control
(switched
ground)
31
output
Fuel
injectorcontrol,
cyl
.
3
Pulsed
ground
(injection
pulsewidth
in
ms)
cyl
.
3
32
output
Fuel
injector
control,
cyl
.
2
Pulsed
ground
(injection
pulsewidth
in
ms)
cyl
.
2
33
I
not
used
40
input
Knock
sensor
#2
(cyl
.
3,4)
Knock
sensor
#2
signal
41
not
used
-
-
42
input
Vehicle
speed
Vehicle
speed
signal
from
instrument
cluster
43
not
used
-
-
44
output
Throttleposition
sensor
(TPS)
Throttleposition
reference
signal
ECM
PIN
ASSIGNMENTS
Table
k
.
ECM
Pin
Assignment-Bosch
DME
M5
.2
34
ground
Ground
Ground
for
ECM/
output
stages
35
not
used
-
-
36
input
A/C
compressor
relay
A/C
compressor
relay
control
37
not
used
-
-
38
not
used
-
-
39
not
used
-
-
Page 181 of 759
Table
k
.
ECM
Pin
Assignment-Bosch
DME
M5
.2
(continued)
Pin
I
Signal
1
Componentltunction
1
Signal
45
I
output
I
Mass
air
flow
meter
I
Intake
airSignal
46
output
Oxygen
sensor
(monitoring
sensor)
Oxygen
sensor
control
47
not
used
-
48
not
used
-
49
output
Ignition
coil
control,
cyl
.
1
Primary
signal,
ignition
coil
1
50
output
Ignition
coil
control,
cyl
.
2
Primary
signal,
ignition
coil
2
51
not
used
-
52
not
used
-
53
input
Throttleposition
sensor
Throttleposition
Signal
54
input
Power
supply
Batteryvoltage
from
main
relay
(terminal
87)
55
ground
Ground
Ground
for
ECM
56
input
Power
supply
(terminal
15)
Battery
voltage
with
key
on
or
engine
running
57
output
Activate
cooling
fan
(man
.
trans
.)
control
Normal
speed
relay
58
not
used
-
-
59
not
used
-
-
60
input
Programming
voltage
Programming
voltage
via
data
link
connector,
pin
18
61
output
Evaporative
emissionvalve
Evaporative
emission
valve
control
62
vacant
-
-
63
output
Fuel
pump
relay
Fuel
pump
relay
control
64
not
used
-
65
not
used
-
-
66
not
used
-
-
67
not
used
-
-
68
input
Signal
above
80°C(man
.
tran
.)
Double
temperature
switch
69
input
Automatic
climate
control
Automatíc
climate
control
70
input
Knock
sensor
#1
(cyl
.
1,2)
Knock
sensor
#1
Signal
71
ground
Ground
Ground
for
analog
signals
and
knock
sensors
72
not
used
-
-
73
not
used
-
-
74
input
Engine
coolant
temperature
sensor
Engine
coolant
temperatura
Signal
75
not
used
-
-
76
not
used
-
-
77
output
Oxygen
sensor
(regulating
sensor)
Oxygen
sensor
control
78
input
Crankshaft/rpm
sensor
Crankshaft
position/rpmSignal
79
input
ABS
or
traction
control
ABS
or
AST
control
80
input
Engine
speed
Engine
speed
Signal
81
not
used
-
-
82
not
used
-
-
FUEL
INJECTION
130-
3
5
83
input
On-board
computar
From
On-boardcomputer
(terminal
4)
84
not
used
-
-
85
not
used
-
-
86
not
used
-
-
87
input
Diagnostic
connector
(RxD)
Diagnostic
RxD
(receive)signal
to
pin
15
in
Data
link
connector
88
output
I
Diagnostic
connector
(TxD)
Diagnostic
TxD
(transmit)
signal
to
pin
17in
Data
link
connector
ECM
PIN
ASSIGNMENTS
Page 182 of 759
130-
3
6
FUEL
INJECTION
Pin
1
Signal
1
Componentffunction
1
Signal
1
output
Ignition
coil
control,
cyl
.
2
Primary
signal,
ignition
coil
2
2
output
Ignition
coil
control,
cyl
.
4
Primary
signal,
ignitioncoil
4
3
output
Ignition
coil
control,
cyl
.
6
Primary
signal,
ignition
coil
6
4
ground
Ground
Ground
5
output
Fuel
injectorcontrol,
cyl
.
2
Pulsed
ground
(injection
pulse
width
in
ms)
cyl
.
2
6
output
Fuel
injectorcontrol,
cyl
.
1
Pulsed
ground
(injection
pulse
width
in
ms)
cyl
.
1
7
output
Mass
air
flow
meter
Mass
air
meter
signal
8
input
Mass
air
flow
meter
Mass
air
meter
signal
9
output
Instrument
cluster
Fuel
consumption
signal
10
output
Engine
coolant
temperature
(ECT)
sensor
ECT
signal
11
output
Fueltankpressure
sensor
Fueltankpressure
sensor
control
12
input
Throttleposition
sensor
(TPS)
Throttleposition
signal
13
-
14
input
Intake
air
temperature
(IAT)
sensor
Intake
air
temperature
signal
15
Traction
control
AST
module
16
input
Automatic
climate
control
Automatic
climate
control
17
18
input
Electronic
immobilizer
control
(EWS
II)
Electronic
immobilizer
control
(EWS
II)
module
19
Automatic
climate
control
Automatic
climate
control
20
-
Instrument
cluster
Instrument
cluster
21
output
Camshaft
actuator
(VANOS
solenoid)
control
Camshaft
actuator
(VANOS
solenoid),
switched
ground
22
output
Fuel
injectorcontrol,
cyl
.
3
Pulsed
ground
(injection
pulse
width
in
ms)
cyl
.
3
23
Fuel
injectorcontrol,
cyl
.
6
Pulsed
ground
(injection
pulse
width
in
ms)
cyl
.
6
24
Fuel
injectorcontrol,
cyl
.
4
Pulsed
ground
(injection
pulse
width
in
ms)
cyl
.
4
25
output
Oxygen
sensor
heater
control
Oxygen
sensor
heater
ground
26
input
Power
supply
(terminal
30)
Battery
voltage(B+)
at
all
times
27
output
Idle
speed
control
valve
Pulsed
ground-open
signal
(see
also
pin
53)
28
ground
Ground
Ground
29
output
Ignition
coil
control,
cyl
.
1
Primary
signal,
ignition
coíl
1
30
output
Ignition
coil
control,
cyl
.
3
Primary
signal,
ignition
coil
3
31
output
Ignition
coil
control,
cyl
.
5
Primary
signal,
ignition
coil
5
32
ground
Ground
Ground
33
output
Fuel
injector
control,
cyl
.
5
Pulsedground
(injection
pulsewidth
in
ms)
cyl
.
5
34
ground
Ground
Ground
35
output
Secondary
air
injection
Secondary
air
injection
pump
relay
control
36
output
Engine
speed
output
Engine
speed
signal
37
-
38
ground
Knock
sensor
Shielding
for
knock
sensors
39
output
Intake
air
temperature
sensor
(IAT
Sensor)
Voltagesupply
to
IAT
sensor
and
ECT
sensorEngine
coolant
temperature
(ECT)
sensor
40
output
Crankshaft
position
sensor
(Hall
effect)
Crankshaft
position
sensor
control
41
ground
Camshaft
position
(CMP)
sensor
Shielding
for
CMP
sensor
42
output
Throttle
position
sensor
(TPS)
TPS
ground
43
input
Camshaft
position/rpm
sensor
Camshaft
position/rpm
sensor
control
44
output
Throttle
position
sensor
(TPS)
Voltagesupply
to
TPS
(5
VDC)
45
Traction
control
AST
module
46
-
Instrument
cluster
Instrument
cluster
ECM
PIN
ASSIGNMENTS
Table
I.
ECM
Pin
Assignment-Siemens
DME
MS
41
.1
Page 183 of 759
Table
I
.
ECM
Pin
Assignment-Siemens
DME
MS
41
.1
(continued)
Pin
I
Signal
I
Component/function
1
Signal
FUEL
INJECTION
130-
37
47
-
48
input
Crankshaft
position
sensor
(Hall
effect)
Crankshaft
position
sensor
control
49
input
Power
supply
(terminal
15)
Batteryvoltage
with
key
onor
engine
running
50
output
Solenoid
valve
(running
losses)
Running
losses
51
output
Carbon
canister
valve
Carbon
canister
valve
control
52vacant
-
53
output
Idle
speed
control
valve
Pulsed
ground-close
signal
(seealsopin29)
54
input
Power
supply
Battery
voltagefrom
main
relay
(terminal
87)
55
vacant
-
56
-
57
input
Knock
sensor
(cyl
.
1-3)
Knock
sensor
input
Signal
58
output
Knock
sensor
(cyl
.
1-3)
Knock
sensor
control
59
input
Knock
sensor
(cyl
.
4-6)
Knock
sensor
input
Signal
60
input/output
Diagnostic
connector
(TxD)
Diagnostic
TxD
(transmit)
signal
to
pin
18
in
Data
link
connector
61
output
Oxygen
sensor
heater
(monitoring
sensor)
Oxygen
sensor
heater
ground
62
output
Secondary
air
injection
Secondary
air
injection
control
valve
63
output
Knock
sensor
(cyl
.
4-6)
Knock
sensor
control
64
input
Camshaft
position/rpm
sensor
Camshaft
position/rpm
sensor
control
65
input
Camshaft
position/rpm
sensor
Camshaft
position/rpm
sensor
control
66
-
67
output
Oxygen
sensor
Oxygen
sensor
reference
voltage
68
output
Evaporative
purge
valve
control
Pulsed
ground
with
engine
at
normal
temperature
and
varyingengine
load
69
output
Fuel
pump
relay
control
Fuel
pump
relay
switches
with
engine
runningorcranking
(crankshaft
position
signal
must
be
present
for
relay
switchover)
70
vacant
-
-
71
output
Oxygen
sensor
heater
(regulating
sensor)
Oxygen
sensor
heater
ground
72
output
Oxygen
sensor
(monitoring
sensor)
Oxygen
sensor
referencevoltage
73
input
Main
relay
control
Main
relay
activation
(terminal
85)
74
output
A/C
compressor
control
A/C
compressor
relay
control
75
input
Oxygen
sensor
Oxygen
sensor
signal
76
not
used
-
-
77
input
Oxygen
sensor
(regulating
sensor)
Oxygen
sensor
signal
78
input
Oxygen
sensor
(monitoring
sensor)
Oxygen
sensor
signal
79
output
Oxygen
sensor
(regulating
sensor)
Oxygen
sensor
referencevoltage
80
Traction
control
AST
module
81
Traction
control
AST
module
82
Traction
control
AST
module
83
output
Crankshaft
position
sensor
(Hall
effect)
Crankshaft
position
sensor
control
84
vacant
-
-
85
output
Automatic
transmission
Automatic
transmission
control
module
86
input
Automatic
transmission
Automatic
transmissíon
control
module
87
input
Power
supply
Battery
voltage
from
main
relay
(terminal
87)
88
input/output
Diagnostic
connector
(TxD)
Diagnostic
TxD
(transmit)
signal
to
pin
17
in
Data
link
connector
ECM
PIN
ASSIGNMENTS
Page 196 of 759
170-2
RADIATOR
AND
COOLING
SYSTEM
Cooling
Fans
TROUBLESHOOTING
Belt-driven
coolingfan
.
The
primary
cooling
fan
is
belt-
driven
.
It
is
mounted
to
the
frontof
the
coolant
pump
through
a
fan
clutch
.
The
fan
clutch
is
a
viscous
fluid
coupling
that
con-
trols
the
speed
of
thefan
based
on
engine
compartment
tem-
perature
.
Electric
cooling
fan
.
Models
with
M44
engine
and
stan-
dard
transmission
substitute
an
electric
fan
for
the
belt-driven
viscous
fan
.
This
is
attached
to
the
rear
of
the
radiator
and
controlledvia
the
DME
5
.2
engine
management
system
.
NOTE-
The
electric
cooling
fan
in
these
models
is
activated
by
the
engine
control
module
(ECM)
.
Auxiliary
coolingfan
.
In
al¡
models
a
two-speed
electric
auxiliary
cooling
fan
is
mounted
behind
the
front
grill
and
in
front
of
the
radiator
.
This
fan
is
primarily
used
for
the
A/C
sys-
tem,
but
also
operates
when
the
coolant
temperature
ex-
ceeds
a
predetermined
leve¡
.
Warnings
and
Cautions
The
following
warnings
and
Cautions
should
beobserved
when
working
on
the
cooling
system
.
WARNING
-
"
Atnormal
operating
temperature
the
cooling
sys-
tem
is
pressurized
.
Allow
the
system
to
cool
as
long
as
possible
before
opening-a
minimum
of
an
hour-then
release
the
cap
slowly
to
allow
sale
release
of
pressure
.
"
Releasing
the
cooling
system
pressure
lowers
the
coolants
boiling
point
and
the
coolant
may
boíl
suddenly
.
Use
heavy
gloves
and
wear
eye
and
laceprotection
to
guard
against
scalding
.
"
Use
extreme
care
when
draining
and
disposing
of
engine
coolant
.
Coolant
is
poisonous
and
lethal
to
humans
and
pets
.
Pets
are
attracted
to
coolant
because
of
its
sweet
smell
and
taste
.
Consult
a
veterinarian
immediately
if
coolant
is
ingested
byan
animal
.
CAUTION-
"
Avoidadding
cold
water
to
the
coolant
while
the
engine
is
hot
or
overheated
.
If
it
is
necessary
to
add
coolant
to
ahot
system,
do
so
only
with
the
engine
running
and
coolant
pump
tuming
.
"
Prior
to
disconnecting
the
battery,
read
the
bat-
tery
disconnection
cautions
given
at
the
front
of
this
manual
on
page
viii
.
TROUBLESHOOTING
Most
cooling
system
faults
can
be
grouped
into
one
of
three
categories
:
"
Cooling
system
leaks
"
Poor
coolant
circulation
"
Radiator
cooling
fan
faults
When
investigating
the
cause
of
overheating
or
coolant
loss,
begin
with
a
visual
inspection
.
Be
sure
to
check
the
con-
dition
and
tension
of
the
coolant
pump
drive
belt
.
Check
hoses
for
cracks
or
softness
.
Check
clamps
for
looseness
.
Check
the
coolant
leve¡
and
check
for
evidence
of
coolantleaks
from
the
engine
.
Check
that
the
radiator
fins
are
not
blocked
with
dirt
or
de-
bris
.
Clean
the
radiator
using
low-pressure
water
or
com-
pressed
air
.
Blow
outward,
fromthe
engine
side
out
.
Inspect
the
coolant
pump
by
first
removing
the
drive
belt
from
the
pump
.
Firmly
grasp
opposite
sídes
of
the
pulley
and
check
for
play
in
all
directions
.
Spin
the
pulley
and
check
that
the
shaft
runs
smoothly
.
NOTE-
The
coolant
provides
lubrication
for
the
pump
shaft,
soan
occasional
drop
of
coolant
leaking
from
the
pump
is
acceptable
.
If
coolant
drips
steadily
from
the
vent
hole,
the
pump
should
be
replaced
.
The
cooling
system
becomes
pressurized
at
normal
operat-
ing
temperature,
which
raises
the
boiling
point
of
the
coolant
.
Leaks
may
prevent
the
system
from
becoming
pressurized,
allowing
the
coolant
to
boil
at
a
lower
temperature
.
If
visual
ev-
idence
is
inconclusive,
a
cooling
system
pressure
test
can
help
to
pinpointhard-to-find
leaks
.
If
the
cooling
system
is
full
of
coolant
and
holds
pressure,
the
next
most
probable
cause
of
overheating
are
:
"
Faulty
radiator
fan
"
Loose
or
worn
drive
belt
"
Failed
thermostat
or
coolant
pump
"
Clogged/plugged
radiator
or
coolant
passages
.
NOTE
-
"
Some
early
style
coolant
pumps
were
fitted
wíth
fi-
berlplastic
type
impellers
.
Over
time,
this
impeller
can
wear
away
and
result
in
overheating
.
The
plastic
im-
peller
can
also
slip
or
free-wheel
on
the
pump
shaft
.
If
the
engine
overheats
and
no
other
faults
canbe
found,
theold
style
impeller
may
be
the
cause
of
the
problem
.
"
Only
pumps
with
the
updated
metal
impeller
should
be
used
for
replacement
.
Page 198 of 759
170-
4
RADIATOR
AND
COOLING
SYSTEM
A
quick
testat
the
coolant
temperature
gauge
sender
can
The
auxiliary
cooling
fan
comes
on
when
coolant
tempera
determine
if
the
gauge
is
functioning
correctly
.
ture
exceeds
a
predetermined
leve¡
or
whenever
the
air
condi-
tioning
is
on
.
A
dual-range
temperature
switch
for
cooling
fan
lf
the
gauge
needie
remains
at
the
rest
position
with
theen-
control
is
mounted
on
the
right
side
of
the
radiator
.
See
Fig
.
3
.
gine
warm,
remove
the
harness
connector
from
the
sender
and
jumper
the
correct
terminals
in
the
connector
to
simulate
a
high
engine
temperature
.
See
Table
a
.
Turn
the
ignition
on
.
If
the
gauge
needle
moves
upward,
the
sender
is
faulty
.
If
the
gauge
does
not
respond,
the
wiring
to
the
gauge
is
broken
(open
circuit)
or
the
gauge
itselfis
faulty
.
WARNING
-
1996
and
laten
models
are
OBD
11
compliant
.
Dis-
connecting
electrical
connectors
wíth
the
ignition
turned
on
may
set
fault
codes
in
the
ECM
.
It
is
rec-
ommended
that
you
leave
the
diagnosis
of
faults
in
the
coolant
temperature
sensorsystem
to
the
BMW
dealer
service
department
which
has
specialized
OBD
11
scan
tool
equipment
.
If
the
gauge
needle
reads
too
high
when
the
engine
is
cold,
remove
the
harness
connector
from
the
sender
.
Turn
the
igni-
tion
on
.
lf
the
gauge
needle
position
does
not
change,
the
wir-
ing
or
the
gauge
is
shorted
to
ground
.
If
the
gauge
needle
drops,
the
sender
is
faulty
and
should
be
replaced
.
When
re-
placing
a
faulty
coolant
temperature
sender,
the
gasket
ring
on
the
sender
should
also
be
replaced
.
Tightening
Torque
"
Temperature
gauge
sender
to
engine
18
Nm
(13
ft-Ib)
Cooling
fan,
testing
NOTE-
OnM44
engines
with
manual
transmission,
the
primary
electric
cooling
fan
is
mounted
on
the
engine
side
of
the
radiator
and
is
controlled
by
the
engine
control
module
(ECM)
.
Troubleshooting
thiscircuit
should
be
left
to
an
authorized
BMW
dealer
with
the
proper
diagnostic
equipment
An
otherwise
sound
cooling
system
may
still
overheat,
par-
ticularly
with
prolonged
idling,
due
to
a
failure
of
the
coolíng
fan(s)
.
The
belt-driven
cooling
fan
is
controlled
by
a
temperature
dependent
viscous
clutch
.
A
failed
fan
clutch
may
affect
air
flow
through
the
radiator
resulting
in
overheating
orpossibly
overcooling
.
Speed
Low
sp
High
s
With
the
engine
off,
check
thefan
clutch
by
spinning
thefan
.
eed
The
fan
should
spin
on
the
clutch
with
some
resistance
.
peed
Check
for
signs
of
leaking
fluid
from
the
clutch
.
If
thefan
free-
wheels
with
no
resistance,
cannot
be
tu
rned
by
hand,
or
there
are
signs
of
oil
leakage,
the
clutch
should
be
replaced
.
TROUBLESHOOTING
Fig
.
3
.
Radiatorcooling
fan
temperature
switch
(arrow)
.
WARNING
-
"
Use
caution
when
testing
the
electric
cooling
fan(s)
and
coolant
temperature
switch
.
Keep
hands
and
wires
clear
of
thefan
blades
.
The
cool-
ing
fan(s)
can
run
any
time
the
ignition
is
ON
.
"
For
greatest
safety,
coolíng
fan
and
coolant
tem-perature
switch
tests
shouldbe
performed
on
acoldengine
with
the
air
conditioning
off
.
Table
b
.
Auxiliary
Cooling
Fan
Switching
Temperatures
Switching
temperature
196°F(91°C)
210°F(99°C)
0012506
If
a
faulty
thermostat,
trapped
air,
or
a
restriction
in
the
sys-
tem
is
not
allowing
the
coolant
to
circulate
through
the
radia-
tor,
the
temperature
switch
will
not
close
and
the
auxiliary
cooling
fan
will
not
run
.
Before
making
the
tests
described
be-
low,
make
sure
the
thermostat
is
operating
correctly
as
de-
scribed
earlier
.
The
normal
switching
temperatures
for
the
dual
-speed
switch
are
listed
in
Table
b
.
Page 199 of 759
NOTE-
Some
cars
covered
by
this
manual
may
have
an
alter-
nate
cooling
fan
switchwith
switching
temperatures
of
176%190W
(80%88°C)
.
When
replacing
the
switch
check
theswitching
specifications,
whichshouldbe
stamped
on
the
switch
body
.
1
.
If
coolant
is
circulating
at
normal
operating
tempera-
ture,
but
auxiliary
cooling
fan
does
not
run,
disconnect
connector
from
radiator
temperature
switch
and
make
tests
listed
in
Table
c
.
Table
c
.
Auxiliary
Cooling
Fan
Temperature
Switch
Tests
Wires
jumpered
Test
Test
resuits
conditions
Black/green
(terminal2)
and
Ignition
ON
Fan
runs
on
brown
(terminal
1)
low
speed
Black/gray
(terminal
3)
and
Ignition
ON
Fan
runson
brown
(terminal
I
1)
high
speed
2
.
If
fan
runs
only
when
powered
directly
by
jumpered
connector
and
hot
coolant
is
circulating
through
radia-
tor,
radiator
temperature
switch
is
most
likelyfaulty
.
Use
a
new
sealing
ring
when
replacing
switch
Tightening
Torque
"
Temperature
switch
to
radiator
......
15
Nm
(11
ft-Ib)
3
.
If
auxiliary
fan
does
notrun
when
powered
directly,
check
for
battery
voltage
at
temperature
switch
connec-
tor
(black/green
wire)
with
ignition
on
.
If
battery
voltage
is
not
present,
check
fuses
.
See
610
Electrical
Com-
ponent
Locations
.
RADIATOR
AND
COOLING
SYSTEM
170-
5
~r~nmm
a
00
0
Fig
.
4
.
Auxiliary
radiator
cooling
fan
low
speed
relay
(1)
and
high
speed
relay
(2)
in
power
distribution
box
.
(Relay
locations
may
vary
.)
Auxiliary
Cooling
Fan
Circuit
Fuses
Fig
.
5
.
Auxiliary
radiator
fan
resistor
(arrow)
.
"
Fuse16
.
...................
..
..
...
...
.5
amp
"
Fuse
41
(ex
.
M44
w/man
.
trans)
.
..
.
..
.....
30
amp
"
Fuse
48
(M44
w/man
.
trans
.
only)
..
.
..
.....
40
amp
COOLING
SYSTEM
SERVICE
0013034
4
.
If
no
faults
are
found,
remove
low
speed
relay
and
turn
Coolant,draining
and
filling
ignition
ON
.
See
Fig
.
4
.
1
.
Remove
expansion
tank
cap
.
Set
temperature
controls
"
Check
for
power
at
terminal
30
and
terminal
86
of
relay
to
full
warm
.
socket
.
"
Reinstall
low
speed
relay
and
repeat
testat
high
speed
WARNING
-
relay
socket
.
Fix
any
wiring
faults
found
.
Allow
the
cooling
system
to
cool
before
openlng
or
On
early
productioncars
(up
to
9/92)
:
If
fan
operates
only
on
draining
the
cooling
system
.
high
speed
and
no
electrical
faults
have
been
foundup
to
this
point,
usean
ohmmeter
to
check
that
fan
resistor
is
not
electri-
2
.
Place
3
ra
allo
ug
.
beneath
radiator
drain
plug
and
re-
cally
open
.
Resistor
is
mounted
on
auxiliary
cooling
fan
housing
move
drain
plg
.
See
Fig
.
6
.
behind
front
grille
.
See
Fig
.
5
.
Wiring
diagrams
for
the
radiator
cooling
fan
canbefoundunder
Electrical
Wiring
Diagrams
.
3
.
Place
3-g
pail
beneath
rear
of
engine
blo
.
Loos-
en
and
re
mlon
ove
engine
blockcoolant
drain
plug
k
.
COOLING
SYSTEM
SERVICE
Page 200 of 759
170-6
RADIATOR
AND
COOLING
SYSTEM
Fig
.
6
.
Radiator
drain
plug
(arrow)
.
WARNING
-
Coolant
is
poisonous
.
Itis
especially
lethal
to
pets
.
Cleanup
spills
immediately
and
rinse
the
area
with
water
.
NOTE
-
The
block
drain
plug
is
located
on
the
exhaust
side
of
the
engine,
near
the
reas
of
the
engine
.
4
.
Reinstall
radiator
and
engine
block
drain
plugsusing
new
sealing
washers
.
Leave
heater
controis
on
full
warm
.
5
.
Using
a
coolantmixture
of
50%
antifreeze
and
50%
dis-
tilled
water,
fill
system
slowly
On
radiator
with
integral
expansion
tank,
bleed
cooling
system
as
described
be-
low
.
NOTE-
"
Tap
water
may
cause
corrosion
of
radiator,
engine
and
coolant
hoses
.
"
Coolant
can
often
be
reused
provided
itis
clean
and
less
than
twoyears
old
.
Do
not
reuse
coolant
when
re-
placing
damaged
engine
parts
.
Contaminated
coolant
may
damage
the
engine
or
cooling
system
.
Tabled
.
Cooling
System
Capacities
Engine
j
Capacity
4-cylinder
1
6
.5
liters
(6.9
qt)
6-cylinder
M50/M52
10
liters
(10
.6
qt)
S50US/S52US
10
.5
liters
(11
.1
qt)
COOLING
SYSTEM
SERVICE
Tightehing
Torques
"
Radiator
drain
plug
to
radiator
...
2-3
Nm
(18-27
in-lb)
"
Engine
block
drain
plug
to
block
.
.
..
25
Nm
(18
ft-Ib)
Cooling
system,
bleeding
(radiator
with
integral
expansion
tank)
NOTE
-
On
radiators
with
a
separate
expansion
tank,
ableed
screw
is
not
provided
.
The
cooling
system
with
sepa-
rate
expansion
tank
is
self
bleeding
via
the
vent
hose
on
the
expansion
tank
.
Air
maybecome
trapped
in
the
system
during
filling
.
Trapped
air
can
prevent
proper
coolant
circulation
.
Whenever
the
coolant
is
drained
and
filled,
the
system
should
be
bled
of
trapped
air
.
1
.
With
engine
cold,
add
coolant
to
expansion
tank
until
level
reaches
COLD
(KALT)
mark
on
tank
.
2
.
Loosen
bleed
screw
on
radiator
expansion
tank
.
See
Fig
.
7
.
0011976
Fig
.
7
.
Cooling
system
bleed
screwon
radiator
(arrow)
.
Note
cold
level
mark
on
expansion
tank
.
3
.
M3
models
:
Loosen
bleed
screw
on
thermostathous-
ing
.
4
.
Set
temperature
controls
in
passenger
compartment
to
fui¡
warm
and
turn
ignition
on
position
(do
not
start
en-
gine)
.
Page 207 of 759
GENERAL
.
.
.......
.
......
.
...
.
.
.
.
.
...
180-1
Exhaust
system,
removing
and
installing
.
...
.180-3
EXHAUST
SYSTEM
REPLACEMENT
.
...
180-1
Exhaust
manifolds,
removing
and
installing
.
.
.180-5
GENERAL
The
exhaust
system
is
designed
to
be
maintenance
free,
al-
though
regular
inspection
is
warranted
due
to
the
harsh
oper-
atingconditions
.
Under
normal
conditions,
the
catalytic
converter
does
not
require
replacement
unless
it
is
damaged
.
On
1996
and
later
cars,
a
pre-
and
post-catalytic
converter
oxygen
sensor
is
used
at
each
catalytic
converter
.
Be
sure
to
take
care
when
removingthe
system
not
to
damage
the
sen-
EXHAUST
SYSTEMREPLACEMENT
sors
.
See
130
Fuel
Injection
for
information
on
testing
oxygen
sensors
.
NOTE-
OnM52
engines,
two
resonator
pípes
(short
and
long)
are
incorporated
into
the
rear
muffler
assembly
.
See
Fíg
.
1
.
An
exhaust
flap
is
integrated
into
the
outlet
side
of
the
short
pipe
.
The
flap
is
operated
by
a
vacuum
ac-
tuator
via
the
Siemens
MS
41
.1
engine
control
mod-
ule)
.
The
flap
is
closed
at
engine
speeds
below
2,500
rpm
.
This
allows
exhaust
gasses
to
flow
through
the
long
resonator
pipe
and
reduce
noise
.
Above
2,500rpm,
the
exhaust
flap
is
open
(no
vacuum
applied
to
the
actuator)
and
allows
exhaust
gasses
to
flow
through
the
short
pipe
for
maximum
performance
.
180
Exhaust
System
0013101
Fig
.
1
.
Rear
muffler
(active
silencer
usedon
M52
engines)
.
Vacuum
operated
flap
(A)
changesbetween
short
and
long
pipes,
de-
pending
on
engine
speed
.
EXHAUST
SYSTEM
180-1
WARNING
-
Exhaust
gases
are
colorless,
odorless,
and
very
toxic
.
Run
the
engine
only
ín
a
well-ventilated
area
.
Immediately
repair
any
leaks
in
the
exhaust
system
or
structural
damage
to
the
car
body
that
might
al-
lowexhaust
gases
to
enter
the
passenger
compart-
ment
.
Exhaustsystem
components
are
detailed
in
Fig
.
2
through
Fig
.
4
.
New
fasteners,
clamps,rubber
mounts,
and
gaskets
should
be
used
when
replacing
exhaust
components
.
A
liberal
appli-
cationof
penetrating
oil
to
the
exhaustsystem
nuts
and
bolts
in
advance
may
make
removal
easier
.
WARNING
-
"
The
exhaust
system
and
catalytic
converter
op-
erate
at
high
temperatures
.
Allow
components
to
cool
before
servicing
.
Wear
protectíve
clothíng
to
prevent
bums
.
Do
not
use
flammable
chemicals
near
a
hot
catalytic
converter
.
"
Old,
corroded
exhaust
system
components
crumble
easíly
and
often
have
exposed
sharp
edges
.
To
avoid
injury,
wear
eye
protection
and
heavy
gloves
when
working
with
old
exhaust
parts
.
EXHAUST
SYSTEM
REPLACEMENT
T
Page 229 of 759
AUTOMATIC
TRANSMISSION
240-1
240
Automatic
Transmission
GENERAL
.....
.
.
.
.
.
.
.
.
.
.
.
.
.
.........
.
240-1
TRANSMISSION
REMOVAL
AND
INSTALLATION
..................
.
.
.
.
.240-4
TRANSMISSION
SERVICE
.
.
.
.
.
.......
.
240-1
Transmission,
removing
and
installing
....
.
.
.240-4
ATF
leve¡,
checking
..
.
.
.
.
.
.
.
.
.
..........
240-1
ATF,
draining
and
filling
.
.
.
.
.
.
.
..........
240-2
TABLE
a
.
Automatic
Transmission
Gear
Ratios
.......
..
.
.
240-1
GENERAL
TRANSMISSION
SERVICE
lo
Automatic
transmissions
are
identified
by
code
letters
ATF
leve¡,
checking
foundon
a
data
plate
located
on
the
sideof
thetransmission
case,
behind
the
manual
valve
lever
.
See
200Transmis-
The
automatic
transmissions
installed
in
the
E36
models
sion-General
for
application
information
.
Forgear
ratio
spec-
are
normally
filled
with
Dexron
III
automatic
transmission
fluid
ifications,
see
Table
a
.
(ATF),
although
alternative
fluids
have
been
installed
from
the
factory,
depending
on
transmission
type
and
model
year
.
CAUTION-
Some
transmíssions
are
filled
with
a
special
BMW
"lifetime"
ATF
does
not
circulate
unless
the
engine
is
run-
automatic
transmission
fluid,
which
does
not
require
periodic
ning
.
When
towing
an
automafic
transmission
ve-
fluid
changes
.
hicle,
usea
flat-bed
truck
or
ralse
the
rear
wheels
off
the
ground
.
CAUTION-
Mixing
different
types
of
transmission
fluids
will
The
electronic
transmission
control
module
(TCM)
monitors
lead
to
transmission
failure
.
transmissionoperation
for
faults
and
alerts
the
driver
by
illumi-
nating
the
transmission
fault
indicator
on
the
instrument
pan-
el
.
On-board
diagnostic
codes
stored
in
the
TCM
mustbe
NOTE-
downloaded
and
interpreted
by
trained
technicians
using
spe-
The
transmission
lubricant
instafed
can
be
foundona
cial
BMW
diagnostic
equipment
.
type
plate
on
the
side
of
the
transmission
.
In
addition,
a
sticker
may
be
located
on
the
fluid
sump
indicatingthe
typeof
transmission
lubricant
used
.
Ifin
doubt,
con
NOTE-
sult
an
authorized
BMW
dealer
for
altemate
fluid
use
Internal
repairs
to
the
automatic
transmission
require
and
current
information
regardingtransmission
operat-
special
service
equipment
and
knowledge
.
If
it
is
deter-
ing
fluids
.
mined
thatinterna¡
service
is
required,
consult
en
au-
thorízedBMWdealerabouta
factoryreconditioned
unit
The
transmission
is
not
equipped
with
a
dipstick
.
Checking
or
a
transmission
rebuild
.
the
ATF
leve¡
requires
measuring
and
maintaining
a
specified
ATF
temperature
during
the
checking
procedure
.
The
check-
ing
temperature
is
not
fully
warm
orcold
(the
ATF
sump
should
be
approximately
warm
to
the
touch)
.
Table
a
.
Automatic
Transmission
Gear
Ratios
Transmission
MS
310R
(THM-R1)
MS
310R
(THM-Rl)
MS
310Z(5HP
18)
I
MS
270R
(THM-R1)
(1992-1993)(1993-on)
Gear
ratios
:
1st
2
.40
2
.86
3
.67
2
.86
2nd
1
.47
1
.62
2
.00
1
.62
3rd
1
.00
1
.00
1.41
1
.00
4th
0
.72
0
.72
1
.00
0
.72
5th
-
-
0
.74
-
Reverse
2
.00
2
.00
4
.10
2
.00
TRANSMISSIONSERVICE