running light BMW 318i 1996 E36 Owner's Manual
Page 250 of 759
300-2
SUSPENSION,
STEERING
AND
BRAKES-GENERAL
Steering
INTEGRATED
SYSTEMS
The
steering
linkage
connects
the
rack-and-pinion
unit
through
tie
rodsto
the
steering
arms
.
The
tie
rod
ends
allow
the
wheels
to
pivot
and
react
to
suspension
travel
.
Rear
Suspension
The
rear
axle
carrier
is
the
main
mounting
point
for
the
final
drive
housing
and
the
rear
suspension
components
.
Trailing
arms
locatethe
rear
wheels
and
anchorthe
springs,
shocks
and
stabilizer
bar
.
Driveaxies
with
constant-velocity
(CV)
joints
at
both
ends
transfer
power
from
the
differential
to
the
road
wheels
.
The
differential
is
mounted
to
the
rearaxle
carrier
through
rubber
mountsand
bushings
to
hele
isolate
drivetrain
noise
and
vibration
.
Brakes
E36
cars
areequipped
with
power
disc
brakes
with
an
inte-
gral
antilock
brakes
(ABS)
.
The
parking
brake
is
a
dual-drum
system
integrated
with
the
rear
brake
rotors
.
See
Fig
.
3
.
Power
assist
is
provided
by
a
vacuum
booster
when
the
en-
gine
is
running
.
The
brakepedal
pushrod
is
connected
directly
to
the
master
cylinder,
so
failure
of
the
vacuum
booster
does
not
normally
result
in
total
brake
failure
.
0012124
Each
disc
brakeuses
a
caliper
with
a
single
hydraulic
cylin-
Fig
.
2
.
Front
suspension
control
arm
(arrow)
.
der
.
Brake
pads
in
the
left
front
and
right
rear
contain
wear
sensors
.
When
the
padsneed
replacement,the
sensors
illu-
The
front
suspension
is
designed
with
minimum
positive
minate
a
light
on
the
dashboard
.
steering
offset
.
This
geometry
contributes
to
stability
when
traction
is
unequalfrom
side
to
side
.
Suspension
travel
is
lim-
Tires
and
Wheels
ited
by
rubber
bump
stops
.
The
three
point
mounting
of
each
L-shaped
control
arm
ere-
Tiresize
is
critica¡
to
the
proper
operatíon
of
the
E36
ABS
or
cisely
controls
the
front-to-rear
and
side-to-side
position
of
the
ABS/AST
system
.
Severa¡
different
styles
of
wheels,
in
15,16
strut,
while
the
flexibility
of
the
joints
and
mounts
alsoallows
and
17
inch
diameters,
are
available
from
an
authorized
BMW
the
movement
necessary
for
suspension
travel
.
The
control
dealer
.
arm
mounting
points
are
designed
with
anti-dive
geometry
.
The
suspension
reduces
the
normaltendency
for
the
front
of
NOTE-
the
vehicle
to
dive
under
hard
braking
.
Aftermarket
wheelsshould
be
selected
wlth
care
.
Im-
properly
fitted
wheels
can
contact
anddamage
sus
Control
arm
position
is
fixed,
with
no
adjustment
provisions
pension,
brakeorbodycomponentsandmayadversely
on
the
control
arms
for
alter¡ng
front
wheel
al
ignment
.
A
stabi-
affect
vehicle
stability
.
lizer
bar
mounted
to
both
control
arms
heles
to
reduce
body
rol¡
whencomering
.
INTEGRATED
SYSTEMS
Antilock
Brake
System
(ABS)
is
standard
on
all
E36
cars
.
The
variable-assist
power
steering
system
consists
of
an
Standard
on
some
models
and
installed
as
optional
equipment
on
engine-driven
hydraulic
pump,
a
rack-and-pinion
type
steer-
others,
is
All
Season
Traction
(AST)
.
ing
gear,
and
connecting
linkage
to
the
road
wheels
.
TheE36
utilizes
an
engine-speed
dependent
variable
effort
steering
Antilock
Brake
System
(ABS)
system
.
At
low
speeds,
maximum
power
assist
is
provided
to
ease
parking
and
city
driving
.
Athigh
speeds,
assist
is
re-
The
electronically-controlled
ABS
maintains
vehícle
stabili
duced
to
ensure
stability
.
ty
and
control
during
emergency
braking
by
preventing
wheel
lock-up
.
ABS
provides
optimum
deceleration
and
stability
dur-
Page 291 of 759
Brake
rotor,
removing
and
installing
.
.
.
.
.
.
.
.
340-7
MASTER
CYLINDER
............
.
.
.
.
.
.
.340-7
Master
cylinder,
removing
and
installing
.
...
.
340-7
GENERAL
TROUBLESHOOTING
WARNING
-
"
Although
semi-metallic
and
metallic
Brake
friction
materials
in
Brake
pads
or
shoes
no
longer
con-
tain
asbestos,
they
produce
dangerous
dust
.
"
Brake
fluid
is
poisonous,
highly
corrosive
and
dangerous
to
the
environment
Wear
safety
glasses
and
rubber
gloves
when
working
with
Brake
fluid
.
Do
not
siphonBrake
fluid
with
your
mouth
.
Immediately
clean
away
any
fluid
spilled
on
painted
surfaces
and
wash
with
water,
asBrake
fluid
will
remove
paint
.
"
Always
use
new
Brake
fluid
froma
fresh,
un-
opened
container
.
Brake
fluid
will
absorb
mois-
ture
from
the
air
.
This
canlead
to
corrosion
problems
in
the
brakingsystem,
and
will
also
low-
er
the
Brake
fluid's
boiling
point
.
Dispose
of
Brake
fluid
properly
.
"
Do
notreuse
self-locking
nuts,bolts
or
fasteners
.
They
are
designed
to
be
used
only
once
and
may
failif
reused
.
Always
replace
them
with
new
self-
locking
fasteners
.
BMW
E36
models
areequipped
with
vacuum
power-assist-
ed
four-wheel
disc
brakes
with
an
integral
Antilock
Brake
Sys-
tem
(ABS)
.
Single-pistoncalipers
act
on
solid
or
vented
front
rotors
and
solid
rear
rotors
.
A
brake
pad
wear
sensor
for
each
axle
indicates
when
brake
padsneed
replacement
.
The
dual
drum-type
parking
brakesystem
is
integrated
with
the
rear
brake
rotors
.
NOTE-
M3
models
havevented
directional
Brake
rotors
on
the
rearaxle
as
well
ason
the
front
.
340
Brakes
BRAKES
340-1
GENERAL
.
.
.
.
.
.
.........
.
.
.
..........
340-1
BRAKE
BOOSTER
.........
.
.
.
.
.
...
.
.
.
.
340-8
TROUBLESHOOTING
.......
.
......
.
...
340-1
Brake
booster,
removing
and
installing
....
.
.
340-8
PARKING
BRAKE
.
.....
.
...
.
.
.
.....
.
.
.
340-10
BLEEDING
BRAKES
.
.
.
.
.
.
.
.
..........
340-3
Parking
brake,adjusting
.
.
.
.
.
.
.
.
.
.
.....
.
340-10
Pressure
bleeding
brakes
Parking
brake
shoes,
removing
and
installing
.
340-11(except
cars
with
AST)
.
.
.
.
.
.
.
.
.
...
.
.
.
.
.340-3
Parking
Brake
cable,
replacing
.
.
.
.
.
.
.
.
.
.
.
.
340-11
BRAKE
PADS,
CALIPERS,
ANTILOCK
BRAKE
SYSTEM
(ABS)
.
.
.
.340-11
AND
ROTORS
..........
.
.......
.
.
.
.
.
.
.
340-3
ABS
System
Inspection
.
...
.
.......
.
.
.
..
340-12
Brake
pads,
replacing
............
.
.
.
.
.
.
.
340-4
ABS
wheel
speed
sensors,
replacing
.
.
.
.
..
340-12
Brake
caliper,
removing
and
installing
.
..
..
.
340-6
TABLES
a
.
Brake
System
Troubleshooting
.....
...
.
.
.....
.340-2
b
.
Brake
Rotor
Reconditioning
Specifications
.
.....
.340-7
Brakeperformance
is
mainly
affected
by
three
things
:
the
leve¡
and
condition
of
the
brake
fluid,
the
system's
abilíty
to
create
and
maintain
hydraulic
pressure,
and
the
condition
of
the
friction
components
.
Air
in
the
Brake
fluid
will
make
the
Brake
pedal
feel
spongy
during
braking
or
will
increase
the
Brake
pedalforce
required
to
stop
.
Fluid
contaminated
by
moisture
or
dirt
can
corrode
the
system
.
Inspect
the
Brake
fluid
inside
the
reservoir
.
Ifit
is
dirty
or
murky,
or
is
over
a
year
old,
the
fluid
should
be
replaced
.
Visually
check
the
hydraulic
system
startingat
the
master
cylinder
.
To
check
the
function
of
the
master
cylinder
hold
the
brake
pedal
down
hard
with
the
engine
running
.
The
pedal
should
feelsolid
and
stay
solid
.
If
the
pedal
slowly
falls
to
the
floor,
either
the
master
cylinder
is
leaking
internally,
or
fluid
is
leaking
externally
.
If
no
leaks
canbe
found,
the
master
cylin-
der
is
faulty
and
should
be
replaced
.
Check
all
Brake
fluid
lines
and
couplings
for
leaks,
kinks,
chafing
and
corrosion
.
Check
the
Brake
booster
by
pumping
the
Brake
pedal
ap-
proximately
10
times
with
the
engine
off
.
Hold
the
pedal
down
and
start
the
engine
.
The
pedal
should
fa¡¡
slightly
.
If
not,
check
for
any
visiblefaults
before
suspecting
a
faulty
brake
booster
.
Check
for
strong
vacuum
at
the
vacuum
hose
fitting
at
the
booster,
and
check
the
non-retum
valve
for
one-way
flow
.
Worn
or
contaminated
brake
pads
will
cause
poor
braking
performance
.
Oil-contaminated
or
glazed
pads
will
cause
stopping
distances
to
increase
.
Inspect
the
rotors
for
glazing,
discoloration
and
scoring
.
Steering
wheel
vibration
while
braking
at
speed
is
often
caused
by
warped
rotors,
but
can
also
be
caused
byworn
suspension
components
.
TROUBLESHOOTING
Page 384 of 759
600-
4
ELECTRICAL
SYSTEM-GENERAL
Voltage
and
Voltage
Drops
The
wires,
connectors,
and
switches
that
carry
current
are
designed
with
very
low
resistance
so
that
current
flows
with
a
minimum
loss
of
voltage
.
A
voltage
drop
is
caused
by
higher
than
normal
resistance
in
a
circuit
.
This
additional
resistance
actually
decreases
or
stops
the
flow
of
current
.
A
voltage
drop
can
be
noticed
byproblems
ranging
fromdim
headlights
to
sluggish
wipers
.
Some
common
sources
of
voltage
drops
are
corroded
or
dirty
switches,
dirty
or
corroded
connections
or
contacts,
and
loose
or
corroded
ground
wires
and
ground
con-
nections
.
A
voltage
drop
test
is
a
good
test
to
make
if
current
is
flowing
through
the
circuit,
butthe
circuit
is
not
operating
correctly
.
A
voltage
drop
test
will
help
to
pinpoint
a
corroded
ground
strap
or
a
faulty
switch
.
Normally,
there
should
be
less
than
1
volt
drop
across
most
wires
or
closed
switches
.
A
voltage
drop
across
a
connector
or
short
cable
shouldnot
exceed
0
.5
volts
.
Voltage,
measuring
1
.
Connect
digital
multimeternegative
lead
to
a
reliable
ground
point
oncar
.
NOTE-
The
negative
(-)
battery
terminal
is
alwaysa
good
ground
point
.
2
.
Connect
digital
multimeter
positive
lead
to
point
incir-
cuit
you
wish
to
measure
.
See
Fig
.
1
.
If
a
reading
is
ob-
tained,
current
is
flowing
through
circuit
.
NOTE-
The
voltage
reading
shouldnot
deviate
more
than
1
volt
from
the
voltage
at
the
battery
.
If
the
voltage
drop
is
more
than
this,
check
for
acorroded
connector
or
cose
ground
wire
.
ELECTRICAL
TROLIBLESHOOTING
from
Battery
Fig
.
1
.
Digital
multimeterbeing
used
to
test
voltage
.
No
voltage
r_l
-1
Load
LJ
Switch
NOTE-
The
maximum
voltage
drop
in
an
automotive
circuit,
as
recommended
by
the
Society
of
AutomotiveEngineers
(SAE),
is
as
follows
:
0
voltsfor
small
vire
connections
;
0
.1
Volts
for
high
current
connections
;
0
.2
volts
for
high
current
cables
;
and
0
.3volts
for
switch
or
solenoidcon-
tacts
.
On
longer
wires
or
cables,
the
drop
may
be
slight-ly
higher
.
In
any
case,
a
voltage
drop
of
more
than
1.0volt
usually
indicates
a
problem
.
0013238
NOTE-
"
A
voltage
drop
test
is
generally
more
accuratethan
a
Voltage
drop,
testing
simple
resistance
check
because
the
resistances
in-
volvedare
often
too
small
to
measure
with
most
ohm-
Voltage
drop
can
only
be
checked
when
current
is
running
meters
.
For
example,
a
resistance
as
small
as0
.02
through
the
circuit,
suchasby
operating
the
starter
motor
or
ohms
would
results
in
a
3
volt
drop
in
a
typical
150
turning
onthe
headlights
.
A
digital
multimeter
should
beused
amp
starter
circuit
.
(150
amps
x
0
.02
ohms
=3
volts)
.
lo
ensure
accurate
readings
.
"
Keep
in
mind
that
voltage
with
the
key
on
and
voltage
with
the
engine
running
arenotthe
same
.
With
the
ig-
1
.
Connect
digital
multimeter
positive
lead
to
positive
(+)
nition
on
and
the
engine
off
(battery
voltage),
voltage
battery
terminalor
a
positive
power
supply
close
lo
bat
should
be
approximately
12
.6volts
.
With
the
engine
tery
source
.
running
(charging
voltage),
voltage
should
be
approx-
imately
14
.0
volts
.
Measure
voltage
at
the
battery
with
2
.
Connect
digital
multimeter
negativelead
to
other
end
of
the
ignition
on
and
then
with
the
engine
running
to
get
cable
orswitch
being
tested
.
See
Fig
.
2
.
exact
measurements
.
3
.
With
power
on
and
circuit
working,
meter
shows
volt-
age
drop
(difference
between
two
points)
.
This
value
should
not
exceed
1
volt
.
Page 489 of 759
EKE
Power
1992-
VIO
FROMIGNITION
U
VIO
FROM
IGNITI
ON
SWITCH
SWITCH
2S
(DIAGRAM3OF7)
31
(DIAGRAM3OF7)
I
-
______________-__________--
4
-_____________________I_-FRONT
POWER
O
3
3
3
3
i
14
8
8
B
18
7
26
-
4
4
I
i
I
I
i
-F-
I
i
I
-
,
I
,
I
I
F-,
ON
-BOARD
CHECKCONTROL
WIPER
WIPER
MOTOR
INSTRUMENT
BRAKELIGHT
CRUISE
CONTROL
CRUISE
CONTROL
COMPRESSOR
NORMALCOMPUTER
MODULE
RELAYRELAY
CLUSTER
SWITCH
MODULE
SWITCH
CONTROL
SPEEDRELAYRELAY
GRN
0
FROM
IGNITION
GRN
P
FROM
IGNITION
~I
I
VSWITCH
SWITCH
(DIAGRAM
30F7)
,~
(DIAGRAM
3OF7)
-------_-_____________________________________________~FRONT
POWER
TO
I
DISTRIBUTIONBOX
FUSE
F23
G
(DIAG
RAM
4
0F
7)
I
FUSE
FUSE
FUSE
FUSE
FUSE
'
F26
F24
F25
F26
-
F27
6A
10A
SA
ICA
5A
is
S
,0
12
,4
o3
>
CANADA
5
I
~
~
~
3
33
-
2
22
B
F
O
2
5
23
AUTOMATIC
I
I
I
3
1
I
TRANSMISSION
AUXILIARY
RANGESWITCH
I
-
I
I
-
I
I
-
I
CONNECTOR
MIRRORCONTROL
LIGHT
LOWBEAM
AUTOMATIC
PROGRAM
INSTRUMENT
SWITCHSWITCH
LIGHTRELAY
TRANSMISSION
SWITCH
CLUSTER
WIOEGSONLY
RANGESWITCH
FROM
___________-----1FRONTPOWER
FUSEF24
CI
DISTRIBUTION
BC
3
(DIAGRAM30F7)
FUSE
FUSEFUSE
F23
F22
F21
O
O
SA
SA
5A
DATA
LINK
6
j
2
I
CONNECTOR
REVERSING
LIGHTSWITCH
CANADA
O
"
-1993
ONLY
O4
4
4
1
S
B
3
B
53
4
I
v
I~
i
I
i
I
v
I
i
I
v
I
i
I
v
I
i
I
i
I
i
v
v
v
v
~
v
v
~
~
v
v
~
v
v
o
n
v
v
v
v
v
v
_I
INTEGRATED
COMBINATION
INSTRUMENT
REAR
JETHEATER
MULTI-
UNLOADER
DAYTIMERUNNING
LIGHT
ASSSLIP
ABSRELAY
CLIMATE
SWITCH
CLUSTER
DEFOGGER
THERMOSWITCH
FUNCTION
RELAY
LIGHTSCODING
SWITCH
CONTROL
REGULATION
RELAY
CLOCK
DIODE
MODULE
CONTROL
MODULE
64776
Page 506 of 759
ELE-22
ELECTRICAL
WIRING
DIAGRAMS
GRNIBLU
Wl
WIO
AUTO
AUTO
CLIMATE
GEN/YELT
CLIMATE
CONTROL
CONTROL
10437
3
FP
OM~
PED
FRONTPOWER
DISTRIBUTION
BOY%
(DIAGRAM
2
OF
5)
S
FROMIGNITION
GRN
SWITCH
1
(DIAGRAM30F5)
r-______
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1998
Except
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_-__--_----
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----+
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DAYTIME
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RUNNING
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41
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SLIP
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SWITCH
CONTROL
MODULE
L
ASSEMBLY
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MODULE
HYDRAULIC
MODULE
UNIT
Page 663 of 759
ELE-180
ELECTRICAL
WIRING
DIAGRAMS
HIGH
I
COMBINATION
I
-
NORMALBEAMISWITCH
SWITCH
,
HIGH
HOT
IN
RUNAND
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HOT
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START
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FUSE
I
DISTRIBUTIONBOX
F23
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4
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1992
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1994
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1994
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1992
3I
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1993)
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N
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1992-94
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1992
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199
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1992
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Page 678 of 759
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Page 694 of 759
60633
HOT
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Page 696 of 759
BLU/GRN
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2
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1994-97
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Page 699 of 759
ELE-216
ELECTRICAL
WIRING
DIAGRAMS
8345
2
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