Fuel BMW 3 SERIES 1983 E30 Repair Manual

Engine difficult to start, or fails to start (when cold)
Probable cause Corrective action
Cold start injector or thermotime switch
faulty (early Motronic system only) Test cold start injector and thermotime switch. Renew faulty components (see Section 19)
Fuel pump not running Check fuel pump fuse and fuel pump relay (see Sections 2 and 3)
Airflow meter flap (door) binding, or
stuck in open position Inspect the airflow meter for damage (see Section 16)
Fuel pressure incorrect Test system pressure (see Section 3)
Intake air leaks Inspect all vacuum lines, air ducts and oil filler and dipstick seals
Fuel injectors clogged or not operating Check fuel injectors (see Section 20) and wiring harness
Coolant temperature sensor faulty or Test coolant temperature sensor (see Chapter 6, Section 4)
wiring problem
TPS (throttle position sensor) incorrectly adjusted Check TPS adjustment (see Chapter 6, Section 4)
Dirt or other contaminants in fuel Check the fuel and drain the tank if necessary
Faulty ECU Have the ECU tested at a dealer service department or other specialist
Crankshaft position signal missing Faulty position sensor or flywheel, or reference pin missing (see Chapter 5)
Engine difficult to start, or fails to start (when warm)
Probable cause Corrective action
Cold start injector leaking or operating
continuously (early Motronic system only) Test cold start injector and thermotime switch (see Section 19)
Fuel pressure incorrect Test fuel pressure (see Section 3)
Insufficient residual fuel pressure Test fuel system hold pressure (see Section 3)
Fuel leak(s) Inspect fuel lines and fuel injectors for leaks. Correct leaks as necessary
Coolant temperature sensor faulty
or wiring problem Test coolant temperature sensor (see Chapter 6, Section 4)
Vapour lock (in warm weather) Check fuel pressure (see Section 3)
EVAP system faulty Check EVAP system (see Chapter 6, Section 6)
Faulty ECU Have the ECU tested at a dealer service department or other specialist
Idle speed control system faulty Test the idle air stabiliser valve (see Section 21)
Oxygen sensor faulty (where applicable) Check the oxygen sensor (see Chapter 6, Section 4)
Engine misses and hesitates under load
Probable cause Corrective action
Fuel injector clogged Test fuel injectors. Check for clogged injector lines. Renew faulty injectors (see Section 20)
Fuel pressure incorrect Test fuel system pressure (see Section 3). Test fuel pressure regulator (see Section 18)
Fuel leak(s) Inspect fuel lines and fuel injectors for leaks (see Chapter 4)
Engine maintenance Tune-up engine (see Chapter 1). Check the distributor cap, rotor, HT leads and spark
plugs, and renew any faulty components
Airflow meter flap (door) binding, or Inspect the airflow meter for damage (see Section 16)
stuck in open position
Intake air leaks Inspect all vacuum lines, air ducts, and oil filler and dipstick seals
Throttle position sensor (TPS) incorrectly adjusted Check TPS adjustment (see Chapter 6)
Engine idles too fast
Probable cause Corrective action
Accelerator pedal, cable or throttle valve binding Check for worn or broken components, kinked cable, or other damage. Renew faulty
components
Air leaking past throttle valve Inspect throttle valve, and adjust or renew as required
Engine has erratic idle speed
Probable cause Corrective action
Idle air stabiliser valve faulty Check the idle air stabiliser valve (see Section 21)
No power to the idle air stabiliser valve Check the idle air stabiliser relay and wiring circuit (see Chapter 12)
Idle speed control unit faulty Have the idle speed control unit checked by a dealer
Poor fuel economy
Probable cause Corrective action
Cold start injector leaking
(early Motronic system only) Test and, if necessary, renew cold start injector (see Section 19)
Oxygen sensor faulty (where applicable) Test the oxygen sensor (see Chapter 6, Section 4))
Sticking handbrake/binding brakes Check the handbrake/braking system (see Chapter 9)
Tyre pressures low Check tyre pressures (Chapter 1)
4•22 Fuel and exhaust systems

5GeneralApplication
Models with carburettor or L-Jetronic fuel injection . . . . . . . . . . . . . . Transistorised Coil Ignition (TCI) system
Models with Motronic fuel injection . . . . . . . . . . . . . . . . . . . . . . . . . . Ignition functions controlled by Motronic system
Ignition coil
Primary resistance
TCI system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.82 ohms
Motronic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.50 ohms
Secondary resistance
TCI system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8250 ohms
Motronic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5000 to 6000 ohms
Distributor(models with TCI system)
Air gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3 mm to 0.7 mm
Pick-up coil/impulse generator resistance . . . . . . . . . . . . . . . . . . . . . . . 900 to 1200 ohms
Ignition timing(models with TCI system)
(Vacuum line disconnected at distributor)
316 with M10/B18 engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25º BTDC at 2500 rpm (2900 rpm from 9/83)
318i with M10/B18 engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30º BTDC at 3000 rpm
320i with M20/B20 engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23º BTDC at 5000 ±50 rpm
518 with M10/B18 engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25º BTDC at 2900 ±50 rpm
518i with M10/B18 engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30º BTDC at 3000 ±50 rpm
525i with M30/B25 engine (except distributor
237 302 033) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22º BTDC at 1800 ±50 rpm
525i with M30/B25 engine (distributor 237 302 033) . . . . . . . . . . . . . . . 22º BTDC at 2150 ±50 rpm
528i with M30/B28 engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22º BTDC at 2150 ±50 rpm
Chapter 5 Engine electrical systems
Air gap (TCI system) – check and adjustment . . . . . . . . . . . . . . . . . . 11
Alternator – removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Alternator brushes – check and renewal . . . . . . . . . . . . . . . . . . . . . . 17
Battery – emergency jump starting . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Battery – removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Battery cables – check and renewal . . . . . . . . . . . . . . . . . . . . . . . . . 4
Battery check and maintenance . . . . . . . . . . . . . . . . See Chapter 1
Charging system – check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Charging system – general information and precautions . . . . . . . . . 13
Distributor – removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Drivebelt check, adjustment and renewal . . . . . . . . . See Chapter 1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Ignition coil – check and renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . 9Ignition sensors (Motronic system) – check and renewal . . . . . . . . . 12
Ignition system – check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Ignition system – general information and precautions . . . . . . . . . . 5
Ignition timing (TCI system) – check and adjustment . . . . . . . . . . . . 7
Impulse generator and ignition control unit – check and
renewal (TCI system) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Spark plug HT lead check and renewal . . . . . . . . . . . See Chapter 1
Spark plug renewal . . . . . . . . . . . . . . . . . . . . . . . . . . See Chapter 1
Starter motor – in-vehicle check . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Starter motor – removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . 20
Starter solenoid – removal and refitting . . . . . . . . . . . . . . . . . . . . . . 21
Starting system – general information and precautions . . . . . . . . . . 18
Voltage regulator – renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5•1
Easy,suitable for
novice with little
experienceFairly easy,suitable
for beginner with
some experienceFairly difficult,
suitable for competent
DIY mechanic
Difficult,suitable for
experienced DIY
mechanicVery difficult,
suitable for expert
DIY or professional
Degrees of difficulty
Specifications Contents

5 Ignition system- general
information and precautions
The ignition system includes the ignition
switch, the battery, the distributor, the primary
(low-voltage/low-tension or LT) and
secondary (high-voltage/high-tension or HT)
wiring circuits, the spark plugs and the spark
plug leads. Models fitted with a carburettor or
L-Jetronic fuel injection are equipped with a
Transistorised Coil Ignition (TCI) system.
Models fitted with the Motronic fuel injection
system have the ignition system incorporated
within the Motronic system (Digital Motor
Electronics or DME).
Transistorised Coil Ignition (TCI)
system
This system is has four major components;
the impulse generator, the ignition control
unit, the coil, and the spark plugs. The
impulse generator provides a timing signal for
the ignition system. Equivalent to cam-
actuated breaker points in a standard
distributor, the impulse generator creates an
A/C voltage signal every time the trigger
wheel tabs pass the impulse generator tabs.
When the ignition control unit (capacitive
discharge unit) receives the voltage signal, it
triggers a spark discharge from the coil by
interrupting the primary coil circuit. The
ignition dwell (coil charging time) is adjusted
by the ignition control unit for the most
intense spark. Note: The air gap (distance
between the impulse generator and trigger
wheel tabs) can be adjusted (see Section 11).
Ignition timing is mechanically adjusted
(see Section 7). A centrifugal advance unit
that consists of spring-loaded rotating
weights advances ignition timing as engine
speed increases. The vacuum advance
adjusts ignition timing to compensate for
changes in engine load.
Motronic ignition system
This system, also known as Digital Motor
Electronics (DME), incorporates all ignition
and fuel injection functions into one central
control unit or ECU (computer). The ignition
timing is based on inputs the ECU receives for
engine load, engine speed, coolant
temperature and intake air temperature. The
only function the distributor performs is the
distribution of the high voltage signal to the
individual spark plugs. The distributor is
attached directly to the cylinder head. There is
no mechanical spark advance system used on
these systems.
Ignition timing is electronically-controlled,
and is not adjustable on Motronic systems.
During starting, a crankshaft position sensor
(reference sensor) relays the crankshaft
position to the ECU, and an initial baseline
ignition point is determined. Once the engineis running, the ignition timing is continually
changing, based on the various input signals
to the ECU. Engine speed is signalled by a
speed sensor. Early Motronic systems have
the position reference sensor and the speed
sensor mounted on the bellhousing over the
flywheel on the left-hand side. Later Motronic
systems have a single sensor (pulse sensor)
mounted over the crankshaft pulley. This
sensor functions as a speed sensor as well as
a position reference sensor. Refer to Sec-
tion 12 for checking and renewing the ignition
sensors. Note: Some models are equipped
with a TDC sensor mounted on the front of the
engine. This sensor is strictly for the BMW
service test unit, and it is not part of the
Motronic ignition system.
Precautions
Certain precautions must be observed
when working on a transistorised ignition
system.
a) Do not disconnect the battery cables
when the engine is running
b) Make sure the ignition control unit (TCI
ignition system) is always well earthed
(see Section 10).
c) Keep water away from the distributor and
HT leads.
d) If a tachometer is to be connected to the
engine, always connect the tachometer
positive (+) lead to the ignition coil
negative terminal (-) and never to the
distributor.
e) Do not allow the coil terminals to be
earthed, as the impulse generator or coil
could be damaged.
f) Do not leave the ignition switch on for
more than ten minutes with the engine
off, or if the engine will not start.
6 Ignition system- check
2
Warning: Because of the high
voltage generated by the ignition
system, extreme care should be
taken whenever an operation is
performed involving ignition components.
This not only includes the impulse
generator (electronic ignition), coil,
distributor and spark plug HT leads, but
related components such as spark plug
connectors, tachometer and other test
equipment.
1If the engine turns over but will not start,
disconnect the spark plug HT lead from any
spark plug, and attach it to a calibrated spark
tester (available at most car accessory
shops).
Note:There are two different types of spark
testers. Be sure to specify electronic
(breakerless) ignition. Connect the clip on thetester to an earth point such as a metal
bracket (see illustration).
2If you are unable to obtain a calibrated
spark tester, remove the spark plug HT lead
from one of the spark plugs. Using an
insulated tool, hold the lead about a quarter-
inch from the engine block - make sure the
gap is not more than a quarter-inch, or
damage may be caused to the electronic
components.
3Crank the engine, and observe the tip of the
tester or spark plug HT lead to see if a spark
occurs. If bright-blue, well-defined sparks
occur, sufficient voltage is reaching the plugs
to fire the engine. However, the plugs
themselves may be fouled, so remove and
check them as described in Chapter 1.
4If there’s no spark, check another HT lead
in the same manner. A few sparks followed by
no spark is the same condition as no spark at
all.
5If no spark occurs, remove the distributor
cap, and check the cap and rotor as
described in Chapter 1. If moisture is present,
use a water-dispersant aerosol (or something
similar) to dry out the cap and rotor, then refit
the cap and repeat the spark test.
6If there’s still no spark, disconnect the coil
HT lead from the distributor cap, and
test this lead as described for the spark plug
leads.
7If no spark occurs, check the primary wire
connections at the coil to make sure they’re
clean and tight. Make any necessary repairs,
then repeat the check.
8If sparks do occur from the coil HT lead, the
distributor cap, rotor, plug HT lead(s) or spark
plug(s) may be defective. If there’s still no
spark, the coil-to-cap HT lead may be
defective. If a substitute lead doesn’t make
any difference, check the ignition coil (see
Section 9). Note:Refer to Sections 10 and 11
for more test procedures on the distributors
fitted with the TCI ignition system.
Engine electrical systems 5•3
6.1 To use a spark tester, simply
disconnect a spark plug HT lead, clip the
tester to a convenient earth (like a valve
cover bolt or nut) and operate the starter –
if there is enough power to fire the plug,
sparks will be visible between the
electrode tip and the tester body
5

8Use a digital voltmeter for the following
tests:
a) On Bosch systems, connect the positive
probe to connector terminal 5, and the
negative probe to terminal 6 (see
illustration).
b) On Siemens/Telefunken systems, connect
the positive probe to terminal (+) of the
smaller connector, and the negative
probe to terminal (-).
9Have an assistant crank the engine over,
and check that there is 1 to 2 volts A/C
present. If there is no voltage, check the
wiring harness between the impulse generator
(in the distributor) and the control unit. If the
harness is OK, check the impulse generator
resistance.
Warning: Do not crank the
engine over for an excessive
length of time. If necessary,
disconnect the cold start injector
electrical connector (see Chapter 4) to
stop the flow of fuel into the engine.
10To check the resistance in the impulse
generator, proceed as described for your
system below:
a) On Bosch units, measure the resistance
between connector terminals 5 and 6
(see illustration 10.8). The reading
should be 1000 to 1200 ohms.
b) On Siemens/Telefunken units, measure
the resistance between the terminals of
the smaller connector. The reading should
be 1000 to 1200 ohms.
11If the resistance readings are incorrect,
renew the impulse generator. If the resistance
readings for the impulse generator are correct
and the control unit voltages (supply voltage
[paragraphs 1 to 6] and signal voltage
[paragraphs 7 to 9]) are incorrect, renew the
control unit.
Renewal
Ignition control unit
12Make sure the ignition is switched off.
13Disconnect the electrical connector(s)
from the control unit.
14Remove the mounting screws from the
control unit, and lift it from the engine
compartment.15Refitting is the reverse of removal. Note:
On Bosch control units, a special dielectric
grease is used between the heat sink and the
back of the control unit. In the event the two
are separated (renewal or testing) the old
grease must be removed, and the heat sink
cleaned off using 180-grit sandpaper. Apply
Curil K2 (Bosch part number 81 22 9 243). A
silicon dielectric compound can be used as a
substitute. This treatment is very important for
the long life of these expensive ignition parts.
Impulse generator
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation code
before disconnecting the battery. Refer to
the information on page 0-7 at the front of
this manual before detaching the cable.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
16Disconnect the battery negative cable.
17Remove the distributor from the engine
(see Section 8).
18Using a pair of circlip pliers, remove the
circlip retaining the trigger wheel (see
illustration).
19Use two flat-bladed screwdrivers
positioned at opposite sides of the trigger
wheel, and carefully prise it up (see
illustration). Note: Push the screwdrivers in
as far as possible without bending the trigger
wheel. Prise only on the strongest, centre
portion of the trigger wheel. In the event the
trigger wheel is bent, it must be replaced with
a new one. Note:Be sure not to lose the roll
pin when lifting out the trigger wheel.
20Remove the mounting screws from the
impulse generator electrical connector, the
vacuum diaphragm and the baseplate.
21Remove the two screws from the vacuum
advance unit, and separate it from the
distributor by moving the assembly down
while unhooking it from the baseplate pin.
22Use circlip pliers to remove the circlip that
retains the impulse generator and the
baseplate assembly.
23Carefully remove the impulse generator
and the baseplate assembly as a single unit.24Remove the three screws, and separate
the baseplate assembly from the impulse
generator.
25Refitting is the reverse of removal. Note:
Be sure to position the insulating ring between
the generator coil and the baseplate. It must
be centred before tightening the mounting
screws. Also, it will be necessary to
check/adjust the air gap if the trigger wheel
has been removed, or tampered with to the
point that the clearance is incorrect (see
Section 11).
11 Air gap (TCI system)-
check and adjustment
2
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation code
before disconnecting the battery. Refer to
the information on page 0-7 at the front of
this manual before detaching the cable.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
1Disconnect the battery negative cable.
2Insert a brass feeler gauge between the
trigger wheel tab and the impulse generator
(see illustration). Slide the feeler gauge up
Engine electrical systems 5•7
10.19 Carefully prise the trigger wheel off
the distributor shaft10.18 Use circlip pliers and remove the
circlip from the distributor shaft10.8 Back-probe the ignition control unit
connector, and check for signal voltage on
terminals 5 and 6 (Bosch system shown). It
is very helpful to use angled probes
11.2 Use a brass feeler gauge to check
the air gap (be sure the gauge rubs lightly
against the trigger wheel as well as the
locating pin for the correct adjustment)
5

6
Chapter 6
Engine management and emission control systems
Catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Electronic Control Unit (ECU) - removal and refitting . . . . . . . . . . . . 3
Evaporative emissions control (EVAP) system . . . . . . . . . . . . . . . . . 6
Evaporative emissions control system inspection . . . See Chapter 1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Information sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Motronic engine management system self-diagnosis -
general information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Positive crankcase ventilation (PCV) system . . . . . . . . . . . . . . . . . . 5
6•1
Easy,suitable for
novice with little
experienceFairly easy,suitable
for beginner with
some experienceFairly difficult,
suitable for competent
DIY mechanic
Difficult,suitable for
experienced DIY
mechanicVery difficult,
suitable for expert
DIY or professional
Degrees of difficulty Contents
1 General information
To prevent pollution of the atmosphere
from incomplete combustion or evaporation
of the fuel, and to maintain good driveability
and fuel economy, a number of emission
control systems are used on these vehicles.
Not all of these systems are fitted to all
models, but they include the following:
Catalytic converter
Evaporative emission control (EVAP) system
Positive crankcase ventilation (PCV) system
Electronic engine management
The Sections in this Chapter include
general descriptions and checking
procedures within the scope of the home
mechanic, as well as component renewal
procedures (when possible) for each of the
systems listed above.
Before assuming that an emissions control
system is malfunctioning, check the fuel and
ignition systems carefully. The diagnosis of
some emission control devices requires
specialised tools, equipment and training. If
checking and servicing become too difficult,
or if a procedure is beyond your ability,
consult a dealer service department or other
specialist.This doesn’t mean, however, that emission
control systems are particularly difficult to
maintain and repair. You can quickly and
easily perform many checks, and do most of
the regular maintenance at home with
common tune-up and hand tools.
Pay close attention to any special
precautions outlined in this Chapter. It should
be noted that the illustrations of the various
systems may not exactly match the system
fitted on your vehicle because of
changes made by the manufacturer during
production.
2 Motronic engine management
system self-diagnosis-
general information
The Motronic engine management system
control unit (computer) has a built-in self-
diagnosis system, which detects malfunctions
in the system sensors and stores them as
fault codes in its memory. It is not possible
without dedicated test equipment to extract
these fault codes from the control unit.
However, the procedures given in Chapters 4
and 5 may be used to check individual
components and sensors of the Motronic
system. If this fails to pinpoint a fault, then the
vehicle should be taken to a BMW dealer, who
will have the necessary diagnostic
equipment to call up the fault codes from the
control unit. You will then have the
option to repair the fault yourself, or
alternatively have the fault repaired by the
BMW dealer.
3 Electronic control unit (ECU)
- removal and refitting
2
Removal
1The Electronic Control Unit (ECU) is located
either inside the passenger compartment
under the right-hand side of the facia panel on
3-Series models, or in the engine
compartment on the right-hand side on 5-
Series models (see Chapter 4).
2Disconnect the battery negative cable.
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation code
before disconnecting the battery. Refer to
the information on page 0-7 at the front of
this manual before detaching the cable.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
3First remove the access cover on models
with the ECU on the right-hand side of the
engine compartment (see Chapter 4).
4If the ECU is located inside the vehicle,
remove the access cover on the right-hand side.
5Unplug the electrical connectors from the
ECU.
6Remove the retaining bolts from the ECU
bracket.
7Carefully remove the ECU. Note: Avoid static
electricity damage to the ECU by wearing rubber
gloves, and do not touch the connector pins.
Refitting
8Refitting is a reversal of removal.
The most frequent cause of
emission system problems is
simply a leaking vacuum hose
or loose wire, so always
check the hose and wiring connections
first.

4 Information sensors
2
Note:Refer to Chapters 4 and 5 for additional
information on the location and diagnosis of
the information sensors that are not covered in
this Section.
Coolant temperature sensor
General description
1The coolant temperature sensor (see
illustration)is a thermistor (a resistor which
varies its resistance value in accordance with
temperature changes). The change in the
resistance value regulates the amount of
voltage that can pass through the sensor. At
low temperatures, the sensor’s resistance is
high. As the sensor temperature increases, its
resistance will decrease. Any failure in this
sensor circuit will in most cases be due to a
loose or shorted-out wire; if no wiring
problems are evident, check the sensor as
described below.
Check
2To check the sensor, first check its
resistance (see illustration)when it is
completely cold (typically 2100 to 2900 ohms).
Next, start the engine and warm it up until it
reaches operating temperature. The resistance
should be lower (typically 270 to 400 ohms).
Note: If restricted access to the coolant
temperature sensor makes it difficult to attach
electrical probes to the terminals, remove the
sensor as described below, and perform the
tests in a container of heated water to simulate
the conditions.
Warning: Wait until the engine is
completely cool before beginning
this procedure.
Renewal
3To remove the sensor, depress the spring
lock, unplug the electrical connector, then
carefully unscrew the sensor. Be prepared for
some coolant spillage; to reduce this, have
the new sensor ready for fitting as quickly as
possible.Caution: Handle the coolant
sensor with care. Damage to this
sensor will affect the operation of
the entire fuel injection system.
Note: It may be necessary to drain a small
amount of coolant from the radiator before
removing the sensor.
4Before the sensor is fitted, ensure its
threads are clean, and apply a little sealant to
them.
5Refitting is the reverse of removal.
Oxygen sensor
General description
Note:Oxygen sensors are normally only fitted
to those vehicles equipped with a catalytic
converter. Most oxygen sensors are located in
the exhaust pipe, downstream from the
exhaust manifold. On 535 models, the oxygen
sensor is mounted in the catalytic converter.
The sensor’s electrical connector is located
near the bulkhead (left side) for easy access.
6The oxygen sensor, which is located in the
exhaust system (see illustration), monitors
the oxygen content of the exhaust gas. The
oxygen content in the exhaust reacts with the
oxygen sensor, to produce a voltage output
which varies from 0.1 volts (high oxygen, lean
mixture) to 0.9 volts (low oxygen, rich
mixture). The ECU constantly monitors this
variable voltage output to determine the ratio
of oxygen to fuel in the mixture. The ECU
alters the air/fuel mixture ratio by controlling
the pulse width (open time) of the fuel
injectors. A mixture ratio of 14.7 parts air to 1
part fuel is the ideal mixture ratio for
minimising exhaust emissions, thus allowing
the catalytic converter to operate at maximum
efficiency. It is this ratio of 14.7 to 1 which the
ECU and the oxygen sensor attempt to
maintain at all times.
7The oxygen sensor produces no voltage
when it is below its normal operating
temperature of about 320º C. During this initial
period before warm-up, the ECU operates in
“open-loop” mode (ie without the information
from the sensor).
8If the engine reaches normal operating
temperature and/or has been running for two
or more minutes, and if the oxygen sensor is
producing a steady signal voltage below 0.45 volts at 1500 rpm or greater, the ECU
fault code memory will be activated.
9When there is a problem with the oxygen
sensor or its circuit, the ECU operates in the
“open-loop” mode - that is, it controls fuel
delivery in accordance with a programmed
default value instead of with feedback
information from the oxygen sensor.
10The proper operation of the oxygen
sensor depends on four conditions:
a) Electrical - The low voltages generated by
the sensor depend upon good, clean
connections, which should be checked
whenever a malfunction of the sensor is
suspected or indicated.
b) Outside air supply - The sensor is
designed to allow air circulation to the
internal portion of the sensor. Whenever
the sensor is disturbed, make sure the air
passages are not restricted.
c) Proper operating temperature - The ECU
will not react to the sensor signal until the
sensor reaches approximately 320º C.
This factor must be taken into
consideration when evaluating the
performance of the sensor.
d) Unleaded fuel - The use of unleaded fuel
is essential for proper operation of the
sensor. Make sure the fuel you are using
is of this type.
11In addition to observing the above
conditions, special care must be taken
whenever the sensor is serviced.
a) The oxygen sensor has a permanently-
attached pigtail and electrical connector,
which should not be removed from the
sensor. Damage or removal of the pigtail
or electrical connector can adversely
affect operation of the sensor.
b) Grease, dirt and other contaminants
should be kept away from the electrical
connector and the louvered end of the
sensor.
c) Do not use cleaning solvents of any kind
on the oxygen sensor.
d) Do not drop or roughly handle the sensor.
e) The silicone boot must be fitted in the
correct position, to prevent the boot from
being melted and to allow the sensor to
operate properly.
6•2 Engine management and emission control systems
4.6 The oxygen sensor (arrowed) is usually
located in the exhaust pipe, downstream
from the exhaust manifold4.2 Check the resistance of the coolant
temperature sensor at different
temperatures4.1 The coolant temperature sensor
(arrowed) is usually located next to the
temperature sender unit, near the fuel
pressure regulator

Check
12Warm up the engine, and let it run at idle.
Disconnect the oxygen sensor electrical
connector, and connect the positive probe of
a voltmeter to the oxygen sensor output
connector terminal (refer to the following
table) and the negative probe to earth (see
illustrations).
Note:Most oxygen sensor electrical
connectors are located at the rear of the
engine, near the bulkhead. Look for a large
rubber boot attached to a thick wire harness.
On early 535i models, the connector for the
oxygen sensor heater circuit is under the
vehicle. Look for a small protective cover.
These models should have the updated
oxygen sensor fitted, to make access similar
to other models. Consult your dealer service
department for additional information.
13Increase and then decrease the engine
speed, and monitor the voltage.
14When the speed is increased, the voltage
should increase to 0.5 to 1.0 volts. When the
speed is decreased, the voltage should fall to
about 0 to 0.4 volts.
15Also where applicable, inspect the oxygen
sensor heater (models with multi-wire
sensors). With the ignition on, disconnect the
oxygen sensor electrical connector, and
connect a voltmeter across the terminals
designated in the chart (see below). There
should be battery voltage (approximately
12 volts).
16If the reading is not correct, check the
oxygen sensor heater relay (see Chapter 12).
If the information is not available, check the
owner’s handbook for the exact location of
the oxygen sensor heater relay. The relay
should receive battery voltage.
17If the oxygen sensor fails any of these
tests, renew it.
Renewal
Note: Because it is fitted in the exhaust
manifold, converter or pipe, which contracts
when cool, the oxygen sensor may be very
difficult to loosen when the engine is cold.
Rather than risk damage to the sensor(assuming you are planning to re-use it in
another manifold or pipe), start and run the
engine for a minute or two, then switch it off.
Be careful not to burn yourself during the
following procedure.
18Disconnect the battery negative cable.
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation code
before disconnecting the battery. Refer to
the information on page 0-7 at the front of
this manual before detaching the cable.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
19Raise and support the vehicle.
20Disconnect the electrical connector from
the sensor.
21Carefully unscrew the sensor.
Caution: Excessive force may
damage the threads.
22A high-temperature anti-seize compound
must be used on the threads of the sensor, to
facilitate future removal. The threads of new
sensors will already be coated with this
compound, but if an old sensor is removed
and refitted, recoat the threads.23Refit the sensor and tighten it securely.
24Reconnect the electrical connector of the
pigtail lead to the main engine wiring harness.
25Lower the vehicle, and reconnect the
battery.
Oxygen Sensor Heated power
sensor type output signal supply (12V)
Unheated
(single-wire) black wire (+) Not applicable
Heated terminal 1 (+) terminals
(three-wire) 3 (+) and 2 (-)
Heated terminal 2 (+) terminals
(four-wire) 4 (+) and 3 (-)
Throttle Position Sensor (TPS)
General description
26The Throttle Position Sensor (TPS) is
located on the end of the throttle shaft on the
throttle body. By monitoring the output
voltage from the TPS, the ECU can determine
fuel delivery based on throttle valve angle
(driver demand). In this system, the TPS acts
as a switch rather than a potentiometer. One
set of throttle valve switch contacts is closed
(continuity) only at idle. A second set of
contacts closes as the engine approaches
full-throttle. Both sets of contacts are open
(no continuity) between these positions. A
broken or loose TPS can cause intermittent
bursts of fuel from the injector and an
unstable idle, because the ECU thinks the
throttle is moving.
27All models (except for early 535i models
with automatic transmission) combine the idle
and full-throttle switch; a separate idle
position switch indicates the closed-throttle
position, while the TPS is used for the full-
throttle position. On 535i models with
automatic transmission, the TPS is connected
directly to the automatic transmission control
unit. With the throttle fully open, the
transmission control unit sends the full-
throttle signal to the Motronic control unit.
All models except early 535i with
automatic transmission
Check
28Remove the electrical connector from the
TPS, and connect an ohmmeter to terminals 2
and 18 (see illustrations). Open the throttle
Engine management and emission control systems 6•3
4.12b These oxygen sensor terminal
designations are for the harness side only.
Use the corresponding terminals on the
sensor side for the testing procedures
(there are three different four-wire oxygen
sensor connectors available - don’t get
them mixed up)4.12a The oxygen sensor, once it is
warmed up (320º C), puts out a very small
voltage signal. To verify it is working,
check for voltage with a digital voltmeter
(the voltage signals usually range from
0.1 to 1.0 volt)
4.28b First check for continuity between
terminals 2 and 18 with the throttle closed
(later Motronic system shown) . . .4.28a The TPS on L-Jetronic systems is
located under the intake manifold
(terminals arrowed)
6

slightly by hand. Release the throttle slowly
until it reaches 0.2 to 0.6 mm from the throttle
stop. There should be continuity.
29Check the resistance between terminals 3
and 18 as the throttle is opened. There should
be continuity when the throttle switch is within
8 to 12 degrees of fully-open. If the readings
are incorrect, adjust the TPS.
30If all the resistance readings are correct
and the TPS is properly adjusted, check for
power (5 volts) at the sensor, and if necessary
trace any wiring circuit problems between the
sensor and ECU (see Chapter 12).
Adjustment
31If the adjustment is not as specified
(paragraphs 28 to 30), loosen the screws on
the TPS, and rotate the sensor into the correct
adjustment. Follow the procedure for
checking the TPS given above, and tighten
the screws when the setting is correct.
32Recheck the TPS once more; if the
readings are correct, reconnect the TPS
harness connector.
Early 535i models with automatic
transmission
Check
33First test the continuity of the TPS. Follow
paragraphs 28 to 30 and check for continuity.
34Next, test the idle position switch (see
illustration). Unplug the electrical connector
in the idle position switch harness, andconnect an ohmmeter to terminals 1 and 2.
There should be continuity. Open the throttle
slightly, and measure the resistance. There
should now be no continuity.
35Check for the correct voltage signals from
the TPS, with the throttle closed and the
ignition on. Probe the back of the TPS
connector with a voltmeter, and check for
voltage at terminal 3 (black wire) and earth.
There should be 5 volts present. Also, probe
terminal 3 (black wire) and terminal 1 (brown
wire). There should be 5 volts present here
also.
36Check for voltage at terminal 2 (yellow
wire) and terminal 1 (brown wire), and slowly
open the throttle. The voltage should increase
steadily from 0.7 volts (throttle closed) to
4.8 volts (throttle fully-open).
Adjustment
37First measure the stabilised voltage. With
the ignition on and the throttle closed,
measure the voltage between terminal 3
(black wire) and terminal 1 (brown wire). It
should be about 5 volts.
38Next, loosen the sensor mounting screws,
and connect the voltmeter to terminal 2
(yellow wire) and terminal 3 (black wire). With
the throttle fully open, rotate the switch until
there is 0.20 to 0.24 volts less than the
stabilised voltage. Note: You will need a
digital voltmeter to measure these small
changes in voltage.
39Recheck the TPS once more; if the
readings are correct, reconnect the TPS
electrical connector. It is a good idea to lock
the TPS screws with paint or thread-locking
compound.
Airflow meter
General description
40The airflow meter is located on the air
intake duct. The airflow meter measures the
amount of air entering the engine. The ECU
uses this information to control fuel delivery. A
large volume of air indicates acceleration,
while a small volume of air indicates
deceleration or idle. Refer to Chapter 4 for all
the diagnostic checks and renewal
procedures for the airflow meter.
Ignition timing sensors
41Ignition timing is electronically-controlled
on Motronic systems, and is not adjustable.
During starting, a crankshaft position sensor
relays the crankshaft position to the ECU, and
an initial baseline ignition point is determined.
Once the engine is running, the ignition point
is continually changing based on the various
input signals to the ECU. Engine speed is
signalled by a speed sensor. Early Motronic
systems have the reference sensor and the
speed sensor mounted on the bellhousing
over the flywheel. Later Motronic systems
have a single sensor (pulse sensor) mounted
over the crankshaft pulley. This sensor
functions as a speed sensor as well as a
position sensor. Refer to Chapter 5 for more
information. Note: Some models are
equipped with a TDC sensor mounted on the
front of the engine. This sensor is strictly for
the BMW service test unit, and it is not part of
the Motronic ignition system.
5 Positive crankcase
ventilation (PCV) system
1The Positive Crankcase Ventilation (PCV)
system (see illustration)reduces
hydrocarbon emissions by scavenging
crankcase vapours. It does this by circulating
blow-by gases and then re-routing them to
the intake manifold by way of the air cleaner.
2This PCV system is a sealed system. The
crankcase blow-by vapours are routed
directly to the air cleaner or air collector with
crankcase pressure behind them. The vapour
is not purged with fresh air on most models or
6•4 Engine management and emission control systems
5.2 PCV hose being removed from the
valve cover5.1 Diagram of the PCV system on the
M20 engine (others similar)4.34 Idle position switch and TPS on early
535i models with automatic transmission
4.28c . . . then check for continuity
between terminals 3 and 18 as the throttle
is opened

filtered with a flame trap like most
conventional systems. There are no
conventional PCV valves fitted on these
systems - just a hose (see illustration).
3The main components of the PCV system
are the hoses that connect the valve cover to
the throttle body or air cleaner. If abnormal
operating conditions (such as piston ring
problems) arise, the system is designed to
allow excessive amounts of blow-by gases to
flow back through the crankcase vent tube
into the intake system, to be consumed by
normal combustion. Note: Since these
models don’t use a filtering element, it’s a
good idea to check the PCV system
passageways for clogging from sludge and
combustion residue(see illustration).
6 Evaporative emissions
control (EVAP) system
2
General description
Note:This system is normally only fitted to
those vehicles equipped with a catalytic
converter.
1When the engine isn’t running, the fuel in the
fuel tank evaporates to some extent, creating
fuel vapour. The evaporative emissions control
system (see illustration)stores these fuel
vapours in a charcoal canister. When the
engine is cruising, the purge control valve is
opened slightly, and a small amount of fuel
vapour is drawn into the intake manifold and
burned. When the engine is starting cold or
idling, the purge valve prevents any vapours
from entering the intake manifold and causing
excessively-rich fuel mixture.
2Two types of purge valve are used;
electrically-operated or vacuum-operated. To
find out which type is on your vehicle, follow
the hose from the charcoal canister until you
locate the purge valve. Some are located on
the intake manifold, and others near the
charcoal canister. Look for either an electrical
connector, or vacuum lines, to the purge
valve.3A faulty EVAP system will only affect engine
driveability when the engine is warm. The
EVAP system is not usually the cause of
difficult cold starting or any other cold-running
problems.
Check
Vacuum-operated purge valve
4Remove the vacuum lines from the purge
valve, and blow into the larger valve port. It
should be closed, and not pass any air. Note:
Some models have a thermo-vacuum valve
that delays canister purging until the coolant
temperature reaches approximately 46º C.
Check this valve to make sure that vacuum is
controlled at the proper temperatures. The
valve is usually located in the intake manifold,
near the thermo-time switch and the coolant
temperature sensor.
5Disconnect the small vacuum hose from the
purge valve, and apply vacuum with a hand-
held vacuum pump. The purge valve should
be open, and air should be able to pass
through.6If the test results are unsatisfactory, renew
the purge valve.
Electrically-operated purge valve
7Disconnect any lines from the purge valve,
and (without disconnecting the electrical
connector) place it in a convenient spot for
testing.
8Check that the valve makes a “click” sound
as the ignition is switched on (see
illustration).
9If the valve does not “click”, disconnect the
valve connector, and check for power to the
valve using a test light or a voltmeter (see
illustration).
10If battery voltage is present, but the valve
does not work, renew it. If there is no voltage
present, check the Motronic control unit and
the wiring.
Canister
11Mark all the hoses for position, then
detach them from the canister.
12Slide the canister out of its mounting clip.
Engine management and emission control systems 6•5
6.1 Diagram of the EVAP system on the M10 engine (others similar)
6.9 Check for battery voltage at the
electrical connector to the purge valve6.8 When the ignition is switched on, there
should be a distinct “click” from the purge
valve
6
5.3 It’s a good idea to check for excess
residue from the crankcase vapours
circulating in the hoses and ports - this
can eventually clog the system, and cause
a pressure increase in the engine block

On some models, it will be necessary to
release the retaining clip (see illustration).
13Visually examine the canister for leakage
or damage.
14Renew the canister if you find evidence of
damage or leakage.
7 Catalytic converter
1
General description
1To reduce emissions of unburnt
hydrocarbons (HC), carbon monoxide (CO)
and oxides of nitrogen (NOx), the later
vehicles covered by this manual are equipped
with a catalytic converter (see illustration).
The converter contains a ceramic honeycomb
coated with precious metals, which speed up
the reaction between the pollutants listed
previously and the oxygen in the exhaust gas.
The pollutants are oxidised to produce water
(H
2O), nitrogen and carbon dioxide (CO2).
Check
2Visually examine the converter(s) for cracks
or damage. Make sure all nuts and bolts are
tight.
3Inspect the insulation cover (if applicable)
welded onto the converter - it should not be
loose.
Caution: If an insulation cover is
dented so that it touches the
converter housing inside,
excessive heat may be
transferred to the floor.
4Start the engine and run it at idle speed.
5Check for exhaust gas leakage from the
converter flanges. Check the body of each
converter for holes.
Component renewal
6See Chapter 4 for removal and refitting
procedures.
Precautions
7The catalytic converter is a reliable and
simple device, which needs no maintenance
in itself, but there are some facts of which an
owner should be aware, if the converter is to
function properly for its full service life.
(a) DO NOT use leaded (eg UK “4-star”)
petrol in a car equipped with a catalytic
converter - the lead will coat the precious
metals, reducing their converting
efficiency, and will eventually destroy the
converter.
(b) Always keep the ignition and fuel systems
well-maintained in accordance with the
manufacturer’s schedule, as given in
Chapter 1. In particular, ensure that the air
cleaner filter element, the fuel filter (where
fitted) and the spark plugs are renewed at
the correct interval. If the intake air/fuel
mixture is allowed to become too rich due
to neglect, unburned fuel will enter the
catalytic converter, overheating the
element and eventually destroying the
converter.
(c) If the engine develops a misfire, do not
drive the car at all (or at least as little as
possible) until the fault is cured - the
misfire will allow unburned fuel to enter
the converter, which will result in its
overheating, as noted above.
(d) DO NOT push- or tow-start the car - this
will soak the catalytic converter in
unburned fuel, causing it to overheat
when the engine does start - see (b) or (c)
above.
(e) DO NOT switch off the ignition at high
engine speeds - ie do not “blip” the
throttle immediately before switching offthe engine. If the ignition is switched off
at anything above idle speed, unburned
fuel will enter the (very hot) catalytic
converter, with the possible risk of its
igniting on the element and damaging the
converter.
(f) DO NOT use fuel or engine oil additives -
these may contain substances harmful to
the catalytic converter.
(g) DO NOT continue to use the car if the
engine burns oil to the extent of leaving a
visible trail of blue smoke - the unburned
carbon deposits will clog the converter
passages, and reduce its efficiency; in
severe cases, the element will overheat.
(h) Remember that the catalytic converter
operates at very high temperatures -
hence the heat shields on the car’s
underbody - and the casing will become
hot enough to ignite combustible
materials which brush against it. DO NOT,
therefore, park the car in dry
undergrowth, or over long grass or piles
of dead leaves.
(i) Remember that the catalytic converter is
FRAGILE - do not strike it with tools
during servicing work, and take great care
when working on the exhaust system.
Ensure that the converter is well clear of
any jacks or other lifting gear used to raise
the car, and do not drive the car over
rough ground, road humps, etc, in such a
way as to “ground” the exhaust system.
(j) In some cases, particularly when the car
is new and/or is used for stop/start
driving, a sulphurous smell (like that of
rotten eggs) may be noticed from the
exhaust. This is common to many
catalytic converter-equipped cars, and
seems to be due to the small amount of
sulphur found in some petrols reacting
with hydrogen in the exhaust, to produce
hydrogen sulphide (H
2S) gas; while this
gas is toxic, it is not produced in sufficient
amounts to be a problem. Once the car
has covered a few thousand miles, the
problem should disappear - in the
meanwhile, a change of driving style, or of
the brand of petrol used, may effect a
solution.
(k) The catalytic converter, used on a well-
maintained and well-driven car, should
last for 50 000 to 100 000 miles - from
this point on, the CO level should be
carefully checked regularly, to ensure that
the converter is still operating efficiently. If
the converter is no longer effective, it
must be renewed.
6•6 Engine management and emission control systems
7.1 Typical catalytic converter (M10
engine type shown, others similar)6.12 EVAP system charcoal canister
viewed from under the vehicle (316i model)