Fuel and exhaust systems BMW 3 SERIES 1989 E30 Owner's Manual

gauge to the pressure regulator vacuum hose,
and check for vacuum (engine idling).
11If there is vacuum present, renew the fuel
pressure regulator.
12If there isn’t any reading on the gauge,
check the hose and its port for a leak or a
restriction.
Renewal
13Depressurise the fuel system (see Sec-
tion 2).
14Detach 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.
15Detach the vacuum hose and fuel return
hose from the pressure regulator, then
unscrew the mounting bolts (see illustration).
16Remove the pressure regulator.
17Refitting is the reverse of removal. Be sure
to use a new O-ring. Coat the O-ring with a
light film of engine oil prior to refitting.
18Check for fuel leaks after refitting the
pressure regulator.
19 Cold start injector and
thermotime switch- check
and renewal
2
Warning: Fuel is extremely
flammable, so take extra
precautions when you work on
any part of the fuel system. Don’t
smoke, or allow open flames or bare light
bulbs, near the work area. Don’t work in a
garage where a natural gas-type appliance
(such as a water heater or clothes dryer)
with a pilot light is present. If you spill any
fuel on your skin, rinse it off immediately
with soap and water. When you performany kind of work on the fuel system, wear
safety glasses, and have a fire
extinguisher on hand.
Check
Cold start injector
1The engine coolant should be below 30ºC
for this check. Preferably, the engine should
have been switched off for several hours.
Disconnect the electrical connector from the
cold start injector (see illustration)and move
it aside, away from the work area - there will
be fuel vapour present. Remove the two
screws holding the injector to the air intake
plenum, and take the injector out. The fuel line
must be left connected. Wipe the injector
nozzle. Disable the ignition system by
detaching the coil wire from the centre
terminal of the distributor cap, and earthing it
on the engine block with a jumper wire. Run
the fuel pump for 1 minute by bridging the
appropriate relay terminals (see Section 3).
There must be no fuel dripping from the
nozzle. If there is, the injector is faulty and
must be renewed. Switch off the ignition and
remake the original fuel pump relay
connections.
2Now direct the nozzle of the injector into a
can or jar. Reconnect the electrical connector
to the injector. Have an assistant switch on
the ignition and operate the starter. The
injector should squirt a conical-shaped sprayinto the jar (see illustration). If the spray
pattern is good, the injector is working
properly. If the spray pattern is irregular, the
injector is fouled or damaged, and should be
cleaned or renewed.
3If the cold start injector does not spray any
fuel, check for a voltage signal at the electrical
connector for the cold start injector when the
starter motor is operated (see illustration). If
there is no voltage, check the thermotime
switch.
Thermotime switch
4The thermotime switch detects the
temperature of the engine, and controls the
action of the cold start injector. It is usually
located up front, near the coolant temperature
sensor. The engine coolant should be below
30ºC for this check. Preferably, the engine
should have been switched off for several
hours. Disable the ignition system by detaching
the coil wire from the centre terminal of the
distributor cap, and earthing it on the engine
block with a jumper wire. Pull back the rubber
boot from the thermotime switch (see
illustration)and probe the black/yellow wire
connector terminal with a voltmeter.
5Have an assistant switch on the ignition and
operate the starter. The voltmeter should
register a voltage signal the moment the
starter engages. This signal should last
approximately 6 to 10 seconds, depending on
the temperature of the engine.
Fuel and exhaust systems 4•17
19.2 Watch for a steady, conical-shaped
spray of fuel when the starter motor is
operated19.1 Cold start injector electrical
connector (arrowed) on the M10 engine.
Most cold start injectors are mounted in
the intake manifold18.15 Remove the two bolts (arrowed) and
remove the fuel pressure regulator from
the fuel rail
19.4 Check for a voltage signal on the
black/yellow wire of the thermotime switch
when the ignition is on19.3 Check for a voltage signal (about
12 volts) at the cold start injector connector
when the starter motor is operated
4

6If the voltage is correct, unplug the
electrical connector and, using an ohmmeter,
check for continuity between the terminals of
the thermotime switch (see illustration).
Continuity should exist.
7Reconnect the coil lead, start the engine
and warm it up above 41ºC. When the engine
is warm, there should be no continuity
between the terminals. If there is, the switch is
faulty and must be renewed. Note: On 5-
Series models, there are several types of
thermotime switch. Each one is stamped with
an opening temperature and maximum
duration.
Renewal
Cold start injector
8Depressurise the fuel system (see Sec-
tion 2).
9Disconnect the electrical connector from
the cold start injector.
10Where applicable, using a ring spanner or
deep socket, remove the fuel line fitting
connected to the cold start injector. On other
models, simply loosen the hose clamp and
detach the hose from the injector.
11Remove the cold start injector securing
bolts, and remove the injector.
12Refitting is the reverse of removal. Clean
the mating surfaces, and use a new gasket.
Thermotime switch
Warning: Wait until the engine is
completely cool before beginning
this procedure. Also, remove the
cap from the expansion tank or
radiator to relieve any residual pressure in
the cooling system.
13Prepare the new thermotime switch for
fitting by applying a light coat of thread
sealant to the threads.
14Disconnect the electrical connector from
the old thermotime switch.
15Using a deep socket, or a ring spanner,
unscrew the switch. Once the switch is
removed coolant will start to leak out, so
insert the new switch as quickly as possible.
Tighten the switch securely, and plug in the
electrical connector.
20 Fuel injectors-
check and renewal
2
Warning: Fuel is extremely
flammable, so take extra
precautions when you work on
any part of the fuel system. Don’t
smoke, or allow open flames or bare light
bulbs, near the work area. Don’t work in a
garage where a natural gas-type appliance
(such as a water heater or clothes dryer)
with a pilot light is present. If you spill any
fuel on your skin, rinse it off immediately
with soap and water. When you perform
any kind of work on the fuel system, wear
safety glasses, and have a fire
extinguisher on hand.
Check
In-vehicle check
1Using a mechanic’s stethoscope (available
at most car accessory shops), check for a
clicking sound at each of the injectors while
the engine is idling (see illustration 15.7).
2The injectors should make a steady clicking
sound if they are operating properly.
3Increase the engine speed above 3500 rpm.
The frequency of the clicking sound should
rise with engine speed.
4If an injector isn’t functioning (not clicking),
purchase a special injector test light (a car
accessory shop or fuel injection specialist
may be able to help) and connect it to the
injector electrical connector. Start the engine
and make sure the light flashes. If it does, the
injector is receiving the proper voltage, so the
injector itself must be faulty.
5Unplug each injector connector, and checkthe resistance of the injector (see
illustration). Check your readings with the
values listed in this Chapter’s Specifications.
Renew any that do not give the correct
resistance reading.
Volume test
6Because a special injection checker is
required to test injector volume, this
procedure is beyond the scope of the home
mechanic. Have the injector volume test
performed by a BMW dealer or other
specialist.
Renewal
7Unplug the main electrical connector for the
fuel injector wiring harness. Remove the
intake manifold (see Chapter 2A).
8Detach the fuel hoses from the fuel rail, and
remove the fuel rail mounting bolts (see
illustration).
9Lift the fuel rail/injector assembly from the
intake manifold.
10Unplug the electrical connectors from the
fuel injectors. Detach the injectors from the
fuel rail.
11Refitting is the reverse of removal. Be sure
to renew all O-rings. Coat the O-rings with a
light film of engine oil to prevent damage
during refitting. Pressurise the fuel system
(refit the fuel pump fuse and switch on the
ignition) and check for leaks before starting
the engine.
21 Idle air stabiliser valve-
check, adjustment and
renewal
4
1The idle air stabiliser system works to
maintain engine idle speed within a 200 rpm
range, regardless of varying engine loads at
idle. An electrically-operated valve allows a
small amount of air to bypass the throttle
plate, to raise the idle speed whenever the idle
speed drops below approximately 750 rpm. If
the idle speed rises above approximately
950 rpm, the idle air stabiliser valve closes
and stops extra air from bypassing the throttle
plate, reducing the idle speed.
4•18 Fuel and exhaust systems
20.8 Remove the bolts (arrowed) and
separate the fuel rail and injectors from
the intake manifold20.5 Check the resistance of each of the
fuel injectors19.6 Check the resistance of the
thermotime switch with the engine coolant
temperature below 30º C. There should be
continuity
If you don’t have a
mechanic’s stethoscope, a
screwdriver can be used to
check for a clicking sound at
the injectors. Place the tip of the
screwdriver against the injector, and
press your ear against the handle.

2L-Jetronic systems are equipped with a
separate idle speed control unit (computer)
located under the facia. The idle air stabiliser
valve has an adjusting screw. Early models
are equipped with plastic valves, but they still
can be adjusted by removing the hose and
inserting a very thin screwdriver inside.
3Early Motronic systems are also equipped
with a separate idle speed control unit
(computer) located under the facia. The idle
air stabiliser valve has an adjusting screw.
4On later Motronic systems, the idle air
stabiliser valve is ECU-controlled, and no
provision is made for adjustment.
Preliminary check
5Before performing any checks on the idle
air stabiliser valve, make sure these criteria
are met:
a) The engine must be at operating
temperature (60ºC)
b) Turn off all electrical accessories (air
conditioning, heater controls, headlights,
auxiliary cooling fan, etc)
c) The throttle position sensor must be
operating correctly (see Chapter 6)
d) There must not be any exhaust leaks
e) There must not be any vacuum leaks
f) Where fitted, the oxygen sensor must be
operating properly (see Chapter 6)
6Connect a tachometer in accordance with
the manufacturer’s instructions.
Caution: The ignition must be
switched off before making any
electrical connections.
7The idle air stabiliser valve operates
continuously when the ignition is on. Start the
engine and make sure the valve is vibrating
and humming slightly.
L-Jetronic system
Check
8With the engine running, disconnect the
electrical connector from the valve. The idle
speed should increase to about 2,000 rpm.
9If the idle speed does not increase, turn the
engine off. Using an ohmmeter, check the
resistance across the terminals of the valve(see illustration). It should be 9 to 10 ohms
with the ambient air temperature at about
20º C.
10Using a pair of jumper wires, apply battery
voltage to the valve, and confirm that the
valve closes tightly. When the voltage is
removed, the valve should re-open.
11If the idle air stabiliser valve fails any of
the tests, renew it.
12If the idle air stabiliser valve passes the
tests, check the control current.
13Unplug the electrical connector from the
valve. Using a jumper wire, connect one
terminal of the electrical connector to one of
the terminals on the valve, Connect an
ammeter (0 to 1000 mA range) between the
other terminal on the electrical connector and
the remaining terminal on the valve. Start the
engine and allow it to idle. With the engine
running, the current reading should be
between 400 and 500 mA. Adjust the valve if
the current reading is not as specified (see
paragraph 15). Note: The idle air stabiliser
current will fluctuate between 400 and
1100 mA if the engine is too cold, if the
coolant temperature sensor is faulty, if the idle
speed needs to be adjusted, if there is an
engine vacuum leak or if electrical accessories
are on.
14If there is no current reading, have the idle
speed control unit diagnosed by a BMW
dealer or other specialist. Note: The idle air
stabiliser control unit (located under the facia)
can develop an electrical connector problem
that intermittently turns the valve on and off.
Check the connector very carefully before
fitting any new parts. Sometimes, a new
control unit will only fix the problem
temporarily.
Adjustment
15With the ignition switched off, connect a
tachometer in accordance with the equipment
manufacturer’s instructions.
16Make sure the ignition timing is correct
(see Chapter 5).
17Connect an ammeter to the valve (see
paragraph 13).
18With the engine running, the current
reading should be 450 to 470 mA at 850 to900 rpm (manual transmission), or 460 to
480 mA at 850 to 900 rpm (automatic
transmission).
19If the control current is not correct, turn
the adjusting screw until it is within the correct
range (see illustration). Note: On metal-type
valves, the adjusting screw is mounted
externally. On plastic-type valves, the
adjustment screw is inside, and can be
reached by removing the hose at the end of
the valve.
Motronic systems
Check
Note:There are two types of idle air stabiliser
valve on these systems; early models usually
have a two-wire valve, while later models are
equipped with a three-wire valve.
20With the engine running, disconnect the
electrical connector from the valve. The idle
speed should increase to about 2000 rpm.
21If the idle speed does not increase:
a) Two-wire valve - Using a pair of jumper
wires, apply battery voltage to the valve,
and confirm that the valve closes tightly.
When the voltage is removed, the valve
should re-open. Also, check the
resistance of the valve (see illus-
tration 21.9). The resistance should be
about 9 or 10 ohms.
b) Three-wire valve - Turn the engine off and
unplug the electrical connector from the
valve. Using an ohmmeter, check the
resistance on the two outer terminals of
the valve. (see illustration). It should be
about 40 ohms. Check the resistance on
the centre and outside terminals of the
valve. They should both be about
20 ohms.
22If the idle air stabiliser valve fails any of
the tests, renew it.
23If the idle air stabiliser valve tests are all
correct, check the control current (two-wire
valve) or the voltage (three-wire valve) as
follows.
24On two-wire valves, connect an ammeter
(0 to 1000 mA range) as described in
paragraph 13. Start the engine, and allow it to
idle. With the engine running, the current
Fuel and exhaust systems 4•19
21.21 Check the idle air stabiliser valve
resistance on the two outer terminals on
later Motronic systems - it should be about
40 ohms21.19 Location of the adjustment screw on
the metal-type idle air stabiliser valve
(L-Jetronic system)21.9 Check the resistance of the idle air
stabiliser valve - it should typically be 9 to
10 ohms (L-Jetronic system)
4

reading should be between 400 and 500 mA.
Adjust the valve if the current reading is not as
specified. Note: The idle air stabiliser current
will fluctuate between 400 and 1100 mA if the
engine is too cold, if the coolant temperature
sensor is faulty, if there is an engine vacuum
leak, or if electrical accessories are on.
25If there is no current reading, have the idle
speed control unit (under the facia) checked
by a BMW dealer or other specialist.
26On three-wire valves, check for voltage at
the electrical connector. With the ignition on,
there should be battery voltage present at the
centre terminal (see illustration). There
should be about 10 volts between the centre
terminal and each of the outer terminals.
27If there is no voltage reading, have the idle
speed control unit (early models) or the ECU
(later models) checked by a dealer service
department or other specialist.
Adjustment (early models only)
28With the ignition switched off, connect a
tachometer in accordance with the equipment
manufacturer’s instructions.
29Make sure the ignition timing is correct
(see Chapter 5).
30Connect an ammeter to the valve as
described in paragraph 13.
31With the engine running, the current draw
should be 450 to 470 mA at 700 to 750 rpm.
32If the control current is not correct, turn
the adjusting screw until it is within the
specified range. Note: Turn the idle air bypass
screw clockwise to increase the current, or
anti-clockwise to decrease the current.
Renewal
33Remove the electrical connector and the
bracket from the idle air stabiliser valve.
Remove the valve, disconnecting the hoses.
34Refitting is the reverse of removal.
22 Exhaust system servicing-
general information
Warning: Inspect or repair
exhaust system components only
when the system is completely
cool. When working under the
vehicle, make sure it is securely
supported.
Silencer and pipes
1The exhaust system consists of the exhaust
manifold, catalytic converter, silencers, and all
connecting pipes, brackets, mountings (see
illustration)and clamps. The exhaust system
is attached to the body with brackets and
rubber mountings. If any of the parts are
improperly fitted, excessive noise and
vibration may be transmitted to the body.
2Inspect the exhaust system regularly. Look
for any damaged or bent parts, open seams,
holes, loose connections, excessive
corrosion, or other defects which could allow
exhaust fumes to enter the vehicle. Generally,
deteriorated exhaust system components
cannot be satisfactorily repaired; they should
be renewed.3If the exhaust system components are
extremely corroded or rusted together, it may
be necessary to cut off the old components
with a hacksaw. Be sure to wear safety
goggles to protect your eyes from metal
chips, and wear work gloves to protect your
hands.
4Here are some simple guidelines to follow
when repairing the exhaust system:
a) Work from the back to the front of the
vehicle when removing exhaust system
components.
b) Apply penetrating oil to the exhaust
system nuts and bolts to make them
easier to remove.
c) Use new gaskets, mountings and clamps
when fitting exhaust system components.
d) Apply anti-seize compound to the threads
of all exhaust system nuts and bolts
during reassembly.
e) Be sure to allow sufficient clearance
between newly-fitted parts and all points
on the underbody, to avoid overheating
the floorpan, and possibly damaging the
interior carpet and insulation. Pay
particularly close attention to the catalytic
converters and heat shields. Also, make
sure that the exhaust will not come into
contact with suspension parts, etc.
Catalytic converter
5Although the catalytic converter is an
emissions-related component, it is discussed
here because, physically, it’s an integral part
of the exhaust system. Always check the
converter whenever you raise the vehicle to
inspect or service the exhaust system.
6Raise and support the vehicle.
7Inspect the catalytic converter for cracks or
damage.
8Check the converter connections for
tightness.
9Check the insulation covers welded onto the
catalytic converter for damage or a loose fit.
Caution: If an insulation cover is
dented so that it touches the
converter housing inside,
excessive heat may be
transferred to the floor.
10Start the engine and run it at idle speed.
Check all converter connections for exhaust
gas leakage.
4•20 Fuel and exhaust systems
22.1 A typical exhaust system rubber
mounting21.26 Check for battery voltage on the
centre terminal

Fuel injection system - fault finding
L-Jetronic fuel injection system
Engine difficult to start, or fails to start (when cold)
Probable cause Corrective action
Cold start injector or thermotime switch faulty Test cold start injector and thermotime switch. Renew faulty components (see Section 19)
Fuel pump inoperative Check fuel pump fuse and fuel pump relay (see Sections 3 and 4)
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). Test fuel pressure regulator (Section 18)
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
wiring problem Test coolant temperature sensor (see Chapter 6, Section 4)
Throttle position sensor (TPS) incorrectly adjusted Check TPS adjustment (see Chapter 6, Section 4)
Incorrect ignition timing Check ignition timing (see Chapter 5). Check vacuum advance system
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
Engine difficult to start, or fails to start (when warm)
Probable cause Corrective action
Cold start injector leaking or operating continuously Test cold start injector and thermotime switch (see Section 19)
Fuel pressure incorrect Test fuel pump(s). Renew if necessary (see Section 3)
Insufficient residual fuel pressure Test residual fuel pressure. Renew fuel pump or fuel accumulator as necessary
(see Section 18)
Fuel leak(s) Inspect fuel lines and fuel injectors for leaks. Correct leaks as required (see Chapter 4)
Coolant temperature sensor faulty or
wiring problem Test coolant temperature sensor (see Chapter 6, Section 4)
Vapour lock (warm weather) Check fuel pressure (see Section 3)
EVAP system faulty (where applicable) Check EVAP system (see Chapter 6, Section 6)
Incorrect ignition timing Check ignition timing (see Chapter 5). Check vacuum advance system
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)
Engine misses and hesitates under load
Probable cause Corrective action
Fuel injector clogged or faulty 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
stuck in open position Inspect the airflow meter for damage (see Section 16)
Intake air leaks Inspect all vacuum lines, air ducts and oil filler and dipstick seals
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)
Vacuum advance system faulty Check vacuum advance system and electronic vacuum advance relay
Idle speed control unit faulty Have the idle speed control unit checked by a dealer
Motronic fuel injection system
Note:With this system, when faults occur, the ECU stores a fault code in its memory. These codes can only be read by a BMW dealer, as
specialised equipment is required. It may save time to have at least the initial fault diagnosis carried out by a dealer.
Lack of power
Probable cause Corrective action
Coolant temperature sensor faulty, Test coolant temperature sensor and wiring. Repair wiring or renew sensor if
or wire to sensor broken faulty (see Chapter 6)
Fuel pressure incorrect Check fuel pressure from main pump and transfer pump, as applicable (see Section 3)
Throttle plate not opening fully Check accelerator cable adjustment to make sure throttle is opening fully. Adjust cable if
necessary (see Section 9)
Fuel and exhaust systems 4•21
4

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

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

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)

REF•4MOT Test Checks
MExamine the handbrake mechanism,
checking for frayed or broken cables,
excessive corrosion, or wear or insecurity of
the linkage. Check that the mechanism works
on each relevant wheel, and releases fully,
without binding.
MIt is not possible to test brake efficiency
without special equipment, but a road test can
be carried out later to check that the vehicle
pulls up in a straight line.
Fuel and exhaust systems
MInspect the fuel tank (including the filler
cap), fuel pipes, hoses and unions. All
components must be secure and free from
leaks.
MExamine the exhaust system over its entire
length, checking for any damaged, broken or
missing mountings, security of the retaining
clamps and rust or corrosion.
Wheels and tyres
MExamine the sidewalls and tread area of
each tyre in turn. Check for cuts, tears, lumps,
bulges, separation of the tread, and exposure
of the ply or cord due to wear or damage.
Check that the tyre bead is correctly seated
on the wheel rim, that the valve is sound andproperly seated, and that the wheel is not
distorted or damaged.
MCheck that the tyres are of the correct size
for the vehicle, that they are of the same size
and type on each axle, and that the pressures
are correct.
MCheck the tyre tread depth. The legal
minimum at the time of writing is 1.6 mm over
at least three-quarters of the tread width.
Abnormal tread wear may indicate incorrect
front wheel alignment.
Body corrosion
MCheck the condition of the entire vehicle
structure for signs of corrosion in load-bearing
areas. (These include chassis box sections,
side sills, cross-members, pillars, and all
suspension, steering, braking system and
seat belt mountings and anchorages.) Any
corrosion which has seriously reduced the
thickness of a load-bearing area is likely to
cause the vehicle to fail. In this case
professional repairs are likely to be needed.
MDamage or corrosion which causes sharp
or otherwise dangerous edges to be exposed
will also cause the vehicle to fail.
Petrol models
MHave the engine at normal operating
temperature, and make sure that it is in good
tune (ignition system in good order, air filter
element clean, etc).
MBefore any measurements are carried out,
raise the engine speed to around 2500 rpm,
and hold it at this speed for 20 seconds. Allowthe engine speed to return to idle, and watch
for smoke emissions from the exhaust
tailpipe. If the idle speed is obviously much
too high, or if dense blue or clearly-visible
black smoke comes from the tailpipe for more
than 5 seconds, the vehicle will fail. As a rule
of thumb, blue smoke signifies oil being burnt
(engine wear) while black smoke signifies
unburnt fuel (dirty air cleaner element, or other
carburettor or fuel system fault).
MAn exhaust gas analyser capable of
measuring carbon monoxide (CO) and
hydrocarbons (HC) is now needed. If such an
instrument cannot be hired or borrowed, a
local garage may agree to perform the check
for a small fee.
CO emissions (mixture)
MAt the time of writing, the maximum CO
level at idle is 3.5% for vehicles first used after
August 1986 and 4.5% for older vehicles.
From January 1996 a much tighter limit
(around 0.5%) applies to catalyst-equipped
vehicles first used from August 1992. If the
CO level cannot be reduced far enough to
pass the test (and the fuel and ignition
systems are otherwise in good condition) then
the carburettor is badly worn, or there is some
problem in the fuel injection system or
catalytic converter (as applicable).
HC emissionsMWith the CO emissions within limits, HC
emissions must be no more than 1200 ppm
(parts per million). If the vehicle fails this test
at idle, it can be re-tested at around 2000 rpm;
if the HC level is then 1200 ppm or less, this
counts as a pass.
MExcessive HC emissions can be caused by
oil being burnt, but they are more likely to be
due to unburnt fuel.
Diesel models
MThe only emission test applicable to Diesel
engines is the measuring of exhaust smoke
density. The test involves accelerating the
engine several times to its maximum
unloaded speed.
Note: It is of the utmost importance that the
engine timing belt is in good condition before
the test is carried out.
M
Excessive smoke can be caused by a dirty
air cleaner element. Otherwise, professional
advice may be needed to find the cause.
4Checks carried out on
YOUR VEHICLE’S EXHAUST
EMISSION SYSTEM