150 BMW 318i 1994 E36 Workshop Manual

FUNDAMENTALS
FOR
THEDO-ITYOURSELF
OWNER



010-
5

WARNING
-

Avoid
getting
tools
or
clothing
near
the
battery
.
Bat-tery
electrolyte
is
a
corrosive
acid
.
Be
careful
with

brake
fluid,
as
it
can
damage
the
cars
paint
Finally,
keep
rubber
parts
such
as
hoses
and
bolts
free
from
oil
orgasoline,
as
they
will
cause
the
material
to
soften
and
fail
prematurely
.

Non-reusable
Fasteners

Many
fasteners
usedon
the
cars
coveredby
this
manual

mustbe
replaced
with
new
osesonce
they
are
removed
.
These



Fig
.
4
.
General
sequence
for
alternately
tightening
multiple
fasten-

include
butarenot
limited
to
:
bolts,
nuts
(self-locking,
nylock,



ers
.

etc
.),
cotterpins,
studs,
brake
fittings,
rol¡
pins,clips
and
wash-

ers
.
Genuine
BMW
parts
should
be
the
only
replacement
parts



NOTE-

used
for
this
purpose
.



"
Metric
bolt
classes
or
grades
are
markedon
the
bolt'

head
.

Some
bolts
are
designed
to
stretch
during
assembly
and
are

permanently
altered
rendering
them
unreliable
once
removed
.

These
are
known
as
torque-to-yield
fasteners
.
Always
replace
fasteners
where
instructed
to
doso
.
Failure
to
replace
these

fasteners
could
cause
vehicle
damage
and
personal
injury
.

See
an
authorized
BMW
dealer
for
applications
and
ordering

information
.

Tightening
Fasteners

When
tighteningthe
bolts
ornuts
that
attach
acomponent,
it

is
always
good
practice
to
tighten
the
bolts
gradually
and
evenly

to
avoid
misalignment
or
over
stressing
anyone
portion
of
the

component
.
For
components
sealed
with
gaskets,
this
method

helps
to
ensure
that
thegasket
will
seal
properly
and
complete-

ly
.

Where
there
are
severa¡
fasteners,
tighten
them
in
a
se-

quence
alternating
between
opposite
sides
of
the
component
.

Fig
.
4
shows
such
a
sequence
for
tightening
six
bolts
attaching

a
typical
component
.
Repeat
the
sequence
until
al¡
the
bolts
are
evenly
tightened
to
theproper
specification
.

"
Do
not
confuse
wrench
sizewithbolt
diameter
size
.
Fora
listing
of
the
common
wrenches
used
on
vari-
ous
bolt
diameters,
see
Basic
Tool
Requirements
.

Table
a
.
General
Bolt
Tightening
Torques
in
Nm

(max
.
permissible)

Bolt
Class
(according
to
DIN
267)
Bolt
diameter
5
.6
5
.8
6
.8
8
.8
10
.9
12
.9

M5
2
.5
3
.5
4
.5
6810

M6



4
.5



6



7
.5



10



14
`
17

M8



11



15
-



18



24



34



40

M10
233036476679

M12
3952
62
82115140

M14
6282
98
130
180220

M16
9426150
200280340

M18
130174210280
390
470

For
some
repairs
a
specific
tightening
sequence
is
neces-

sary,
or
a
particular
order
of
assembly
is
required
.
Such
special



Gaskets
and
Seals

conditions
are
noted
in
the
text,
and
the
necessary
sequence
is

described
or
illustrated
.
Where
no
specific
torque
is
listed,
Ta-



The
smoothest
metal
mating
surfaces
still
have
imperfec

blea
can
be
used
as
a
general
guide
for
tightening
fasteners
.



tions
that
can
allow
leakage
.
To
prevent
leakage
atcritica¡

joints,
gaskets
of
soft,
form-fitting
material
are
used
to
fill
in
the

WARNING
-



imperfections
.
Table
ais
a
general
reference
only
.
The
values
list-

ed
in
the
table
are
not
intended
to
be
used
asa
sub-



To
be
most
effective,
gaskets
are
designed
to
crush
and
be-
stitutefor
torques
specifically
called
out
in
the
text



come
thinner
as
the
mating
parts
are
bolted
together
.
Once
a
throughout
this
manual
.



gasket
has
been
used,
it
is
no
longer
capable
of
makingas

good
a
sea¡
as
when
new,
and
is
muchmore
likely
toleak
.
For

this
reason,
gaskets
should
not
be
reused
.
Always
plan
to
use

new
gaskets
for
any
reassembly
.
Some
gaskets-such
as
head
gaskets-are
directional
.
Make
sure
that
these
are
in-

stalled
correctly
.
This
same
logic
applies
to
any
part
used
for

sealing,
including
rubber
O-rings
and
copper
sealing
washers
.

ADVICE
FOR
THE
BEGINNER

010-10



FUNDAMENTALS
FOR
THE
DO-IT
YOURSELF
OWNER

TOOLS

Torque
Wrench

B021FNG

Fig
.
12
.
Jack
stand
for
safely
supporting
car
to
work
underneath
.

B022FNG

Fig
.
13
.
Oil
change
equipment
includesdrainplug
wrench
(17mm),
8
qt
.
drain
pan,
and
funnel
.

A
torque
wrench
is
used
to
precisely
tighten
threaded
fasten-



Fig
.
15
.
Feeler
gauge
set
.
ers
to
a
predetermined
value
.
Many
of
the
repair
procedures
in
this
manual
include
BMW-specified
torquevalues
in
Newton-
meters
(Nm)
and
the
equivalent
values
in
foot-pounds
(ft-Ib)
.



Digital
Multimeter

A
torque
wrench
with
a
range
up
to
about
150
Nm
(185
ft-lb)
has
adequate
capacity
for
most
of
the
repairs
covered
in
this
manual
.
For
recommended
torque
values
of
10
Nm
or
below,the
English
system
equivalent
is
given
in
inch-pounds
(in-lb)
.
These
small
values
may
be
most
easily
reached
using
a
torque
wrench
calibrated
in
inch-pounds
.
To
convert
inch-pounds
to
foot-pounds,
divide
by12
.

Fig
.
14
.
Torque
wrenches
.
Inexpensive
beam-type
(top)
is
adequate
but
must
be
read
visually
.
Ratchet-type
(bottom)
can
be
pre-
set
to
índicate
(click)
when
torquevalue
has
been
reached
.

Feeler
Gauges

B018FNG

Feeler
gauges
are
thin
metal
strips
of
precise
thickness,

used
to
measure
small
clearances
.
They
are
normally
available

as
a
set,
covering
a
range
of
sizes
.
See
Fig
.
15
.

Several
types
of
torque
wrenches
are
available
.
They
al¡
do



Many
of
the
electrical
tests
in
Chis
manual
cal¡
for
the
mea-
the
same
job,
bu¡
óffer
different
convenience
features
at
differ-



surement
of
resistance
(ohms)
or
voltage
values
.
For
safe
and
ent
prices
.
Two
typical
torque
wrenches
are
shown
in
Fig
.
14
.



accurate
tests
of
ignition,
fuel
injection,
and
emission
control
The
most
convenient
ones
have
a
built-in
ratchet,
and
can
be



systems,
the
multi-meter,
shown
in
Fig
.
16,
should
be
digital,
preset
to
indicate
when
a
specific
torque
value
has
been



with
high
(at
least
10,000
ohms)
input
impedance
.
Some
reached
.
Followthe
wrench
manufacturer's
directions
for
use



meters
have
automotive
functions
suchas
dweil
and
pulse
to
achieve
the
greatest
accuracy
.



width
that
are
useful
fortroubleshooting
ignition
and
fuel
injec-
tion
problems
.

CAUTION-

The
DME
system,
central
body
electronics,
and
other
electronic
systems
may
be
damaged
by
the
high
current
draw
of
a
test
fight
with
a
normal
in-
candescent
bulb
.
As
a
general
rule,
usea
high
ím-
pedance
digital
multimeter
or
an
LED
test
fightforall
electrfcal
testfng
.

B020FNG

Accelerator
and
Throttle
Linkage

The
accelerator
and
throttie
linkage
should
be
lubricated
pe-
riodically
.
Use
a
general
purpose
oil
on
the
joints
and
bearings

of
the
linkage
.
Use
a
multipurpose
grease
on
the
bearing
points

of
the
throttie
plate
.

Engine
Drive
Belts

Drive
belts
and
pulleys
transfer
power
from
theengine
crank-

shaft
to
various
accessories
.
See
Fig
.
13
.
Depending
on
model

and
model
year,
engine
driven
accessories
are
driven
by
V-

belts,
poly-ribbed
(serpentine)
belts,
or
a
combination
of
the

two
.
For
example,
early
4-cylinder
engines,
usetwo
V-belts
and
one
poly-ribbed
belt
.

Inspect
drivebelts
with
the
engine
off
.
lf
the
belt
shows
signs

of
wear,
cracking,
glazing,
or
missing
sections,
it
should
be
re-

placed
immediately
.

V
belt,
replacing

(4-cylinder
engines
built
up
to
1194)

0012472

Fig
.
13
.
Drive
belt
and
tensioner
assembly
for
late
4-cylinder
engine
wíth
poly-ribbed
drive
belt
.

V-belts
should
be
inspected
during
regular
maintenance
in-

tervais
.
Incorrect
tension
can
decrease
the
life
of
the
belt
and

the
component
it
drives
.
The
V-belt
tension
is
adjusted
through

a
toothed-rack
mechanism
.

Inspect
belts
with
the
engine
off
.
Twist
the
beltto
inspect
its

sidewalls
and
bottom
.
Beltstructural
damage,
glazed
or
shiny

sidewaljs
caused
by
a
loose
belt,
orseparation
are
al¡
reasons

to
replace
a
belt
.

Replacement
of
the
V-belts
every
four
years
is
recommend-

ed
.
Loosen
the
mounting
bolts
and
adjust
the
belt-driven
unit

until
the
belt
tension
is
as
loose
aspossible
.
Remove
the
belt
by

slipping
it
over
the
pulleys
.
In
some
cases
it
may
be
necessary

to
removeone
V-belt
to
get
to
another
.
Use
a
torque
wrench
and

a
crowfoot
wrench
to
turn
the
tensioning
gear
bolt
and
set
belt

tension
.
Hold
the
wrench
steady
and
tighten
the
locknut
on
the

rear
of
the
tensioning
gear
bolt
.
Tighten
al¡
other
mounting
nuts
.

MAINTENANCE
PROGRAM



020-
1
3

NOTE-

"
For
the
most
accurate
check,
V-belt
tension
should
be
checked
using
a
V-belt
tension
gauge
.

"
Belt
squealing
is
normally
caused
by
loose
beltten-sion
.
Belt
dressings
should
not
be
used
.

Tightening
Torques

"
Tensioning
gear
(alternator

belt
tensioning)
.
.
.
...............
7
Nm
(62
in-lb)

"
Tensioning
gear(power
steering

belt
tensioning)
...
..
...
8
to
8
.5
Nm
(71
to
75
in-lb)

"
Tensioning
gear
locking
nut
.......
24
Nm
(18
ft-Ib)

NOTE-

When
belts
are
replaced
with
new
ones,
store
the
old
set
in
the
luggage
compartment
for
emergency
use
.

When
installing
a
new
belt,
gently
pry
it
over
the
pulleys
.
Too

much
force
may
damage
the
belt
or
the
accessory
.
Tension
the

belt(s),
runthe
engine
for
a
few
minutes
(at
least
1500
rpm),

then
recheck
the
belt
tension
.

CAUTION-

Do
not
over
tighten
the
V-belts
.
Overtightening
will
cause
shaft
bearings
to
fail
prematurely
.

Poly-ribbed
belt,
replacing

(4-cylinder
engines
buiit
from
1194

and
all
6-cylinder
engines)

An
automatic
belt
tensioner
is
used
to
keep
the
belts
ten-

sioned
properly
.
Unless
the
tensioner
mechanism
malfunc-

tions,
the
poly-ribbed
belts
do
not
require
tension
adjustment
.

To
reduce
the
chance
ofbelt
failure
while
driving,
replace-

ment
of
the
belts
every
four
years
is
recommended
.
Mark
drive

belt
rotationdirectíon
if
removing
and
reusing
an
old
belt
.

To
remove
the
belt,
it
is
necessary
toretract
the
self-tension-

er
.
Using
a
breaker
bar
or
other
long
socket
assembly,
rotate

the
tensioner
to
loosenthe
belt
.
See
Fig
.
14
or
Fig
.
15
.
On
4-cyl-

inder
engines,
it
will
benecessary
to
remove
the
A/C
compres-

sor
belt
to
remove
the
main
drive
belt
.

WARNING
-

Observe
care
when
replacing
the
belt
.
Personal
in-
jury
could
result
if
the
tensioner
springs
back
into
position
uncontrollably
.

With
the
belt
removed
from
the
pulleys,
inspect
the
pulleys

for
wear
or
damage
that
may
cause
early
failureof
the
new
belt
.

This
is
also
a
good
opportunity
to
inspect
the
belt-driven
acces-

sories,
checking
for
bearing
wear
and
excess
play
.
Drive
belt

routing
is
shown
in
Fig
.
16
and
Fig
.
17
.

ENGINE
COMPARTMENT
MAINTENANCE

CYLINDER
HEAD
AND
VALVETRAIN,

RECONDITIONING

Thís
section
provides
the
specifications
and
special
recon-
ditioning
information
necessary
to
repair
the
cylinder
heads

covered
by
this
manual
.

If
machine
shop
services
are
not
readily
available,
one
al-

ternative
is
to
install
a
remanufactured
cylinder
head
froman

authorized
BMW
dealer
.

Cylinder
head

NOTE-

When
replacing
the
cylinder
headon
engines
with
re-
movablecamshaft
carriers,
be
sure
to
check
the
cam-
shaft
carrier
bearing
surfaces
for
warpage
.

4-cylinder



1
140
.0
mm
(5
.512
in)



1
139
.55
mm
(5
.494
in)

6-cylinder



1



140
.0
mm
(5
.512
in)



1



139
.7
mm
(5
.500
in)

CYLINDER
HEAD
AND
VALVETRAIN



116-
7

A

The
disassembled
cylinder
head
should
be
inspected
for



Fig
.
9
.



Front
víew
of
cylinder
head
showing
minimum
resurfacing
di-

warpage
and
cracks
.
Check
the
valve
guides
and
valveseats



mension
(A)
.

for
wear
before
machining
a
warped
head
.
Always
decarbon-

ize
and
clean
the
head
before
inspectiog
it
.
A
high-quality



Camshaft

straíght
edge
can
be
used
to
check
for
warpage
.
Camshaft
wear
is
usually
caused
by
insufficient
lubrication
.

Visually
inspect
the
cylinder
head
for
cracks
.
If
acracked



Visually
inspect
the
camshaft
lobes
and
journals
for
wear
.

cylinder
head
is
suspected
and
no
cracks
are
detected



Camshaftwear
specifications
are
given
in
Table
b
.

through
the
visual
inspection,
have
the
head
further
tested
for

cracks
byan
authorized
BMW
dealer
.
A
cracked
cylinder
head



Table
b
.
Camshaft
Specifications

must
be
replaced
.



4-cylinder
engines

Axialplay
M42
engine



0
.065-0
.150
mm
(0
.0025-0
.0059
in)

M44
engine



0
.065-0
.150
mm
(0
.0025-0
.0059
in)

Radial
play(Plastigage)



0
.020-0.061
mm
(0
.0008-0
.0024
in)
M42
engine
M44
engine



0
.040-0
.082
mm
(0
.0016-0
.0032
in)

6-cylinder
engines
A
warped
cylinder
head
can
be
machined
provided
no



Axial
pla
y
more
than
0
.3
mm
(0
.012
in)
of
material
is
removed
.
If
further



All



0
.020-0.054
mm
(0
.0008-0
.0021
in)

machining
is
required,
the
head
should
be
replaced
.
Remov-



Radial
play(Plastigage)
0
.150-0.330
mm
(0
.006-0.013
in)
ing
more
than
this
amount
will
reduce
the
size
of
the
combus-



All

tion
chamber
and
adversely
affect
engine
performance
.
A
0
.3

mm
thicker
gasket
is
available
from
an
authorized
BMW
parts

department
for
machined
heads
.



NOTE-

-
On
M44
engines,
check
the
oil
sprayer
tube
in
the
top
Before
machining
the
head
to
correct
for
warpage,
measure



of
the
cylinder
head
coverand
the
tubesea¡
in
the
cyl-

the
total
height(thicknessof
the
cylinder
head)
.
See
Fig
.
9
.



inderhead
.Acloggedsprayertubeoradefectiveseal

Minimum
height
specifications
are
given
in
Table
a
.



will
reduce
oil
flowto
the
camshaft
.
See
Fig
.
10
.

-
If
the
camshaft
is
being
replaced
due
to
cam
lobe
Table
a
.
Cylinder
Head
Height



wear,
the
corresponding
rockerarms
orcam
followers

Engine



New



Minimum
height



shouId
also
be
replaced
to
avofd
damaglng
the
new

(dimension
A)



camshaft
.

CYLINDER
HEAD
AND
VALVETRAIN,
RECONDITIONING

NOTE-

The
vibration
damper
center
bolt
is
very
tight
.
A
heavy
duty
holding
device,
such
as
BMW
special
tool
no
.
112
150,
should
be
used
to
hold
the
vibration
damper
hub



V
stationary
while
the
bolt
is
loosened
.
v

11
.
Usingloosened
bolt
at
vibration
damper,
turn
crank-

shaft
to
TDC
and
lock
in
position
by
inserting
BMW

special
tool
no
.
11
2
300
through
transmission
bell-



-



p

housing
.
See
Fig
.
5
.



v

O

NOTE-



I\



0011966a

"
If
necessary,
remove
plugfrom
locating
boye
in
lower
edge
of
bell
housing
.

"
Confirm
that
locatng
tool
has
been
correctlyinstalled
by
trying
to
rotate
the
crankshaft
.

Fig
.
7
.



Lower
timing
chain
cover
mounting
bolts
(arrows)
.
Bolts
A

Fig
.
5
.



BMW
special
tool
no
.
11
2300
installed
through
bellhousing



are
installed
through
hollow
locating
dowels
.

and
finto
flywheel
to
lock
crankshaft
at
TDC
(arrow)
.

CA
UTION-

Thecamshafts
mustbe
locked
in
the
MC
position
using
the
specialservice
tool
before
removing
the
timing
chain
.
The
tool
holds
the
camshafts
parallel

to
each
other
and
perpendicular
to
the
valve
cover
gasket
surface
.

12
.
Lockcamshafts
at
TDC
bymounting
BMW
special
tool

no
.
113
240
over
square
ends
of
camshafts
.
See
Fig
.
6
.

"
Check
that
tool
is
squarely
seated
on
cylinder
head

gasket
surface
.
If
necessary,
rotate
camshafts
slightly

using
an
open-end
wrench
at
hexon
camshafts
.

13
.
Remove
lower
timing
chaincover
mounting
bolts
and

carefully
lift
cover
off
.
Clean
sealing
surfaces
and
gas-

ket
grooves
.
See
Fig
.
7
.

14
.
Remove
hydraulic
chaintensioner
from
right
side
of
cyl-

inder
head
.
See
Fig
.
8
.

CAMSHAFT
TIMING
CHAIN



117-
3

Fig
.
6
.



BMW
special
tool
no
.
11
3240
installed
on
rearof
camshafts
to
position
camshafts
at
TDC
.
(M44
camshafts
shown
.
Other
engines
are
similar
.

Fig
.
8
.



Hydraulic
chain
tensionerplug
(arrow)
.

CAMSHAFT
TIMING
CHAIN,
4-CYLINDER

117-
8



CAMSHAFT
TIMING
CHAIN

Fig
.
18
.
Oil
baffle'
cover
being
removed
.

Fig
.
19
.
Upper
timing
chaincover
mounting
nuts
(arrows)
on
pre-
VANOS
engines
.

16
.
Secure
crankshaft
hub
to
prevent
crankshaft
from
turn-
ing
.
Using
a
socket,
loosen
but
do
not
remove
crank-
shaft
hub
center
bolt
.

CAMSHAFT
TIMINGCHAINS,
6-CYLINDER

Fig
.
20
.
Engine
set
to
approximate
TDC
.
Camshaft
lobes
face
in
and
arrows
on
sprockets
point
up
(arrows)
.

B1
1123a

Fig
.
21
.
O/
T
(0°TDC)
mark
on
vibration
damper
aligned
with
boss
on
timing
chain
cover
(arrow)
.

17
.
Lock
crankshaft
in
TDC
position
by
inserting
BMW
spe-

cial
tool
no
.
11
2
300
through
transmissionbellhousing
and
into
hole
in
flywheelor
drive
plate
.
See
Fig
.
23
.

NOTE-

Confirm
that
the
locking
tool
has
been
correctly
in-
stalled
by
trying
to
rotate
the
crankshaft
.
NOTE-

The
crankshaft
hub
center
bolt
is
tightened
to
a
torque



18
.
Remove
crankshaft
hub
bolt
and
washer
.
Remove
hub
of
410
Nm
(300
ft-ib)
.
A
heavy
duty
holding
device,



from
crankshaft
.
suchas
BMW
special
tool
no
.
112150,
should
be
used
to
hold
the
crankshaft
hub
stationary
while
the
bolt
is



19
.
Remove
cylinder
head
cover
mounting
studs
at
rear
of
loosened
.
Use
a
heavy
duty
314-inch
drive
socket
and



head
.
Lock
camshafts
at
TDC
using
BMW
special
tool
breaker
bar
to
break
the
bolt
free
.



no
.
11
3
240
at
ends
of
camshafts
.
See
Fig
.
24
.
.

120-
4



IGNITION
SYSTEM

2
.
Check
for
battery
voltage
o
cofs
.
If
voltage
is
not



Table
b
.
Ignition
Coil
Resistance

present,
check
wire
between
terminal
15
and
ignition



(M42
Engine)
switch
.
See
Electrical
Wiring
Diagrams
.

"
On
M42
engine,
connect
digital
multimeter
between
ter-

minal
15(+)
in
each
harness
connector
and
ground
.
See

Fig
.
4
.

"
On
M44
engine,
connect
voltmeter
between
terminal
2

(15+)
in
connector
and
ground
.
Turn
ignition
on
and

check
for
voltage
.
See
Fig
.
5
.

3
.
Turn
ignition
off
.

0
4a15

Fig
.
4
.



Ignition
coil
harness
connector
terminal
identification
for
M42

engine
.

Fig
.
5
.



Ignition
coil
harness
connector
terminal
identification
for
M44
engine
.

CAUTION-

The
wiring
to
the
coil(via
the
ignition
switch
15+)
is
not
fuse
protected
.
Use
care
when
testing
thiscircuit
.

4
.
Use
a
digital
multimeter
totest
coil
primary
resistance
.

"
On
M42
engine,
use
Table
b
asa
guide
to
check
coil

resistance
.
Make
checks
at
each
harness
connector
.

"
On
M44
engine,
use
Table,c
as
a
guide
to
check
coil
primary
resistance
.

5
.
Inspect
coil
housing
for
hairline
cracks
or
leaking
cast-
ing
material
.
See
Fig
.
7
.
A
leaky
ignition
coil
may
indi-



11502

cate
a
faulty
ECM
(engine
control
module)
.
Check
the
ECM
before
installing
a
new
coil
.



Fig
.
6
.



Ignition
coil
harnessconnector
terminal
identification
for
6-
cylinder
engine
.

IGNITION
SYSTEM
SERVICE

11502

Terminals
Resistance
(refer
to
Fig
.
4
.)

Coil
primary



1
(-)
and
15
(+)



10
.4-0
.8
ohms

Coil
secondary



N
.A
.



N
.A
.

Table
c
.
Ignition
Coil
Resistance

(M44
Engine)

Terminais
Resistance
(referto
Fig
.
5
.)

Coil
#1
primary



1
(-)
and
2
(+)



0
.4-0
.8
ohms

Coil
#2
primary



6
(-)
and2
(+)



0
.4-0
.8
ohms

Coil
#3
primary



7
(-)
and
2
(+)



0
.4-0
.8
ohms

Coil
#4
primary



5
(-)
and2
(+)



0
.4-0
.8
ohms

Coil
secondary



N
.A
.



N
.A
.

NOTE-

If
a
single
coilís
faulty
on
M44
engines,
the
complete
coil
pack
will
have
to
be
replaced
.

Ignition
coil,
testing
and
replacing

(6-cylinder
engine)

CAUTION-

Use
a
digital
multimeter
for
the
following
tests
.

1.
Remove
plastic
enginecovers
from
top
of
engine
by

prying
off
nut
covers
and
removingcover
mounting

nuts
.
See
113
Cylinder
HeadRemoval
and
Installa-

tion
.

2
.
Disconnect
harnessconnectorfromcof
.
Connect
mul-
timeter
between
terminal
15
(+)
in
connector
and

ground
.
See
Fig
.
6
.

3
.
Turn
ignition
on
and
check
for
batteryvoltage
.

"
If
batteryvoltage
is
not
present,
check
wire
between

terminal
15
and
ignition
switch
.
See
Electrical
Wiring

Diagrams
.

"mozo

120-10



IGNITION
SYSTEM

Ground
(rear
of
engine
compartment,
rear
of
passenger
side
shock
tower)

.!
BK

Camshaft
Position
Sensor

IGNITION
SYSTEM
SCHEMATICS

Batteryvoltage
in
run
or
start
(
via
ignition
switch
terminal
15)

---------------------------------------------------------
55



S5154
i

power
input



Power
input



1
DME
Control
Module(Bosch
DME
M3
.1)

Ground
-
(RHrear
of
enginecompartment,
rearof
passenger
side
shock
tower)

Fig
.
15
.
Bosch
DME
M3
.1
usedon1992
M50
engines(without
VANOS)
.

.EBK

Crankshaftlrpm
Position
Sensor

5GN

1.0
RD

Ground
(RH
rearof
enginecompartment,
rear
of
passenger
side
shock
tower)

WIRING
COLOR
CODE

BK
-
BLACK
BR
-
BROWN
RD
-
RED
YL
-
YELLOWGN
-
GREEN
BL
-
BLUE
VI-
VIOLET
GY
"
GREY
WT
"
WHITE
PK
-
PINK

Batteryvoltage
in
run
or
start
(
via
main
relay
Battery
voltage



terminal
87)
in
run
or
start
(via
ignition
switch
terminal
15)

11508

1
grounds



Main
rela
control
P
ower
Input



Y



I
-
34
---"--
6
26
27
1

Battery
voltage
at
all
times
to
Main
relay
(terminal
85)

RER

Knock
Sensor
Knock
Sensor
(cyl
.1-3)
(cyl
.4-6)

Batteryvoltage



IMIRING
in
run
or
start



COLORCODE
(
via
ignition
switch
termina¡
15)



BK



BLAOK
BR
BROWN
RD
-
RED
YL
-
YELLOW
GN
"
GREEN
EL
-
BLUF
VI
-
VIOLET
GY
-
GREY
WT
-
WHITE
PK
-
PINK
4
.0
GN

l1/1j\
I'1
/~/1r1



l\r1

1
55



so



si



52



23



25



24



56



54
1
Power
input



Power
input



III



O
Engine
Control
Module
(Bosch
DMEM13
.1)



II



grounds



P
ower
input



Main
relaY
control
I
70
__
_
71



69



17



28



43



16



-34---"-6



26



27
____________________________________________

From
main
relaterminal
87
(battery
voltage
in
run
or
start

.5
YL

Camshaft
Position
Sensor

Ground
(RH
rearof
enginecompartment,
rear
of
shock
tower)

.5
BK

Crankshaft/rpm
Position
Sensor

Fig
.
16
.
Bosch
DME
M33
.1
ignition
system
círcuit
for
1993-1995
M50
engines
with
VANOS
.

IGNITION
SYSTEM



120-11

Ground
=
(RH
rear
of
engine
compartment,
back
sideof
shock
tower)

Batteryvoltage



Battery
voltage
in
run
or
start



in
run
or
start
(
via
ignition
switch



(
via
main
relay
terminal
15)



terminal
87)

1
.0
RD

11506a

.5
BR

Batteryvoltage
at
all
times
to
Main
relay
(terminal
85)

IGNITION
SYSTEM
SCHEMATICS

Fig
.
6
.



Ride
height
measurement
(A)
is
taken
from
centerof
wheel
archto
bottom
of
wheel
rim
.

Normal
loaded
position

"
Each
front
seat
...
...
.
..
..........
68Kg
(150
Ibs)

"
Rear
seat
(center)
...
.
.
...........
68Kg
(150
Ibs)

"
Trunk
..........
...
.
.
...........
.21
Kg
(46
lbs)

"
Fuel
tank
...
.
..
....
.
.
....................
.fuf

Tablea
.
Front
RideHeight
Specifications

318,323,325,
Wheel
size



M3
models
328
models

15
inch
std
.
suspension



576
mm
(22.67
in)



1555
mm
(21.85
in)
sport
suspension



~
561
mm
(22.09
in)



530
mm
(20
.87
in)

16
inch
std
.
suspension



589
mm
(23.19
in)



1570
mm
(22
.44
in)
sport
suspensíon



~
574
mm
(23.52
in)



545
mm
(21.46
in)

17
inch
std
.
suspension



604
mm
(23.77
in)



585
mm
(23
.03
in)
sport
suspension



~
589
mm
(23.19
in)



~
560
mm
(22
.05
in)

Maximum
variation
between
sides
:
10
mm
(0.4in)
Maximum
deviation
from
specifications
:
10
mm
(0
.4in)

FRONT
SUSPENSION



310-
5

CONTROL
ARMS

On
al¡
models
except
Mas,
theouter
mounting
bushing
and
theouter
ball
joint
on
the
control
arm
are
available
as
replace-

ment
parts
.
If
the
control
arm
center
ball
joint
is
worn,
the
com-

plete
control
arm
will
need
to
be
replaced
.
See
Fig
.
7
.

Fig
.
7
.



Control
arm
.
Outer
ball
joint
and
bushing
are
available
as
re-
placement
parts
(except
M3)
.
Center
ball
joint
is
integral
with
control
arm
.

Special
press
tools
are
requiredto
remove
the
control
arms

and
to
replace
the
control
arm
bushings
.
Read
the
procedure

through
before
beginning
the
job
.

Control
arm,
removing
and
installing

1
.
Raise
car
and
remove
wheel
.

WARNING-

Make
sure
that
thecar
is
firmly
supportedon
jack
standsdesigned
for
the
purpose
.
Place
the
jack
stands
beneath
a
structural
chassis
point
.
Do
not
place
jack
stands
undersuspension
parts
.

2
.
Remove
stabilizer
bar
link
mounting
nut
and
separate

link
from
control
arm
as
described
later
in
this
repair

group
.

NOTE-

On
M3
models,
the
stabilizer
bar
link
attaches
to
the

strut
.

CONTROL
ARMS