ignition switch BMW 318i 1998 E36 User Guide

120-2



IGNITION
SYSTEM

Fig
.1
.



Ignition
characteristic
map
.

Disabling
Ignition
System

WARNING
-

The
ignition
system
is
a
high-energy
system
operat-
ing
in
a
dangerous
voltage
range
that
couldprove
to
be
fatal
if
exposed
terminals
or
live
parts
are
con-
tacted
.
Use
extreme
caution
when
working
on
a
car
with
the
ignition
on
or
the
engine
running
.

The
ignition
system
operates
in
a
lethal
voltage
range
and
should
therefore
be
disabied
any
time
senrice
or
repair
work
is
being
doneon
the
engine
that
requires
the
ignition
to
be
switched
on
.

The
engine
management
system
can
be
disabled
byremov-
ingthe
main
relay
.
The
relay
is
located
in
the
power
distribution
box
in
the
left
rear
of
the
engine
compartment
.
See
Fig
.
2
.

0013134
Fig
.
2
.



Maínsystem
relay
(arrow)
in
power
distribution
box
(left
rear
of
engine
compartment)
.

GENERAL

WARNING
-

"
Do
not
touch
or
disconnect
any
of
the
high
ten-
sion
cables
at
the
cotls
orspark
plugs
while
the
engine
ts
running
orbeingcranked
by
the
starter
.
Fatalvoltages
are
present
.

"
Before
operating
the
starter
without
starting
the
engine
(for
example
when
making
a
compression
test)
always
disable
the
ignition
.

CAUTION-

"
Prior
to
disconnecting
the
battery,
read
the
bat-tery
disconnection
cautions
gtven
at
the
front
of
thts
manual
on
page
viti
.

"
Do
not
attempt
to
disable
the
ignition
by
either
re-
moving
the
cotl
from
the
spark
plugs
(6-cylinder
engines)
or
disconnecting
the
coll
wires
from
the
plugs
(4-cylinder
engines)
.

"
Connect
or
disconnect
ignition
system
wires,
multiple
connectors,
and
ignition
test
equipment
leads
only
while
the
ignitionis
off
.
Switch
multtm-
eter
functions
or
measurement
ranges
onty
with
the
test
probes
disconnected
.

"
Do
not
disconnect
the
battery
while
the
engine
ts
running
.

"
Many
of
the
tests
of
ignition
system
components
require
the
use
of
high-impedance
test
equip-
ment
to
prevent
damage
to
the
electrical
compo-
nents
.
A
high
impedance
digital
multimeter
should
be
used
for
all
voltage
and
resistance
tests
.
AnLED
test
light
shouldbe
used
in
place
of
an
incandescent-type
test
lamp
.

"In
general,
make
test
connections
only
as
speci-fied
by
BMW,
as
described
inthis
manual,
or
as
described
by
the
instrumenta
manufacturer
.

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

CAUTION
-

The
wiring
to
termina¡
15
(+)
of
the
coil(vía
the
ig-

nition
switch)
is
not
fuse
protected
.
Use
care
when
testíng
thiscircuit
.

4
.
Turn
ignition
off
.

5
.
Use
a
multimeter
to
test
coil
primary
resistanceat
coil

terminals
.
See
Table
d
.

Table
d
.
Ignition
Coil
Resistance

(6-cylinder
Engine)

Terminals
Resistance

(referto
Fig
.
4
.)

Coil
primary



1
1
(-)
and
15
(+)



X
0
.4-0
.8
ohms

Coil
secondary



l
N
.A
.



N
.A
.

6
.
Remove
coil
and
inspect
coil
housing
for
hairline
cracks

or
leaking
casting
material
.
See
Fig
.
7
.
A
leaky
ignition

coil
may
indícate
a
faulty
engine
control
module
(ECM)
.

Check
ECM
before
installing
a
new
coil
.

811004

Fig
.
7
.



Ignition
coil
being
removed
on
6-cylinder
engine
(M52
engine

shown)
.

CA
UTION-

"
Note
location
of
coil
ground
straps
before
coilre-

moval
;
reinstallin
the
same
location
.

"
When
replacing
ignition
coils,
ensure
that
the
re-

placement
coil(s)
are
from
the
same
manufactur-

er
containing
the
same
partlcode
numbers
.
If

individual
coils
with
the
correct
specifications
are
not
available,
all
coils
should
be
replaced
.

IGNITION
SYSTEM



120-
5

Crankshaft
Position/rpm
Sensor

If
the
engine
control
module
(ECM)
does
not
receive
a

crankshaft
position
signal
during
cranking,
the
engine
will
not

start
.

On
1992-1995(pre-OBD
II)
cars,
the
crankshaft
posi-
tion/rpm
sensor
is
mounted
on
the
front
engine
cover
and

reads
the
toothed
vibration
dampener
wheel
.
See
Fig
.
8
.

Fig
.
8
.



Crankshaft
position/rpm
sensor
mounted
at
front
of
engine
on
1992-1995
cars
.
(arrow)
.

On
1996
and
latee
cars
(OBD
II
compliant),
the
crankshaft
position/rpm
sensor
is
mounted
in
the
left
rear
side
of
the
cyl-

inderblock
.
The
sensor
reads
a
toothed
wheel
mounted
to
the

end
of
the
crankshaft
.
See
Fig
.
9
.

Fig
.
9
.



Crankshaft
position/rpm
sensor
toothed
wheel
mounted
to

rear
of
crankshaft
OBD
II
compliant
cars
.
The
sensor
is

mounted
in
the
left
rear
side
of
the
cylinder
block
.

IGNITION
SYSTEM
SERVICE

120-8



IGNITION
SYSTEM

1



1
.0
GN



1
.0
Gl
.0
GN
I



Ign
coil



1
.0
GN
.

Tti



%ti



r,



_%ti
_



_
ice_
I



25



52
5524



51



54



56
I



Power
input



power
input

t



U



Engine
Control
Module
(Bosch
DME
Ml
.7)



II



Powerinput
Mainrelaycontrol
I
15
42



43



16442868
67



34
6
26



27
1
-----



__
V



_



--



_

~
8K



.35
BK
.35
13,1
1



.35
YE



1



.35
BK35
VE
.35

3



cyl
.1

1

11

E

S
2

1
.0
BR

2
.5
BR

Ign
.
coil
cyl
.
3



II

Ign
.
coil



Ign
.
coil
3



cyI
.
2



1
Y
_
Y
2



k
3



cyl
.
4

IGNITION
SYSTEM
SCHEMATICS

Battery
voltage
in
run
or
start
(
vía
ignition
switchterminal
15)



WIRING
COLOR
CODE
4
.0
GN

1
.0
BR'V
.

Camshaft
Knock
Sensor
Knock
Sensor



Position
(cyl
.1-2)
(cyl
.3-4)



Sensor

Fig
.
13
.
Bosch
DME
M1
.7
ignition
system
circuit
for
M42
engine
.

Ground
(RH
rearof
engine
compartment,
rear
of
shock
tower)

N[INS

Crankshaftlrpm
Position
Sensor

Battery
voltage
in
run
or
start
(vía
main
relay
terminal
87)

Ground
(RH
rearof
engine
compartment,
rearof
shock
tower)

5GN

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

Warning
:
Lethal
voltagepresent

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

'Y
Y

---------------------

0013087

^1
.5WT
^1
.5RD
^1
.5YL
^1
.5BL
r



--__



____-



__-_



___-_



-___-_____--__--



-____-___



____-
i
26
g
5022
23



54



5

I



Power
input



power
input
I



Engine
Control
Module
(Bosch
DME
M5
.2)



I
I



grounds



I
P
owerinput



Main
relay
control



I
70
40



71



21



2078



34
55
626



27
----------------------
-
---------
-
--
-
------------
-
-----------
.,



v
1
1
.1



v
`
1
35BK



35BK

2
(



1Y



¡3



194

Knock
Sensor
Knock
Sensor
(cyl
.1-2)
(cyl
.3-4)

Frommain
relay
terminal
87
(battery
voltage
in
run
or
start

Battery
voltage
in
run
or
start
(
via
ignition
switch



Warnin
terminal
15)



Lethal
óltage



WIRING
present



COLOR
CODE
2
.5
GN



'

1
.0
YL



/
1
.0
BL



/
1
.0
RDNJT

.35
BK
/



/
.35
BK

Camshaft
Position
Sensor
-_

Fig
.
14
.
Bosch
DME
M5
.2
ignition
system
circuit
for
M44
engine
.

Ground
(RH
rear
of
engine
compartment,
rearof
shock
tower)

Crankshaftirpm
Position
Sensor

IGNITION
SYSTEM



120-9

Batteryvoltage



Battery
voltage
in
run
or
start



in
run
or
start
(via
main
relay



(
via
ignition
switch
terminal
87)



terminal
15)

BK
-
BLACX
BR
-
BROWN
RD
-
RED
YL
-
YELLOW
GN
-
GREEN
BL
-
BLUE
VI
-
VIOLET
GY
-
GREY
WT
-
WHITE
PK
-
PINK

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

Ground
(RH
rear
of
engine
compartment,
rearof
shock
tower)



0012721

lGNITION
SYSTEM
SCHEMATlCS

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

120-12



IGNITION
SYSTEM

Warning
.
Lethal
voltagepresent

Battery
voltage
in
run
or
start
(via
ignitíon
switch
terminal
15)

I
t

IGNITION
SYSTEM
SCHEMATICS

Battery
voltage
in
run
or
start
(
via
ignition
switchterminal
15)



WIRING
COLOR
CODE

Knock
Sensor
Knock
Sensor



Crankshaftlrpm



Camshaft
(cyl
.
1-3)



(cyl
.
4-6)



Position
Sensor



Position
-
-
Sensor
-

Fig
.
17
.
Siemens
MS
41
.1
ignition
systemusedon1996
and
later
6-cylinder
engines
.

1.0
BR

PQ

1
.08~1
.0BKIRD



/1
.0BK/YL



'10BK/BL



'1
.03KIGN



10BKNI
4
1D

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

Batteryvoltage
in
run
or
start
(via
main
relay
terminal
87)

!1



rl
1.0
B~



^
1.0
BK/RD



^
1.0
BKIYL



^
1
.0
BK/BL



n
1.0
BK/GN



n
1
.0
BKIVI



%~
r
-------
--------------_____________----_______-_-____
49



29



1



30



2



31



3



8754
1
power
input



Power
input



I
1



Engine
Control
Module
(Siemens
MS
41
.1)



1
1



grounds



1
n
1



Powerinput
Mainrelaycontrol
1
1-
57

___
58



_
59
_
__
63
_



38



83



48



40



64



43



65



41



28



32



34



4



26



73



1
-



-----------
-
_-----
-
------
_
------
-
------
-
---



-

.5Y1-



.5BKY.5GNY.5BRY
Y



.35BKY
1
Y



Y



.35BKY/Y35YY
75
.18R/
.5YL-1
1'
.

Batteryvoltage
at
all
times
to
Main
relay
(terminal
85)

Ground



v
(RH
rear
of
engine



Z
compartment,
rear



=
of
shock
tower)



Ground
(RH
rear
of
enginecompartment,
rearof
shock
tower)



0012731

121-2



BATTERY,
STARTER,
ALTERNATOR

CHARGING
SYSTEM
TROUBLESHOOTING



Static
currentdraw,
checking

Charging
system
diagnostics
requires
special
test
equip-

ment
.
If
the
test
equipment
is
not
available,
charging
system

fault
diagnosis
can
be
performedby
an
authorized
BMW
deal-

eror
other
qualified
repair
shop
.
A
general
troubleshooting

guide
is
given
in
Table
a
.

Charging
System
Quick-Check

As
a
quick-check,
use
a
digital
multimeter
lo
measure
volt-



2
.
Disconnect
battery
negative
(-)
cable
.

age
across
the
battery
terminals
with
the
key
off
and
then

again
with
the
engine
running
.
The
battery
voltage
should
be



CAUTION-
about12
.6
volts
with
key
off
and
approximately
14
.0
volts
with



Prior
to
disconnecting
the
battery,
read
the
battery
the
engine
running
.
If
the
voltage
does
not
increase
when
the



disconnection
cautions
given
at
the
front
of
this
engine
is
running,there
is
a
fault
in
the
charging
system
.



manual
onpaga
viii
.

NOTE
-

The
regulated
voltage
(engine
running)
should
be
be-
tween
13
.5
and
14
.5,
depending
on
temperatura
and
operating
conditions
.
If
the
voltage
is
higher
than
14
.8,
the
voltage
regulator
is
most
Mely
faulty
.

Check
for
clean
and
tight
battery
cables
.
Check
the
ground

cable
running
from
the
negative
(-)
battery
terminal
lo
the

chassis
and
the
ground
cable
running
from
the
engine
lo
the

chassis
.
Check
the
alternator
drive
belt
condition
and
tension
.

If
the
battery
discharges
over
time,
there
may
be
a
constant

drain
or
current
draw
on
the
battery
.
A
small
static
drain
on
the

battery
is
normal,
but
a
largedrain
will
cause
the
battery
lo

quickly
discharge
.
Make
a
static
current
draw
test
asthe
first

step
when
experiencing
battery
discharge
.

1
.
Make
sure
ignition
and
al¡
electrical
accessories
are

switched
off
.

3
.
Connect
a
digital
ammeter
between
negative
battery

post
and
negative
battery
cable
lo
measure
current
.

See
Fig
.
1
.
Wait
at
least
one
minuta
lo
get
an
accurate

reading
.

A
range
of
about
0
lo
100
milliamps
is
normal,
dependingon

the
number
of
accessories
that
need
constant
power
.
A
current

of
400
milliamps
(0.4
amp)
or
more
may
indicate
a
problem
.

Table
a
.
Battery,
Starter
and
Charging
System
Troubleshooting

Symptom



1



Probable
Cause



1



Correctiva
Action

1
.
Engine
cranks
slowlyor
not



a
.
Battery
cables
loose,
dirty
orcor-



a
.
Clean
or
replace
cables
.
See020
Maintenance
Program
.
a
tall,
solenoíd
clicks
when



roded
.
starter
is
operated
.



b
.
Battery
discharged
.



b
.
Charge
battery,
test
and
replace
if
necessary
.
c
.
Body
ground
straploose,
dirty
or



c
.
Inspect
ground
strap,
clean,
tighten
or
replace
if
necessary
.
corroded
.
d
.
Poor
connection
at
starter
motor



d
.
Check
connections,
test
for
voltage
at
starter
.
Test
for
voltage
at
terminal
30
.



neutral
safety
or
clutch
interlock
switch
.
e
.
Starter
motor
or
solenoid
faulty
.



e
.
Test
starter
.

2
.
Battery
will
not
stay



a
.
Short
circuit
draining
the
battery
.



a
.
Test
for
excessive
current
drainwith
everything
electrical
in
the
charged
more
than
a
few



vehicle
off
.
days
.



b
.
Short
driving
trips
and
high
elec-



b
.
Evaluate
driving
style
.
Where
possible,
reduce
electrical
con
trical
drain
on
charging
system



sumption
when
making
short
trips
.
does
not
allow
battery
to
re-
charge
.
c
.
Drive
belt(s)
worn
or
damaged
.



c
.
Inspect
or
replace
multi-ribbed
belt(s)
.
See
020
Maintenance
Program
.
d
.
Battery
faulty
.



d
.
Test
battery
and
replace
íf
necessary
.
e
.
Battery
cables
loose,
dirty
orcor-



e
.
Clean
or
replace
cables
.
See
020
Maintenance
Program
.
rodad
.
f
.
Alternatoror
voltage
regulator



f
.
Test
alternator
and
voltage
regulator
.
faulty
.

3
.
Battery
losing
water
.



1
a
.
Battery
overcharging
.



1
a
.
Test
voltage
regulator
for
proper
operation
.

4
.
Lights
dim,
light
intensity



a
.
Drive
belt(s)
worn
or
damaged
.



a
.
Inspect
or
replace
multi-ribbed
belt(s)
.
See
020
Maintenance
varies
with
engine
speed
.



Program
.
b
.
Alternatoror
voltage
regulator



b
.
Test
alternator
and
voltage
regulator
.
faulty
.
c
.
Body
ground
straps
loose,
dirty
or



c
.
Inspect
ground
straps,
clean,
tighten
or
replace
as
necessary
.
corroded
.

CHARGING
SYSTEM
TROUBLESHOOTING

Alternator
brushes,



STARTER
SERVICE
inspecting
and
replacing

Regulator
brushesarenot
available
as
replacement
parts
from
BMW
.
Replacement
brushes
may
be
available
from
af-

termarket
sources,
however
.

1
.
Remove
voltage
regulator
as
described
above
.

2
.
Clean
brush
contact
sürfaces
and
measure
brush
pro-trusion
.
See
Fig
.
7
.

Check
for
battery
voltage
at
terminal
50
of
the
starter
motor
Fig
.
7
.



Regulator
brush
protrusion
(A)
.



with
the
key
in
the
start
position
.
See
Fig
.
8
.
If
voltage
is
not
present,
check
the
wiring
between
the
ignition
switch
and
the
starter
terminal
.
If
voltage
is
present
and
no
other
visible
wir
Voltage
Regulator



ing
faults
can
be
found,
the
problem
is
most
likely
interna¡in

"
Brush
protrusion
(minimum)
.......
.
..
5
mm
(
1
/4
in
.)



the
starter
motor
.

3
.
To
replace
brushes,
carefully
and
as
quickly
as
possi-

ble,
unsolder
brush
lead
from
brush
holder
termina¡,

withdrawing
brush
from
holder
at
same
time
.

4
.
Remove
any
traces
of
solder
frombrush
holder
termi-
nal
using
solder
wick
.

5
.
Fit
spring
into
brush
holder
and
inserí
new
brush
.

6
.
Guide
brush
lead
into
terminal
and
solder
into
place
.

Check
for
free
movement
of
brushes
when
solder

cools
.

7
.
Check
brush
slip
rings
in
alternator
for
wear
.
Lightly
clean
slip
rings
using
fine
abrasive
cloth
.

BATTERY,
STARTER,
ALTERNATOR



121-
7

Starter
Troubleshooting

If
the
starter
tucos
the
engine
slowlyor
fails
to
operate
when
the
ignition
isin
the
start
position,
check
the
battery
first
.
In-
spect
the
starter
wires,
terminals,
and
ground
connections
for
good
contact
.
In
particular,
make
sure
the
ground
connections
between
the
battery,
the
body
and
the
engine
are
completely
clean
and
tight
.
If
no
faults
can
be
found,
the
starter
may
be
faulty
and
should
be
replaced
.

NOTE
-

"
Starting
in1194,
a
factory-installed
drive-away
protec-
tion
system,
alsoreferred
to
as
EWS
or
EWS
11,
was
used
on
all
E36
cars
.
This
system
prevenís
operation
of
the
starter
when
the
system
is
engaged
.
See
515
Central
Locking
and
Anti-theft
.

"
On
cars
with
automatic
transmission,
a
starter
relay
and
a
neutral
safetyswitchare
used
to
present
theen-
ginefrom
starting
in
gear
positions
other
than
park
or
neutral
.
ff
voltage
is
not
present
atterminal
50
with
the
key
in
the
startposition,
check
these
components

To
make
the
most
accurate
check
of
the
battery
cables
and
starterwiring,
make
a
voltage
drop
test
on
the
cables
and
wir-

ing
as
described
in
600
Electrical
System-General
.

Terminal
30
'
\



/
Terminal
30h

0012518

8
.
Reinstall
regulator
and
alternator
.



Fig
.
8
.



Typical
starterwiring
terminal
identification
.
Large
wireat
ter-
minal
30
is
direct
battery
voltage
.
Smaller
wire
at
terminal
50
operates
starter
solenoid
via
ignition
switch
.

STARTER
SERVICE