Automatic BMW 325i 1993 E36 Owner's Manual
[x] Cancel search | Manufacturer: BMW, Model Year: 1993, Model line: 325i, Model: BMW 325i 1993 E36Pages: 759
Page 137 of 759
CHARGING
SYSTEM
TROUBLESHOOTING
.............
.
.
.
.
.121-2
Charging
System
Quick-Check
...
.
..
.
...
.
121-2
Static
current
draw,
checking
........
.
...
.
121-2
BATTERY
SERVICE
....................
121-3
Battery
Testing
.
.
.
.
.
.........
.
........
.
121-3
Hydrometer
Testing
.
...
.
.
.
...
.
.........
121-3
Battery
Open-Circuit
Voltage
Test
....
.
....
121-4
Battery
Load
Voltage
Test
.
.
.
.
.
.
.........
121-4
Battery
Charging
.
.
.
.
...
.
.
.
.
.
.
.
.........
121-4
ALTERNATOR
SERVICE
.
.
.
.
.
.
.....
.
...
121-4
Chargingsystem,checking
.
.
.
.
.
.........
121-4
Alternator,
removingand
installing
(4-cylinder
engine)
....
.
.
.
.
.
.
.
.........
121-5
Alternator,
removingand
installing
(6-cylinder
engine)
..
.
.
.
.
.
.
.
.
.
.........
121-6
GENERAL
The
charging
system
consists
of
a
belt-driven
alternator
with
integral
voltage
regulator
and
a
battery
mounted
in
the
luggage
compartment
.
Various
versions
of
alternators,
voltage
regulators,
starters,
and
batteries
are
used
in
the
E36
cars
.
It
is
important
to
re-
place
components
according
tothe
original
equipment
speci-
fication
.
Check
with
an
authorized
BMW
dealer
for
specific
application
and
parts
information
.
WARNING
-
"
Weargoggles,
rubbergloves,
and
a
rubberapron
when
working
around
batteries
and
battery
acid
(electrolyte)
.
"
Battery
acid
contains
sulfuric
acid
and
can
cause
skin
irritation
and
burning
.
ff
acid
is
spilled
onyour
skin
or
clothing,
flush
the
area
at
once
with
large
quantities
of
water
.
lf
electrolyte
gets
into
your
eyes,flush
them
with
largequantities
of
clean
wa-
terfor
several
minutes
and
call
a
physician
.
"
Batteries
that
are
being
charged
or
are
fully
charged
give
off
explosive
hydrogen
gas
.
Keep
sparks
and
open
flames
away
.
Do
not
smoke
.
BATTERY,
STARTER,
ALTERNATOR
121-1
121
Battery,
Starter,
Alternator
GENERAL
..
.
...
.
........
.
...
.
.
.
.
.
.
.
.
.
121-1
Voltage
regulator,
removing
and
ínstalling
.
.
.
121-6
Alternator
brushes,
inspecting
and
replacing
.121-7
STARTER
SERVICE
....
.
.
.
.
.
..........
.121-7
Starter
Troubleshootíng
121-7
15
..
.
.
.
.
.
........
.
.
.
Starter,
removing
and
installing
(4-cylinder
engine)
....
.
.
.
............
.
121-8
Starter,
removing
and
installing
(6-cylinder
engine
with
manual
transmission)
..
.
...........
.
...
121-8
Starter,
removing
and
installing
(6-cylinder
engine
with
automatic
transmission)
................
121-9
Solenoid
switch,
removingand
installing
....
121-10
TABLES
a
.
Battery,
Starter
and
Charging
System
Troubleshooting
............
.
.
.
.
:...
........
121-2
b
.
Specific
Gravity
of
Battery
Electrolyte
at
80°F
(27°C)
...............
.
.
..
..........
121-3
c
.
Open-Circuit
Voltage
and
Battery
Charge
........
121-4
d
.
Battery
Load
Test-Minimum
Voltage
.
..........
121-4
CAUTION
-
"
Prior
to
disconnectiog
the
battery,
read
the
bat-tery
disconnection
cautions
given
at
the
front
of
this
manual
on
page
viii
.
"
Disconnecting
the
battery
cables
may
erase
fault
codes
stored
in
control
unit
memory
.
"
Always
disconnect
the
negative
()
battery
cable
first
and
reconnect
it
last
.
Cover
the
battery
post
with
an
insulating
material
whenever
the
cable
is
removed
.
"
After
reconnecting
the
battery,
the
power
window
motors
must
be
reinitialized
.
See
511
Door
Win-
dows
.
"
Never
reverse
the
battery
cables
.
Even
a
momen-
tary
wrong
connection
can
damage
the
alternatoror
other
electrical
components
.
"
Battery
cables
may
be
the
same
color
.
Label
ca-blebefore
removing
.
GENERAL
Page 143 of 759
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
Page 145 of 759
Starter,
removing
and
installing
(6-cylinder
engine
with
automatic
transmission)
The
starter
on
a
6-cylinder
car
with
automatic
transmission
ís
removed
from
above
.
It
is
necessary
to
remove
the
íntake
manifold
and
disconnect
a
number
of
electrical
harness
con-
nectors
.
1
.
Disconnect
negative
(-)
battery
cable
.
2
.
Remove
air
plenum
from
rear
of
engine
compartment
.
See640
Heating
and
Air
Conditioning
.
3
.
Remove
top
enginecovers
.
See
Fig
.
9
.
Fig
.
9
.
Remove
top
engine
cover
by
prying
out
plugs
and
removing
nuts
(A)
.
Make
sure
rubber
insulators
(B)
on
either
sideof
large
cover
do
not
fall
off
during
cover
removal
.
4
.
Remove
ignition
coil
harness
connectors
.
Remove
ground
connection
at
front
of
cylinder
head
.
5
.
Remove
two
retaining
bolts
and
lift
off
fuel
injector
har-
ness
connector
strip
.
Carefully
fold
away
all
harnesses
toward
right
side
of
engine
compartment
and
place
at
base
of
windshield
.
See
Fig
.
10
.
6
.
Remove
intake
manifold
.
See
113
Cylinder
Head
Re-
moval
and
Installation
.
7
.
Disconnect
wiring
from
starter
.
BATTERY,
STARTER,
ALTERNATOR
121-
9
Fig
.
10
.
Fuel
injection
harness
(A)
and
ignition
coíl
harness
connectors
(B)
being
lifted
off
engine
to
be
placed
at
base
ofwindshield
.
M50
engine
shown
.
Other
6-cylinder
engines
are
similar
.
8
.
Loosen
and
remove
bolts
and
nuts
fastening
starter
to
transmission
bell
housing
and/or
engine
block
.
Remove
starter
support
bracket
.
Fig
.
11
.
Starter
wiring
terminals
and
support
bracket(arrow)
.
Intake
manifold
has
been
removed
.
STARTER
SERVICE
Page 149 of 759
FUEL
INJECTION
130-
3
Fuel
metering
.
The
ECM
meters
fuel
bychanging
the
The
engine
management
system
compensates
automatical-
opening
time
(pulsewidth)
of
the
fuel
injectors
.
To
ensure
that
ly
for
changes
in
the
engine
due
to
age,
minor
wear
or
small
injector
pulsewídth
is
the
only
factor
that
determines
fuel
me-
problems,
such
as
a
disconnected
vacuum
hose
.
Asa
result,
tering,fuel
pressure
is
maintained
bya
fuel
pressure
regula-
idle
speed
and
mixture
do
not
need
lo
be
adjustedas
partof
tor
.
The
injectors
are
mounted
lo
a
common
fuel
supply
called
routine
maintenance
.
the
fuel
rail
.
The
ECM
monitors
engine
speed
to
determine
the
duration
NOTE-
ofinjector
openings
.
Other
signals
to
the
ECM
help
determine
Poordriveabilitymaybe
encountered
when
the
batteryis
injector
pulse
time
for
different
operating
conditions
.
A
tem-
disconnected
and
reconnected
.
when
the
battery
is
dis-
connected,
the
adaptive
memory
is
lost
The
system
will
perature
sensor
signals
engine
temperature
for
mixture
adap-
readaptafterabout
ten
minutes
of
drfving
.
tion
.
A
throttle
position
sensor
signals
throttle
position
.
The
exhaust
oxygen
sensor(s)
signal
information
about
combus-
tion
efficiency
for
control
of
the
air-fuel
mixture
.
1992
to
1995
DISA
(Dual
Resonance
Intake
System)
engines
are
equipped
with
a
single
sensor
.
1996
and
later
(OBD
II)
engines
are
equipped
with
an
oxygen
sensor
before
TheE36
4-cylinder
engine
is
equipped
with
a
dual
intake
andone
after
each
catalytic
converter
.
Forexample,the
M52
runner
system,
termed
DISA
.
DISA
offers
the
advantages
of
engine
is
equipped
withfour
oxygen
sensors
.
both
short
and
long
intake
pipes
.
Long
intake
runners
are
most
useful
at
low
to
medium
engine
rpm
for
producing
good
Idle
speed
control
.
ldle
speed
is
electronically
controlled
torque
characteristics
.
Short
intake
runners
produce
hígherviathe
idle
speed
control
valve,
which
maintains
idle
speed
by
horsepower
at
hígher
engine
speeds
.
bypassing
varying
amounts
of
air
around
theclosed
throttle
valve
.
Idle
speed
is
not
adjustable
.
NOTE-
Knock
(detonation)
control
.
Knock
sensors
monitor
and
The
term
DISA
comes
from
the
German
words
Differen-
control
ignition
knock
through
the
ECM
.
The
knock
sensors
zierte
Sauganlage,
and
can
roughlybe
translated
as
"dif-
fering
intake
manifold
configuration
."
See
100
Engine-
function
like
microphones
and
are
able
to
convert
mechanical
General
foradditional
information
on
DISA
operation
.
vibration
(knock)
into
electrical
signals
.
The
ECM
is
pro-
grammed
to
react
to
frequencies
that
are
characteristic
of
en-
Manifold
construction
:
The
intake
manifold
is
a
two-piece
gine
knock
and
adapt
the
ignition
timing
point
accordingly
.
metal
construction,
with
a
pair
of
runners
in
thetop
section
See120
Ignition
System
for
further
details
.
and
four
runners
in
the
lower
section
.
A
butterfly
valve
is
in-
stalled
in
the
lower
section,
enabling
the
DISA
solenoid
toiso-
NOTE-
late
one
pair
of
runners
from
the
other
pair
.
See
Fig
.
2
.
The
1992
M50
engine
is
not
equipped
with
knock
sen-
Operation
.
With
the
DISA
butterfly
valve
closed,
the
pipes
sors
.
All
other
engines
are
equipped
with
two
knock
in
thetop
half
of
the
manifold
act
together
with
the
ram
air
sensors
.
pipes
in
the
lower
halfto
producea
single,
long
air
intake
pipe
for
each
cylinder
.
See
Fig
.
3
.
The
column
of
aír
oscíllating
in
Basic
Engine
Settings
this
combined
pipe
significantly
increases
engine
torque
in
the
medium
rpm
range
.
Idle
speed,
idle
mixture
(%CO),
and
ignition
timing
arenot
adjustable
.
The
adaptive
engine
management
system
is
de-
signed
to
automatically
compensate
for
changes
in
engine
op-
eratingconditions,
although
the
adaptive
range
is
limited
.
Once
these
limits
are
exceeded,
driveability
problems
usually
be-
come
noticeable
.
Above
approximately
4,800
rpm,
the
butterfly
valve
between
the
intake
air
pipes
for
the
two
cylinder
groups
is
opened
.
The
shorter
pipes
in
the
lower
manifold
section
now
become
the
main
suppliers
of
ram
air
to
the
cylinders,yielding
greater
pow-
er
at
the
upper
end
of
the
engine
rpm
range
.
See
Fig
.
4
.
Control
components
.
The
DISA
butterfly
valve
is
actuated
NOTE-
electro-pneumatically
via
the
engine
control
module
(ECM)
.
lf
the
system
adaptive
limits
are
exceeded,
the
Check
The
valve
begins
to
open
as
engine
speed
rises
aboye
4,840
Engine
light
will
most
likely
come
on,
indicating
an
rpmand
closes
below
4,760
rpm
.
The
action
of
the
valve
is
de-
emissions-
related
fault
For
Check
Engine
light
diag-
liberately
delayed
to
prevent
it
from
opening
and
closing
repeat-
nostics,
see100
Engine-General
.
edly
within
a
short
time
.
GENERAL
Page 163 of 759
BOSCH
DME
MM
AND
M33
.1
COMPONENT
TESTS
AND
REPAIRS
Consult
Table
a
for
engine
application
information
for
the
Bosch
DME
3
.1
and
3
.3.1
systems
.
The
DME
3
.1
and
DME
3
.3
.1
systems
are
similar
in
opera-
tion,
with
knock
control
and
VANOS
operation
being
the
key
differences
.
DME
3
.1
engines
arenot
equipped
with
VANOS
or
knock
detectors,
while
the
DM
E3
.3
.1
system
is
.
CA
UTION-
Use
onty
a
digital
multimeter
when
testing
wiring
.
Use
of
an
analog
VOM
may
damage
the
engine
control
module
.
Fig
.
25
.
Mass
air
flow
sensor
.
Hot
wire
sensor
usedon
carswith
DME
Electrical
tests
of
the
main
and
fuel
pump
relays
and
the
3
.1
(1992
6-cylinder
models)
.
DME
engine
control
module
(ECM)
are
covered
earlier
in
this
section
.
Fuel
pump
tests
are
covered
in
160
Fuel
Tank
and
CAUTION-
Fuel
Pump
.
Use
only
a
digital
multimeter
when
checking
the
mass
air
flow
sensor
.
An
analog
meter
can
dam-
Mass
Air
Flow
Sensor
age
theair
flow
sensor
.
There
are
two
types
of
mass
air
flow
sensors
used
onthe
1
.
Disconnect
air
flow
sensor
from
air
cleaner
only
.
Leave
cars
covered
by
this
section
.
Testing
procedures
vary
de-
it
connected
to
duct
leading
to
intake
manifold
and
pending
on
type
installed
.
The
airflow
sensor
is
not
adjustable
leave
wiring
harness
connected
.
and
must
only
be
tested
with
a
digital
multimeter
.
Mass
Air
FlowSensor
Variants
"
1992
M50
engine
DME
M3
.1
.
.
.
.
...
..
mass
air
flow
sensor-hot
wire
"
1993-1995
M50
and
S50US
DMEM33
.1)
.
...
...
.
mass
air
flow
sensor-hot
film
Mass
air
flow
sensor
(hot
wire),
testing
and
replacing
When
the
engine
is
running,
a
current
is
used
to
heat
a
thin
wire
in
the
center
of
the
sensor
.
See
Fig
.
25
.
The
current
in
the
wire
is
regulated
to
maintain
a
temperature
of
100°C
more
than
the
air
passing
over
it
.
The
current
used
to
heat
the
wire
is
electronically
conneced
into
a
voltage
measurement
corre-
sponding
to
the
mass
of
intake
a¡
r
.
To
keep
the
wire
clean,
it
is
heated
to
a
temperature
of
about
1,000°C
(1,830°F)
for
one
second
.
This
"burn-off"
cycle
takes
place
automatically,
four
seconds
after
the
engine
is
tumed
off
.
lf
thehot
wire
breaks
or
if
there
is
no
output
from
the
air
flow
sensor,
the
ECM
automatically
switches
to
a
"limp-home"
mode
and
tucos
on
the
Check
Engine
light
.
The
engine
can
usually
be
started
and
driven
.
The
air
flow
sensor
has
no
inter-
nal
moving
parts
and
cannot
be
serviced
.
FUEL
INJECTION
130-
1
7
2
.
Start
engine
and
run
it
to
normal
operating
temperature
.
3
.
Rev
engine
toat
least
2,500
rpm,then
shut
it
off
.
Look
through
meter
at
hot
wire
.
After
approximately
four
sec-
onds
wire
should
glow
brightly
for
about
one
second
.
NOTE
-
If
the
wire
glowsas
specified,
then
the
airflow
meter
and
ECM
are
probably
operating
correctly
.
lf
the
wire
does
not
glow,
continue
testing
.
4
.
lf
the
wire
does
not
glow,
remove
air
flow
sensor
and
look
through
it
to
see
if
wire
is
broken
.
lf
wire
is
broken,
meter
will
have
to
be
replaced
.
5
.
Reinstall
air
flow
sensor
and
harness
connector
.
Peel
back
rubber
bootfrom
harness
connector
.
Working
from
rear
of
connector,
connect
digital
voltmeter
across
terminals
1
and
4
.
See
Fig
.
26
.
6
.
Start
and
rev
engine
toat
least
2,500
rpm,thenshut
it
off
.
After
about
4
seconds,
voltage
should
riseto
about
4
volts
for
about
one
second
.
lf
voltage
is
present,
but
wire
does
not
glow,
air
flow
sensor
is
faulty
and
should
be
replaced
.
7
.
lf
voltage
is
not
present
in
step
6,
turn
ignition
key
on
and
check
for
voltage
and
ground
at
sensor
.
There
should
beground
at
pin
4
.
There
should
be
positive
(+)
battery
voltage
at
pin
2
.
BOSCH
DME
M3
.1
AND
M32
.1
COMPONENT
TESTS
AND
REPAIRS
Page 164 of 759
130-18
FUEL
INJECTION
The
engine
coolant
temperature
(ECT)
sensor
sends
con-
tinuous
engine
coolant
temperature
information
to
the
ECM
.
Fig
.
26
.
Mass
air
flow
sensor
terminalidentifcation
on
carswith
DME
As
temperature
increases
sensor
resistance
decreases
.
M3
.1
fuel
injection
.
Mass
air
flow
sensor
(hot
film),
testing
and
replacing
MOTE-
A
burn-off
cycle
is
not
used
on
hot
film
sensors
.
8
.
With
ignition
off,
disconnect
harness
connector
from
air
ECT
Sensor
Location
flow
sensor
.
Using
a
digital
multimeter,
check
resis-
"
M50/S50US
engine
............
left
side
of
cylinder
tance
at
terminals
listed
.
head
under
intake
manifold
Air
Flow
Sensor
Test
Values
(DMEM3
.1)
"
Terminals
5
and
6
.
.
.
.........
..
.
..
....
3-4
ohms
If
any
faults
are
found,
check
wiring
lo
and
from
the
ECM
.
Make
ECM
pinout
test
as
listed
in
See
Table
i
.
Main
power
to
air
flow
sensor
comes
from
DME
main
relay
.
On
cars
with
DME
M3
.3
.1
a
hot
film
mass
air
flow
sensor
is
used
.
When
the
engine
is
running,
a
current
is
used
lo
heat
a
thinfilm
in
the
center
of
the
sensor
.
This
current
is
electroni-
cally
converted
into
a
voltage
measurement
corresponding
to
the
mass
of
intake
air
.
If
thehot
film
breaks
or
if
there
is
no
output
from
the
air
flow
sensor,
the
ECM
automatically
switches
to
a
"limp-home"
mode
and
tucos
on
the
Check
Engine
light
.
The
engine
can
usually
be
started
and
driven
.
The
air
flow
sensor
has
no
inter-
nal
moving
parts
and
cannot
be
senricedor
adjusted
.
CA
UTION-
Use
only
a
digital
multimeter
when
checking
the
mass
air
flow
sensor
.
An
analogmetercan
dam-
age
the
air
flow
sensor
.
BOSCH
DME
M3
.
1
AND
M32
.1
COMPONENT
TESTS
AND
REPAIRS
1
.
Disconnect
harnessconnector
from
air
flow
sensor
.
2
.
Turn
ignition
on
and
check
for
voltage
and
ground
at
connector
.
There
should
beground
at
pin
1
.
There
should
be
positive
(+)
battery
voltage
at
pin
3
.
If
any
faults
are
found,
check
wiring
to
and
from
ECM
.
Make
ECM
pinout
test
.
See
Table
j
.
NOTE-
Positive
(+)
battery
voltage
to
air
flow
sensor
comes
from
DME
main
relay
when
the
ignition
is
switch
on
orengine
running
.
Engine
coolant
temperature
(ECT)
sensor,
testing
and
replacing
0012704
Fig
.
27
.
Engine
coolant
temperature
(ECT)
sensor
(A)
is
located
be-
neath
top
engine
cover
(B)
and
crankcase
vent
hose
(C)
.
M52
engine
shown
.
M50
is
similar
.
1
.
Check
ECM
reference
voltage
to
sensor
:
"
Disconnect
harnessconnector
from
ECT
sensor
.
"
Turn
ignition
keyon
.
"
Check
for
5
volts
between
supply
voltage
wire
(brown/red)
wire
of
harness
connector
and
ground
.
"
Turn
ignition
key
off
.
"
If
voltage
is'
not
present
or
incorrect,
check
wiring
from
ECM
and
check
referencevoltage
output
at
ECM
(pin
78)
.
See
Table
i
(DM
E
3
.1)
or
Table
j
(DME
3
.3
.1)
2
.
Check
ECT
sensor
resistance
:
"
With
harnessconnector
disconnected,
check
resis-
tance
acrosssensor
terminals
.
"
Compare
tests
results
to
values
in
Table
f
.
Page 175 of 759
Tableh
.
ECM
Pin
Assignment--Bosch
DME
M1
.7
Pin
1
Signal
1
Component/function
1
Signal
45
Notused
46
Notused
47
Notused
48
Output
A/C
compressor
cut-out
Compressor
control
relay,
terminal
85
49
Notused
50
Notused
51
Output
Cyl
.
4
ignition
coil
control
Cyl
.
4
ignition
coil
52
Output
Cyl
.
2
ignition
coil
control
Cyl
.
2
ignition
coil
53
Not
used
54
Input
Battery
voltage
from
engine
control
module
Engine
control
module
relay,
terminal
87a
55
Ground
Ground,
ignition
Ground
point
56
Input
Ignition
switch,
terminal
15
Ignition
switch,
terminal
15
57
Notused
58
Not
used
59
Output
Throttleposition
sensor
and
volume
air
flow
sensor
Reference
voltage
(5
VDC)
60
Input
Programming
voltage
Data
link
connector
61
Notused
62
Notused
63
Notused
64
Input
Ignition
timing
intervention
Transmission
control
module
(EGS)
65
Input
Drive
range
P/N
Automatic
transmission
range
switch
66
Notused
67
Input
Crankshaft
position
RPM
sensor
Crankshaft
position
RPM
sensor
68
Input
Crankshaft
position
RPM
sensor
Crankshaft
position
RPM
sensor
69
Notused
70
Input
Oxygen
sensor
signal
Heated
oxygen
sensor
71
Ground
Oxygen
sensor
signal
ground
Heated
oxygen
sensor
72
Notused
73
Input
Vehicle
speed
signal
Instrument
cluster
74
Output
Engine
speed
signal
Instrument
cluster
75
Not
used
76
Input
Volume
air
flow
sensor
Volume
air
flow
sensor
77
Input
Intake
air
temperature
sensor
(IAT)
Intake
air
temperature
sensor
(IAT)
78
Input
Engine
coolant
temperature
Engine
coolant
temperature
sensor
79
Notused
80
Not
used
81
Input
Drive-away
protection
signal
(code)
On-boardcomputer
82
Not
used
83
Notused
84
Not
used
85
Input
A/C
pressure
Pressure
switch
86
Input
A/C
switch
Integrated
climate
regulation
control
module
87
Output
RxD
diagnosisdata
line
Data
link
connector
88
Output-Input
TxD
diagnosisdata
line
l
Data
link
connector
FUEL
INJECTION
130-
2
9
ECM
PIN
ASSIGNMENTS
Page 177 of 759
Table
i
.
ECM
Pin
Assignment-Bosch
DME
M3
.1
Pin
Signal
Component/function
2
ignal
FUEL
INJECTION
130-
3
1
45
vacant
-
46
vacant
-
-
47
vacant
-
-
48
output
A/C
compressor
control
A/C
compressor
disabled
via
compressor
control
relay
49
vacant
-
-
50
output
Ignition
control
(terminal
1),cyl
.
n
o
.
4
Primary
signal,
ignition
coil
cyl
.
n
o
.
4
51
output
Ignition
control
(terminal
1),cyl
.
n
o
.
6
Primary
signal,
ignition
coil
cyl
.
no
.
6
52
output
Ignition
control
(terminal
1),cyl
.
n
o
.
5
Primary
signal,
ignitioncoil
cyl
.
no
.
5
53
vacant
-
54
input
Power
supply
Battery
voltage
(+)
from
main
relay
terminal
87
55
ground
Ground
Ground
for
ignition
control
56
input
Power
supply
(terminal
15)
Batteryvoltage
(+)
with
key
on
or
engine
running
57
vacant
-
-
58
vacant
-
-
59
output
Throttleposition
sensor
Throttleposition
sensorsupply
voltage
(5
VDC)
60
input
Data
link
connector
Programming
voltage
61
vacant
-
-
62
vacant
-
-
63
vacant
-
-
64
input
Ignition
timing
intervention
from
A/T
control
module
(only
active
during
gearshift)
65
input
Automatic
transmission
(A/T)
range
switch
Transmission
park
or
neutral
signal
66
vacant
-
-
67
input
Engine
speed/crankshaft
position
sensor
Crankshaft
position/rpm
(voltage
(VAC)
between
pins
67
and
68)
68
input
Engine
speed/crankshaft
position
sensor
Crankshaft
position/rpm
(voltage
(VAC)
between
pins
67
and
68)
69
vacant
-
-
70
input
Oxygen
sensor
Oxygen
sensor
signal
(0-1
VDC
fluctuating
with
engine
running)
71
ground
Oxygen
sensor
Oxygen
sensor
signal
ground
72
vacant
-
-
73
input
Road
speed
Road
speed
signal
from
instrument
cluster
74
output
Engine
speed
(TD)
Engine
speed
(TD)
signalto
instrument
cluster
75
vacant
-
-
76
vacant
-
-
77
input
Intakeair
temperature
(IAT)
sensor
Intake
air
temperature
(0-5
V,
temperaturedependent)
78
input
Engine
coolant
temperature
(ECT)
sensor
Engine
coolant
temperature
(0-5V,
temperature
dependent)
79
vacant
-
-
80
vacant
-
-
81
input
On-boardcomputer
Drive-away
protection
enable
82
vacant
-
-
83
vacant
-
-
84
vacant
-
-
85
input
A/C
pressure
switch
From
Integrated
climate
control
module
via
A/C
pressure
switch
86
input
A/C
compressor
on
From
Integrated
climate
control
module
87
input
Diagnostic
connector
(RxD)
Diagnostic
RxD
(receive)signal
to
pin
15
in
Data
link
connector
88
input/output
Diagnostic
connector
(TxD)
Diagnostic
TxD
(transmit)
signal
to
pin
20
in
Data
link
connector
ECM
PIN
ASSIGNMENTS
Page 179 of 759
Table
j.
ECM
Pin
Assignment-Bosch
DME
M3
.3
.1
Pin
~
Signal
1
Componentffunction
1
signal
FUEL
INJECTION
130-
33
45
ground
Ignition
circuit
shield
Ground
shieldfor
ignition
circuit
monitoring
46
output
Fuel
consumption
(KVA
signal)
To
instrument
cluster
47
output
Crankshaft
rpm
Engine
speed
(TD)
signal
to
instrument
cluster
48
output
A/C
compressor
control
A/C
compressor
relay
terminal
85
49
vacant
-
-
50
output
Ignition
coil
control,
cyl
.
1
Primary
signal,
ignition
coil
1
51
output
Ignition
coil
control,
cyl
.
2
Primary
signal,
ignition
coil
2
52
output
Ignition
coil
control,
cyl
.
3
Primary
signal,
ignition
coil
3
53
vacant
-
-
54
input
Power
supply
Battery
voltagefrom
main
relay
(terminal
87a)
55
ground
Ground
Ground
for
ignition
control
56
input
Power
supply
(terminal15)
Batteryvoltage
with
key
on
or
engine
running
57
input
Ignition
timing
intervention
From
A/T
control
module
58
vacant
-
-
59
output
Throttleposition
sensor
(TPS)
Voltage
supply
to
TPS
(5
VDC)
60
input
Programming
voltage
Data
link
connector
61
vacant
-
-
62
vacant
-
-
63
vacant
-
-
64
input
A/C
on
signal
From
integrated
climate
control
module
65
input
A/C
pressure
signal
From
integrated
climate
control
module
via
A/C
pressure
switch
66
input
On-board
computer
Drive-away
protection
enable
(starter
immobilization
relay)
67
vacant
-
-
68
vacant
-
-
69
input
Knock
sensor
#2
(cyl
.
4,5,
6)
Knock
sensor
#2
signal
70
input
Knock
sensor
#1
(cyl
.
1,2,
3)
Knock
sensor
#1
signal
71
ground
Ground
Ground
for
knock
sensors
and
shields
72
vacant
-
-
73
input
Throttleposition
sensor
(TPS)
Throttleposition
signal
74
vacant
-
75
vacant
-
-
76
vacant
-
77
input
Intakeair
temperatura
Intakeair
temperatura
sensor
(0-5
VDC)
78
input
Engine
coolant
temperature
Engine
coolant
temperature
sensor
(0-5
VDC)
79
vacant
-
80
vacant
-
-
81
input
Automatic
transmission
gear
positionlneutral
A/T
parkor
neutral
position
signal
safetyswitch
82
vacant
-
-
83
vacant
-
-
84
vacant
-
-
85
vacant
-
-
86
vacant
-
-
87
input
Diagnostic
connector
(RxD)
Diagnostic
RxD
(receive)
signal
to
pin
15
in
Data
link
connector
88
input/output
Diagnostic
connector
(TxD)
Diagnostic
TxD
(transmit)
signal
to
pin
20
in
Data
link
connector
ECM
PIN
ASSIGNMENTS
Page 180 of 759
130-
34
FUEL
INJECTION
Pin
i
Signal
1
Component/function
1
Signal
1
output
Oxygen
sensor
(monitoring
sensor)heater
Oxygen
sensor
heater
control
(switched
ground)
2
output
Idle
speed
control
valve
Pulsed
ground-close
signal
(see
also
pin
29)
3
output
Fuel
injector
control,
cyl
.
1
Pulsed
ground
(injection
pulsewidth
in
ms)
cyl
.
1
4
output
Fuel
injector
control,
cyl
.
4
Pulsed
ground
(injection
pulse
width
in
ms)
cyl
.
4
5
not
used
-
-
6
ground
Ground
Ground
for
fuel
injector
output
stage
7
not
used
-
8
1
output
1
Check
Engine
1
Instrument
cluster,
Check
Engine
lamp
9
not
used
-
-
10
input
Electronic
immobilizer
control
(EWS
II)
Electronic
immobilizer
control
(EWS
II)
module
11
output
Automatic
climate
control
Automatic
climate
control,
to
evaporator
controlier
12
not
used
-
-
13
not
used
-
-
14
not
used
-
-
15
not
used
-
-
16
input
Intake
air
temperature
Intake
air
temperature
Signal
17
input
Mass
air
flow
meter
Intake
air
signal
18
not
used
-
-
19
input
Oxygen
sensor
(monitoring
sensor)
Oxygen
sensor
control
20
output
Crankshaft/rpm
sensor
Crankshaft/rpm
sensor
control
21
input
Camshaft
position
sensor
Camshaft
position
signal
22
output
Ignition
coil
control,
cyl
.
3
Primary
signal,
ignitioncoil
3
23
output
Ignition
coil
control,
cyl
.
4
Primary
signal,
ignitioncoil
4
24
not
used
-
-
25
not
used
-
-
26
input
Power
supply
(terminal
30)
Battery
voltage
(B+)
at
al¡
times
27
input
Main
relay
control
Main
relay
activation
(terminal
85)
28
ground
Ground
Ground
for
ECM
and
sensor
shielding
29
output
Idle
speed
control
valve
Pulsed
ground-open
signal
(seealsopin
2)
30
output
Oxygen
sensor
(monitoring
sensor)
heater
Oxygen
sensor
heater
control
(switched
ground)
31
output
Fuel
injectorcontrol,
cyl
.
3
Pulsed
ground
(injection
pulsewidth
in
ms)
cyl
.
3
32
output
Fuel
injector
control,
cyl
.
2
Pulsed
ground
(injection
pulsewidth
in
ms)
cyl
.
2
33
I
not
used
40
input
Knock
sensor
#2
(cyl
.
3,4)
Knock
sensor
#2
signal
41
not
used
-
-
42
input
Vehicle
speed
Vehicle
speed
signal
from
instrument
cluster
43
not
used
-
-
44
output
Throttleposition
sensor
(TPS)
Throttleposition
reference
signal
ECM
PIN
ASSIGNMENTS
Table
k
.
ECM
Pin
Assignment-Bosch
DME
M5
.2
34
ground
Ground
Ground
for
ECM/
output
stages
35
not
used
-
-
36
input
A/C
compressor
relay
A/C
compressor
relay
control
37
not
used
-
-
38
not
used
-
-
39
not
used
-
-