ESP BMW 328i 1993 E36 Service Manual
[x] Cancel search | Manufacturer: BMW, Model Year: 1993, Model line: 328i, Model: BMW 328i 1993 E36Pages: 759
Page 200 of 759
170-6
RADIATOR
AND
COOLING
SYSTEM
Fig
.
6
.
Radiator
drain
plug
(arrow)
.
WARNING
-
Coolant
is
poisonous
.
Itis
especially
lethal
to
pets
.
Cleanup
spills
immediately
and
rinse
the
area
with
water
.
NOTE
-
The
block
drain
plug
is
located
on
the
exhaust
side
of
the
engine,
near
the
reas
of
the
engine
.
4
.
Reinstall
radiator
and
engine
block
drain
plugsusing
new
sealing
washers
.
Leave
heater
controis
on
full
warm
.
5
.
Using
a
coolantmixture
of
50%
antifreeze
and
50%
dis-
tilled
water,
fill
system
slowly
On
radiator
with
integral
expansion
tank,
bleed
cooling
system
as
described
be-
low
.
NOTE-
"
Tap
water
may
cause
corrosion
of
radiator,
engine
and
coolant
hoses
.
"
Coolant
can
often
be
reused
provided
itis
clean
and
less
than
twoyears
old
.
Do
not
reuse
coolant
when
re-
placing
damaged
engine
parts
.
Contaminated
coolant
may
damage
the
engine
or
cooling
system
.
Tabled
.
Cooling
System
Capacities
Engine
j
Capacity
4-cylinder
1
6
.5
liters
(6.9
qt)
6-cylinder
M50/M52
10
liters
(10
.6
qt)
S50US/S52US
10
.5
liters
(11
.1
qt)
COOLING
SYSTEM
SERVICE
Tightehing
Torques
"
Radiator
drain
plug
to
radiator
...
2-3
Nm
(18-27
in-lb)
"
Engine
block
drain
plug
to
block
.
.
..
25
Nm
(18
ft-Ib)
Cooling
system,
bleeding
(radiator
with
integral
expansion
tank)
NOTE
-
On
radiators
with
a
separate
expansion
tank,
ableed
screw
is
not
provided
.
The
cooling
system
with
sepa-
rate
expansion
tank
is
self
bleeding
via
the
vent
hose
on
the
expansion
tank
.
Air
maybecome
trapped
in
the
system
during
filling
.
Trapped
air
can
prevent
proper
coolant
circulation
.
Whenever
the
coolant
is
drained
and
filled,
the
system
should
be
bled
of
trapped
air
.
1
.
With
engine
cold,
add
coolant
to
expansion
tank
until
level
reaches
COLD
(KALT)
mark
on
tank
.
2
.
Loosen
bleed
screw
on
radiator
expansion
tank
.
See
Fig
.
7
.
0011976
Fig
.
7
.
Cooling
system
bleed
screwon
radiator
(arrow)
.
Note
cold
level
mark
on
expansion
tank
.
3
.
M3
models
:
Loosen
bleed
screw
on
thermostathous-
ing
.
4
.
Set
temperature
controls
in
passenger
compartment
to
fui¡
warm
and
turn
ignition
on
position
(do
not
start
en-
gine)
.
Page 242 of 759
260-2
DRIVESHAFT
Further
inspection
requires
removal
of
the
driveshaft
.
Check
the
front
centering
guide
on
the
transmission
output
flange
for
damage
or
misalignment
.
Also
check
runoutatthe
transmission
outputflange
and
output
shaft,
and
at
the
final
drive
input
flange
.
Check
the
bolt
hole
bores
in
theflange
for
wear
and
elongation
.
Driveshaftflange
runout
(max
.
allowable)
"
Transmission
outputflange
axial
play
...
.
..
...
..
.
.......
0
.10
mm
(0
.004
in
.)
radial
play
.......
...
.
.
.......
0
.07
mm
(0
.003
in
.)
"
Final
driveinput
flange
radial
play
(measured
at
driveshaft
centering
lip)
..
......
0
.07
mm
(0
.003
in
.)
Spinthe
center
bearing
and
check
for
the
smooth
operation
without
play
.
Check
that
thesplines
of
the
sliding
coupling
move
freely
.
Clean
and
lubricate
the
splines
with
molybdenum
disulfide
grease
(Molykote
®
Longterm
2
or
equivalent)
.
Check
the
universal
joints
for
wear
or
binding
.
If
any
joint
isdif-
ficult
to
move
or
binds,
the
driveshaft
section
should
be
replaced
.
Table
a
.
Driveshaft
Troubleshooting
NOTE-
With
the
driveshaft
installed,
theactual
amount
that
the
universal
joints
pivot
is
limited
.
For
the
most
accurate
test,
check
universal
joints
in
their
normal
range
of
movement
.
If
inspection
revealsnothing
wrong
with
the
driveshaft,
it
may
need
to
be
rebalanced
.
This
can
be
done
by
a
speciality
driveshaft
repair
shop
.
Also,
check
the
alignment
ofthe
drive-
shaft
as
described
below
.
NOTE-
Minor
driveshaftvibrations
can
often
be
correctedsim-
ply
by
disconnecting
the
driveshaftat
the
finaldrive,
and
repositíoning
the
driveshaft
90°,
180°
or270°
inre-
lationto
the
final
drive
input
flange
.
Table
a
lists
symptoms
of
driveshaft
problems
and
their
probable
causes
.
Most
of
the
repair
information
is
contained
within
this
repair
group
.
Symptom
Probable
cause
Corrective
action
1
.
Vibration
when
a
.
Incorrect
preload
of
center
bearing
.
a
.
Check
preload
of
center
bearing
.
Readjust
preload
.
See
Fig
.
6
.
starting
off
(forward
b
.
Center
bearing
rubber
deteriorated
.
b
.
Inspect
center
bearing
and
rubber
.
Replace
if
necessary
.
orreverse)
.
c
.
Flex-disc
damaged
or
worn
.
c
.
Inspect
flex-disc
.
Replace
if
necessary
.
TROUBLESHOOTING
d
.
Engine
or
transmission
mounts
faulty
.
I
d
.
Inspect
engine
and
transmission
mounts
.
Align
or
replace,
if
nec-
essary
.
e
.
Front
centering
guide
worn,
or
e
.
Check
front
centering
guide
and
replace
if
necessary
.
Check
driveshaft
mounting
flanges
out
of
runout
of
driveshaft
flanges
.
round
.
f
.
Universal
joints
worn
or
seized
.
f
.
Check
universal
joint
play
and
movement
.
Replace
driveshaft
if
necessary
.
g
.
Sliding
coupling
seized
.
g
.
Remove
driveshaft
and
check
movement
of
sliding
coupling
.
Clean
coupling
splines
and
replace
parts
asnecessary
.
h
.
Driveshaft
misaligned
.
h
.
Check
driveshaft
alignment
.
2
.
Noise
during
on/off
a
.
Finaldrive
components
worn
or
a
.
Remove
final
drive
and
repair
.
throttle
or
when
damaged
(excessive
pinion-to-ring-
engagíng
clutch
.
gear
clearance)
.
b
.
Drive
axleor
CV
joint
faulty
.
b
.
Inspect
drive
axles
and
CV
joints
.
Repair
or
replace
as
neces-
sary
.
c
.
Sliding
coupling
seized
.
c
.
Remove
driveshaft
and
check
movement
of
sliding
coupling
.
Clean
coupling
splines
and
replace
parts
as
necessary
.
3
.
Vibration
at
25
to
30
a
.
Front
centering
guideworn,
or
a
.
Check
front
centering
guide
and
replace
if
necessary
.
Check
mph
(40
to
50
driveshaft
mounting
flanges
out
of
runout
of
driveshaft
mounting
flanges
.
km/h
).
round
or
damaged
.
b
.
Universal
joints
worn
or
seized
.
b
.
Check
universal
joint
play
and
movement
.
Replace
driveshaft
if
necessary
.
c
.
Flex-disc
damaged
or
worn
.
c
.
Inspect
flex-disc
.
Replace
if
necessary
.
d
.
Center
bearing
rubber
deteriorated
.
d
.
Inspect
center
bearing
.
Replace
if
necessary
.
e
.
Sliding
coupling
seized
.
e
.
Remove
driveshaft
and
check
movement
of
sliding
coupling
.
Clean
coupling
splines
and
replace
parts
asnecessary
.
f
.
Misaligned
installed
position
.
f
.
Check
driveshaft
alignment
.
Page 249 of 759
SUSPENSION,
STEERING
ANDBRAKES-GENERAL
300-1
300
Suspension,
Steering
and
Brakes-General
GENERAL
.....
.
....
.
.....
.
.
.
........
.300-1
M3
SUSPENSION
AND
BRAKES
.......
.
...
300-7
Front
Suspension
..........
.
.
.
...
.
.....
300-1
Steering
...
.
.
.
.
.
....
.
.
.
...
.
.
.
...
.
...
.
.
300-2
SUSPENSION
AND
STEERING
Rear
Suspension
....
.
.
.
...
.
.
.
...
.
.....
300-2
TROUBLESHOOTING
..
.
.
.
.............
300-7
Brakes
.
.
.
.
.
.
.
.
....
.
...........
.
.
.
.
.
.
300-2
Tires
and
wheeis
.
................
.
.
.
.
.
.
300-2
TABLE
a
.
AST
Indicator
Lamp
Function
..
..
.
..
.
.........
300-5
INTEGRATED
SYSTEMS
.........
.
.
.
.
.
.
300-2
b
.
Suspension
and
Steering
Troubleshooting
......
.300-8
Antilock
Brake
System
(ABS)
.......
.
.
.
.
.
.
300-2
Al¡
Season
Traction
(AST)
.........
.
.
.
.
.
.
300-4
GENERAL
Front
Suspension
This
section
covers
general
information
for
front
and
rear
The
lower
control
arms
connect
the
front
suspension
struts
suspension,
the
steering
system,
and
the
brakíng
and
traction
to
mounting
points
on
the
subframe
crossmember
and
the
control
systems
.
body
.
See
Fig
.
2
.
The
BMW
E36
suspension
and
steering
systems
are
engi-
neered
to
provide
a
compromise
between
taut,
responsive
handling
and
ride
comfort
.
Although
the
front
and
rear
suspen-
sion
assemblies
are
independent
subsystems,
they
work
to-
gether
to
achieve
BMW's
overall
combination
of
precise
handling
and
comfort
.
See
Fig
.
1
.
Fig
.
1
.
BMW
E36
front
and
rear
suspension
systems
.
Each
front
strut
assembly
includes
a
shock
absorber
car-
tridgeinside
the
tubular
strut
housing
and
a
large
coil
spring
.
The
upper
strut
mount
bearing
allows
the
strutto
turnwith
the
wheels
.
The
lower
end
of
the
strut,
which
includes
the
stub
axle
for
the
front
wheel,
connects
to
a
ball-joint
on
the
control
arm
.
0013098
GENERAL
Page 256 of 759
300-8
SUSPENSION,
STEERING
AND
BRAKES-GENERAL
Tableb
.
Suspension
and
Steering
Troubleshooting
Symptom
1
Probable
cause
Repairs
(Repair
Groups
shown
in
bold)
Car
pulís
to
one
side,
wanders
a
.
Incorrect
tire
pressure
a
.
Check
and
correct
tire
pressures
.
020
b
.
Incorrect
wheel
alignment
b
.
Check
and
adjust
wheel
alignment
.
320
c
.
Faulty
brakes
(pulls
only
when
braking)
I
c
.
Check
for
sticking/damaged
front
caliper
.
340
Steering
heavy,
poor
return-
a
.
Worn
upper
strut
bearing(s)
a
.
Replace
strut
bearings
.
310
to-center
b
.
Incorrect
tire
pressure
b
.
Check
and
correct
tire
pressures
.
020
c
.
Power
steering
system
faulty
c
.
Check
power
steering
fluid
level
.
Test
system
pressure
.
320
Front-end
or
rear-end
vibra-
a
.
Worn
strut
cartridgesor
shock
absorbers
a
.
Replace
strut
cartridges
.
310,
330
tion
or
shimmy
b
.
Worn
suspension
bushings
(control
arm
or
trail-
b
.
Replace
worn
bushings
.
310,
330
ing
arm)
c
.
Worn
front
suspension
ball
joints
(control
arm,
c
.
Replace
worn
ball
joints
.
310
steering
arm
orsteering
tie-rod
end)d
.
Unbalanced
or
bent
wheels/tires
d
.
Balance
tires
.
Check
tiresfor
uneven
wear
pat-
terns
.
Check
wheels
for
damage
.
e
.
Loose
wheel
lug
boits
e
.
Tighten
lug
boits
to
proper
torque
.
Poor
stability,
repeated
bounc-
I
a
.
Worn
strut
cartridgesor
shock
absorbers
I
a
.
Replace
strut
cartridges
.
310,
330
ing
after
bumps,
suspension
bottoms
outeasily
Suspension
noise
(especially
a
.
Worn
front
upper
strut
bearings
a
.
Replaceupper
strut
bearings
.
310
over
bumps)
b
.
Loose
front
strut
cartridge
b
.
Check/tighten
strut
cartridge
collar
nut
.
310
c
.
Worn
suspensionbushings
(control
arm
or
trail-
c
.
Replace
worn
bushings
.
310,
330
ing
arm)d
.
Worn
stabilizer
bar
rubber
mounts
d
.
Replace
stabilizer
bar
rubber
mounts
.
310,
330
e
.
Loose
suspension
crossmember
e
.
Check
crossmember
for
damage
.
Tighten
mounting
boits
.
Uneven
ride
height
a
.
Incorrect
coil
springs
a
.
Measure
ride
height
and
replacesprings
as
re-
quired
.
310,
330
b
.
Bent
or
damaged
suspension
components
b
.
Inspect,
repair/replace
asnecessary
.
310,
330
c
.
Sagging
coil
springs
c
.
Measure
ride
height
and
replace
springs
as
re-
quired
.
310,
330
Wheel
noise,
continuous
I
a
.
Worn
wheel
bearing
I
a
.
Replacewheel
bearing
.
310,
330
growling,
may
be
more
notíce-
able
when
turning
Steering
loose,
imprecise
a
.
Incorrect
tire
pressure
a
.
Check
and
correct
tire
pressures
.
020
-
b
.
Loose
steering
gearmounting
bolt(s)
b
.
Inspect
and
tighten
boits
.
320
c
.
Worn
tie
rodend(s)
c
.
Replace
tie
rod(s)
and
align
wheels
.
320
d
.
Faulty
front
wheel
bearing
d
.
Replace
wheel
bearing
.
310
e
.
Worn
or
damaged
steering
gear
e
.
Adjust
or
replace
steering
gear
.
320
f
.
Worn
tires
f
.
Replace
tires
.
010
SUSPENSION
AND
STEERING
TROUBLESHOOTING
Page 279 of 759
Fig
.
11
.
Drive
flange
collar
nut
(arrow)
.
0012111
8
.
Support
trailing
arm
from
below,
using
a
transmission
jackorequivalent
.
Remove
shock
absorber
to
trailing
arm
bolt
.
WARNING
-
It
is
recommended
that
a
restraining
chain
be
in-
stalled
between
the
bottom
coil
of
the
coil
spring
and
the
upper
control
arm
to
retain
thespring
in
case
of
accidental
release
.
Personal
injury
can
re-
sult
if
the
compressed
coil
spring
is
not
released
slowly
and
carefully
.
REAR
SUSPENSION
330-
7
9
.
Lower
trailing
arm
sufficiently
to
gain
clearance
for
re-
moving
drive
axle
.
If
necessary
use
an
appropriate
puller
to
Rmove
drive
axle
from
wheel
bearing
housing
.
See
Fig
.
13
.
10
.
Installation
is
reverse
of
removal
.
Fig
.
13
.
Press
drive
axle
from
wheel
bearing
housing
using
puller
.
"
Apply
a
light
coating
of
oil
to
contact
face
of
collar
nut,
and
install
it
loosely
.
"
Install
road
wheel
and
lower
car
to
ground
.
"
With
an
assistant
applying
brakes,
tighten
drive
axle
collar
nut
to
its
final
torque
.
"
Install
a
new
collar
nut
retaining
plate
.
Tightening
Torques
"
Brake
caliper
to
trailing
arm
........
67
Nm
(50
ft-Ib)
"
Brake
rotor
to
drive
flange
.........
16
Nm
(12
ft-Ib)
"
Drive
axle
collar
nut
to
drive
flange
.
.
....
..
.
..........
250
Nm
(184
ft-Ib)
M3
......
.
.
.....
.
.
..........
300
Nm
(221
ft-Ib)
"
Drive
axie
to
final
drive
unit
mounting
flange
.
.
.
.....
M8
Torx
bolt
.
...
...
.
............
64
Nm
(47
ft-Ib)
M10
Torx
bolt
...
...............
100
Nm
(74
ft-Ib)
Road
wheel
to
hub100±10
Nm
(74t7
ft-Ib)
0012103
"
Shock
absorber
to
Fig
.
12
.
Drive
axle
to
final
drive
mounting
bolts
(arrows)
.
trailing
arm
.
.
...
...
.
............
77
Nm
(57
ft-Ib)
DRIVE
AXLES
Page 280 of 759
330-
8
REAR
SUSPENSION
CV
boot,
replacing
NOTE-
"
The
outer
CV
joint
cannot
be
removed
from
the
axle
shaft
.
In
order
to
replace
the
outer
CV
boot,
it
is
nec-
essary
to
remove
the
inner
joint
and
boot
first
.
"
If
the
CV
joints
are
worn
or
defective,
acomplete
re-
built
axle
shaft
is
available
from
an
authorized
BMW
dealerparts
department
.
1
.
Remove
drive
axle
from
car
as
described
above
.
2
.
Remove
inner
and
outer
CV
boot
clamping
bands
and
cut
old
boots
off
joints
and
shaft
.
Clean
grease
from
joints
.
3
.
Lift
off
dust
cover
from
inner
CV
joint
and
remove
circlip
5
.
Clean
all
old
lubricantoff
shaftsplines
and
inner
joint's
retaining
joint
inner
hub
to
axle
shaft
.
See
Fig
.
14
.
splines
.
DRIVE
AXLES
-0
1
,
1
1,1
1
L
"I
C
OYA
Drive
axle-"
e
:>,
)
0006560
CV
joint
Fig
.
15
.
Support
CV
joint
at
inner
hub
duringpressing
operation
(ar-
rows)
.
NOTE-
To
inspect
a
CV
joint,
clean
away
the
grease
and
look
for
galling,pittihg
and
othersigns
of
wear
or
physical
damage
.
Polished
surfaces
or
visible
ball
tracks
alone
are
not
necessarily
cause
for
replacement
.
Discolora-
tion
due
to
overheating
indicates
lackof
lubrication
.
6
.
Place
new
clamping
bands
and
CV
boots
over
drive
ax-
le
.
NOTE-
When
replacing
CV
joint
boots,
usecomplete
CV
joint
boot
repair
kits
.
A
kit
will
include
a
new
boot,
clamping
bands,
special
lubricant,
and
anew
inner
CV
joint
cir-
clip
.
The
kit
is
available
from
an
authorized
BMW
dealer
parts
department
.
7
.
Apply
Loctite
®
270
or
an
equívalent
heavy-duty
lockíng
compound
to
drive
axlesplines
.
Position
new
CV
joint
on
shaft
so
that
raisedor
taller
side
of
hub
is
facing
shaft
.
WARNING
-
Fig
.
14
.
Dust
cover
shown
removed
from
inner
CV
joint
.
Clean
away
Do
not
let
the
locking
compound
contact
the
balls
in
grease
and
remove
circlip
(arrow)
from
shaft
end
.
the
joint
.
Apply
only
a
thin
coat
to
cover
the
splines
.
4
.
While
supporting
inner
hub,
press
axle
shaft
out
of
joint
.
8
.
While
supporting
axle
shaft,
press
inner
hub
of
CV
joint
See
Fig
.
15
.
onto
shaft
.
Install
new
circlip
.
NOTE-
Do
not
let
the
ball
hub
pivot
more
than
20°
in
the
outer
ring
of
the
joint
.
The
halls
will
fall
out
if
the
hub
ís
pivoted
too
far
.
Page 284 of 759
330-
1
2
REAR
SUSPENSION
Upper
control
arm,
removing
and
installing
1.
Raise
rear
end
of
car
and
remove
wheel
.
WARNING
-
Make
sure
that
the
car
is
firmly
supportedon
jack
stands
designed
for
the
purpose
.
Place
the
jack
stands
beneatha
structural
chassis
point
.
Do
not
place
jack
stands
under
suspension
parts
.
2
.
Remove
drive
axle
as
described
earlier
.
3
.
Remove
stabilizer
bar
link
fromupper
control
arm
.
4
.
Support
trailing
arm
from
below
with
a
transmission
jackorequivalent
.
WARNING
-
It
is
recommended
that
a
retaining
chain
be
in-
stalled
between
the
bottom
coil
of
the
coil
spring
and
the
upper
control
arm
to
retain
thespring
in
case
of
accidental
release
.
Personal
injury
can
re-
sult
if
the
compressed
coil
spring
ís
not
released
slowly
and
carefully
.
5
.
Remove
lower
shock
absorber
bolt
.
Refer
to
Fig
.
18
.
Slowly
lower
trailing
arm
until
coil
spring
is
fully
re-
leased
.
Remove
restraining
chain
and
remove
spring
.
7
.
Installation
is
reverse
of
removal
.
"
Always
use
new
self-locking
nuts
.
"
Have
car
professionally
aligned
when
job
is
complete
.
"
Insta¡¡
drive
axle
as
described
earlier
.
Tightening
Torques
"
Drive
axleto
final
drive
flange
M8
Torx
bolt
..........
..
.
..
....
64
Nm
(47
ft-Ib)
M10
Torx
bolt
.........
..
..
.
...
100
Nm
(74
ft-Ib)
"
Shock
absorber
to
trailing
arm
..
..
..
77
Nm
(57
ft-Ib)
"
Upper
control
arm
to
final
drive
carrier
(M12
bolt)
...
..
.
77
Nm
(57
ft-Ib)
"
Upper
control
arm
to
trailing
arm
(M12
bolt)
.........
110
Nm
(81
ft-Ib)
Lower
control
arm,
1
.
Raise
rear
end
of
car
and
support
it
securely
on
jack-
stands
.
Remove
rear
wheel
.
2
.
Remove
both
lower
control
arm
mounting
bolts
.
FINAL
DRIVE
CARRIER
3
.
Use
a
soft
hammer
to
tap
control
arm
out
of
its
mount-
ing
points
.
4
.
Installation
is
reverse
of
removal
.
NOTE-
Use
a
new
bolt
and
washer
assembly
at
the
final
drive
carrier
mountíng
point
forthe
control
arm
.
Tightening
Torque
"
Lower
control
arm
to
final
drive
carrier
(M12
bolt)
......
77
Nm
(57
ft-Ib)
"
Lower
control
arm
to
trailing
arm
(M12
bolt)
....
..
.
..
110
Nm
(81
ft-Ib)
FINAL
DRIVE
CARRIER
Final
drive
carrier,
removing
and
installing
1
.
Raise
rear
end
of
car
and
support
it
securely
on
jack
stands
.
Remove
rear
wheels
.
2
.
Remove
driveshaft
.
See
260
Driveshaft
.
3
.
Remove
both
drive
axles
as
described
earlier
.
6
.
Remove
both
upper
control
arm
mounting
bolts
.
Re-
move
control
arm
.
4
.
Disconnect
stabilizer
bar
from
upper
control
arms
.
Re-
move
stabilizer
bar
mounts
.
5
.
Disconnect
speedometer
harness
connector
on
final
drive
(where
applicable)
.
6
.
Remove
rear
section
of
exhaust
system
.
See
180
Ex-
haust
System
.
NOTE-
It
may
be
easier
to
remove
complete
exhaust
asonepiece
.
See
180
Exhaust
System
.
7
.
Remove
upper
and
lower
control
arms
as
described
earlier
.
8
.
Support
final
drive
carrierwith
transmissíon
jack
.
Re-
move
mounting
bolts
and
nuts
at
final
drive
carrier
bushing
mounts
.
See
Fig
.
22
.
9
.
Slowly
lower
final
drive
and
final
drive
carrier,
detaching
removing
and
installing
wire
harness
and
connectors
as
necessary
.
10
.
Finaldrive
may
now
be
unbolted
from
final
drive
carrier
.
Page 355 of 759
002262
In
this
system,
three
microswitches
are
operated
via
the
door
lock
cylinder
at
each
front
door
.
Turning
the
key
approximately
Fig
.
17
.
Pufl
off
luggage
compartment
lock
actuating
rod
in
the
direc-
45°
(position
1)
operates
the
door
locking
microswitch
.
Tuming
tionof
arrow
.
the
key
approximately
90°
(position2)
actuates
the
double
locking
microswitch
.
Tuming
the
key
approximately
45°
in
the
opposite
di-
rection
through
position
0
actuates
the
unlocking
microswitch
and
deactivates
the
alarm
system
(position3)
.
See
Fig
.
19
.
Fig
.
18
.
Luggage
compartment
actuatorwire
connectors
and
attach-
ing
screws
(arrows)
.
LOCKING
SYSTEM
AND
ELECTRONIC
IMMOBILIZATION
The
central
locking
system
uses
electrical
lock
actuators
at
each
door
and
at
the
trunk
lid
.
The
locking
system
can
be
ac-
tuated
by
either
front
door
lock
or
by
the
luggage
compartment
lock
.
Onsome
1994
and
later
cars,
an
additional
remote
con-
trol
keypadcan
also
be
used
to
activate
the
lock
and
anti-theft
systems
.
When
the
key
is
tuned
to
the
lock
position,
a
micro-switch
signals
a
central
control
module
to
lock
all
doors,
luggage
compartment,
gas
tank
flap
and,
in
later
convertibles,
the
glove
box
lid
.
Where
applicable,
this
also
arms
the
anti-theft
system
.
CENTRAL
LOCKING
AND
ANTI-THEFT
515-7
NOTE-
The
central
locking
system
responds
to
accidents
vía
animpact
(inertia)
switch
.
When
this
function
ís
activat-
ed,
the
doors
are
automatically
unlocked
and
the
haz-
ard
warning
lights
and
interiorlights
are
turned
on
.
The
impact
switches
are
mounted
in
the
left
and
right
foot-
wells
behind
the
speaker
grilles
.
Central
Locking
System
(ZVM)
Different
versions
of
the
central
locking
control
havebeen
used
in
the
E36
cars
.
In
early
production
cars
(model
years
1992
and
1993),
the
locking
system
is
controlled
through
the
central
locking
module
.
This
system
is
referred
to
as
ZVM
.
Fig
.
19
.
ZVM
door
lock
cylinderpositíons
.
CAUTION-
Do
not
engage
double
locking
position
with
pas-
sengers
in
the
car
unless
the
master
key
isavail-
able
.
The
door
cannotbe
opened
from
outside
orinside
without
the
master
key
.
NOTE-
In
case
of
a
discharged
battery,
the
car
can
still
be
locked
orunlocked
using
the
key
.
0011762
LOCKING
SYSTEM
AND
ELECTRONIC
IMMOBILIZATION
Page 382 of 759
600-2
ELECTRICAL
SYSTEM-GENERAL
CAUTION
-
"
Always
turn
off
the
engine
and
disconnect
the
negative
()
cable
from
the
batterybefore
remov-
ing
any
electrical
components
.
Disconnecting
the
battery
may
erase
fault
code(s)
stored
in
control
module
memory
.
Check
for
fault
codes
using
spe-
cial
BMW
diagnostic
equipment
.
"
Prior
to
disconnecting
the
battery,
read
the
bat-
tery
disconnection
cautions
given
at
the
front
of
this
manual
onpage
viii
.
"
Connect
and
disconnect
ignition
system
wires,
multiple
connectors,
and
ignition
test
equipment
leads
only
while
the
ignition
is
off
.
"
Do
not
disconnect
the
battery
with
engine
run-
ning
.
"
Do
not
quick-charge
the
battery
(for
boost
start-
ing)
for
longer
than
one
minute,
and
do
not
ex-
ceed
16
.5
volts
at
the
battery
with
the
boosting
cables
attached
.
Wait
at
feast
one
minute
before
boosting
the
battery
a
second
time
.
"
Do
not
usea
test
famp
that
has
a
normal
incan-
descent
bulb
to
test
circuits
contafning
electronic
components
.
The
high
electrical
consumptionof
these
test
lamps
may
damage
the
components
.
"
Do
not
use
an
analog
meter
.
Use
onfy
a
digital
multimeter
.
"
Many
of
the
solid-state
modules
are
static
sensi-
tive
.
Static
discharge
will
permanently
damage
them
.
Always
handle
the
modules
using
proper
static
prevention
equipment
and
techniques
.
"
To
avoid
damaging
harness
connectors
or
relay
panel
sockets,
use
jumper
wires
with
flat-blade
connectors
that
are
the
same
size
as
the
connec-
tor
or
relay
terminals
.
"
Always
switch
a
digital
multimeter
to
the
appropri-
ate
function
and
range
before
making
test
con-
nections
.
"
Do
not
tryto
start
the
engine
of
a
carwhich
has
been
heated
above176°F
(80°C),
(for
example,
in
a
paint
dryingbooth)
.
Allow
it
to
cool
to
normal
temperature
.
"
Disconnect
the
battery
before
dolng
any
electric
welding
on
the
car
.
"
Do
not
wash
the
engine
while
it
is
runnfng,
or
any-
time
the
ignition
is
switched
on
.
WIRING
DIAGRAMS
Electrical
Test
Equipment
Many
of
the
electrical
tests
described
in
this
manual
call
for
measuring
voltage,
currentorresistanceusing
a
digital
multi-
meter
(DMM)
.
Digital
meters
are
preferred
for
precise
mea-
surements
and
for
electronics
work
because
they
are
generally
more
accuratethan
analog
meters
.
The
numerical
display
is
alsoless
likely
to
be
misread,
since
there
is
no
nee-
dle
position
to
be
misinterpreted
by
reading
at
an
angle
.
An
LED
test
light
is
a
safe,
inexpensive
tool
that
can
be
used
to
perform
many
simple
electrical
tests
that
would
otherwise
require
a
digital
multimeter
.
The
LED
indicates
when
voltage
is
present
between
anytwo
test-points
in
a
circuit
.
CA
UTION-
"
Choose
test
equipment
carefully
.
Use
a
digital
multimeter
with
at
leadt
10
megaohm
input
im-
pedance,or
an
LED
test
light
.
An
analog
meter
(swing-need1e)
ora
test
light
with
a
normal
incan-
descent
bulb
may
draw
enough
current
to
dam-
age
sensitive
electronic
components
.
"
An
ohmmeter
must
not
beused
to
measure
resis-
tance
on
solidstate
components
suchas
controlunits
or
time
delay
relays
.
"
Always
disconnect
the
battery
before
making
re-
sístance
(ohm)
measurements
on
the
circuit
.
WIRING
DIAGRAMS
The
wiring
diagrams
shown
in
Electrical
Wiring
Diagrams
have
been
specially
designed
to
enable
quick
and
efficientdi-
agnosis
and
troubleshooting
of
electrical
malfunctions
.
Wiring
Codes
and
Abbreviations
A
lot
of
information
is
included
in
each
wiring
diagram
if
you
know
how
to
read
them
.
Wire
colors
in
the
diagrams
are
ab-
breviated
.
Combined
color
codes
indicate
a
multi-colored
wire
.
For
example
the
code
BLU/RED
indicates
a
Blue
wire
with
a
Red
stripe
.
Many
electrical
components,
connectors,
fuses,
and
ground
locations
are
identified
using
a
unique
number
.
Each
of
there
numbers
corresponds
to
a
particular
part
in
the
circuit
commonly
found
in
Electrical
Wiring
Diagrams
.
Page 461 of 759
Fig
.
42
.
Upper
A/C
condensermounting
bolts
(arrows)
.
8
.
Before
recharging,
evacuate
system
for
at
least
30
min
.
Recharge
system
following
equipment
manufacturer's
instructions
.
See
Table
d
.
A/C
System
Refrigerant
Capacities
.
A/C
receiver/drier,
replacing
The
A/C
receiver/drier
is
mounted
in
the
front
right
cornee
of
the
engine
compartment
behind
the
headlight
assembly
.
CAUTION-
The
receiver/drier
must
be
replaced
when
-There
is
dirt
in
the
AIC
system
-The
compressor
has
seized
or
has
been
re-
placed
for
any
reason
-The
condenser
or
evaporator
are
replaced
for
any
reason
-The
AIC
system
is
leaking
and
there
is
no
more
refrigerant
-The
AIC
system
was
open
for
24
hours
or
more
.
1
.
Following
manufacturer's
instructions,
connectan
ap-
proved
refrigerant
recovery/recycling/recharging
unit
to
A/C
system
and
discharge
system
.
2
.
Remove
right
headlight
assembly
.
See
630
Exterior
Lighting
.
CAUTION-
3
.
Disconnect
A/C
electrical
harness
connectors
.
See
Fig
.
Always
replaceO-rings
when
reconnecting
refrig-
43
.
erant
lines
.
4
.
Remove
refrigerant
pressure
lines
from
receiver/drier
.
Plug
lines
immediately
.
5
.
Remove
receiver/drier
mounting
bolts
.
0013182
6
.
Remove
underbody
splash
shield
on
passenger
side
.
See
Fig
.
44
.
7
.
Remove
passenger
side
brake
cooling
duct
.
Discon-
nect
outside
temperature
sensor
harness,
if
applicable
.
HEATING
AND
AIR
CONDITIONING
640-15
0012669
Fig
.
43
.
A/
C
receiver/drier
electrical
harness
connectors
(A),
pressure
line
retaining
bolts
(B),
andmounting
bolts
(C)
.
0012668
Fig
.
44
.
Passenger
sidesplash
shield
retaining
screws
(arrows)
.
8
.
Push
receiver/drier
down
andremove
from
underneath
car
.
Make
sure
that
receiver/drier
is
clear
of
any
electri-
cal
harnesses
.
9
.
Installation
is
reverse
of
removal
.
10
.
Before
recharging,
evacuate
system
for
at
least
30
min
.
Recharge
system
following
equipment
manufacturer's
instructions
.
See
Table
d
.
A/C
System
Refrigerant
Capacities
.
AIR
CONDITIONING