fuse BMW 5 SERIES 1991 E34 Workshop Manual

1•5
Underbonnet view (left-hand side) of a
UK model 318i (1988)
1 Radiator
2 Intake manifold
3 Idle control valve
4 Accelerator cable
5 Diagnostic/service indicator resetting
socket
6 Fuse/relay box
7 Brake hydraulic fluid reservoir
8 Airflow meter
9 Air cleaner unit
10 Radiator filler cap
11 Radiator top hose
12 Oil filter housing
Underbonnet view (right-hand side) of a
UK model 318i (1988)
1 Oil filler cap
2 Valve cover
3 Engine oil filler dipstick
4 Viscous cooling fan
5 Distributor cap cover
6 Bottom hose
7 Windscreen washer fluid reservoir
8 Ignition coil
9 Clutch hydraulic fluid reservoir
10 Battery
1
Maintenance and Servicing

otherwise a small brush or even a bicycle tyre
pump will work). The idea is to prevent dirt
from getting into the cylinders as the
compression check is being done.
3Remove all the spark plugs from the engine
(see Chapter 1).
4Block the throttle wide open, or have an
assistant hold the throttle pedal down.
5On carburettor models, disconnect the LT
lead from the coil. On fuel injection models,
disable the fuel pump and ignition circuit by
removing the main relay(see illustration).
This is to avoid the possibility of a fire from
fuel being sprayed in the engine
compartment. The location of the main relay is
generally near the fuse panel area under the
bonnet, but refer to Chapter 12 for the
specific location on your model.
6Fit the compression gauge in the No 1
spark plug hole (No 1 cylinder is nearest the
radiator).
7Turn the engine on the starter motor over at
least seven compression strokes, and watch
the gauge. The compression should build up
quickly in a healthy engine. Low compression
on the first stroke, followed by gradually-
increasing pressure on successive strokes,
indicates worn piston rings. A low
compression reading on the first stroke, which
doesn’t build up during successive strokes,
indicates leaking valves or a blown head
gasket (a cracked head could also be the
cause). Deposits on the undersides of the
valve heads can also cause low compression.
Record the highest gauge reading obtained.
8Repeat the procedure for the remaining
cylinders, and compare the results to the
compression listed in this Chapter’s Specifi-
cations.
9If compression was low, add some engine
oil (about three squirts from a plunger-type oil
can) to each cylinder, through the spark plug
hole, and repeat the test.
10If the compression increases after the oil
is added, the piston rings are definitely worn.
If the compression doesn’t increasesignificantly, the leakage is occurring at the
valves or head gasket. Leakage past the
valves may be caused by burned valve seats
and/or faces or warped, cracked or bent
valves.
11If two adjacent cylinders have equally low
compression, there’s a strong possibility that
the head gasket between them is blown. The
appearance of coolant in the combustion
chambers or the crankcase would verify this
condition.
12If one cylinder is 20 percent lower than the
others, and the engine has a slightly rough
idle, a worn exhaust lobe on the camshaft
could be the cause.
13If the compression is unusually high, the
combustion chambers are probably coated
with carbon deposits. If that’s the case, the
cylinder head should be removed and
decarbonised.
14If compression is way down, or varies
greatly between cylinders, it would be a good
idea to have a leak-down test performed by a
garage. This test will pinpoint exactly
where the leakage is occurring and how
severe it is.
4 Engine removal-
methods and precautions
If you’ve decided that an engine must be
removed for overhaul or major repair work,
several preliminary steps should be taken.
Locating a suitable place to work is
extremely important. Adequate work space,
along with storage space for the vehicle, will
be needed. If a workshop or garage isn’t
available, at the very least a flat, level, clean
work surface made of concrete or asphalt is
required.
Cleaning the engine compartment and
engine before beginning the removal
procedure will help keep tools clean and
organised.
An engine hoist or A-frame will also be
necessary. Make sure the equipment is rated
in excess of the combined weight of the
engine and accessories. Safety is of primary
importance, considering the potential hazards
involved in lifting the engine out of the vehicle.
If the engine is being removed by a novice,
a helper should be available. Advice and aid
from someone more experienced would also
be helpful. There are many instances when
one person cannot simultaneously perform all
of the operations required when lifting the
engine out of the vehicle.
Plan the operation ahead of time. Arrange
for or obtain all the tools and equipment you’ll
need prior to beginning the job. Some of the
equipment necessary to perform engine
removal and refitting safely and with relative
ease are (in addition to an engine hoist) a
heavy-duty trolley jack, complete sets of
spanners and sockets as described in thefront of this manual, wooden blocks, and
plenty of rags and cleaning solvent for
mopping up spilled oil, coolant and fuel. If the
hoist must be hired, make sure that you
arrange for it in advance, and perform all of
the operations possible without it beforehand.
This will save you money and time.
Plan for the vehicle to be out of use for
quite a while. A machine shop will be required
to perform some of the work which the do-it-
yourselfer can’t accomplish without special
equipment. These establishments often have
a busy schedule, so it would be a good idea
to consult them before removing the engine,
in order to accurately estimate the amount of
time required to rebuild or repair components
that may need work.
Always be extremely careful when removing
and refitting the engine. Serious injury can
result from careless actions. Plan ahead, take
your time and a job of this nature, although
major, can be accomplished successfully.
Warning: The air conditioning
system is under high pressure.
Do not loosen any fittings or
remove any components until
after the system has been discharged by a
qualified engineer. Always wear eye
protection when disconnecting air
conditioning system fittings.
Caution: If removing the M40
engine, it is important not to turn
the engine upside-down for
longer than 10 minutes since it is
possible for the oil to drain out of the
hydraulic tappets. This would render the
tappets unserviceable, and damage could
possibly occur to the engine when it is
next started up.
5 Engine- removal and refitting
3
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation code before
disconnecting the battery.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
Removal1Relieve the fuel system pressure (see
Chapter 4), then disconnect the negative
cable from the battery.
2Cover the wings and front panel, and
remove the bonnet (see Chapter 11). Special
pads are available to protect the wings, but an
old bedspread or blanket will also work.
3Remove the air cleaner housing and intake
ducts (see Chapter 4).
4Drain the cooling system (see Chapter 1).
5Label the vacuum lines, emissions system
hoses, wiring connectors, earth straps and
fuel lines, to ensure correct refitting, then
General engine overhaul procedures 2B•5
3.5 As a safety precaution, before
performing a compression check, remove
the cover and the main relay (arrowed)
from the left side of the engine
compartment to disable the fuel and
ignition systems (525i model shown, other
models similar)
2B

file in a vice equipped with soft jaws, slip the
ring over the file, with the ends contacting the
file face, and slowly move the ring to remove
material from the ends. When performing this
operation, file only from the outside in(see
illustration).
6Excess end gap isn’t critical unless it’s
greater than 1.0 mm. Again, double-check to
make sure you have the correct rings for your
engine.
7Repeat the procedure for each ring that will
be fitted in the first cylinder and for each ring
in the remaining cylinders. Remember to keep
rings, pistons and cylinders matched up.
8Once the ring end gaps have been
checked/corrected, the rings can be fitted on
the pistons.
9The oil control ring (lowest one on the
piston) is usually fitted first. It’s normally
composed of three separate components.
Slip the spacer/expander into the groove(see
illustration). If an anti-rotation tang is used,
make sure it’s inserted into the drilled hole in
the ring groove. Next, refit the lower side rail.
Don’t use a piston ring refitting tool on the oil
ring side rails, as they may be damaged.
Instead, place one end of the side rail into the
groove between the spacer/expander and the
ring land, hold it firmly in place, and slide a
finger around the piston while pushing the rail
into the groove(see illustration). Next, refit
the upper side rail in the same manner.
10After the three oil ring components have
been fitted, check to make sure that both the
upper and lower side rails can be turned
smoothly in the ring groove.
11The middle ring is fitted next. It’s usually
stamped with a mark which must face up,
towards the top of the piston. Note:Always
follow the instructions printed on the ring
package or box - different manufacturers may
require different approaches. Do not mix up
the top and middle rings, as they have
different cross-sections.
12Make sure the identification mark is facing
the top of the piston, then slip the ring into the
middle groove on the piston (see illus-
tration 18.2). Don’t expand the ring any more
than necessary to slide it over the piston. Use
a proper ring-fitting tool if available; with care,
old feeler gauges can be used to prevent the
rings dropping into empty grooves.13Refit the top ring in the same manner.
Make sure the mark is facing upwards. Be
careful not to confuse the top and middle
rings.
14Repeat the procedure for the remaining
pistons and rings.
23 Intermediate shaft- refitting
5
1Clean the intermediate shaft bearing
surfaces and the pressed-in bearing sleeves
in the cylinder block.
2Lubricate the shaft, and slide it into the
block.
3Refit the two bolts that hold the retaining
plate to the block.
4The remainder of the parts are fitted in the
reverse order of removal.
24 Crankshaft- refitting and
main bearing oil clearance
check
4
1Crankshaft refitting is the first major step in
engine reassembly. It’s assumed at this point
that the engine block and crankshaft have
been cleaned, inspected, and repaired or
reconditioned.
2Position the block upside-down.
3Remove the main bearing cap bolts, and liftout the caps. Lay them out in the proper order
to ensure correct refitting.
4If they’re still in place, remove the original
bearing shells from the block and the main
bearing caps. Wipe the bearing surfaces of
the block and caps with a clean, lint-free
cloth. They must be kept spotlessly-clean.
Main bearing oil clearance
check
5Clean the back sides of the new main
bearing shells, and lay one in each main
bearing saddle in the block. If one of the
bearing shells from each set has a large
groove in it, make sure the grooved shell is
fitted in the block. Lay the other bearing from
each set in the corresponding main bearing
cap. Make sure the tab on the bearing shell
fits into the recess in the block or cap.
Caution: The oil holes in the
block must line up with the oil
holes in the bearing shell. Do not
hammer the bearing into place,
and don’t nick or gouge the bearing faces.
No lubrication should be used at this time.
6The flanged thrust bearing must be fitted in
the No 3 bearing cap and saddle in the M10
engine, in the No 6 bearing cap and saddle in
the M20 engine (see illustration), in the No 4
bearing cap and saddle in the M30 engine,
and in the No 4 bearing saddle only in the
M40 engine.
7Clean the faces of the bearings in the block
and the crankshaft main bearing journals with
a clean, lint-free cloth.
8Check or clean the oil holes in the
crankshaft, as any dirt here can go only one
way - straight through the new bearings.
9Once you’re certain the crankshaft is clean,
carefully lay it in position in the main bearings.
10Before the crankshaft can be permanently
fitted, the main bearing oil clearance must be
checked.
11Cut several pieces of the appropriate-size
Plastigage (they must be slightly shorter than
the width of the main bearings), and place one
piece on each crankshaft main bearing
journal, parallel with the crankshaft centreline
(see illustration).
12Clean the faces of the bearings in the
caps, and refit the caps in their respective
General engine overhaul procedures 2B•19
22.9b DO NOT use a piston ring refitting
tool when refitting the oil ring side rails22.9a Refitting the spacer/expander in the
oil control ring groove
24.11 Lay the Plastigage strips on the
main bearing journals, parallel to the
crankshaft centreline24.6 Refitting a thrust main bearing (note
the flanges) in the engine block bearing
saddle
2B

disconnect the fluid cooler lines from the
radiator. Use a drip tray to catch spilled fluid.
Plug the fluid cooler lines and fittings.
7Disconnect the coolant sensors located on
the radiator (see illustration). The thermo-
statically-controlled switches for high- and
low-speed operation of the auxiliary fan are
located in the radiator tanks, in various
locations depending on engine and model.
8Remove the radiator mounting bolt(s). The
mountings are either on the top or sides of the
radiator (see illustration).
9Carefully lift out the radiator from the
bottom mountings, taking care not to damage
the cooling fins. Don’t spill coolant on the
vehicle, or scratch the paint.
10With the radiator removed, it can be
inspected for leaks and damage. If it needs
repair, have a specialist perform the work, as
special techniques are required.
11Flies and dirt can be removed from the
radiator with compressed air and a soft brush.
Don’t bend the cooling fins as this is done.
12Check the radiator mountings for
deterioration, and renew if necessary (see
illustration).
Refitting
13Refitting is the reverse of the removal
procedure.
14After refitting, fill the cooling system with
the proper mixture of antifreeze and water.
Refer to Chapter 1 if necessary.15Start the engine and check for leaks.
Allow the engine to reach normal operating
temperature, indicated by the upper radiator
hose becoming hot. Recheck the coolant
level, and add more if required.
16If you’re working on an automatic
transmission model, check and add
transmission fluid as needed.
5 Engine cooling fan(s) and
clutch- check, removal and
refitting
1
Warning: To avoid possible injury
or damage, DO NOT operate the
engine with a damaged fan. Do
not attempt to repair fan blades -
fit a new fan. Also, the electric auxiliary fan
in front of the radiator or air conditioning
condenser can come on without the
engine running or ignition being on. It is
controlled by the coolant temperature of
the thermo-switches located in the
radiator.
Check
Electric auxiliary fan
Note: This fan on most models is controlled
by two thermo-switches placed in the radiator:
one for low-speed/low-temperature operation,
and one for high-speed/high-temperature
operation. Each switch comes on at a different
coolant temperature (refer to the Specifica-
tions at the beginning of this Chapter).
1The thermostatically-controlled switches for
high- and low-speed operation of the auxiliary
fan are fitted in various locations in the
radiator (see illustration 4.7), depending on
engine or model. Two single switches, or one
dual switch, may be fitted.
2Insert a small screwdriver into the
connector to lift the lock tab, and unplug the
fan wire harness.
3To test the fan motor, unplug the electrical
connector at the motor, and use jumper wires
to connect the fan directly to the battery. If the
fan doesn’t work when connected directly to
the battery, the motor is proved faulty, and
must be renewed. If the fan works, there’s agood chance the switch is malfunctioning. To
more accurately diagnose the problem, follow
the steps that apply to your model. Note: Spin
the auxiliary fan motor by hand, to check that
the motor or fan isn’t binding. Make sure,
however, that the engine is sufficiently cool
that there is no danger of the fan cutting-in on
its own when this is done.
4To test the low-speed and high-speed
circuits, disconnect the electrical connector
from one of the fan switches, and bridge the
terminals of the switch’s electrical connector
with a short piece of wire. The fan should run
at low or high speed, depending on which
switch has been disconnected. On some
models the ignition must be on before the fan
will run.
5Repeat the test at the other switch so that
both high and low speeds are tested.
6If the low-speed and high-speed circuits
are OK, but there has been a problem with the
fan not operating correctly in service, renew
the switch (or switches). To remove a switch,
drain the coolant below the level of the switch
(see Chapter 1), then unscrew the switch and
screw in the new one. Refill the system with
coolant.
7If the switches are satisfactory, but the
motor still does not operate, the problem lies
in the fuse, the relay, the wiring which
connects the components (or the fan motor
itself). Carefully check the fuse, relay, all
wiring and connections. See Chapter 12 for
more information on how to carry out these
checks.
Mechanical fan with viscous clutch
8Disconnect the battery negative cable, and
rock the fan back and forth by hand to check
for excessive bearing play.
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation code
before disconnecting the battery.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
9With the engine cold, turn the fan blades by
hand. The fan should turn with slight
resistance.
10Visually inspect for substantial fluid
leakage from the fan clutch assembly. If
problems are noted, renew the fan clutch
assembly.
11With the engine completely warmed up,
turn off the ignition switch and disconnect the
battery negative cable. Turn the fan by hand.
Heavier resistance should be evident. If the
fan turns easily, a new fan clutch may be
needed.
Removal and refitting
Electric auxiliary fan
12Disconnect the battery negative cable.
13To remove the auxiliary fan follow the
procedure that applies to your vehicle.
3•4 Cooling, heating and air conditioning systems
4.12 When the radiator is out, the radiator
mountings can be inspected - check for
signs of deterioration, and renew them, if
needed
4.8 The radiator is bolted to the front
panel at either the sides or the top of the
radiator4.7 Sensors that control the high- and
low-speed operation of the auxiliary
cooling fan are located in various places in
the radiator tanks

M20 engine
9Remove the distributor cap and HT leads,
ignition rotor and dust shield (see Chapter 1).
10Where applicable, remove the timing
sensor (see Chapter 5).
11Remove the timing belt upper cover (see
Chapter 2A).
12Loosen all three water pump mounting
bolts. Remove the top and right-hand side
bolts, but DON’T remove the lower bolt (see
illustration).
13Rotate the pump downwards, and remove
the drivebelt tensioner spring and pin.
14 Remove the final water pump bolt, and
remove the pump.
Caution: Leave the tensioner bolt
tight. Be careful to not move the
camshaft gear, as damage can
occur if the valves are moved.
M30 engine
15Remove the engine lifting bracket.
16Remove the bolts that mount the water
pump to the engine block.
17Remove the water pump, and recover the
gasket.
M40 engine
18Unscrew the mounting bolts and remove
the water pump. If the pump is tight in the
cylinder head, insert two bolts in the special
lugs at the top and bottom of the pump, and
tighten them evenly to press the pump out of
the head (see illustrations).
Refitting
19Clean the bolt threads and the threaded
holes in the engine to remove corrosion and
sealant.
20Compare the new pump to the old one, to
make sure they’re identical.
21Remove all traces of old gasket material
from the engine with a gasket scraper.
22Clean the water pump mating surfaces.
23On the M40 engine, locate a new O-ring
on the pump (see illustration).
24Locate the gasket on the pump, and offer
the pump up to the engine (see illustration).
Slip a couple of bolts through the pump
mounting holes to hold the gasket in place.
25Carefully attach the pump and gasket to
the engine, threading the bolts into the holes
finger-tight.Note:On the M20 engine, refit the
lower bolt finger-tight, then rotate the water
pump into position with the drivebelt tensioner
spring and pin in position.
26Refit the remaining bolts (if they also hold
an accessory bracket in place, be sure to
reposition the bracket at this time). Tighten
them to the torque listed in this Chapter’s
Specifications, in quarter-turn increments.
Don’t overtighten them, or the pump may be
distorted.
27Refit all parts removed for access to the
pump.
28Refill the cooling system and check the
drivebelt tension (see Chapter 1). Run the
engine and check for leaks.8 Coolant temperature sender
unit- check and renewal
2
Warning: Wait until the engine is
completely cool before beginning
this procedure.
1The coolant temperature indicator system
is composed of a temperature gauge
mounted in the instrument panel, and a
coolant temperature sender unit that’s
normally mounted on the thermostat housing
(see illustration 3.11). Some vehicles have
more than one sender unit, but only one is
used for the temperature gauge. On the M40
engine, the sender unit is mounted on the left-
hand side of the cylinder head, towards the
rear.
2If the gauge reading is suspect, first check
the coolant level in the system. Make sure the
wiring between the gauge and the sending
unit is secure, and that all fuses are intact. (If
the fuel gauge reading is suspect as well, the
problem is almost certainly in the instrument
panel or its wiring.)
3Before testing the circuit, refer to the
relevant wiring diagrams (see Chapter 12).
Where the sender unit simply earths out the
circuit, test by earthing the wire connected to
the sending unit while the ignition is on (but
without the engine running, for safety). If the
gauge now deflects to the end of the scale,
renew the sender unit. If the gauge does not
respond satisfactorily, the gauge, or the wiring
to the gauge, is faulty. Where the sender unit
has two terminals, test the circuit by checking
the resistance of the unit. No figures were
available at the time of writing, but typically
readings of several hundred or several
thousand ohms (depending on temperature)
would be expected. A reading of zero (short-
circuit) or infinity (open-circuit) would indicate
a faulty sender unit.
Caution: Do not earth the wire
for more than a second or two, or
damage to the gauge could
occur.
3•6 Cooling, heating and air conditioning systems
7.24 New outer gasket on the M40 engine
water pump7.23 Fit a new O-ring on the M40 engine
water pump
7.18b . . . and remove the water pump
(M40 engine)7.18a With the water pump mounting bolts
removed, screw two bolts into the special
lugs (one top and one bottom) . . .7.12 Water pump bolt locations on the
M20 engine

4If a new sender unit is to be fitted, make
sure the engine is completely cool. There will
be some coolant loss when the unit is
unscrewed, so be prepared to catch it, or
have the new unit ready to fit immediately the
old one is removed. Disconnect the wiring,
then unscrew the old unit from the engine,
and fit the new one. Use sealant on the
threads. Reconnect the wiring, and check the
coolant level on completion.
9 Heater and air conditioning
blower motor- removal,
testing and refitting
1
Removal
Note: The 3-Series models covered by this
manual have always used a single blower
motor for ventilation, heating and air
conditioning. “Old-shape” (E28) 5-Series
models use two separate blower motors: one
for ventilation and heating, and another for air
conditioning. “New-shape” (E34) 5-Series
models have a single blower motor, like the 3-
Series. The removal and refitting of the single
blower motor, and the old-shape 5-Series
vent/heat motor, is described below. The
removal and refitting of the old-shape 5-Series
air conditioning blower motor is described in
Section 14 of this Chapter.
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you have
the correct activation code
before disconnecting the battery.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
1Disconnect the battery negative cable.
2The blower motor is located behind the
bulkhead, under an access panel. Remove the
panel securing screws (see illustrations).
3Disconnect or cut the plastic ties holding
the wiring harness to the panel, and move the
wiring out of the way.
4Remove the panel.
5Unclip the blower housing retaining clip,
and the clip securing the blower motor (see
illustrations).6Disconnect the wiring and remove the
blower motor (see illustration).
Testing
7You can test the blower motor by applying
battery voltage to the blower motor’s
terminals with fused jumper wires (be sure the
fan blades won’t hit anything when they
rotate). If the blower motor spins the fan
blades rapidly (this test simulates high-speed
operation), the blower motor is OK. If the
blower motor does not operate, or operates
slowly or noisily, renew it.
Note: If the fan blade assemblies need to be
removed, mark their relationship to the shaft.
The assemblies are balanced during
production, and excessive noise or shortened
bearing life could result if they are not refitted
in exactly the same position in relation to the
shaft.
Refitting
8Refitting is the reverse of removal. Note:
The blower motor may have to be rotated to
allow the retaining clip to line up correctly.
10 Heater and air conditioner
control assembly- removal
and refitting
1
Removal
1Disconnect the battery negative cable. Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation code
before disconnecting the battery.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
3-Series models
2Remove the centre console and side trim
pieces.
3Remove the radio (see Chapter 12), then
pull the knobs off the heater/air conditioning
control levers.
4Remove the heater trim panel to gain
access to the control cables.
5Disconnect the cables, marking them for
accurate refitting.
6Disconnect the electrical connector.
7Remove the lever assembly.
8Each lever assembly can be removed
separately.
5-Series models
9Remove the centre console (see Chap-
ter 11).
10Remove the radio (see Chapter 12), then
pull the knobs off the heater/air conditioning
control levers.
11Remove the trim bezel, and pull the
control unit from the dash. This will allow you
to disconnect the control cables from the
lever assembly.
Cooling, heating and air conditioning systems 3•7
9.5a Unclip the retaining strap to remove
the blower housing . . .
9.2b . . . a fastener from the top secure the
panel9.2a To get to the heater blower motor,
the access panel must be removed - a
fastener from the front and . . .
9.6 Lift out the assembly, and disconnect
the electrical connection from the blower
motor9.5b . . . and unclip the centre strap that
secures the blower motor assembly
3

information on removing and refitting the
intake manifold, refer to Chapter 2A.
The throttle valve inside the throttle body or
carburettor is actuated by the accelerator
cable. When you depress the accelerator
pedal, the throttle plate opens and airflow
through the intake system increases.
On fuel injection systems, a flap inside the
airflow meter opens wider as the airflow
increases. A throttle position switch attached
to the pivot shaft of the flap detects the angle
of the flap (how much it’s open) and converts
this to a voltage signal, which it sends to the
computer.
Fuel system
On carburettor models, the fuel pump
supplies fuel under pressure to the
carburettor. A needle valve in the float
chamber maintains the fuel at a constant
level. A fuel return system channels excess
fuel back to the fuel tank.
On fuel injection models, an electric fuel
pump supplies fuel under constant pressure
to the fuel rail, which distributes fuel to the
injectors. The electric fuel pump is located
inside the fuel tank on later models, or beside
the fuel tank on early models. Early models
also have a transfer pump located in the fuel
tank. The transfer pump acts as an aid to the
larger main pump for delivering the necessary
pressure. A fuel pressure regulator controls
the pressure in the fuel system. The fuel
system also has a fuel pulsation damper
located near the fuel filter. The damper
reduces the pressure pulsations caused by
fuel pump operation, and the opening and
closing of the injectors. The amount of fuel
injected into the intake ports is precisely
controlled by an Electronic Control Unit (ECU
or computer). Some later 5-Series models
have a fuel cooler in the return line.
Electronic control system (fuel
injection system)
Besides altering the injector opening
duration as described above, the electronic
control unit performs a number of other tasks
related to fuel and emissions control. It
accomplishes these tasks by using data
relayed to it by a wide array of information
sensors located throughout the enginecompartment, comparing this information to
its stored map, and altering engine operation
by controlling a number of different actuators.
Since special equipment is required, most
fault diagnosis and repair of the electronic
control system is beyond the scope of the
home mechanic. Additional information and
testing procedures for the emissions system
components (oxygen sensor, coolant
temperature sensor, EVAP system, etc.) is
contained in Chapter 6.
2 Fuel injection system-
depressurising
1
Warning: Fuel is extremely
flammable, so take extra
precautions when you work on
any part of the fuel system. Don’t
smoke or allow open flames or bare light
bulbs near the work area. Also, don’t work
in a garage where a natural gas-type
appliance with a pilot light is present.
1Remove the fuel pump fuse from the main
fuse panel (see illustrations). Note:Consult
your owner’s handbook for the exact location
of the fuel pump fuse, if the information is not
stamped onto the fusebox cover.
2Start the engine, and wait for it to stall.
Switch off the ignition.
3Remove the fuel filler cap to relieve the fuel
tank pressure.
4The fuel system is now depressurised.
Note:Place a rag around fuel lines before
disconnecting, to prevent any residual fuel
from spilling onto the engine(see
illustration).
5Disconnect the battery negative cable
before working on any part of the system.
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation code
before disconnecting the battery. Refer to
the information on page 0-7 at the front of
this manual before detaching the cable.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
3 Fuel pump/fuel pressure-
check
3
Warning: Fuel is extremely
flammable, so take extra
precautions when you work on
any part of the fuel system. Don’t
smoke, or allow open flames or bare light
bulbs, near the work area. Also, don’t work
in a garage where a natural gas-type
appliance with a pilot light is present.
Carburettor engines
1To test the fuel pump, it will be necessary to
connect a suitable pressure gauge between
the fuel pump outlet, and the carburettor
supply pipe. For this particular test, the fuel
return valve, which is normally connected in
the fuel line from the fuel pump to the
carburettor, mustbe bypassed.
2With the engine running at idle speed, the
pump pressure should be between 0.1 and
0.3 bars.
3Should a pressure gauge not be available, a
simpler (but less accurate) method of testing
the fuel pump is as follows.
4Disconnect the outlet hose from the fuel
pump.
5Disconnect the LT lead from the coil, to
prevent the engine firing, then turn the engine
over on the starter. Well-defined spurts of fuel
should be ejected from the outlet hose.
Fuel injection engines
Note 1:The electric fuel pump is located
inside the fuel tank on later models, or beside
the fuel tank on early models. Early models are
also equipped with a transfer pump located in
the fuel tank. The transfer pump feeds the
main pump, but can’t generate the high
pressure required by the system.
Note 2:The fuel pump relay on Motronic
systems is activated by an earth signal from
the Motronic control unit (ECU). The fuel
pump operates for a few seconds when the
ignition is first switched on, and then
continues to operate only when the engine is
actually running.
Fuel and exhaust systems 4•3
2.4 Be sure to place a rag under and
around any fuel line when disconnecting2.1b Removing the fuel pump fuse on
5-Series models2.1a Removing the fuel pump fuse on
3-Series models
4

Note 3:The following checks assume the fuel
filter is in good condition. If you doubt the
condition of your fuel filter, renew it (see
Chapter 1).
Note 4:In order to get accurate test results, it
is recommended that the fuel pressure be
checked from both the main fuel pump and
transfer pump where applicable.
Fuel pump/transfer pump operational
check
6Bridge the connector terminals that
correspond to the fuel pump relay pins 30 and
87b (L-Jetronic systems) or 30 and 87
(Motronic systems) with a suitable jumper wire
(see illustrations).
7Have an assistant switch the ignition on
while you listen at the fuel tank. You should
hear a whirring sound for a couple of seconds.
Note:This test applies to the transfer pump
also. If there is no whirring sound, there is a
problem in the fuel pump circuit. Check the
fuel pump main fuse and relay first (see
Chapter 12). If the main relay is OK, test the
fuel pump relay.
Fuel system pressure check8Depressurise the fuel system (see Section 2).
9Detach the battery negative cable.
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation codebefore disconnecting the battery. Refer to
the information on page 0-7 at the front of
this manual before detaching the cable.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
10Detach the fuel feed line from the fuel rail
on L-Jetronic (see illustration)and early
Motronic systems, or from the fuel filter to the
main fuel line on later Motronic systems.
11Using a tee-piece (three-way fitting), a
short section of high-pressure fuel hose and
clamps, attach a fuel pressure gauge without
disturbing normal fuel flow (see illustration).
Warning: Do not use a plastic tee
fitting for this test. It won’t be
able to withstand the fuel system
pressure.
12Reconnect the battery.
13Bridge the terminals of the fuel pump
relay using a jumper wire.
14Turn the ignition switch on.
15Note the fuel pressure, and compare it
with the pressure listed in this Chapter’s
Specifications.
16If the system fuel pressure is less than
specified:
a) Check the system for fuel leaks. Repair
any leaks found, and recheck the fuel
pressure.b) If there are no leaks, fit a new fuel filter
and recheck the fuel pressure.
c) If the pressure is still low, check the fuel
pump pressure (see below) and the fuel
pressure regulator (see Section 18).
17If the pressure is higher than specified,
check the fuel return line for an obstruction. If
the line is not obstructed, renew the fuel
pressure regulator.
18Turn the ignition off, wait five minutes and
look at the gauge. Compare the reading with
the system hold pressure listed in this
Chapter’s Specifications. If the hold pressure
is less than specified:
a) Check the system for fuel leaks. Repair
any leaks found, and recheck the fuel
pressure.
b) Check the fuel pump pressure (see
below).
c) Check the fuel pressure regulator (see
Section 18).
d) Check the injectors (see Section 20).
Fuel pump pressure check
Warning: For this test, a fuel
pressure gauge with a bleed
valve will be needed, in order to
relieve the high fuel pressure
safely. After the test is completed, the
normal procedure for depressurising will
not work, because the gauge is connected
directly to the fuel pump.
4•4 Fuel and exhaust systems
3.10 Disconnect the fuel feed line
(arrowed) from the fuel rail (L-Jetronic
system shown) . . .3.6d . . . then, use a jumper wire to bridge
the terminals on the connector that
correspond to fuel pump relay pins 30 and
87
3.6c On all 1989 and later models, remove
the four bolts and the protective cover to
gain access to the fuel pump relay and
ECU . . .3.6b On Motronic systems, use a jumper
wire to bridge the terminals on the
connector that correspond to the fuel
pump relay pins 30 and 873.6a On L-Jetronic systems, use a jumper
wire to bridge the terminals on the
connector that correspond to the fuel
pump relay pins 30 and 87b
3.11 . . . and connect the gauge between
the fuel feed line and the fuel rail using a
tee-piece fitting

19Depressurise the fuel system (see Sec-
tion 2).
20Detach the battery negative cable.
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation code
before disconnecting the battery. Refer to
the information on page 0-7 at the front of
this manual before detaching the cable.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
21Detach the fuel feed hose from the fuel
rail, and attach a fuel pressure gauge directly
to the hose. Note:If the tee fitting is still
connected to the gauge, be sure to plug the
open end.
22Reconnect the battery.
23Using a jumper wire, bridge the terminals
of the fuel pump relay.
24Turn the ignition switch on to operate the
fuel pump.
25Note the pressure reading on the gauge,
and compare the reading to the fuel pump
pressure listed in this Chapter’s Specifica-
tions.
26If the indicated pressure is less than
specified, inspect the fuel line for leaks
between the pump and gauge. If no leaks are
found, renew the fuel pump.
27Turn the ignition off and wait five minutes.
Note the reading on the gauge, and compare
it to the fuel pump hold pressure listed in this
Chapter’s Specifications. If the hold pressure
is less than specified, check the fuel lines
between the pump and gauge for leaks. If no
leaks are found, renew the fuel pump.
28Remove the jumper wire. Relieve the fuel
pressure by opening the bleed valve on the
gauge and directing the fuel into a suitable
container. Remove the gauge and reconnect
the fuel line.
Transfer pump pressure check
29Depressurise the fuel system (see Sec-
tion 2).
30Detach the battery negative cable.
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation code
before disconnecting the battery. Refer to
the information on page 0-7 at the front of
this manual before detaching the cable.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
31Remove the transfer pump access plate
(on some models, it’s located under the rear
seat cushion - on others, it’s located under
the carpet in the luggage compartment).
Disconnect the output hose from the transfer
pump, and connect a fuel pressure gauge to
the outlet pipe.
32Reconnect the battery.33Using a jumper wire, bridge the terminals
of the fuel pump relay.
34Turn the ignition switch on to operate the
fuel pump.
35Note the pressure reading on the gauge,
and compare to the value listed in this
Chapter’s Specifications.
36If the indicated pressure is less than
specified, renew the transfer pump.
Fuel pump relay check
37Switch on the ignition.
38Using a voltmeter, probe the following
terminals from the back of the relay electrical
connector. Check for battery voltage at
terminal 30 (M20 and M30 engines) or
terminal 15 (M10 and M40 engines). Note:If
there is no voltage on models with luggage
compartment-mounted batteries, check for a
faulty fusible link. The 50-amp link is about
6 inches from the battery, in a black wire.
39Turn the ignition off, and disconnect the
relay from the electrical connector. Using a
voltmeter, probe the connector terminals that
correspond to fuel pump relay pins 85 (-) and
86(+) on M20 and M30 engines, or terminal 50
and earth on M10 and M40 engines. Have an
assistant turn the engine over on the starter,
and observe the voltage reading. Battery
voltage should be indicated.
40If there is no voltage, check the fuse(s)
and the wiring circuit for the fuel pump relay. If
the voltage readings are correct, and the fuel
pump only runs with the jumper wire in place,
then renew the relay.
41If the fuel pump still does not run, check
for the proper voltage at the fuel pump
terminals (see Section 4). If necessary, renew
the fuel pump.
4 Fuel pump, transfer pump
and fuel level sender unit-
removal and refitting
2
Warning: Fuel is extremely
flammable, so take extra
precautions when you work on
any part of the fuel system. Don’t
smoke, or allow open flames or bare light
bulbs, near the work area. Also, don’t work
in a garage where a natural gas-type
appliance with a pilot light is present.
Fuel pump (carburettor engines)
1Disconnect the battery negative cable.
Disconnect both hoses from the pump, and
unscrew and remove the two securing nuts
(see illustration).
2Carefully withdraw the pump from the
cylinder head. If it’s stuck, a slight downward
tap on the thick insulating distance piece with
a piece of wood, should free it.
3Remove the two thin gaskets.
4The fuel pump is a sealed unit, and it is not
possible to renew any of the internal
components. Should an internal fault occur, it
must be renewed complete.5Refitting is a reversal of the removal
procedure, but renew the thin gaskets each
side of the insulating distance piece, and
tighten the fuel pump down evenly to the
torque stated in the Specifications. On no
account alter the thickness of the distance
piece, or the correct operation of the fuel
pump will be upset.
Fuel pump (fuel injection
engines)
Note 1: The electric fuel pump is located
inside the fuel tank on later models with the
Motronic system, or adjacent to the fuel tank
on the L-Jetronic system. The early models
are also equipped with a transfer pump
located in the fuel tank. The transfer pump
feeds the larger main pump, which delivers
the high pressure required for proper fuel
system operation.
Note 2: The fuel level sender unit is located in
the fuel tank with the transfer pump on early
models, or with the main fuel pump on later
models.
6Depressurise the fuel system (see Sec-
tion 2) and remove the fuel tank filler cap to
relieve pressure in the tank.
7Disconnect the battery negative cable.
Caution: If the radio in your
vehicle is equipped with an anti-
theft system, make sure you
have the correct activation code
before disconnecting the battery. Refer to
the information on page 0-7 at the front of
this manual before detaching the cable.
Note: If, after connecting the battery, the
wrong language appears on the instrument
panel display, refer to page 0-7 for the
language resetting procedure.
Externally-mounted fuel pump
8Raise and support the vehicle.
9Remove the two rubber boots that protect
the fuel pump connectors, and disconnect the
wires from the pump (see illustration).
10Using hose clamps, pinch shut the fuel
hoses on each side of the fuel pump. If you
don’t have any hose clamps, wrap the hoses
with rags, and clamp them shut with self-
locking pliers, tightened just enough to
prevent fuel from flowing out.
11Disconnect the hoses from the pump.
12Remove the fuel pump mounting screws
Fuel and exhaust systems 4•5
4.1 Fuel pump on carburettor engines
4

Throttle positioner (2BE)
24Special tools are required to carry out a
comprehensive adjustment on the 2BE
carburettor. This work should therefore be left
to a BMW dealer.
13 Fuel injection -
general information
The fuel injection system is composed of
three basic sub-systems: fuel system, air
intake system and electronic control system.
Fuel system
An electric fuel pump, located inside the
fuel tank or beside the fuel tank, supplies fuel
under constant pressure to the fuel rail, which
distributes fuel evenly to all injectors. From
the fuel rail, fuel is injected into the intake
ports, just above the intake valves, by the fuel
injectors. The amount of fuel supplied by the
injectors is precisely controlled by an
Electronic Control Unit (ECU). An additional
injector, known as the cold start injector (L-
Jetronic and early Motronic systems only),
supplies extra fuel into the intake manifold for
starting. A pressure regulator controls system
pressure in relation to intake manifold
vacuum. A fuel filter between the fuel pump
and the fuel rail filters the fuel, to protect the
components of the system.
Air intake system
The air intake system consists of an air filter
housing, an airflow meter, a throttle body, the
intake manifold, and the associated ducting.
The airflow meter is an information-gathering
device for the ECU. These models are
equipped with the vane-type airflow meter. A
potentiometer measures intake airflow, and a
temperature sensor measures intake air
temperature. This information helps the ECU
determine the amount of fuel to be injected by
the injectors (injection duration). The throttle
plate inside the throttle body is controlled by
the driver. As the throttle plate opens, the
amount of air that can pass through the
system increases, so the potentiometer opens
further and the ECU signals the injectors to
increase the amount of fuel delivered to the
intake ports.
Electronic control system
The computer control system controls the
fuel system and other systems by means of
an Electronic Control Unit (ECU). The ECU
receives signals from a number of information
sensors which monitor such variables as
intake air volume, intake air temperature,
coolant temperature, engine rpm,
acceleration/deceleration, and exhaust
oxygen content. These signals help the ECU
determine the injection duration necessary for
the optimum air/fuel ratio. These sensors and
their corresponding ECU-controlled outputactuators are located throughout the engine
compartment. For further information
regarding the ECU and its relationship to the
engine electrical systems and ignition system,
refer to Chapters 5 and 6.
Either an L-Jetronic system or a Motronic
system is fitted. Later models have an
updated version of the original Motronic
system.
14 Fuel injection systems
L-Jetronic fuel injection system
The Bosch L-Jetronic fuel injection system
is used on most 3-Series models up to 1987,
and on most E28 (“old-shape”) 5-Series
models. It is an electronically-controlled fuel
injection system that utilises one solenoid-
operated fuel injector per cylinder. The system
is governed by an Electronic Control Unit
(ECU) which processes information sent by
various sensors, and in turn precisely
meters the fuel to the cylinders by
adjusting the amount of time that the injectors
are open.
An electric fuel pump delivers fuel under
high pressure to the injectors, through the fuel
feed line and an in-line filter. A pressure
regulator keeps fuel available at an optimum
pressure, allowing pressure to rise or fall
depending on engine speed and load. Any
excess fuel is returned to the fuel tank by a
separate line.
A sensor in the air intake duct constantly
measures the mass of the incoming air, and
the ECU adjusts the fuel mixture to provide an
optimum air/fuel ratio.
Other components incorporated in the
system are the throttle valve (which controls
airflow to the engine), the coolant temperature
sensor, the throttle position switch, idle
stabiliser valve (which bypasses air around
the throttle plate to control idle speed) and
associated relays and fuses.
Motronic fuel injection system
The Motronic system combines the fuel
control of the L-Jetronic fuel injection system
with the control of ignition timing, idle speed
and emissions into one control unit.
The fuel injection and idle speed control
functions are similar to those used on the L-
Jetronic system described above. For more
information on the Motronic system, see
Chapter 6.
An oxygen sensor is mounted in the
exhaust system on later models with a
catalytic converter. This sensor continually
reads the oxygen content of the exhaust gas.
The information is used by the ECU to adjust
the duration of injection, making it possible to
adjust the fuel mixture for optimum converter
efficiency and minimum emissions.
15 Fuel injection system-
check
2
Warning: Fuel is extremely
flammable, so take extra
precautions when you work on
any part of the fuel system. Don’t
smoke, or allow open flames or bare light
bulbs, near the work area. Don’t work in a
garage where a natural gas-type appliance
(such as a water heater or clothes dryer)
with a pilot light is present. If you spill any
fuel on your skin, rinse it off immediately
with soap and water. When you perform
any kind of work on the fuel system, wear
safety glasses, and have a fire
extinguisher on hand.
1Check the earth wire connections. Check
all wiring harness connectors that are related
to the system. Loose connectors and poor
earths can cause many problems that
resemble more serious malfunctions.
2Make sure the battery is fully charged, as
the control unit and sensors depend on an
accurate supply voltage in order to properly
meter the fuel.
3Check the air filter element - a dirty or
partially-blocked filter will severely impede
performance and economy (see Chapter 1).
4If a blown fuse is found, renew it and see if
it blows again. If it does, search for an earthed
wire in the harness related to the system.
5Check the air intake duct from the airflow
meter to the intake manifold for leaks. Intake
air leaks can cause a variety of problems. Also
check the condition of the vacuum hoses
connected to the intake manifold.
6Remove the air intake duct from the throttle
body, and check for dirt, carbon and other
residue build-up. If it’s dirty, clean it with
carburettor cleaner and a toothbrush.
7With the engine running, place a
screwdriver or a stethoscope against each
injector, one at a time, and listen for a clicking
sound, indicating operation (see illustration).
4•14 Fuel and exhaust systems
15.7 Use a stethoscope or screwdriver to
determine if the injectors are working
properly - they should make a steady
clicking sound that rises and falls with
engine speed changes