ind BMW M3 1993 E36 Workshop Manual

130-24



FUEL
INJECTION

Jo
'0

o_A

í1
RELAY

..
.
.

CAMSHAFT
POSITION
SENSOR

'
.
~'



~
:UhI~IIUH~W~`bY~7~d~t~II7

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.
.
,

1111111
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ASC

TERMINAL
15

MEMORY
POWER

CRANKSHAFT
POSITION
qtcMSENSOR

THROTTLE
POSITION

ENGINE
COOLANT
TEMP

FUELTANK
PRESSURE
SENSOR

S-EML
S-MSR

S-ASC

VEHICLE
SPEED

LOW
FUEL
LEVEL

A/C
SWITCH
ON
(AC)
E36
IHKA



COMPRESSOR
"ON"
SIGNAL
(KO)

INDIVIDUAL
SERIAL
NUMBER

SIEMENS
MS
41
.
1
COMPONENT
REPLACEMENT

FUEL
PUMP
RELAY
CONTROL
AUX
GROUND
P

MAIN
GROUND
AC
COMPRESSOR
RELAY
CONTROL



~®

SECONDARY
AIR
INJECTION
AIR
PUMP
RELAY
CONTROL
-
M

PRE
CAT



POST
CAT
m
nXYGEN
SENSOR

ys
U
~
4



,
HEATING

FUELINJECTOR
CONTROL
(

MS
41
.1



(

MS

PURGE
CONTROL
VALVE



//



PURGE
'
CANISTERSHUT-OFF
VALVE

ECM
RELAY
CONTROL

IGNITION
COILS
CONTROL

1
ASC

o
ayi

THROTTLE
POTENTIOMETER
POWER

,

al
;
..
i

r71a
.

"a
fn7111,
/



r

Fig
.
36
.
Siemens
MS
41
.1
OBD
II
engine
management
system
usedon
M52
engine
.
Bosch
M5
.2
systemusedon
M44
engine
is
similar
.

Mass
air
flow
sensor,
replacing

1
.
Disconnect
harness
connector
and
intake
air
boots

from
air
flow
sensor
.
See
Fig
.
37
.

Fig
.
37
.
Mass
air
flow
sensor
(arrow)
on
M52
engine
.

2
.
Installation
is
reverse
of
removal
.

"
No
adjustment
to
aír
flow
sensor
is
possible
.

"
Check
intake
hoses
for
cracks
and
vacuum
leaks
.

Engine
coolant
temperature(ECT)
sensor,

replacing

The
ECT
sensor
is
a
dual
temperature
sensor
.
One
circuit

provides
coolant
temperature
information
to
the
ECM
while

the
other
circuit
provides
coolant
temperature
information
to

the
instrument
cluster
.

1
.
Remove
left-side
top
engine
cover
.

4
.
Remove
sensor
.

5
.
Installation
is
reverse
of
removal
.

"
Replace
any
lost
coolant
.

0012703

"
Use
a
new
copper
sealing
washer
when
installing
new

Tightening
Torque

"
Engine
coolant
temperature

to
cylinder
head
.....
..
.
...
......
13
Nm
(10
ft-Ib)

FUEL
INJECTION



130-
25

0012704b

Fig
.
38
.
M52
engine
:
Engine
coolant
temperature
(ECT)
sensor
(A)
is
located
beneath
top
engine
cover
(8)
and
crankcase
vent

hose
(C)
.

Intake
air
temperature
(IAT)
sensor,

replacing

The
intake
air
temperature
(IAT)
sensor
for
the
M52/S52US

engine
is
mounted
on
the
bottom
of
the
intake
manifold
.
See
Fig
.

39
.

2
.
Unclip
crankcase
venting
hose
from
cylinder
head
cov-

er
.
See
Fig
.
38
.



Fig
.
39
.
M52/S52US
engine
:
Intake
air
temperaturesensor
location
in

bottom
of
intake
manifold(arrow)
.
Throttle
housing
shown
re

3
.
Under
intake
manifold,
disconnect
harness
connector



moved
.

fromsensor
.

1
.
Disconnect
intake
air
bootfrom
throttle
housing
.
Unbolt

throttle
housing
and
¡ay
aside
.
(It
is
not
necessary
to

disconnect
throttle
cable
or
electrical
harnessconnec-

tors
from
throttle
housing
.)

sensor
.



2
.
Remove
electrical
harness
connector
from
IAT
sensor
.

3
.
Unclip
temperature
sensor
and
remove
from
intake

manifold
.

4
.
Installation
is
reverse
of
removal
.
Use
a
new
gasket
at

the
throttle
housing
.

SIEMENS
MS
41
.1
COMPONENT
REPLACEMENT

130-
2
8



FUEL
INJECTION

Tableh
.
ECM
Pin
Assignment-Bosch
DME
M1
.7

Pin
Signal
Componenttfunction



Signal

1



Output



Fuel
pump
relay
control



Fuel
pump
relay,
terminal
85

2



Not
used

3



Output



Cyl
.
2
and
cyl
.
4
fuel
injection
valve
control



Cyl
.
2
and
cyl
.
4
fuel
injection
valves
4



Not
used

5



Not
used

6



Ground



Ground,
fuel
injection
valveoutputstages



Ground
point

7



Not
used

8



Output



"Check
engine"
indicator
control



Instrument
cluster

9



Not
used

10



Not
used

11



Output



DKV
potentiometer
signal



Transmission
control
module
(EGS)

12



Input



Throttleposition
sensor



Throttleposition
Signal

13



Not
used

14



Input



Volume
air
flow
sensor



Volume
air
flow
sensor
(signal
ground)

15



Input



Cyl
.
1-2
knock
sensor



Cyl
.
1-2
knock
sensor

16



Input



Camshaft
position
sensor
(cylinder
identification)



Camshaft
position
sensor
(cylinder
identification)

17



Output



ti
measurement
signal
(fuel
consumption)



Instrument
cluster

18



Output



Intakeair
resonance
changeover
valve
(DISA)



Intake
air
resonance
changeover
valve
19



-



Not
used

20



Not
used

21



Not
used

22



Not
used

23



Not
used

24



Output



Cyl
.
3
ignition
coil
control



Cyl
.
3
ignition
coil

25



Output



Cyl
.
1
ignition
coil
control



Cyl
.
1
ignition
coil

26



Input



Battery
voltage



B
+junction
point

27



Output



Engine
control
module
relay
control



Engine
control
module
relay,
terminal
85
28



Ground



Ground
for
electronics
and
shielding
of
sensors



Ground
point

29



Output



Idle
speed
control
valve
control



Idle
speed
control
valve

30



Not
used

31



Not
used

32



Output



Cyl
.
1
and
cyl
.
3
fuel
injection
valve
control



Cyl
.
1
and
cyl
.
3
fuel
injection
valves

33



Not
used
34



Ground



Ground,
output
stages
(except
for
ignition
and
fuel



Ground
point
injection
valves)

35



Not
used

36



Output



Evaporative
emissionvalve
control



Evaporative
emission
valve

37



Output



Oxygen
sensor
heater
control



Oxygen
sensor
relay,
terminal
85
38



Not
used
39



Not
used
40



I
Not
used

41



I
Input



,
Volume
Air
Flow
sensor



Volume
air
flow
sensor
(voltage
varies
with
engine
load)

42



1
Input



1
Cyl
.
3-4
knock
sensor



1
Cyl
.
3-4
knock
sensor

43



Ground



Ground
for
sensors



Engine
coolant
temperature
sensor,
cyl
.
1-2
knock
sensor,
cyl
.
3-4
knock
sensor,
and
throttle
position
sensor

44



1
Input



1
Camshaft
position
sensor
(cylinder
identification)



1
Camshaft
position
sensor
(cylinder
identification)

ECM
PIN
ASSIGNMENTS

130-
3
0



FUEL
INJECTION

Pin
Signal
Component/function



Signal

ECM
PIN
ASSIGNMENTS

Table
1.
ECM
Pin
Assignment-Bosch
DME
M3
.1

1



output



Fuel
pump
relay
control



Fuel
pump
relay
switches
with
engine
runningor
cranking
(crankshaft
position
Signal
mustbe
present
for
relay
switchover)

2



1
output



1
Idle
speed
control
valve



1
Pulsad
ground-
close
signal
(seealsopin29)

3



output



Fuel
injectorcontrol,
cyl
.
1



Pulsedground
(injection
pulsewidth
in
ms)
with
engine
running

4



output



Fuel
injectorcontrol,
cyl
.
3



Pulsedground
(injection
pulsewidth
in
ms)
with
engine
running
5



output



Fuel
injector
control,
cyl
.
2



Pulsedground
(injection
pulse
width
in
ms)
with
enginerunning

6



ground



Ground



Ground
for
fuel
injector
output
stages

7
vacant
-



-

8



output



Check
Engine



Check
éngine
lamp
control
ground

9
vacant
-



-

10
vacant
-



-

11



output



Throttle
valve
position



Load
signal
to
transmission
control
module
12



input



Throttle
position
sensor



Voltage
varies
with
throttle
position

13



output



Mass
air
flow
sensor



Air
flow
sensor
hotwire
burn
off
(voltage
for
0
.5
seconds
after
shutdown)

14



ground



Mass
air
flow
sensor



Ground
for
air
flow
sensor

15
vacant
-



-

16



input



Cylinder
identification
sensor



A/C
voltage
pulse
per
camshaft
revolution
(between
pin
16
and
44)
17



output



Fuel
consumption
(ti)



Fuel
consumption
output
(KVA
Signal)
to
instrument
cluster

18
vacant
-



-

19
vacant
-



-

20
vacant
-



-

21vacant
-



-

22
vacant
-



-

23



output



Ignition
control
(terminal
1),
cyl
.
no
.
2



Primary
Signal,
ignition
coil
cyl
.
no
.
2

24



output



Ignition
control
(terminal
1),
cyl
.
n
o
.
3



Primary
signal,
ignition
coil
cyl
.
no
.
3

25



output



Ignition
control
(terminal
1),
cyl
.
n
o
.
1



Primary
signal,
ignitioh
coil
cyl
.
no
.
1

26



input



Power
supply
(terminal
30)



Battery
voltage
(B+)
at
al¡
times
(terminal
30)

27



output



Main
relay
control



Main
relay
activation
(to
relay
terminal
85)

28



ground



Ground



Ground
for
ECM
and
sensor
shielding

29



output



Idle
speed
control
valve



Pulsed
ground-
open
signal
(see
also
pin
2)

30
vacant
-



-

31



output



Fuel
injector,cyl
.
no
.
5



Pulsedground
(injection
pulsewidth
in
ms),
cyl
.
no
.
5

32



output



Fuel
injector,cyl
.
no
.
6



Pulsedground
(injection
pulse
width
in
ms),
cyl
.
no
.
6

33



output



Fuel
injector,cyl
.
no
.
4



Pulsedground
(injection
pulsewidth
in
ms),
cyl
.
no
.
4

34



ground



Ground



Ground
for
output
stages

35
vacant

36



output



Evaporative
purgevalve
control



Pulsed
ground
with
engine
at
normal
temperature
and
varying
engine
load

37



output



Oxygen
sensor
heater
relay
control



Oxygen
sensor
heater
relayactivation
(ground
at
terminal
85)

38
vacant
-



-

39
vacant
-



-

40
vacant



-

41



input



Mass
air
flow
sensor



Voltage
(+)

42
vacant
-



-

43



ground



Ground



Ground
for
temperatura
sensors
(ECT
sensor,
IAT
sensor,
TP
sensor)

44



input



Cylinder
identification
sensor



A/C
voltagepulseper
camshaft
revolution
(between
pin
16
and
44)

NOTE-



NOTE
-

On
1996
and
later
4-cylinder
cars,
use
BMW
special



"
Use
BMW
pressure
gauge
Part
No
.
133
060,or
an
tool
13
6051
(hose
with
quick
release
coupling)
toat-



equivalent
.
The
fuel
pressure
gauge
should
have
a
tach
pressure
gauge
to
Shraeder
valve
fitting
on
top
of



rangeof
0
to
5bar
(0
to
75
psi)
and
mustbe
securely
the
M44
fuel
rail
.
See
Fig
.
13
.



connected
to
prevent
it
from
coming
loose
under
pres-
sure
.

u012503a

Fig
.
13
.
Fuel
rail
showing
location
of
Shrader
valve
fitting
on
M44
en-
gine
(arrow)
.

Later
model
6-cylinder
fuel
systems
require
BMW
specíal

tool
16
1
050
to
release
fittings
and
connect
the
fuel
gauge
.
See
Fig
.
14
.

0012699

Fig
.
14
.
Fuel
lines
at
rear
of
íntake
manifold
on
M52
engine
.
Use
BMW

special
tool
16
1
050
to
release
fittings
.

If
the
special
tools
arenot
available,
a
length
offuel
line
and

a
T-fitting
can
be
installed
tothe
inlet
fuel
line
and
connected

to
a
fuel
gauge
.

FUEL
TANK
AND
FUEL
PUMP



160-
9

"
On
cars
with
6-cylinder
engine,
thetop
left-side
en-
Bine
cover
will
have
to
be
removed
to
access
the
fuel
rail
.

System
pressure,
testing

System
pressure
is
the
pressure
created
by
the
fuel
pump
and
maintained
by
the
pressure
regulator
.
See
Fig
.
15
.
Sys-
tem
pressure
is
not
adjustable
.

1
.
Remove
fuel
tank
filler
cap
.

Fig
.
15
.
Fuel
pressure
regulator
.
Fuel
pressure
deflects
diaphragm
to
retum
fuel
to
tank
when
pressure
reaches
desired
limit
.

CA
UTION-

The
fuel
pump
is
capable
of
developing
a
higher
pressure
than
that
regulated
by
the
pressure
reg-
ulator
.
In
the
event
the
fuel
pump
check
valve
is
faulty
(stuck
closed),
make
sure
the
fuel
pressure
does
not
rise
aboye
6
.0
bar(87
psi)
.
Damage
to
the
fuel
fines
or
fuel
system
components
could
re-
sult
.

2
.
Connect
in-fine
a
Tfitting
and
fuel
pressure
gauge
to

outlet
hose
atfuel
pump
.

FUEL
PUMP

160-
1
0



FUEL
TANK
AND
FUEL
PUMP

3
.
Operate
fuel
pump
as
described
earlier
under
Operat-

ing
fuel
pump
for
tests
.
Check
that
fuel
pressure
cor-

responds
to
specifications
listed
in
Table
c
.

"
If
system
pressure
is
low,
repeat
test
whilegradually

pinching
off
return
hose
.
Pressure
should
rise
rapidly
.

If
not,fuel
pump
is
most
likely
faulty
.

"
If
system
pressure
is
too
high,
check
return
line
from
pressure
regulator
to
tank
.
Check
for
kinks
in
hose
.
Blow
compressed
air
through
line
to
check
for
block-

ages
.
If
no
faulty
canbe
found,
pressure
regulator
is

most
likely
faulty
.
See
130
Fuel
Injection
for
testing

and
replacementprocedures
.

Table
c
.
Fuel
Pressure
Specifications

Engine



1
Fuel
pressure

4-cylinder
M42/M44



3
.0
:e
0
.06
bar(43
.5
±0
.9
psi)

6-cylinder
M50/S50US



3
.0
:j-
0
.06bar(43
.5
t0
.9
psi)
M52/S52US



3
.5
t
0
.06
bar
(51
t0
.9psi)

CA
UTION-

Do
not
use
compressed
air
above
40
psi
to
blow
out
fines
or
components
.
Interna¡
damage
to
com-
ponents
may
result
.

4
.
When
finished,
disconnect
pressure
gauge
.

FUEL
PUMP

Fuel
delivery
volume,
testing

1
.
Disconnect
return
line
from
fuel
rail
in
engine
compart-

ment
.

2
.
Connect
a
length
of
hose
to
fitting
on
fuel
rail
and
place

open
end
of
hose
in
a
suitable
container
for
catching

fuel
(2-quart
capacity)
.

3
.
Run
fuel
pump
for
exactly
30
seconds
as
described

earlier
under
Operating
fuel
pump
for
tests
and
mea-

sure
fuel
collected
.
Refer
to
Table
d
.

WARNING-



Table
d
.
Fuel
Pump
Delivery
Specifications

Fuel
under
pressure
is
present
duringthe
test
.
Use
I



Engine



Delivery
rate
(30
seconds
@
12V)
hose
clamps
at
all
connections
.
4-cylinder
M42/M44



0
.875
fter
(0
.93
qt)

6-cylinder
M50/S50US



0
.875
fter(0
.93
qt)
M52/S52US



~



1
.12
liter
(1
.16
qt)

4
.
When
finished
testing,
reconnect
fuel
line
.
Tighten
all
hose
clamps
.

NOTE-

It
is
common
practice
to
replace
the
fuel
filter
any
time
the
fuel
pump
unit
is
replaced
.

170
Radiator
and
Cooling
System

GENERAL
.
.
.....
.
...
.
.
.
.
.
....
.
.
.
.
.
.
.
.170-1

Coolant
Pump
and
Thermostat
........
.
.
.
.
170-1

Radiator
and
Expansion
Tank
.........
.
...
170-1

Cooling
Fans
.
....
.
.
.
.
.
.
.
.
.
.....
.
......
170-2

Warnings
and
Cautions
.
.
.
.
.
.
.
.
.
.
.
.
...
.
.
.
170-2

TROUBLESHOOTING
...
.
.
.
...
.
.
.
.
.
.
.
.
.170-2

Cooling
System
Pressure
Test
...
.
.
.
.
.
.
.
.
.
170-3

Thermostat
Quick
Check
.
.
.
.
...
.
.
.
.
.
.
.
.
.
170-3

Temperature
Gauge
Quick
Check
.
.
.
.
.
.
.
.
.
170-3

Cooling
fan,
testing
.
.
.
.
........
.
.
.
.
.
.
.
.
.
170-4

COOLING
SYSTEM
SERVICE
.
.
.
.
.
.
.
.
.
.
170-5

Coolant,draining
and
filling
.
.
......
.
.
.
.
.
..
170-5

Cooling
system,
bleeding

(radiator
with
integral
expansion
tank)
.....
170-6

GENERAL

This
section
covers
repair
and
troubleshooting
information
for
the
engine
cooling
system
.
For
heater
core
and
related
heating
and
air
conditioning
components,
see640
Heating
and
Air
Conditioning
.

Coolant
Pump
and
Thermostat

A
centrifuga¡-type
coolant
pump
is
mounted
to
the
front
of

the
engíne
.
The
belt-driven
pump
circulates
coolant
through

the
system
whenever
the
engíne
is
running
.
A
thermostat
con-

trols
the
flow
of
coolant
into
the
radiator
.

When
the
engíne
is
cold
the
thermostat
is
closed
so
coolant

bypasses
the
radiator,
recirculating
from
the
engíne
directly

back
to
the
pump
.
When
the
engíne
reaches
operating
tem-

perature,
the
thermostat
opens
and
coolant
circulates
through

the
whole
system
including
the
radiator
.

Radiator
and
Expansion
Tank

The
radiator
is
a
crossflow
design
.
A
translucent
expansion

tank
provides
for
coolant
expansion
at
higher
temperatures
and

easy
monitoringof
the
coolant
leve¡
.

On
4-cylinder
modeis,
the
radiator
expansion
tank
is
integral

with
the
radiator
.
See
Fig
.
1
.

RADIATOR
AND
COOLING
SYSTEM



170-1

Belt-driven
cooling
fan,
replacing
.
.......
.
.
.
170-7

Electric
cooling
fan,
replacing
.
.
.
.....
.
.
.
.
.
170-8

Auxiliary
cooling
fan,
replacing
.
.
.....
.
.
.
.
.
170-8

Thermostat,
replacing
.
.
.
.
.
.
.
.
.
.....
.
.
.
.
.
170-9
Coolant
pump,
replacing
..........
.
.
.
.
.
.
170-10

RADIATOR
SERVICE
.....
.
......
.
.
.
.
.
.
170-11

Radiator,
removing
and
installing
....
.
.
.
.
.
.
170-11

TABLES

a
.
Coolant
Temperature
Sensor
Wire
Colors
...
.
..
.
.
170-3b
.
Auxiliary
Cooling
Fan
Switching
Temperatures
.:.
.170-4
c
.
Auxiliary
Cooling
Fan
Temperature
Switch
Tests
..
..
.
...
...
.
.............
.
..
.
.
170-5d
.
Cooling
System
Capacities
..............
..
.
.
.
170-6

A
.
Expansion
tank



C
.
Dualtemperature
fan
switch
B
.
Radiator
drain
screw

Fig
.
1
.
Radiator
assembly
with
integral
expansion
tank
(4-cylinder
engine)
.

On
6-cylinder
models,
a
standalone
expansion
tank
is
used
.

On
cars
with
automatic
transmission,
ATF
is
circulated
through
an
additional
heat
exchanger
(ATF
cooler)
.

GENERAL

170-2



RADIATOR
AND
COOLING
SYSTEM

Cooling
Fans



TROUBLESHOOTING

Belt-driven
coolingfan
.
The
primary
cooling
fan
is
belt-

driven
.
It
is
mounted
to
the
frontof
the
coolant
pump
through
a

fan
clutch
.
The
fan
clutch
is
a
viscous
fluid
coupling
that
con-

trols
the
speed
of
thefan
based
on
engine
compartment
tem-

perature
.

Electric
cooling
fan
.
Models
with
M44
engine
and
stan-

dard
transmission
substitute
an
electric
fan
for
the
belt-driven

viscous
fan
.
This
is
attached
to
the
rear
of
the
radiator
and

controlledvia
the
DME
5
.2
engine
management
system
.

NOTE-

The
electric
cooling
fan
in
these
models
is
activated
by
the
engine
control
module
(ECM)
.

Auxiliary
coolingfan
.
In
al¡
models
a
two-speed
electric

auxiliary
cooling
fan
is
mounted
behind
the
front
grill
and
in

front
of
the
radiator
.
This
fan
is
primarily
used
for
the
A/C
sys-

tem,
but
also
operates
when
the
coolant
temperature
ex-

ceeds
a
predetermined
leve¡
.

Warnings
and
Cautions

The
following
warnings
and
Cautions
should
beobserved

when
working
on
the
cooling
system
.

WARNING
-

"
Atnormal
operating
temperature
the
cooling
sys-
tem
is
pressurized
.
Allow
the
system
to
cool
as
long
as
possible
before
opening-a
minimum
of
an
hour-then
release
the
cap
slowly
to
allow
sale
release
of
pressure
.

"
Releasing
the
cooling
system
pressure
lowers
the
coolants
boiling
point
and
the
coolant
may
boíl
suddenly
.
Use
heavy
gloves
and
wear
eye
and
laceprotection
to
guard
against
scalding
.

"
Use
extreme
care
when
draining
and
disposing
of
engine
coolant
.
Coolant
is
poisonous
and
lethal
to
humans
and
pets
.
Pets
are
attracted
to
coolant
because
of
its
sweet
smell
and
taste
.
Consult
a
veterinarian
immediately
if
coolant
is
ingested
byan
animal
.

CAUTION-

"
Avoidadding
cold
water
to
the
coolant
while
the
engine
is
hot
or
overheated
.
If
it
is
necessary
to
add
coolant
to
ahot
system,
do
so
only
with
the
engine
running
and
coolant
pump
tuming
.

"
Prior
to
disconnecting
the
battery,
read
the
bat-
tery
disconnection
cautions
given
at
the
front
of
this
manual
on
page
viii
.

TROUBLESHOOTING

Most
cooling
system
faults
can
be
grouped
into
one
of
three

categories
:

"
Cooling
system
leaks

"
Poor
coolant
circulation

"
Radiator
cooling
fan
faults

When
investigating
the
cause
of
overheating
or
coolant

loss,
begin
with
a
visual
inspection
.
Be
sure
to
check
the
con-

dition
and
tension
of
the
coolant
pump
drive
belt
.
Check
hoses

for
cracks
or
softness
.
Check
clamps
for
looseness
.
Check

the
coolant
leve¡
and
check
for
evidence
of
coolantleaks
from

the
engine
.

Check
that
the
radiator
fins
are
not
blocked
with
dirt
or
de-

bris
.
Clean
the
radiator
using
low-pressure
water
or
com-

pressed
air
.
Blow
outward,
fromthe
engine
side
out
.

Inspect
the
coolant
pump
by
first
removing
the
drive
belt

from
the
pump
.
Firmly
grasp
opposite
sídes
of
the
pulley
and

check
for
play
in
all
directions
.
Spin
the
pulley
and
check
that

the
shaft
runs
smoothly
.

NOTE-

The
coolant
provides
lubrication
for
the
pump
shaft,
soan
occasional
drop
of
coolant
leaking
from
the
pump
is
acceptable
.
If
coolant
drips
steadily
from
the
vent
hole,
the
pump
should
be
replaced
.

The
cooling
system
becomes
pressurized
at
normal
operat-

ing
temperature,
which
raises
the
boiling
point
of
the
coolant
.

Leaks
may
prevent
the
system
from
becoming
pressurized,

allowing
the
coolant
to
boil
at
a
lower
temperature
.
If
visual
ev-

idence
is
inconclusive,
a
cooling
system
pressure
test
can

help
to
pinpointhard-to-find
leaks
.

If
the
cooling
system
is
full
of
coolant
and
holds
pressure,

the
next
most
probable
cause
of
overheating
are
:

"
Faulty
radiator
fan

"
Loose
or
worn
drive
belt

"
Failed
thermostat
or
coolant
pump

"
Clogged/plugged
radiator
or
coolant
passages
.

NOTE
-

"
Some
early
style
coolant
pumps
were
fitted
wíth
fi-
berlplastic
type
impellers
.
Over
time,
this
impeller
can
wear
away
and
result
in
overheating
.
The
plastic
im-
peller
can
also
slip
or
free-wheel
on
the
pump
shaft
.
If
the
engine
overheats
and
no
other
faults
canbe
found,
theold
style
impeller
may
be
the
cause
of
the
problem
.

"
Only
pumps
with
the
updated
metal
impeller
should
be
used
for
replacement
.

Cooling
System
Pressure
Test



If
the
engine
overheats
and
no
other
cooling
system
testsindicate
trouble,
the
radiator
may
have
some
pluggedpassag-

A
cooling
system
pressure
test
is
used
to
check
for
internal



es
that
are
restricting
coolant
flow
.

leaks
.
Some
of
the
common
sources
ofinternal
leaks
are
a
faulty
cylinder
head
gasket,
a
cracked
cylinder
head,
or
a



Temperature
Gauge
Quick
Check
cracked
cylinder
block
.

The
coolant
temperature
sensor
is
located
on
the
intake
To
doa
cooling
system
pressure
test,
a
special
pressure



manifold
(left)
side
of
the
cylinder
head,
under
the
intake
man-
tester
is
needed
.



ifold
runners
.
See
Fig
.
2
.

WARNING
-

At
normal
operating
temperature
-
the
cooling
sys-
tem
is
pressurized
.
Allow
the
system
to
cool
before
opening
.
Release
the
cap
slowly
to
allow
sale
re-
tease
of
pressure
.

With
the
engine
cold,instan
a
pressure
tester
to
the
expan-

sion
tank
.
Pressurize
thesystem
to
the
specification
listed
be-

low
.
Pressure
should
not
drop
more
than
0
.1
bar
(1
.45
psi)
for

at
leakt
two
minutes
.
If
the
pressure
drops
rapidly
and
there
is
no
sign
of
an
externa¡
leak,
the
cylinder
head
gasket
may
be
faulty
.
Considera
compression
test
as
described
in
100
En-

gine-General
.

The
screw-on
type
expansion
tank
cap
should
also
be
test-

ed
using
a
pressure
tester
and
the
correct
adapter
.

Cooling
System
Test
Pressure

"
Radiator
test
pressure
.........
.
1
.5
bar
(21
.75
psi)

"
Radiator
cap
test
pressure
..
.
........
2
bar
(29
psi)

CA
UTION-

Exceeding
the
speclfied
test
pressure
could
dam-
age
the
radiatoror
other
system
components
.

Carefully
inspect
the
radiator
cap
for
damage
.
Replace
a

faulty
cap
or
a
damaged
cap
gasket
.

Thermostat
Quick
Check



In
later
models,
the
ECT
sensor
and
the
gauge
sender
are
combined
into
one
sender
unit
.
For
wire
colors
refer
to
Table
a
.
To
check
if
the
thermostat
is
opening
and
coolant
is
circulat-

ing
through
the
radiator,
allow
a
cold
engine
to
reach
operat-

ing
temperature
(temperature
gauge
needieapproximately

centered)
.
Shut
off
engine
.
Feel
the
top
radiator
hose
.
If
the

hose
is
hot
to
the
touch,
the
coolant
is
probably
circulating
cor-
rectly
.
If
there
are
any
cool
areas
in
the
hose
or
radiator,
cool-

ant
flow
to
the
radiator
is
probably
restricted
.
Check
for
a
faulty

thermostat
or
aplugged
radiator
.

NOTE-

A
thermostat
that
is
stuck
open
will
cause
the
engine
to
warmup
slowly
and
run
belownormal
temperature
at
highway
speed
.
A
thermostat
that
is
stuck
closed
will
re-

strict
coolant
flow
to
the
radiator
and
cause
overheating
.

RADIATOR
AND
COOLING
SYSTEM



170-
3

U
.¡ig
.v

Fig
.
2
.
Temperature
gauge
sender
on
M44
engine
.
Temperature
gauge
sender
location
is
similar
on
al]
engines
.

In
early
models,
the
engine
coolant
temperature
(ECT)
sen-

sor
for
the
fuel
injection
and
the
coolant
temperature
gauge

sender
are
located
side
by
side
.

Table
a
.
Coolant
Temperature
Sensor
Wire
Colors

Function



Sensor



Terminal



Wire
colors
location
number

Two
sensors
:
Temperature
Rear
1
Brown/violet
gauge
sender



2



Brown/yellow
ECT
sensor



Front



1



Brown/red
2



Brown
or
Brown/black

One
sensor
:
Temperature
Dual
1
Brown/yellow
gauge
sender



sensor



2



Brown/violet
ECT
sensor



3



Brown/red
4
Brown/black
or
Grey/black

TROUBLESHOOTING

NOTE-

Some
cars
covered
by
this
manual
may
have
an
alter-
nate
cooling
fan
switchwith
switching
temperatures
of
176%190W
(80%88°C)
.
When
replacing
the
switch
check
theswitching
specifications,
whichshouldbe
stamped
on
the
switch
body
.

1
.
If
coolant
is
circulating
at
normal
operating
tempera-
ture,
but
auxiliary
cooling
fan
does
not
run,
disconnect
connector
from
radiator
temperature
switch
and
make
tests
listed
in
Table
c
.

Table
c
.
Auxiliary
Cooling
Fan
Temperature

Switch
Tests

Wires
jumpered



Test



Test
resuits
conditions

Black/green
(terminal2)
and



Ignition
ON



Fan
runs
on
brown
(terminal
1)



low
speed

Black/gray
(terminal
3)
and



Ignition
ON



Fan
runson
brown
(terminal



I
1)



high
speed
2
.
If
fan
runs
only
when
powered
directly
by
jumpered
connector
and
hot
coolant
is
circulating
through
radia-
tor,
radiator
temperature
switch
is
most
likelyfaulty
.
Use
a
new
sealing
ring
when
replacing
switch

Tightening
Torque

"
Temperature
switch
to
radiator
......
15
Nm
(11
ft-Ib)

3
.
If
auxiliary
fan
does
notrun
when
powered
directly,
check
for
battery
voltage
at
temperature
switch
connec-
tor
(black/green
wire)
with
ignition
on
.
If
battery
voltage
is
not
present,
check
fuses
.
See
610
Electrical
Com-
ponent
Locations
.

RADIATOR
AND
COOLING
SYSTEM



170-
5

~r~nmm
a
00
0

Fig
.
4
.



Auxiliary
radiator
cooling
fan
low
speed
relay
(1)
and
high
speed
relay
(2)
in
power
distribution
box
.
(Relay
locations
may
vary
.)

Auxiliary
Cooling
Fan
Circuit
Fuses



Fig
.
5
.
Auxiliary
radiator
fan
resistor
(arrow)
.
"
Fuse16
.
...................
..
..
...
...
.5
amp

"
Fuse
41
(ex
.
M44
w/man
.
trans)
.
..
.
..
.....
30
amp

"
Fuse
48
(M44
w/man
.
trans
.
only)
..
.
..
.....
40
amp



COOLING
SYSTEM
SERVICE

0013034

4
.
If
no
faults
are
found,
remove
low
speed
relay
and
turn



Coolant,draining
and
filling

ignition
ON
.
See
Fig
.
4
.



1
.
Remove
expansion
tank
cap
.
Set
temperature
controls
"
Check
for
power
at
terminal
30
and
terminal
86
of
relay



to
full
warm
.
socket
.

"
Reinstall
low
speed
relay
and
repeat
testat
high
speed



WARNING
-
relay
socket
.
Fix
any
wiring
faults
found
.



Allow
the
cooling
system
to
cool
before
openlng
or

On
early
productioncars
(up
to
9/92)
:
If
fan
operates
only
on



draining
the
cooling
system
.

high
speed
and
no
electrical
faults
have
been
foundup
to
this
point,
usean
ohmmeter
to
check
that
fan
resistor
is
not
electri-



2
.
Place
3
ra
allo

ug
.



beneath
radiator
drain
plug
and
re-

cally
open
.
Resistor
is
mounted
on
auxiliary
cooling
fan
housing



move
drain
plg
.
See
Fig
.
6
.

behind
front
grille
.
See
Fig
.
5
.
Wiring
diagrams
for
the
radiator

cooling
fan
canbefoundunder
Electrical
Wiring
Diagrams
.



3
.
Place
3-g



pail
beneath
rear
of
engine
blo
.
Loos-
en
and
re

mlon

ove
engine
blockcoolant
drain
plug
k
.

COOLING
SYSTEM
SERVICE