torque BMW M3 1995 E36 User Guide

Accelerator
and
Throttle
Linkage

The
accelerator
and
throttie
linkage
should
be
lubricated
pe-
riodically
.
Use
a
general
purpose
oil
on
the
joints
and
bearings

of
the
linkage
.
Use
a
multipurpose
grease
on
the
bearing
points

of
the
throttie
plate
.

Engine
Drive
Belts

Drive
belts
and
pulleys
transfer
power
from
theengine
crank-

shaft
to
various
accessories
.
See
Fig
.
13
.
Depending
on
model

and
model
year,
engine
driven
accessories
are
driven
by
V-

belts,
poly-ribbed
(serpentine)
belts,
or
a
combination
of
the

two
.
For
example,
early
4-cylinder
engines,
usetwo
V-belts
and
one
poly-ribbed
belt
.

Inspect
drivebelts
with
the
engine
off
.
lf
the
belt
shows
signs

of
wear,
cracking,
glazing,
or
missing
sections,
it
should
be
re-

placed
immediately
.

V
belt,
replacing

(4-cylinder
engines
built
up
to
1194)

0012472

Fig
.
13
.
Drive
belt
and
tensioner
assembly
for
late
4-cylinder
engine
wíth
poly-ribbed
drive
belt
.

V-belts
should
be
inspected
during
regular
maintenance
in-

tervais
.
Incorrect
tension
can
decrease
the
life
of
the
belt
and

the
component
it
drives
.
The
V-belt
tension
is
adjusted
through

a
toothed-rack
mechanism
.

Inspect
belts
with
the
engine
off
.
Twist
the
beltto
inspect
its

sidewalls
and
bottom
.
Beltstructural
damage,
glazed
or
shiny

sidewaljs
caused
by
a
loose
belt,
orseparation
are
al¡
reasons

to
replace
a
belt
.

Replacement
of
the
V-belts
every
four
years
is
recommend-

ed
.
Loosen
the
mounting
bolts
and
adjust
the
belt-driven
unit

until
the
belt
tension
is
as
loose
aspossible
.
Remove
the
belt
by

slipping
it
over
the
pulleys
.
In
some
cases
it
may
be
necessary

to
removeone
V-belt
to
get
to
another
.
Use
a
torque
wrench
and

a
crowfoot
wrench
to
turn
the
tensioning
gear
bolt
and
set
belt

tension
.
Hold
the
wrench
steady
and
tighten
the
locknut
on
the

rear
of
the
tensioning
gear
bolt
.
Tighten
al¡
other
mounting
nuts
.

MAINTENANCE
PROGRAM



020-
1
3

NOTE-

"
For
the
most
accurate
check,
V-belt
tension
should
be
checked
using
a
V-belt
tension
gauge
.

"
Belt
squealing
is
normally
caused
by
loose
beltten-sion
.
Belt
dressings
should
not
be
used
.

Tightening
Torques

"
Tensioning
gear
(alternator

belt
tensioning)
.
.
.
...............
7
Nm
(62
in-lb)

"
Tensioning
gear(power
steering

belt
tensioning)
...
..
...
8
to
8
.5
Nm
(71
to
75
in-lb)

"
Tensioning
gear
locking
nut
.......
24
Nm
(18
ft-Ib)

NOTE-

When
belts
are
replaced
with
new
ones,
store
the
old
set
in
the
luggage
compartment
for
emergency
use
.

When
installing
a
new
belt,
gently
pry
it
over
the
pulleys
.
Too

much
force
may
damage
the
belt
or
the
accessory
.
Tension
the

belt(s),
runthe
engine
for
a
few
minutes
(at
least
1500
rpm),

then
recheck
the
belt
tension
.

CAUTION-

Do
not
over
tighten
the
V-belts
.
Overtightening
will
cause
shaft
bearings
to
fail
prematurely
.

Poly-ribbed
belt,
replacing

(4-cylinder
engines
buiit
from
1194

and
all
6-cylinder
engines)

An
automatic
belt
tensioner
is
used
to
keep
the
belts
ten-

sioned
properly
.
Unless
the
tensioner
mechanism
malfunc-

tions,
the
poly-ribbed
belts
do
not
require
tension
adjustment
.

To
reduce
the
chance
ofbelt
failure
while
driving,
replace-

ment
of
the
belts
every
four
years
is
recommended
.
Mark
drive

belt
rotationdirectíon
if
removing
and
reusing
an
old
belt
.

To
remove
the
belt,
it
is
necessary
toretract
the
self-tension-

er
.
Using
a
breaker
bar
or
other
long
socket
assembly,
rotate

the
tensioner
to
loosenthe
belt
.
See
Fig
.
14
or
Fig
.
15
.
On
4-cyl-

inder
engines,
it
will
benecessary
to
remove
the
A/C
compres-

sor
belt
to
remove
the
main
drive
belt
.

WARNING
-

Observe
care
when
replacing
the
belt
.
Personal
in-
jury
could
result
if
the
tensioner
springs
back
into
position
uncontrollably
.

With
the
belt
removed
from
the
pulleys,
inspect
the
pulleys

for
wear
or
damage
that
may
cause
early
failureof
the
new
belt
.

This
is
also
a
good
opportunity
to
inspect
the
belt-driven
acces-

sories,
checking
for
bearing
wear
and
excess
play
.
Drive
belt

routing
is
shown
in
Fig
.
16
and
Fig
.
17
.

ENGINE
COMPARTMENT
MAINTENANCE

Fig
.
18
.
Fill
mark
on
coolant
expansion
tank
.
Coolant
level
should
be

at
mark
when
engine
ís
cold
.

.
..
e
..
.-
..



~
..
.-
.

Ozone
Damaged
Hose

0012476

Fig
.
19
.
Examples
of
damage
to
coolant
hoses
.
Any
of
conditions

shown
is
cause
for
replacement
.
Courtesy
of
Gates
Rubber
Company,
Inc
.

Specification

"
Power
steering
fluid
..........
.
...
Dexron
III®ATF

Oxygen
Sensors

1996
and
later
engines
are
equipped
withmultiple
oxygen

sensors
.
See
Fig
.
21
.
A
regulating
sensor
is
mounted
before

each
catalytic
converter
and
amonitoring
sensor
downstream

of
each
converter
.
The
regulating
sensor
monitors
engine
com-

bustion
efficiency
and
helps
to
control
the
fuel
injection
system

and
exhaust
emissions
.
The
monitoring
sensor
is
usedby
the

On-board
diagnostic
system
to
monitor
the
function
of
the
cata-

lytic
converter
.

MAINTENANCE
PROGRAM



020-
1
5

NOTE-

5pecialsockets
for
replacingthe
oxygen
sensor
are

available
from
most
automotive
parts
stores
.
The
sock-

et
has
agroove
cut
down
one
side
to
allow
the
sensor

to
be
installed
without
damaging
the
wire
hamess
.

Fig
.
20
.
Power
steering
fluid
dipstick
showing
MIN
and
MAX
marks
.

OBD
II
enhanced
emission
standards
require
the
engine

control
module
(ECM)
to
monitor
the
oxygen
content
in
theex-

haust
bothbefore
and
after
the
catalytic
converter
.
This
allows

for
tightercontrol
of
the
tail
pipe
emissions
and
also
allowsthe

ECM
to
diagnose
converter
problems
.
lf
the
DME
detects
that

catalytic
converter
or
oxygen
sensor
efficiency
has
degraded

past
a
certain
pre-programmed
limit,
it
will
turn
on
the
Check

Engine
light,
and
store
a
diagnostic
trouble
code
(DTC)
in
the

ECM
.

Replacement
of
oxygen
sensors
at
the
specified
intervals
en-

sures
that
the
engine
and
emission
control
system
wíll
continue

to
operate
as
designed
.
Extending
the
replacement
interval

may
void
the
emission
control
warranty
coverage
.
See
180
Ex-

haust
System
for
information
on
replacing
the
oxygen
sen-

sors
.

Tightening
Torque

"
Oxygen
sensor
to

exhaust
system
........
.
.
.
..
55±5
Nm
(40±4
ft-Ib)

ENGINE
COMPARTMENT
MAINTENANCE

020-
1
8



MAINTENANCE
PROGRAM

Fig
.
25
.
Inspect
brake
pads
with
the
caliper
removed
.
Minimum
brake
pad
thickness
shown
by
dimension
(A)
.

NOTE-

The
parking
brake
may
lose
some
of
its
effectiveness
if
it
is
not
used
frequently
.
This
is
due
to
corrosion
build-
up
on
the
parking
brake
drum
.
To
remove
corrosion,
ap-
plythe
parking
brake
just
until
it
begins
togrip,
then
pulí
the
lever
up
one
more
stop
(click)
.
Drive
thecar
approx-
imately
400
meters
(1,300
ft
.)
and
release
the
brake
.
To
recheck
the
adjustment
of
the
parking
brake
see340
Brakes
.

UNDER-CAR
MAINTENANCE

0011920

Manual
transmission
fluid,

checking
and
filling

The
manual
transmission
fluid
leve¡
should
be
checked
at

specified
intervals
.
Check
and
fill
the
transmission
with
the
car

ona
leve¡
surface
.
Transmission
(luid
leve¡
checking
and
re-

placement
procedures
are
covered
in
230
Manual
Transmis-

sion
.

Automatic
Transmission
Service

The
automatic
transmission
is
not
equipped
with
a
dipstíck
.

Therefore,
checking
the
ATF
level
is
an
ínvolved
procedure,

which
includes
measuring
and
maintaining
a
specified
ATF

temperature
during
the
checking
procedure
.

For
more
complete
ATF
service,
including
checking
ATF
lev-

e¡
and
ATF
filter
replacement
procedures,
see
240
Automatic
Transmission
.

Front
suspension
and
steering
linkages,

inspecting

Inspection
of
the
front
suspension'and
steering
includes
a
check
of
all
moving
parts
for
wear
and
excessive
play
.
Also
in-

spect
the
rubber
seals
and
boots
for
cracks
or
tears
that
could

allow
the
entry
of
dirt,
water,
and
other
contaminants
.
See
310

Front
Suspension
.

Exhaust
system,
inspecting



Rear
suspension,
inspecting
Exhaust
system
life
varies
widely
according
to
driving
habits



Final
drive
and
rear
drive
axle
service
consists
of
checking

and
environmental
conditions
.
If
short-distance
driving
pre-



and
changing
the
gear
oil,
inspecting
for
leaks,
and
checking
dominates,
the
moisture
and
condensation
in
the
system
will



the
rear
drive
axle
rubber
boots
for
damage
.
not
fully
dryout
.
This
will
lead
to
early
corrosion
damage
and
more
frequent
replacement
.
The
areas
where
leaks
are
most
likely
to
occur
are
around
the
driveshaft
and
drive
axle
mounting
flanges
.
For
more
infor

Scheduled
maintenance
of
the
exhaust
system
is
limitedlo



mation
on
ídentifying
oil
leaks
and
their
causes,
see330
Rear
inspection
.
Check
for
restrictions
due
to
dents
or
kinks
.
Check



Suspension
.
for
weakness
or
perforation
due
to
rust
.
Check
lo
see
that
all
the
hangers
are
in
place
and
properly
supporting
the
system
and
that
the
system
does
not
strike
the
body
.
Alignment
of
the
sys-



Final
drive
oil
leve¡,
checking

temand
the
location
of
the
hangers
aredescribed
in
180
Ex-
haust
System
.



Check
the
lubricant
leve¡
with
thecar
level
.
Remove
the
oil
filler
plug
.
The
leve¡
is
correct
when
the
fluidjust
reaches
the

edge
of
the
filler
hole
.
Install
and
tighten
the
oil
filler
plug
when
Manual
Transmission
Service



the
oil
level
is
correct
.
See
Fig
.
26
.

Manual
transmissionservice
consists
of
inspectingfor
leaks



The
final
drive
should
be
filled
with
a
special
BMW
lubricant
and
checking
and
changing
the
fluid
.



available
through
an
authorized
BMW
dealer
.
In
addition,
the
lubricant
type
varies
depending
onwhether
or
nota
limited-slip
Evidence
of
transmissionleaks
is
fkely
to
beseenaround
the



differential
is
fitted
.
driveshaft
mounting
flange
and
at
the
bottom
of
the
bellhousing
.
For
more
information
on
identifying
oil
leaks
and
their
causes,
see230ManualTransmissionand210
Clutch
.



Tightening
Torque

"
Finaldrive
filler
plug
to
final
drive
housing
..................
70
Nm
(52
ft-Ib)

100-2
ENGINE-GENERAL

Cylinder
Head
and
Valvetrain

The
aluminum
cylinder
head
uses
chain-driven
double
overhead
camshafts
and
four
valves
per
cylinder
.
See
Fig
.
1
.

The
cylinder
head
employs
a
crossflow
design
for
greater

power
and
efficiency
.
Intake
air
enters
the
combustion
cham-

ber
from
one
side
while
exhaust
gasses
exit
from
the
other
.

Oílways
in
the
head
provide
lubrication
for
the
camshafts)
and
valvetrain
.

Fig
.
1
.



M52
twin-cam,
4-valve-per-cylinder
engine
with
hydraulíc
lift-
ers
.

On
all
engines
exceptthe
M44
engine,
valveclearance
is
by
seif-adjusting
hydraulic
lifters
.
On
M44
engines,
instead
of
hy-

draulic
lifters,
hydraulic
pedestaisare
used
in
combination
with
roller
rocker
arms
to
actuate
the
valves
.
Hydraulic
pedes-
tals
have
the
same
function
as
hydraulic
lifters,
which
ís
to
maintain
zero
valve
clearance,
reduce
valve
noise,
and
elimí-
nate
routíne
adjustment
.
See
Fig
.
2
.

VANOS
(Variable
Valve
Timing)

GENERAL

1
.
Camshafts
2
.
Rocker
arms
3
.
Hydraulic
valve
adjusters
(HVA)
4
.
Valve
and
conical
valve
spring

4

Fig
.
2
.



Cross
sectionof
M44
twin-cam,
4-valve-per-cylinder
head
.
Note
function
of
hydraulíc
pedestal
in
combination
with
rock-er
arm
(with
roller
bearing
for
reduced
friction)
.

The
main
components
of
the
VANOS
system
arethe
piston

housing
with
integral
spool
valve
and
solenoid,
and
the
modi-

fied
intake
camshaft
and
sprocket
assembly
.
See
Fig
.
3
.

1993
and
later
6-cylinder
engines
are
equipped
with
a
vari-



B11001

able
intake
valve
timing
system,
known
as
VANOS
(from
the
German
words
Variable
Nockenwellen
Steuerung)
.
The



Fig
.
3
.
VANOS
(variable
intake
valve
timing)
systemusedon
M52
en-
VANOS
system
electro-hydraulically
adjusts
intake
valve
tim-



gine
.
When
solenoid
is
actuated,
oíl
pressure
is
directed
to
ingfor
enhanced
mid-range
performance
.
The
VANOS
sys-



front
side
of
gear
cup
piston
.
This
forces
gear
cup
finto
camtem
is
controlled
by
the
engine
control
module
(ECM),
using



shaft
to
advance
intake
valve
timing
.
enginespeed,engine
load
and
engine
temperature
asthe
pri-
mary
inputs
.



When
the
engine
is
running,
the
piston
housing
is
supplied
with
pressurized
engine
oil
víathe
solenoid-actuatedspool
At
low
speeds,
the
intake
valves
open
late
to
ensure
smooth



valve
.
Depending
on
the
position
of
the
spool
valve,
oil
isdi
engine
operation
.
At
mid-rangespeeds,
thevalves
open
early



rected
to
either
the
front
or
back
side
of
the
gear
cup
piston
.
(valvetiming
advanced,
VANOS
actuated)
for
increased
torque,
improved
driveability,
and
reduced
emissions
.
And
at



When
the
solenoid
isin
the
off
position,
engine
oíl
is
direct-
high
speeds,
the
valves
again
open
late
for
optimum
power



ed
to
the
back
side
of
the
piston
.
This
holds
the
gear
cup
for-
and
performance
.



ward
and
valve
timing
is
maintained
at
the
normal
"late"
position
.
When
the
solenoid
is
energized,
the
spoolvalve
is
moved
forward
and
oil
pressure
is
directed
to
the
front
side
of
the
piston
.
This
in
turn
moves
thegear
cup
further
into
the

camshaft
secondary
drive,
causing
thecamshaft
to
"advance"

12
.5°
.
The
helical
gears
are
cut
so
that
forward
motion
of
the

gear
cup
is
transiated
into
rotational
motion
of
the
camshaft
.

See
117
Camshaft
Timing
Chain
for
testing
and
repair
infor-
mation
on
the
VANOS
system
.

DISA
(Dual
Resonance
Intake
System)

DISA,usedon
4-cylinder
engines,
is
a
dual
intake
runner

system
that
effectively
provides
the
advantages
of
both
short

and
long
intake
runners
within
the
same
engine
.
For
best
per-

formance,
long
intake
runners
aremost
beneficial
atlow-
and
mid-engine
speeds
(below
4,200
rpm),
and
short
intake
run-
ners
enhance
torque
at
high
engine
speeds
(above4,200
rpm)
.

NOTE-

The
term
DISA
comes
from
the
German
words
Differ-
enzierte
Sauganlage,
and
can
roughty
be
transiated
as
a
differing
intake
manifold
configuration
.

The
DISA
solenoid
valve
is
controlled
by
the
DME
control

module,
using
engine
speed
as
the
primary
input
.
The
main

components
of
the
system
are
the
modified
twin-section
in-

takemanifoldwith
change-over
valve,
the
twin-barrel
throttle

body,
and
the
electrical/pneumatic
actuating
components
.

See
Fig
.
4
.

r

I

I

I

?
,
in
UpPer,
take
-1
manifold

1
-1
Throttle
housing
(Heated)

q
:lZU

Fig
.
4
.



DISA
system
components
.
DISA
changes
the
intake
runner

length
based
on
engine
speed
.

The
DISA
system
electro-pneumatically
changes
the
intake
runner
length
through
the
twin-section
intake
manifold
and
a
change-over
butterfly
valve
.
The
change-over
valve
is
located
at
a
point
in
the
intake
manifold
where
four
pipes
come
into
two
.
When
the
change-over
valve
is
closed,
the
4-way
primary
intake
manifold
and
the
2-way
ram
air
manifold
areconnected
to
make
the
"long"
configuration
.
When
the
change-overvalve
opens,
intake
air
flow
is
redirected
through
only
the
short
4-

way
primary
intake
manifold
.

The
change-over
valve
is
held
in
the
normally
open
position
bya
spring
.
Thisallows
for
an
open
valve
in
the
event
of
sys-
tem
failure
.
During
low
andmid
enginespeeds,
the
DME
con-

trol
module
supplies
power
to
the
solenoid
valve,
which
in
turn

allows
vacuum
to
be
applied
lo
the
vacuum
diaphragm
.
This

causes
the
valve
to
close
(long-pipe
configuration)
.
When
en-
gine
speed
reaches
approximately
4,800
rpm,
the
DME
con-
trol
module
electrically
signals
the
solenoid
valve
and
the
valve
opens,
creating
the
short
pipe
configuration
:

Further
detafs
on
DISA
canbefound
in
130
Fuel
Injection
.

Engine
Management
System

Al¡
enginescoveredby
this
manual
usean
advanced
engine

management
system
called
Digital
Motor
Electronics
(DME)
.

In
the
DME
system,
advancedOn-Board
Diagnostics
(OBD),

fuel
injection,
ignition,
and
otherfunctions,
are
combined
under

the
control
of
theEngine
Control
Module
(ECM)
.
See
Fig
.
5
.

-



Lower
intake
manifold

DISAvacuum
'
~servo

EíY1z

ENGINE-GENERAL
100-
3

le

-
DISA
solenoid
valve

0012591

/
with
butterfly
va¡

GENERAL

eiioo4

Fig
.
9
.



Remove
ignition
coils
on
6-cylinder
engine
by
disconnecting
harness
connector
and
removing
mounting
bolts
(arrows)
.

NOTE-

"
The
compression
gauge
reading
shoutd
increase
with
each
compression
stroke
and
reach
near
its
maxi-
mum
reading
in
about
4-6
strokes
.

"All
cylinders
shoutdreach
maximum
compression
in
the
same
number
of
strokes
.
If
a
cylinder
needs
sig-
nificantly
more
strokes
to
reach
maximum
compres-

sion,
there
is
a
problem
.

7
.
Release
the
pressure
at
the
compression
gauge
valve,

then
remove
the
gauge
from
the
spark
plughole
.
Re-

peat
the
test
for
each
of
the
other
cylinders
and
com-

pare
the
results
with
the
values
given
below
.

ENGINE-GENERAL
1
:00-
7

Compression
Pressure

"
Minimum
..........
.
.
..
..
10-11
bar
(142-156
psi)

"
Maximum
difference
between
cylinders
..
.....
.........
0
.5
bar
(7
psi)

Reinstall
the
spark
plugs
and
spark
plug
wires
or
ignition

cofs
.
The
remainder
of
installation
is
the
reverse
of
removal
.
Be
sure
to
reihstall
al¡
wires
disconnected
during
the
test,
especial-

¡y
ground
wires
at
the
coils
and
cylinder
head
cover
(where
ap-
plicable)
.

Tightening
Torque

"
Spark
plug
to
cylinder
head
.......
25
Nm
(18
ft-Ib)

Low
compression
indicates
a
poorly
sealed
combustion

6
.
With
the
parking
brake
set,
the
transmission
in
Park
or



chamber
.
Relatively
even
pressures
that
are
below
specification

Neutral,
and
the
accelerator
pedal
pressed
to
the
floor,



normally
indicate
worn
piston
rings
and/or
cylinder
walls
.
Erratic

crank
the
engine
with
the
starter
.
Record
the
highest



values
tend
to
indicate
valve
leakage
.
Dramatic
differences
be

value
indicated
by
the
gauge
.



tween
cylinders
are
often
the
sign
of
a
failed
head
gasket,

bumed
valve,
or
broken
piston
ring
.

Engine
Mechanical
Troubleshooting
Table

Table
c
lists
the
symptoms
of
common
engine
mechanical

problems,
their
probable
causes
and
the
suggested
corrective

actions
.
The
bold
type
indicates
the
repair
groups
where
appli-

cable
test
and
repair
procedures
can
befound
.

MECHANICAL
TROUBLESHOOTING

14
.
Unbolt
power
steering
fluid
reservoir
from
íts
mounting
bracket
.
Use
stiff
wire
to
hang
reservoir
to
one
side
.
Do
not
disconnect
fluid
lines
.

15
.
Remove
power
steering
pump
drive
belt
and
remove
pump
from
its
mounting
bracket
.
Use
stiff
wire
to
hang
pump
from
body
.

16
.
On
cars
with
automatic
transmission
remove
front
and
rear
brackets
holding
automatic
transmission
cooler
linesto
engine
.

17
.
Remove
A/C
compressor
from
its
mounting
bracket
without
disconnecting
any
refrigerantlines
.
See
Fig
.
5
.

ENGINE
REMOVAL
AND
INSTALLATION



110-
3

21
.
Remove
front
exhaust
pipefrom
exhaust
manifold
.
See

Fig
.
6
.

22
.
Install
an
engine
lifting
device
and
raise
engine
until
its

weight
is
supported
.
Remove
nuts
and
ground
strap

from
left
and
right
engine
mounts
.

0011967

Fig
.
6
.



Front
exhaustpipe
to
exhaust
mounting
nuts
(arrows),
as
viewed
from
below
on
4-cylinder
engine
.

23
.
Carefully
raíse
engine
out
of
car,
checking
for
any
wir-
ing
harnesses,
fuel
lines,
or
mechanical
parts
that
might
become
snagged
as
engine
is
removed
.

24
.
Installation
is
reverse
of
removal,
noting
the
following
:

"
Replace
all
gaskets,
O-rings
and
seals
.

"
Change
engine
oil
and
filter
and
check
al¡
other
fluid
levels
.
See020
Maintenance
Program
.
"
Refill
and
bleed
cooling
system
.
See
170
Radiator
and
Cooling
System
.

"
Insta¡¡
the
front
exhaust
pipes
using
new
gaskets
and

self-locking
nuts
.
Use
copper
pasteon
threads
.
See

180
Exhaust
System
.

Tightening
Torques

"
Coolant
drain
plug
to
cylinder
block
.
25
Nm
(18
ft-Ib)

Fig
.
5
.
A/
C
compressor
mounting
bolts
(arrows)
.



"
Engine
mount
to
subframe

M8
......:...
..
..
..
......,:..
22
Nm
(17
ft
-
1b)
,

18
.
Move
A/C
compressor
out
of
way
without
distorting
or



M10
.
...
.



..
...
.
.
...........
45
Nm
(33
ft'-Ib)

damaging
any
lines
.
Support
compressor
by
hanging
it



"
Intake
manifold
to
cylinder
head

from
chassis
using
stiff
wire
.



M7
.....
.
..
...
..
..
...........
15
Nm
(11
ft-Ib)
M8
...
.
.
.
..
..
...
..
...........
22
Nm
(16
ft-Ib)

19
.
Disconnect
wiring
from
starter
and
alternator
.
Move



`
"
Radiator
cooling
fan
to
coolant
pump40
Nm
(30
ft-Ib)

wiring
harness
out
of
way
.
See
121
Battery,
Starter,



"
Radiator
drain
screw
to
radiator
...
2
.5
Nm
(22
in-lb)

Alternator
.



"
Wiring
to
alternator
(M8
nut)
........
12
Nm
(9
ft-1b)

"
Wiring
to
starter

20
.
Remove
oil
dipstick
guide
tube
.
Note
O-ring
at
base
of



M6
nut
..
.
..
..
...
..
...........
.
:5
Nm
(44
in-lb)

tube
when
removing
.



M8
nut
..
.
..
..
...
..
............
12
Nm
(9
ft-Ib)

ENGINE
REMOVAL
AND
INSTALLATION

22
.
Move
A/C
compressor
out
of
the
way
without
distorting



26
.
Carefully
raise
engine
out
ofcar,
checking
for
any
wir-
or
damaging
any
lines
.
Support
compressor
by
hanging



ing,fuel
lines,
or
mechanical
parts
that
might
become
it
from
chassis
using
stiff
wire
.



snagged
as
engine
is
removed
.

23
.
Disconnect
wiring
from
starter
and
alternator
.
Move



27
.
Installation
is
reverse
of
removal,
noting
the
following
:
wiring
harness
out
of
the
way
.
See
121
Battery,
Start-
Replace
al¡
gaskets,
O-rings
and
seals
.
er,
Alternator
.



"
Change
engine
oil
and
filter
and
check
all
other
fluid

24
.
Remove
Fontexhaust
pipe
fromexhaust
manifold
.
See



levels
.
See
020
Maintenance
Program
.
"
Refill
and
bleed
cooling
system
.
See
170
Radiator
Fig
.
16
.



and
Cooling
System
.

"
Check
that
engine
drivebelts
properly
engage
the
pul-

ley
grooves
.

"
Install
the
Font
exhaust
pipesusing
new
gaskets
and
seif-locking
nuts
.
Use
copper
paste
on
threads
.
See
180
Exhaust
System
.

0012525

Fig
.
16
.
Front
exhaust
pipeto
exhaust
manifolds
mounting
nuts
on
6-

cylinder
engine
(arrows)
.

25
.
Install
an
engine
lifting
device
and
raise
engine
until
its

weight
is
supported
.
Remove
nuts
and
ground
strap

from
left
and
right
engine
mounts
.

ENGINE
REMOVAL
AND
INSTALLATION



110-
7

Tightening
Torques

"
Coolant
drain
plug
to
cylinder
block
.
25
Nm
(18
ft-Ib)
"
Engine
mount
to
subframe
M10
..
.
.
.
...
..............
..
.
45
Nm
(33
ft-Ib)

M8
..
..
.
..
................
...
22
Nm
(16
ft-Ib)

"
Intake
manifold
to
cylinder
head

M7
..
..
..
...
................
.
15
Nm
(11
ft-Ib)

M8
...
.
..
...
................
.
22
Nm
(16
ft-Ib)
"
Radiator
cooling
fan
to
coolant
pump40
Nm
(30
ft-Ib)

"
Radiator
drain
screw
to
radíator
...
2
.5
Nm
(22
in-lb)
"
Wiring
to
alternator
(M8
nut)
........
12
Nm
(9
ft-Ib)

"
Wiring
to
starter

M6
nut



.
..
...
..................
5
Nm
(44
in-lb)

M8
nut
.....
..
.
.
.
.
.............
12
Nm
(9
ft-Ib)

ENGINE
REMOVAL
AND
INSTALLATION

7
.
Lightly
lubricate
new
cylinder
head
bolts
.
Loosely
instan
bolts
and
their
washers,
then
thread
them
in
until
they
are
finger
tight
.

NOTE-

Check
that
all
washers
for
the
cylinder
head
bolts
are
in
place
before
installing
the
bolts
.

8
.
Tighten
cylinder
head
bolts
in
correct
sequence
.
See
Fig
.
17
.

UU125U2

Fig
.
17
.
Cylinder
head
bolt
tightening
sequence
for
4-cylinder
en-
gines
.
Note
oil
supply
tube
seal
(arrow)
on
M44
engine
.

WARNING
-

The
bolts
should
be
tightennd
in
three
stages
as
líst-
ed
below
.
The
final
stages
require
the
use
of
a
spe-

cial
tool
(BMW
tool
No
.
11
2
110)
ora
suitable

protractor
to
tighten
the
bolts
to
a
specified
torqueangle
.
See
Fig
.
18
.

Tightening
Torques

"
Cylinder
head
to
engine
block
(Torx
El2
M10
bolts)

Stage
1



.
.
.....
.
.
.............
30
Nm
(22
ft-Ib)

Stage
2



.
...
...
.
.
...................
..
.
+90°

Stage
3
.....
...
.
..
...................
..
+90°

9
.
Carefully
rotate
crankshaft
in
direction
of
engine
rota-
tion
and
lock
it
at
TDC
by
inserting
BMW
special
tool

no
.
11
2
300
through
transmission
bellhousing
.
See

Fig
.
19
.

CYLINDER
HEAD
REMOVAL
AND
INSTALLATION



113-
7

Fig
.
18
.
Protractor
and
pointer
being
used
to
tighten
bolts
to
specified
torqueangle
(6-cylinder
engine
shown)
.

Fig
.
19
.
BMW
special
tool
11
2
300
inserted
through
bellhousing
hole
and
finto
flywheel
(arrow)
to
lockcrankshaft
at
TDC
.

10
.
Turn
left
chainguide
adjusting
sleeve
in
until
it
just
con-

tacts
the
cylinder
head
(See
Fig
.
14
.)
.
Insert
chain
guide
retaining
screw
and
tighten
.

CAUTION-



11
.
Placechain
sprockets
with
chains
oncamshaftsso
that
Be
sure
timing
chain
does
not
bind
oncrank
gear

when
turning
crankshaft
.



arrowson
sprockets
point
up
and
elongated
holes
in

sprocketsare
centered
to
tapped
holes
in
camshafts
.

See
Fig
.
20
.

CYLINDER
HEAD,
4-CYLINDER

113-8



CYLINDER
HEAD
REMOVAL
AND
INSTALLATION

IW?
-
L
'/~f
W



~
4r

"

-
"



;,s
1

12
.
On
M44
engine
:
Place
sensor
wheel
on
intake
cam-
shaft
sprocket
so
that
arrowon
sensor
wheel
points
up
.

13
.
Instan
and
hand-tighten
sprocket
mounting
bolts
.

CAUTION-

Different
hydraulic
chaintensioners
were
used
during
manufacture,
depending
onengine
type
.
See
Fig
.
21
.
Note
that
the
late
style
tensioner
can
be
retrofitted
to
the
earlier
engine,
so
be
sure
to
identify
the
version
of
tensioner
installed
as
insta-lation
instructions
vary
between
the
two
.

14
.
On
M42
engine
:
Disassemble
chain
tensioner
by
strik-
ing
outer
sleeve
against
a
solid
object
.
This
will
release
snap
ring
and
tensioner
will
separate
.
See
Fig
.
22
.

M42
Engine

up
and
camshaft
threaded
holes
centered
in
siotted
holes
.

CYLINDER
HEAD,
4-CYLINDER

0013024a

Outer
sl
eve



Detent

ring

Spri
g

Fig
.
22
.
Disassembled
chain
tensioner
for
M42
engine
.

15
.
On
M42
engine
:
Clamp
tensioner
piston
in
vice
(soft

jaws)
.
Slowly
compress
piston,
making
sure
detent
ring

fits
into
taper
of
outer
sleeve
.
If
necessary,
press
ends

of
detent
ring
together
.
Slowly
continuepressing
ten-

sioner
together
until
snap
ring
audibly
clicksinto
outer

sleeve
.
Measure
overall
lengthof
tensioner
to
confirm

correct
assembly
:
68
.5
mm
(2.7
in
.)
.

NOTE-

i

Snap

ring

/0
.13024

The
late-style
tensioner
on
the
M44
engíne
canbe
ret-
rofitted
to
the
M42
engine
.

Tightening
Torque

"Chain
tensioner
plug
to
cylinder
head
.....
.-~
..........
40
Nm
(30
ft-Ib)

16
.
On
M44
engíne
:
Clamp
tensioner
píston
in
vice
(soft

jaws)
and
squeeze
oil
from
it
.
Slowly
compress
piston
only
up
to
end
circlip
.
Repeat
procedure
twice
to
ensure

all
oil
is
expelled
.
See
Fig
.
23
.

17
.
Instan
hydraulic
chain
tensioner
to
cylinder
head
.
Use
a
new
sealing
washer
on
tensioner
when
installing
.

18
.
On
M42
engine
:
Unlock
chain
tensioner
by
pressing
chain
rail
against
tensioner
until
it
expands
out
.

19
.
Check
that
chain
is
free
of
slack
.
Tighten
sprocket
mounting
bolts
.
Fig
.
21
.
Two
versions
of
hydraulic
chain
tensioners
.
Original
chainten-
sioner
on
M42
engine
(top)
can
be
disassembled
.
Chain
ten
sioner
on
M44
engine
(bottom)
cannotbe
disassembled
.



Tightening
Torque
Note
differences
in
outer
sleeve
.
Also,
the
M42
tensioner
de-



"
Chain
sprocket
to
camshaft
flange
.
..
10
Nm
(89
in-lb)
tent
ring
groove
(arrow)
is
visible
when
tensioner
is
extended
.

20
.
Remove
crankshaft
locking
tool
from
bellhousing
and
camshaft
locking
tool
from
rear
of
cylinder
head
.