Scheme BMW E39 PDF

CUPRINS
Nr.
Descriere Pagina
crt.
1 Legendă culori fire 1
2 Date e39 525d - Autodata 2
3 Consola centrala butoane - A169 13
4 Mufa scaun sofer - X275 15
5 Mufa scaun pasager - X279 16
6 Sistem DSC III (descriere, scheme etc) 17
7 Reglaj faruri (conform TIS) 62
8 Senzor temperatura aer debitmetru 63
9 LWR - reglaj automat faruri 65
10 MFL - comenzi volan 68
11 Microfon 74
12 Încalzire auxiliara - WEBASTO 75
13 Oglinzi electrice cu electrochrome 86
14 Scaune electrice cu incalzire 95
15 Incalzire în banchete 110
16 Pliere oglinzi automat - retrofit 114
17 Plafoniera centrala 118
18 Perdeluta electrica 121
19 PDC - senzori parcare 123
20 Alarma OEM - retrofit 128
21 Servotronic - retrofit 152
22 Încuietoare portbagaj 155
23 Senzor temperatura exterioara 156
24 Bujii incandescente - releu bujii - preheating system DDE 4.0 157
25 Senzor temperatura apa motor DDE 4.0 159
26 Airbag lateral spate 162
27 Airbag lateral spate - cortina 164
28 Pompa auxiliara - pompa cu electrovalve clima 166
29 Reverse camera - schema retrofit 172
1
Notes Specified value Measured value
Vehicle identification
No. of cylinders Type 6/DOHC
Capacity cc 2497
Compression ratio :1 17,5
Injection system
Fuel/injection pump assembly Make Bosch
Fuel/injection pump assembly Type CP1
Pump type Common rail
Tuning and emissions
Idle speed rpm 750±50
Rated no load speed rpm 4750±50
Water temperature °C 80
Idle speed - for smoke test rpm 730-930
Governed speed range - for smoke test rpm 4600-4800
Maximum time at governed speed secs 0,5
Test mode A/B B
Probe type 1/2 1
Smoke opacity - EU limit m-1 (%) 3,00 (73)
Starting and charging
Battery V/RC(Ah) 12/150 (88)
Glow plugs
Glow plug nominal rating V/A 12/13-15
Glow plug activation time secs 4-9
Service checks and adjustments
Valve clearance - INLET mm Hydraulic
Valve clearance - EXHAUST mm Hydraulic
Oil pressure bar/rpm 4,2±0,5
Radiator cap bar 1,4±0,2
Thermostat (primary/secondary) open °C 88
Lubricants and capacities
Engine oil options
Ambient temperature range All temperatures
Engine oil grade SAE 0W/30, 0W/40 Synthetic
Engine oil classification OEM BMW LL04/LL01
Engine oil classification API/ACEA CF/B3, B4
Ambient temperature range All temperatures
Engine oil grade SAE 5W/30, 5W/40 Synthetic
Engine oil classification OEM BMW LL04/LL01
Engine oil classification API/ACEA CF/B3, B4
Engine with filter(s) litres 6,5
Other lubricants and capacities
18 Manual transmission oil grade SAE
Differential oil grade - rear SAE 75W/90 LSD=75W/140
Differential rear litres 1,0-1,6
Cooling system - total capacity litres 9,2
Brake fluid Type DOT 4
Power steering fluid Type Dexron II/CHF IIS
Power steering fluid litres 1,2
Manufacturer: BMW Model: 5 Series (E39) 2,5D 525d © Autodata Limited 2010
Engine code: 25 6D 1 Output: 120 (163) 4000 Valid forever. 29.12.2014
Tuned for: Year: 2000-03 V8.500-
2
Tightening torques
Cylinder head instructions
Cylinder head
Renew bolts Yes
Stage 1 Tighten 40 Nm
Stage 3 Slacken off 180°
Stage 5 Tighten 90°
Stage 6 Tighten 90°
Other engine tightening torques
Main bearings Renew bolts/nuts Yes
Main bearings Stage 1 20 Nm
Main bearings Stage 2 70°
Big end bearings Renew bolts/nuts Yes
Big end bearings Stage 1 5 Nm
Big end bearings Stage 2 20 Nm+70°
Oil pump to cylinder block 23 Nm
28 Sump bolts
27 Sump drain bolt
Flywheel/driveplate 105 Nm/120 Nm
5 Clutch pressure plate
Crankshaft pulley/damper centre bolt 40 Nm+60°+60°
20 Camshaft sprocket/gear 20 Nm+35°
6 Camshaft carrier/cap
19 Camshaft/rocker cover
17 Inlet manifold to cylinder head
17 Exhaust manifold to cylinder head
Injector/clamp 9 Nm
Fuel/injection pump sprocket/gear 65 Nm
Glow plugs 18 Nm
Crankshaft position (CKP) sensor/engine speed (RPM) sensor 10 Nm
Camshaft position (CMP) sensor 10 Nm
Engine coolant temperature (ECT) sensor 20 Nm
Knock sensor (KS) 20 Nm
Engine oil pressure switch 14 Nm
Chassis tightening torques
20 Front hub 110 Nm
21 Rear hub
Steering track rod end 65 Nm
Brake disc to hub Front 16 Nm
Brake caliper to carrier Front 30 Nm
Brake caliper carrier to hub Front 110 Nm
Brake disc to hub Rear 16 Nm
Brake caliper to carrier Rear 30 Nm
Brake caliper carrier to hub Rear 66 Nm
108 Road wheels 120±10 Nm
Brake disc and drum dimensions
Minimum disc thickness - ventilated Front 20,4 mm
32 Minimum disc thickness Rear 8,4 mm
3
Disc thickness variation Front 0,010 mm
Disc thickness variation Rear 0,010 mm
Disc runout Front 0,20 mm
Disc runout Rear 0,20 mm
Minimum pad thickness Front 3 mm
Minimum pad thickness Rear 3 mm
Parking brake travel No. of notches 4-10
Air conditioning
No. of AC service connectors 2
Air conditioning restrictor type Expansion valve
Air conditioning refrigerant Type R134a
Air conditioning refrigerant quantity grams 680±10
Autodata Note 18
Orange label with ATF oil = Dexron II D

Green label with special oil = Synthetic Mobil SCH630 (BM), part No. 81-22-9-407-305
NOTE: Never fill with synthetic or multi-grade engine oils.
Yellow label with MTF-LT-1 = no oil change necessary
NOTE: MTF-LT-1 oil has been superseded by MTF-LT-2.
In case of repair only fill with lifetime oil:
MTF-LT-2, part No. 83-220-309-031
6-speed (I transmission) = MTF-LT-3, part No. 83-22-7-533-818
With no label = SAE 80 (MIL-L-2105 or API-GL-4)
NOTE: Never fill with synthetic or multi-grade engine oils.
Autodata Note 28
M6 8.8 = 10 Nm
M6 10.9 = 12 Nm
M8 = 22 Nm
Autodata Note 27
M12 = 25 Nm
M18 = 30 Nm
M22 = 60 Nm
Autodata Note 5
8.8 = 24 Nm
10.9 = 34 Nm
Fig. 79246
Autodata Note 20
Use new bolts.
Autodata Note 6
M6 = 10 Nm
M7 = 15 Nm
M8 = 20 Nm
Autodata Note 19
M6 = 10 Nm
4
M7 = 15 Nm
Autodata Note 17
M6 = 10 Nm
M7 = 15 Nm
M8 = 22 Nm
Autodata Note 21
M22 = 200 Nm
M24 = 250 Nm
M27 = 300 Nm
Autodata Note 108
Lightly coat mating surfaces between wheel centre hole and hub (use grease).
Do NOT lubricate bolts.
Autodata Note 32
Ventilated disc = 18,4 mm
79246
Tightening sequence
5
Serpentine belt routing Serpentine belt routing
Manual gearbox Automatic transmission
Automatic transmission Automatic transmission
6
Automatic transmission Automatic transmission
Automatic transmission Rear axle
Rear axle Jacking points
7
AC service connectors
8
Unladen
Front Rear
Rim size Tyre size Model
bar(psi) bar(psi)
6,5x15 205/65 R 15 94V 2,0 (29) 2,2 (31)

7x15 205/65 R 15 94H 2,2 (31) 2,4 (34)
225/60 R 15 96V 2,0 (29) 2,2 (31)

225/60 R 15 95W 2,0 (29) 2,2 (31)
7x15 225/60 R 15 96W 1,9 (27) 2,3 (33)

535i 2,2 (31) 2,5 (36)
7x16 225/55 R 16 95V 2,0 (29) 2,2 (31)

7x16 225/55 R 16 95W 2,0 (29) 2,2 (31)
535i 2,2 (31) 2,5 (36)

540i 2,3 (33) 2,6 (38)
8x17 235/45 R 17 94W 1,9 (27)

528i 2,1 (30)
535i 2,4 (34)

540i 2,5 (36)
9x17 255/40 R 17 94W 2,3 (33)

528i 2,5 (36)
535i 2,7 (38)

540i 2,8 (39)
8x18 235/40 R 18 Z 1,9 (27) 2,3 (33)

9x18 265/35 R 18 Z 2,3 (33) 2,8 (39)
9
Tyre tread depth
10
Dimensions
Wheelbase mm 2830
Track - front/rear mm 1516/1529
Tightening torques
19 Tightening torque - steel wheels 120±10 Nm
19 Tightening torque - alloy wheels 120±10 Nm
Trackrod locknut/clamp 27 Nm
Checking range - Front wheels
Load positioning X
Fuel tank - percentage full % 100
Toe-in (N = negative, toe-out) mm 0,50N - 1,50P
Toe-in deg 0°5'N - 0°15'P
Toe-in deg-1/100 0,08N - 0,25P
Camber deg 0°43'N - 0°17'P
Camber deg-1/100 0,72N - 0,28P
Castor deg 6°12' - 7°12'
Castor deg-1/100 6,20 - 7,20
Setting data - All wheels
Load positioning X
Fuel tank - percentage full % 100
Toe-in (N = negative, toe-out) mm 0,5±1
Toe-in deg 0°5'±10'
Toe-in deg-1/100 0,08±0,17
Camber deg 0°13'N±30'
Camber deg-1/100 0,22N±0,50
Tolerance left/right deg 0°40'
Tolerance left/right deg-1/100 0,67
Camber adjustment Not adjustable
Castor deg 6°42'±30'
Castor deg-1/100 6,68±0,50
Tolerance left/right deg 0°30'
Tolerance left/right deg-1/100 0,50
Castor adjustment Not adjustable
Toe-out on turns at 20° deg 1°56'±30'
Toe-out on turns at 20° deg-1/100 1,93±0,50
Lock angles - max. inner deg 42°
Lock angles - max. inner deg-1/100 42
Lock angles - max. outer deg 33°30'
Lock angles - max. outer deg-1/100 33,50
Rear toe-in mm 1,60±1
Rear toe-in deg 0°16'±10'
Rear toe-in deg-1/100 0,27±0,17
Rear toe-in adjustment Adjustable
Rear camber deg 2°10'N±20'
Rear camber deg-1/100 2,17N±0,33
Rear tolerance left/right deg 0°15'
11
Rear tolerance left/right deg-1/100 0,25
Rear camber adjustment Adjustable
Autodata Note 19
DO NOT lubricate bolts.

Autodata Note 19
DO NOT lubricate bolts.

Load positioning (kg) Load positioning (kg)
Rear toe-in adjustment Rear camber adjustment
12
13
14
15
16
Valve-relay fault
The valve relay is integrated in the control unit for traction control. It provides the power supply of the
inlet and outlet valves.
With this fault, the DSC indicator lamp, the ABS indicator lamp and the general brake warning light
(red) are on.
All traction control functions are disabled and only the conventional brake remains available.
Possible cause(s) of fault:
• The power supply for the valve relay is interrupted (fuse, connector, cable)
• The valve relay is defective
Storage condition(s):
• The valve relay is subject to continuous self-monitoring by the control unit for traction control.
Troubleshooting procedure:
• Check of the power supply of the valve relay (pin 6, terminal 30)
• If the fault is currently nor present with an intact power supply or has occurred several times
(query to customer), the control unit for traction control must be replaced.
Note
• On vehicles of the E38 Series, the SI 61 03 00 562 must be observed.
• Renewing the control unit, see Service functions
Pulse-gear fault
• A pulse gear with an incorrect teeth number has been fitted
• One or more teeth have corroded
• Teeth have been joined by corrosion residues
• A wheel bearing is defective
• If the detected speed of a wheel deviates considerably (at least 6 km/h). The fault is not set
immediately, as the control unit attempts to compensate for speed deviations caused by
different tyre pressures.
• Visual inspection as to whether one of the above error causes applies. On some models, this is
not possible due to the design.
• Check of the signal level of the wheel speed sensor with the oscilloscope. If a wheel is turned
with even speed, missing or defective teeth can be detected on the oscilloscope.
Note
• Manufacturing tolerances and tyre pressure differences cannot cause this fault
DSC switched to passive

If this fault is detected, the DSC switches off immediately.
17
This is intended to prevent that the traction control system suddenly brakes the vehicle in the case of
extreme (intended) fast starts or loss of wheel speed sensors.
The DSC becomes active again when all 4 wheels are moving slower than 2.75 km/h.
• Fast start with extreme tyre slip directly after ignition on
• Front wheel speed sensors have been incorrectly fitted or have fallen out, which means that
they do not register a speed signal from the impulse wheels
The fault is set if the following situation occurs for at least 0.2 seconds directly after the initialisation
phase:
• Wheel speed of the front wheels is less than 10 km/h
• Wheel speed of the rear wheels at least 20 km/h greater than the wheel speed of the front
wheels
Check that the front wheel speed sensors have been installed correctly
Wheel speed sensor transmits implausible

signals or no signals
The control unit for traction control (CU) monitors the signals of the wheel speed sensors (RDF) to
ensure they are present and plausible.
• Electromagnetic irradiation
• Wheel blocks briefly on driving off (e.g. brake disc frozen solid when driving off on ice)
• Changed air gap between RDF head and impulse wheel
• Sensor head contaminated by metal filings
• Moisture has entered RDF
• Cable defective
• RDF defective
• CU defective
• Implausible speed signal
• Missing speed signal
• Visual inspection (cables and fitting): Check RDF and supply lines for correct installation and
damage.
• Visual inspection (sensor head): Remove RDF and check whether the sensor head is damaged
or soiled.
• Check of wiring: Check the supply and signal wires between RDF and CU.
The following checks only make sense if there are faults:
Caution: If there is a break in wiring to an RDF, the CU interrupts the power supply to the
corresponding RDF. Prior to a check of the signal or voltage supply, there must therefore be a check
of the electric wires.
• Check of the signal voltage:
Signal voltage OK: continue troubleshooting
Signal voltage not OK: replace RDF
18
• Check of the voltage supply:
Voltage supply OK: replace RDF
Voltage supply not OK: continue troubleshooting
• Check of the internal resistance in the CU:
Internal resistance OK: replace RDF
Internal resistance not OK: Replace CU
Note
• The CU detects a disconnected RDF and interrupts the power supply
• CU replacement, see Service functions
Pressure sensor test via precharge pump

Following each reset of the control unit for traction control, a precharge pump test is carried out. Here,
the precharge pump is briefly activated if the following conditions are met simultaneously.
• v > 30 km/h
• Engine rpm > 2000 rpm
• Engine torque > 100 Nm
• Brake-fluid level too low
• Brake-light switch incorrectly set
• Air in the hydraulic control unit or between the hydraulic control unit and master brake
cylinder
• Pressure sensor defective
• Incorrect electrical connection of precharge pump
• Precharge pump defective
• If the pressure sensor does not detect a rise in pressure during activation of the precharge
pump, the fault is entered.
• Check brake-fluid level
• Check setting of the brake-light switch: If the brake pressure is greater than 2 bar when the
brake-light switch is activated, the brake-light switch needs setting. Brake pressure and change
in status of the brake-light switch, see Control unit functions
• Ventilate DSC hydraulics (see Service functions)
• Switch off the ignition for approx. 10 seconds and then trigger a precharge pump test (perform
a test drive under the above conditions)
• Read out defect code memory
Fault currently not present: the system is OK.
Fault currently not present: with engine running, press the brake pedal with maximum force.
If a brake pressure of less than 80 bar is displayed (service functions), the pressure sensor has
to be replaced.
If the brake pressure displayed is greater than 80 bar (service functions), the fault lies in the
area of the precharge pump. There must be a check as to whether the connections of the
precharge pump have been confused. If the precharge pump has been correctly connected, then
the supply rate of the precharge pump is to low. It must be renewed.
Note
• Precharge pump replacement, see Service functions <Ventilation DSC Hydraulics>
19
Brake-light switch plausibility / pressure sensor
zero deviation
The control unit for traction control checks the brake-light switch via the pressure sensor.
• Brake-light switch incorrectly set
• Pressure sensor defective
• Cables between the pressure sensor and control unit for traction control are defective
The fault is entered if the brake-light switch transmits no signal with a brake pressure greater than
15 bar.
• Slowly press the brake pedal with the engine running until the brake-light switch is activated
and observe the brake pressure while doing so. Display of the brake pressure and status of
brake-light switch, see Control unit functions
• If the brake pressure is greater than 2 bar, the brake-light switch must be adjusted.
If this does not succeed, the pressure sensor must be replaced.
• If the brake pressure is less than 2 bar, the cable between the pressure sensor and control unit
for traction control must be checked.
If no fault is found in the wiring harness, you must contact the BMW hotline to find out how to
proceed.
• Concluding test:
Erase fault memory and carry out the following operation 3 times:
Slowly press the brake pedal with the engine running to shortly before the position where the
brake-light switch is activated Hold the brake pedal in this position for 2 seconds.
If fault 69 Brake-light switch Plausibility and/or 72 Pressure sensor Zero deviation is then
entered, you must contact the BMW hotline to find out how to proceed.
Note
• Which of these two faults is entered depends on the causes stated and also on circumstances
such as speed of pressing the brake pedal.
Precharge pump
The precharge pump is activated via the precharge pump positive relay and the precharge pump
negative relay integrated in the control unit for traction control.
• The voltage supply for the precharge pump positive relay is interrupted (fuse, connector, cable)
• The ground connection for the precharge pump negative relay is interrupted
• Cables between the control unit for traction control and precharge pump are defective
• One relay or both relays are defective
• The precharge pump is defective
• The electrical supply of the precharge pump is monitored continuously.
20
• Check of the power supply of the precharge pump positive relay (pin 2, terminal 30)
• Check of the ground connection of the precharge pump negative relay (pin 1)
• Check of the cables between the control unit for traction control and precharge pump.
• Attach the adapter between the control unit for traction control and precharge pump and
activate the precharge pump via the service functions.
If there is no voltage (vehicle voltage) on activation, the control unit for traction control must
be replaced.
If there is voltage (vehicle voltage) on activation, the precharge pump must be replaced.
Note
• Precharge pump replacement, see Service functions/Ventilation DSC Hydraulics
Return-pump fault
The return pump is activated via the engine relay.
With this fault, the DSC indicator lamp, the ABS indicator lamp and the general brake warning light
(red) are on.
All traction control functions are disabled and only the conventional brake remains available.
• The voltage supply for the engine relay is interrupted (fuse, connector, cable)
• The ground connection is interrupted
• The engine relay is defective
• The return pump is defective
• The return pump is activated briefly on moving off and monitored for faults.
• Check of the power supply of the engine relay (pin 2, terminal 30)
• Check of the ground connection (pin 1)
• Remove the control unit for traction control and supply current directly to the return pump via
the two spring wiping contacts.
Important!Use terminals suitable for high starting current (approx. 50 A)
If the return pump starts up, the engine relay is defective and the control unit for traction
control must be replaced.
If the return pump does not start up, the return pump is defective and the hydraulic control unit
must be replaced.
Note
• The engine relay is integrated in the control unit for traction control.
Steering angle sensor

General
In order to function, the DSC system requires the overall steering wheel angle. The overall steering
wheel angle is measured by the steering angle sensor. As the software could not be accommodated on
21
the DSC control unit for reasons of processor capacity, a separate control unit with its own fault
memory has been developed.
Arrangement in vehicle
The steering angle sensor is mounted on the steering shaft.
Operating principle
The steering-angle sensor has two potentiometers offset by 90°. The steering-wheel angle determined
by these two potentiometers covers one full steering-wheel turn; each of these values is repeated after
+/- 180°. The steering angle sensor knows this and counts the steering-wheel revolutions accordingly.
The overall steering wheel angle is thus made up of the current steering wheel angle together with the
number of steering wheel rotations. In order that the overall steering wheel angle is available at any
time, uninterrupted detection of all steering wheel movements - even when the vehicle is stationary - is
required. In order to achieve this, the steering angle sensor is permanently supplied with power from
Terminal 30.This means that steering-wheel movements are also detected with ”ignition off”. The
steering angle detected by the potentiometers remains available even after interruptions to the power
supply; the number of steering wheel revolutions, however, is not. In order that the steering angle
sensor remains functional after power supply interruptions, software that calculates the number of
steering wheel rotations on the basis of the speed of rotation of the road wheels (and, on some models,
the steering wheel being turned from lock to lock) has been integrated. This process is referred to as
initialization or imposition. If imposition does not succeed by the time a speed of approx. 20 km/h is
reached from a standing start, the DSC is switched to passive mode, the DSC warning lamp comes on,
and a fault is recorded on the DSC control unit. The imposition process is performed whenever the
ignition is switched on if the number of steering wheel revolutions is not available. Four-wheel drive
vehicles are an exception to this rule: The DSC system is immediately switched to passive mode and a
fault entered in the DSC control unit memory if there has been an interruption in the power supply to
the steering angle sensor. In contrast with conventional-drive vehicles, the imposition process is then
not aborted on reaching a specific road speed, but rather continued until the DSC is receiving correct
steering angle data. At that point, the DSC warning light goes out and the DSC is operational again. In
both cases, there is no fault recorded on the steering angle sensor. As an additional safety measure, the
DSC control unit calculates the steering angle on the basis of the speed of the road wheels and
compares it with the information supplied by the steering angle sensor. This plausibility check
prevents the vehicle operating on the basis of incorrect calibration. An incorrect zero position can
result from incorrect calibration or alteration of the steering geometry as a result of damage or repairs.
Another safety factor is precise assignment of sensor to vehicle. During calibration, the VIN number is
stored in the EEPROM and then compared with the VIN number received from the instrument cluster
whenever the ignition is switched on.
Replacing the steering-angle sensor
After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.
Encoding
In order to perform its internal calculations, the steering angle sensor requires model-specific data
which has to be loaded onto it by means of coding.
Calibration
Calibration permanently stores the current steering wheel position as the straight-ahead position in the
steering angle sensor EEPROM. Therefore, the front wheels and the steering wheel must be set exactly
to the straight-ahead position before calibration. In addition, the vehicle identification number is also
read from the instrument cluster and stored permanently in the steering angle sensor EEPROM. On
successful completion of calibration, the steering angle sensor fault memory is automatically cleared.
Calibration must always be carried out after the following operations:
• Replacement of the steering-angle sensor
• Replacement of the DSC control unit
• Adjustment work on the steering-angle geometry
22
• Any work on the steering or front suspension
Voltage supply
The steering angle sensor is permanently supplied with power from Terminal 30 which also has its
own fuse. In addition, the steering angle sensor also receives a power supply from Terminal 87 or,
depending on model, from Terminal 15. This supply is brought via a different fuse.
Frequency counter:
• When a fault is detected after ”ignition off” the frequency counter is incremented upwards by ”1”. The
maximum value is ”31”.
• If the fault no longer occurs during the next trip, the frequency counter is reduced by ”1”. The
minimum value is ”0”.
29 Steering angle implausible

• Faulty calibration
• Vehicle track maladjusted
• Incorrectly coded
• The steering-angle sensor can be twisted on the steering column
• The DSC continuously checks internally whether the values measured by the sensors are
plausible. If the steering angle does not match up to the other values, the fault is entered in the
DSC.
Read out the fault code memory of the steering-angle sensor If the causes of the fault mentioned above
are present, a fault must also have been entered in the steering-angle sensor.
If the check results in nothing unusual and the fault was only entered once, the fault can be ignored.
Otherwise, extreme driving situations can also cause this fault entry.
Examples of extreme driving situations:
• Towing with raised front or rear axle with ignition switched on
• Driving at high speed and strong cross-wind
• Straight-ahead driving with submerged wheels, e.g. in deep snow or mud
• Skidding with steering wheel not held
Steering-angle sensor CAN

• CAN BUS defective
• The steering-angle sensor is not supplied via terminal 15 or 87
• The steering-angle sensor is not supplied via terminal 30
• Steering-angle sensor defective (the steering-angle sensor must not be replaced without
diagnosis beforehand)
• The DSC control unit is not receiving any CAN messages from the steering-angle sensor or the
messages are faulty
• Read out the fault code memory of the steering-angle sensor
23
• Check CAN BUS
• Check the power supply (terminal 30 and terminal 15 or 87) of the steering-angle sensor In the
test module B3714_00001 under (steering-angle sensor/supply) there is an interruption counter
for terminal 30.
Note:
• Wire tests and checks for loose contacts are possible via ”Pre-set measurements”.
• If the steering-angle sensor is not supplied via terminals 15 or 87, no diagnosis is possible.
Steering angle sensor does not transmit a

complete steering angle
• The steering-angle sensor is not supplied via terminal 30
• If the steering-angle sensor has no power supply via terminal 30, it must determine the current
steering-wheel position via parameters after each ignition on. If this fails, the fault entry is
made.
• Read out the fault code memory of the steering-angle sensor
• Check the power supply (terminal 30) of the steering-angle sensor In the test module
B3714_00001 under (steering-angle sensor/supply) there is an interruption counter for terminal
30.
Note:
5A Brief power supply interruption

• The power supply of the steering-angle sensor via terminal 30 is interrupted or was briefly
interrupted.
• On 4WD vehicles, if the DSC has not been provided with a current steering-wheel position
after ignition on, the DSC becomes inactive, the ABS, DSC and the general brake warning
lamps light up permanently and the fault is entered.
If the steering-angle sensor was able to determine the current steering-wheel position with
parameters, the DSC becomes active and the warning lamps go out. However, the fault code
memory entry is retained.
• If the fault is not current and has not occurred a number of times, it can be ignored.
24
• If the DSC outputs this fault following a power supply interruption, turning the steering wheel
from stop to stop or brief straight-ahead driving (approx. 50 metres) enables the steering-angle
sensor to determine its current steering position.
• If the warning lamps light up after every ignition on or the fault has occurred a number of
times, the troubleshooting in the steering-angle sensor must be continued.
Checking the power supply (terminal 30) of the steering-angle sensor In test module
B3714_00001 at (steering-angle sensor/supply), there is an interruption counter for terminal 30.
Note:
DSC cannot transmit/receive at the CAN

• The CAN bus is defective (interruption, short circuit, plug-in connection)
• Another control unit on the CAN is causing this fault entry.
• The CAN module in the control unit for traction control is defective
• The control unit for traction control continuously monitors whether transmission and reception
are possible on the bus. If this is not possible several times in succession or permanently, this
fault is set.
• Check of the fault code memories of other control units as to whether the faults entered there
indicate a certain control unit or the CAN.
• Check of the bus lines
• If the CAN and the other control units are OK, the control unit for traction control must be
replaced.
Note
01 supply (terminal 30)

• Supply (terminal 30) in the wiring harness interrupted
• Internal supply in the steering-angle sensor interrupted
• After ignition on, there is a check as to whether terminal 30 is on, and if this is not the case the
interruption counter is incremented upwards by one per ignition start. If the interruption
counter reaches a value specified by the coding data (approx. 250), a fault entry is made.
• With some software versions, a correct reset of the RAM memory is not always possible in the
case of power supply interruptions, which means that the fault is entered incorrectly.
• Switch the ignition on/off and in doing so observe the terminal 30 interruption counter
• Interruption counter increases: the positive supply is interrupted either in the wiring harness or
in the steering-angle sensor:
25
Repair the wiring harness (cable, fuse, connector) or replace the steering-angle sensor, as
required
• Interruption counter does not increase: the positive supply was either sporadically interrupted
due to a loose contact or the fault was entered because of a power supply interruption:
Rectify the loose contact or ignore the fault
Note:
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
05 Internal fault (EEPROM)

• Terminal 30 not activated
• Memory cell defective
• EMC scatter
• On ignition off, data is written in the EEPROM area.
• With ignition on, the data in the memory is checked. In the case of implausibility of the
EEPROM data, this fault entry is made.
• If there is no power supply via terminal 30, it can occur that the data transmission cannot be
performed completely.
• If memory cells are defective, implausibilities can result.
• Note: This fault is frequently a secondary fault when terminal 30 was interrupted.
• Check power supply to terminal 30
• Erase fault code memory, switch ignition off/on and check whether the fault is entered again
• Yes: replace steering-angle sensor
• No: ignore fault, as it is likely that EMC scatter or a temporary power supply interruption was
the cause
Note:
07 Internal fault (ROM)

• The memory content of the CPU data is checked for plausibility. If the ROM data indicates
implausibility, a fault entry is made.
• Replace steering-angle sensor
Note:
26
08 Internal fault (RAM)

• The memory content of the CPU data is checked for plausibility. If the RAM data indicates
implausibility, a fault entry is made.
• No: ignore fault, as it is likely that EMC scatter was the cause
Note:
0F Internal fault (stack)

• The memory content of the CPU data is checked for plausibility. If an implausibility is
indicated, a fault entry is made.
• No: ignore fault, as it is likely that EMC scatter was the cause
Note:
02 Sensor current outside tolerance

• The internal sensor current at the wipers is outside the tolerance, caused for example by faults
on the wiper path.
27
•
Note:
03 Wiper fault (normal operation)

• Deviation of the 90° offset of the two wipers, caused for example by faults on the wiper path.
• in the case of fault recognition in normal operation
Note:
04 Wiper fault (calibration mode)

• Deviation of the 90° offset of the two wipers, caused for example by faults on the wiper path.
• In the case of fault recognition during calibration mode
Note:
06 Internal fault (A/D converter)

• Implausible signals due to a defective A/D converter
•
28
Note:
0D Steering speed implausible

• Faults on the wiper path
• Wiper arm defective
• If the steering-angle speed exceeds a specified value, the fault entry is made. This condition
can not be met by excessively fast steering wheel movements which, for example, occur if the
front tyres bump into obstacles.
Note:
0E Steering angle implausible

• Faulty calibration
• Vehicle track maladjusted
• Incorrectly coded
• The steering-angle sensor can be twisted on the steering column
• If the total steering angle exceeds a specified value, the fault entry is made. The total steering
angle is specified on coding.
If other faults are entered for the steering-angle sensor, these must be dealt with beforehand.
Check whether the steering-angle display is supplying plausible values, i.e. with straight-ahead setting
of the front wheels, the steering-angle display must show 0° and when the steering wheel is turned
from stop to stop it must output the same maximum values.
If the check results in nothing unusual and the fault was only entered once, the fault can be ignored.
Otherwise, the following tasks must be performed:
• Check the mounting of the steering-angle sensor on the steering column
• Code and calibrate the steering-angle sensor
• Move the steering wheel from stop to stop and then into a straight-ahead setting
Switch off ignition and switch on again
Read out the fault code memory of the steering-angle sensor
If the steering-angle sensor is OK, there must now be no fault entered and the steering-angle
display must be showing a plausible steering angle.
Note:
29
• On calibration, the fault code memory in the steering-angle sensor is automatically deleted.
0B Allocation sensor/vehicle incorrect or not

present
• Faulty or missing calibration
• Faulty coding of the steering-angle sensor
• Missing or faulty coding of the instrument cluster
• After ignition on, the vehicle identification number stored in the steering-angle sensor is
compared to that stored in the instrument cluster. If the comparison fails, a fault entry is made.
• Has the instrument cluster been replaced?
• Yes: code the instrument cluster
• No: code the steering-angle sensor and calibrate using the ABS/DSC diagnostic program
Note:
• The vehicle identification number is stored in the steering-angle sensor during the calibration.
• The vehicle identification number is stored in the instrument cluster during coding.
0A CAN status incorrect

• DME/DDE control unit
• The DME/DDE control unit is transmitting an incorrect CAN status (the steering-angle sensor
is free of faults).
• Continue troubleshooting on the DME/DDE control unit.
0C CAN BUS OFF

• The data transmission on the CAN bus is disrupted.
• The CAN status is monitored continuously. Continuing CAN bus disturbances lead to the status
BUS OFF. After the fault has been rectified, the latent heat accumulator becomes active again
of its own accord.
• Have similar faults been entered in other control units?
30
• Yes: repair CAN
• No: if the fault has been entered a number of times, the steering-angle sensor must be replaced;
otherwise, ignore the fault.
Note:
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46
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50
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56
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58
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Intake Air Temperature Sensor DDE 4.0
The intake air temperature sensor is integrated in the air mass meter and measures the temperature
of the fresh air drawn in by the engine.
The intake air temperature serves as a measurement variable for the following functions:
 Injection rate control
 Rail pressure control
 EGR control
 Charge-air-pressure control
 Preheater time control
Function
The DDE control unit supplies the intake air temperature sensors with voltage and ground as follows:
 U_HR, battery voltage
 U_HFM, supply voltage 5 V
 M_HFM, ground
Depending on the air temperature, the intake air temperature sensor returns a measurement voltage
via the A_TANS signal to the DDE control unit.
Troubleshooting
Fault code 0110 ”intake air temperature sensor” is stored if the mass air flow sensor is defective and a
substitute value is used in the DDE control unit.

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64

LWR

65

66

67
68
69
70
71
72
73
74
Independent park heating/auxiliary heating
with/without telestart
Independent park heating/auxiliary heating with/without telestart
Functions
Independent park heating mode is activated by way of preprogramming at the multi-
information display, on-board monitor or via telestart (remote control of independent park
heating) and heats up the engine and interior compartment.
Additional heater
The functions telestart, preprogramming and operation via MID or on-board monitor are not
available if the independent park heater/auxiliary heater is programmed to auxiliary heater.
Auxiliary heating mode is started by the heating/air conditioning control unit if heating is
required by the heating/air conditioning system or when the engine is cold and is controlled,
among other things, also by the independent park heater/auxiliary heater. The coolant
temperature is registered and evaluated by a temperature sensor in the independent park
heater/auxiliary heater and the Y-controlled variable in the heating/air conditioning control
unit. Auxiliary heating mode is not indicated in the on-board monitor or MID.
Switch-on conditions for the auxiliary heater on the M47, M51, M57 and M67
• IHKA E38 - Engine running at coolant temperature <=70°C, no undervoltage cutout,

no fault in auxiliary heater and fault interlock
• IHR E39 - Engine running at coolant temperature <=70°C, no undervoltage cutout, no

fault in auxiliary heater and fault interlock
• IHKA/R E39 with K-bus - terminal 61, Y>=100%, outside temperature <=10°C,
blower ON, no undervoltage cutout, no fault in auxiliary heater and fault interlock
• IHKA/R E39 without K-bus - terminal 61, Y>=50%, outside temperature <=10°C,
blower ON, no undervoltage cutout, no fault in auxiliary heater and fault interlock
• HS E46 - Engine speed >500 rpm, Y>=50%, blower ON
• IHKA E46 - Engine speed >500 rpm, Y>=50%, blower ON
The independent park heater/auxiliary heater (Webasto) features its own control unit.
The independent park heating/auxiliary heating is activated by the heating/air conditioning

control unit by means of a wake-up line or a telegram via the K-bus. The independent park
heater/auxiliary heater control unit sends a feedback via the independent park heating
feedback line or a telegram on the K-bus to the heating/air conditioning control unit
indicating whether the auxiliary park heater has switched on.
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Heating of the coolant temperature sensor for the DME/DDE (digital motor electronics,
digital diesel electronics) by the independent ark heating system must be avoided in park
heating mode. In order to avoid falsification of the engine temperature for the DME/DDE, the
water circuit is disconnected by a shut-off valve in the area of the coolant temperature sensor .
Shut-off valve
Whether a shut-off valve is installed depends on the type of engine.
The radio remote control function makes it possible to start the independent heating from a
distance of up to 400 m.
Telestart
The range may be restricted from closed rooms. When operating, the hand-held transmitter
should be held with the antenna pointing upward.
The start procedure is initiated by pressing the left-hand rocker switch. The LED at the top
edge of the hand-held transmitter indicates that the start signal has been sent (flashes max. 30
minutes = running time of independent park heating system).
Initialization of hand-held transmitter for telestart:
If a new telestart receiver is installed, the two hand-held transmitters must be re-initialised.
• Interrupt the current supply to the telestart receiver for about 10 seconds by pulling the
fuse as shown in the wiring diagram
• Re-insert the fuse and within the next 3 seconds, briefly press the OFF switch on the
hand-held transmitter.
• Within the next 5 seconds, briefly press the ON switch on the hand-held transmitter.
• The remote control unit is operational after a further 3 seconds.
• Briefly press the OFF switch on the hand-held transmitter. The verification LED stops
flashing.
• Finally, carry a functional test.
Undervoltage cutout
An adequately charged battery is the basic prerequisite for operation of the independent park
heating system . The undervoltage threshold depends on the outside temperature and is
compared with the terminal 30 voltage applied at the operating unit. If this voltage at the
operating unit drops below the calculated value, operation of the independent heater is ended.
The independent park heating function can be activated via the on-board monitor or MID in
ignition lock position 1 or via telestart or preprogramming in ignition lock position 0. Various
settings are possible dependent on the ignition lock position.
Statuses in ignition lock position 1:
• Operating unit active

• Temperature control adjustable
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• Flap program adjustable
• Blower adjustable
• Function lights ON
• Buttons for other functions not active (e.g. defrost, heated rear window, recirculated
air/AUC and air conditioning)
Statuses in ignition lock position 0:
• Operating unit not active

• Temperature control not active (water valves open)
• Blower at medium speed
• Flap position to defrost and footwell with electrical positioner drive
The shut-off valve is further placed under current during the rinsing phase and then switches
off.
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Mirror functions
The mirror functions include electric mirror adjustment, mirror heating, mirror memory (option) and
electric mirror fold-in (option).
Mirror adjustment
The mirrors are adjusted electrically by means of the peripheral modules for the driver's and passenger's
doors. The adjustment switch is located in the central switch block on the driver's door.
Switch operation is transferred via the P-bus from the switch block to the peripheral module in the door.
The door module drives the adjustment motors in the mirrors by means of semiconductor bridges.
Electric motors are installed in the mirror housing for horizontal and vertical adjustment.
Mirror Memory
If the vehicle is equipped with a seat/steering column memory the mirror positions are registered and
stored accordingly.
The seat/steering column memory features its own peripheral module (its own diagnosis program) which
is linked via the P-bus to the general module of the ZKE. The positions for the seat and steering column
are registered and stored in this peripheral module.
Parallel to this, the mirror positions are stored in the peripheral modules of the doors (door modules).
The mirror positions are detected by means of potentiometers which are installed on the mirror drive.
Memory mode is operated by means of the memory switch which is linked by four lines to the peripheral
module for the driver's door. Button operation is transferred via the P-bus to the general module.
The mirror, seat and steering column positions are stored as of terminal R. After pressing, the red memory
button lights for max. 7 seconds. If one of the memory buttons (1, 2 or 3) is pressed during this time, the
current positions are stored in the selected memory slot.
A stored position can be called up at any time. The function is, however, deactivated 16 minutes after
switching off the ignition until terminal R is switched on again or until a signal change takes place at a
module input (e.g. opening a door).
The positions are called up by pressing the required memory button (1, 2 or 3) until all adjustment have
been carried out. In addition, it is possible to start an automatic operating sequence by briefly striking the
button. This ”single-strike mode” is possible when:
• The driver's door is open and ignition lock is in position 0
• The ignition lock is in position 1 (terminal R ON only)
Mirror Heating
Mirror heating is controlled by the peripheral modules in the doors. The heating function is active as of
terminal 15 (ignition lock position 2). The activation time is dependent on the outside temperature.
The general module receives the outside temperature from the IKE via the K-bus and determines a cycle
time for heating operation. This time is transferred to the peripheral modules where it is carried out.
Heating is no longer active at an outside temperature greater than 25 oC and it is switched on permanently
at a temperature lower than -10 oC.
Folding In Mirrors
The electric motor drive is used to fold in the outside mirrors (special option) in the opposite direction of
driving.
The button to fold in the mirrors is located in the switch block on the driver's door. The button signal is
routed via the P-bus to the peripheral modules in the doors. Depending on the position of the mirrors, they
are then folded in or out accordingly.
A microswitch is integrated in the mirrors the production vehicles that switches a ground signal to the
relevant peripheral module when a mirror is folded in or out by hand or by impact. The microswitch is
necessary as folding the mirror in or out uncouples the mirror mechanism from the fold-in motor. If a
mirror which has been mechanically uncoupled is activated by the button being pressed, the fold-in motor
will move the mirror in the fold-in direction until the microswitch registers the mirror being engaged. The
maximum activation time of the motor is 15 seconds.
Since the mirror fold-in motors block when operated, thermal overloading is possible if operated
frequently. In order to avoid overloading, a repeat lockout is provided which blocks the fold-in motors for
3 minutes after 6 operating attempts within 1 minute.
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Rabatare oglinda sofer
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Rabatare oglinda pasager
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SCAUNE ELECTRICE

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99

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INCALZIRE BANCHETE SPATE

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PERDELUTA ELECTRICA
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Park distance control (PDC)
The park distance control assists the driver when parking and manoeuvring and helps to avoid damage to the car
when parking into tight spaces or at blind spots.
The system monitors the distance between the car and an obstacle on the basis of the ultrasonic echo sounder
method.
For this purpose, there are 4 ultrasonic transducers integrated in the front and rear bumpers, thus making it possible
to monitor the area in front and behind the vehicle.
The control unit cyclically measures the distances between each transducer and any obstacle.
The distance between the car and the nearest object is signalled proportionally to the driver as he approaches it by
way of the corresponding tone generator (front or rear).The less the distance to the obstacle, the faster the tone
sequence.A distance of below 20 cm is indicated by a continuous tone.In order to distinguish between them, the
tone pitch at the front and at the rear differs.
In order to avoid a long persistent continuous tone, the acoustic signal is switched off when driving alongside a
wall.However, the distance warning is reactivated if the car continues to approach the obstacle.
The electronic control unit monitors correct operation of all ultrasonic transducers and tone generators.Deviations
from normal operation are stored in the defect code memory.
Diagnosis takes place via the I-bus.
The park distance control system basically consists of following components:
• PDC control unit
• 4 ultrasonic transducers in rear bumper
• Rear tone generator (loudspeaker)
• 4 ultrasonic transducers in front bumper
• Front tone generator (BC gong)
• PDC button
Switch-on conditions:
• Pressing the PDC button or
• Engaging reverse gear
Switch-off conditions:
• Pressing the PDC button or
• Switching off the ignition or
• After covering a distance of approx. 55 m or
• After a speed of 35 km/h has been exceeded
The rear transducers are deactivated when pulling a trailer.
The PDC receives information via the I-bus as to whether reverse gear is engaged or whether a trailer is to be
pulled.
When the system is activated, the indicator lamp in the PDC button lights up.It goes out when the system is
switched off.
If there is a fault in the system it is indicated to the driver when he attempts to activate the PDC by the indicator
lamp flashing and - when the PDC button is depressed - by a continuous tone.The system can then not be switched
on.
Components
Ultrasonic transducer
The transducers operate as transmitters and receivers.
The maximum measuring range is limited:
• Rear centre transducers: 20 - 150 cm
• Rear corner transducers: 20 - 60 cm
• Front centre transducers: 20 - 70 cm
• Front corner transducers: 20 - 60 cm
If the minimum detectable distance increases impermissibly, this situation is stored as a defect code in the defect
code memory. It may be attributed to dirt accumulation, wet conditions, ice, snow.Before starting extensive
troubleshooting, take care to ensure that the transducers are fitted correctly in their retaining fixtures and are clear
of dirt etc.
PDC button
The park distance control can be switched on and off manually with the PDC button.
When active, an indicator lamp integrated in the switch lights as a function indicator.
The lamp flashes if a transducer or tone generator is defective.
Front tone generator
The BC gong serves as the front tone generator.
It is connected to the PDC by means of a line link.
123
Rear tone generator
A loudspeaker which is driven by a certain frequency serves as the rear tone generator.
It is connected to the PDC by means of a line link.
System-related features
Despite the PDC, estimating obstacles is still the responsibility of the driver particularly when detection of
obstacles reaches the physical limits of ultrasonic measurement.
Despite optimum preconditions, system-related problems may still occur.It is possible, for instance, that a non-
existant obstacle is signalled or a real obstacle is not signalled.
In unfavourable cases, it is possible that the PDC signals a non-existant obstacle in following situations:
• During heavy rain
• In the case of extreme dirt accumulation, icing on the transducers or if they are covered with snow.
• Ground echos on rough road surfaces, grass
• In large closed rectangular rooms with smooth walls (e.g. underground car-parks)
• If the transducers are not fitted correctly in their retaining fixtures, if they are dirty or iced up
In unfavourable cases it is possible that the PDC does not detect an obstacle in following situations:
• Low obstacles with corners and sharp edges
• If the car is driven alongside a wall when parking the acoustic signal is switched off for this period of time,
also if the vehicle approaches an obstacle - located further away - at a different angle.
• If the obstacle is located exactly between two transducers.
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BMW Parts and Accessories
Installation Instructions
F 39 0105 2W
Retrofit Anti-theft Alarm System (DWA)

series-identical retrofit for
BMW 5 Series saloon and touring (E 39, E 39/2) left-hand drive
Installation time approx. 6.5 hours, which can vary according to the conditions and fittings of
the vehicle.
Retrofit/Installation Kit no.
Saloon with production date prior to 10/97 65 60 0 141 915

Saloon with production date after 10/97 to 09/01 65 60 0 021 519
touring with production date prior to 10/97 65 60 0 141 916
touring with production date after 10/97 to 09/01 65 60 0 026 669
Retrofit/Installation Kit no. 65 60 0 021 519 Date: 08.2001

Installation Instructions no. 01 29 0 021 520
128
Antitheft Alarm System (DWA)
The antitheft alarm system (DWA) monitors the doors and lids as well as the ignition lock, the
vehicle tilt and the vehicle interior.
An acoustic and visual alarm is triggered in the event of alarm.
The DWA is controlled by the general module.
Operation
The antitheft alarm system is activated automatically when the vehicle is arrested. (Arrest =
Switch off ignition, open and close driver's door, lock vehicle via lock cylinder or remote
control.)
The coding data determines whether the DWA is armed and disarmed via the remote control
only or by means of remote control and the lock cylinder.
If the antitheft alarm system (DWA) is only to be operated by way of remote control, an alarm
is triggered when the vehicle is unlocked via the door lock.
The inputs are monitored after arming and a waiting period of approx. 3 seconds. This waiting
time makes it possible, for example, to close a door shortly after arming the antitheft alarm
system (DWA).
The status LED flashes for 10 seconds if one or several input signals are not in rest setting
(e.g. door open) after arming. A switch which is not in rest position is not included in the
monitoring function.
If the DWA is again armed within 10 seconds of being armed, the tilt sensor and the remote
interior protection (remote interior protection as of 9/95) in the basic module are masked
(special mode for inclined garages or motorail trains).
The ”DWA armed or disarmed” status is stored in the general module independent of the
power supply. Disconnecting and reconnecting the battery does not result in the system being
disarmed.
Status LED
An LED which serves as a visual indicator signals the DWA status.
DWA LED DWA status
OFF Disarmed
Permanent rapid flashing Armed
Flashes for 10 seconds followed by Input not in rest status
permanent rapid flashing
Lights for 1 second followed by Subsequent arming (= Tilt sensor and remote
permanent rapid flashing interior protection are deactivated)
Flashes for 5 minutes followed by Alarm triggering
permanent rapid flashing
10 minutes steady light, then OFF Emergency disarming
Flashes for 10 seconds then OFF Disarming after alarm
Additional signalling
Additional signalling during arming and disarming can be encoded (country-specific)
DWA status Hazard warning lights acknowledgment Horn acknowledgment
Arming Warning flash once 1 short tone signal
Disarming Warning flash twice 2 short tone signals
129
Radio interior protection (FIS) from 9/95 to 9/98, E39 touring to 3/98
From 9/95 to 9/98 (E39 touring to 3/98) a radio interior protection facility (FIS) was installed
instead of the window monitor with glass break detection.
The radio remote interior protection monitors the vehicle interior using ultrasonic radio
waves. A body moving in the vehicle changes the reflection of the radio waves. The radio
remote interior protection facility triggers an alarm.
The radio remote interior protect module is installed in the roof headlining. The housing
features ribs which direct the radio waves in a certain direction. This ensures that the sensing
range of the radio waves is limited to the vehicle interior. For this reason, the installation
direction of the module is predefined.
Different versions of the radio remote interior protection module are adapted for the different
vehicle models. The different versions can be identified by means of the labelling on the
housing and part number.
On series E39 touring models two radio remote interior protection modules are installed. The
front module monitors the passenger compartment, the rear the luggage compartment. Both
modules are installed under the roof headlining.
After arming the antitheft alarm system, radio remote interior protection is activated by the
general module after a delay of 30 seconds. The radio remote interior protection system is not
activated or deactivated under following conditions:
x Vehicle door, boot lid/tailgate or rear window (E39 touring) open
x Convenient opening for window or sunroof active
x Boot lid is opened by remote control with DWA armed
x Emergency arming of DWA active
The radio remote interior protection is again activated after a delay of 30 seconds, if the
conditions for switching off are no longer present.
To eliminate the risk of the system triggering incorrectly due to the radio remote interior
protection under certain conditions (e.g. motorail trains of ship transport), the radio remote
interior protection can be masked in the basic module when the DWA is armed. This is done
by arming the DWA a second time within the space of 10 seconds (lock the vehicle twice via
the lock cylinder or the radio key). The tilt sensor is also deactivated. The status LED
indicates that deactivation has taken place by lighting briefly.
Ultrasonic interior protection (USIS) from 9/98, E39 touring from 3/98
As from 9/98 (E39 touring 3/98) an ultrasonic interior protection system will be used instead
of radio interior protection. In this case, the interior is monitored by means of sound waves.
Two pairs of ultrasonic sensors (receiver and transmitter), the ultrasonic module (installed in
the same location as the radio module) monitors the vehicle interior. Any movements in the
vehicle interior are detected by the changes in sound reflection (echo).
Boot lid/rear window open

If the boot lid/tailgate or rear window (E39 touring) are opened with the antitheft system
armed, the boot lid/tailgate/rear window contact, radio interior protection system and the tilt
sensor are blanked out in the control unit. In this case, a signal exchange does not result in the
alarm being triggered.
An alarm is also not triggered when the boot lid/tailgate is unlocked with the vehicle key.
The blanked out signals are reactivated 30 seconds after closing the boot lid/tailgate or rear
window.
Alarm triggering
The alarm is triggered by the general module. The following acoustic signal generators are
used:
x up to 9/95: A horn
x as of 9/95: an emergency siren
The acoustic signal generator is driven for 30 seconds in the case of alarm. The alarm is
interrupted immediately when the antitheft alarm system (DWA) is disarmed.
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The signal generator can be coded to permanent tone or intermittent tone country-specific.
At the same time as the acoustic signal, and optical alarm is also triggered for about 5
minutes. The lights are switched on via the light module. The general module informs the
light module via the K-bus and I-bus what lights are to be switched on.
The lights which are to be activated as part of the visual alarm are coded country-specific in
the general module.
Emergency current siren

As of 9/95 an emergency siren is installed instead of the alarm horn.
In contrast to the alarm horn, electronic circuitry and a rechargeable battery are integrated in
the emergency current siren. The emergency current siren can therefore be activated
independent of the vehicle power supply system.
The emergency current siren is primed and deactivated via a line (connector X253 Pin 20)
(the same line also activates and deactivates the tilt sensor and remote interior protection
facility). The general module informs the emergency current siren via another line that an
alarm has been triggered (same line as for horn, connector X254, Pin 17). With the emergency
current siren primed, an alarm can still be triggered when the siren is disconnected from the
vehicle electrical system or the vehicle battery is disconnected.
A differentiation is made between two basic versions of the emergency current siren for US
and ECE operation. The ECE version can be used for both permanent tone as well as for
intermittent tone operation. The mode of operation is coded automatically by means of the
general module. When an alarm is triggered, the general module informs the emergency
current siren of the coded mode of operation. This is stored in the siren so that the specified
mode of operation is maintained even in the event of the siren triggering of its own accord.
When the general module is recoded, the mode stored in the siren is also changed the next
time the alarm is triggered.
Emergency disarming
It may be possible that the antitheft alarm system (DWA) can no longer be disarmed in the
event of the remote control or central locking systems failing. In this case, the DWA must be
disarmed, however, this procedure triggers an alarm.
Procedure:
x Unlock driver's door mechanically and open, an alarm is triggered, the status LED
flashes.
x Close all doors, the boot lid/tailgate and the bonnet. Also close the windows on
vehicles with window monitoring.
x Switch ignition lock from position 0 to position 1 (terminal R ON), the status LED
lights.
x The system is disarmed after a waiting time of 10 minutes has elapsed, the status LED
goes out.
The emergency disarming procedure is terminated if a door is opened or the ignition lock
position changed during this waiting period.
Emergency disarming is restarted when, after closing the door, the ignition lock is switched
from ”0” to ”1”.
Immobilization and starter interlock (without EWS)

On vehicles without EWS (electronic immobilizer), the immobilization and starter interlock
functions are carried out by the general module when the vehicle is arrested.
The immobilization function is provided by a line from the general module to the DME
control unit. The DME is partly deactivated when the vehicle is arrested.
A second line leads from the general module to a starter interlock relay. This relay switches
terminal 50 from the ignition lock to the starter. The engine can only be started when the
vehicle is released and disarmed and terminal 15 is switched on.
As of 1/95, the EWS system undertakes these functions.
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1. Preparatory work
TIS AW-Nr.
Carry out short test
Disconnect negative terminal of the battery Deconectare baterie 12 00...
The following components should be dismantled first:

Glove box Torpedo 51 16 360
Micro-filter housing, right Carcasa filtru polen dreapta
Cover of the E box Capac calculator motor
Roof liner Plafon 51 44 001 or 51 44 011
Rear seat bench and back Bancheta si spatar spate 52 24 005
Trim of closing panel, boot Trim portbagaj plastic negru 51 46 050
Inner sill skirt, right Trimuri laterale interioare dreapta 51 47 00 or 51 47 030
Trim panels in boot on left and right Laterare portbagaj interior
Right rear wheel Roata spate dreapta 36 10 300
Trim panel of wheel arch, right rear Plastic roata spate dreapta
Retrofit/Installation Kit no. 65 60 0 021 519 Date: 07.2000 EN/21

132
2. Installation and cabling diagram
3 4 5
6
1 9
8
F 39 0106 2W
Key
1 Contact, engine compartment
2 Body electronics control module
3 Cable set
4 Siren
5 Fuse holder
6 Connection, earth
7 Tilt-alarm sensor
8 Inside rear-view mirror
9 Ultrasound module

133
3. Connection overview of the anti-theft alarm system (DWA) cable set
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32
F la siguranta 48 portbagaj
mufa langa
E1 mufa
filtrul polen K1
stanga
E sirena
E2 K2
K3 G pin de minus
D1 K K4 portbagaj
GM3 D2
(x253 - 5, 8, 2, 19, 20) D3 J
D4 mufa senzor ultrasunete
D5
GM3 (x254 -17) C
LCM3 (x10117 - 39) B I1
I2 I
I3 H
I4 6
I5
A mufa oglinda retrovizoare
1
mufa senzor miscare portbagaj

tablou sigurante bord (pinii 3, 1, 9, 10, 8)
F 39 0107 2W
(siguranta 21)
Cable colour/ Code designation/

Item Designation Signal Connection point in vehicle
cross-section plug-in place
A Twin-lead terminal Terminal 15 GN/WS At fuse holder Fuse plug-in
0.35 mm2 place F21
B Blade terminal contact Reversing BL/GE At light module A3 54-pole black
light 0.35 mm2 connector
X10117, PIN 39
C Annular contact Siren SW/BL At body electronics control module A1 18-pole black
0.50 mm2 connector X254,
PIN 17
D1 Blade terminal contact Ultrasound SW/GE At body electronics control module A1 26-pole black
module 0.50 mm2 connector X253,
PIN 5
D2 Blade terminal contact Tilt alarm SW/BL At body electronics control module A1 26-pole black
sensor 0.5 mm2 connector X253,
PIN 8
D3 Blade terminal contact Bonnet VI/GN At body electronics control module A1 26-pole black
PIN 2
D4 Blade terminal contact Diode GR/SW/GE At body electronics control module A1 26-pole black
PIN 19
D5 Blade terminal contact Tilt alarm SW/RT At body electronics control module A1 26-pole black
Connector/contact, sensor 0.5 mm2 connector X253,
bonnet PIN 20
Blade terminal contact

134
3. Connection overview of the anti-theft alarm system (DWA) cable set
Cable colour/ Code designation/

Item Designation Signal Connection point in vehicle
cross-section plug-in place
E Connector/contact, ________ ________ At contact, bonnet 3-pole
bonnet black
connector X161
E1 Blade terminal contact Bonnet VI/GN At contact, bonnet 3-pole
0.5 mm2 black
connector X161
PIN 3
E2 Blade terminal contact Earth BR At contact, bonnet 3-pole
0.5 mm2 black
connector X161
PIN 1
F Blade terminal contact Terminal RT/SW At fuse holder Fuse plug-in
30 0.5 mm2 place F48
G Blade terminal contact Earth BR/SW At joint connector X494
0.5 mm2
H Connector, tilt alarm ________ ________ At tilt alarm sensor 6-pole
sensor black
connector X222
I1 Blade terminal contact Terminal At interior rear-view mirror 10-pole
15 GN/WS black connector
0.5 mm2 X18246
PIN 3
I2 Blade terminal contact Reversing At interior rear-view mirror 10-pole
light BL/GE black connector
0.35 mm2 X18246
PIN 1
I3 Blade terminal contact Diode At interior rear-view mirror 10-pole
GR/SW/GE black connector
0.5 mm2 X18246
PIN 9
I4 Blade terminal contact Earth At interior rear-view mirror 10-pole
BR/SW black connector
0.35 mm2 X18246
PIN 10
I5 Blade terminal contact Terminal At interior rear-view mirror 10-pole
30 RT/SW black connector
0.35 mm2 X18246
PIN 8
J Connector, ultrasound ________ ________ At ultrasound module 4-pole
module black
connector X1582
K Connector, siren ________ ________ In wheel arch, rear right 4-pole
black
connector X372
K1 Blade terminal contact Earth BR At the siren 4-pole
0.5 mm2 black
connector X372
PIN 1
K2 Blade terminal contact Activation SW/RT At the siren 4-pole
0.5 mm2 black
connector X372
PIN 2
K3 Blade terminal contact Terminal RT/SW At the siren 4-pole
30 0.75 mm2 black
connector X372
PIN 3
K4 Blade terminal contact Siren SW/BL At the siren 4-pole
0.5 mm2 black
connector X372
PIN 4
135
4. Install DWA cable set
Remove hexagon nuts (1).

Take out fuse holder (2). Press in catch
mechanism of the fuse strip (3). Press out fuse
3 strip (3) downwards.
,,,,,,,
@@@@@@@
#######
"""""""
F 38 64 011 R
@@@@@@@
"""""""
#######
,,,,,,,
Pull out locking mechanism (1) from the fuse
strip (2).
2
"""""""
#######
,,,,,,,
@@@@@@@
Insert branch cable F, cable colour red/black, in
the fuse strip, plug-in place F48. Reassemble
"""""""
#######
,,,,,,,
@@@@@@@
fuse holder.
Insert flat-bladed fuse 5A in plug-in place F48.
,,,,,,,
@@@@@@@
#######
"""""""
,,
@@
""
##
#######
@@@@@@@
"""""""
,,,,,,, 48
1
If the fuse strip terminal 30 is not assigned,
install supplied power supply cable.
,,
@@
""
##
#######
"""""""
,,,,,,,
@@@@@@@ F 39 82 018 R
Insert branch cable (2) G, cable colour

brown/black, in the joint connector (3) X494.
Install branch cable H (1) along rear closing
panel toward the left.
3 1
2 F 39 0098 2W
Install branch cables K1-K4 (1) through the

2 grommet (2) in the wheel arch, rear right.
Pin branch cables as follows in connector X372:
Branch cable Cable colour PIN

1 K1 brown 1
K2 black/red 2
K3 red/black 3
K4 black/blue 4
Do not mix up black/red and red/black

connection cables.
F 39 0096 2W

136
Only saloons
Remove lead-through grommet (1) in the boot.
Install branch cables (3) A-E and J with the aid
of a wire (2) under the bottom of the storage tray
in the interior compartment and then behind the
glove box.
2 1
3
F 39 00109 2W
Only touring
Install branch cables (1) A-E and J along the
series wiring harness behind the glove box.
F 39 0110 2W
Install branch cable B, cable colour blue/yellow

to light module A3 (4).
2 Pull out connectors (1, 2 and 3) from light module
1 (4).
Decouple black 54-pole connector (2) X10117.
31 Insert branch cable B, cable colour blue/yellow,
in PIN 39.
Connect all connectors again onto the light
4 module A3 (4).
IIf the connection is already assigned,

connect branch cable B to PIN 39 by means of a
twin-lead terminal.
F 53 0004 2W
Going out from fuse holder (2), cut green/white

3 cable (1) of fuse F21. Provide cable ends with
socket and pin contacts and plug on to
appropriate housing (3).
1
F 39 82 120 R
137
Connect together branch cable (1) A, cable

colour green/white, with the connections (2).
2 1
F 39 0082 2W
! Vehicles with a Low body electronics control
C module must have this replaced by a High body

electronics control module.
D1-D5 Pull out and decouple 18-pole black connector
X254.
Insert branch cable C, cable colour black/blue, in
PIN 17.
Pull out and decouple 26-pole black connector

X253 1 X254 X253.
Pin branch cables D1-D5 as follows into
F 39 0111 2W connector X253:

D1 black/yellow 5
D2 black/blue 8
D3 violet/green 2
D4 grey/black/yellow 19
D5 black/red 20
Install branch cables E1 and E2 through the E

box grommet (1) into the engine compartment.
1 2 Install branch cables E1 and E2 along the front

bulkhead (2) to the support (3) for the bonnet
3 contact. Fix branch cables at suitable places with
cable straps.
E
E
1
F 39 82 029 R
138
Install branch cables I1-I5 and J along the right-

hand side A-pillar to the roof liner. Fasten branch
J cable J to the roof frame with supplied clips (1).
I1-I5
F 39 0102 2W
Install branch cables (1) I1-I5 to the inside rear-

view mirror.
In vehicles with rain sensor, tie back branch

cables I1-I2 and I4-I5. Pin branch cable I3 in this
case to the existing connector X1582, PIN 9.
Pin branch cables I1-I5 into connector X1582 as

1 follows:

I1 green/white 3
I2 blue/yellow 1
F 39 0104 2W I3 grey/black/yellow 9
I4 brown/black 10
I5 red/black 8

139
5. Install ultrasound module
Copy measurement and stick template centrally

onto the roof liner (2).
Make opening (1) with a sharp carpet knife.
1
The measurement is valid for all body
variants.
2 740
F 39 0113 2W
Note direction of installation.The arrow of the

1 upper part of the accessory frame must point in
the direction of travel.
Insert upper part of the accessory frame (1) from

above into the opening in the vehicle headlining.
F 46 0028 2W
Note direction of installation.The arrow of the

lower part of the accessory frame (2) must point
in the direction of travel.
Lock the lower accessory frame (2) into the

1 upper accessory frame (1).
Install roof liner in the vehicle again.
2
F 46 0029 2W
Note installation direction.The arrows of the

ultrasound module (1) must point in the direction
of travel.
Insert ultrasound module (1) in the cover (2).

1
2
The cover (2) has to be ordered separately to
match the interior trim and upholstery.
F 46 0030 2W
140
5. Install ultrasound module
Connect black, 4-pole connector X1582 (3) to

1 the ultrasound module (2).
Connect cover (4) to the frame (1).
F 46 0036 2W

141
6. Install and connect components of the anti-theft alarm system (DWA)
Fasten tilt alarm sensor (1) with plastic nuts (2).
2
F 39 0095 2W
Connect branch cable (1) H to tilt alarm sensor

(2).
Fix cable (3) with cable straps.
1 2
3
F 39 0100 2W
Place siren (1) on the bracket (2) whilst paying

3 attention to the locking device (3).
Fasten siren with flanged nut M6 (4).
4 1
2
F 39 82 021 R
Fasten siren (1) with plastic nuts (2).
F 39 0101 2W

142
6. Install and connect components of the anti-theft alarm system (DWA)
Connect branch cable K (1) to the siren (2).

2
1
F 39 0099 2W
Install inside rear view mirror (4) supplied with the

installation kit.
Install branch cable I (3) through the opening (2)
at the roof liner (1) to the inside rear view mirror
and connect it.
2 4 Mount the cover of the inside rear view mirror.
1
3
F 39 0097 2W
Insert contact for the bonnet (1) as shown in the

support (2) at the left microfilter housing.
Pin branch cables E1 and E2 as follows into the

connector X161:

1 3 E E1 brown 1
E2 violet/green 3
2 Connect connector X161 (3) to contact for the

bonnet (1).
F 39 82 028

143
Retrofit/Installation Kit no. 65 60 0 021 519
8.
F21 F48
bord
15A 5A portbagaj
Wiring diagram anti-theft alarm system (DWA) E 39

0,35 BRSW 0,35 RTSW X18257
maro/negru rosu/negru
10 8 X18246
A3
A22 mufa
modul lumini
oglinda
X10117
39 1 9 3 0,5 0,5
RTSW RTSW
X18246 0,5
0,35 BLGE
GNWS rosu/negru rosu/negru
0,5
Date: 07.2000
albastru/galben GRSWGE
verde/alb
gri/negru/galben
X253 X1582
19 4
A1 Modul General - GM3 A121
senzor ultrasunete
17 2 5 8 20 2 3 1
X254 X253 X1582
0,5 0,5 0,5 0,5 0,5 0,5 0,5

SWBL VIGN SWGE negru/ SWBL SWRT SWRT BR
negru/albastru violet/verde negru/galben albastru negru/rosu maro
negru/rosu
X18257
0,5 0,75
negru/ SWRT RTSW
rosu/negru
rosu
X372 X161 X1222
2 3 4 3 5 1 4 3 2
H1
Sirena S19 B28
Senzor miscare
1 X372 1 X161
X494 impamantare
EN/34
X494 X494 X494 F 39 0103 2W

Contact capota
144
8. Wiring diagram anti-theft alarm system (DWA) E 39
Key Cable colours
A1 Body electronics control module RT red

A3 Light module SW black
A22 Inside rear view mirror GN green
A121 Ultrasound module BR brown
GE yellow
B28 Tilt alarm sensor GR grey
WS white
H1 Siren
S19 Contact, bonnet
X161 3-pole, black connector

X494 Joint connector, earth
X18257 Connector, terminal 30

145
MUFA COMPARTIMENT MOTOR - langa filtrul de polen stanga
MUFA SIRENA - roata dreapta
146
MUFA GM3 - (neagra - 26 pini)
147
MUFA GM3 - (neagra - 20 pini)
148
MUFA LCM3 - (neagra - 54 pini)
149
150
MUFA OGLINDA RETROVIZOARE - (10 pini)
151
RETROFIT SERVOTRONIC

Se demonteaza caseta veche si se monteaza caseta cu servotronic
‐ pentru a se demonta caseta de directie, se ridica motorul aprox. 30 cm cu scula speciala care se monteaza
pe caroserie, se desfac conductele de servo si se colecteaza lichidul scurs, se desfac capetele de bara, se
desfac cele 2 suruburi care tin caseta de directie si apoi se scoate caseta de directie
‐ pentru montaj, procedura se face in sens invers

Se trag firele de la mufa servotronic pana in torpedou si la modulul GM3.
‐ se ataseaza pinii la GM3 conform schemei electrice
pinul 1 (mufa servotronic) ‐> pin 9 ( X254 ‐ GM3)
pin 2 (mufa servotronic) ‐> pin 11 ( X254 ‐ GM3)
pinul 23 ( X253 ‐ GM3)‐ > priza cu fire maro cu dunga rosie (X1101)

152

Mufa electrovalva

Cutia cu prize X1101 ‐ fire maro cu dunga rosie

Mufa X253 modul GM3

Mufa X254 modul GM3

153

Se foloseste NCSExpert pentru a se adauga optiunea Servotronic II in ZCS si se codeaza toata masina cu noul
ZCS.

Tips & Tricks

‐ masurata intre pinii 1 si 2 , electrovalva de la caseta de directie trebuie sa aiba o rezistenta de aprox 7.2ohm
‐ intre pinii 9 si 11 de la GM3 trebuie sa fie o tensiune de 12V
‐ part # de la electrovalva, in caz ca vi se strica : 32106767407 ( 06/1999‐> ) si 32411134770 ( ‐> 06/1999)
‐ in caz ca servotronicul functioneaza cu intreruperi, primul lucru la care trebuie sa va uitati ar fi GM3 ul

154
155
SENZOR TEMPERATURA EXTERIOARA
156
Preheating System DDE 4.0
The voltage for the preheater plugs is supplied via the preheater relay. The relay is switched by the
DDE control unit.
The heater plugs are designed as sheathed-element glow plugs.
Preheater time control
The preheating duration is dependent on the engine coolant temperature and battery voltage and is
indicated by the preheating/DDE indicator.
Preheating
At temperatures below 5 °C, preheating takes place for at least 4 seconds. The preheating time
increases as the temperature decreases.
After-heating
After-heating takes place after engine start at temperatures below 20 °C in order to improve idle and
exhaust characteristics.
Start preheating
Start preheating takes place for approx. 10 seconds if after the preheating time has elapsed the
engine is not started and the ignition remain on.
Troubleshooting
The DDE control unit itself detects a short/break in relay activation (type of fault "activation short-circuit
..." or "activation break ..."). The DDE control unit receives a fault signal from the preheater relay in the
form of the S_GRS signal if there is a fault in the preheater plugs, preheater relay or in the voltage
supply of the relay (type of fault "preheater system fault"). Fault code 3505 "Preheating system" is
stored in both cases.

157
158
Engine Coolant Temperature Sensor DDE 4.0
The temperature sensor is screwed into the cylinder head and

registers the coolant temperature by means of its variable
resistor (NTC= Negative Temperature Coefficient).
The coolant temperature serves as a measurement variable for
following functions:
 Exhaust gas recirculation
 Injection volume calculation
 Limit volume calculation
 Start volume calculation
 Control condition for air conditioning system
 Deactivation of boost pressure control due to cold start
 Preheater time control
 Activation of electric fan
 Idle speed control
 Rail pressure control
 Engine mount control
Troubleshooting
Fault code 0115 "Coolant temperature sensor" is stored if the
temperature sensor is defective.
Test note
The temperature sensor is destroyed by a short to B+.
Setpoints for resistance check

 Resistance at 20 °C: 2.5 ... 3.0 kOhm

159

160

161
162
163
164
165
POMPA AUXILIARA - ELECTROVALVE
Latent heat accumulator

The latent heat accumulator (LWS) enables rapid heating of the vehicle interior and engine with the
aid of a special heat accumulator and a larger auxiliary water pump.

It starts operation automatically as of ignition lock position 1 and is charged with the cooling water
heated by the engine. The valves are activated dependent on the following conditions:

Operating conditions of the LWS

Latent heat accumulator switched off
The latent heat accumulator is switched off if interior heating is not required or the engine
temperature is < 45o C and the LWS temperature is < 30o C. The changeover valve is open (at zero
current), the shut‐off valve is closed (power applied).
Interior heating with engine:
The interior is heated by the engine if the engine is switched off, the engine temperature is > 45 o
C and the water valve timing > 0%. The changeover valve is open (at zero current), the shut‐off valve
is closed (power applied).
The interior is heated by the engine when the engine is running and the LWS temperature is less
than the engine temperature and this is less than 70 o C. The changeover valve is open (at zero
current), the shut‐off valve is closed (power applied).
Interior heating with latent heat accumulator:
The interior is heated by the latent heat accumulator if the LWS temperature is > 30 o C, the
engine temperature < 45 o C and the water valve timing > 0%. The changeover valve and the shut‐off
valve are closed (power applied to both).
Engine heating with latent heat accumulator:
The engine is heated by the latent heat accumulator if the LWS temperature is > 30 o C, the engine
temperature less than the LWS temperature and the water valve timing = 0%. The changeover valve
and the shut‐off valve are open (both at zero current).
Latent heat accumulator heating with engine:
The latent heat accumulator is heated by the engine if the engine temperature is > 70 o C, the LWS
temperature is less than the engine temperature and the water valve timing = 0%. The changeover
valve and the shut‐off valve are open (both at zero current).
If the water valve clock cycle time is > 0%, the changeover valve is open (at zero current) and the
shut‐off valve is closed (power applied).

The auxiliary water pump is switched on during operation of the latent heat accumulator when

Ignition lock position 0 (independent ventilation/residual heat mode), 1 or 2 and water valve
timing,left or right > 0%
LWS heating active

The auxiliary water pump is switched off during operation of the latent heat accumulator when

Ignition lock position 0
Water valve timing left or right = 0%
TemperatureLWS > 85 o C
166
167
168
169
170
171
172

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CUPRINS

Orange label with ATF oil = Dexron II D

Use new bolts.

Autodata Note 108

Ventilated disc = 18,4 mm

Manual gearbox Automatic transmission

Automatic transmission Automatic transmission

Automatic transmission Rear axle

Rear axle Jacking points

6,5x15 205/65 R 15 94V 2,0 (29) 2,2 (31)

225/60 R 15 96V 2,0 (29) 2,2 (31)

7x15 225/60 R 15 96W 1,9 (27) 2,3 (33)

7x16 225/55 R 16 95V 2,0 (29) 2,2 (31)

535i 2,2 (31) 2,5 (36)

8x17 235/45 R 17 94W 1,9 (27)

535i 2,4 (34)

9x17 255/40 R 17 94W 2,3 (33)

535i 2,7 (38)

8x18 235/40 R 18 Z 1,9 (27) 2,3 (33)

DO NOT lubricate bolts.

DO NOT lubricate bolts.

Load positioning (kg) Load positioning (kg)

Rear toe-in adjustment Rear camber adjustment

DSC switched to passive

Wheel speed sensor transmits implausible

Pressure sensor test via precharge pump

Steering angle sensor

29 Steering angle implausible

Steering-angle sensor CAN

Steering angle sensor does not transmit a

5A Brief power supply interruption

DSC cannot transmit/receive at the CAN

01 supply (terminal 30)

05 Internal fault (EEPROM)

07 Internal fault (ROM)

08 Internal fault (RAM)

0F Internal fault (stack)

02 Sensor current outside tolerance

03 Wiper fault (normal operation)

04 Wiper fault (calibration mode)

06 Internal fault (A/D converter)

0D Steering speed implausible

0E Steering angle implausible

0B Allocation sensor/vehicle incorrect or not

0A CAN status incorrect

0C CAN BUS OFF

• IHKA E38 - Engine running at coolant temperature <=70°C, no undervoltage cutout,

• IHR E39 - Engine running at coolant temperature <=70°C, no undervoltage cutout, no

The independent park heating/auxiliary heating is activated by the heating/air conditioning

Whether a shut-off valve is installed depends on the type of engine.

Initialization of hand-held transmitter for telestart:

Statuses in ignition lock position 1:

• Operating unit active

Statuses in ignition lock position 0:

• Operating unit not active

Retrofit Anti-theft Alarm System (DWA)

Saloon with production date prior to 10/97 65 60 0 141 915

Retrofit/Installation Kit no. 65 60 0 021 519 Date: 08.2001

Boot lid/rear window open

Emergency current siren

Immobilization and starter interlock (without EWS)

The following components should be dismantled first:

Retrofit/Installation Kit no. 65 60 0 021 519 Date: 07.2000 EN/21