E30 316i / 318i Electrical Troubleshooting Manual [1984 onwards] - PDF 8.9MB

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CONTENTS:

1. Index
2. How to Use this Manual
3. Symbols
4. Wire Size Conversion Chart
5. Systematic Troubleshooting
6. Diagnostic Connector
7. Power Distribution Box
8. Fuse Data
9. Schematic Diagrams
10. Component Charts and Figures

Other BMW PDF Manuals

BMW E30 / E28 Diagnostic Plug / Socket Pin Out Diagram

PIN:	WIRE SIZE:	WIRE COLOR:	APPLICATION:
1	1.5	Brown	Ground Distribution G101
4	0.5	Brown / Violet	Gauges / Warning Indicators,
			Coolant Temperature Sender
5	0.5	White / Green	Fuel Control,
			Injector Control Module (Fuel Rate)
7	0.5	White / Blue	Service Indicator,
			Service Interval Processor (Reset)
11	2.5	Black / Yellow	Start, Start Signal
12	0.75	Blue	Charge System, Alternator,
13	0.75	Black	Ignition, Ignition Coil
14	2.5	Red	Charge System, Alternator
15	1.5	Green / Yellow	Idle Speed Control,
			Idle Speed Control Unit

BMW E30 Fuse Box Layout + Diagram

 

FUSE NO:	RATING:	APPLICATION:
1	7.5A	Headlights (also 2, 13, 16)
2	7.5A	Headlights (also 1, 13, 16)
3	15A	Auxiliary Fan (also 18)
4	15A	Lights: Turn/Hazard (also 24)
5	25A	Wiper / Washer
6	7.5A	Stoplights
7	15A	Horn
8	25A	Lights: Dash, Rear Defogger,
		Seatbelt Warning (also 10),
		Speedometer / Indicators (also 12)
9	15A	Idle Speed Control / Vacuum Advance,
		Reverse Lights
10	7.5A	Seatbelt Warning (also 8),
		Service Indicator (also 24),
		Tachometer / Fuel Economy Gauge (also 24),
		Gauges / Indicators, Brake Warning system,
11	15A	Fuel Delivery
12	7.5A	Radio (also 21),
		Speedometer / Indicators (also 8)
13	7.5A	Headlights (also 1, 2, 14)
14	7.5A	Headlights (also 1, 2, 13)
15	-	Not used
16	-	Not used
17	15A	Accessory Connector
18	30A	Auxiliary Fan (also 3, 19)
19	7.5A	Auxiliary Fan (also 3, 18),
		Interior Lights (also 21, 22, 27),
		Power Mirrors
20	30A	Heater / Air Conditioning (also 28)
21	7.5A	Auto-Charging Flashlight, Digital Clock,
		Glove Box Light, Ignition Key Warning,
		Interior Lights (also 14, 22, 27),
		Radio (also 12), Trunk Light
22	7.5A	Interior Lights (also 19, 21, 27),
		Lights: Front Park/Tail,
		Front Side Marker
23	7.5A	Lights: Dash, Front Park/Tail,
		Front Side Marker,
		Rear Marker / License Plate
24	15A	Lights: Turn/Hazard Warning (also 4),
		Tachometer / Fuel Economy Gauges (also 10),
		Service Indicator (also 10)
25	25A	Not used
26	25A	Not used
27	25A	Interior Lights (also 19, 21, 22),
		Central Locking
28	25A	Cigar Lighter, Power Antenna
29	7.5A	Fog Lights
30	7.5A	Fog Lights

E30 Speedometer Schematic / Wiring Diagram / Pinouts

 ** For E30 speedometer / odometer troubleshooting and repair guide see THIS POST. **

The arrangement is the same with both VDO and Motometer type gauges. 

Pins are: 

R - 12v +

31 - Ground

31b - Speed sensor INPUT Pin 1

A - Speed sensor Pin 2 *NOT USED*

Bench testing can be achieved by powering the unit with 12v and simulating the pulse of the speed sensor over the two remaining pins, either way around. This is essentially done by creating a pulse across the circuit of pin A and A1. You can do this by just bridging the two pins together with a piece of wire and touching the wire against one of the pins on and off to make the ‘pulse’, as this is basically how the speed sensor works, but simulate any kind of actual road speed you will need to be doing the on/off pretty quickly. A far better way to bench test is to use some kind of ‘pulse-generator’, such as an oscilloscope or something set up using an Arduino, which is what I used to create a pulse with 5 volts. I will post a guide soon.

1988 E30 318i Project - Check List:

 I will update this and cross things off as progress is made:

• Straighten steering wheel.
• Speedometer / Odometer inop.
• Temperature gauge inop. [THIS POST]
• Washer-jets / pump.
• No hot air from heater-blower. [THIS POST]
• Central locking malfunction.
• Instrument lights flicker / dimmer function inop.
• Clock inop. [THIS POST]

ENGINE:

• Rough idle / stalling when cold. [THIS POST]
• Exhaust too loud. [THIS POST]
• Clutch slave-cylinder leaking.

BODYWORK:

• Paint NSF wing.
• Repair rear valance.
• Touch up valance corners.
• Panel above rear lights.
• OSR wheel arch.

Vehicle Electrical System - Terminals + Abbreviations

Energy diagnosis: Terminal control

The terminal control is distributed across various control units. The following block diagram provides an overview of the control units involved and the integration in the vehicle electrical system.

JBE	Junction Box Electronics
SV	Distribution box from the Junction box
CAS	Car Access System
RAD2	Radio 2 (depends on level of equipment)
M-ASK	Multi Audio System Controller (depends on level of equipment)
CCC	Car Communication Computer (depends on level of equipment)
DME	Digital Engine Electronics
DDE	Digital Diesel Electronics
IBS	Intelligent battery sensor (depends on level of equipment)
K-CAN SYSTEM	Bus system for body functions
MOST	Bus system in the area of audio and communication (depends on level of equipment)
PT-CAN	Bus system for power train and chassis functions

There are the following terminals:

Terminal 30:

Terminal 30 is routed from the battery terminal via the safety battery terminal to the front distribution box. As soon as the battery is connected to the terminals, terminal 30 is live. Terminal 30 is at approx. 40 fuses of the distribution box.

Control units supplied by terminal 30:

AL	Active steering (up to model year 03/2005)
AHM	Trailer module (up to model year 03/2007)
CA	Car Access System
CDC	CD changer (up to model year 09/2006)
DME	Digital Engine Electronics
DDE	Digital Diesel Electronics
DWA	Antitheft Alarm System
EGS	Gearbox control (up to model year 03/2005)
EPS	Electromechanical power steering
EKP	Electric fuel pump (up to model year 03/2005)
FRM	Footwell module
FZD	Roof Function Centre
JBE	Junction Box Electronics
KOMBI	Instrument cluster (up to model year 03/2007)
MRS5	Multiple restraint system
SH	Independent heating (up to model year 03/2005)
SMBF	Passenger seat module (up to model year 09/2006)
SMFA	Driver seat module (up to model year 09/2006)
SMG	Sequential manual gearbox (up to model year 03/2005)
SZL	Steering column switch cluster

Terminal 30g:

Terminal 30g is controlled by the CAS. When the overall vehicle is wakened by an operation of the user, terminal 30g is switched on. Terminal 30g is automatically switched off after a codable after-run time (e.g. 30 minutes). The after-run time starts with the event terminal R Off. As in the case of terminal 15, a relay in the distribution box is activated by the CAS via a semiconductor switch. The relay of terminal 30g switches the battery voltage to approx. 18 fuses in the distribution box.

Control units supplied by terminal 30g:

ACC	Active cruise control
AL	Active steering (as of model year 09/2005)
AMP	Amplifiers
CDC	CD changer (as of model year 12/2004)
CID	Central Information Display
CON	Controller
CVM	Convertible top module
DSC	Dynamic Stability Control
DAB	Digital tuner
EGS	Gearbox control (as of model year 09/2005)
EKP	Electric fuel pump (as of model year 09/2005)
IHKA	Integrated automatic heating and air conditioning system
IHKR	Integrated heating / air conditioning regulation
IHR	Integrated heater control
LDM	Longitudinal dynamics management
RAD	Radio
RAD2	Radio 2
TPM	Tyre Pressure Monitor
SDARS	Satellite tuner
SH	Independent heating (as of model year 09/2005)
SHD	Panorama glass roof (E91)
SMBF	Passenger seat module (as of model year 03/2007)
SMFA	Driver seat module (as of model year 03/2007)
SMG	Sequential manual gearbox (as of model year 09/2005)
TCU	Telematic Control Unit (except US version)
ULF	Universal charging and hands-free unit
ULF-SBX	Interface box
ULF-SBX-H	Interface box High
VM	Video module
VTG	Transfer Box

Terminal 30g-f:

Terminal 30g-f is a terminal 30 that is only switched off of faults are detected.

Terminal 30g-f only exists if a bistable relay is fitted. The relay is not visibly arranged in the distribution box. As a rule, the bistable relay is only fitted together with the IBS. On vehicles with CCC, M-ASK or independent heating, a relay of this kind is fitted. On some equipment variants with TCU, a bistable relay is also fitted.

On vehicles without terminal 30g-f, the corresponding fuses are supplied with terminal 30g.

The JBE controls terminal 30g-f via a bistable relay in the distribution box. The bistable relay can be switched off or on. As a rule, the bistable relay is always switched on. The bistable relay has two relay coils and it always remains in the last state activated (switched on or switched off).

The following three faults exist in which terminal 30g-f is switched off: Up to model year 09/2006:

1. As of approx. 60 minutes terminal R off, the DME/DDE starts a closed-circuit current measurement using the IBS. When the DME/DDE determines a closed-circuit current fault, this wakes up the vehicle and sends a message for cutoff of terminal 30g-f. The JBE receives the message and switches the bistable relay off.

Increased closed-circuit current due a switched-on auxiliary consumer unit is not a closed-circuit current fault for the DME/DDE. Nonetheless, terminal 30g-f is switched off even if the starting capability limit is reached. The command for cutoff of terminal 30g-f is also issued in this case by the DME/DDE. 

2. As of terminal R off, the JBE monitors whether the vehicle is able to go into the idle state. The vehicle can only enter the idle state when all the control units are ready for this. If not all control units have signalled this readiness approx. 30 minutes, the JBE switches terminal 30g-f off. The JBE also stores all the control units in the energy history memory that have not signalled readiness for the idle state.

3. A few minutes after terminal R off, the vehicle has normally switched into the idle state. As of the idle state, the JBE counts how often the vehicle is wakened. The JBE switches terminal 30g-f off when a vehicle has been wakened unexpectedly more than 30 time with terminal R off. The JBE also stores the maximum number of waking events in the energy history memory.

As of model year 03/2007:

1. If an IBS is fitted, the power management in the DME/DDE monitors the closed-circuit current and the battery status. If the battery charge state is close to the starting capability limit, the vehicle is wakened and a message to reset or shut down terminal 30g-f is sent. The JBE regulates the bi-stable relay accordingly.

2. If the vehicle is wakened too often after shutdown of terminal 30g, the JBE switches terminal 30g-f off for approx. 10 seconds (reset). If the vehicle is still wakened after the reset, terminal 30g-f is switched off permanently until the next terminal change (shutdown).

3. If the vehicle does not go to sleep after shutdown of terminal 30g, the JBE switches terminal 30g-f off for approx. 10 seconds (reset). If the vehicle still does not go to sleep after the reset, terminal 30g-f is switched off permanently until the next terminal change (shutdown).

In all cases of cutoff, a fault is entered in the JBE. The cutoff of terminal 30g-f is independent of what triggered the detected fault. The cutoff is only an attempt to remedy the fault in the vehicle and prevent it from not starting. The cutoff of terminal 30g-f does not necessarily mean that there was a fault in a consumer unit of terminal 30g-f.

The switch-on condition for terminal 30g-f is switching on terminal R. For this reason, with terminal R or terminal 15, terminal 30g-f is always switched on.

Control units supplied by terminal 30g-f:

AHM	Trailer module (as of model year 09/2007)
CA	Comfort Access (as of model year 03/2007)
CCC	Car Communication Computer
CNAV	Navigation system China
JNAV	Japan navigation system
KNAV	Navigation system Korea
KOMBI	Instrument cluster (as of model year 09/2007)
M-ASK	Multi Audio System Controller
TCU	Telematic Control Unit
	(only US version)

Terminal 15:

Control of terminal 15 is by the CAS depending on operation of the start/stop button (with the key inserted in the key slot). 

The gearshift mechanism of terminal 15 is switched in the CAS via semiconductor switch. A relay in the distribution box is activated via the output of a semiconductor switch. The relay switches the voltage of the battery to approx. 7 fuses in the distribution box. The consumer units of terminal 15 are essentially supplied from here.

Control unit supplied by terminal 15:

FLA	High beam headlight assistant
PDC	Park distance control

For safety reasons, some control units have a terminal 15 line directly from CAS, e.g. the FRM (footwell module).

Terminal 87:

The DME/DDE controls terminal 87 via a relay in the E-box. Terminal 87 is switched on as soon as terminal 15 is switched on. After terminal 15 has been switched off, terminal 87 is switched off by the DME/DDE with a slight delay.

No control units are supplied by terminal 87.

Terminal R:

Terminal R is not present as a hardware terminal. The status of terminal R is only communicated from CAS via the bus systems.

M57N Diagnostic Readout after Swirl-Flap Damage: [M57TUD30 6-cyl. Diesel]

E46: Brakes + oil leak sorted - still running rough!

Wednesday 16/7/14:

Replaced vacuum-pump.

Replaced both camshaft-sensors.

Replaced MAF sensor.

Well, I'm certainly glad to report that the oil gushing onto the exhaust / cat has stopped with the replacement of the blown up vac-pump and I now have good pedal feel and stoppage. Sadly, even the return of some vacuum isn't enough to cure the low-idle and rough running. I replaced the obvious things, both cam sensors and the mass-airflow meter, but this hasn't sorted it either. I'm guessing there is either a severe vacuum / vent problem, or it's going to be to g related... Oh joy!

The diagnosis will go as follows:

Remove and fully check out inlet manifold.
Thoroughly check all CCV lines and the valve.
Clean and check all electrical connections.
Test for compression.
Move on to timing.

Other jobs:

Adjust handbrake and refit discs.

Fibreglass fill n/s/r wheel arch.

Check squeaky ABS sensor.

E60: Second fault already... Front Parking-sensor!

How ironic! Just as I put paid to the E39's rear parking-sensor issue, a front sensor goes on the E60... they do seem to be temperamental little things those same sensor-units used from the E38 up until 2008 - they can be working fine one moment and then just fail over night!

 A few years ago one of my company directors had an E65 730Li, which started to spend a lot of time in our workshop under diagnostic. He blamed CANBUS issues and his symptoms were the car's electronics having a mind of their own, then as soon as one fault was rectified another would pop up straight away. I'm guessing the E60 uses the same technology as the E65, so can be forgiven for thinking mine might have the same issue seeing as the 'PDC' (parking-sensor) error came up the second I turned the key after fitting my new sidelight bulb...

Blown fuse?

The first thing to check, but mine wasn't blown and chances are yours won't be either, it's never the fuse with these BMW parking-sensors. The fuse is No. 21 in the glove-box, a green 30A.

Wet control-modules?

The sensors then fixed themselves for a day or two and then gave up completely, leading me to believe it was not just a failed bumper-unit. I hear on forums that intermittent PDC problems can be caused by a small amount of water being let in to the spare-wheel well while the boot is open and, without any drain holes, this can pool right where the PDC control-module is. Just a drop in the wrong place can cause erratic PDC behaviour and the module is fitted right at the bottom of here wheel-well, a bit of a design flaw, but it's only casually fixed in place on long wires so it's a good idea to move the module to a higher piece of ground somewhere else in the boot. I'll be putting up a guide for this as soon as I get round to it.

Broken sensor?

Yes. Those with vast experience tell me in 99.9% of these cases it's simply one of the bumper-sensors has thrown its hand in over night, which renders the entire system inoperable, as they work in a sort of daisy-chain. The only way to check which sensor is at fault is to kneel down at the front and rear of the car and put your ear to each sensor. As they work on a sonar principle the working sensors should emit a (pretty loud when your close) clicking sound. When you find the one that isn't clicking, that's your duff sensor - a lot easier than plugging the car into a diagnostic! 

Sure enough, all my sensors were clicking away save for one - the front driver's-side centre one, ironically one that happens to be located under the headlight I removed to sort the parking-light issue, so I can perhaps see what happened there. It's too much of a coincidence for that sensor to fail right at that point in time, so it looks like I've disturbed something or allowed water into the back of the sensor somehow. I gave the wires to the sensor a good wiggle and traced them back to the loom, but still nothing, so got straight onto eBay and bought a replacement sensor. It's pre-painted in Titan-silver, having been pulled off an '04 E60 and was £33 delivered. This was a bit more than the E39 sensor, but I know it's the right part and it's still a lot cheaper than the £125 from BMW, plus the 2-3 week wait and fitting charge.

REPLACEMENT PROCESS:

For Front-Centre Sensors:

** This couldn't be easier. The official procedure and internet forums recommend removing the 'bumper-skin' to replace the middle-front sensors, which is basically the whole bumper. This is totally unnecessary! You can get to them through the lower grille and don't need to have tiny hands or be double-jointed. This is for non-M-sport bumpers, I assume the larger mesh-grille on M-sport models is attached from behind and would need the bumper to come off, but if it is detachable then this would be even easier. **

1. Remove the black plastic grille-bars from the lower grille by unclipping the horizontal bar from the lug at either side. This is done by lifting the bar and pulling it forward. The vertical bars simply pop off.

2. Reach into the grille aperture and up towards the corresponding sensor, you will feel the wires about 5-inches up.

3. Remove the wire-connector by pressing in the clip at either side and the plug should easily wiggle off.

4. Remove the parking-sensor from its mount by wiggling it from behind and slowly pulling it towards the rear of the car. At the same time, gently apply pressure to the exterior-face of the sensor with your thumb. Once it is about 2mm into the bumper it should slide out easily.

5. Push in the new sensor from behind, ensuring it is the right way up - that is with the single small lug and wire connector at the top (12 o'clock) - then plug the wiring connector back in and replace the grille-bars.


For Front-Corner Sensors:

1. Remove the headlight that is above the corresponding parking-sensor by referring to Steps 1-6 of THIS GUIDE.

2. The parking-sensor is located just beneath the outer corner of the headlight and is easily accessible from above. Refer to steps 3, 4 and 5 of the above guide to replace.