Honda Bmw 5 Service Manual
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OBD On-Board Diagnostics I I General ........................... OBD-1 Diaqnostic Trouble Codes (DTCs) . . OBD-9 On-Board Diagnostics (OBD I!) ..... OBD-I Malfunction Indicator Light (MIL) ........ OBD-2 Scan tools and scan tool display. ........ OBD-3 Diagnostic monitors .................. OED-4 Drive cycle ......................... OED-6 Readiness codes .................... OBD-6 Diagnostic trouble codes (DTCs) ........ OBD-7 - Automatic transmission diagnostic trouble codes ....................... OBD-9 Engine diagnostic trouble codes: M52 engine. ................. OED-13 Engine diagnostic trouble codes: M54 engine. ................. OBD-17 Engine diagnostic trouble codes: M62 engine. ................. OBD-24 This chapter outlines the fundamentals and equipment requirements of On-Board Diagnostics I1 (OBD 11) standards as they apply to BMW vehicles. Also covered here is a listing of BMW and OBD I1 diagnostic trouble codes (DTCs). ON-BOARD DIAGNOSTICS (QBD !I) OBD II standards were developed by the SAE (Society of Automotive Engineers) and CARB (California Air Resources Board). OED I1 is the second generation of on-board self- diagnostic equipment requirements. These standards were originally mandated for California vehicles. Since 1996 they have been applied toall passengervehicles sold in the United States. On-board diagnostic capabilities are incorporated into the hardware and soflwareof the enginecontrol module (ECM) to monitor virtually every component that can affect vehicle emissions. The OED I1 system works to ensure that emissions remain as clean as possible over the life of the vehicle. Each emission-influencing component is checked by a diagnostic routine (called a monitor) to verify that it is functioning properly. If a problem or malfunction is detected, the diagnostic executive built into the OBD I1 system illuminates a malfunction indicator light (MIL) on the instrument panel. The OBD I1 system also stores diagnostic trouble codes (DTCs) about the detected malfunction in the ECM so that a repair technician can accurately find and fix the problem.
OED-2 On-Board Diagnostics Specialized OED II scan tool equipment is needed to access the fault memory and OED I1 data. The extra hardware needed to operate the OED I1 system consists mainly of the following: * Additional oxygen sensors downstream of the catalytic converters. Fuel tank pressure sensor and device to pressurize fuel storage system. Several engine and performance monitoring devices Standardized 16-pin OED II connector under the dashboard. Upgraded components for the federally required reliability mandate. Malfunction indicator light (MIL) OED II software illuminates the malfunction indicator light (MIL) when emission levels exceed 1.5 times Federal standards. 4 For E34 cars covered by this manual, three different MIL symbols were used, depending on year and model. MIL illuminates under the following conditions: Engine management system fault detected for two consecutive OED iI drive cycles. See Drive cycle in this repair group. - Catalyst damaging fault detected. Component malfunction causes emissions to exceed 1.5 times OED II standards. Manufacturer-defined specifications exceeded. Implausible input signal. Misfire faults. Leak in evaporative system, Oxygen sensors observe no purge flow from purge valve 1 evaporative system. ECM fails to enter closed-loop operation within specified time. ECM or automatic transmission control module (TCM) in limp home mode. ignition key ON before cranking (bulb check function). OED II fault memory (including the MIL) can only be reset using a special scan tool. Removing the connector from the ECM or disconnecting the battery does not erase the fault memory.
OBD-3 On-Board ~iactnosticsl Additional MIL information: A fault code is stored within the ECM upon the first occurrence of a fault in the system being checlted. Two complete consecutive drive cycles with the iault present illuminate the MIL. The exception to the two-fault requirement is a catalyst-damaging fault, which illuminates the MIL immediately. If the second drive cycle was not complete and the fault was not checked, the ECM counts the third drive cycle as the next consecutive drive cycle. The MIL illuminates if the system is checked and the fault is still present. Once the MIL is illuminated, it remains illuminated until the vehicle completes three consecutive drive cycles without detecting a fault. 0 An existing fault code is cleared from memory automatically when the vehicle completes 40 consecutive drive cycles without the fault being detected. In order to automatically clear a catalyst-damaging fault from memory, the condition underwhich the fault occurred must be evaluated for 80 consecutive drive cycles without the fault reoccurring. A generic scan tool connected to the BMW data link connector (DLC) or OBD I1 plug can display diagnostic trouble codes (DTCs), along with the conditions associated with the illumination of the MIL. Using a more advanced or BMW- dedicated scan tool, additional proprietary information is normally available. Scan tool and scan tool display The complexity of the OBD I1 system requires that all diagnostics begin by connecting a scan tool to the vehicle. Aftermarltet scan tools can be connected to either the 16-pin OBD I1 plug or the 20-pin BMW DLC in the engine compartment (ii installed). Data from the OBD II plug may be limited, depending on scan tool and vehicle. OBD I1 standards reouire that the 16-oin OBD I1 oluo be located within three (3) feet of the driier and notre&ire any tools to access. Starting with June 2000 production, the 20-pin BMW DLC, previously located in the engine compartment, was discontinued. Diagnostic, coding and programming functions are incorporated into the OBD II plug, located under left side of dashboard. On cars built up to 06 / 2000: when accessing emissions related DTCs through the 16-pin OBD I1 plug, malte sure the BMW 20-oin DLC caD is installed.
- - On-Board Diagnostics Professional diagnostic scan tools available atthe time of this printing include the BMW factory tools (DISplus, GTI, MoDiC) and a small number of aftermarket BMW-specific tools. See 020 Maintenance. In addition to the professional line of scan tools, inexpensive generic OBD II scan tool software programs and handheld units are readily available. Though limited, they are nonetheless powerful diagnostic tools. These tools read live data streams and freeze frame data as well as a host of other valuable diagnostic data. Diagnostic monitors Diagnostic monitors run tests and checks on specific emission control systems, components, and functions. A complete drive cycle is requiredforthe tests to bevalid. See Drive cycle in this repair group. The diagnostic monitor signals the ECM of the loss or impairment of the signal or component and determines if a signal or sensor is faulty based on 3 conditions: * Signal or component shorted to ground Signal or component shorted to B+ Signal or component missing (open circuit) The OBD II system monitors all emission control systems that are installed. Emission control systems vary by vehicle model and year. For example, a vehicle may not be equipped with secondary air injection, so no secondary air readiness code would be present. OBD II software monitors the following: Oxygen sensors Catalysts Engine misfire - Fuel tank evaporative control system Secondary air injection Fuel system Oxygen sensor monitoring. When driving conditions allow, response rate and switching time of each oxygen sensor is monitored. The oxygen sensor heater function is also monitored. The OBD II system differentiates between precataylst and post-catalyst oxygen sensors and reads each one individually. In order forthe oxygen sensor to be effectively monitored, the system must be in closed loop operation.
On-Board Diagnostics Catalyst monitoring. Thisstrategy monitors the outputofthe precatalyst and post-catalyst oxygen sensors, comparing the oxygen content going into the catalytic converter to the oxygen leaving the converter. The diagnostic executive lknows that most of the oxygen should be used up during the oxidation phase. If it detects higherthan programmed values, afault is set and the MIL illuminates. Misfire detection. This strategy monitors crankshaft speed fluctuations and determines if an enoine misfire occurs bv monitoring variations in speed between each crankshaft sensortrigger point. This strategy is so finely tuned that it can determine the severity of the misfire. The system determines if a misfire is occurring, as well as other pertinent misfire information such as: Specific cylinder(s) Severity of the misfire event Emissions relevant or catalyst damaging Misfire detection is an on-going monitoring process that is only disabled under certain limited conditions. Secondary air injection monitoring. Secondary air injection is used to reduce HC and CO emissions during engine warm up. Immediately following a cold engine start (-1 0 to 40°C), fresh air (and therefore oxygen) is pumped directly into the exhaust manifold. By injecting additional oxygen into the exhaust manifold, catalyst warm-up time is reduced. Secondary air system components are: Electric air injection pump * Electric pump relay * Non-return valve Vacuum I vent valve - Stainless steel air injection pipes Vacuum reservoir The secondary air system is monitored via the use of the pre- catalyst oxygen sensors. Once the air pump is active and air is injected into the system, the signal at the oxygen sensor reflects a lean condition. If the oxygen sensor signal does not change, a fault is set and the faulty bank(s) identified. If after completing the next cold startafault is again present, the MIL illuminates.
OBD-6 On-Board Diagnostics Fuel system monitoring. This monitor looks at the fuel delivery needed (long /short term fuel trim) for proper engine operation based on programmed data. If too much or not enough fuel is delivered over a predetermined time, a DTC is set and the MIL illuminates. Fuel trim refers to adiustments to base fuel schedule. Lono- ., term fuel trim refers to gradual adjustments to the fuel calibration adjustment as compared to short term fuel trim. Long term fuel trim adjustments compensate for gradual changes that occur over time. Fuel system monitoring monitors the calculated injection time (ti) in relation to enginespeed, load and precatalyticconverter oxygen sensor(s) signals. Using this data, the system optimizes fuel delivery for all engine operating conditions. Evaporative system monitoring. This monitor checks the the fuel storage system and related fuel lines for leaks. It can detect very small leaks anywhere in the system. A leak detection unit (LDP or DMTL) is used to pressurize the evaporative control system on a continuous basis (as the drive cycle allows) and to check system integrity. Drive cycle The OED II drive cycle is an important concept in understanding OBD II requirements. The purpose of the drive cycle is to run ail of the emission-related on-board diagnostics over a broad range of driving conditions. A drive cycle is considered complete when all of the diagnostic monitors have run their tests without interruption. ~ora drive cycle to be initiated, the vehicle must be started cold and brought up to 1 60°F and at least 40°F above its original starting temperature. Readiness codes Inspection/maintenance (I/M) readiness codes are mandated as part of OBD II. The readiness code is stored aftercomplete diagnostic monitoring of specified components and systems is carried out. The readiness code function was designed to prevent manipulating an I/M emission test procedure by clearing faults codes or disconnecting the ECM or battery.
On-Board Diagnostics Readiness codes indicate whether the OED Ii system is actually ready to monitor the various emission control systems on the vehicle. The vehicle must complete a drive cycle to set readiness codes. The code is binary: 0 for ready 1 for not ready f 4 The parameters which are monitored for readiness are: llM readiness codes 1. Catalyst efficiency 2. Catalyst heating 3. Fuel tank evaporative control 4. Secondary air injection 5. NC refrigerant 6. Oxygen sensors 7. Oxygen sensor heaters 8. Exhaust gas recirculation Readiness codes are set to 1 (not ready) in the following cases: ~9~~.f~[
OBD-8 I On-Board Diagnostics DTC digit interpretation 1st digit P powertrain B body C chassis 2nd digit 0 SAE 1 BMW 3rd digit 0 1 2 3 4 5 6 7 4th - 5th digits total system airlfuei induction fuel injection ignition system or misfire auxiliary emission control vehicle speed & idle control ECM inputs/outputs transmission individual circuits or components DTC example: P 0 3 0 6 P: A powertrain problem 0: SAE sanctioned or generic a 3: Related to an ignition system / misfire 06 Misfire detected at cylinder #6 DTCs provide a freeze frame or snap-shot of a vehicle performance or emissions fault at the moment that the fault first occurs. This information is accessible through generic OED I1 scan tools. Freeze frame data contains, but is not limited to, the following information: Engine load (calculated) Engine rpm Short and long term fuel trim Vehicle speed Coolant temperature Intake manifold pressure Open/closed loop operation Fuel pressure (if available) DTC
On-Board Diagnostics DIAGNOSTIC TROUBLE CODES (DTCs) Below is a listing of E39 powertrain (automatic transmission and engine) SAE P-codes, the corresponding BMW fault codes, and the fault code definitions. BMW fault codes expand on the SAE sanctioned DTCs and are accessible primarily through the BMW diagnostic scan tool or a BMW-specific scan tool. l~utomatic transmission diagnostic trouble codes P-code IBMW-FC I DTC Definition Ip0560 196 ISystem Voltage I IPO~OO I129 l~eriai Communication Link I 1~0715 116 I InpuVTurbine Speed Sensor A Circuit I PO600 PO601 PO603 PO606 PO705 PO705 PO709 144 80 81 82 8 60 60 PO71 5 PO71 6 PO717 PO720 PO720 PO720 I I PO721 159 loutput Speed Sensor Circuit RangeIPerformance I Serial Communication Link Internal Control Module Memory Check Sum Error Internal Control Module Keep Alive Memory (KAM) Error ECMIPCM Processor Transmission Range Sensor A Circuit Maliunction (PRNDL Input) Transmission Range Sensor A Circuit Malfunction (PRNDL input) Transmission Range Sensor A Circuit Intermittent I I 1~0722 132 IOutput Speed Sensor Circuit No Signal I 33 33 33 32 42 59 PO720 I I PO727 1150 I Engine Speed Input Circuit No Signal InpuVTurbine Speed Sensor A Circuit inpuVTurbine Speed Sensor A Circuit RangeiPerformance InpuVTurbine Speed Sensor A Circuit No Signal Output Speed Sensor Circuit Output Speed Sensor Circuit Out~ut Speed Sensor Circuit PO720 1106 /output Speed Sensor Circuit 62 Output Speed Sensor Circuit PO730 PO730 PO731 PO731 PO731 I I 100 102 50 51 100 PO731 incorrect Gear Ratio Incorrect Gear Ratio Gear 1 incorrect Ratio Gear 1 incorrect Ratio Gear 1 Incorrect Ratio PO732 152 /Gear 2 Incorrect Ratio 131 Gear 1 Incorrect Ratio
On-Board Diagnostics l~utornatic transmission diagnostic trouble codes (continued) - P-code /BMW-FC I DTC Definition - PO732 PO732 PO733 PO733 PO733 PO733 PO734 - I I I I PO742 / 48 l~orque Converter Clutch Circuit Stuck On PO734 100 132 53 57 122 133 54 PO735 PO735 PO735 PO740 PO740 PO740 PO741 I I PO743 14 l~or~ue Converter Clutch Circuit Electrical Gear 2 Incorrect Ratio Gear 2 Incorrect Ratio Gear 3 incorrect Ratio Gear 3 Incorrect Ratio Gear 3 Incorrect Ratio Gear 3 Incorrect Ratio Gear 4 Incorrect Ratio Gear 4 Incorrect Rat10 PO734 I I PO743 132 l~or~ue Converter Clutch Circuit Electrical PO734 1134 IGear 4 Incorrect Ratio 123 55 101 135 4 48 111 48 Gear 5 Incorrect Ratio Gear 5 Incorrect Ratio Gear 5 Incorrect Ratio Torque Converter Clutch Circuitlopen Torque Converter Clutch Circuitlopen Torque Converter Clutch Circuitlopen Torque Converter Clutch Circuit Performance or Stuclc Off PO745 PO748 PO748 PO750 PO751 PO751 I I PO755 117 IShift Solenoid 8 I PO752 PO753 PO753 PO756 117 I~hift Solenoid 8 Performance or Stuck Off I 1 1 5 16 6 16 Pressure Control Solenoid A Pressure Control Solenoid A Electrical Pressure Control Solenoid A Electrical Shift Solenoid A Shift Solenoid A Performance or Stuck Off Shift Solenoid A Performance or Stuck Off 16 16 30 Shift Solenoid A Stuck On Shift Solenoid A Electrical Shift Solenoid A Electrical PO757 PO758 PO758 PO760 PO761 17 17 33 18 18 Shift Solenoid 8 Stuclc On Shift Solenoid 8 Electrical Shift Solenoid 8 Electrical Shift Solenoid C Shift Solenoid C Performance or Stuclc Off