Diagnostic Trouble Codes with Test Charts BMW M3 E46

INTRODUCTION

If no faults were found while performing BASIC DIAGNOSTIC PROCEDURES, proceed with self-diagnostics. OBD-II Diagnostic Trouble Codes (DTCs) are accessed using a generic scan tool connected to vehicle Data Link Connector (DLC). (Scheme 24) BMW trouble codes can be accessed using BMW's GROUP TESTER ONE (GT-1) or DISplus hardware system.

Beginning with model year 2001, the E39, E46 and E53 eliminated the 20-pin BMW diagnostic connector from the engine compartment. The 16-pin OBD-II connector located inside vehicle is the only diagnosis port. The E38 and Z3 will continue to use the 20-pin connector until the end of production. The 16-pin OBD-II connector has been in all BMWs since 1996 to comply with OBD-II regulations requiring a standardized diagnostic port. Before 2001, only emissions relevant data could be extracted from OBD-II connector because it did not provide access to the TXD (D-bus). The TXD line is connected to pin No. 8 of the OBD-II connector on vehicles without the 20-pin diagnostic connector. The OBD-II connector is located in driver's footwell to left of steering column for E39, E46 and E53 vehicles.

On 7-series vehicles, diagnosis tool is connected to the vehicle at the OBD-II diagnosis connector (On-Board Diagnosis). The connector is located behind a small cover in the drivers side lower "A" pillar trim. There is a black plastic cap that bridges KL30 to the D-bus when the connector is not being used. This cap must be removed before installing the diagnosis cable. The TXD lead is located in pin 7 of the OBD socket and is connected directly to the ZGM. The ZGM detects by means of the data transmission speed whether a BMW diagnosis tool (DISplus, GT-1) or an aftermarket scanner is connected. The PCM allows access to different data depending on diagnosis tool connected. When using an OBD-II scan tool for diagnosis, the transmission speed is 10.4 KBit/s. (Scheme 25)

The Motronic/Siemens control unit provides a substitute value if a failure occurs in an engine performance related component, such as engine (coolant) temperature sensor, intake air temperature sensor, airflow meter or exhaust gas oxygen sensor. These substitute values are canceled when normal engine operation is resumed.

If no DTCs are present after entering self-diagnostics, proceed to TROUBLE SHOOTING - NO CODES article for diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.). For engine management system identification, see ENGINE MANAGEMENT SYSTEM IDENTIFICATION (2002) table.

Note. All voltage tests should be performed with a Digital Volt-Ohmmeter (DVOM) with a minimum 10-megohm input impedance, unless specifically stated otherwise in testing procedures.

Scheme 24

Scheme 25

ENGINE MANAGEMENT SYSTEM IDENTIFICATION (2002)

MALFUNCTION INDICATOR LIGHT

The "Malfunction Indicator Light" (MIL) will be illuminated under the following conditions

1. Upon the completion of the next consecutive driving cycle where the previously faulted system is monitored again and the emissions relevant fault is again present.
2. Immediately if a catalyst damaging fault occurs.

The illumination of the light is performed in accordance with the Federal Test Procedure (FTP) which requires the light to go on when

1. A malfunction of a component that can affect the emission performance of the vehicle occurs and causes emissions to exceed 1.5 times the standards required by FTP.
2. Manufacturer-defined specifications are exceeded.
3. An implausible input signal is generated.
4. Catalyst deterioration causes HC-emissions to exceed a limit equivalent to 1.5 times the standard (FTP).
5. Misfire faults occur.
6. A leak is detected in the evaporative system, or purging is defective.
7. PCM fails to enter closed-loop oxygen sensor control operation within a specified time interval.
8. Engine control or automatic transmission control enters a limp home operating mode.
9. Ignition is in on position before cranking = bulb check function.

A fault code is stored within the PCM upon the first occurrence of a fault in the system being checked. The Malfunction Indicator Light (MIL) will not be illuminated until the completion of the second consecutive "customer driving cycle" where the previously faulted system is again monitored and a fault is still present or a catalyst damaging fault has occurred. If the second drive cycle was not complete and the specific function was not checked, PCM counts third drive cycle as "next consecutive" drive cycle. MIL is illuminated if the function is checked and the fault is still present. (Scheme 26)

Scheme 26

If there is an intermittent fault present and does not cause a fault to be set through multiple drive cycles, 2 complete consecutive drive cycles with the fault present are required for MIL to be illuminated. Once MIL is illuminated it will remain illuminated unless the specific function has been checked without fault through 3 complete consecutive drive cycles. Fault code will also be cleared from memory automatically if specific function is checked through 40 consecutive drive cycles without the fault being detected or with the use of either DISplus, GT-1 or scan tool. In order to clear a catalyst damaging fault from memory, the condition must be evaluated for 80 consecutive cycles without the fault reoccurring.

CHECK FILLER CAP INDICATOR LIGHT

After refueling and turning ignition on, PCM detects a fuel level increase. When the ignition is turned off, PCM activates a brief test to check filler cap. If filler cap was not properly installed and vehicle is started and driven at a speed greater than 6 MPH (10 Km/h), the CHECK FILLER CAP light on instrument panel will illuminate for 25 seconds, then go out. The second time the ignition is cycled off, PCM is activated to test filler cap. If loose, when vehicle is started and driven at a speed greater than 6 MPH (10 Km/h), CHECK FILLER CAP light will be illuminated for 25 seconds, then go out. If filler cap is properly secured, Malfunction Indicator Light (MIL) will not be illuminated and a fault code will not be stored in PCM. The third time ignition is cycled off, PCM is activated to test filler cap. If loose, a LARGE LEAK fault code is stored in PCM. MIL will be illuminated the next time engine is started. Variable indicator light and PLEASE CLOSE FILLER CAP check control message will be displayed.

Emission Reduction Stages

While OBD-II has the function of monitoring for emission related faults and alerting the operator of the vehicle, the National Low Emission Vehicle Program requires a certain number of vehicles produced (specific to manufacturing totals) currently comply with the following emission stages

1. TLEV: Transitional Low Emission Vehicle
2. LEV: Low Emission Vehicle
3. ULEV: Ultra Low Emission Vehicle

BMW DIAGNOSTIC HARDWARE

Note. BMW utilizes 2 main types of diagnostic hardware: the Diagnostic Information System Plus (DISplus) and the Group Tester One (GT-1). See ON-BOARD DIAGNOSTICS .

DIS Plus

BMW DIS Plus diagnostic system features a comprehensive multimeter system (including an oscilloscope) that is used to perform various tests and measurement during the diagnosis and troubleshooting procedures. DIS also includes the Technical Information System (TIS). TIS is the same system that operates through dealer main computer system.

Group Tester One (GT-1)

GT-1 replaces the MoDiC series of portable diagnostic tools. It has the same processor as the DISplus. Other features include a DVD ROM drive, TFT color display, integrated PCMCIA card reader, integrated chip card reader, touch screen (same as DISplus), workshop grade case, ASM-technology motherboard, temperature operating range from 35°F to 105°F, 2.5 hours of operation with a fully charged battery, and can be powered by vehicle battery.

A diagnostic cable is used to connect diagnostic head to a vehicle with the 20 pin underhood connector. Cable consists of 20 pin connector, cable and 21-pin plug for connection to the head. An OBD-II diagnostic cable is used to connect diagnostic head to OBD-II diagnostic connector.

Optical Testing & Programming System (OPPS )

Optical Testing and Programming System (OPPS) is a device that may be used instead of the diagnostic head as a vehicle interface for either DISplus or GT-1. When used, it replaces the diagnostic head. OPPS was developed to reduce the amount of time required to program E65/E66 MOST control modules by 30-60 percent and to diagnose fiber optic communication systems MOST and Byteflight. OPPS can be connected into the MOST bus and the OBD-II connector simultaneously.

OPPS comes with 2 OBD-II cables. A short version (663 111) is used for CIP programming through the OBD-II connector, and MOST bus as well as diagnosis of all E65/E66 modules. A long version (663 112) is used for optical module and bus testing of modules located a distance from vehicle OBD-II connector such as in vehicle trunk. Long OBD-II cable (663 112) only transmits at a baud rate of 10400 compared to the high speed 115K baud for 663 111.

Hard & Intermittent Failures

A fault code is stored within the respective control module upon first occurrence of a fault in system being checked. CHECK ENGINE light will not be illuminated until completion of second consecutive driving cycle where previously faulted system is again monitored and a fault is still present or a catalyst damaging fault has occurred. If second drive cycle was not complete and specific function was not checked, PCM counts third drive cycle as next consecutive drive cycle. CHECK ENGINE light is illuminated if function is checked and fault is still present.

If an intermittent fault is present, and it does not cause a fault to be set through multiple drive cycles, 2 complete consecutive drive cycles with fault present are required for CHECK ENGINE light to be illuminated. Once CHECK ENGINE light is illuminated it will remain on unless specific function has been checked without fault through 3 complete consecutive drive cycles.

Fault code will also be cleared from memory automatically if specific function is checked through 40 consecutive drive cycles without fault being detected or with use of DIS Plus or GT-1 scan tool. To clear a catalyst damaging fault from memory, condition under which fault occurred must be evaluated for 80 consecutive cycles without fault reoccurring.

OBD-II Diagnostics

Malfunction Indicator Light (MIL) can be diagnosed with an aftermarket scan tool that allows technicians without BMW special tools or equipment to diagnose an emission system failure. With the use of a universal scan tool connected to Data Link Connector (DLC), an SAE standardized DTC can be obtained, along with condition associated with the illumination of MIL. Using DISplus or GT-1, a fault code and the conditions associated with its setting can be obtained prior to the illumination of the MIL.

OBD-II Diagnostic Trouble Codes (DTC) are designed to be identified by their alpha/numeric structure. DTCs start with letter "P" for powertrain related systems. (Scheme 27) DTCs are stored whenever the Check Engine Light (MIL) is illuminated. Universal diagnostic access to DTCs is via a standardized Diagnostic Link Connector (DLC) using a standardized tester (scan tool). DTCs only provide one set of environmental operating conditions when a fault is stored. This single freeze frame refers to vehicles environmental conditions for a specific time when fault first occurred. Information which is stored is limited in scope. This information may not even be specific to type of fault. On BMW, OBD-II monitors following systems

1. Catalyst Monitoring.
2. Misfire Monitoring.
3. Evaporative (EVAP) System Monitoring.
4. Secondary Air System Monitoring.
5. Fuel System Monitoring.
6. Oxygen Sensor Monitoring.

Scheme 27

BMW Diagnostics

BMW diagnostic trouble codes are stored as soon they occur even before the Check Engine Light (MIL) comes on. BMW codes are defined by BMW, Bosch and Siemens to provide greater detail to fault specific information.

On Siemens systems, one set of 4 fault-specific environmental conditions are stored with the first fault occurrence. This information can change and is specific to each fault code to aid in diagnosing. A maximum of 10 different faults containing 4 environmental conditions can be stored.

On Bosch systems, a maximum of 4 sets of 3 fault-specific environmental conditions are stored within each fault code. This information can change and is specific to each fault code to aid in diagnosis. A maximum of 10 different faults containing 3 environmental conditions can be stored. BMW codes also store and display a time stamp when the fault last occurred. A fault qualifier gives more specific detailed information about the type of fault (upper limit, lower limit, disconnection, plausibility, etc.).

BMW codes are capable of recording current fault status. Code will advise whether fault is actually still present, not currently present or intermittent. Fault specific information is stored and accessible through DIS Plus or GT-1. BMW codes determine diagnostic output for BMW DIS Plus or GT-1.

READINESS CODE

Readiness code provides status (yes/no) of the system having completed all required monitoring functions or not. The readiness code is displayed with an aftermarket Scan Tool or the DISplus/GT-1. The code is a binary (1/0) indicating the following

1. 0 = Test not completed or not applicable - 6 cylinder vehicles (not ready - V8 and V12)
2. 1 = Test completed - 6 cylinder vehicles (ready - V8 and V12)

A readiness code must be stored after any clearing of fault memory or disconnection of PCM. A readiness code of "0" will be stored after a complete diagnostic check of all components/systems (that can turn on Malfunction Indicator Light) is performed. Readiness code was established to prevent anyone with an emissions related fault and a Malfunction Indicator Light on from disconnecting battery or clearing fault memory to manipulate results of emissions test procedure. Complete readiness code is equal to one byte (8 bits). Every bit represents one complete test and is displayed by scan tool

1. 0 = EGR monitoring (= 0, N/A with BMW)
2. 1 = Oxygen sensor heater monitoring
3. 1 = Oxygen sensor monitoring
4. 0 = Air condition (= 0, N/A with BMW)
5. 1 = Secondary air delivery monitoring
6. 1 = Evaporative system monitoring
7. 0 = Catalyst heating
8. 1 = Catalyst efficiency monitoring

Drive vehicle in such a manner that all tests listed above can be completed. When complete readiness code equals "1" (ready) then all tests have been completed and system has established its readiness.

Readiness code can be checked with DISplus/GT-1. This is helpful in verifying that drive cycle criteria was achieved. A repair can be confirmed before returning vehicle to customer by a successfully completed drive cycle. (Scheme 28)

Scheme 28

RETRIEVING & ERASING DIAGNOSTIC TROUBLE CODES

OBD-II Diagnostic Trouble Codes (DTC) can be retrieved or erased using generic scan tool connected to Data Link Connector (DLC). (Scheme 24) Follow scan tool manufacturer's instructions. BMW fault codes can be retrieved or erased using Diagnostic Information System Plus (DISplus) or Group Tester One (GT-1). BMW diagnostic hardware directs user to a specific test routine which provides diagnostic information.

General Programming Rules

The procedure for programming control modules on E65/E66 vehicles is controlled by the Coding, Individualization and Programming (CIP) program. The following preconditions must be followed when using the CIP program: first connect the vehicle to an approved BMW battery charger (Deutronic Automotive Power Processor) and never disconnect during programming. This charger must be connected in POWER SUPPLY MODE. The date and time must be set correctly in the DISplus/GT-1 administration button on initial startup screen to check and modify.

Diagnostic head must be hard wired to the network drop to ensure uninterrupted programming (do not use radio connections). If using DISplus (Scheme 29) If using GT-1 (Scheme 30)

Scheme 29

Scheme 30

1. Park vehicle where it does not obstruct another vehicle, as programming may take up to 4 hours.
2. All control modules must be installed and functional.
3. Perform a fault memory deletion with QUICK CLEARING.
4. Readout and print individualization settings with the CIP program, as vehicle and key memory will be deleted during programming.
5. Read out, and print if applicable, instrument cluster/control display (mileage, condition based service data, radio station settings, etc.).
6. Engine must be off and cooled down.
7. Transmission oil temperature must be greater than 185°F (85°C).
8. Put transmission in P or N position, vehicle must not move.
9. Coding/Programming all control modules (with the ignition on), except the CAS.
10. Coding/Programming the CAS module with the ignition off and key removed.
11. Switch off all electrical accessories.
12. Do not move seats, trunk lid, steering wheel, locks, windows, etc.
13. Note that wipers can move unexpectedly (make sure path is clear and moisten glass).
14. Navigation CD V19.0 must be available when programming with CIP.
15. Print as you go for all CIP procedures (measures plan, program abort, multiple attempts).
16. Initializing control modules (indicated on screen).
17. Re-establishing customer VKM settings overwritten during coding/program (reverts to factory settings).

Program Start

Program start using DISplus or GT-1 with diagnostic head connected to vehicle. Select CODING/PROGRAMMING from start mask. When program is started for the first time after a CD installation, there is a longer wait time (about 90 seconds). Start CIP by selecting "8 CIP", then press the forward arrow. (Scheme 31) The initial CIP screen is then displayed. After startup, CIP determines the Vehicle Order (VO), previously known as the Central Coding Key (ZCS) and records which control modules are installed in the vehicle. The vehicle order is not displayed on the screen.

Scheme 31

Vehicle & Key Memory

Before programming Vehicle and Key Memory (VKM), customer must be informed about possible choices before delivery by filling out a customer selection form (attachment No. 6 of SI B09 05 01). VKM screen displays all available VKM functions, their current settings, and the factory default setting. VKM values can only be determined by CIP if all VKM relevant control modules are okay (found and no faults). A SHORT TEST is important to verify that all control modules are found before proceeding with coding or programming. Press CKM button at the screen with the text PROGRAM SELECTION. Load software, car and key memory (CKM).

1. CIP reads out the data and displays a list of the current settings with alternative settings. Additional system setting details can be activated by highlighting the subgroup heading bar.
2. Select the desired change by touching ACTIVE/NOT ACTIVE selection box (according to customer selection form) or factory default settings.
3. Press ENCODE CAR to start the coding operation when all of the selections have been made. When save newly set function screen appears, press BACK if additional changes are required. or Press SAVE and a screen is displayed with Green check marks (status report) to confirm the VKM selections have been programmed/selected correctly. Press FINISH to return to the selection screen, with the new selections marked accordingly (status of the current VKM settings). It is recommended to print the display. Press END and TERMIN CIP to terminate VKM and CODING/PROGRAMMING start mask is displayed.

Programming

From initial CIP start screen: press LOAD SW with text PROGRAM SELECTION. Use latest copy of PROGRAMMING/CODING EXPLANATIONS (SI B09 05 01) to perform programming procedure. This will provide the most current details and additional information.

Resetting and Correcting Condition Based Service (CBS) Data

1. Correction of implausible CBS values is a 2-step process. First the value must be reset, then a correction factor must be applied. Step 1 is found under DIAGNOSIS - FUNCTION SELECTION - SERVICE FUNCTIONS - MAINTENANCE - CBS RESET - TEST PLAN. At the CBS reset screens, select the individual parameters with implausible CBS values and follow the on-screen instructions to reset them. Exit CBS.
2. Step 2 is found under DIAGNOSIS - FUNCTION SELECTION - SERVICE FUNCTIONS - MAINTENANCE - CBS CORRECTION VEHICLE DATA - TEST PLAN. At the CBS correction screens, select individual CBS parameters to be corrected and follow on-screen instructions to correct them. For first correction factor(s) to be used, see CBS CORRECTION attachment No. 4 (SI B09 05 01). Note that if ENGINE OIL is to be reset, this must be reset first, followed by other parameters in the order they are displayed on the screen. If this order is not followed, corrupted values will result. Exit CBS correction.

SUMMARY

If no hard DTCs are present, driveability symptoms exist or intermittent DTCs exist, proceed to TROUBLE SHOOTING - NO CODES article for diagnosis by symptom (i.e., ROUGH IDLE, NO START, etc.) or intermittent diagnosis procedures.

DIAGNOSTIC TROUBLE CODE CROSS-REFERENCE & TABLES

BMW Diagnostic Trouble Codes (DTCs) are separated by fuel system type, engine, and date of manufacture. See DIAGNOSTIC TROUBLE CODE TABLE CROSS-REFERENCE table to determine which specific table applies to a particular fuel system type, engine, and model year. Model specific tables contain OBD-II (PCode) and BMW-specific (BMW-FC) DTCs. DTCs in model-specific tables link to appropriate diagnosis, if available.

Note. Diagnosis is not available for all DTCs.

DIAGNOSTIC TROUBLE CODE

TABLE "A" ECU: MSS54, ENGINE: S54, FROM 9-1-01 To 8-31-02

TABLE "B" ECU: MSS52, ENGINE: S62, FROM 9-1-01 To 8-31-02

TABLE "C" ECU: MS43, ENGINE: M54, FROM 9-1-01 To 8-31-02

TABLE "D" ECU: ME7.2, ENGINE: M62 E53, FROM 10-1-01 To 9-30-02

TABLE "E" ECU: ME7.2, ENGINE: M62 E39, FROM 9-1-01 To 8-31-02