Diagnostic Trouble Codes with Test Charts BMW X3 E83

ENGINE PERFORMANCE & TRANSMISSION DIAGNOSTIC TROUBLE CODES TABLE

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Engine Family Test Groups

Note. Engine Family Test Group can be determined by underhood or door jamb sticker.

Note that some sections are divided into the following Engine Family Test Groups

Test Group 1

1. 4BMXT03.0E83 (Engine Type: M54B25 LEV, M54B30 LEV)
2. 4BMXV03.0LER (Engine Type: M54B25 LEV, M54B30 LEV)
3. 4BMXV03.0M5R (Engine Type: M54B30 ULEV)

Test Group 2

1. 4BMXX03.0UL2 (Engine Type: M54B25 ULEVII, M54B30 ULEVII)
2. 4BMXX03.0UL2 (Engine Type: M54B25 ULEVII, M54B30 ULEVII)
3. 4BMXX03.0UL2 (Engine Type: M54B30 ULEVII)
4. 4BMXV02.5M56 (Engine Type: M56B25 SULEV)

Sections that do not refer to a specific test group refer to all Engine Family Test Groups.

BMW supplies test group information in the following categories

1. «CATALYST MONITORING»(/bmw/x3/e83-2003-2006/remont/testing-diagnostics/#diagnostic-trouble-codes-with-test-charts)
2. «MISFIRE MONITORING»(/bmw/x3/e83-2003-2006/remont/testing-diagnostics/#diagnostic-trouble-codes-with-test-charts)
3. «EVAPORATIVE SYSTEM MONITORING»(/bmw/x3/e83-2003-2006/remont/testing-diagnostics/#diagnostic-trouble-codes-with-test-charts)
4. «SECONDARY AIR SYSTEM MONITORING»(/bmw/x3/e83-2003-2006/remont/testing-diagnostics/#diagnostic-trouble-codes-with-test-charts)
5. «FUEL SYSTEM MONITORING»(/bmw/x3/e83-2003-2006/remont/testing-diagnostics/#diagnostic-trouble-codes-with-test-charts)
6. «OXYGEN SENSOR MONITORING»(/bmw/x3/e83-2003-2006/remont/testing-diagnostics/#diagnostic-trouble-codes-with-test-charts)

Catalyst Monitoring for Test Groups

1. 4BMXT03.0E83 (models: X3 2.5, X3 3.0 MT)
2. 4BMXV03.0LER (model: Z4 2.5i)
3. 4BMXV03.0M5R (model: Z4 3.0i)

General description

Catalyst monitoring is based on monitoring it's oxygen storage capability. The engine closed loop feedback control generates lambda (air/fuel ratio) oscillations in the exhaust gas. These oscillations are dampened by the oxygen storage activity of the catalyst. The amplitude of the remaining lambda oscillations downstream of the catalyst indicates the storage capability.

Monitoring procedure

In order to determine the catalysts efficiency a fixed number of complete lambda controller cycles (oxygen oscillation from upstream sensor) are used to calculate the areas that are enclosed by the controller cycle curve and also calculate the mean value. The average of all areas is indicative of the magnitude of the oxygen admission to the catalytic converter.

Scheme 344

The magnitude of the oxygen admission is used to calculate the maximum permissible oscillation (areas of the cycle) of the downstream sensor of a still good working catalyst.

Scheme 345

Now the original measured oscillation (average of areas) from the downstream sensor is compared to the calculated maximum permissible value.

A fault is detected if the quotient (measured value to calculated value) is greater than the threshold value.

Scheme 346

1. 4BMXX03.0UL2: (models: 325Ci, 325Ci convertible, 330Ci, 330Ci convertible, 325i, 325i sport wagon, 330i)
2. 4BMXX03.0UL2: (models: 525i, 530i)
3. 4BMXX03.0UL2: (model: X3 3.0A)
4. 4BMXV02.5M56: (models: 325Ci, 325i, 325i sport wagon)

Catalyst monitoring is based on oxygen storage capacity.

The engine closed loop feedback control generates lambda (air/fuel ratio) oscillations in the exhaust gas. These oscillations are dampened by the oxygen storage activity of the catalyst. The amplitude of the remaining lambda oscillations downstream of the catalyst indicates the storage capability.

In order to determine the catalyst's efficiency the model-based nominal amplitude of the upstream O2-sensor is modified to predefined higher values (forced stimulated).

This results in a known area of the A/F-controller, whereby the magnitude of the oxygen admission to the catalyst is equal independent of the driving conditions.

Scheme 347

The magnitude of the oxygen admission is used to calculate the maximum permissible oscillation (areas of the cycle) of the downstream sensor of a properly functioning catalyst.

A fixed number of complete lambda controller cycles are used to calculate the areas which are enclosed by the voltage of the downstream sensor and also to calculate the mean value.

Scheme 348

Now the original measured oscillation (average of areas) from the downstream sensor is compared to the calculated maximum permissible value.

A fault is detected if the quotient (measured value to calculated value) is greater than the threshold.

Scheme 349

Measurement Principle

The method of engine misfire detection is based on monitoring crankshaft acceleration.

The engine roughness is derived from the differences of the segment period (90°F crank angle) durations that are corrected and compared to load and engine-speed dependent thresholds. Different statistical methods are used to distinguish between normal changes of the segment duration and changes due to misfire.

Segment period measurement

Scheme 350

The segment periods are measured through an angular range of 90°F crank angle. The segment starts at 54°F before TDC. The beginning and end of the segments are located at the same angle. The duration of the crankshaft segments is measured continuously.

Sensor Wheel adaptation

To eliminate manufacturing tolerances and off-center installation the adaptation of the sensor wheel tolerances is carried out during fuel cut-off.

The segments periods are corrected by the adaptation values.

With progressing adaptation the sensitivity of misfire detection is improved.

Calculation of the engine roughness threshold value

The engine roughness threshold value consists of the base value, which is determined by a load/speed dependent map.

During warm-up the base value is multiplied by a coolant temperature dependent correction value.

Without sufficient sensor wheel adaptation the engine roughness threshold is limited depending on the wheel tolerances expected.

Scheme 351

Error Window

Within an interval of 200 and 1000 crankshaft revolutions "error windows" to check for similar engine conditions are determined. Upon detection of misfire the window is extended if the current operating point is not within the window.

Engine operating point window

The engine-operating window is updated with each segment without detected misfire.

Emission Increase

Within an interval of 1000 crankshaft revolutions (3000 segments) the detected misfire events are added for each cylinder. If the sum of all cylinder misfire incidents exceeds a predetermined value a fault code is stored.

If more than one cylinder is misfiring, all misfiring cylinders will be specified and the individual fault codes for all misfiring cylinders and for multiple cylinders will be stored.

Catalyst damage

Within an interval of 200 crankshaft revolutions the detected number of misfiring events is weighted and calculated for each cylinder. The weighting factor is determined using a load/speed dependent map.

If the sum of cylinder misfire incidents exceeds a predetermined value a fault code is stored and the MIL is illuminated at once.

If the cylinder selective count exceeds the predetermined threshold the following measures take place

1. the fuel control system is switched from closed-loop to open-loop operation
2. the cylinder selective fault code is stored
3. if more than one cylinder is misfiring the fault codes for all individual cylinders and for multiple cylinders will be stored
4. the fuel supply to the respective cylinder is cut-off

Scheme 352

General Description of Leak Measurement

The evaporative system monitoring permits the detection of leaks in the evaporative system with a diameter of 0,5 mm and greater.

The Diagnostic Modul_Tank Leakage (DM-TL), an electrically actuated pump located at the atmospheric connection of the evaporative canister, performs a pressure test of the evaporative system in the following order

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1. During the Reference Leak Measurement, the electrically actuated pump delivers air through the reference restriction. The engine-management system measures the pump's electrical current consumption in this phase.
2. During the Leak Measurement, the electrically actuated pump delivers air through the charcoal canister to the fuel-tank system. The pressure in the evaporative system may be up to 25 hPa depending on the fuel level in the tank. The engine-management system measures the pump's electrical current consumption. A comparison of the currents of the reference leak measurement and the leak measurement is an indication of the leakage in the tank.
3. After the test the remaining pressure in the evaporative system is bled off through the charcoal canister by switching off the pump and solenoid.

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Evaporative Purge System Flow Check

The purge flow from the charcoal canister through the purge valve is monitored after the fuel system adaptation is completed and the lambda controller is at closed-loop condition. The diagnosis is started during regular purging.

Monitoring Process of Evaporative Purge System Flow Check

Step 1 - For rich or lean mixture

Flow through the purge valve is assumed as soon as the lambda controller is compensating for a rich or a lean shift.

After this procedure the diagnosis is completed and the evaporative purge system resumes working normally.

Step 2 - For stoichiometric mixture or 1st step fails

In this case the lambda controller does not need to compensate for a deviation. Therefore, after finishing the regular purging, the purge valve is opened and closed abruptly several times.

The effect of additional cylinder charge triggers a variation of the engine idle speed.

If a predetermined value is reached the diagnosis procedure is completed.

Step 3 - For stoichiometric mixture or 2nd step fails

If the threshold at the 2nd step is not reached an additional procedure is performed. The purge valve is opened and the idle air control valve simultaneously is closed to compensate the idle speed increase. The effect is a decrease of the measured idle air mass by the mass airflow sensor.

If a predetermined value is reached the diagnosis procedure is completed.

Scheme 361

Secondary Air System Monitoring for Test Groups

1. 4BMXT03.0E83 (models: X3 2.5, X3 3.0 MT)
2. 4BMXV03.0LER (model: Z4 2.5i)
3. 4BMXV03.0M5R (model: Z4 3.0i)

General Description of Secondary Air System Monitoring

At cold start the secondary air pump and valve are switched on for their normal operating function. The secondary air delivered into the exhaust gas creates a lean mixture that is indicated by the output voltage of the oxygen sensor.

Any time the oxygen sensor indicates a lean mixture within the maximum time for monitoring, a counter is incriminated by "one" up to a predetermined value.

This fixed limit corresponds to the minimum amount of secondary air (low-flow-limit-check).

Scheme 362

1. 4BMXX03.0UL2 (models: 325Ci, 325Ci convertible, 330Ci, 330Ci convertible, 325i, 325i sport wagon, 330i)
2. 4BMXX03.0UL2 (models: 525i, 530i)
3. 4BMXX03.0UL2 (model: X3 3.0A)
4. 4BMXV02.5M56 (models: 325Ci, 325i, 325i sport wagon)

At cold start the secondary air pump and solenoid valve are switched on for their normal operating function. The secondary air delivered into the exhaust gas is measured by a separate (small) air mass flow sensor, which is mounted in the air tube between the secondary air pump and the secondary air filter.

Any time the air mass flow sensor indicates fixed min. or max. air mass values dependent on engine speed during a defined period, a fault will be detected.

The fixed min. air mass values correspond to the minimum amount of secondary air (low-flow-limit-check) produced by a defective pump.

The fixed max. air mass value corresponds to the maximum amount of secondary air (high-flow-limit-check) caused by leakage between the pump and the manifold.

In case the signal of the secondary air mass flow sensor is stuck, a fault will be detected.

By measuring a certain oscillation of the secondary air mass flow, it can be determined whether the secondary air valve is jammed open or blocked.

Scheme 363

The fuel system monitoring looks for permanent deviations of the A/F controller (lean and rich) from the mean position.

Monitoring Structure

If the fuel system is suddenly and significantly disturbed (e.g. by a leaky injection valve) and the A/F controller reaches its restriction or a permanent deviation from the mean position reaches the additional lean or rich thresholds and the accumulated time (sum of all excesses for rich and lean) is greater than a fixed limit during a defined period, a fault for long term trim will be detected and stored.

Scheme 364

1. closed loop conditions
2. evaporative purge amount < below a defined percentage of lambda deviation

Oxygen Sensor Monitoring for Test Groups

1. 4BMXT03.0E83 (models: X3 2.5, X3 3.0 MT)
2. 4BMXV03.0LER (model: Z4 2.5i)
3. 4BMXV03.0M5R (model: Z4 3.0i)

General Description of Upstream Oxygen Sensor Monitoring

Both oxygen sensors upstream of the catalyst are separately monitored for rich and lean voltage and response time (period monitoring and jump period monitoring).

Scheme 365

Upstream Oxygen Sensor Monitoring Procedure

To determine the switching time the lean and rich period times are added during a fixed number of lambda controller cycles.

A malfunction is registered if one or both of the times exceed(s) the thresholds that are engine speed and load dependent.

Scheme 366

Monitoring of Downstream Oxygen Sensors

After reaching operating conditions, the activity of the monitor sensor is determined by an Oscillation Check of the sensor signal (voltage).

If the conditions of the following checks are fulfilled, the monitor sensor is considered to be functioning properly

1. The monitor sensor signal (sensor voltage) is greater or equal than a predetermined value at normal engine operating condition (normal combustion) or
2. The sensor voltage drops below a predetermined value during fuel cut-off conditions.

If a monitor sensor defect is detected in these checks, a fault code is stored and the MIL is illuminated at the next driving cycle.

General Description of Oxygen Sensor Heater Monitoring

For proper function of the oxygen sensor, the sensor element must be heated. A non-functioning heater delays the sensor readiness for closed loop control and influences emissions.

The monitoring function continuously measures both the sensor heater current as well as the heater voltage (heater supply voltage) in order to calculate the sensor heater resistance.

Scheme 367

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Oxygen Sensor Circuit Monitoring

Monitoring of electrical faults of sensors upstream and downstream of catalyst

Not plausible voltages

1. ADC - voltages exceeding the maximum threshold VMAX are caused by a short circuit to VBatt
2. ADC - voltages falling below the minimum threshold VMIN are caused by a short circuit of sensor signal or sensor ground to ECM ground

Not plausible course of sensor voltage

An open circuit of the sensor upstream of the catalyst can be detected if the ADC - voltage is remaining in a specified range after the sensor has been heated

1. 4) 4BMXX03.0UL2: (models: 325Ci, 325Ci convertible, 330Ci, 330Ci convertible, 325i, 325i sport wagon, 330i)
2. 5) 4BMXX03.0UL2: (models: 525i, 530i)
3. 6) 4BMXX03.0UL2: (model: X3 3.0A)
4. 7) 4BMXV02.5M56: (models: 325Ci, 325i, 325i sport wagon)

The Wide Range Air Fuel Ratio Sensor is ready for operation at a certain temperature. In most cases exhaust gas temperature is not sufficient for heating, so electrical heating is needed for the proper functioning of the sensor.

The diagnosis consists of three checks

Operational Readiness

Sensor readiness depends on heater performance. Thus the time delay between "heater on" and operational readiness is monitored. The readiness is checked at defined time ranges (dependent on engine coolant temperature) after the heater has been switched on.

Temperature Check

A second check is performed continuously. The sensor temperature is expected to remain within a predetermined range. Otherwise heater performance is not sufficient and a fault code is set.

Power Stage Diagnosis

During power stage on and off, the control signal (input) of the power stage is compared to its output signal. Also in the switched on condition heater current is checked against a minimum limit. With these checks, disconnection as well as short to either ground or battery voltage can be detected, and if appropriate, a fault code is set.

Monitoring Overview

Diagnosis of heater performance

Scheme 369

Dynamic Diagnosis (Slow Response)

The dynamic diagnosis runs at the same time as the catalyst diagnosis (conversion-efficiency). During catalyst and O2-sensor monitoring, the model-based nominal amplitude is modified to higher values.

Scheme 370

This results in an actual amplitude indicated by signal output of the sensor which is averaged over several lambda cycles (leanest A/F ratio minus richest A/F ratio). To enter into the calculation each measured value has to be within a predefined confidence interval (window).

Scheme 371

The max-value within the window is defined as amplitudes of a new, (normally operating) sensor. The min-value is defined as amplitudes of a limit (slow) sensor. This figure shows also the value of an actual amplitude of an functional sensor (in blue).

Scheme 372

After this follows the determination of the average of all measured actual amplitudes (e. g. N=4 valid amplitudes).

Scheme 373

The anticipated amplitude of a nominal sensor is compared with the measured actual amplitude and thereby standardized through the maximum possible deviation (amplitude of nominal sensor minus amplitude of a limit sensor).

diagnosis value= max. map (new sensor) - measured average value (actual amplitude)/max. map (new sensor) - min. map (slow sensor)

This method results in values for diagnosis, whereby 0 (zero) describes a new, normally operating sensor and 1 (one) a limit (slow) sensor.

Several values of diagnosis will be averaged and compared with the threshold. Exceeding the threshold results in a fault code being stored in the computers memory.

Scheme 374

Plausibility Check

1. If the A/F ratio of the upstream sensor is above a predetermined "lean" value and the signal of the downstream sensor indicates "high" voltage, a fault code is set.
2. If the A/F ratio of the upstream sensor is below a predetermined "rich" value and the signal of the downstream sensor indicates "low" voltage, a fault code is set

Offset Check

This monitoring looks for an incorrect lambda measurement due to shunting effects. If the lambda-offset of downstream-control exceeds a threshold, a fault code is set.

Heater Coupling Check

The heater of the O2-sensor is monitored for low impedance coupling between heater and sensor, which can cause lambda modulations with the heater pulse rate. If the difference of consecutive lambda values exceeds calibration, a fault code is set.

After reaching operating conditions, the activity of the monitor sensor is determined by an Oscillation Check of the sensor signal (voltage).

If the conditions of following checks are fulfilled, the monitor sensor is considered to be functioning properly

1. The monitor sensor signal (sensor voltage) is greater than or equal to a predetermined value at normal engine operating condition (normal combustion) or
2. The sensor voltage drops below a predetermined value during fuel cut-off conditions.

If a monitor sensor defect is detected during these checks, a fault code is stored and the MIL is illuminated at the next driving cycle.

For proper function of the oxygen sensor, the sensor element must be heated. A non-functioning heater delays the sensor readiness for closed-loop control and influences emissions.

The monitoring function continuously measures both the sensor heater current as well as the heater voltage (heater supply voltage) in order to calculate the sensor heater resistance.

Scheme 375

1. ECM - controlled switching on of the sensor heater
2. one shunt for each sensor heater upstream and downstream of catalyst for current measurement

Scheme 376

Monitoring of electrical faults of sensors upstream and downstream of the catalyst

1. ADC - voltages exceeding the maximum threshold VMAX are caused by a short circuit to VBatt
2. ADC - voltages falling below the minimum threshold VMIN are caused by a short circuit of sensor signal or sensor ground to ECM ground

An open circuit of the sensor upstream of the catalyst can be detected if the ADC - voltage is remaining in a specified range after the sensor has been heated

Location of Malfunction Indicator Light

For Test Group 4BMXX03.0UL2

325Ci, 325Ci convertible, 330Ci, 330Ci convertible, 325i, 325i sport wagon, 330i

For Test Group 4BMXV02.5M56

325Ci, 325i, 325i sport wagon

Scheme 377

For Test Group 4BMXV03.0LER

Z4 roadster 2.5i

For Test Group 4BMXV03.0M5R

Z4 roadster 3.0i

Scheme 378

For Test Group 4BMXX03.0UL2

525i, 530i

Scheme 379

For Test Group 4BMXX03.0UL2

X3 3.0 A

For Test Group 4BMXV03.0E83

X3 2.5, X3 3.0 MT

Scheme 380

Location of the Data Link Connector

For Test Group 4BMXX03.0UL2

325Ci, 325Ci convertible, 330Ci, 330Ci convertible, 325i, 325i sport wagon, 330i

For Test Group 4BMXV02.5M56

325Ci, 325i, 325i sport wagon

Scheme 381

For Test Group 4BMXV03.0LER

Z4 roadster 2.5i

For Test Group 4BMXV03.0M5R

Z4 roadster 3.0i

general view

Scheme 382

detailed view

Scheme 383

For Test Group 4BMXX03.0UL2

525i, 530i

Scheme 384

For Test Group 4BMXX03.0UL2

X3 3.0 A

For Test Group 4BMXT03.0E83

X3 2.5, X3 3.0 MT

detailed view

Scheme 385

Test Results reported in Mode 6 of J1979

TEST RESULTS REPORT

Table of ECM Input/Output Signals

Engine Control Module (ECM)

ECM INPUT/OUTPUT SIGNALS REFERENCE

Transmission Control Module (EGS)

ECM INPUT/OUTPUT SIGNALS REFERENCE

See also:
• DTC CHART (4BMXX03.0UL2, 4BMXV0205M56, 4BMXV03.0M5R, 4BMXV03.0LER, 4BMXT03.0E83) - 9 OF 27