05 - Ignition Management

Table of Contents
Ignition Management
Subject Page
Ignition Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Ignition System Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Ignition Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Knock Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Superknocking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Multiple Ignition Pulses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Crankshaft Position/RPM Sensor (Hall Effect) . . . . . . . . . . . . . . . . . . . . .10
Crankshaft Sensor (N55) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Ignition Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Knock Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Spark Plug Diagnosis (HPI engines) . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Engine Misfire Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
SI B 12 06 10 N54 -
Misfire Faults, Diagnosis with ISTA . . . . . . . . . . . . . . . . . . . . . . . . . . .25
SI B 12 11 10 N54, N54T, N55 -
Diagnosis for HDP High-pressure Faults . . . . . . . . . . . . . . . . . . . . . .33
Initial Print Date: 03/11 Revision Date:

Ignition Management
Model: All
Production: All
After completion of this module you will be able to:
• Understand how spark is formed and used in BMW engines
• Perform an ignition primary scope measurement
• Perform an ignition secondary scope measurement
• Interpret the spark measurements and relate them to diagnosis
• Understand optimized emission
• Describe how the ignition system is monitored
2
Ignition Management
Ignition Management
Example of IPO for an Ignition Management System
One of the main purposes of the ECM is Ignition Management which includes the actu-
ation of several components. In the following pages you will find a generic explanation
on how this system works. For more detailed information please access BMW Training
Reference Manuals found on-line.
Principle of Operation
Ignition Management provides ignition to the combustion chambers with the required
voltage at the correct time. Based on the combination of inputs, the ECM calculates and
controls the ignition timing and secondary output voltage by regulating the activation
and dwell of the primary ignition circuits. The ECM controls and monitors the secondary
ignition output including Misfire Detection.
The ECM has a very “broad” range of ignition timing. This is possible by using a Direct
Ignition System, or sometimes referred to as “Static Ignition System” (RZV). Reliability is
also increased by having separate individual ignition circuits.
The Ignition Control is determined by the ECM (load dependent). The ECM will calcu-
late the engine “load” based on a combination of the following inputs:
• Battery Voltage;
• Accelerator Pedal Position;
• Air Flow Volume;
• Air Temperature;
• Engine Coolant Temperature;
• Crankshaft Position / RPM;
• Camshaft Positions (Cylinder ID);
• Knock Sensors;
• *In a Turbocharged engine, Boost Pressure is also used.
3
Ignition Management
The dwell time will be regulated based on battery voltage. When cranking, the voltage is
low and the ECM will increase the dwell to compensate for saturation “lag time”. When
the engine is running and the battery voltage is higher, the ECM will decrease the dwell
due to faster saturation time.
The Crankshaft Position/RPM signals the ECM to start ignition in firing order as well
as providing information about the engine operation. This input is used in combination
with other inputs to determine engine load which advances/retards the ignition tim-
ing. Without this input, the ECM will not activate the ignition.
Cold start is determined by the ECM based on the engine coolant temperature and rpm
during start up. A cold engine will crank over slower than a warm engine, the ignition tim-
ing will range between top dead center to slightly retarded providing optimum starting.
When starting a warm engine, the rpm is higher which results in slightly advanced timing.
If the engine coolant and intake air temperature is hot, the ignition timing will not be
advanced reducing starter motor “load”.
Ignition System Inputs

The ignition system on the engine management system uses several inputs to control
ignition functions. Proper ignition timing control is dependent upon inputs such as RPM,
throttle position, crankshaft position, air mass and temperature (coolant and intake air)
and in our turbocharged engines, intake boost pressure.
Most of the ignition system components have remained the same for all NG6 engines.
There are some minor changes to the ignition coils that apply to all versions. The coils
have been optimized for more durability.
Ignition Coils
The high voltage supply required to ignite the mixture in the combustion chambers is
determined by the stored energy in the ignition coils. The stored energy contributes to
the ignition duration, ignition current and rate of high voltage increase. The Coil circuit
including primary and secondary components consists of:
The Coil Assembly contains two copper
windings insulated from each other. One
winding is the primary winding, formed by
a few turns of thick wire. The secondary
winding is formed by a great many turns
of thin wire.
4
Ignition Management
The primary winding receives battery voltage
from the Ignition Coil Relay (in the IVM) which
is activated by the CAS Module. The ECM pro-
vides a ground path for the primary coil (Coil
Terminal 1) by activating a Final Stage transis-
tor. The length of time that current flows
through the primary winding is the “dwell”
which allows the coil to “saturate” or build up a
magnetic field. After this storage process, the
ECM will interrupt the primary circuit at the
point of ignition by deactivating the Final Stage Index Explanation
transistor. The magnetic field built up within the
1 Coil Assembly
primary winding collapses and induces the ignition
2 Insulator Boot
voltage in the secondary winding.
3 Spark Plug
The high voltage generated in the secondary 4 ECM Final Stage Transistor
winding is discharged through Coil Terminal 4 to
5 Secondary Coil Ground
the spark plug (insulated by the boot connector).
The primary and secondary windings are un-cou- Insulator
Boot
pled, therefore, the secondary winding requires a
ground supply (Coil Terminal 4a).
The high voltage generated in the secondary wind-
ing is discharged through Coil Terminal 4 to the
spark plug (insulated by the boot connector).
The primary and secondary windings are un-cou- Secondary
pled, therefore, the secondary winding requires a Winding
ground supply (Coil Terminal 4a).

The ECM uses “pencil type” ignition coils. The individual ignition coils are integrated with
the insulated connector (boot).
The coils are removed by lifting the swivel latch connector retainer to release the wiring
harness, apply a slight twist and lift the assembly upwards. The primary ignition cables
are routed on the top of the cylinder head covers.
5
Ignition Management
Spark Plugs
The spark plugs introduce the ignition energy into the combustion
chamber. The high voltage “arcs” across the air gap in the spark
plug from the positive electrode to the negative electrodes. This
creates a spark which ignites the combustible air/fuel mixture.
The spark plugs are located in the center of the combustion area
(on the top of the cylinder heads) which is the most suitable point
for igniting the compressed air/fuel mixture.
The spark plugs used on BMW Engines are designed by NGK. The plugs use an Iridium
center electrode. The center electrode is only 0.6 mm thick. The insulator is also
redesigned. The new spark plug technology allows for longer service life and improved
cold starting. The correct spark plug for each engine should be used.
The Ignition System is monitored by the ECM via the Crankshaft Position/RPM
Sensor. If a Misfire fault is present, the ECM will deactivate the corresponding fuel injec-
tor for that cylinder. Engine operation will still be possible.
The spark plugs for the N51 and N52KP remain the same as N52. However, the N54
uses a completely new spark plug from Bosch. The spark plug design consists of a
12mm thread which contrasts from the 14mm design on the N52 which prevents any
possibility of improper installation. The hex on the spark plug is also a 12 point design
which requires a special tool. The tool (socket) has a “thinwall” design to facilitate
access in the confined area of the N54 cylinder head.
Iridium is a precious metal that is 6

times harder and 8 times stronger
than platinum, it has a 1,200° F higher
melting point than platinum and con-
ducts electricity better.
6
Ignition Management
Knock Sensors
The knock sensor registers structure-borne vibrations
(knocking). Knocking combustion can damage the
engine. The data from the knock sensor make it possible
for the DME to implement countermeasures. Abnormal,
reverberating combustion processes can occur under
certain conditions in petrol engines. These abnormal
combustion processes curtail the earliest possible igni-
tion timing point and therefore limit the power output
and efficiency of the engine.
Such combustion processes are referred to as knocking and occur as the result of self
ignition of the fuel-air mixture not yet reached by the flame front. Normal combustion and
compression produced by the piston cause pressure and temperature to rise, resulting in
self-ignition of the fuel-air mixture not yet ignited. This produces flame velocities in
excess of 2000 m/s while the flame speed during normal combustion is approx. 30 m/s.
Conditions favoring knocking operation include:
• Increased compression ratio (e.g. deposits)
• High cylinder charge
• Poor fuel quality (RON/MON)
• High intake air and engine temperature
The knock sensors operate on the piezo electric principle. Vibrations from combustion
events are converted into electrical signals which are monitored by the ECM. Excessive
vibration indicates engine knock which will cause the ECM to retard the ignition timing to
retard as necessary.
The number of Knock sensors will vary depending on the engine; typically 6 cylinder
engines use two (2), V8’s four (4) and V12’s six (6).
Note: Excessive knocking will cause the MIL to illuminate.
When installing knock sensors, be sure to torque to specification.

Under or over-tightening the knock sensors can result is erroneous
knock sensor faults or poor engine performance.
If a fault is detected with the sensor(s), the ECM deactivates Knock

Control and it will set the ignition timing to a conservative basic set-
ting based on intake air temperature/pressure and a fault will be
stored.
7
Ignition Management
Superknocking
The term superknocking refers to irregular combustion that occurs in
turbocharged/supercharged engines. During this process, the maximum combustion
pressure increases from approx. 100 bar up to about 200 bar. This situation could be
caused by foreign bodies in the combustion chamber such as oil, residual gas or carbon
particles that trigger ignition of the fuel-air mixture before the actual firing point.
Superknocking cannot be eliminated by corresponding interventions in the ignition sys-
tem so to prevent engine damage, the ECM reduces the power output when it detects
superknocking. Temporary superknocking is caused by individual dirt particles. Fuel
injection into the affected cylinder is shut down in the short term (3 to 6 cycles) in
response to superknocking. A corresponding fault code is stored in the fault code
memory.
8
Ignition Management
Multiple Ignition Pulses
Multiple Ignition Pulses ensure good spark quality during engine start up. The ECM will
activate the ignition coils 9 times (voltage dependent) per 720º of crankshaft revolution.
The ignition timing will be progressively
advanced assisting the engine in coming
up to speed. As the engine speed
approaches idle rpm, the timing remains
slightly advanced to boost torque. When
the engine is at idle speed, minimum tim-
ing advance is required. This will allow
faster engine and catalyst warm up.
The multiple pulsing switches to single
pulse when:
• Engine Speed >1350 RPM (varied
with engine temperature)
The timing will be advanced when the ECM observes low engine rpm and increasing
throttle/air volume inputs (acceleration torque). As the throttle is opened, the ECM
advances the timing based on engine acceleration and at what rate. The ECM will fully
advance timing for the “full throttle” position indicating maximum acceleration (torque).
Multiple
ignition
pulses from
each coil
9
Ignition Management
Crankshaft Position/RPM Sensor (Hall
Effect)
The crankshaft position sensor provides the ECM with a
5 volt square wave signal. The ECM calculates engine
speed (RPM) and crankshaft position for ignition and
injection system operation.
The sensor is supplied with 12 volts from the engine
electronics fuses and ground from the ECM.
An effective signal that can be evaluated is output as
from a speed of approx. 20 rpm.
The control unit detects the tooth gap in that the measured spacing of the gaps is more
than double as great as the previous or subsequent gaps. The tooth gap itself is
assigned to a defined crankshaft position of cylinder number 1. The DME synchronizes
the crankshaft position with respect to this timing point. With each subsequent low signal
it increments the crankshaft position by 6°.
Exact assignment is necessary for the DME to be able to adapt the ignition and fuel
injection to specific requirements. The time interval measured between two level
changes (e.g. High to Low) is therefore divided into smaller units of time.
Index Explanation
A Electrons
1 Hall Module
2 Lines of magnetic force
3 Permanent magnet
4 Power supply
5 Hall voltage
The crankshaft position sensor is also monitored for variations in

crankshaft speed to determine misfires.
10
Ignition Management
Crankshaft Sensor (N55)
The function of the new crankshaft sensor is identical to that of the crankshaft sensors
used for the automatic engine startstop function (MSA). The engine reversal detection
is required for the MSA function. (MSA is not currently offered in the US.)
Index Explanation
1 Connector
2 Dust seal
3 Sensor
11
Ignition Management
NOTES
PAGE
12
Ignition Management
Service Information
A fault survey should first be performed using the IMIB to determine if there is a fault in
the primary ignition or secondary ignition. If there is a fault in the primary ignition, testing
should include:
• Power Supply at the coil (KL 15).
• Resistance of the harness and ignition coil primary winding using the Universal
Adapter with the ECM disconnected.
If there is a fault in the secondary ignition, testing should include:
• Primary Ignition.
• Evaluation of Secondary Oscilloscope Patterns.
The Following are Examples of

Secondary Oscilloscope Patterns
(consult Repair Instructions for ignition
pattern variations per coil manufacturer):
This is a normal pattern for one ignition circuit
with the engine at idle speed.
• Normal Combustion Period.
• Normal Ignition Voltage Peak.
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Ignition Management
Multiple Ignition Pulses ensure good spark
quality during engine start up. The ECM will
activate the ignition coils 9 times per 720º of
crankshaft revolution.
This is a normal pattern for one ignition circuit Multiple
when: ignition
1. Normal Combustion Period pulses from
each coil
2. Normal Ignition Voltage Peak
Long Spark Period (1) with Low Ignition Volt-

age Peak (2). If Spark Period is Fluctuating:
• Indicates Low Compression
• Contamination on Spark Plug or Defective
Spark Plug
If instead you measured a Short Spark Period
(1) with High Ignition Voltage Peak (2):
• Defective Ignition Connector or Resistive
Adaptive Boot
Evaluation of Ignition Voltage Peaks at Idle

Speed (Multiple Cylinders Displayed).
1. Normal Attenuation (Voltage Reduction)
Process
2. Shorten Attenuation Process (arrow)-
Defective Ignition Coil
3. Absence of Attenuation (arrow )-Defective
Ignition Coil
14
Ignition Management
No Sparking Voltage Line (Single Cylinder
Displayed)
• Defective Ignition Coil.
Evaluation of Ignition Voltage Peaks under

Sudden Loads (Multiple Cylinders Displayed).
• Defective Ignition Coil.
Decaying Process is considerably Higher than
Ignition Voltage Peak (2):
• Lean Mixture.
• Defective Fuel Injector.
• Low Compression.
Allow at least 3 minutes to elapse after the key was set to the “OFF”
position before disconnecting the ECM. This will allow sufficient time
to complete the DM-TL test. Voltage may be present (up to 3 min-
utes) causing damage to the ECM if it is disconnected during this
time period (arcing).
The Repair Instructions should be consulted for additional

Oscilloscope Patterns under various engine speeds.
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Ignition Management
When Testing the Secondary Ignition System, use
Special Tool (Secondary Voltage Test Cable)
#90 88 6 127 050 / SWZ 12 7 050 This pro-
vides a clamping surface for the IMIB primary and
secondary ignition adapter clamps.
Observe safety precau-

tions, high voltage is
CAUTION!!! present with the engine
running!
The ignition current circuit is monitored based on the current in the primary coil. When
switching on, the current must be within certain values during defined time thresholds.
The following items are monitored:
• Primary current circuit of ignition coil.
• Ignition wiring harness.
• Secondary current circuit of ignition coil with spark plug.
• Spark duration.
The following defects are detected by the ignition circuit monitoring:
• Short-circuit on primary side of ignition coil.
• Spark plug.
• Line break in ignition wiring harness.
• Defective ignition output stages.
The following are not detected:
• Sporadic faults such as loose contacts in the ignition wiring harness.
• Sparkover in the high voltage circuit parallel to the spark gap without producing
an interturn fault.
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Ignition Management
In Summary,
If the Secondary Ignition Voltage is Too High (Excessive Resistance for Ignition):
• Spark Plug Gap is to Large (Worn or Burned).
• Incorrect Heat Range Spark Plug.
• Compression is too High (Carbon, etc.).
• Interruption in the Secondary Ignition Connector or Resistive Adapter Boot.
If the Secondary Ignition Voltage is Too Low (Low Resistance for Ignition):
• Spark Plug Gap is Too Small (Mishandled on Installation).
• Incorrect Heat Range Spark Plug.
• Compression is Too Low.
• Voltage Leak in the Secondary Ignition Connector or Resistive Boot to Ground.
Ignition Coils
The ignition coils of BMW enignes have been redesigned for better rigidity and durability.
Particular care must be taken when working on the fuel system to ensure that the igni-
tion coils are not wet with fuel. The resistance of the silicone material is greatly reduced
by contact with fuel. This could compromise the coils insulation and result in arcking at
the top of the spark plug causing a misfire.
• The ignition coils must be removed before working on the fuel system.
• When installing new solenoid valve fuel injectors utmost cleanliness must be
observed.
• After removing the ignition coils use a rag to prevent fuel from entering the spark
plug well.
• Ignition coils that have been saturated with fuel must be replaced.
17
Ignition Management
Knock Control
Knock Control allows the ECM to further
advance the ignition timing under load for
increased torque. Knock Control is only in
affect when the engine temperature is
greater than 35ºC and there is a load on
the engine. This will disregard false signals
while idling or from a cold engine.
Based on the firing order, the ECM moni-
tors the Knock Sensors after each ignition
for a normal (low) signal.
If the signal value exceeds the threshold,
the ECM identifies the “knock” and retards the ignition timing (3º) for that cylinder the
next time it is fired. This process is repeated in 3º increments until the knock ceases.
The ignition timing will be advanced again in increments to just below the knock limit and
maintain the timing at that point.
If a fault is detected with the Knock Sensor(s) or circuits, the ECM deactivates Knock
Control. The ignition timing will be set to a conservative basic setting (to reduce the risk
of detonation) and a fault will be stored. The “Malfunction Indicator Light” will be illumi-
nated when the OBDII criteria is achieved.
The Knock Sensors should be tested using the IMIB for:
• Fault Codes
• Status Display - Knock Control (active / not active)
• Oscilloscope Display (Low AC Voltage -mV setting)
When installing Knock Sensors:
• Do not mix the locations! or Engine
Damage will result! The Knock Sensors
use a combined connection to the engine
harness. The Knock Sensor with the
shorter cable is for cylinders 4 - 6.
• Do not over tighten attaching bolt! -
Piezo ceramic will be cracked. Torque to
20 nm.
• Do not under tighten attaching bolt!
A lose sensor can vibrate producing a
similar signal to a knock.
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Ignition Management
Conditions favoring knocking operation include:
• Elevated compression ratio.
• High cylinder charge.
• Poor fuel quality (RON/MON).
• High intake air and engine temperature.
Self-diagnosis of the knock control system comprises the following checks:
• Check for signal error, e.g. line break or plug connection defective.
• Self-test of evaluator circuit.
• Check of noise level registered by the knock sensor for the engine.
Knock control is switched off if an error is determined in one of these checks. In this
case, an emergency program controls the ignition timing. At the same time, a corre-
sponding fault code is entered in the fault code memory. The emergency program
ensures safe, damage-free operation. The emergency program depends on the load,
engine speed and engine temperature.
19
Ignition Management
Spark Plugs
The Spark Plugs should be inspected for the
proper type, gap and replaced at the specified
intervals.
Refer to the Service Information Bulletins:
• SI B 12 01 05 High Performance Iridium
Spark Plug/Spark Plug Application Chart
• SI B 12 01 99 High Performance Platinum
Spark Plug/Spark Plug Application Chart
for the proper type and a visual of the
spark plug (showing effects of combus-
tion, fouling, etc.)
The Spark Plugs should be properly installed and torqued using the following Special
Tools:
• SWZ 12 1 200 Torque Limiter
• SWZ 12 1 171 Spark Plug Socket
Never use Air Tools for removal or installation.
20
Ignition Management
Spark Plug Diagnosis (HPI engines)
Due to the proximity of the spark plug to the fuel injector nozzle, any divergence in the
fuel spray may cause possible spark plug damage. This makes spark plug diagnosis an
important part of HPI engine service concerns. Information gained by the spark plug
diagnosis may indicate possible fuel injector faults. Spark plug replacement interval has
been reduced to 45,000 miles on this engines. The illustrations below can be used to
assist in spark plug diagnosis:
The spark plug above shows a normal wear pattern The spark plug above shows a normal wear pattern
with no excessive electrode wear or insulator for a spark plug with high mileage. Spark plug is
damage. due for replacement.
The spark plug above shows erosion of the The spark plug above shows erosion of the
electrode on one side which could be an indication electrode on one side and damage on the insulator
of fuel spray “diversion”. nose. This could also be an indication of fuel spray
“diversion”.
21
Ignition Management
Engine Misfire Diagnosis
Engine Misfire is the result of inefficient combustion in one or more cylinders. The caus-
es of Engine Misfire are extensive but can be grouped into the following sub-systems.
Consider the charts below as an additional diagnostic aid once ISTA is connected, the
correct fault symptom has been chosen and the fault memory has been interrogated.
Follow the Test Module as displayed by ISTA.
IGNITION SySTEM
COMPONENT POSSIBLE CONDITION TEST CORRECTION
Spark Plug: • Incorrect spark plug installed Secondary • Verify correct spark plug
• Electrode gap closed or too small Ignition • Replace if necessary
• Electrode(s) missing • Swap with another cylinder
• Oil or fuel fouled spark plug
• Ceramic insulation cracked
Secondary • Wet or moist due to water infiltration. • Check water ingress, repair, replace
circuit: (wiring, • High resistance due to corrosion. • Check resistance value, replace
M73-cap, rotor)
Ignition • Secondary/Primary Circuits open or shorted. Secondary • Inspect and replace if necessary
Coil(s): • Housing cracked, damaged. and Primary • Swap with another cylinder
Ignition Coil • Power supply, Primary control and Primary • Look for open, loose connector,
& Engine ground (shunt signal) circuits impaired. Ignition & corrosion, crossed or backed out
Harness Term 4A feed pins (also consider ignition unloader or
Connectors back Preset ECM relay on MY97 and newer cars).
Measurements • Determine defective condition,
repair or replace.
• A secondary ignition oscilloscope display provides vital information

about the ignition system’s condition.
• Follow the precautions in REP 12 00 Instructions for working on
the ignition system.
• Use the following scope patterns as a guideline for ignition system
diagnosis.
Evaluation of secondary signal amplitude at idle speed.
1. Normal Ignition Voltage Peak: Spark Plug is OK

2. Low Ignition Voltage Peak: Gap too small (defective)
3. High Ignition voltage peak: Gap too large (defective)
NORMAL ONG COMBUSTION HORT COMBUSTION

COMBUSTION PERIOD (SMALL GAP) PERIOD (LARGE GAP)
PERIOD
22
Ignition Management
ENGINE MECHANICAL SySTEMS
Pistons, • Hole in piston crown, ring(s) broken, • Idle Quality Rough Run • Correct condition as
Rings, valve(s) not seating, valve(s) bent, ning Preset. required.
Valves, valve spring(s) broken, camshaft lobe • Cylinder compression &
Camshaft: cracked, etc. leakdown tests.
Hydraulic • HVA oil bore restricted or blocked. • Idle Quality Rough Run • Always consider
Valve • Engine oil pressure builds up too slow. ning Preset. mechanical com
Actuator • Intermittent Misfire Fault Not • Listen to HVA ponents when
(HVA): Currently Present. • Check Oil Pressure diagnosing misfire.
• HVA binding/sticking in bore. • Cylinder leakdown • Inspect for scoring.
Vacuum • Unmetered vacuum leaks causing a • Idle Quality Rough Run • Correct condition as
Leaks: “lean” operating condition. Possible ning Preset. Test for vacuum required.
“Excessive Mixture Deviation” leaks per Repair Instr. and SI B
fault codes. on “Crankcase Ventilation”.
• Interpret Add. & Multiple adaptation values
FUEL QUALITy, DELIVERy, INjECTION & EVAPORATIVE SySTEMS

Fuel (quality): • Contaminated fuel. • Clean fuel system, replace fuel.
(water, other non combustible).
Fuel Delivery: • Fuel pump delivery pressure low, • Check fuel • Determine restriction/flow reduction,
restriction in fuel line to fuel rail or pressure & replace component as necessary.
running loss valve. volume. • Interpret Additive and Multiplicative
• Fuel filter restricted (clogged). • Check fuel adaptation values.
• Low fuel in tank. pump power
and ground
Running Loss • Valve stuck in “small circuit” position. • Check valve • Display “diagnosis requests” in DISplus
Valve: and test valve for proper function, repl
ace valve as necessary.
Fuel Injectors: • Leaking fuel injector pintle seats cause • Ti Preset & • Check injectors for leakage.
rich engine starts with hot ambient status page. • Swap suspect injector with another
temperatures. • Sec Ign scope cylinder.
pattern.
• Blocked (dirty) injector(s). • Inspect injector, replace if necessary.
Fuel Pressure • Regulator defective, causes fluctuation • Fuel pressure • Check nominal fuel pressure value with
Regulator: in the injected quantity of fuel causing engine operating under varied speeds.
mixture adaptation faults.
Evaporative • Defective evaporative system vent • DISplus status, • Check the fuel tank condition and vent
System: causing fuel tank collapse and fuel . Evap test line.
starvation. with press
ure tool, • Check Fresh Air Valve on TLEV E36
purge valve vehicles or LDP/DM TL and filter on
func. test. ORVR vehicles for proper system
“breathing”.
23
Ignition Management
IMPLAUSIBLE ECM CONTROL FUNCTION OR
SENSOR INPUT SIGNALS
Crankshaft • Implausible signal for misfire detection. • ISTA preset • Determine defective sensor or
Position • Increment wheel loose or damaged measurement. increment wheel and replace.
Sensor or (internal on M44, M52 and M54,
Increment external on M62 & M73).
Wheel: • Air gap between sensor and wheel.
• Noticeable at higher rpm.
Catalyst • Excessive exhaust back pressure • ISTA preset • Determine catalyst condition, replace
Damaged: (bank specific fault present, more measurement or repair as necessary.
noticeable under heavy load and of oxygen
high rpm). sensor.
• Back pressure test per SI B with Special Tool.
Oxygen • Excessive mixture deviation, • Monitor • Swap sensor from other bank (if app
Sensor: possible vacuum leaks. oxygen licable) and see if fault transfers to
sensor other bank.
signal via
DIS preset.
Engine • Internal control module fault. • Check fault • Highly unlikely but must be considered.
Control memory.
Module • Misfire Reprogramming. • Refer to SI B • Check Model/Prod range reprogram
When diagnosing a Misfire fault code, Remember:

“Misfire” is caused by a defect in the internal combustion engine or a defect in
the control of the engine operation.
“Misfire” is the result of improper combustion (variation between cylinders) as

measured at the crankshaft due to:
Engine mechanical defects; breakage, wear, leakage or improper tolerances.
Excessive mixture deviation; air (vacuum leaks), fuel and all the components that deliver
air/fuel into the combustion chambers.
Faulty ignition; primary, secondary including spark plugs.
Faulty exhaust flow; affecting back pressure.
Tolerance parameters; ECM programming.
A Misfire fault code(s) is the “symptom” of a faulty input for proper combustion.
When diagnosing a misfire, review the charts to assist you in finding the faulty
input.
24
Ignition Management
Version 06_04_10 Page 1
First Steps
ISTA short test (use 2.19 or higher)
*TC-Authorization is needed Symptom is
PMP questionnaire Follow
exhaust has a „strong fuel smell“
for replacements of all parts Car service history Possible buy-back situation? Yes Leaking Injector
in combination with „dense white
Diagnostic Fault Tree
listed below Come back more than 2 times? smoke upon warm start up“ or
(see page 2 of 7)
Rail Pressure Fuel Sensor Has RTE been contacted? „wet/fouled spark plugs“
High Pressure Fuel Pump
Fuel Injector
Check for Powertrain Aftermarket Devices /Modifications, No
e.g. turbo boost controllers, complete exhaust or induction systems,
blow off valves, etc. (see SIB121008/122008);
IF YES: contact customer and advise that vehicle has to be brought
back to STOCK CONDITION prior to continuing diagnosis; If customer
complaint is Follow
Contact Area-Team to flag the vehicle in the warranty system!!
„long crank“ or Fuel System
Yes
No fuel system fault codes? Diagnostic Fault Tree
(29DC, 29E2, 29F1, 29F2, 2B2C, (see page 3 of 7)
2FBC, 2FBE, 2FBF)
Check I-Level (DME)
Check Fault Memory

Symptom is Follow
„mixture adaptation Yes Mixture Adaptation Fault
fault“ (e.g. 29E0, Diagnostic Fault Tree
MSD80 MSD81 29E1) (see page 4 of 7)
before 03/2008 since 03/2008
„TC N54 Engine“
No
Turbocharger Yes
Submit a
or VANOS vehicle type
TC-Engine Case Symptom is Follow
fault codes stored E60 or E61? No
„single misfire fault Yes Single Misfire Fault
code stored Diagnostic Fault Tree
Yes in DME“ (see page 5 of 7)
No I-Level No
DME OK
=Exxx-08-xx-xxx
IGNITION No
Follow according
SI B 12 06 10 N54 - Misfire Faults, Diagnosis with ISTA
fault codes Yes

ISTA test module I-Level
stored
Yes <E060-09-03-500 No
Follow
Symptom is
No Yes Rough Running @ cold
Yes „rough running at
Diagnostic Fault Tree
cold start“
(see page 6 of 7)
INJECTOR Follow according I-Level Update to newest version
Yes
fault codes ISTA test module
stored *Test Drive No
No IMPORTANT:
Readaptation of the DME Test Drive is needed!
Car must be at operating temperature / warm Follow
other Follow according Symptom is
Yes Drive vehicle 50-60mph with 2000-2500rpm for about 3min (use Yes Rough Running @ warm
fault codes ISTA test module „rough running at
manual shift, if needed) Diagnostic Fault Tree
stored warm engine“
Let vehicle idle for about 5min (see page 7 of 7)
If possible: let vehicle sit over night and cold start the next morning
(let it idle for 5min)
No
Ignition Management
25
Page 2
Check Symptom
Symptom is
exhaust has a „strong fuel smell“
Is this really the symptom in combination with „dense white No Return to Page 1
described? smoke upon warm start up“ or
„wet/fouled spark plugs“
Yes
Let engine cool down below 40°C / 100°F
Disconnect low pressure side from high Any
pressure side misfire faults Contact TC
Yes No
Check EKP function: stored?
p_fuel(LP) > 4.75bar while EKP is running; if
not: follow B1214_DI_KDR
residual pres. of >3.75bar 10min after EKP
was deactivated
Follow
Check
Check okay recommendations of
not okay
test plan“
Connect low pres. side and high pres.
side
Activate EKP
Check residual pressure in HP *Submit TC case for injector replacement.
system: read HP fuel sensor value; If only one misfire occurs per bank Replace
>3.75bar 10min after EKP Date of just one injector
deactivated? If yes: injectors have production before If more than one misfire occurs in the same bank
10/2008 Yes Replace all 3 injectors of that bank;
no leakage.
If three or more cylinders misfire Replace all 6
No injectors
Leaking
detected Yes
*Submit TC case for injector replacement. Determine the
No cylinder affected by misfire (see misfire fault code) and
Environmental conditions
Note:
Swap ignition coil and If only one cylinder with misfire occurs per bank
spark plug of misfiring Replace just one injector
cyl. with OK cylinders; If more than one Cylinder with misfire occurs in the same
bank Check misfire frequencys (Environmental
Conditions) Replace the injector with the highest
Does frequency of misfires per bank
misfire follow No
the ignition
coil? When replacing injectors, make sure that:
YES Injector calibration is done (follow SIB 12 26 08)
Clear all DME adaptations
Replace ignition coil In case of this leaking injector symptom, make sure
and spark plug that:
accordingly Check DME I-Level go to No. 4
Note: It needs elevated temperatures and high
engine loads to evaporate/burn fuel in exhaust Injector Part
system Number
Exit
Create and submit TC-Case, where applicable
Recheck fault memory after test drive; If clear, return car to customer
26
Ignition Management
SI B 12 06 10 N54 - Misfire Faults - Diagnosis with ISTA
Check fault memory Page 3
For Your Information
Information: Definition of the „long crank“
CCC message „fuel pump defective“ EKP function check according to complaint:
Any Yes or engine does not run at all DC_EKPM
EKP Module fault entries in the
ISTA EKP test modules; *submit TC the engine is cranking up to about
case for EKP replacement if 3-4 seconds, before it starts quickly
EKP module?
necessary
LP = Low Pressure System
No HP = High Pressure System
Where to find the HDP’s

Fuel tank Yes Add fuel, delete Production and Serial Number
level at fault entry
fault memory
below 5 liters?
No
0x29F3 „fuel
pressure sensor electrical“
Yes
or 0x2A2D „fuel LP system, fuel DC_LPS
Replace LP sensor,
pressure; maximum pressure
exceeded“ or „pressure Yes
too high“
DME Check LP sensor (except E89): Actuation of the electric fuel pump (EKP) for
Low Pressure approx. 20 seconds via ISTA. Read the value from the LP sensor via ISTA
No during EKP operation after approx. 15 seconds. If the value displayed is more DC_LPS
(LP) System than 6.7 bar, the LP sensor is faulty and must be replaced; *submit TC case for
LP sensor replacement if necessary; Check low pressure sensor line: if
0x2A2D „fuel LP system, fuel mounting bracket is welded onto pipe, replace with part number 7 545 725
pressure; minimum pressure
underrun“ or 0x2AAF „Fuel OK
pump plausibility“ EKP function check; follow ISTA test module; DC_EKP
*submit TC case for EKP replacement if necessary
No
0x29E2 Have
Check for open electrical circuit between rail sensor and DME; *submit TC DC_HPS_29E2 components
„fuel injection rail,
Yes case for rail sensor replacement if necessary; been
pressure sensor signal
Note: default value appears as 265bar, when sensor deffective / open circuit Yes
(HP system)“ replaced?
DME
No
High Pressure No
(HP) System Yes
Check for open electrical circuit between HDP and DME; DC_HDP_HARNESS
0x2FBC replace components if necessary
„fuel control valve,
signal“ OK
Update I-Level
*Submit TC case for HDP DC_HDP_VCV
With ISTA/P 37.2 or newer
No replacement If I-Level < Exxx-10-03-504
0x2FBE
fuel high pressure Ignore fault entry,
after engine stop, Yes delete fault memory
pressure too SI B12 11 10
high
No Yes
Check LP sensor (except E89): Actuation of the electric fuel pump (EKP) for
approx. 20 seconds via ISTA. Read the value from the LP sensor via ISTA
0x29F2 during EKP operation after approx. 15 seconds. If the value displayed is more DC_LPS
„fuel HP system, fuel pressure“ or than 6.7 bar, the LP sensor is faulty and must be replaced; *submit TC case for
0x29DC „cylinder injection switch-off, LP sensor replacement if necessary; Check low pressure sensor line: if
pressure too low in the HP system“ mounting bracket is welded onto pipe, replace with part number 7 545 725
or 0x2B2C „fuel high pressure
always
system, cold start“
EKP function check; follow ISTA test module; DC_EKP
always
No Update I-Level
*Submit TC case for HDP
With ISTA/P 37 or newer
replacement
If I-Level < Exxx-10-03-502
0x2FBF
fuel high pressure on release of
injection, pressure too low AND Yes
customer complaint is “long crank”
Check LP sensor (except E89): Actuation of the electric fuel pump (EKP) for
No trouble approx. 20 seconds via ISTA. Read the value from the LP sensor via ISTA
during EKP operation after approx. 15 seconds. If the value displayed is more DC_LPS
found
No than 6.7 bar, the LP sensor is faulty and must be replaced; *submit TC case for
LP sensor replacement if necessary; Check low pressure sensor line: if
mounting bracket is welded onto pipe, replace with part number 7 545 725
Check battery voltage;
check starter; always
check crank shaft and DC_EKP
camshaft sensors; EKP function check; follow ISTA test module;
only „long crank“ complaint Yes *submit TC case for EKP replacement if necessary
without fault entry, repair if needed
possibly with info entry 0x2FCA, always
0x2FDA, 0xFDB No
I-Level < Exxx- *Submit TC case for HDP
10-03-504? replacement
Yes
Update I-Level DC_HDP_2FBF
No With ISTA/P 37.2 or newer
DC_OTHER_LC
Repair was needed at battery, starter, crankshaft or camshaft sensors
Check HP sensor; make sure car was sitting more then 15min; Create and Submit TC-Case
follow diagnostic request to compare LP to HP sensor values; the values must not differ more where applicable. Readapt
0x29F1 DC_HPS_29F1
the +/-3 bar; replace HP sensor if necessary DME and perform test drive
„fuel pressure Yes
Important note: in case the HP sensor value is higher then 9bar, release the pressure by on page 1. Recheck fault
plausibility“
slightly loosening the connection between the injector and the rail and repeat the above memory after test drive, if
check again; in case of repeated failure *submit TC case for HP sensor replacement clear, return car to customer
OK
Update I-Level
replacement
If I-Level < Exxx-10-03-504
27
Ignition Management
EKP module?
necessary

fault memory
below 5 liters?
No
Low Pressure
Sensor,
electric Yes DC_LPS
Replace LP sensor,
0x119201 - 02 Yes
or 0x11A201 - 02
DME Check LP sensor. Actuation of the electric fuel pump (EKP) for approx. 20
DC_LPS
seconds via ISTA. Read the value from the LP sensor via ISTA during EKP
Low Pressure operation after approx. 15 seconds. If the value displayed is more than 6.7 bar,
No
(LP) System the LP sensor is faulty and must be replaced.
0x11A204 OK
or 0x11B201 – 04 EKP function check; follow ISTA test module; DC_EKP
or 0x110002 - 08 *submit TC case for EKP replacement if necessary
Low Prsssure
Sensor
No
Rail Pressure
Sensor,
Have
electrical Check for open electrical circuit between rail sensor and DME; *submit TC DC_HPS_29E2 components
0x119001 - 02 Yes case for rail sensor replacement if necessary; been
replaced?
DME
No
High Pressure No
(HP) System Yes
replace components if necessary
0x11C401 - 04
OK
HDP electr. Update I-Level
No replacement If I-Level < Fxxx-10-03-502
After Engine
Off
Ignore fault entry,
0x11A301 Yes delete fault memory
SI B12 11 10
No Yes
Rail pressure
deviation Check LP sensor. Actuation of the electric fuel pump (EKP) for approx. 20
seconds via ISTA. Read the value from the LP sensor via ISTA during EKP DC_LPS
operation after approx. 15 seconds. If the value displayed is more than 6.7 bar,
0x11A901 - 04
the LP sensor is faulty and must be replaced.
or 0x110001
or 0x11AC01 - 02
OK
OK
No Update I-Level
replacement
If I-Level < Fxxx-10-03-502
FC long crank
Fault entry:
0x11A401
Check LP sensor. Actuation of the electric fuel pump (EKP) for approx. 20
No trouble the LP sensor is faulty and must be replaced;
found
No
OK
Check battery voltage; EKP function check; follow ISTA test module; DC_EKP
check starter; *submit TC case for EKP replacement if necessary
check crank shaft and
Yes OK
only „long crank“ complaint camshaft sensors;
without fault entry, repair if needed No
possibly with info entry 0x11A401, I-Level < Fxxx- *Submit TC case for HDP
0x11B401, 0x11B501 only shown in 10-03-502 ? replacement
FASTA.
Yes

No DC_OTHER_LC
Rail Pressure
Sensor
plausibility Check HP sensor; make sure car was sitting more then 15min; Create and Submit TC-Case
follow diagnostic request to compare LP to HP sensor values; the values must not differ more where applicable. Readapt
the +/-3 bar; replace HP sensor if necessary DC_HPS_29F1
0x11A701 - 02 Yes DME and perform test drive
OK
Update I-Level
replacement
28
Ignition Management
Page 5
Check Symptom
Is this really the symptom Is 29E0, 29E1

No Return to Page 1
described? fault code stored?
Yes
Check environmental
Too Rich conditions of fault code: Too Lean
Is it too Rich or too Lean?
Check for possible rich conditions
Visually check monoliths (borescope Check exhaust side on that bank
if available), whether they are Smoke the exhaust system; search
mechanically deteriorated; check for cracks/leakages and replace part
fault memory for 29F4, 29F5 if needed
„catalyst conversion“ Are O2 sensors torqued correctly;
Continue following DFT – Leaking *Submit TC case for replacement, if
Injector on Page 2 DC_MIX_RICH needed DC_MIX_EXH
Check Fuel Quality

Check alcohol content following SIB
13 04 06; In case >15% check fuel
lines and connections for corrosion
Refuel the car with known good gas
Clear DME adaptations (doublecheck
Readaptation of the DME with short test GT1) DC_MIX_FUEL
Test Drive is needed!
Car must be at operating temperature / warm
Drive vehicle 50-60mph with 2000-2500rpm for at least 3min (use
manual shift, if needed)
Perform at least 2-3 drive cycles if possible
Let vehicle idle for about 5min
Recheck mixture adaptation values (short test GT1) Check Fuel Supply
Check crankcase ventilation pressure
Check fault memory (history) for any
indications of lean conditions, 29F2,
Problem fixed? 29DC, 29F1, etc.
No
Check FASTA
data!
Inspect the fuel tank for contamination
like sand, grit, cloudy fuel, etc.; if yes
Yes drain the fuel system and *Submit TC
case for replacement, if needed
DC_MIX_SUP
Problem not fixed
Contact TC
Exit
Create and submit TC-Case, where applicable
Recheck fault memory after test drive; If clear, return car
to customer
29
Ignition Management
Page 6
Check Symptom
Symptom is
Is this really the symptom „single misfire fault
No Return to Page 1
described? code stored
in DME“
Yes
Clear all DME adaptations via

service function path!
Update DME I-Level

Up to Exx-10-03-5xx or newer
Exit
Recheck fault memory after test drive; If clear, return car
to customer
30
Ignition Management
Page 7
Check Symptom
Is the
vehicle running rough Continue with page 6,
Is this really the symptom
ONLY at cold start? No following DFT – rough
described?
Does it run smooth @ running @ warm engine
warm?
Yes Yes
Are Check environmental

misfire faults Yes conditions of misfire faults:
set in DME? Is there a misfire fault with
engine temperature >50°C?
No
No
In case of rough running @ cold make sure to:

Check spark plugs; are they wet or excessively sooted?
Check injector calibration values; follow SIB 12 26 08
Update DME to latest I-Level

Car must be at operating temperature / warm
Drive vehicle 50-60mph with 2000-2500rpm for about 3min (use
manual shift, if needed)
Perform at least 2-3 drive cycles if possible
Let car sit over night and start the car cold!!
Problem No
Contact TC
fixed?
Yes
Exit
Create and submit TC-Case, where
applicable
Recheck Fault Memory after cold start;
If clear, return car to customer
31
Ignition Management
32
Page 8
Check Symptom
Is the Are Check environmental conditions
Yes No Are Yes No
Is this really the symptom vehicle running fault codes 29E0 of misfire faults:
misfire faults set
Ignition Management
described? rough with warm or 29E1 set in Are engine temperature <50°C
in DME?
engine? DME? for ALL misfire faults?
No Yes Yes Swap ignition coil and

No spark plug of misfiring cyl.
with OK cylinders; Injector Part
No Is the Yes Continue with page 4, Continue with page 5,
visually check the coils
Return to Page 1 following DFT – mixture following DFT – rough running @ Number
SES light on? and plugs for burn marks
adaptation fault cold start
IMPORTANT:
Test Drive is needed!
Clear fault memory and Engine must be warm
check if the misfiring Drive vehicle at different
reoccurs loads and speeds!
First Check:
Recheck DME fault code; are there any other fault codes; if yes follow ISTA
Swap injector from Does
test plans Clear fault memory and No Replace ignition coil
misfiring cylinder with misfire follow
Recheck DME I-Level (look at page1), update if needed check if the misfiring and spark plug
injector from okay the ignition
Check crankcase ventilation pressure following SIB 11 03 08; crankcase reoccurs Yes accordingly
cylinder coil?
ventilation pressure should be 9mbar (+/- 1mbar)
Check cylinder compression / cylinder leak down at engine operating
temperature with open throttle; follow RA 11 00 039 and SIB 11 13 06;
nominal values 14...16 bar, deviation between cylinders not more than 2bar Does
No Yes
(29psi); leak down exceeding 8% indicates problem; further determine misfire follow
whether it’s caused by the intake, exhaust valves or piston rings the injector? *Submit TC case for injector replacement.
Check spark plugs If only one misfire occurs per bank Replace
Check vacuum lines, waste-gate solenoid valves of the turbochargers, etc. Date of just one injector
production before Yes If more than one misfire occurs in the same bank
10/2008 Replace all 3 injectors of that bank;
If three or more cylinders misfire Replace all 6
Check wirering harness between DME and injector / ingnition coil:
injectors
Electrical connection No
Corrosion
open electrical circuit *Submit TC case for injector replacement. Determine the
higher electrical resistance
cylinder affected by misfire (see misfire fault code) and When replacing injectors, make sure
Check cylinder compression / cylinder leak down at engine operating
Environmental conditions that:
temperature with open throttle; follow RA 11 00 039 and SIB 11 13 06;

Note:
nominal values 14...16 bar, deviation between cylinders not more than 2bar Injector calibration is done (follow
If only one cylinder with misfire occurs per bank SIB 12 26 08)
(29psi); leak down exceeding 8% indicates problem; further determine
Replace just one injector Record injector part number in
whether it’s caused by the intake, exhaust valves or piston rings
If more than one Cylinder with misfire occurs in the same PUMA case
Check spark plugs
bank Check misfire frequencys (Environmental Clear all DME adaptations
Conditions) Replace the injector with the highest
Replace defective part if necessary
frequency of misfires per bank

Exit Car must be at operating temperature / warm
Create and submit TC-Case, where applicable Problem Drive vehicle 50-60mph with 2000-2500rpm for about
Contact TC
Recheck Fault Memory after test drive; fixed? No 3min (use manual shift, if needed)
Yes
If clear, return car to customer Perform at least 2-3 drive cycles if possible
SI B 12 11 10 N54, N54T, N55 - Diagnosis for HDP High-pressure Faults
Page 1
Check fault memory Definition of the „long crank“

complaint:
the engine is cranking up to about
3-4 seconds, before it starts quickly
Information: LP = Low Pressure System

CCC message „fuel pump defective“ EKP function check according to HP = High Pressure System
EKP Module Any Yes or engine does not run at all ISTA EKP test modules; *submit TC DC_EKPM
fault entries in the Where to find the HDP’s
case for EKP replacement if
EKP module? Production and Serial Number
necessary
No
Fuel tank Yes Add fuel, delete

fault memory
below 5 liters?
N55 E8x, E9x, E7x has no low pressure sensor
No
Rail Pressure
Sensor 0x2BD9 Have
or 0x2BDA
or 0x2BF2
or 0x2BF3 replaced?
No
No
HDP Electric
0x2C3D
or 0x2C3E Yes
replace components if necessary
or 0x2C3F
DME
OK
High Pressure
(HP) System No *Submit TC case for HDP DC_HDP_VCV
replacement
After Engine
Off
Ignore fault entry,
0x2BEC Yes delete fault memory
SI B12 11 10
No
Rail pressure
deviation 0x2BE5
or 0x2BE9
or 0x2BEE
or 0x2C01
or 0x2BDB EKP function check; follow ISTA test module;
Yes
or 0x2BDC *submit TC case for EKP replacement if necessary
or 0x2BDD DC_EKP
or 0x2BE6 OK
or 0x2BED
or 0x2C00
replacement
No
Check battery voltage; No trouble

check starter; found
„long crank“ complaint check crank shaft and
Yes *submit TC case for EKP replacement if necessary
without fault entry, camshaft sensors;
possibly with info entry 0x2BDE, repair if needed
OK
0x2BEF, 0x2BF0
*Submit TC case for HDP DC_HDP_2FBF
replacement
DC_OTHER_LC
No Repair was needed at battery, starter, crankshaft or camshaft sensors
Create and Submit TC-Case

Rail Pressure
where applicable. Readapt
Sensor
Check HP sensor; make sure car was sitting more then 15min; DME and perform test drive
Plausibility
follow diagnostic request to compare LP to HP sensor values; use manual fuel pressure on page 1. Recheck fault
0x2BF4 DC_HPS_29F1 memory after test drive, if
gauge for LP side. Values must not differ more the +/-3 bar; replace HP sensor if necessary
or 0x2BF5 Yes clear, return car to customer
Important note: in case the HP sensor value is higher then 9bar, release the pressure by
or 0x2BF8
slightly loosening the connection between the injector and the rail and repeat the above
check again; in case of repeated failure *submit TC case for HP sensor replacement
OK

replacement
33
Ignition Management
SI B 12 11 10 N54, N54T, N55 - Diagnosis for HDP High-pressure Faults
EKP module?
necessary

fault memory
below 5 liters?
No
Low Pressure DC_LPS
Replace LP sensor,
Sensor
0x11B211 Yes
or 0x119201
Yes
or 0x119202
DME Check LP sensor. Actuation of the electric fuel pump (EKP) for approx. 20
Low Pressure seconds via ISTA. Read the value from the LP sensor via ISTA during EKP DC_LPS
No operation after approx. 15 seconds. If the value displayed is more than 7.7 bar,
(LP) System the LP sensor is faulty and must be replaced.
0x11A210
or 0x11B210 OK
or 0x11B212 EKP function check; follow ISTA test module; DC_EKP
Low Pressure
Sensor *submit TC case for EKP replacement if necessary
No
Rail Pressure
Sensor 0x119001 Have
or 0x119002
or 0x119301
or 0x119302 replaced?
DME
No
High Pressure No
(HP) System Yes
0x11C401 replace components if necessary
or 0x11C402
or 0x11C404 OK
HDP electric Update I-Level
No replacement If I-Level < Fxxx-10-03-502
After Engine
Off
Ignore fault entry,
0x11A301 Yes delete fault memory
SI B12 11 10
No Yes
Rail pressure Check LP sensor. Actuation of the electric fuel pump (EKP) for approx. 20
deviation 0x11AB01 seconds via ISTA. Read the value from the LP sensor via ISTA during EKP DC_LPS
or 0x11AD10 operation after approx. 15 seconds. If the value displayed is more than 7.7 bar,
or 0x11AC02 the LP sensor is faulty and must be replaced.
or 0x11A002
or 0x11AA01
or 0x11AA02 OK
or 0x11AA04 EKP function check; follow ISTA test module; DC_EKP
or 0x11AB02 *submit TC case for EKP replacement if necessary
or 0x11AC01
or 0x11A001 OK
Update I-Level
replacement
No
Check LP sensor. Actuation of the electric fuel pump (EKP) for approx. 20
No trouble the LP sensor is faulty and must be replaced.
found
OK
Check battery voltage; EKP function check; follow ISTA test module; DC_EKP
„long crank“ complaint
check starter; *submit TC case for EKP replacement if necessary
without fault entry,
possibly with info entry 0x11A401, Yes check crank shaft and
camshaft sensors; OK
0x11B501, 0x11B601
repair if needed
I-Level < Fxxx- No *Submit TC case for HDP
10-03-502 ? replacement
Yes

No With ISTA/P 37 or newer
DC_OTHER_LC
Rail Pressure
Sensor Check HP sensor; make sure car was sitting more then 15min; Create and Submit TC-Case
plausibility follow diagnostic request to compare LP to HP sensor values; the values must not differ more where applicable. Readapt
0x119304 DC_HPS_29F1
the +/-3 bar; replace HP sensor if necessary DME and perform test drive
or 0x119308 Yes
or 0x119404
OK
Update I-Level
replacement
34
Ignition Management

05 - Ignition Management

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Table of Contents

Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Initial Print Date: 03/11 Revision Date:

After completion of this module you will be able to:

• Understand how spark is formed and used in BMW engines

• Perform an ignition primary scope measurement

• Perform an ignition secondary scope measurement

• Interpret the spark measurements and relate them to diagnosis

• Understand optimized emission

• Describe how the ignition system is monitored

Ignition System Inputs

ground supply (Coil Terminal 4a).

Iridium is a precious metal that is 6

Note: Excessive knocking will cause the MIL to illuminate.

When installing knock sensors, be sure to torque to specification.

If a fault is detected with the sensor(s), the ECM deactivates Knock

2 Lines of magnetic force

The crankshaft position sensor is also monitored for variations in

The Following are Examples of

Long Spark Period (1) with Low Ignition Volt-

Evaluation of Ignition Voltage Peaks at Idle

Evaluation of Ignition Voltage Peaks under

The Repair Instructions should be consulted for additional

Observe safety precau-

Never use Air Tools for removal or installation.

• A secondary ignition oscilloscope display provides vital information

Evaluation of secondary signal amplitude at idle speed.

1. Normal Ignition Voltage Peak: Spark Plug is OK

NORMAL ONG COMBUSTION HORT COMBUSTION

FUEL QUALITy, DELIVERy, INjECTION & EVAPORATIVE SySTEMS

When diagnosing a Misfire fault code, Remember:

“Misfire” is the result of improper combustion (variation between cylinders) as

­ Engine mechanical defects; breakage, wear, leakage or improper tolerances.

­ Faulty ignition; primary, secondary including spark plugs.

­ Faulty exhaust flow; affecting back pressure.

­ Tolerance parameters; ECM programming.

Check I-Level (DME)

Check Fault Memory

fault codes Yes

Where to find the HDP’s

Where to find the HDP’s

Update I-Level DC_HDP_2FBF

Is this really the symptom Is 29E0, 29E1

Check Fuel Quality

Problem not fixed

Clear all DME adaptations via

Update DME I-Level

Are Check environmental

In case of rough running @ cold make sure to:

Readaptation of the DME Test Drive is needed!

No Yes Yes Swap ignition coil and

temperature with open throttle; follow RA 11 00 039 and SIB 11 13 06;

Readaptation of the DME Test Drive is needed!

Check fault memory Definition of the „long crank“

Information: LP = Low Pressure System

Fuel tank Yes Add fuel, delete

N55 E8x, E9x, E7x has no low pressure sensor

Check battery voltage; No trouble

Create and Submit TC-Case

Engine mechanical defects; breakage, wear, leakage or improper tolerances.

Faulty ignition; primary, secondary including spark plugs.

Faulty exhaust flow; affecting back pressure.

Tolerance parameters; ECM programming.