
Camshaft
position
(CMP)
sensor,
replacing
(6-cylinder
engine)
1
.
Remove
plastic
cover
from
above
fuel
injectors
.
2
.
Disconnect
harness
connector
from
VANOS
solenoid
and
unscrew
solenoid
from
VANOS
control
unit
.
Re-
"
Clean
contactsurface
on
engine
block
before
fnstall
move
oil
supply
line
from
VANOS
control
unit
.
See
117
ing
knock
sensors
.
Camshaft
Timing
Chain
.
3
.
Remove
camshaft
position
(CMP)
sensor
from
left
frontof
cylinder
head,
next
to
top
of
oil
filter
housing
.
"
Knock
sensor
to
cylinder
block
....
20
Nm
(15
ft
.
lbs
.)
4
.
Disconnect
CMP
sensor
harnessfrom
under
intake
manifold
.
5
.
Installation
is
reverse
of
removal
.
Use
a
new
O-ring
when
installing
sensor
.
Be
sure
wiring
is
rerouted
in
same
orientation
.
Tightening
Torques
"
CMP
sensor
to
cylinder
head
....
.
.
..
5
Nm
(3
.5
ft-Ib)
"
VANOS
oil
supply
pipe
to
VANOS
control
unit
...........
.
..
32
Nm
(24
ft-Ib)
"
VANOS
solenoid
to
VANOS
control
unit
...
.
.................
30
Nm
(22
ft-Ib)
Knock
sensors,
replacing
Knock
sensors
are
usedon
engines
with
Bosch
DME
M1
.7,
Bosch
DME
M3
.3
.1,
Bosch
DME
M5
.2,
and
Siemens
MS
41
.1
engine
management
systems
.
The
knocksensors
are
bolted
to
the
left
sideof
the
cylinder
block
and
monitor
the
combus-
tion
chamber
for
engine-damaging
knock
.
If
engine
knock
is
detected,
the
ignition
point
is
retarded
accordingly
via
the
en-
gine
control
module
.
CA
UTION-
"
Label
knock
sensorharness
connectors
before
disconnecting
them
.
The
connectors
must
not
be
interchanged
.
Engine
damage
may
result
if
the
sensors
are
monitoring
the
wrong
cytinders
.
"
Note
the
installed
angle
of
the
knock
sensoron
the
block
before
removing
it
.
Reinstall
the
sensor
in
the
same
position
.
Be
sure
to
usea
torque
wrench
when
tightening
the
sensormounting
bola
NOTE
-
"
On
M52
engines,
a
single
harness
connects
the
twosensors
to
the
main
harness
connector
.
The
shorter
cable
lead
fs
for
the
knock
sensor
for
cytinders
4,
5,
and
6
.
Tightening
Torque
IGNITION
SYSTEM
120-
7
0012730
Fig
.
12
.
Knock
sensor
mounting
bolt
on
front
left
side
of
cylinder
block
.
NOTE-
Knock
sensor
function
Is
monitoredby
the
On-Board
Diagnostic
system
.
If
a
knock
sensor
is
detected
to
be
faulty,
an
appropriatediagnostic
trouble
code
(DTC)
may
be
stored
in
memory
.
See
100
Engine-General
for
information
on
retrieving
DTCs
.
On
6-cylinder
engines,
the
knock
sensors
are
accessible
af-
ter
removing
the
intake
manifold
.
On
4-cylinder
engines,
the
upper
section
of
the
intake
manifold
should
be
removed
to
ac-
cess
the
sensors
.
See
Fig
.
12
.
NOTE-
Intakemanifold
removal
and
installation
procedures
are
"
Cylinder
no
.
1is
at
the
front
of
the
engine
.
covered
in
113
Cylinder
HeadRemoval
and
Installation
.
Ignition
Firing
Order
Ignition
Firing
Order
"
4-cylinder
engines
.....
..
...
.
..........
.1-3-4-2
"
6-cylinder
engines
...........
..
.
.
..
..
1-5-3-6-2-4
IGNITION
SYSTEM
SCHEMATICS
Fig
.
13
through
Fig
.
17
show
ignition
system
schematics
usedon
the
enginescoveredby
this
manual
.
IGNITION
SYSTEM
SCHEMATICS

GENERAL
.
.
.......
.
......
.
...
.
.
.
.
.
...
180-1
Exhaust
system,
removing
and
installing
.
...
.180-3
EXHAUST
SYSTEM
REPLACEMENT
.
...
180-1
Exhaust
manifolds,
removing
and
installing
.
.
.180-5
GENERAL
The
exhaust
system
is
designed
to
be
maintenance
free,
al-
though
regular
inspection
is
warranted
due
to
the
harsh
oper-
atingconditions
.
Under
normal
conditions,
the
catalytic
converter
does
not
require
replacement
unless
it
is
damaged
.
On
1996
and
later
cars,
a
pre-
and
post-catalytic
converter
oxygen
sensor
is
used
at
each
catalytic
converter
.
Be
sure
to
take
care
when
removingthe
system
not
to
damage
the
sen-
EXHAUST
SYSTEMREPLACEMENT
sors
.
See
130
Fuel
Injection
for
information
on
testing
oxygen
sensors
.
NOTE-
OnM52
engines,
two
resonator
pípes
(short
and
long)
are
incorporated
into
the
rear
muffler
assembly
.
See
Fíg
.
1
.
An
exhaust
flap
is
integrated
into
the
outlet
side
of
the
short
pipe
.
The
flap
is
operated
by
a
vacuum
ac-
tuator
via
the
Siemens
MS
41
.1
engine
control
mod-
ule)
.
The
flap
is
closed
at
engine
speeds
below
2,500
rpm
.
This
allows
exhaust
gasses
to
flow
through
the
long
resonator
pipe
and
reduce
noise
.
Above
2,500rpm,
the
exhaust
flap
is
open
(no
vacuum
applied
to
the
actuator)
and
allows
exhaust
gasses
to
flow
through
the
short
pipe
for
maximum
performance
.
180
Exhaust
System
0013101
Fig
.
1
.
Rear
muffler
(active
silencer
usedon
M52
engines)
.
Vacuum
operated
flap
(A)
changesbetween
short
and
long
pipes,
de-
pending
on
engine
speed
.
EXHAUST
SYSTEM
180-1
WARNING
-
Exhaust
gases
are
colorless,
odorless,
and
very
toxic
.
Run
the
engine
only
ín
a
well-ventilated
area
.
Immediately
repair
any
leaks
in
the
exhaust
system
or
structural
damage
to
the
car
body
that
might
al-
lowexhaust
gases
to
enter
the
passenger
compart-
ment
.
Exhaustsystem
components
are
detailed
in
Fig
.
2
through
Fig
.
4
.
New
fasteners,
clamps,rubber
mounts,
and
gaskets
should
be
used
when
replacing
exhaust
components
.
A
liberal
appli-
cationof
penetrating
oil
to
the
exhaustsystem
nuts
and
bolts
in
advance
may
make
removal
easier
.
WARNING
-
"
The
exhaust
system
and
catalytic
converter
op-
erate
at
high
temperatures
.
Allow
components
to
cool
before
servicing
.
Wear
protectíve
clothíng
to
prevent
bums
.
Do
not
use
flammable
chemicals
near
a
hot
catalytic
converter
.
"
Old,
corroded
exhaust
system
components
crumble
easíly
and
often
have
exposed
sharp
edges
.
To
avoid
injury,
wear
eye
protection
and
heavy
gloves
when
working
with
old
exhaust
parts
.
EXHAUST
SYSTEM
REPLACEMENT
T

GENERAL
..
.
......
.
.
.
.....
.
...
.
.
.
.
.
.
.
.
200-1
Manual
Transmission
.
.
.....
.
.
.
.'
.
.
.
.
.
.
.
.
200-1
Automatic
Transmission
.........
.
.
.
.
.
.
.
.
200-1
Transmission
ID
Codes
..........
.
.
.
.
.
.
.
.
200-2
GENERAL
E36
models
areequipped
with
a
longitudinal
drivetrain
.
The
transmission
is
bolted
directly
to
the
rear
of
the
engine
.
A
driveshaft
connects
the
output
shaft
of
thetransmission
to
the
final
drive
.
The
final
drive
is
mounted
lo
the
rear
suspension
and
the
body
.
Individual
drive
axles
with
integrated
constant
velocity
joints
transfer
rotational
power
to
the
rear
wheels
.
Manual
Transmission
Due
to
different
power
characteristics
and
performance
re-
quirements,
four
different
manual
transmissions
are
used
in
the
models
coveredby
this
manual
.
Manual
transmission
ap-
plications
are
given
in
Table
a
.
TRANSMISSION-GENERAL
200-1
200
Transmission-General
TABLES
a
.
Manual
Transmission
Applications
..
...........
200-1
b
.
Automatic
Transmission
Applications
...........
200-1
Fig
.
1
.
ZF-manufacturedmanual
transmission
.
For
transmission
gear
ratio
information
and
repair
informa-
tion,
see
230
Manual
Transmission
.
Automatic
Transmission
E36
carswith
standard
transmission
use
a
single-disc
clutch
with
dual-mass
flywheel
.
For
further
information,
see
210
Clutch
.
Table
a
.
Manual
Transmission
Applications
Model
Year
Engine
Transmission
318ifisfC
1992-1995
M42
Getrag
S5D
200
G'
1996-1998
M44
Getrag
S5D
250
G
323is/iC
1998
M52
Getrag
S5D
250
G
325ifsriC
1992-1995
M50
Getrag
S5D
250
G
3281/isfC
1996-1998
M52
ZF
S5D320
Z
M3
1995
S50US
ZF
S5D310
Z
1996-1998
S52US
ZF
S5D320
Z
'The
1992
M42
engine
may
be
fitted
witheither
the
Getrag
SSD
200
G
trans-
mission
or
S5D
250
Getrag
.
The
S5D
200G
was
discontinued
in
production
in
as
of
9/92
.
Thistransmission
is
interchangeable
with
Getrag
S5D
250
G
.
Four
different
automatic
transmissions
are
used,
depend-
ing
on
model
and
model
year
and/or
production
date
.
All
of
the
automatic
transmissions
are
electrohydraulically
controlled
with
either
four
or
five
forward
speeds
.
Automatic
transmis-
sion
applications
are
given
in
Table
b
.
For
automatic
transmission
repair
information,
see
240Au-
tomatic
Transmission
.
Table
b
.
Automatic
Transmission
Applications
Model
1
Year
1
Engine
1
Transmission
318i1is/1C
1992-1995
~
M42
323isfiC
1998
M52
A4S
310
R
3251/is/1C
1992-1995
M50
3181/isfC
11996-1998
M44
A4S
270
R
328i/is/1C
1996-1998
M52
M3
1996-1998
S50US
I
A5S
310
Z
S52US
GENERAL

GENERAL
..
.
.
.
.
.
.
.
.
.
.
.
.
.
......
.
......
210-1
CLUTCH
MECHANICAL
.
.
.
.
.
...
.
.....
.
.
210-3
CLUTCH
HYDRAULICS
.
.
.
.............
210-1
Clutch,
removing
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
...
.
.
.
.
210-4
Clutch,inspecting
and
installing
.
.
.
.
.
.
.
.
.
.
.
.210-5Clutch
hydraulic
system,
Transmission
pilot
bearing,replacing
.
.
.
.
...
210-6
bleeding
and
flushing
.
.
.
.
.
.......
.
.....
210-2
Clutch
master
cylinder,
replacing
..
.
.
.
.
.
...
210-2
Table
Clutch
slave
cylinder,
replacing
...
.
.
.
.
.
.
.
.
210-3
a
.
Clutch
Disc
Diameter
.............
..
..
.
......
210-3
GENERAL
CLUTCH
HYDRAULICS
This
repair
group
covers
replacement
of
the
clutch
mechan-
The
Clutch
is
hydraulically
actuated
by
the
master
and
slave
¡cal
and
hydraulic
components
.
Special
tools
may
be
required
cylinders
.
Clutch
disc
wear
is
automatically
taken
upby
the
for
some
of
the
procedures
.
Read
the
procedure
through
be-
pushrod
travelof
the
slave
cylinder,
making
periodic
adjust-fore
beginning
a
job
.
ments
unnecessary
.
NOTE-
See200
Transmission-General
for
transmission
applicatíon
information
.
The
major
components
of
the
clutch
system
are
shown
in
Fig
.
1
.
Engine
Pressure
plate
flywheel,,
assembly
Clutch
Flywheel
bolt
Pressure
plate
release
lever
Release
lever
Fig
.
1
.
Clutch
assembly
and
hydraufcs
.
210
Clutch
Release
bearing
Pushrod
A
soft
or
spongy
feel
to
the
clutchpedal,
long
pedal
free-
play,
or
grinding
noises
from
thegears
while
shifting
can
all
in-
dicate
problems
with
the
Clutch
hydraulics
.
In
these
circum-
stances
it
is
best
to
start
with
a
clutch
fluid
flush,
followed,
if
necessary,
byreplacement
of
the
hydraulic
parts
.
From
brake
fluid
reservoir
CLUTCH
210-1
0
0
Transmission
inputshaft
Clutch
master
cylinder
Bulkhead
Slave
cylinder
6535
CLUTCH
HYDRAULICS

Symptom
1
Probable
cause
4
.
Vibration,
audible
a
.
Front
centering
guide
worn,
or
a
.
Check
front
centering
guide
and
replace
if
necessary
.
Check
rumble
over35
mph
driveshaft
mounting
flanges
out
of
runout
of
driveshaft
mounting
flanges
.
(60
km/h)
.
round
or
damaged
.
b
.
Mounting
flange
bolts
loose
or
holes
b
.
Remove
driveshaft
and
check
transmissionoutput
flange
and
worn
.
final
drive
input
flange
.
Replace
if
necessary
.
c
.
Driveshaft
unbalanced
.
c
.
Check
driveshaft
for
loose
or
missing
balance
weights
.
Have
driveshaft
rebalanced
or
replace
if
necessary
.
DRIVESHAFT
SERVICE
Driveshaft,
aligning
d
.
Universal
joints
worn
or
seized
.
d
.
Check
universal
joint
play
and
movement
.
Replace
driveshaft
if
necessary
.
e
.
Sliding
coupling
seized
.
e
.
Remove
driveshaft
and
check
movement
of
sliding
coupling
.
1
Clean
coupling
splines
or
replace
parts
asnecessary
.
f
.
Incorrect
preload
of
center
bearing
.
f
.
Check
preload
of
center
bearing
.
Readjust
if
necessary
.
g
.
Center
bearing
faulty
.
g
.
Replace
center
bearing
.
h
.
Final
drive
rubber
mount
faulty
h
.
Inspect
final
drive
rubber
mount
and
replace
if
necessary
.i.
Driveshaft
misaligned
.
i.
Check
driveshaft
alignment
.
Repair
kits
for
the
universal
joints
are
not
available,
and
it
is
not
common
practice
to
repair
the
universal
joints
on
BMW
driveshafts
.
Worn
or
damaged
universal
joints
usually
require
replacement
of
that
section
of
the
driveshaft
.
The
driveshaft
is
balanced
to
cose
tolerances
.
Whenever
it
is
to
be
removed
or
disassembied,
the
mounting
flanges
and
driveshaft
sections
should
bemarked
with
paint
or
a
punch
before
proceeding
with
work
.
This
will
ensure
that
the
drive-
shaft
can
be
reassembled
or
installed
in
exactlythe
same
ori-
entation
.
Universal
joint
play
"
Maximum
allowable
...........
0.15
mm
(0.006
in
.)
The
alignment
of
the
driveshaft
does
not
normally
need
to
be
checked
unless
the
engine/transmission
orthe
final
drive
havebeen
removed
and
installed
.
If,
however,
all
other
parts
of
the
driveshaft
havebeen
inspected
and
found
to
be
okay,
butthere
is
still
noise
or
vibration,
driveshaft
alignment
should
be
checked
.
There
aretwo
important
driveshaft
alignment
checks
.
The
first
is
to
make
sure
that
the
driveshaft
runs
straight
from
the
transmission
to
the
final
drive
;
without
any
variation
from
side-
to-side
caused
by
misalignment
ofthe
engine/transmission
in
its
mounts
.
Make
a
basic
check
by
sighting
along
the
drive-
shaft
from
back
lo
front
.
Any
misalignmentshould
be
apparent
from
the
center
bearingforward
.
To
adjustthe
side-to-side
alignment,
loosen
the
transmission
or
engine
mounts
to
repo-
sition
them,
then
retighten
the
mounts
:
The
driveshaft
should
be
exactly
centered
in
the
driveshaft
tunnel
.
See
Fig
.
2
.
Table
a
.
Driveshaft
Troubleshooting
(continued)
DRIVESHAFT
260-3
Corrective
action
b
:izó
Fig
.
2
.
Driveshaft
side-to-side
alignment
.
Driveshaft
should
be
cen-
tered
in
driveshaft
tunnel
.
The
second
important
driveshaft
alignment
check
is
more
complicated
.
It
checks
the
amount
the
driveshaft
is
angled
vertically
at
the
joints
.
This
angle
is
known
as
driveshaft
de-
flection
.
In
general,
there
should
be
little
deflection
in
the
driveshaft
between
the
engine,
thecenter
bearing,
and
the
final
drive
.
Precise
checks
require
theuse
of
a
large
protractor
or
some
other
means
of
measuring
the
angle
of
the
engine
and
the
fi-
nal
drive
and
comparing
these
angles
to
the
angle
of
the
drive-
shaft
sections
.
To
change
the
deflection
angle,
shims
can
be
placed
between
the
center
bearing
and
the
body
or
between
the
transmission
and
íts
rear
support
.
When
using
shims
to
change
a
deflection
angle,
keep
in
mind
that
the
angle
of
adjacent
joints
will
also
change
.
Deflection
anglesshould
beas
small
as
possible
.
DRIVESHAFTSERVICE

300-8
SUSPENSION,
STEERING
AND
BRAKES-GENERAL
Tableb
.
Suspension
and
Steering
Troubleshooting
Symptom
1
Probable
cause
Repairs
(Repair
Groups
shown
in
bold)
Car
pulís
to
one
side,
wanders
a
.
Incorrect
tire
pressure
a
.
Check
and
correct
tire
pressures
.
020
b
.
Incorrect
wheel
alignment
b
.
Check
and
adjust
wheel
alignment
.
320
c
.
Faulty
brakes
(pulls
only
when
braking)
I
c
.
Check
for
sticking/damaged
front
caliper
.
340
Steering
heavy,
poor
return-
a
.
Worn
upper
strut
bearing(s)
a
.
Replace
strut
bearings
.
310
to-center
b
.
Incorrect
tire
pressure
b
.
Check
and
correct
tire
pressures
.
020
c
.
Power
steering
system
faulty
c
.
Check
power
steering
fluid
level
.
Test
system
pressure
.
320
Front-end
or
rear-end
vibra-
a
.
Worn
strut
cartridgesor
shock
absorbers
a
.
Replace
strut
cartridges
.
310,
330
tion
or
shimmy
b
.
Worn
suspension
bushings
(control
arm
or
trail-
b
.
Replace
worn
bushings
.
310,
330
ing
arm)
c
.
Worn
front
suspension
ball
joints
(control
arm,
c
.
Replace
worn
ball
joints
.
310
steering
arm
orsteering
tie-rod
end)d
.
Unbalanced
or
bent
wheels/tires
d
.
Balance
tires
.
Check
tiresfor
uneven
wear
pat-
terns
.
Check
wheels
for
damage
.
e
.
Loose
wheel
lug
boits
e
.
Tighten
lug
boits
to
proper
torque
.
Poor
stability,
repeated
bounc-
I
a
.
Worn
strut
cartridgesor
shock
absorbers
I
a
.
Replace
strut
cartridges
.
310,
330
ing
after
bumps,
suspension
bottoms
outeasily
Suspension
noise
(especially
a
.
Worn
front
upper
strut
bearings
a
.
Replaceupper
strut
bearings
.
310
over
bumps)
b
.
Loose
front
strut
cartridge
b
.
Check/tighten
strut
cartridge
collar
nut
.
310
c
.
Worn
suspensionbushings
(control
arm
or
trail-
c
.
Replace
worn
bushings
.
310,
330
ing
arm)d
.
Worn
stabilizer
bar
rubber
mounts
d
.
Replace
stabilizer
bar
rubber
mounts
.
310,
330
e
.
Loose
suspension
crossmember
e
.
Check
crossmember
for
damage
.
Tighten
mounting
boits
.
Uneven
ride
height
a
.
Incorrect
coil
springs
a
.
Measure
ride
height
and
replacesprings
as
re-
quired
.
310,
330
b
.
Bent
or
damaged
suspension
components
b
.
Inspect,
repair/replace
asnecessary
.
310,
330
c
.
Sagging
coil
springs
c
.
Measure
ride
height
and
replace
springs
as
re-
quired
.
310,
330
Wheel
noise,
continuous
I
a
.
Worn
wheel
bearing
I
a
.
Replacewheel
bearing
.
310,
330
growling,
may
be
more
notíce-
able
when
turning
Steering
loose,
imprecise
a
.
Incorrect
tire
pressure
a
.
Check
and
correct
tire
pressures
.
020
-
b
.
Loose
steering
gearmounting
bolt(s)
b
.
Inspect
and
tighten
boits
.
320
c
.
Worn
tie
rodend(s)
c
.
Replace
tie
rod(s)
and
align
wheels
.
320
d
.
Faulty
front
wheel
bearing
d
.
Replace
wheel
bearing
.
310
e
.
Worn
or
damaged
steering
gear
e
.
Adjust
or
replace
steering
gear
.
320
f
.
Worn
tires
f
.
Replace
tires
.
010
SUSPENSION
AND
STEERING
TROUBLESHOOTING

320
Steering
and
Wheel
Alignment
GENERAL
...
.
.
.
...
.
....
.
.
.
.
.
.
.
.
.
...
.
.
320-1
Outer
tie
rod
end,
replacing
.
...
.
.
.
.
.
.
.
...
.
320-4
Tie
rod,
replacing
.
.
.
.
.
.
.
.......
.
.
.
.
.
...
.
320-5
STEERING
WHEEL
320-1
Steering
wheel,
removing
and
installing
.....
320-1
WHEEL
ALIGNMENT
.
.
.
.........
.
.....
.320-5
POWER
STEERING
SYSTEM
.
.
.
.
.
.
.....
320-2
Front
Toe-in
and
Toe
Difference
Angle
.
.
...
.
320-6
Power
steering
pump,
Rear
Toe-in
.
.
.
.
.
.
.
...
.
................
320-6
removing
and
installing
..
.
.
.
.
.
.
.
.
.
.....
320-2
Wheel
Alignment
Specifications
.....
.
......
320-6
Power
steering
system,
bleeding
and
filling
.
.
320-3
STEERING
GEAR
.
.
.
.
...
.
.
.
.
.
.
.
.
.
.....
320-3
Steering
gear
rack,
removing
and
installing
.
...
.
..
.
..
..
..
.
..
.
320-3
GENERAL
STEERING
WHEEL
This
repair
group
covers
servicing
of
the
mechanical
and
The
BMW
E36
is
equipped
with
an
SRS
airbag
mounted
in
hydraulic
components
of
the
steering
system,
including
wheel
the
steering
wheel
.
Improper
handling
of
the
airbag
could
alignment
information
.
cause
serious
injury
.
The
airbag
is
an
explosivedevice
and
should
be
treated
with
extreme
caution
.
Always
follow
the
air-
The
variable-assist
power
steering
system
consistsof
an
bag
removal
procedure
as
outlined
in
721
Airbag
System
engine-driven
hydraulic
pump,
a
rack-and-pinion
steering
(SRS)
.
gear
assembly
with
an
integral
hydraulic
control
valve,
and
connecting
linkage
to
the
road
wheels
.
WARNING-
"
The
BMW
Supplemental
Restraint
System
(SRS)
At
lowspeeds,
maximum
power
assist
is
provided
to
ease
is
complex
and
special
precautions
must
be
ob-
parking
and
city
driving
.
At
high
speeds,
assist
is
reduced
to
served
when
servicing
.
Serious
injury
may
result
ensure
stability
.
The
power
steering
system
varies
assist
if
system
service
is
attempted
by
persons
unfa-
based
on
engine
speed
.
miliar
with
the
BMW
SRS
and
its
approved
ser-
vice
procedures
.
BMW
specifies
that
all
ING-
inspection
and
service
shouldbe
performed
by
WARN
an
authorized
BMW
dealer
.
"
Do
not
reuse
self-locking
nuts
.
They
are
de-signed
to
beused
only
once
and
may
failif
re-
"
BMW
Supplemental
Restraint
Systems
(SRS)
used
.
Always
replace
them
with
new
locking
nuts
.
are
equipped
with
a
back-up
power
supply
inside
the
SRS
control
module
.
A
10minute
waiting
"
Do
not
ínstall
bolts
and
nuts
coated
with
under-
shouldbe
observed
after
the
battery
cable
has
coating
wax,
as
correct
tightening
torque
cannot
been
disconnected
.
This
will
allow
the
reserve
be
assured
.
Always
clean
the
threads
with
sol-
power
supply
to
discharge
.
vent
before
installation,
or
install
new
parts
.
"
Do
not
attempt
to
weldor
straighten
any
steering
components
.
Always
replace
damaged
parts
.
NOTE-
For
information
on
steering
column-mounted
switches
and
the
ignition
lock,
see
612
Switches
and
Electrical
Accessories
.
STEERING
AND
WHEEL
ALIGNMENT
320-1
Caster
and
Camber
.
.
.
.
.
...........
.
....
320-5
TABLES
a
.
Front
Wheel
Alignment
Specifications
.
...
.......
320-6
b
.
Rear
Wheel
Alignment
Specifications
.
...
.......
320-6
Steering
wheel,
removing
and
installing
1
.
Center
steering
wheel
.
Make
sure
front
wheelsare
pointed
straight
ahead
.
2
.
Disconnect
negative
(-)
cable
from
battery
and
cover
terminal
with
insulating
material
.
CAUTION-
Prior
to
disconnectiog
the
battery,
read
the
battery
disconnection
cautions
given
at
the
front
of
this
manual
on
page
viii
.
STEERING
WHEEL

Brake
rotor,
removing
and
installing
.
.
.
.
.
.
.
.
340-7
MASTER
CYLINDER
............
.
.
.
.
.
.
.340-7
Master
cylinder,
removing
and
installing
.
...
.
340-7
GENERAL
TROUBLESHOOTING
WARNING
-
"
Although
semi-metallic
and
metallic
Brake
friction
materials
in
Brake
pads
or
shoes
no
longer
con-
tain
asbestos,
they
produce
dangerous
dust
.
"
Brake
fluid
is
poisonous,
highly
corrosive
and
dangerous
to
the
environment
Wear
safety
glasses
and
rubber
gloves
when
working
with
Brake
fluid
.
Do
not
siphonBrake
fluid
with
your
mouth
.
Immediately
clean
away
any
fluid
spilled
on
painted
surfaces
and
wash
with
water,
asBrake
fluid
will
remove
paint
.
"
Always
use
new
Brake
fluid
froma
fresh,
un-
opened
container
.
Brake
fluid
will
absorb
mois-
ture
from
the
air
.
This
canlead
to
corrosion
problems
in
the
brakingsystem,
and
will
also
low-
er
the
Brake
fluid's
boiling
point
.
Dispose
of
Brake
fluid
properly
.
"
Do
notreuse
self-locking
nuts,bolts
or
fasteners
.
They
are
designed
to
be
used
only
once
and
may
failif
reused
.
Always
replace
them
with
new
self-
locking
fasteners
.
BMW
E36
models
areequipped
with
vacuum
power-assist-
ed
four-wheel
disc
brakes
with
an
integral
Antilock
Brake
Sys-
tem
(ABS)
.
Single-pistoncalipers
act
on
solid
or
vented
front
rotors
and
solid
rear
rotors
.
A
brake
pad
wear
sensor
for
each
axle
indicates
when
brake
padsneed
replacement
.
The
dual
drum-type
parking
brakesystem
is
integrated
with
the
rear
brake
rotors
.
NOTE-
M3
models
havevented
directional
Brake
rotors
on
the
rearaxle
as
well
ason
the
front
.
340
Brakes
BRAKES
340-1
GENERAL
.
.
.
.
.
.
.........
.
.
.
..........
340-1
BRAKE
BOOSTER
.........
.
.
.
.
.
...
.
.
.
.
340-8
TROUBLESHOOTING
.......
.
......
.
...
340-1
Brake
booster,
removing
and
installing
....
.
.
340-8
PARKING
BRAKE
.
.....
.
...
.
.
.
.....
.
.
.
340-10
BLEEDING
BRAKES
.
.
.
.
.
.
.
.
..........
340-3
Parking
brake,adjusting
.
.
.
.
.
.
.
.
.
.
.....
.
340-10
Pressure
bleeding
brakes
Parking
brake
shoes,
removing
and
installing
.
340-11(except
cars
with
AST)
.
.
.
.
.
.
.
.
.
...
.
.
.
.
.340-3
Parking
Brake
cable,
replacing
.
.
.
.
.
.
.
.
.
.
.
.
340-11
BRAKE
PADS,
CALIPERS,
ANTILOCK
BRAKE
SYSTEM
(ABS)
.
.
.
.340-11
AND
ROTORS
..........
.
.......
.
.
.
.
.
.
.
340-3
ABS
System
Inspection
.
...
.
.......
.
.
.
..
340-12
Brake
pads,
replacing
............
.
.
.
.
.
.
.
340-4
ABS
wheel
speed
sensors,
replacing
.
.
.
.
..
340-12
Brake
caliper,
removing
and
installing
.
..
..
.
340-6
TABLES
a
.
Brake
System
Troubleshooting
.....
...
.
.
.....
.340-2
b
.
Brake
Rotor
Reconditioning
Specifications
.
.....
.340-7
Brakeperformance
is
mainly
affected
by
three
things
:
the
leve¡
and
condition
of
the
brake
fluid,
the
system's
abilíty
to
create
and
maintain
hydraulic
pressure,
and
the
condition
of
the
friction
components
.
Air
in
the
Brake
fluid
will
make
the
Brake
pedal
feel
spongy
during
braking
or
will
increase
the
Brake
pedalforce
required
to
stop
.
Fluid
contaminated
by
moisture
or
dirt
can
corrode
the
system
.
Inspect
the
Brake
fluid
inside
the
reservoir
.
Ifit
is
dirty
or
murky,
or
is
over
a
year
old,
the
fluid
should
be
replaced
.
Visually
check
the
hydraulic
system
startingat
the
master
cylinder
.
To
check
the
function
of
the
master
cylinder
hold
the
brake
pedal
down
hard
with
the
engine
running
.
The
pedal
should
feelsolid
and
stay
solid
.
If
the
pedal
slowly
falls
to
the
floor,
either
the
master
cylinder
is
leaking
internally,
or
fluid
is
leaking
externally
.
If
no
leaks
canbe
found,
the
master
cylin-
der
is
faulty
and
should
be
replaced
.
Check
all
Brake
fluid
lines
and
couplings
for
leaks,
kinks,
chafing
and
corrosion
.
Check
the
Brake
booster
by
pumping
the
Brake
pedal
ap-
proximately
10
times
with
the
engine
off
.
Hold
the
pedal
down
and
start
the
engine
.
The
pedal
should
fa¡¡
slightly
.
If
not,
check
for
any
visiblefaults
before
suspecting
a
faulty
brake
booster
.
Check
for
strong
vacuum
at
the
vacuum
hose
fitting
at
the
booster,
and
check
the
non-retum
valve
for
one-way
flow
.
Worn
or
contaminated
brake
pads
will
cause
poor
braking
performance
.
Oil-contaminated
or
glazed
pads
will
cause
stopping
distances
to
increase
.
Inspect
the
rotors
for
glazing,
discoloration
and
scoring
.
Steering
wheel
vibration
while
braking
at
speed
is
often
caused
by
warped
rotors,
but
can
also
be
caused
byworn
suspension
components
.
TROUBLESHOOTING