1995 BMW M3 codes

170-
4



RADIATOR
AND
COOLING
SYSTEM
A
quick
testat
the
coolant
temperature
gauge
sender
can



The
auxiliary
cooling
fan
comes
on
when
coolant
tempera

determine
if
the
gauge
is
functioning
correctly
.



ture
exceeds
a
predetermined
leve¡
or
whenever
the
air
condi-

tioning
is
on
.
A
dual-range
temperature
switch
for
cooling
fan
lf
the
gauge
needie
remains
at
the
rest
position
with
theen-



control
is
mounted
on
the
right
side
of
the
radiator
.
See
Fig
.
3
.
gine
warm,
remove
the
harness
connector
from
the
sender
and
jumper
the
correct
terminals
in
the
connector
to
simulate
a
high
engine
temperature
.
See
Table
a
.
Turn
the
ignition
on
.

If
the
gauge
needle
moves
upward,
the
sender
is
faulty
.
If
the

gauge
does
not
respond,
the
wiring
to
the
gauge
is
broken
(open
circuit)
or
the
gauge
itselfis
faulty
.

WARNING
-

1996
and
laten
models
are
OBD
11
compliant
.
Dis-
connecting
electrical
connectors
wíth
the
ignition
turned
on
may
set
fault
codes
in
the
ECM
.
It
is
rec-
ommended
that
you
leave
the
diagnosis
of
faults
in
the
coolant
temperature
sensorsystem
to
the
BMW
dealer
service
department
which
has
specialized
OBD
11
scan
tool
equipment
.

If
the
gauge
needle
reads
too
high
when
the
engine
is
cold,
remove
the
harness
connector
from
the
sender
.
Turn
the
igni-

tion
on
.
lf
the
gauge
needle
position
does
not
change,
the
wir-

ing
or
the
gauge
is
shorted
to
ground
.
If
the
gauge
needle

drops,
the
sender
is
faulty
and
should
be
replaced
.
When
re-

placing
a
faulty
coolant
temperature
sender,
the
gasket
ring
on
the
sender
should
also
be
replaced
.

Tightening
Torque

"
Temperature
gauge
sender
to
engine
18
Nm
(13
ft-Ib)

Cooling
fan,
testing

NOTE-

OnM44
engines
with
manual
transmission,
the
primary
electric
cooling
fan
is
mounted
on
the
engine
side
of
the
radiator
and
is
controlled
by
the
engine
control
module
(ECM)
.
Troubleshooting
thiscircuit
should
be
left
to
an
authorized
BMW
dealer
with
the
proper
diagnostic
equipment

An
otherwise
sound
cooling
system
may
still
overheat,
par-
ticularly
with
prolonged
idling,
due
to
a
failure
of
the
coolíng

fan(s)
.

The
belt-driven
cooling
fan
is
controlled
by
a
temperature
dependent
viscous
clutch
.
A
failed
fan
clutch
may
affect
air
flow
through
the
radiator
resulting
in
overheating
orpossibly
overcooling
.
Speed

Low
sp
High
s

With
the
engine
off,
check
thefan
clutch
by
spinning
thefan
.



eed
The
fan
should
spin
on
the
clutch
with
some
resistance
.



peed
Check
for
signs
of
leaking
fluid
from
the
clutch
.
If
thefan
free-
wheels
with
no
resistance,
cannot
be
tu
rned
by
hand,
or
there
are
signs
of
oil
leakage,
the
clutch
should
be
replaced
.

TROUBLESHOOTING

Fig
.
3
.



Radiatorcooling
fan
temperature
switch
(arrow)
.

WARNING
-

"
Use
caution
when
testing
the
electric
cooling
fan(s)
and
coolant
temperature
switch
.
Keep
hands
and
wires
clear
of
thefan
blades
.
The
cool-
ing
fan(s)
can
run
any
time
the
ignition
is
ON
.

"
For
greatest
safety,
coolíng
fan
and
coolant
tem-perature
switch
tests
shouldbe
performed
on
acoldengine
with
the
air
conditioning
off
.

Table
b
.
Auxiliary
Cooling
Fan
Switching

Temperatures

Switching
temperature
196°F(91°C)
210°F(99°C)

0012506

If
a
faulty
thermostat,
trapped
air,
or
a
restriction
in
the
sys-
tem
is
not
allowing
the
coolant
to
circulate
through
the
radia-
tor,
the
temperature
switch
will
not
close
and
the
auxiliary
cooling
fan
will
not
run
.
Before
making
the
tests
described
be-
low,
make
sure
the
thermostat
is
operating
correctly
as
de-
scribed
earlier
.
The
normal
switching
temperatures
for
the

dual
-speed
switch
are
listed
in
Table
b
.

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

200-2
TRANSMISSION-GENERAL

Transmission
ID
Codes

On
both
manual
and
automatic
transmissions,
the
code
let-

ter
and
transmission
type
numbers
should
be
located
onan
ID

plate
attached
to
the
síde
of
thetransmission
.
Do
not
rely
on

numbers
cast
on
the
transmission
case
for
identification
.

In
addition,
thetransmission
lubricant
varies
between
trans-

missions
and
model
years
.
Fluid
application
information
should
be
clearly
marked
on
a
label
on
thetransmission
.

On
manual
transmissions,
either
ATF
(orange
label
reads

ATF-Oil!)
or
a
special
BMW
lubricant
(yellow
label
reads
MTF-

LT
1)
are
used
.
See
230Manual
Transmission
.

Automatic
transmissions
are
filled
with
either
Dexron
III
ATF
(black
trans
.
type
plate
reads
ATF-Oil!),
a
special
ffe-
time
oil
(green
trans
.
type
plate
reading
Life-Time
ó1)
.
See
240AutomaticTransmission
.

GENERAL

CAUTION-

lf
in
doubtas
to
the
typeof
fluid
installed
in
a
par-
ticular
transmission,
consult
and
authorized
BMW
dealer
service
department
for
the
latest
in
operat-
ing
fluids
.

Fig
.
2
.



Typical
location
of
IDpíate
on
automatic
transmission
housing
(arrow)
.
A4S
310R
(THM-R1)

AUTOMATIC
TRANSMISSION



240-1

240
Automatic
Transmission

GENERAL
.....
.
.
.
.
.
.
.
.
.
.
.
.
.
.........
.
240-1



TRANSMISSION
REMOVAL
AND

INSTALLATION
..................
.
.
.
.
.240-4
TRANSMISSION
SERVICE
.
.
.
.
.
.......
.
240-1



Transmission,
removing
and
installing
....
.
.
.240-4

ATF
leve¡,
checking
..
.
.
.
.
.
.
.
.
.
..........
240-1

ATF,
draining
and
filling
.
.
.
.
.
.
.
..........
240-2



TABLE

a
.
Automatic
Transmission
Gear
Ratios
.......
..
.
.
240-1

GENERAL



TRANSMISSION
SERVICE



lo

Automatic
transmissions
are
identified
by
code
letters



ATF
leve¡,
checking

foundon
a
data
plate
located
on
the
sideof
thetransmission

case,
behind
the
manual
valve
lever
.
See
200Transmis-



The
automatic
transmissions
installed
in
the
E36
models
sion-General
for
application
information
.
Forgear
ratio
spec-



are
normally
filled
with
Dexron
III
automatic
transmission
fluid

ifications,
see
Table
a
.



(ATF),
although
alternative
fluids
have
been
installed
from
the

factory,
depending
on
transmission
type
and
model
year
.

CAUTION-



Some
transmíssions
are
filled
with
a
special
BMW
"lifetime"

ATF
does
not
circulate
unless
the
engine
is
run-



automatic
transmission
fluid,
which
does
not
require
periodic

ning
.
When
towing
an
automafic
transmission
ve-



fluid
changes
.

hicle,
usea
flat-bed
truck
or
ralse
the
rear
wheels
off
the
ground
.



CAUTION-

Mixing
different
types
of
transmission
fluids
will

The
electronic
transmission
control
module
(TCM)
monitors



lead
to
transmission
failure
.

transmissionoperation
for
faults
and
alerts
the
driver
by
illumi-

nating
the
transmission
fault
indicator
on
the
instrument
pan-

el
.
On-board
diagnostic
codes
stored
in
the
TCM
mustbe



NOTE-

downloaded
and
interpreted
by
trained
technicians
using
spe-



The
transmission
lubricant
instafed
can
be
foundona

cial
BMW
diagnostic
equipment
.



type
plate
on
the
side
of
the
transmission
.
In
addition,
a
sticker
may
be
located
on
the
fluid
sump
indicatingthe
typeof
transmission
lubricant
used
.
Ifin
doubt,
con

NOTE-



sult
an
authorized
BMW
dealer
for
altemate
fluid
use

Internal
repairs
to
the
automatic
transmission
require



and
current
information
regardingtransmission
operat-
special
service
equipment
and
knowledge
.
If
it
is
deter-



ing
fluids
.

mined
thatinterna¡
service
is
required,
consult
en
au-

thorízedBMWdealerabouta
factoryreconditioned
unit



The
transmission
is
not
equipped
with
a
dipstick
.
Checking
or
a
transmission
rebuild
.



the
ATF
leve¡
requires
measuring
and
maintaining
a
specified

ATF
temperature
during
the
checking
procedure
.
The
check-

ing
temperature
is
not
fully
warm
orcold
(the
ATF
sump

should
be
approximately
warm
to
the
touch)
.

Table
a
.
Automatic
Transmission
Gear
Ratios

Transmission



MS
310R
(THM-R1)



MS
310R
(THM-Rl)



MS
310Z(5HP
18)



I



MS
270R
(THM-R1)
(1992-1993)(1993-on)

Gear
ratios
:
1st



2
.40



2
.86



3
.67



2
.86

2nd



1
.47



1
.62



2
.00



1
.62
3rd



1
.00



1
.00



1.41



1
.00
4th



0
.72



0
.72



1
.00



0
.72
5th



-



-



0
.74



-
Reverse



2
.00



2
.00



4
.10



2
.00

TRANSMISSIONSERVICE

Ambient
temperaturelclock

MÍM
Aa
.Mi}rm
-Mil"
IMua~naa~u~itacar
"
za
.~

Central
Body
Electronics

0013028

Fig
.
4
.



Different
versionsof
Multi-information
Display(MID)
installed
in
E36
cars
.

The
E36
cars
are
equipped
with
a
sophisticated
centralized

body
electric/electronics
plan
.
The
system
is
self-diagnostic

and
incorporates
many
functions
into
a
single
control
module
.

The
consolidation
of
several
systems
into
a
single
control

module
minimizes
power
requirements
and
the
incorporation

of
the
diagnostic
link
results
in
more
efficient
and
accurate

troubleshooting
.

Self-diagnostic
codes
are
accessible
electronically
through

the
data-link
connector
in
the
engine
compartment
.
See610

Electrical
Component
Locations
.

BODY-GENERAL
400-
5

Two
versions
of
central
body
electronics
are
used
depend-

ing
on
model
year
.

1992
and
1993
models
are
equipped
with
a
central
locking

module
(ZVM)
which
incorporates
control
of
the
following
sys-

tems
:

"Interiorlighting
"
Central
locking
with
double
lock
feature

"
Output
relays
for
powerwindows
and
sunroof

"
Electronic
power
protection

E36
cars
since
the
1994
model
year
are
equipped
with
ZKE

IV
.
This
is
an
electronic
comfort
and
convenience
system
that

includes
the
following
additional
features
:

"
One
touch
up/down
power
window
operation

"
Power
window
and
sunroof
closure
from
driver
or
pas-

sengerdoor
lock

"
Vehicle
locking
or
unlocking
from
the
trunk
lock
.

Other
features
of
the
system
are
discussed
in
515
Central

Locking
and
Anti-Theft
.

Electronic
Immobilization
System

Beginning
in
model
year
1994,
all
E36
vehicles
incorporate

adriveaway
protection
system
regardless
of
whether
the
vehi-

cle
is
equipped
with
a
BMW
Alarm
System
or
an
On-Board

computer
.
Two
types
of
factory
systems
were
installed,
de-
pending
on
vehicle
production
date
.

On
the
early
system
(model
year
1994
up
to
January
1995),

the
ignition
and
fuel
injection
functions
are
disabled
whenever

the
vehicle
is
locked
in
the
double
lock
mode
.
This
is
referred

lo
as
EWS
or
EWS
I
.

Beginning
in
January
1995,
the
driveaway
protection
sys-

tem
was
upgraded
to
a
more
sophisticated
system,
called

EWS
II
.
This
system
uses
a
wireless
communication
link
be-

tween
a
transponder
chip
in
the
ignition
keyand
the
ring
an-

tenna
surrounding
the
ignition
switch
.
The
EWS
II
control

module
blocksthe
starting
of
the
vehicle
unlessthe
correct

coded
ignition
key
is
used
.

For
further
information
about
drive
away
protection
sys-

tems,
see
515
Central
Locking
and
Anti-Theft
.

INTERIOR
EQUIPMENT

600
Electrical
System-General

GENERAL
.
...........
.
.
.
.
.
.
.
.
.
...
.
...
600-1

Voltage
and
Polarity
........
.
.
.
.
.
.
.
.....
600-1

Ming,
Fuses
and
Relays
............
.
.
.
.
600-1

Electrical
System
Safety
Precautions
...
.
.
.
.
600-1

Electrical
Test
Equipment
.....
.
.
.
....
.
.
.
.
600-2

WIRING
DIAGRAMS
..
.
.
.
.
.
.
.
.
.
........
600-2

Ming
Codes
and
Abbreviations
..
.
...
.
....
600-2

ELECTRICAL
TROUBLESHOOTING
..
.
..
600-3

Voltage
and
Voltage
Drops
..........
.
.
.
.
.
600-4

GENERAL



Electrical
System
Safety
Precautions

A
brief
description
of
the
principal
parts
of
the
electrical
sys-
tem
is
presented
here
.
Also
covered
here
are
basic
electrical
system
troubleshooting
tips
.

Voltage
and
Polarity

The
vehicle
electrical
system
is
a
12-volt
direct
current
(DC)
negative-ground
system
.
A
voltage
regulator
controls
system
voltage
at
approximately
the
12-volt
rating
of
the
battery
.
Al¡
circuits
are
grounded
by
direct
or
indirect
connection
to
the

negative
(-)
terminal
of
the
battery
.
A
number
of
ground
con-

nections
throughout
the
car
connect
the
wiring
harness
to

chassis
ground
.
These
circuits
are
completedby
the
battery

cable
or
ground
strap
between
the
body
and
the
battery
nega-

tive
(-)
terminal
.

Wiring,
Fuses
and
Relays

Nearly
all
parts
of
the
wiring
harnessconnect
to
compo-

nents
of
the
electrical
system
with
keyed,
push-on
connectors

that
lock
into
place
.
Notable
exceptions
arethe
heavy
battery

cables
and
the
starter
wiring
.
The
wiring
is
color-coded
for
cir-

cuitidentification
.

With
theexception
of
the
battery
charging
system,
most

electrical
power
is
routed
from
the
ignition
switch
or
the
bat-
tery
through
the
main
fuse/relay
panel,
located
in
¡he
left
rear

comer
of
the
engine
compartment
.
Fuses
are
color
coded
to

indicate
current
capacities
.

The
relays
and
control
units/modules
are
mounted
in
vari-

ous
places
throughout
the
vehicle
.
See610
Electrical
Com-

ponent
Locations
.

ELECTRICAL
SYSTEM-GENERAL
600-1

Voltage,
measuring
.
.
.
................
.
.
600-4

Voltage
drop,
testing
.
.
.....
.
.....
.
......
600-4

Continuity,
checking
..
.
...
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
600-5
Short
Circuits
.
.
.
.
.
.
.
.
.....
.
...
.
.
.
.
.
.
.
.
.
600-5

Short
circuit,
testing
with
ohmmete'r
.
.
.
.
.
.
.
.
.
600-6

Short
circuit,
testing
with
voitmeter
.
.
.
.
.
.
.
.
.
600-6

TABLES
a
.
Terminal
and
Circuit
Numbers
..............
..
.600-3
Please
read
the
following
warnings
and
cautions
before
do-
ing
any
work
on
your
electrical
system
.

WARNING
-

"
The
cars
covered
by
this
manual
are
equipped
with
aSupplemental
Restraint
System
(SRS)
that
automatically
deploys
one
or
more
airbags
.
Each
airbag
unit
houses
an
explosive
powerful
charge
.
Any
work
involving
the
SRS
system
should
only
be
performed
byan
authorized
BMW
dealer
.
Making
repairs
without
the
proper
knowledge
and
special
test
equipment
may
cause
serious
per-
sonal
injury
.
See
721
Airbag
System
(SRS)
.

"
The
ignition
system
of
the
car
operates
at
lethal
voltages
.
People
with
pacemakers
or
weak
hearts
should
not
expose
themselves
to
the
ignition
sys-
tem
.
Extra
caution
mustbe
taken
when
working
on
the
ignition
system
or
when
servicing
theen-
gine
while
it
is
runningor
the
key
is
on
.
See
120
Ignition
System
for
additional
ignition
system
warnings
and
cautions
.

"
Before
operating
the
starter
without
starting
the
engine
(as
when
making
a
compressfon
test),
dis-
able
the
ignition
system
as
described
in
120
Igni-
tion
System
.

"
Keep
hands,
clothing
and
other
objects
clear
of
the
electric
radiator
coollng
fan
when
working
on
a
warm
engine
.
The
fan
may
start
at
any
tíme,
even
when
the
ignition
is
switched
off
.

GENERAL

600-2



ELECTRICAL
SYSTEM-GENERAL

CAUTION
-

"
Always
turn
off
the
engine
and
disconnect
the

negative
()
cable
from
the
batterybefore
remov-

ing
any
electrical
components
.
Disconnecting
the

battery
may
erase
fault
code(s)
stored
in
control

module
memory
.
Check
for
fault
codes
using
spe-
cial
BMW
diagnostic
equipment
.

"
Prior
to
disconnecting
the
battery,
read
the
bat-

tery
disconnection
cautions
given
at
the
front
of

this
manual
onpage
viii
.

"
Connect
and
disconnect
ignition
system
wires,
multiple
connectors,
and
ignition
test
equipment
leads
only
while
the
ignition
is
off
.

"
Do
not
disconnect
the
battery
with
engine
run-

ning
.

"
Do
not
quick-charge
the
battery
(for
boost
start-
ing)
for
longer
than
one
minute,
and
do
not
ex-
ceed
16
.5
volts
at
the
battery
with
the
boosting
cables
attached
.
Wait
at
feast
one
minute
before
boosting
the
battery
a
second
time
.

"
Do
not
usea
test
famp
that
has
a
normal
incan-

descent
bulb
to
test
circuits
contafning
electronic
components
.
The
high
electrical
consumptionof
these
test
lamps
may
damage
the
components
.

"
Do
not
use
an
analog
meter
.
Use
onfy
a
digital
multimeter
.

"
Many
of
the
solid-state
modules
are
static
sensi-
tive
.
Static
discharge
will
permanently
damage
them
.
Always
handle
the
modules
using
proper
static
prevention
equipment
and
techniques
.

"
To
avoid
damaging
harness
connectors
or
relay
panel
sockets,
use
jumper
wires
with
flat-blade
connectors
that
are
the
same
size
as
the
connec-
tor
or
relay
terminals
.

"
Always
switch
a
digital
multimeter
to
the
appropri-
ate
function
and
range
before
making
test
con-
nections
.

"
Do
not
tryto
start
the
engine
of
a
carwhich
has
been
heated
above176°F
(80°C),
(for
example,
in
a
paint
dryingbooth)
.
Allow
it
to
cool
to
normal
temperature
.

"
Disconnect
the
battery
before
dolng
any
electric
welding
on
the
car
.

"
Do
not
wash
the
engine
while
it
is
runnfng,
or
any-
time
the
ignition
is
switched
on
.

WIRING
DIAGRAMS

Electrical
Test
Equipment

Many
of
the
electrical
tests
described
in
this
manual
call
for

measuring
voltage,
currentorresistanceusing
a
digital
multi-

meter
(DMM)
.
Digital
meters
are
preferred
for
precise
mea-

surements
and
for
electronics
work
because
they
are
generally
more
accuratethan
analog
meters
.
The
numerical

display
is
alsoless
likely
to
be
misread,
since
there
is
no
nee-

dle
position
to
be
misinterpreted
by
reading
at
an
angle
.

An
LED
test
light
is
a
safe,
inexpensive
tool
that
can
be
used

to
perform
many
simple
electrical
tests
that
would
otherwise

require
a
digital
multimeter
.
The
LED
indicates
when
voltage

is
present
between
anytwo
test-points
in
a
circuit
.

CA
UTION-

"
Choose
test
equipment
carefully
.
Use
a
digital

multimeter
with
at
leadt
10
megaohm
input
im-

pedance,or
an
LED
test
light
.
An
analog
meter
(swing-need1e)
ora
test
light
with
a
normal
incan-
descent
bulb
may
draw
enough
current
to
dam-
age
sensitive
electronic
components
.

"
An
ohmmeter
must
not
beused
to
measure
resis-
tance
on
solidstate
components
suchas
controlunits
or
time
delay
relays
.

"
Always
disconnect
the
battery
before
making
re-

sístance
(ohm)
measurements
on
the
circuit
.

WIRING
DIAGRAMS

The
wiring
diagrams
shown
in
Electrical
Wiring
Diagrams

have
been
specially
designed
to
enable
quick
and
efficientdi-

agnosis
and
troubleshooting
of
electrical
malfunctions
.

Wiring
Codes
and
Abbreviations

A
lot
of
information
is
included
in
each
wiring
diagram
if
you
know
how
to
read
them
.
Wire
colors
in
the
diagrams
are
ab-

breviated
.
Combined
color
codes
indicate
a
multi-colored
wire
.
For
example
the
code
BLU/RED
indicates
a
Blue
wire

with
a
Red
stripe
.

Many
electrical
components,
connectors,
fuses,
and

ground
locations
are
identified
using
a
unique
number
.
Each

of
there
numbers
corresponds
to
a
particular
part
in
the
circuit
commonly
found
in
Electrical
Wiring
Diagrams
.

NOTE
-

Sometimes
the
color
of
en
installed
wire
may
be
differ-
ent
than
the
one
on
the
wiring
diagram
.
Don't
be
con-
cerned
.
Just
be
sure
lo
confirm
that
the
wire
connects
lo
the
proper
terminals
.

Wire
color
codes

"
BLU
.........
.
..
..
...
.
.................
Blue

"
BRN
....:....
.
..
..
...
..
...............
Brown

"
YEL
.........
.
..
..
...................
.Yellow

"
GRN
.........
.
..
..
...
.
................
creen

"
G
RY
.......
.
.
.
..
..
.....................
G
ray

"
ORG
.........
.
..
..
...
.
..............
.Orange

"
RED
......
...
.
.
..
.....................
.Red

"
BLK
.........
.
..
..
...
.
................
Black

"
VIO
..........
.
..
...
..
..
.......
.
.......
Violet

"
WHT
.........
.
.
....
.
...
:..............
White

Table
a
.
Terminal
and
Circuit
Numbers

Number



1
Circuít
description

1



j
Low
voltage
switched
terminal
of
coi¡

4



1
High
voltage
center
termina¡
of
coi¡

+x



Originates
atignition
switch
.
Supplies
powerwhen
the
ignition
switch
is
in
the
PARK,
RUN,
or
START
position

15



Originates
atignition
switch
.
Supplies
powerwhen
ignition
switch
is
in
RUN
or
START
position

30



Battery
positive
(+)
voltage
.
Supplies
power
whenever
battery
is
connected
.
(Not
dependent
on
ignition
switch
position,
unfused)

31



1
Ground,
battery
negative
(-)
terminal

50



Supplies
power
from
battery
to
starter
solenoid
when
ignition
switch
isin
START
position
only

+54



Originates
atignition
switch
.
Supplies
power
when
ignition
switch
isin
the
RUN
position
only

85



1
Ground
side
(-)
ofrelay
coil

86



1
Power-in
side
(+)
ofrelay
coil

87



1
Relay
actuatedcontact

D



Alternator
warning
light
and
field
energizing
circuit

ELECTRICAL
SYSTEM-GENERAL
600-
3

Additional
abbreviations
shown
in
the
wiring
diagrams
are

given
below
.

Abbreviations

"
ABS
........
.
...
.
...
.
..........
antilock
brakes

"
A/C
........
.
...
..
..
.
.........
.airconditioning

"
AST/ASC+T
.......
...
.
.
.......
al¡
season
traction

"
CONV
.......
.
.
...
.................
convertible

"
DME
........
.
.
...
.......
digital
motor
electronics

"
ECM



.......
.
...
..
..
.
..
electronic
control
module

"
EWS/EWS
II
......
...
.
.
coded
driveaway
protection

"
SRS
........
.
supplemental
restraint
system-airbag

"
TCM
........
.
..
....
.
transmission
control
module

"
ZKE
(94-98
models)
..
..
.
...
central
body
electronics

"
ZVM
(92-93
models)
...
.
.
..
.
.......
central
locking

ELECTRICAL
TROUBLESHOOTING

Most
terminals
are
identified
by
numbers
on
the
compo-

nents
and
harness
connectors
.
The
terminal
numbers
for
ma-



Four
things
are
required
for
current
toflow
in
any
electrical

jor
electrical
connections
are
shown
in
the
diagrams
.
Though



circuit
:
a
voltagesource,
wires
or
connections
to
transport
the

many
terminal
numbers
appear
only
once,
severa¡other
num-



voltage,
a
load
or
device
that
uses
the
electricity,
and
a
con-
bers
appear
in
numerous
places
throughout
the
electrical
sys-



nection
to
ground
.
Most
problemscanbefound
using
a
digital

tem
and
identify
certain
types
ofcircuits
.
Some
of
the
most



multimeter
(volt/ohm/amp
meter)to
check
for
voltage
supply,

common
circuit
numbers
are
listed
below
in
Table
a
.



for
breaks
in
the
wiring
(infinite
resistance/no
continuity),
orfor

a
path
to
ground
that
completesthe
circuit
.

Electric
current
is
logical
in
its
flow,
always
moving
from
the

voltage
sourcetoward
ground
.
Electricalfaults
can
usually
be

located
through
a
process
of
elimination
.
When
troubleshoot-

ing
a
complex
circuit,
separate
the
circuit
into
smaller
parts
.

The
general
testsoutlined
below
may
be
helpful
in
finding

electrical
problems
.
The
information
is
most
helpful
when

used
with
the
wiring
diagrams
.

Be
sure
to
analyze
the
problem
.
Use
the
wiring
diagrams
to

determine
the
most
likely
cause
.
Getan
understanding
of
how

the
circuit
works
by
following
the
circuit
from
groundback
to

the
power
source
.

When
making
test
connections
at
connectors
andcompo-

nents,
use
care
to
avoidspreading
or
damaging
the
connec-

tors
or
terminals
.
Some
tests
may
require
jumper
wires
to

bypass
components
or
connections
in
the
wiring
harness
.

When
connecting
jumper
wires,
use
bladeconnectors
at
the

wire
ends
that
match
the
size
of
the
terminal
being
tested
.
The

small
interna¡
contacts
are
easily
spread
apart,
and
this
can

cause
intermittent
or
faultyconnections
that
can
leadto
more

problems
.

ELECTRICAL
TROUBLESHOOTING