1999 BMW 525i change time

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515-11
Central Lockinq and ~nti-l heft/
4 The initialization procedure is as follows:
Close ail doors and have all keys available
2 LED Using lkey number I, turn ignition switch to KL R (ACCES-
SORY), then switch off within 5 seconds and remove first
key.
. - -- , ..-.---- - Within 30 seconds of turning ignition switch to OFF, press
and hold button
2.
1 While holding button 2, press and release (tap) button 1
three times within 10 seconds. Models to 1999: LED flash-
- If acknowledgement signal (doors lock / unlocking) does not
follow initialization procedure, repeat process. If ignition is
switched on during process, procedure is cancelled.
50251509‘1
NOTE-
The Key Memory function of the GM responds to the ley
identification number of each key If the keys are not initial-
ized
in the same orderprior to initialization, the ley memory
functions activated by the
l(eys will not be assigned correctly.
Always initialize the keys
in the same order.
es momentarily.
Release both buttons. GM immediately locks and unlocits
doors to signal successful initialization.
Remote system coding
* Initialize remaining lteys, repeating steps above.
The E39 remote entry system uses coded signals for security
purposes. The code signal sent by the transmitter is changed
every time the vehicle is lockedlunlocked with the transmitter.
A separate code signal is used for each transmitter that is ini-
tialized to the system. This allows for each transmitterto oper-
ate independently of the others.
Due to the changing of the code each time the buttons are de-
pressed, the system allows for a
lacit of synchronization be-
tween the transmitter and receiver. This would occur
if the
buttons on the transmitter are pressed inadvertently.
Up to
100 erroneous actuations of the transmitter are auto-
matically corrected
forby the control module. If more than 100
actuations are present, the operator need only to press the
button a second time to restore system operation.

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51 5-25
Central Lockina and ~nti-~heftl
1
Tilt sensor operation:
1. DWA armed, vehicle level. Tilt sensor sends HlGH sig-
nal to General Module (GM).
2. DWA armed, vehicle tilted. The fluid moves in sensor,
changing resistance value.
HlGH signal changes to
LOW signal. GM activates alarm.
If the vehicle is jacked up or lifted in any way, the angle of the
liquid changes, producing a change in the resistance value.
The sensor signals the GM to activate the DWA alarm. The
sensor resets at the new angle.
This allows the DWA system
to remain armed and to reactivate the alarm if tlie vehicle is
moved again
Locking the vehicle twice within a few seconds will deactivate
the tilt alarm sensor while arming tlie remainder of the sys-
tem. This allows the vehicle to be transported in an armed
state without activating tlie alarm.
Interior protection
The interior motion sensor is mounted in the center of the
headliner panel. Due to the design of the vehicle interior, the
sensor must be installed in the correct direction to ensure
proper operation of the system.
lnterior sensor FIS (1997 - 1999 models)
4 When the alarm system is armed, the FIS sensor emits elec-
tromagnetic waves at
a frequency of 2.45 GHz. As long as
nothing is moving in the vehicle, the waves are reflected
baclc
to the sensor at the same frequency. If a foreign object enters
the vehicle, the frequency of the reflected signal changes.
The sensor detects the changed frequency and triggers the
alarm.
Every time the DWA system is armed, the sensor adapts to
whatever objects might be stationary in the interior. This al-
lows pacltages or objects to be left inside tlie car without ef-
fecting the operation of the system. The sensitivity of the
sensor is set so that the moving object must be at least as
large as a bumble bee. This prevents a false alarm from oc-
curring if a small insect is caught in the vehicle.
FIS is switched off when the vehicle is locked two times within
ten seconds. The DWA LED will flash one time for confirma-
tion. This allows the sensor to be switched off to avoid false
alarms when the windows are left open for venting.

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51 5-26
Central Locking and Anti-Theft
Interior sensor UIS (2000 and later models)
The
UIS system uses ultrasonic sound waves instead of elec-
tromagnetic waves. Ultrasonic sound waves are less suscep-
tible to magnetic interference.
Every time the DWA system is armed, the sensor adapts to
whatever objects might be stationary in the interior. The sen-
sor emits ultrasonic waves in a programmed timed cycle. It re-
ceives echoes of the emitted waves. The
UIS amplifies the
received sound wave signals and compares them to the ech-
oes of the transmitted waves. The
UIS also checits the incom-
ing echoes for background hiss (wind noise through a
partially open window) and adapts for this.
If the echoes are consistently similar, no movement is de-
tected.
If the echoes are altered, (inconsistent), the UIS deter-
mines motion in the interior compartment.
If motion is detected, the
UIS changes to a constant cycle
and the echo is compared again.
If the inconsistency is still present the
UIS sends the acti-
vate siren signal to the GM.
Glass breakage sensors
The doorwindows are monitored by inductive sensors mount-
ed on the inside of the door behind the trim panel. A closed
window is recognized by a magnetic plate
on the glass lining
up with the sensor. If the glass is broken, the plate falls away
and the signal from the sensor changes. This causes the GM
to activate the alarm.
Emergency disarming
- An emergency procedure is provided to cancel the DWA in
the event that a fault occurs within the system. The procedure
is as follows:
Driver's door mechanically
unloclted and open within 30
seconds. This will cause triggering of alarm.
All doors closed.
Ignition switch turned to
KL R (ACCESSORY). LED indica-
tor will come on.
- After 10 minutes, alarm is disarmed

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I Airbag System (SRS)
Two-stage airbag (MRS Ill)
Beginning with 2000 model year (911 999 production) the front
airbags were changed to a two-stage style airbag. This en-
sures that the force of
airbag inflation is not greater than nec-
essary to provide
protection. The airbags are designed to
Drovide "soit" de~lovment if the acceleration sensor detects a
iow-speed impact, and "hard deployment in higher speed im-
pacts.
NOTE-
A two-stage passenger airbag was used on cars built be-
tween
9/1998 and 3/1999. This pre-smart technology airbag
used two ignition stages. Stage one is designed to ignite first
during an impact. Stage two ignites after a timed period, as
programmed in the MRS
I1 control module.
Airbag indicator light
The MRS control module detects and stores system status
The
airbag indicator light in the instrument cluster displays
the status of the
airbag system when the ignition key is in "ac-
cessory" or
ON positions.
System normal: lndicator light comes on briefly, then goes
out.
- System malfunction: lndicator light fails to come on.
System malfunction: lndicator light comes on briefly, goes
out and lights up again.
The
airbag indicator light also comes on if the seat belt pyro-
technic tensioners have been triggered.

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On-Board Diagnostics
Catalyst monitoring. Thisstrategy monitors the outputofthe
precatalyst and post-catalyst oxygen sensors, comparing the
oxygen content going into the catalytic converter to the
oxygen leaving the converter.
The diagnostic executive
lknows that most of the oxygen
should be used up during the oxidation phase. If it detects
higherthan programmed values, afault is set and the MIL
illuminates.
Misfire detection. This strategy monitors crankshaft speed
fluctuations and determines if an enoine misfire occurs bv
monitoring variations in speed between each crankshaft
sensortrigger point. This strategy is so finely tuned that it can
determine the severity of the misfire.
The system determines
if a misfire is occurring, as well as
other pertinent misfire
information such as:
Specific
cylinder(s)
Severity of the misfire event
Emissions relevant or catalyst damaging
Misfire detection is an on-going monitoring process that is
only disabled under certain limited conditions.
Secondary air injection monitoring. Secondary air
injection is used to reduce HC and CO emissions during
engine warm up. Immediately following a cold engine start
(-1 0" to 40°C), fresh air (and therefore oxygen) is pumped
directly into the exhaust
manifold. By injecting additional
oxygen into the exhaust manifold, catalyst warm-up time is
reduced.
Secondary air system components are:
Electric air injection pump
* Electric pump relay
* Non-return valve
Vacuum
I vent valve
- Stainless steel air injection pipes
Vacuum reservoir
The secondary air system is monitored via the use
of the pre-
catalyst oxygen sensors. Once the air pump is active and air
is injected into the system, the signal at the oxygen sensor
reflects a lean condition. If the oxygen sensor signal does not
change, a fault is set and the faulty
bank(s) identified. If after
completing the next cold startafault is again present, the MIL
illuminates.

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OBD-6
On-Board Diagnostics
Fuel system monitoring. This monitor looks at the fuel
delivery needed (long
/short term fuel trim) for proper engine
operation based on programmed data. If too much or not
enough fuel is delivered over a predetermined time, a DTC is
set and the MIL illuminates.
Fuel trim refers to adiustments to base fuel schedule.
Lono- ., term fuel trim refers to gradual adjustments to the fuel
calibration adjustment as compared to short term fuel trim.
Long term fuel trim adjustments compensate for gradual
changes that occur over time.
Fuel system monitoring monitors the calculated injection time
(ti) in relation to enginespeed, load and precatalyticconverter
oxygen
sensor(s) signals.
Using this data, the system optimizes fuel delivery for all
engine operating conditions.
Evaporative system monitoring. This monitor checks the
the fuel storage system and related fuel lines for leaks. It can
detect very small leaks anywhere in the system.
A leak detection unit (LDP or DMTL) is used to pressurize the
evaporative control system on a continuous basis (as the
drive cycle allows) and to
check system integrity.
Drive cycle
The OED II drive cycle is an important concept in
understanding OBD
II requirements. The purpose of the drive
cycle is to run ail of the emission-related on-board diagnostics
over a broad range of driving conditions.
A drive cycle is considered complete when all of the
diagnostic monitors have run their tests without interruption.
~ora drive cycle to be initiated, the vehicle must be started
cold and brought up to
1 60°F and at least 40°F above its
original starting temperature.
Readiness codes
Inspection/maintenance (I/M) readiness codes are mandated
as part of OBD
II. The readiness code is stored aftercomplete
diagnostic monitoring of specified components and systems
is carried out. The readiness code function was designed to
prevent manipulating an
I/M emission test procedure by
clearing faults codes or disconnecting the ECM or battery.

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WARNING
Your common sense, good
judgement, and general alertness are
crucial lo sale and
successlul service
work. Belore attempling any work on
your BMW, be sure to read 001
General Warnings and Cautions
and lhe copyright page
a1 llle Iron1 01
the manual. Review lliese warnings
and cautions each time you prepare
lo work on your
BMW Please also
read any warnings and
caulions lhal
accompany the procedures In !he
manual.
Component locations
see Electrical system
Compression test
113-5
Compressor see
AlC
Condenser see
AlC
Constant velocity (CV) joint
see Maintenance
see also
Driveshall
see also Drive axles
Consumer cutoff
600-10
Control arm see Front suspension
see also Rear suspension,
suspension arms
Coolant (antifreeze) see Maintenance
see also Cooling system
Coolant pump
see Cooling system Cooling system
coolant bleeding
170-14 6-cylinder engine, draininglfilling
170-10
V-8 engine, draininglfilling 170-12
coolant pump 170-3
6-cyiinder engine, replacing 170-1 9
V-8 engine, replacing 170-20 cooling fan 170-4
viscous ciutch fan, removingi
installing 170-14
electric fan, removlngiinstailing 170-1 5
expansion tank, removinglinstalling
170-22
electrically heated (ciiaracterislic
map) therrnostat 170-4
radiator, removinglinstaliing 170-22
service
see Maintenance
therrnostat 170-16
transmission fluid heat exchanger
170-5 troubleshooting 170-7
combuslion leal( test 170-10
pressure test
170-9
Crankshaft oil seals
iront
117-6
rear 11 9-6
Crankshaft speed sensor
see Ignition syslem
Crash sensor
see
Airbag system (SRS), side-impact
airbag crasii sensor
Cruise control clutch switch 612-9
CV joint
see Maintenance
see also Driveshalt
see also Drive axles
CV joint boot
see Maintenance
see also Drive axles
Cylinder head removinglinslaliing
M52 engine 113-8
M52 TU / M54 engine 113-22
M62 engine 113-56
Cylinder head and valvetrain
hydraulic lifters, checking and
replacing
116-7 leak test 116-5 valves 11 6-56
see
alsocylinder head Dashboard
513-7
Deck
lid
seeTrunk lid
Diagnostic monitors
OED-4
Diagnostic trouble codes
(DTCs)
080-7
Digital multimetel
010-17
Differential see Final drive
DLC (data
link connector) 020-4, OED-4
DME (digital motor electronics)
see
130 under appropriate fuel
injection system
see also ignition system
DM-TL (detection module-tank leak)
see
Fuel lank, leak deteclion unit
Drive
belts
see Maintenance
Dome light
seeLighls, interior lights
Door
door
check, replacing 411-4
hinge adjustment 41 1-5
loci(
see Door lock see also Central locking
removinglinslaliing 41
1-2
panel, removinglinstaliing 41 1-7 window
see Door window
Door
check
see Door
Door
handle
see Door lock
Door glass
see Door window
Door
lock
handles and loci(s 515-16
see also Central locking
Door
molding
510-13
Door panel see Door

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WARNING
Your common sense, good
judgement, and general alertness are
crucial to saie and
successiul sewice
work. Beiore attempting any work on
your BMW be sure to read 001
General Warnings and Cautions
and the copyright page
a1 the iront of
the manual. Review tliese warnings
and cautions each time you prepare
to work on your
BMW. Please also
read any warnings and
cautions that
accompany the procedures in the
manual.
Towing 010-20
Traction control
see Brakes, ABS, ASC or DSC
system
Traction strut
see Rear suspension, suspension
arms
Transmission fluid
200-4
see Maintenance
see also Automatic transmission
see also Manuai transmission
Transmission
fluid heat exchanger
see Cooling system
Transmission input shaft oil seat
see Manual transmission
Transmission lubricant
200-4 see also Automatic transmission
see also Manual
lransmission
Transmission output shafl oil seal
see Manual transmission
Transmission pilot bearing
replacing 210-16
Transmission service see Manual transmission, oil seals
Trim, interior
see interior trim
see also Steering, steering column
trim
Trunk lid
412-2 soft close (SCA) 515-13
see also Trunkltailgale loci(
see also Central iocl TrunWtailgate lock
tailgate loci( emergency release
400-5, 515-21 tailgatelrear window locl(ing 515-14
trunk lock 51 5-1 9
lrey positions 515-7
Turn signai assembly
see Switches
see also Lights
UIS see Interior protection
U-joint
see Driveshaft
Upholstery see Maintenance, leather upholstery
and trim Vacuum
booster
see Brakes
Valve guides
see Cylinder
head and valvetrain
Valve seals
see Cylinder head and valvetrain
Valve seats
see Cylinder head and valvetrain
Valves see Cylinder head and
vaivelrain
Valvetrain see Cylinder head and valvetrain
VANOS control unit,
removinglinstalling
M52 engine 117-14
M52 TU i M54 engine 117-36 double VANOS
function
117-34 timing chain service 113-46. 116-28
timing, adjusting
M52 engine 117-22
M52 TU l M54 engine 117-43
Vehicle identification number (VIN)
010-12
Ventilation microfilter
see
AIC
see also Maintenance
Viscous clutch see Cooling
system, cooling tan
Voitage and polarity
600-5
Voltage tests
see Electrical system, troubleshooting