1999 BMW 528i Pedal

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21 0-7
Clutch
- Remove brake fluid reservoir cap. Using a clean syringe.
remove brake fluid from reservoir to below level of clutch
hydraulic supply hose.
- Detach clutch hydraulic supply hose from brake fluid reser-
voir. Plug reservoir outlet and hose.
4 Remove lower dash trim panel fasteners (A) and (B).
Lower trim panel and disconnect wiring harnesses on back
side of panel.
Remove trim panel.
4 Working under dash, remove clutch master cylinder pushrod
retaining clip (arrow) and pin from clutch pedal.
4 Remove master cylinder mounting bolts (arrows)

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21 0-8
Clutch
4 Remove hydraulic line locking clip (1) and pull line (2) off
master cylinder.
CAUTION-
. To prevent brake fluidspill, wrap clutch master cylinder with
shop rags when removing hydraulic fluid lines from master
cylinder.
* Brake fluid damages paint andstains carpets. Clean off
any brake fluid on or
in the car immediately.
- Remove master cylinder with supply hose
4 Remove switch module from master cylinder.
Press locking button
(A) to release harness connector.
Pull harness connector
(8) off switch module.
Use screwdriver to lever
off switch module (C).
- Installation is reverse of removal.
CA UTlON-
Switch module must snap firmly into place on the master cyl-
inder during installation.
Tightening torques
Clutch master cylinder to pedal cluster
10 Nm (89 in-lb)
Fluid line
to master cylinder or slave cylinder 17 Nm (13 ft-lb)
- Fill fluid reservoir with clean fluid. Bleed clutch hydraulics as
described earlier.
Clutch slave cylinder, replacing
4 Working inside engine compartment, remove left interiorven-
tilation filter housing:
Release
3 plastic taps (A) on duct. Early models: release
latch.
Rotate duct inward to remove.
Disconnect electrical harness to hood position switch.
Release spring lock (B) on interior ventilation housing and
remove housing.
- Pinch off brake fluid supply hose to clutch master cylinder us-
ing BMW special tool
13 3 01 0 or equivalent hose clamping
tool.

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Self-adjusting clutch (SAC), breaking in
With normal driving, 800 to 1000 gearshifts are required to
break in the clutch.
Break in the SAC gradually, with light to medium loads, to en-
sure correct operation and long life. Fast sports driving ma-
neuvers may destroy a new
clutch.The following break-in
procedure helps to create the correct coefficient of friction.
Drive normally on level grade. Starting speeds on level
grade may be up to 2000 rpm.
Upshift and downshift through all the gears at 3500
- 4000
rpm.
On medium grades (approx. 12% and up), start
off at ap-
prox. 2500 rpm for the first 5 or so times.
Tightening torques
Clutch slave cylinder to transmission case 22 Nm (16 It-lb)
Clutch master cylinder to pedal cluster 10 Nm (89 in-lb)
Bralte fluid line to clutch master or slave cylinder 17 Nm (13 ft-lb)
Transmission to engine
M8 (Torx) 22 Nm (16 fl-lb)
. M1O (Torx) 43 Nm (32 ft-lb)
MI2 (Torx) 72 Nm (53 it-lb)
Flywheel to crankshaft
6 cylinder engine (use new self-loclting bolts) 105 Nm (77 ft-lb)
V-8 engine 105 Nm (77 ft-lb)
Clutch to flywheel
M8 (8.8 grade)
M8 (10.9 grade) 24
Nm
(18 ft-lb)
34 Nm (25 ft-lb)

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230-1 8
Manual Transmission
- Unbolt clutch slave cylinder from side of transmission. Do not
disconnect fluid hose. Suspend slave cylinder from chassis
using stiff wire.
CA UTIOG
Unbolt clutch slave cylinder slowly to prevent air being
drawn into hydraulic system.
. Do not operate clutch pedal with slave cylinder re-
moved from transmission.
4 Put BMW special tool 11 7 370 or appropriate sized spacer
between engine oil sump and front axle support. Lower trans-
mission until engine is supported on spacer.
0 V-8 vehicle: Turn front wheels to prevent strain from being
placed on center tie rod.
All vehicles: Tilting the engine to lower the transmission
can lead to damage to various components due to lack
of clearance at rear of engine. Lower transmission
slowly
- Support front of engine with floor jack.
4 Disconnect shift rod from selector shaft coupling
- Disconnect shift console from top of transmission. See 250
Gearshift Linkage.
6-cylinder: Remove transrnisslon mounting Torx-head bolts
(arrows). Note length and locatlon of bolts.
Remove
transrnlssion by pulling backward untll transmls-
sion Input shaft clears clutch d~sc spl~nes, then pull down-
wards. Lower
transmlsslon jack to remove transrnlsslon. -
- - -
-

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250-7
Gearshift ~inka~el
Automatic shiftlock, checking function (automatic transmission)
The automatic shiftlock uses an electric solenoid to lock the
selector lever in Park or Neutral. Depressing the foot bralte
with the ignition on energizes the solenoid, allowing the lever
to be moved into a drive gear. The solenoid is energized only
when the engine speed is below 2,500 rpm and the vehicle
speed is below
3 mph (5 kph). The solenoid is mounted in the
right side of the selector lever housing.
... nir r
Shiftlock
4 Automatic shiftlock prevents drive gear selection until brake
pedal is depressed.
With engine running and car stopped, place selector lever
in Park or Neutral.
Without depressing bralte pedal, check that selector lever
is
loclted in position (Parlt or Neutral).
Depress brake pedal firmly. Solenoid should click audibly.
Check that selector lever can now be moved out of
Parlt or
Neutral.
parking
brake on and with extreme caution.
solenoid
0012713
With selector
lever in Park or Neutral and bralte pedal de-
pressed, raise engine above 2,500
rpm. Check that selec-
tor lever cannot be moved out of Park or Neutral.
If any faults are found check the electrical operation of the
shiftloclt solenoid and checlt for wiring faults to or from the
transmission control module (TCM). See
610 Electrical
Component Locations and ELE Electrical Wiring
Dia-
grams.
NOTE-
NOTE-
The solenoidis controlled via the TCM, using brake pedalpo-
sition, engine speed, and road speed as controlling inputs.
The
next test should be performed in an open area with the

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250-8
Gearshift Linkage
-;Ag Gate "",?it.,
Shift interlock, checking function
(automatic transmission)
4 The shift interlock uses a cable between the ignition switch
and the shift lever to lock the shift lever in the park position
when the key is in the off position or removed. This feature
also prevents the key
from being removed from the ignition
lock until the selector lever is in Park.
Shift selector lever to Park position and turn ignition key to
the off position.
Remove ignition key. Checlc that selector lever cannot be
shifted out of Park position.
Turn ignition lkey on and depress
brake pedal. Checlc that
selector lever moves freely from gear to gear.
With selector lever in a gear position other than Park, at-
tempt to turn lkey to off position and remove. Key should not
go into off position.
If any faults are found check cable for lkinks and
check
cable attachment points for damage or faults.
NOTE-
* It must only be possible to remove ignition ley with
selector lever
in Park position.
* Do not link shift interlocl( cable.
Shift interlock repair is covered
in 320 Steering and
Wheel Alignment.

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300-1 0
/Suspension, Steering and Brakes - General
The steering system features variable power assist provided
by an engine-driven hydraulic pump.
Rack and pinion steering
6-cylinder models
(525i, 5281, 5300
Two types of steering systems are used in E39 models. 6-
cylinder (525i, 5281, 530i) models are equipped with a steer-
ing rack system. V-8
(540i) models are equipped with a re-
circulating ball and nut steering gearbox.
Rack-and-pinion steering
Steering components in 6-cylinder models consist of a rack-
and-pinion type steering gear and connecting linltage to the
road wheels.
The steering linkage connects the rack-and-pinion unit
through tie rods to the steering knucltles. The tie rod ends al-
low the wheels to pivot and react to suspension travel.
Recirculating ball and nut steering
V-8 models
(540i)
I
Recirculating ball and nut steering
Recirculating ball and nut steering in V-8 models consists of a
steering box with integrated hydraulic control valve and con-
necting linkage to the road wheels.
Thesteering linkageconnects the steering gearbox through a
pitman arm to the wheels. An idler arm maintains correct toe
angle. The tie rod allow the wheels to pivot and react to sus-
pension travel.
E39 cars are equipped with power disc brakes with integral
antilock brakes (ABS). The parking bralte is a dual-drum sys-
tem integrated with the rear brake rotors.
Power assist is provided by a vacuum booster when the en-
gine is running. The brake pedal
pushrod is connected direct-
ly to the master cylinder, so failure of the vacuum booster
does not normally result in total
bralte failure.
Each disc bralte uses a caliper with a single hydraulic cylin-
der. Brake pads in the left front and right rear contain wear
sensors. When brake pads need replacement, the sensors il-
luminate a light on the dashboard.

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300-1 2
I Sus~ension, Steerincl and Brakes - General
E39 electronic brake and stability control
systems application table
(528i, 54bi) Traction (ASC) I Hydraulic unit in right rear of engine compartment 1
Identifiers
Year (model)
I No precharge pump 1
Manuf. up to 911998 l~utomatic Stability Control plus I Electronic control module next to glove compartment
System
Precharge pump in
lefl front of engine compartment, below
steering fluid reservoir
Separate rotational rate (yaw) and lateral acceleration sensors
I I
Combined rotational rate (yaw) and lateral acceleration sensors
Electronic control
module next to glove compartment
Hydraulic unit in right rear of engine compartment
Manuf. up to 911999
(540i optional)
I I
ABS system
Dynamic Stability Control (Bosch
DSC
Ill v. 5.3)
The electronically controlled
ABS maintains vehicle stability
and control during emergency braking by preventing wheel
lock-up.
ABS provides optimum deceleration and stability dur-
ing adverse conditions. It automatically adjusts brake system
hydraulic pressure at each wheel to prevent wheel lock-up.
Control
moduleihydraulic unit
in right rear of engine compartment
No precharge pump
Manuf. from
911999
(all models)
Automatic Stability Control (ASC)
Dynamic Stability Control (Boscli
DSC Ill v. 5.7)
NOJE-
ASC (Automatic Stability Control) may also be referred to as
ASCiT (Automatic Stability ControkTraction).
ASC works in conjunction with ABS and the engine manage-
ment system to enhance vehicle control. The main function of
the
ASC system is to maintain the contact between the tires
and the road surface under all driving conditions. This is
achieved through exact application and management of brak-
ing and drivetrain forces.
The
ASC system improves traction by electronically applying
the rear brakes when the rear drive wheels are spinning at a
faster rate than the front wheels. The combined
ABSIASC
control module, operating through the ABS hydraulic control
unit, modulates braking force at the rear wheels.
In addition,
ASC overrides the throttle opening to reduce en-
gine torque and maintain vehicle traction. Because the throt-
tle is controlled electronically, the driver cannot increase
engine power output during
ASC intervention regardless of
how far the accelerator pedal is pushed.