2000 BMW 525i sensor

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Airbag System (SRS)~
MRS control module, replacing
- Disconnect negative (-) cable from battery and cover nega-
tive terminal with insulating material.
CAUTIOI\C
Prior to disconnecting the battery, read the battery discon-
nection cautionsgiven in001 General Warnings and
Cau-
tions.
- Remove center console between front seats. See 513 lnteri-
or Trim.
Remove module mounting nuts (arrows) and lift up control
module. Disconnect electrical harness connector.
Installation is reverse of removal.
Be sure that MRS control module ground cable is attached
to the module mounting stud.
Side-impact crash sensor, removing and
installing
- Make sure ignition key is OFF.
- Remove front seat. See 520 Seats.
Remove plastic door sill trim by lifting to release clips at one
end, then sliding off. Fold up carpet towards rear seat floor. If
necessary, remove floor level heater duct.

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721 -8
(Airbag System (SRS)
4 Remove electrical harness connector from crash sensor (A).
Remove sensor retaining screws (6) and remove sensor.
Note direction of sensor before removing.
- Installation is reverse of removal,
NOTE -
Arrow on sensor must point to door sill.
Driver airbag, removing and installing
- Disconnect negative (-) cable from battery and cover nega-
tive terminal with insulating material.
WARNING-
After disconnecting the batter)! wait 5 seconds before begin-
ning work on
airbag components.
CAUTION-
Prior to disconnecting the batter)! read the battery discon-
nection cautionsgiven
in001 General Warnings and Cau-
tions.
4 Multifunction (MFL) steering wheel:
. Working behind steering wheel, completely loosen Torx
screws
(T30) while holding airbag in place.
Support
airbag unit to prevent it from falling out.

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OED-2
On-Board Diagnostics
Specialized OED II scan tool equipment is needed to access
the fault memory and
OED I1 data.
The extra hardware needed to operate the OED
I1 system
consists mainly of the following:
* Additional oxygen sensors downstream of the catalytic
converters.
Fuel tank pressure sensor and device to pressurize
fuel
storage system.
Several engine and performance monitoring devices
Standardized 16-pin
OED II connector under the
dashboard.
Upgraded components for the federally required reliability
mandate.
Malfunction indicator light (MIL)
OED II software illuminates the malfunction indicator light
(MIL) when emission levels exceed 1.5 times Federal
standards.
4 For E34 cars covered by this manual, three different MIL
symbols were used, depending on year and model.
MIL illuminates under the following conditions:
Engine management system fault detected for
two
consecutive OED iI drive cycles. See Drive cycle in this
repair group.
- Catalyst damaging fault detected.
Component malfunction causes emissions to exceed 1.5
times OED
II standards.
Manufacturer-defined specifications exceeded. Implausible input signal.
Misfire
faults.
Leak in evaporative system,
Oxygen sensors observe no purge
flow from purge valve 1
evaporative system.
ECM fails to enter closed-loop operation within specified
time.
ECM or automatic transmission control
module (TCM) in
"limp home" mode.
ignition key ON before cranking (bulb
check function).
OED
II fault memory (including the MIL) can only be reset
using a special scan tool. Removing the connector from the
ECM or disconnecting the battery does not erase the fault
memory.

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- -
On-Board Diagnostics
Professional diagnostic scan tools available atthe time of this
printing include the BMW factory tools
(DISplus, GTI,
MoDiC) and a small number of aftermarket BMW-specific
tools. See
020 Maintenance.
In addition to the professional line of scan tools, inexpensive
generic OBD
II scan tool software programs and handheld
units are readily available. Though limited, they are
nonetheless powerful diagnostic tools. These tools read live
data streams and freeze frame data as well as a host of other
valuable diagnostic data.
Diagnostic monitors
Diagnostic monitors run tests and checks on specific
emission control systems, components, and functions.
A complete drive cycle is requiredforthe tests to bevalid. See
Drive cycle in this repair group. The diagnostic monitor
signals the
ECM of the loss or impairment of the signal or
component and determines if a signal or sensor is faulty
based on
3 conditions:
* Signal or component shorted to ground
Signal or component shorted to
B+
Signal or component missing (open circuit)
The OBD
II system monitors all emission control systems that
are installed. Emission control systems vary by vehicle model
and year. For example, a vehicle may not be equipped with
secondary air injection, so no secondary air readiness code
would be present.
OBD
II software monitors the following:
Oxygen sensors
Catalysts
Engine misfire
- Fuel tank evaporative control system
Secondary air injection Fuel system
Oxygen sensor monitoring. When driving conditions allow,
response rate and switching time of each oxygen sensor is
monitored. The oxygen sensor heater function is also
monitored. The OBD
II system differentiates between
precataylst and post-catalyst oxygen sensors and reads each
one individually. In order
forthe oxygen sensor to be
effectively monitored, the system must be in closed loop
operation.

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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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On-Board Diagnostics
Readiness codes indicate whether the OED Ii system is
actually ready to monitor the various emission control
systems on the vehicle. The vehicle must complete a drive
cycle to set readiness codes. The code is binary:
0 for ready
1 for not ready
f
4 The parameters which are monitored for readiness are:
llM readiness codes
1. Catalyst efficiency
2. Catalyst heating
3. Fuel tank evaporative control
4. Secondary air injection
5.
NC refrigerant
6. Oxygen sensors
7. Oxygen sensor heaters
8. Exhaust gas recirculation
Readiness codes are set to 1 (not ready) in the following
cases:
~9~~.f~[<+t~t~p:,~;:#j~~{]~y~ ,,... , , 8701Dbd001
The battery or ECM is disconnected.
When
all zeros are displayed, the system has established
DTCs are erased after completion of repairs and a drive
cycle is not completed.
readiness. Readiness codes
can be displayed using BMW
and aftermarket scan tools.
An
OED II scan tool can be used to determine IIM readiness.
Diagnostic trouble codes (DTCs)
SAE standard J2012 mandates a 5-digit diagnostic trouble
code (DTC) standard. Each digit represents a specific value.
Emission related DTCs
start with the letter P for power train.
When the engine service
light (MIL) is illuminated it indicates
that a DTC has been stored.
DTCs are stored as soon as they occur, whether or not the
engine service light illuminates.
DTCs store and display a time stamp.
DTCs record the current fault status: Present, not currently
present, or intermittent.

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On-Board Diagnostics
DIAGNOSTIC TROUBLE CODES
(DTCs)
Below is a listing of E39 powertrain (automatic transmission
and engine)
SAE P-codes, the corresponding BMW fault
codes, and the fault code definitions.
BMW fault codes expand on the SAE sanctioned DTCs and
are accessible primarily through the BMW diagnostic scan
tool or a BMW-specific scan tool.
l~utomatic transmission diagnostic trouble codes
P-code
IBMW-FC I DTC Definition
Ip0560 196 ISystem Voltage I
IPO~OO I129 l~eriai Communication Link I
1~0715 116 I InpuVTurbine Speed Sensor 'A' Circuit I
PO600
PO601
PO603
PO606
PO705
PO705
PO709
144
80
81
82
8
60
60
PO71 5
PO71 6
PO717
PO720
PO720
PO720
I I
PO721 159 loutput Speed Sensor Circuit RangeIPerformance I
Serial Communication Link
Internal Control Module Memory Check Sum Error
Internal Control Module Keep Alive Memory (KAM) Error
ECMIPCM Processor
Transmission Range Sensor 'A' Circuit Maliunction (PRNDL Input)
Transmission Range Sensor
'A' Circuit Malfunction (PRNDL input)
Transmission Range Sensor
'A' Circuit Intermittent
I I'
1~0722 132 IOutput Speed Sensor Circuit No Signal I
33
33
33
32
42
59
PO720
I I
PO727 1150 I Engine Speed Input Circuit No Signal
InpuVTurbine Speed Sensor 'A' Circuit
inpuVTurbine Speed Sensor 'A' Circuit RangeiPerformance
InpuVTurbine Speed Sensor 'A' Circuit No Signal
Output Speed Sensor Circuit
Output Speed Sensor Circuit
Out~ut Speed Sensor Circuit
PO720 1106 /output Speed Sensor Circuit
62
Output Speed Sensor Circuit
PO730
PO730
PO731
PO731
PO731 I I
100
102
50
51
100
PO731
incorrect Gear Ratio
Incorrect Gear Ratio
Gear 1 incorrect Ratio
Gear 1 incorrect Ratio
Gear 1 Incorrect Ratio
PO732 152 /Gear 2 Incorrect Ratio
131
Gear
1 Incorrect Ratio