2000 BMW 528i Vol 2

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Ignition System
This repair group covers component troubleshooting and re-
placement information for the ignition system.
When diagnosing engine management problems, including
on-board diagnostics (OBD
11) fault code analysis, also refer
to these repair groups:
* 130 Fuel Injection
* ELE Electrical Wiring Diagrams
OED On-Board Diagnostics
Special tools
System diagnosis and testing of the ignition system requires
special test equipment.
4 LED test light
(Tool No. Baum
1 1 15)
4 Automotive digital multimeter
4 Primary voltage test harness
(Tool No. BMW 12
7 020)
-
4 Secondary voltage test harness
(Tool No. BMW 12
7 030)

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120-3
Ignition System
Warnings and cautions
The ignition system produces dangerous high voltage. In ad-
dition the sensitive electronic components can be damaged
if
proper precautions are not adhered to.
WARNING-
* Do not touch or disconnect any cables from the coils while
the engine is running or being
cranked by the starter.
The ignition system produces high voltages that can be
fatal. Avoid contact with exposed terminals. Use ex-
treme caution when working on a car with the ignition
switched on or the engine running.
- Connect and disconnect tlie DME system wiring and
test equipment leads only when the ignition is
OFF:
Before operating the starter without starting the engine
(for example when
making a compression test) always
disable the ignition.
CA
U TIOW-
Do not attempt to disable the ignition by removing the coils
from the spark plugs.
Connect or disconnect ignition system wires, multiple
wire connectors, and ignition test equipment leads only
while the ignition is
off Switch multimeter functions or
measurement ranges only with the test probes discon-
nected.
* Do not disconnect the battery while the engine is run-
ning.
A high impedance digital multimeter should be used for
all voltage and resistance tests. An LED test light
should be used in place of an incandescent-type test
lamp.
In general, make test connections only as specified by
BMW as described in this manual, or as described by
the instrument manufacturer.
Engine management
BMW €39 engines use an advanced engine management
system known as Digital Motor Electronics (DME). DME in-
corporates on-board diagnostics, fuel injection, ignition and
other engine control functions. DME variants are listed in
Table a. Engine management systems.
Second generation On-Board Diagnostics
(OED II) is incor-
porated into the engine management systems used on the
cars covered by this manual. Use a BMW-specific electronic
scan tool, or a "Generic"
OED II scan tool to access Diagnos-
tic Trouble Codes (DTCs). DTCs can help pinpoint ignition
ine management problems.

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Lnition switch
4 The positive (+) power supply to the ignition coils comes to
the ignition switch via an unloader relay. When the ignition
switch is turned on, the relay closes, to provide voltage to the
ignition coils. The coils are then actuated at the negative side
by the engine control module.
NOTE-
Schematic diagrams shown are for illustrative purposes only.
See ELE Electrical Wiring Diagrams for engine manage-
ment specific wiring information.
WARNING- Do not touch or disconnect any cables from the coils while
the engine is running or being cranked by the starter:
The ignition system produces high voltages that can be
fatal. Avoid contact with exposed terminals. Use ex-
treme caution when
working on a car with the ignition
switched on or the engine running.
* Connect and disconnect the DME system wiring and
test equipment leads only when the ignition is
OFF
Before operating the starter without starting the engine
(for example when
making a compression test), always
disable the ignition.
4 Knock sensors (arrows) monitor the combustion chamber for
engine-damaging knock. Six-cylinder models (shown) use
two sensors with each sensor monitoring three cylinders.
V-
8 models use four sensors, each monitoring two cylinders. If
engine
knock is detected, the ignition point is retarded by the
ECM.
I Ignition advance Ignition timing is electronically mapped and not adjustable.
The ECM uses engine load, engine speed, coolant tempera-
ture, knock detection, and intake air temperature as the basic
inputs for timing control.
A three dimensional map similar to
the one shown is digitally stored in the ECM.
- The initial ignition point is determined by the crankshaft
speed sensor during cranking. Once the engine is running.
timing is continually adjusted based on operating conditions.

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120-6
lgnition System
lgnition system, troubleshooting
Troubleshooting ignition system faults should begin with an
interrogation of the On-Board Diagnostics (OBD
II) system.
The OBD
II system detects ignition system misfire and other
related faults. When faults are detected, the OBD
II system
stores a Diagnostic Trouble Code (DTC) in the Engine Con-
trol Module (ECM) along with other pertinent fault information.
4 In addition, the Malfunction Indicator Light (MIL) will come on
if an emissions related fault is detected. Additional OBD
II in-
formation, including a DTC lookup table, can be found in
OED On-Board Diagnostics.
NOTE-
BMWmodels covered in this manual were equipped with one
of three versions of
MIL warning lights (as shown).
Misfire detection
Engine m~sfire in one or more cylinders, may be caused by a
var~ety of malfunctions in various subsystems. The OBD II
system ~ncorporated into the engine management systems is
des~gned to detect and warn of misfire faults during englne
operat~on. See OED On Board Diagnostics.
WARNING -
lgnition misfires can cause high hydrocarbon exhaust emis-
sions andcatalytic converter damage. For this reason, if a se-
vere misfire is detected, the fuel injector
will be turned off to
the specific cylinder and the
MIL will be illuminated. A misfire
may also produce an overheated catalytic converter, which
can be a fire hazard.
Oscilloscope diagnostic diagrams
One way to diagnose a faulty coil is to use an oscilloscope to
analyze spark quality with the engine running.
See Table b. lgnition secondary voltage diagnostics for
list of common ignition
coil voltage faults and related causes.

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120-7
Ignition System
Spark plug electrode gap /Too small /TOO big
Table
b. Ignition secondary voltage diagnostics
Secondary
voltage low
Fuel air mixture
I I Too lean
Secondary
voltage high
Spark plug electrode
Worniburnt
4 The illustration shows normal scope trace of spark at idle.
1. Start of ignition voltage peak
2 Level of ignition voltage
3. Level of combustion voltage
4. Period of combustion
5. Combustion curve characteristics
6. Start of decay process
7. Termination oscillations
Spark plug electrode
temperature
Engine compression
Spark plug wires
4 Short combustion period (indicates large spark plug gap).
Too
high
Too
low
I"" 9, 10 I" to I!, r) i" 21 10 il bW,rn?7G
Too low
Too high
Faulty
4 Ignition spark at idle speed.
A - Normal ignition voltage peak (spark plug is good).
B - Low voltage peak is an indication of a closed plug gap.
C
- High voltage peak indicates an open plug gap.
< Long combustion period (indicates small spark plug gap).
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I lgnition System
4 Normal combustion period at idle.
4 Normal oscilloscope pattern for ignition system at idle.
15. 15
4 lgnition voltage peaks at idle.
1. Normal ignition peaks.
2. Downward peak (arrow) is shortened (ignition coil is
defective).
3. Downward peak (arrow) is missing completely (ignition
coil is defective).
4 Defective ignition coil.
1. Short spark period.
2. The spark voltage line (arrow) is very slight
< Defective ignition coil.
1. Normal combustion period.
2. Absence of spark voltage line (arrow).
(r+~+~+~(.~i+~/.~~itlt~~(tit~lii~~jt~~~i~ittiii~l IW 10 ED 10 (0 ID U 10 11 70 0 sa,ma,
2 . 15 - .
5 - - - 0
30
.
.
20 .
I0 - -
0
iiiCi;kiW*huiMwiritil~tiii 110 10 00 ro w M A, 30 2" *:,:mu

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< Ignition voltage peaks in response to sudden acceleration
load:
1. Normal ignition pattern. Beginning of dying out pattern
is not much higher than ignition voltage peak.
2. Beginning of dying out pattern considerably higher than
ignition voltage peak. Fault in injection system:
Lean fuel mixture
Defective fuel injector
Low compression in cylinder
-, :I 1- i : !I I 1 iFh-ti ,... > .... 1 ...,,,,. J ,,,.! ,.,. { .,., i .,,, 8 ,.,.$,.,! ,:,, ., xt * ", *, ,, >* m2>2n,,,,
Ignition firing order
Normal secondary voltage patterns
(4-cylinder pattern shown).
4 Each ignition coil is mounted above the corresponding spark
plug.
- Number one cylinder is located at the front on 6-cylinder
models.
Number one cylinder is located at the right (passenger side)
front on
V-8 models. Cylinder firing order is shown.
Firing order
M52 - M52 TU - M54 6-cylinder 1-5-3-6-2-4
M62 - M62 TU V-8 1-5-4-8-6-3-7-2

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.-
ignition System
Disabling ignition system
The ignition system operates in a lethal voltage range and
should be disabled any time engine service or repair work is
being done that requires the ignition to be switched on.
The engine management system can be disabled by remov-
ing the DME main relay. The relay is located in the electronics
box (E-box) in the left rear of the engine
compartment, be.
neath the interior microfilter housing.
CAUTION- Relay locations may
vary. Use care when identifying relays.
See
610 Electrical Component Locations.
Checking for spark
CAUTION-
If
a spark test is done incorrecth damage to the Engine Con-
trol Module
(ECM) or the ignition coils may result.
NOTE-
Spark plug replacement is covered in 020 Maintenance.
Check~ng for spark is d~fflcult on englnes wlth d~str~butorless
ignition systems.
Try removing the spark plugs and inspecting for differences between them.
A poor-firing plug may be wet with fuel and/or ~. - ~
black and sooty, but not always. If a coil is not operating, the
engine management system will electrically disable the fuel
injector to that cylinder. The key is to look for differences be-
tween cylinders.
Ignition coil assembly, testing and
replacing
C4 UTION-
Use a digital multimeter for the following tests. I
- Remove plastic engine cover from top of valve cover by pry-
ing off bolt covers and removing cover mounting bolts.
- Raise car slowly while constantly checking position of jack
and car.
- Disconnect harness connector from coil. Connect multimeter
between terminal 15
(+) in connector and ground.
4 Terminal identification are typically molded into connector. In
photo, terminals are from left to right: 1,
4a, 15.