2000 BMW 528i rear end

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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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260-1 0
/ Driveshaft
Driveshaft, installing
- Prepare CV joint for reinstallation:
Extend joint to limit.
Clean off old grease and fill with fresh grease
Install new seal.
- Bend driveshaft slightly at center universal joint to install
CAUTION-
Do not allow CVjoint seal to become displaced.
- Align matchmarlts on driveshaft to matchmarks on final drive
and transmission flanges.
- Fit constant velocity joint to final drive input flange. Alternate-
ly tighten two opposite nuts to draw constant velocity joint
evenly into the final drive input flange. Once seated, tighten
down remaining nuts.
I CAUTION-
I Do not reuse self-locking nuts. These nuts are designed to be /
I used onlv once. 1
- Insert bolts in front of driveshafl to transmission output
flange. Counterhold each bolt while tightening nut.
CAUTION-
. Do not reuse self-locking nuts. These nuts are designed to
be used only once.
Avoid stressing the flex-disc when torquing the bolts.
Do this by counterholding the bolts and turning the nuts
on the flange side.
- Position center support bearing and install mounting nuts.
Use new self-locking nuts.
- Install heat shields.
- Install rear transmission support crossmember.
- Install exhaust system. See 180 Exhaust System.
Reconnect oxygen sensor wiring harnesses and reattach
wiring harness retainers to rear transmission support
crossrnernber.

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- On installation, drive new center bearing firmly to stop.
Reassemble driveshaft using matchmarks made prior to
disassembly.
- Clean threads and install bolt securing driveshaft halves.
Use thread locking compound
LoctiteO or equivalent.
Tightening torque Driveshaft front half to rear half
(use thread locking compound) 97
Nm (72 fl-lb)
- Install driveshaft as described earlier.
Front centering guide, replacing
The front centering guide centers the driveshafl in relation to
the transmission. The guide is press-fit into a cavity in the
front of the driveshafl and slides onto the transmission output
shaft.
No specifications are given
forwear of the guide, but general-
ly the guide should fit snugly on the transmission output shafl.
NOTE-
Some driveshafts have a dust cap installed on the end of the
driveshaft, over the centering guide. The dust cap may be-
come bent or distorted when the driveshaft is removed or
in-
stalled. Damage to the dust cap should not affect the
centering guide and should not be mistaken for guide wear.
- Remove driveshafl as described earlier
- Pack cavity behind centering guide with heavy grease until
grease is flush with bottom edge of guide.
- Insert 14 mm (approximately 9/16 in.) diameter mandrel or
metal rod into guide. Strike guide with hammer to force cen-
tering guide out.
NOTE-
Tlie mandrel should fit snugly in the centering guide so that
the grease cannot escape around the sides of the mandrel.
- Remove old grease from driveshaft, lubricate new centering
guide with molybdenum disulfide grease
(MolykoteO, Long-
term8 2 or equivalent) and drive it into driveshaft.
4 When installing new driveshafl centering guide, be sure seal-
ing lip of guide faces outward. Drive guide into driveshaft to
a protrusion depth of
4 - 6mm (0.16 - 0.24 in.).
- Install driveshaft as described earlier.

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260-14
Driveshaft
Constant velocity (CV) joint, replacing
The CV joint at the rear of the driveshaft is available from
BMW as a separate part.
- Remove complete driveshaft as described earlier in this
section.
< Clean grease off CV joint. Remove retaining circlip (arrow)
from CV joint end of driveshaft.
- Drive out bolts from CV joint.
4 Remove CV joint from driveshaft:
Pry back protective boot
(A).
- Using BMW special tool 26 1 110 on inner race (B), press
or pull joint off shaft.
- Check protective boot for damage. Replace if necessary.
- lnstall new CV joint:
. Working from both sides of joint, inject approximately 80
grams of
OptimolB grease (or equivalent) into joint.
Install new sealing gasket on joint face that mates with pro-
tective boot. Seal fits in groove on outer race of joint.
Clean grease off driveshaft and mating splines on joint.
Apply
LoctiteO 648 to driveshaft splines.
Press new CV joint onto shaft as far as it will go.
CAUTIOI\C
Only press on inner CVjoint race.
- Install new retaining circlip to end of driveshaft,
- Insert CV joint mounting bolts. Be sure to reuse washers.
- Install driveshaft as described earlier in this section.

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[~us~ension, Steering and Brakes - General
This section of the manual covers front and rear suspension,
braking and steering systems, and contains wheel, tire and
wheel alignment information and specifications. Also covered
here are the integrated braking and suspension systems in-
cluding
antilock braking (ABS), traction control (ASCIDSC),
and electronic height control (EHC).
Vehicle ride height information is at the end of this repair
group. Alignment information is in
320 Steering and Wheel
Alignment.
Aluminum suspension components
In order to reduce vehicle weight, aluminum suspension com-
ponents are used in some models. A test with a magnet will
easily reveal the metal used. If working with aluminum com-
ponents, be sure to read and follow the cautions below.
CAUTION-
* Due to the chemical and corrosion characteristics of alumi-
num, do not bring into contact with battery acid.
Do not use wire brushes with brass or iron bristles.
Only use brushes with stainless steel bristles.
Do not expose to flying sparks from
grinding/cutting op-
erations.
Do not subject to steel welding splashes.
Do not expose to temperatures over
80°C (176"F),
even for short periods. Temperatures in painting facili-
ties are not a problem.
The E39 front suspension subframe is used as a rigid mount-
ing platform for the front suspension arms, stabilizer bar and
steering gear.
The suspension arms, known as the lower control arms and
the tension struts (thrust arms), are connected to the
sub-
frame through rubber bushings. The arms are connected to
the steering
knucltles in a double pivot configuration.
Each front strut assembly includes a tubular strut and a coil
spring. The upper strut mount includes a bearing. The lower
end of each strut housing is fitted to the steering knuckle. The
integral wheel bearing and hub are bolted to the steering
Iknucltle.
6-cylinder and V-8 models use different steering systems and
other front suspension components.

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300-5
Suspension, Steering and Brakes - ~enerall
The E39 rear suspension subframe is used as a rigid mount-
ing platform
forthe differential (also called final drive) and rear
suspension components. The differential is mounted to the
subframe and the subframe is bolted to the body through rub-
ber bushings which help isolate drivetrain noise and vibration.
The
€39 rear suspension is known as a modified multi-link
system. Three control arms on each side locate the rear
wheels.
The lowercontrol arm, called the swing arm, is attached to the
wheel bearing carrier through a pivoting integral link.
An eccentric mounting bolt at the rear inner mounting of the
swing arm is used for rear camber adjustment.
The inner end of the upper front control arm, called the trac-
tion strut, is also mounted with an eccentric fastener, used to
adjust rear toe.
Drive axles with constant-velocity (CV) joints at both ends
transfer power
from the differential to the road wheels.
Sedan models
The rear suspension in sedan models uses coil springs over
strut shock absorbers. The bottom of each strut bolts to the
wheel
carrier.The top strut mount attaches just below the rear
parcel shelf of the car.
Sedan models fitted with EDC (Electronic Dampening Con-
trol) use air struts.

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300-8
Suspension, Steering and Brakes - General
Rear suspension Sport Wagon
(EHC with air springs)
Air sprIn9 Shock absorber I
(tiaction strut) arA
(lower control arm) Integral arm 502330210
EHC initiates a control sequence as necessary. The system
offers the following features:
Control system independent from vehicle engine (no en-
gine driven hydraulic pump system)
Individual control of rear wheels
Uneven load identified and compensated for
Uneven road surfaces identified and not compensated for
Automatic control interrupted when cornering
System diagnosable using the
BMW Service Tester (DIS-
plus, GTI, or MoDiC)

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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.