2000 BMW 540i wheel torque

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1 Clutch
- lnstall flywheel lock, special tool 11 2 170 (6 cylinder model)
or
11 2 070 (V-8 model).
- lnstall SAC pressure plate on dowel pins at flywheel. lnstall
clutch mounting bolts and tighten each one turn at a time until
pressure plate is fully seated. Torque to specification.
Tightening torques
Clutch to flywheel
- M8 (8.8 grade)
M8 (10.9 grade) 24
Nm (18
ft-ib)
34
Nm (25 ft-lb)
- Slip out clutch centering tool using large bolt.
- Remove flywheel locking tool.
Inspect and clean release bearing lever. Apply a thin coat of
grease to release bearing lever lubrication points. lnstall re-
lease bearing. Bearing tabs
(A) align with contact points (B)
on release lever.
- Clean release bearing guide sleeve.
CA U TIOG
Do not grease guide sleeve. If guide sleeve is greased, re-
lease bearing may stick to it.
- Clean and lightly lubricate clutch disc splines and transmis-
sion input shaft splines.
- Install transmission. See 230 Manual Transmission
Tightening torques
Transmission to engine
- ME (Torx)
. M1O (Torx)
. M12 (Torx) 22
Nm (16 ft-lb)
43
Nm (32 ft-lb)
72
Nm (53 it-lb)

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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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240-2
/ ~utomatic Transmission
This section covers maintenance and replacement of the
automatic transmission for
E39 models.
Automatic transmission internal repairs are not covered.
Such repairs require special service equipment and knowl-
edge. If it is determined that transmission internal
sewice is
required, consult an authorized BMW dealer about a factory
reconditioned unit or a transmission rebuild.
CAUTION-
ATF does not circulate unless the engine is running. When
towing an automatic transmission vehicle, use a flat bed truck
or raise the rear wheels off the ground.
Special tools
Some special tools are required for the removal and installa-
tion of an automatic transmission on the
E39 BMW models.
While these tools are not absolutely necessary, they are es-
pecially helpful when dealing with the removal and replace-
ment of the torque converter.
4 Engine support bracket
(Tool No. BMW
00 0 200.00 0 208)
4 Transmission jack
(Tool No.
BMW 00 2 030)
4 Engine support block (V-8 models) 11 7310 (Tool No. BMW 11 7 310)

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240-1 3
Automatic ~ransmissionl
- Blow out oil cooler lines with low-pressure compressed air
and flush cooler with clean ATF twice before reattaching lines
to transmission.
CA UTIOG
Wear safety glasses when worling with compressed air:
@ Do not reuse ATF used for flushing.
- Remainder of installation is reverse of removal, noting the fol-
lowing:
Reinstall driveshafl using new nuts.
Install new sealing washers on transmission cooling line
banjo bolts.
Install new O-rings on transmission cooler lines, where
applicable.
Inspect engine drive plate (flywheel) for cracks or elongat-
ed holes. Replace
if necessary.
Be sure bellhousing alignment dowel sleeves are located
correctly. Replace damaged sleeves.
Checlc to be sure torque converter is seated correctly in
transmission during final installation.
Use
BMW special tool 24 2 300 to align three mounting
tabs on torque converter with indentations on drive plate
(flywheel).
Fill transmission with clean ATF until oil level is even with
fill hole. Then check fluid level as described earlier.
Adjust gearshift mechanism. See
250 Gearshift Linkage.
NOTE-
In order to avoid difficulties in transmission removal at a fu-
ture time, use washers with Torx-head mounting bolts.

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. .
l~utomatic Transmission
Tightening torques
ATF drain plug to ATF pan
A4S 310R 25 Nm (I8 ft-lb)
A5S 360R I A5S
390R (M14) 18 Nm (14 ft-lb)
A5S 3252 35 Nm (26 ft-lb)
A5S 5602 50 Nm (37 ft-lb)
A5S 4402 (M
16) 30 Nm (23 ft-lb)
ATF fill plug
to transmission housing
A4S 310R 33 Nm (24 ft-lb)
A5S 360R I A5S 390R (M14) 18 Nm (14 ft-lb)
A5S
3252 30 Nm (23 ft-lb)
A5S 5602 100 Nm (74 ft-lb)
A5S
4402 (M18) 35 Nm (26 ft-lb)
Flex-disc to transmission output flange
MI0 (8.8 grade) 48 Nm (35 it-lb)
MI 0 (1 0.9 grade) 60 Nm (44 R-lb)
MI2 (8.8 grade) 81 Nm (60 ft-lb)
MI 2 (1 0.9 grade) 100 Nm (74 ft-lb)
MI4 140 Nm (103 it-lb)
Torque converter to drive plate 45 Nm (33 ft-lb)
(flywheel)
(MIO)
Transmission crossmember to chassis or transmission
M8 21 Nm (15 ft-lb)
MI0 42 Nm (32 it-lb)
Transmission cooler lines to transmission
Banjo bolt
(M18. A5S 4402 transmission)
Banio bolt
(M16)
25 Nm (18 ft-lb)
37 Nm (27 ft-lb) . . Banjo bolt cap screw
(M18, A5S 4402 transmission) 20 Nm (15 it-lb
Compression fitting
(MI4 or M16) 37 Nm (27 ft-lb)
Oil cooler
bracket to transmission
(M8) 21 Nm (15 ft-lb)
Transmission to engine
21 Nm (15 ft-lb)
42 Nm (31 ft-lb)
72 Nm (53 ft-lb)

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Driveshaft
4 Driveshaft center slide nut spanner
(Tool No. BMW
26 1 040)
7, 25 1 Ho 4 cv joint removal tool
(Tool No. BMW 26 1 11 0)
support assembly
Driveshaft description
4 The two-piece driveshaft is connected to the transmission by
a rubber flex-disc and to the rear final drive by a constant ve-
locity (CV) joint.
A universal joint is used at the center of the driveshaft and
the shaft is supported in the middle by a center support
bearing. The bearing is mounted in rubber to isolate vibra-
tion.
- The rear constant velocity joint compensates for fore and
aft movement of the drive line.
Troubleshooting
The source of driveline vibrations and noise can be difficultto pin-
point. Engine, transmission, rear axle, or wheel vibrations can be
transmitted through thedriveshaftto the car body. Noises from
thecar may be caused by final drive problems, or by faulty wheel
bearings, drive axles, or even
wom or improperly inflated tires.
NOTE-
For drive axle repair information, see 331 Final Drive
Driveshaft noise or vibration may be caused by worn
ordam-
aged components. Check the universal joint for play. With the
driveshaft installed, pull and twist the driveshaft while watch-
ing the joint. The
BMW specification for play is very small, so
almost any noticeable play could indicate a problem.
Check the torque of the fasteners at the flange connections.
Check the rubber of the flex-disc and center bearing for dete-
rioration or tearing. Check the driveshaft for broken or miss-
ing balance weights. The weights are welded tabs on the
driveshaft tubes. In addition to inspecting for faulty driveshaft
parts, the installed angles of the driveshaft should also be
considered.

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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.

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300-1 4
I Susoension. Steerina and Brakes - General
DSC system I
Dynamic Stability Control (DSC)
Dynamic Stability Control (DSC) utilizes many principles and
components of the ASC traction control system. DSC is ac-
tive throughoutthe driving range, unlike ASC which is only ac-
tive during acceleration and braking. DSC helps stabilize the
vehicle in cornering and avoidance maneuvers by adjusting
engine controls such as throttle, ignition, fuel injection and the
application of
brake pressure individually to the wheels.
Inputs
fi- 0
2 4-* .. o
[11-' IJ
411m4
3?-
G
4 The DSC control module uses various inputs to determine
vehicle instability during braking, cornering, or reduced trac-
tion situations. Based upon these inputs the ABSIDSC con-
trol module sends outputs to the engine control module and
the ABSIDSC hydraulic unit to activate torque reduction pro-
tocols and braking intervention.
-
ABSIDSC control module
OUI~YIS
4
The DSC system can be toggled on and off by a switch
mounted on the center console. Turning off the DSC system
does not disable ABS or ASC functions.
+
Measure ride height (A) from center of fender arch to bottom
of wheel rim.
Car in normal loaded position on the ground. See Normal
loaded position.
Engine
control
module
Specified tires and wheels, correct tire pressure, even tire
wear
-'* 9-
.%A
Correct wheel bearing play
T'== ..t, 9 B
-.m
Model with air suspension (EHC): Disconnect electrical har-
ness connector to air supply pump to prevent automatic
height regulation.
When finished, reset ride height using BMW diagnostic
scan tools DIS or
MoDiC.
NOTE-
Airsupply pump is located beneath a cover under the spare
tire in the floor of the cargo compartment.
- If ride height is outside specification listed, install new
springs. Suspension spring removal and installation is cov-
ered in
310 Front Suspension and 330 Rear Suspension.
Normal loaded position
Each front seat 68 kg (150 Ib)
Center of rear seat 68 kg (150 lb)
Trunk 21 kg (46 lb)
Fuel tank full