BMW DIS Troubleshooting

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Troubleshooting & Diagnostic Procedures

Subject
Page
Troubleshooting and Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . . .2

Diagnositic Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
CAN Bus Topology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Control Module Variant Encoding and Programming . . . . . . . . . . . . . . . .7
BMW Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Programmable Control Modules: Siemens MS42.0 . . . . . . . . . . . . . . . . 12
BMW Diagnosis Control Unit Functions. . . . . . . . . . . . . . . . . . . . . . . . . . 13
Electronic Throttle Control EML - 12 Cylinder . . . . . . . . . . . . . . . . . . . . . 14
BMW Diagnosis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
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TROUBLESHOOTING & DIAGNOSTIC PROCEDURE

The specific EML control system you happen to be troubleshooting/diagnosing dictates
what method of diagnostic procedure you must follow.
Before the DIS was available, the Diagnostic Manuals provided information for diagnostic
procedure. There are Diagnostic Manuals for the E32/34 and E31 vehicles. These manuals
are still an excellent source of information for pre DIS systems.
The Diagnostic Manuals provide:
System Functional Descriptions
Info on the control modules diagnostic system.
Abbreviations pertaining to system
Control Module Pin assignments
Troubleshooting test procedures with nominal values
Defect/Fault Code explanations
Component testing information
Technical Data
With the introduction of the DIS all of the Diagnostic Manual information was incorporated into the
DIS software for E-38 and E-46. Data communication with a specific control module provides an upto-date system specific interface. The DIS provides
Fault Symptom troubleshooting procedures with access to Fault codes, Status Requests, Component
Activation, Special Service functions, etc.
This section provides information regarding how the
control modules communicate diagnostic information and/or fault recognition to the DIS and with each
other via CAN communication.
Additionally, Control Module Variant Encoding or
Control Module programming is another topic that
must be considered when diagnosing a system. If
a control module has been coded or programmed
incorrectly, it could possibly induce driveability complaints and or incorrect system function.
Finally, this section provides examples of using the Diagnostic Manual Paper information
method in conjunction with the DIS and a system using the DIS alone.
DIAGNOSTIC COMMUNICATION
DIS/MoDiC to control module communication is dependent on the integrity of the Diagnostic Link (D-Bus). The diagnostic link is a wire circuit in the vehicle that connects to all control
modules designed to communicate with the DIS tester. The connection point for the DIS
with the diagnostic link in the vehicle is at the 20 pin diagnostic connector in the engine
compartment.
The diagnostic link has evolved through the model years as follows:
RXD/TXD
RXD/TXD: The wires in the 20 pin connector are identified as RXD (pin 15) and TXD (pin 20).
This configuration is used with all M1.x and M3.x DME systems.
RXD is a one way communication link from
the DIS/MoDiC to the control module
which initiates the start of communication.
TXD is a two way communication link
where the diagnostic data is transferred
back and forth between the DIS/MoDiC
and the control module.
TXD IIII: With the introduction of OBD II, the diagnostic link changed to meet the needs of the
OBD II Data Link Connector (DLC). The DLC is located in the passenger compartment and
provides a connection for an aftermarket scantool for powertrain systems only. Scantool
communication with these control modules is only possible when the 20 pin diagnostic connector cap is installed. A circuit bridge in the cap completes the DLC circuit.
The original RXD/TXD link is still in the vehicle for non powertrain systems. But, (control
module dependent) RXD may not be used at all since later control modules communicate
with the D2 protocol (different language) which only requires TXD (single wire communication).
TXD II (pin 17) was added to the 20 pin diagnostic connector to provide a separate connection to Drivetrain control modules (DME, AGS, EML) for OBD II compliance. The separate
connection is for security reasons. The DIS/MoDiC share the same TXD II wire though the
scantool and DIS/MoDiC communicate with different languages.
Scantool speaks ISO 9141 protocol.
DIS/MoDiC speak D2 protocol.
If problems are encountered trying to establish communication, consider the following:
Battery voltage too low (connect a battery
charger prior to communication).
Power and Ground circuits for the control
module possibly open.
Diagnostic link circuits possibly open or
shorted.
CAN BUS TOPOLOGY

Introduced with the 1993 740i/iL, the Controller Area Network (CAN) provides a fast communication link between the Engine and Transmission Control Modules serving as both an
input and output multiple signal bus. The CAN consists of two wires (CAN High and CAN
Low) with a ground shield. In its the early configuration, the CAN bus is a simple end user
bus system.
With the introduction of the 1995 750iL, the CAN bus was expanded to include both engine
control modules, transmission control module, EML IIIs control module and the DSC II control module.
A star coupler connector was used to link the individual CAN bus
leads from the modules into one common connector strip.
The 740i/iL models do not use the star connector. The single DME,
AGS and ASC control modules are linked at a splice point in the
wiring harness.
The 1998 model year brought forth the next generation of CAN Bus communicators. The
Instrument Cluster and Steering angle sensor of the DSC III system were also linked to the
CAN bus to expand the available signalling capabilities.
The Star connector continues to be used for the 750iL but wiring layout (topology) was
changed to improve communication integrity in the event of a break or short in another
section of the CAN bus. This was accomplished by using the DME control modules as
gateways for the EML and AGS control modules.
Additionally, twisted pair wiring is used for the Instrument Cluster and Steering Angle Sensor which provides EMI protection without a separate ground shield.
The CAN bus of the 1998 740i/iL and 540i has also changed. The entire CAN bus is twisted
pair wiring. The EGS is linked to the DME by a dedicated twisted pair CAN bus with a
common twisted pair to all other control modules.
The CAN bus must be considered when diagnosing an engine control system. Faults may
manifest due to a breakdown in a segment of the CAN bus with another control module
causing a fault to display in the engine control module only due to lack of CAN bus data.
When diagnosing a specific system, always refer to the ETM for up-to-date configurations.
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CONTROL MODULE VARIANT ENCODING AND PROGRAMMING

The possibility exists that an incorrectly coded or programmed control module will cause
system faults and or driveability complaints with no faults found.
This possibility should always be considered (prior to assuming a control module defective)
and is easily checked by connecting the DIS/MoDIC and displaying the ID page.
Because of the interaction between the various control units of the Driving Management
System, and the various specific model applications, the EML Control Unit is programmed
and coded for the proper model application (E31, E32/34, E38). Coding is written into the
software package of the Control Unit, and identified by the Software Code number. It is also
used to identify any updates in the programming.
The proper application of the EML Control Unit can be verified by the:
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PROGRAMMABLE CONTROL MODULES:

SIEMENS MS42.0
The ID page provides the part numbers of the control modules. Compare these numbers
to what should be in the vehicle by referring to SI 13 02 90. Also, perform a determination
process with the DIS/MoDIC for correct part numbers.
Look into the vehicle history file for possible service action that have been performed on
the vehicle.
If the programming has been performed on the control module recently, consider reprogramming it.
Refer to Understanding Control Module Coding and Programming for complete information,
procedures and troubleshooting information.
This publication was originally mailed to every Tracs registered Retailer Technician in
1995. This material is also part of BMWs Technical Introductory Course; Technical Systems (ST 050).
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Troubleshooting & Diagnostic Procedures

Troubleshooting and Diagnostic Procedures . . . . . . . . . . . . . . . . . . . . . .2

TROUBLESHOOTING & DIAGNOSTIC PROCEDURE

CAN BUS TOPOLOGY

CONTROL MODULE VARIANT ENCODING AND PROGRAMMING

PROGRAMMABLE CONTROL MODULES:

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