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Reference Manual
BMW
The Ultimate
www.bmwcenternet.com Driving Machine®
Technical Training
Advanced Vehicle Diagnosis
BMW of North America, LLC

Technical Training
ST1102
7/1/19
Information Status: July 01, 2019
Course Code: ST1102 Advanced Vehicle Diagnosis
The information contained in the training course materials is solely intended for partici-
pants in this training course conducted by BMW Group Technical Training Centers, or
BMW Group Contract Training Facilities.
This training manual or any attached publication is not intended to be a complete and all
inclusive source for repair and maintenance data. It is only part of a training information
system designed to assure that uniform procedures and information are presented to all
participants.
For changes/additions to the technical data, repair procedures, please refer to the current
information issued by BMW of North America, LLC, Technical Service Department.
This information is available by accessing TIS at www.dealerspeed.net.
© 2019 BMW of North America, LLC. The BMW name and logo are registered trademarks. All rights reserved.
Table of Contents
Subject Page
Understanding Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Diagnostic Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Verify the Customer Complaint: Experience the symptom! . . . . . .11
Symptom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Steps to Verify the Complaint . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Analyze the Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Steps in Analyzing the Problem . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Isolate the Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Steps in Isolating the Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Repair the Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Steps to Repairing the Problem . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Verify the Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Non-Electrical Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Repair Work with NED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
ISTA / ISTA Client . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
ISTA (ISID) Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Available Test Plans for Non-electrical Diagnosis . . . . . . . . . . . . . . . . .17
Powertrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Information on Playing Videos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Connecting Headphones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Settings for ISTA Client . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Interference Noise Service Consultation . . . . . . . . . . . . . . . . . . . . . . . . .21
Checklist for the visual inspection of VIN: . . . . . . . . . . . . . . . . . . . . . .21
The I.P.O. Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Diagnosis with ISTA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Diagnostic Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Diagnosis Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
1. Starting diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
2. Troubleshooting with a test schedule and hit list . . . . . . . . . . . . .25
2.1 Test schedule for stored faults . . . . . . . . . . . . . . . . . . . . . . . . .25
2.2 Test schedule for stored faults and known fault patterns . .25
2.3 Information search . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
2.4 [!] Current fault patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
2.5 Procedures (ABL’s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Initial Print Date: 03/12 Revision Date: 07/19

Subject Page
2.6 NED non-electrical diagnosis procedures . . . . . . . . . . . . . . . .26
2.7 Hit list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
3. Carrying out procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
4. Dealing with stored faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
5. Taking current technical information into account . . . . . . . . . . . .28
6. Implementing programming or encoding measures . . . . . . . . . . .28
7. Using control unit functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
8. Delete fault memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
9. Feedback of faults in the diagnostic programs . . . . . . . . . . . . . . .28
Component Repair without Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Test Schedule and Priority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Retrofitting or converting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Displaying and logging diagnosis codes . . . . . . . . . . . . . . . . . . . . . . .30
Fault memory list with filter function . . . . . . . . . . . . . . . . . . . . . . . . . .30
General instructions for line check . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Control Unit Functions in ISTA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Diagnosis Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Component Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Fault Memory List in ISTA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Structure of the Fault Memory List . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Kilometer reading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Display Fault Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
System context . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Filter Fault Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Kilometer axis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Calculate Test Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
10 Rules for a less stressed Tech! . . . . . . . . . . . . . . . . . . . . . . . . . .39

1. Understand the circuit and how it functions. . . . . . . . . . . . . . . . . . . . .39
2. Powers, grounds and busing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
3. Circuit tests should always be performed dynamically. . . . . . . . . . .41
4. Intermittent faults that do not replicate can be a loose
fitting or damaged connector terminals. . . . . . . . . . . . . . . . . . . . . . . . .41
5. Just because the short test reveals no faults, it doesn’t
mean that the car is not broken. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Subject Page
6. If a signal or voltage changes in amplitude, frequency, duty cycle
(such as a bus), or voltage for a load or a consumer that is cyclically
turned on and off, (This would include an intermittent connection
that shows a voltage change or drop), your much . . . . . . . . . . . . . . .42
7. Disassembling the car without plotting your attack is not BMW’s
responsibility or guarantee that you will be paid for your hard work.
It’s better to have a strong mind and some restraint. . . . . . . . . . . . .43
8. Listen to others but think for yourself! You are fixing the vehicle, so
diagnose it and don’t ask others what you should do. . . . . . . . . . . .43
9. Reflect on your processes and procedures. . . . . . . . . . . . . . . . . . . . .44
10. Focusing on pay and speed will lead to aggravation. . . . . . . . . . . .44
Bus Systems Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

Bus Structures: Frequently asked questions . . . . . . . . . . . . . . . . . . . . . .46
1. Why are there so many buses? . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
2. What is a CAN? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
3. What do “High-speed” and “Low-speed” or “High”
and “Low” mean in connection with CAN buses? . . . . . . . . . . . .49
4. What are the meanings of “linear”, “ring”, and “star”
in connection with data buses? . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
5. What do “sub-bus”, “master” and “secondary” mean? . . . . . . . .51
6. What does “synchronous and asynchronous” mean
in connection with bus communication? . . . . . . . . . . . . . . . . . . . . .51
7. What is a wake-up / activation wire? . . . . . . . . . . . . . . . . . . . . . . . .52
8. Why does the PT-CAN have an activation wire on
some model series but not on others? . . . . . . . . . . . . . . . . . . . . . .52
9. What is the purpose of the terminating resistors? . . . . . . . . . . . .52
10. What is the correct procedure to measure the
terminating resistors in a CAN bus? . . . . . . . . . . . . . . . . . . . . . . .53
11. What do ”K-wire”, ”TxD1” and ”TxD2” mean? . . . . . . . . . . . . . .53
12. What is “D-CAN”: Diagnosis-on CAN? . . . . . . . . . . . . . . . . . . . . .54
13. What does “BSD” mean: bit-serial data interface? . . . . . . . . . . .55
14. Main characteristics of single wire buses i.e. CAS-Bus,
LIN, K-Bus protocol, CA-Bus, BSD, etc. . . . . . . . . . . . . . . . . . . . .56
Example of message for single wire buses
(secondary control units)structure on LIN-bus . . . . . . . . . . . . . .56
15. What is “FlexRay”: FlexRay bus system? . . . . . . . . . . . . . . . . . . .57
Main Bus Systems Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Body CAN, K‐CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Body CAN2, K‐CAN2, K-CAN3, K-CAN4, K-CAN5 . . . . . . . . . . . . .59
Powertrain CAN, PT‐CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Powertrain CAN2, PT‐CAN2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Ethernet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
MOST Bus System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
ICM-CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Subject Page
FlexRay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Possible Faults in Bus Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Bus Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Bus System Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Terminating Resistors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Bus Wire Colors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
CAN Bus Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
What is a Master Control Module? . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
What is a Secondary Control Module? . . . . . . . . . . . . . . . . . . . . . . . .74
What is a Multimaster System? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Testing Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
CAN-bus not Operative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
K-CAN, PT-CAN and F-CAN Oscilloscope Measurement . . . . . . .76
Terminating Resistor Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
K-CAN terminating resistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
PT‐CAN, F‐CAN terminating resistor . . . . . . . . . . . . . . . . . . . . . . .78
K-CAN terminator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Ferrite Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Installation Location of CAN Terminators . . . . . . . . . . . . . . . . . . . .80
Inspection procedure for resistance test
(Fast CAN i.e. 500 Kbps) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
FlexRay Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
What are the advantages of FlexRay? . . . . . . . . . . . . . . . . . . . . . . . . .82
How is FlexRay connected? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Wake-up and Sleep Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . .84
Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Fault Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Measurements on the FlexRay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
General Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Boxes, lines, splices and connectors . . . . . . . . . . . . . . . . . . . . . . . . . .88
Wiring Diagram Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Wire Color Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
Wiring Diagrams in Color . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Component Descriptions from F01 . . . . . . . . . . . . . . . . . . . . . . . . . . .98
Digital Voltage-Ohm Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Choosing a DVOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Understanding DVOM’s specifications . . . . . . . . . . . . . . . . . . . . . . .101
Subject Page
Resolution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Display digits vs display count . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Accuracy (Uncertainty) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
True RMS or Average-responding DVOM’s . . . . . . . . . . . . . . .103
Input Impedance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
Taking safety into consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Maximum voltage rating of the measuring circuit . . . . . . . . . .104
Maximum transient voltage rating of the measuring circuit . .104
Maximum energy capacity of the measuring circuit . . . . . . . .104
The Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
Function Selector Rotary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
Push Button Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
Input Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Infinity Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
Using the DVOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117

Voltage Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Amperage Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
Resistance Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Continuity Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
Acceptable Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
Voltage Drop Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
First Step: Voltage what? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122
Second Step: Understand its advantages. . . . . . . . . . . . . . . . . . . . .122
Third Step: What causes a higher Voltage Drop? . . . . . . . . . . . . . .123
Fourth Step: What tools do I need? . . . . . . . . . . . . . . . . . . . . . . . . . .124
Fifth Step: Voltage Drop vs Resistance Check . . . . . . . . . . . . . . . .126
Sixth Step: Current must flow! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Seventh Step: Let’s do some diagnosis . . . . . . . . . . . . . . . . . . . . . .128
Divide and divide again . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Testing the Starter and Alternator circuits . . . . . . . . . . . . . . . .130
Acceptable Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Integrated Measurement Interface Box . . . . . . . . . . . . . . . . . . . . .131

Operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
Stand Alone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
Remote Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
Standalone Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136

Start Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
Oscilloscope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
Additional commands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Subject Page
Display trace movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Undo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Channel settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
ChX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Measuring range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Inverting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
Time base settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Time/Div . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Trigger settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Trigger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Source . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Level in V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
Timeout in ms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
Pretrigger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
Evaluations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
Recorder / Player . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Signal zoom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Cancel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Pause/Continue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Single Shot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Cursor On/Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Reference On/Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142
Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142
Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142
Stimuli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142
Multimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
Preset measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
Bluetooth test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144
WLAN test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144
USB test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
Synchro test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
Quiescent current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
Quiescent current viewer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
Measuring Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146

Multimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148
Display Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149
Subject Page
Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149
Source (measurement source) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149
Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150
Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150
Using the Multimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151
Oscilloscope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .152
Display Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .152
Graph Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .153
Measured Value Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
Cursor and Display Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155
Channel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159
Trigger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
Record Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162
Action Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163
Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .164
Using the Oscilloscope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166
Workshop Trolley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .167
Basic Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .168

Wire Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .168
Wire Test - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170
Closed Circuit Current Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .174
Closed Circuit Current Monitoring - Standalone . . . . . . . . . . . . . . . . .176
Recording and Analyzing Measurements . . . . . . . . . . . . . . . . . . . . . . .178
Alternator Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179
Alternator Test - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180
Secondary Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181
Checking Injector Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .182
Checking Injector Signal - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . .183
Checking the BSD Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .184
Checking K-CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185
Checking the BSD Line - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . .186
Checking PT-CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187
Checking FlexRay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .188
Checking PT-CAN - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189
Checking FlexRay - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .190
DME Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .191

Activation Thrust Air Control Signal (Bypass Blow-off Valve) . . . . . .191
BSD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192
Wastegate Control - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .193
BSD - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194
Camshaft Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195
Subject Page
Crankshaft Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .196
Camshaft Signal - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .197
Crankshaft Signal - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .198
DK Motor (Drosselklappe Motor – Throttle Valve Motor) . . . . . . . . . .199
DK Motor - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
EPDW - Turbocharged Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203
Ignition Primary Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .205
Ion Current Combustion Monitoring (BMW M) . . . . . . . . . . . . . . . . . . .207
Injection Signal (High Impedance Coil) - Solenoid Type . . . . . . . . . .209
Injection Signal (Low Impedance Coil) - Solenoid Type . . . . . . . . . . .211
Injection Signal (Low Impedance Coil) - HDEV Solenoid Type . . . .212
Injection Signal - HPI Outward-opening Piezo-injectors . . . . . . . . . . .217
Oil Volume Control Valve (N18) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218
PT-CAN Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .219
PT-CAN High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .220
PT-CAN Low - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221
PT-CAN High - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .222
PT-CAN Shorted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .223
PWG Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224
PWG Signal - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .225
VANOS Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .226
VALVETRONIC (Single Phase Motor) . . . . . . . . . . . . . . . . . . . . . . . . . .227
VANOS Signal - Standalone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .228
VALVETRONIC (3 Phase Motor) - Standalone . . . . . . . . . . . . . . . . . .229
VALVETRONIC (3 Phase Motor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230
Body Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232

Power Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232
Motor Hall Sensor (F25) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232
Window Motor End Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .234
Automatic Tailgate Actuation - HKL . . . . . . . . . . . . . . . . . . . . . . . . . . . .236
HKL Hall sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236
HKL Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .238
HKL “Good” Shielded Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240
Single Wire Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242
LIN Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242
KL_30F (BN2020) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
Blank Oscilloscope Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249
Subject Page
Glossary of 3G Technology Acronyms . . . . . . . . . . . . . . . . . . . . .254
ISTA/P BN2020 Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254
ISTA/P BN2020 Acronyms* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254
ISTA/P BN2010 Acronyms** . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .255
Hall Effect Crankshaft Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .256
IMIB R2 Screen Shots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .256

Electric Solenoid Vanos (Inductor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257
DK Throttle Motor N20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .258
DK Throttle Motor N20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259
Lin Bus (Single Wire Bus Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260
Lin Bus (Single Wire Bus Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .261
APM or APP, Accelerator Pedal Hall Sensor . . . . . . . . . . . . . . . . . . . . .262
Faulted APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263
Current Draw Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264

Why do we use a voltage drop measurement across a fuse to
determine the current draw on the circuit that the fuse feeds? . . . .264
Who figured this out? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264
What advantage does it have? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264
How to use the chart to diagnose a Parasitic Current Draw? . . . .265
Current Draw Matrix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .268
Model: All
Production: All
After completion of this module you will be able to:
• Develop practical diagnosis hands-on practice utilizing the latest BMW

Equipment via simulated faults on specific systems.
• Document the availability of Non-Electrical Diagnosis tools in ISTA.
• Apply skills to properly diagnose simulated bugged vehicles.
• Discuss the utilized diagnosis plans to determine the most efficient way
to repair faults.
• Underline the importance of proper procedure while diagnosing vehicle faults.
• Compile the necessary technical documentation preceding every

vehicle diagnosis.
• Recognize the added value of adequate research prior to engaging any

diagnosis process.
10
Understanding Diagnostics
Trial and error creates inconvenience for the Customer and the Service Department
when misdiagnosis or longer waits occur as the technician tries different repair
attempts. This is against BMW’s promise to the customer to “Fix it right the first time,
on time, every time”.
If the vehicle is not repaired efficiently the productivity of the technician suffers. Taking
some time at the beginning to plan a diagnostic course of action can help give structure
to what may appear in the beginning to be a chaotic situation.
As future systems increase in complexity so does their dependency on the Diagnosis
Program as the principle tool for troubleshooting. However, the importance of under-
standing the calculated steps of a basic troubleshooting plan is just as important as
before.
There will always be instances where the Test Modules provided by ISTA need to be
supplemented by a thoughtful diagnostic plan that is created by the skilled technician.
A parallel diagnostic plan that includes proper recording of test data along with the
Diagnosis Program is a good habit to follow every time that troubleshooting is required.
A successful diagnostic plan will:
• Save repair time.
• Satisfy the customer by reducing vehicle down time.
• Increase Center profitability.
• Increase technician pride and earnings.
Diagnostic Plan
The Diagnostic Plan consists of 5 steps:
1. Verify the Customer Complaint -“Experience the Symptom!”
2. Analyze the Problem
3. Isolate the Problem
4. Repair the Problem
5. Verify the Repair
Verify the Customer Complaint: Experience the symptom!

Most troubleshooting starts the moment you receive a written description of the cus-
tomer complaint. The complaint is the customer’s description of a symptom that they
are experiencing with the vehicle.
Symptom
A symptom is any circumstance, event or condition that accompanies something and
indicates its existence or occurrence.
There may be multiple symptoms that are created with one problem.
11
An example is a defective thermostat: If the thermostat is stuck open the heater output
will be insufficient, also, if the engine can never reach operating temperature then fuel
mileage and performance will suffer. Which one of these complaints (symptoms) would
lead you to the problem faster?
What is important to remember is that the customer may only complain about one
symptom. It is the job of the technician to be a detective and carefully observe. There
may be another symptom not complained of that directly points to the root cause of the
problem.
Steps to Verify the Complaint

• Before getting in the vehicle, review the R.O., confirm this is the correct vehicle.
• Is any additional information needed about the complaint? Certain questions to
the customer can help narrow this step.
• Is the problem intermittent? What are the conditions (roads, temp., speed, etc.)?
What is the frequency of the occurrence?
• Test drive if drivability related or the conditions require, duplicate conditions as
stated by customer.
• Was the complaint reproduced?
• Is knowledge of system or vehicle sufficient?
• Review reference training material and owner’s handbook for a description of
feature operation.
• Research complaint in SIB’s.
• Research past repair history on vehicle.
Analyze the Problem

After verification of the complaint, analyze the problem. Use all resource available
to aid in system diagnostics:
• Vehicle Fault Memory
• ETM, Repair Manual, SIB, etc.
• Vehicle Repair History
• Training Handouts
• Round Table Information
• Hotline
• Known Good Vehicle
Analyzing the problem allows for the development of a repair plan.
12
Steps in Analyzing the Problem
• Perform a Short Test.
• Does an SIB pertain to this vehicle?
• Refer to the Function Description for additional system information.
• Is a test plan available for this system?
• Use fault symptom selection.
• Perform Diagnosis Request.
Isolate the Problem

To isolate the problem is “to place apart from others”.
The object here is to zoom in on the problem area. It is easy to be overwhelmed by a
problem, just reaching for an ETM can add to the confusion. ISTA provides automatic
tests in test modules to aid in the determination of the exact area or cause of the prob-
lem.
The elimination of components from the diagnostic trail, shortens the path.
The first question asked should be:
• Is the problem Hydraulic, Mechanical or Electrical?
Save time by NOT testing components that could not create the problem.
Steps in Isolating the Problem

• Use Test Modules.
• Perform electrical tests with the IMIB or a DVOM.
• Consult fault charts in Repair or Diagnostic Procedures Manuals.
• Control Module Self Diagnosis.
• Use appropriate special tools (e.g. battery draw tester, tank leakage adapters,
breakout boxes, etc.).
• Substitute a known good part.
• Log step and results on paper for review.
Workshop Hint
If a TEST PLAN is not available: • Check the easy things first. It would waste
time to install the breakout boxes to find a
• Think about the system in its entirety. bad bulb.
• Be sure the normal operation is understood. If a TEST PLAN is available:
• Develop a PLAN. • Do not skip steps.
• Use all available resources. • Never assume results without doing a step.
• Don’t try to diagnose the entire system at • Recheck your work.
once, break it into manageable chunks.
13
Repair the Problem
Repair the problem using approved repair techniques and parts. Having verified, isolated
and analyzed the problem the last step is to repair or replace the component. Before
installing that shiny new part, take one last step back from the vehicle to ask a final set of
questions.
• Could another component have caused this part to fail?
• Were all the instructions in the Test Plan or Diagnostic Procedures followed?
• Is there anything that might have been overlooked?
Confident that the proper diagnosis has been made, complete the repairs.
Steps to Repairing the Problem

• Follow the instructions in the repair manual.
• Refer to Construction Groups in the microfiche if necessary.
• Follow specific guidelines for wire harness repair or replacement.
• Make proper adjustments after installing the part.
• Perform Coding or Programming if required.
• Make sure another problem is not created in performing this repair.
Verify the Repair

Always recheck for the complaint under the same conditions used to verify.
The object is to prove the problem does not resurface.
• Clear the fault codes.
• Test drive the car.
• Check for re-occurring fault codes.
• Clear adaptations if necessary.
• Recheck the part installation for missing bolts or tie wraps.
• Verify operation of all systems to ensure the repair did not cause an unrelated
problem due to repair, i.e. Working behind the dash and forgetting to connect a
component during reassembly.
Workshop Hints
• Follow repair or replacement procedures

as detailed in TIS.
• Use only genuine parts.
14
Non-Electrical Diagnosis
General Information
Non-electrical diagnosis (NED) Test Plans (ABL’s) are available in the BMW Diagnostic
System ISTA and ISTA PC Client. They include ABL’s that focus on non-electrical
issues such as (but not limited to):
• Interference noises • Malfunctions
• Leaks of operating fluids • Water ingress
• Optical complaints • Odors
As of ISTA Version 2.27, the "Non-electrical diagnosis - NED" gets its own function
node in the Function Structure tab. The new function node is located on the same
level as: Powertrain, Chassis and Suspension, Body, Driver Assistance Systems, etc.
All Test Plans from the Non-electrical diagnosis are under the "05 Non-electrical diag-
nosis - NED" function node from ISTA version 2.27 onwards.
“The Available Test Plans for NED” section (page 9) contains a summary of the test
modules that can be called up with the Workshop PC and ISID.
15
Repair Work with NED
ISTA / ISTA Client
Diagnosis for test modules that can be run with both the ISID (ISTA) and
the Workshop PC (ISTA Client):
• Enter the vehicle identification number of the problem vehicle via
"Identification" and "Vehicle Identification Number".
• Select "Activities" > "Information Search" > "Function Structure".
Non-electrical diagnosis procedures are listed under

"05 Non-electrical diagnosis -NED".
ISTA (ISID) Only

Some Test Plans (ABL’s) are only available through the use of the ISID.
In order to get to an NED Test Plan please perform the following:
1. Connect ISID with the vehicle and perform the vehicle test.
2. Select "Vehicle Management" > "Troubleshooting" > "Function Structure" >
“05 Non-electrical diagnosis (NED).
Non-electrical diagnosis procedures are listed under

"05 Non-electrical diagnosis -NED".
16
Available Test Plans for Non-electrical Diagnosis
The following information is intended only as a guide since its contents are constantly
being updated in the BMW Diagnosis System (ISTA/ISID). For an updated list of the
available NED ABL’s please utilize ISTA.
The following tables show a summary of the available NED ABL’s in ISTA. The entries
shown in Bold specify what is New or Revised. Please refer to the latest version of
ISTA. Test Plans that can be run without vehicle communication (Offline) are marked
with an “X” in the “PC” column.
Powertrain
Model Series / Strongly

Test Plan subject TM ID PC
Engine / Gearbox recommended use
Engine, R55, R56, R57, R60 -

AM1101_00063 X ---
interference noise N12, N14, N16, N18
E81, E82, E83, E84,

Engine,
E87, E88, E90, E91, AM1101_00090 X ---
interference noise
E92, E93-N47
Engine, E60, E61, F10, F11,

AM1101_00091 X ---
interference noise F25 -N47
Transfer box, oper- Before replacing the

E70, E71, F25 AM2704_00156 X
ating fluid leak transfer box
Transfer box, oper- Before replacing the

E70, E71, F25 AM2704_00157 X
ating fluid leak transfer box
Transfer box, oper- E84, F01, F02, F07, Before replacing the
AM2704_00158 X
ating fluid leak F10, F11 transfer box
Rear axle final drive, E84, F01, F02, F03, F04,

Before replacing the
leaks of operating flu- F07, F10, F11, F13, F20, AM3304_00149 X
rear axle final drive
ids F25, F30, F31
E60, E61, E63, E64, E70,

Rear axle final drive, E71, E72, E81, E82, E87, Before replacing the
failure (leaks on the B3310_HAGMECH1 X
E88, E89, E90, E91, E92, rear axle final drive
rear axle final drive)
E93, RR4
E60, E61, E63, E64, E70,

Rear axle final drive, E71, E72, E81, E82, E87, Before replacing the
B3310_HAGMECH2 X
interference noise E88, E89,E90, E91, E92, rear axle final drive
E93, RR4
17
Information on Playing Videos
The graphic below illustrates the different pictograms used in the ABL videos.
Index Explanation Index Explanation
1 Speed reading 8 AC OFF
2 Revolution counter 9 Rough road surface
3 Clock 10 Depress clutch pedal
4 Activate starter button 11 Vehicle twisting
5 Engine temperature warm 12 Vehicle raised
6 Engine temperature cold 13 Vehicle raised
7 AC ON --- ---
18
Connecting Headphones
In order to be able to use headphones for playing interference noise videos on the ISID,
they must be connected as shown in the graphic below.
Index Explanation
1 ISID
2 Headphones
19
Settings for ISTA Client
In order to be able to play videos the setting for the Adobe Reader must be adjusted.
For this you must open Adobe Reader and select "Preferences" in the "Edit" menu.
Then select the category "Multimedia Trust" and change the following settings under
"Options" [1]:
• Select "Other documents" [2]
• Activate "Enable multimedia processes" [3]
• Select "Player only" [4] and set each authorization to "Always" [5]
• Confirm the modified settings with "OK". [6]
The graphic below shows a schematic for Adobe Reader 9.x:
20
Interference Noise Service Consultation
Checklist for the visual inspection of VIN:
Body, exterior
Damage
Gap dimensions
Add-ons
Series deviations
Foreign particles
Miscellaneous
Wheels / Tires
Damage
Series / non-series
Summer / winter
Worn tire tread
Balancing weights
Miscellaneous
Check applicable and/or underline or add entries as necessary.
21
For more information on NED and Noise Analysis please reference
ISTA and ST1217 Noise Analysis Training Manual available on
TIS or DRIFT.
NOTES
PAGE
22
The I.P.O. Principle
Control modules receive information from sensors advising them of certain operating
conditions. This information is identified as Input to the control modules. The Input con-
tinually informs the control modules of conditions that may be changing.
The control module then process the Input information comparing it to programmed
responses or commands based on every possible operating condition. The control
module decides based on the programming and the Input conditions which output
signal to operate.
The control module, based on the processing that has occurred, then sends a signal to
a component changing the status of that component. The components respond to the
output signal of the control module.
INPUT PROCESSING OUTPUT
This is known as the I.P.O. Principle.
I P O
Any device controlled by a processor requires input to the alert the operating program
of a condition. The program processes the input information and logically activates an
output of a component.
All BMW control systems are explained by the IPO principle. It is the key to understand-
ing all BMW control system technologies.
23
Diagnosis with ISTA
Introduction
The programs and documents of the ISTA workshop system contain information on
troubleshooting vehicles built by the BMW Group. The technical content is coordinated
within the BMW Group and with the supplier companies. The proper vehicle repair will
only be guaranteed if this information is followed and the scope of repair is carried out in
accordance with the displayed instructions.
A poorly or inadequately carried-out diagnosis may result in the testing or repair expen-
diture you are claiming for within the framework of a warranty or goodwill claim not
being accepted or not being fully accepted.
Diagnostic Procedure
Diagnostic procedures/test plans (ABL’s) are available for all electrical and electro-
mechanical vehicle systems. Diagnostic ABL’s are also available for selected mechanical
systems or fault patterns (Non-electric Diagnosis).
Troubleshooting using the ISTA workshop system will then always be necessary:
a. If the fault falls within the functional range of electrical components and the faulty
component or fault source is not clearly and demonstrably identifiable.
b. If the fault causes an indicator light to come on.
c. If the fault falls within the area of the mechanical system and the fault cause is not
clearly and demonstrably identifiable.
d. If the fault falls within the area of the mechanical system and troubleshooting or
repair is too costly.
e. If a TeileClearing is active for the faulty component.
Please observe!
Detailed information on which electrical or electromechanical scopes

require no diagnosis can be found in "Component repair without
diagnosis" elsewhere in this training manual.
Detailed information on which mechanical scopes absolutely require
a diagnosis (non-electrical diagnosis) before repair can be found in
the ISTA document "Contents of non-electrical diagnosis (NED)".
24
Diagnosis Sequence
1. Starting diagnosis
The current software version including the current program and data updates must be
installed on the workshop system before the start of diagnosis.
2. Troubleshooting with a test schedule and hit list

It is not technically possible for all fault states of a system to be contained in the fault
memory. For this reason, the following procedure must be followed for the full trou-
bleshooting of a system:
2.1 Test schedule for stored faults

If a <Test schedule> is calculated after the <Brief test>, only the procedures (ABL’s) that
are displayed are needed for working through the stored faults. It is therefore possible by
selecting <Fault pattern> to additionally select the vehicle subsystems which demon-
strate a malfunction.
2.2 Test schedule for stored faults and known fault patterns
If a vehicle subsystem was selected in the <Fault pattern> selection, the procedures for
stored faults are displayed in the <Test schedule>, as are the procedures for faults cur-
rently known to occur frequently.
2.3 Information search

If the fault cannot be identified by using the procedures in the <Test schedule> addition-
al procedures must be selected via the <Information search>. The search for procedures
must take place via the <Function structure>.
2.4 [!] Current fault patterns

<Fault Pattern> now has its own tab and it is structured similar to <Function Structure>.
Here you can find an overview of known fault patterns for which separate procedures are
available.
Note that all software dependent scopes are determined on the basis
of the integration level of the connected vehicle. Therefore this list is
specific to the vehicle.
2.5 Procedures (ABL’s)
All other known malfunctions and the entire scope of functional checks are contained in
the procedures that are associated with the vehicle functions in the <Function struc-
ture>. These procedures make it possible to check all relevant components of a sub-
function.
25
2.6 NED non-electrical diagnosis procedures
Access to the NED non-electrical diagnosis procedures has been simplified as of
ISTA 2.28.
Direct access is available from the function structure through:
• Non-electrical diagnosis- NED
You can filter by:
• Engine
• Chassis and suspension
• Body
• Types of fault
• Customer experience
2.7 Hit list

The procedures found in this way via the function structure are displayed in the
<Hit list>. By working through the relevant procedures, you ensure that the current trou-
bleshooting information is displayed.
3. Carrying out procedures

In the case of the procedures mentioned in the <Test schedule> and <Hit list>, it is first
necessary to check which procedures are connected with the customer complaint or the
identified malfunction. These procedures must be called up as a matter of priority and
worked through. Procedures, once they have been started, must be worked through in
their entirety. Processing is finished when, after the message "Procedure ended
Continue in test schedule" is output, the user clicks on the <Next> button to return to
the <Test schedule> or the <Hit list>. Only then will all the diagnostic codes displayed in
the procedure be stored in the diagnosis report. Aborting a procedure early will only then
be permitted if one of the following factors exists:
a. Procedure selected by mistake
b. Program fault requires cancelling
Also, not all the procedures take the form of guided test sequences. In many of the pro-
cedures the diagnosis user has the opportunity to decide for him-/herself which tests are
to be conducted. These procedures end with a prompt to report back (feedback dia-
logue) the established test result. Here the user must select the test result which, on the
basis of the available information and test results, has led to the decision to implement a
repair measure.
Procedures which are obviously not connected with the customer complaint, the identi-
fied malfunction or an indicator light coming on can be ignored.
26
Please observe!
If, in the case of sporadically occurring malfunctions, no fault can be identified in the
course of a procedure, the diagnosis user can decide for him-/herself which repair mea-
sure is to be implemented. The following information must be taken into consideration:
- Fault description by the customer
- Fault memory and fault memory details
- Fault code descriptions
- Documents and notes displayed in the procedure
- Current information from Technical Support
(Service Information Bulletins, PuMA measures, Training manuals, etc.).
- Findings from previous troubleshooting and repair measures
In the case of procedures with feedback dialogue, the repair measure that has been car-
ried out must be selected.
Furthermore, in those cases where the fault cause could not be clearly identified using a
procedure, the user must enter a technical reason for the repair in the comment field for
the warranty or goodwill claim.
4. Dealing with stored faults

The situation may arise where a control unit stores a fault even though no malfunction
is perceived. In addition, it is possible for faults, whose causes have already been
eliminated, to be stored in the vehicle. It is therefore not unusual - above all in vehicles
with high mileage - for faults to be stored which are not connected with a customer
complaint or an identified fault pattern. It is therefore necessary when performing diagno-
sis to use the fault memory details to check which fault entries can be ignored.
The following fault memory details is particularly important in this context:
- Current fault status (permanent fault/non-permanent fault)
- Kilometer reading/mileage when the fault last occurred
- Fault frequency
Replacing a component on the basis of the fault entry will only then be justified if it is
clear from the fault memory details that the stored fault is connected with the customer
complaint or the fault pattern.
Please observe!
In the procedures the faults are generally not read out of the vehicle again. The ABL
always uses the fault memory scope that was determined during the <Brief test>.
Therefore, if additional faults occur or if a fault status was eliminated by a repair, this
does not automatically change the fault list stored in ISTA.
27
Please observe! (cont.)
The fault memory list stored in ISTA is only updated if a new brief test is carried out or
if a <Control unit test> is performed via the <Control unit functions> for an individual
control unit.
The current status of a stored fault can be read out in the <Procedure> or via the <Fault
memory list> by selecting <Update>.
5. Taking current technical information into account

In addition to the diagnostic programs information on current technical problems, there is
also useful information published through special media and systems (e.g. Training
Manuals, Service Round Tables, Service Information Bulletins or PuMA measures). This
information must also be taken into account in the course of troubleshooting.
If the repair measure recommended in the procedure differs from the current informa-
tion, this must be entered in the comment field for the warranty or goodwill claim.
6. Implementing programming or encoding measures

Programming, encoding, enabling and replacement of control units are carried out with
the ISTA/P programming system. The currently valid user documentation and the addi-
tional information on ISTA/P must be read and observed. When performing control unit
replacement actions it is necessary above all to follow the procedure "Replacement
with/without session interruption" described in the user documentation.
As of now it is no longer necessary to transfer "Warranty code" displayed in the proce-
dure to the warranty or goodwill claim. In the future the "Warranty code" will no longer be
output in the procedure.
7. Using control unit functions

The <Control unit functions> offer the opportunity to access known diagnostic functions
quickly. However, using the Control unit functions does not replace carrying out the pro-
cedures, as:
a. No additional notes and instructions are provided in the control unit functions.
b. No setpoint values are displayed in the control unit functions.
8. Delete fault memory

When the vehicle has been repaired, all the stored faults must be deleted using the
<Delete fault memory> function.
9. Feedback of faults in the diagnostic programs

If faults/errors are found in the diagnostic programs or documents in the course of a
diagnosis, they should be reported via the feedback function integrated in ISTA.
28
Component Repair without Diagnosis
Essentially, in the case of electrical or electromechanical components, it is always neces-
sary to perform troubleshooting using the ISTA workshop system. However there are
faults which are clearly and obviously identifiable.
For the following cases it is not absolutely necessary to use the ISTA workshop system
for troubleshooting; Replacement of:
• faulty bulbs (with the exception of xenon bulbs and light sources for LED headlights)
• operating elements with identifiable visual deficiencies
• electrical components whose retaining elements are broken
• electrical components which are faulty as a result of water ingress or a thermal
event (excluding control units)
• mechanical engine components which demonstrate clear leaks or mechanical
damage
• display elements with identifiable visual or mechanical faults
• faulty fanfare horns, cigarette lighters or power sockets.
Components for which a TeileClearing is active are

excluded from this!
The specifications in the document "Contents of Non-electrical
Diagnosis" found on ISTA, must also be observed!
As a rule, there are no special tests in the test modules or sometimes no test modules
for the mentioned cases. It must be noted that faulty electrical components which are
connected to control units usually result in fault entries. Replacing the component can
also result in fault entries. Following repair the fault memories of the control units must
therefore be deleted.
The repair must be made in accordance with the directions in the repair instructions
(REP).
29
Test Schedule and Priority
The result of the calculated test schedule is displayed on the Test schedule tab.
The importance of the suspected objects is listed in the 'Priority' column. The Service
employee uses this as a guide to sequence which test schedule procedures should be
carried out.
The test schedule is calculated and a certain processing sequence defined based on
specific technical algorithms. However, the algorithm cannot reflect the valuable experi-
ences of BMW Service employees or specific customer statements. Consequently the
fault cause in the vehicle does not always match the sequence (priority) in the test
schedule. For example, if a problem with the vehicle has already been described in some
detail by a customer statement, compare the test schedule against the customer state-
ment. Start working as appropriate, even if the test procedure you start with is not the
first procedure in the test schedule.
Retrofitting or converting
For retrofitting or conversion work using ISTA/P, a new process must be created in
ISTA otherwise the new control unit will not be recognized.
Displaying and logging diagnosis codes

The diagnosis codes and repair instructions shown on the display screen are saved in
the diagnosis report only after exiting the screen mask by pressing "Continue".
When the testing procedure is discontinued at this point, it is not logged.
Moreover it is necessary to point out that repair instructions can still be displayed even
after output of an instruction in the testing procedure. For this reason a testing proce-
dure should always be performed until the message "Testing procedure concluded"
appears.
Fault memory list with filter function

The fault memory list can be filtered using the KM axis and by filtering fault classes
(e.g. undervoltage, overvoltage, information).
The fault codes are entered on the vertical axis of the "KM Axis" mask and kilometer
readings are entered on the horizontal axis.
All fault classes that appear on the fault list are listed in the "Class" mask. Because all
prepared fault memories are always displayed first on the fault list, the individual classes
are preselected by default. The service employee can uncheck the check boxes to hide
the individual classes including assigned fault memories in the fault memory list, but the
fault memories will remain in the vehicle. If a fault memory could not be assigned to a
class in the fault list, the "Class" tab will be disabled in the workshop system.
30
If the "Information" class is assigned to a specific fault memory, then this is not a fault to
which a specific fault cause must be assigned. Rather, this fault memory serves as infor-
mation indicating that a specific function is justifiably limited or it has been switched off
(e.g. due to excess temperature). Detailed information about this fault memory is avail-
able via "Display fault code".
If the service employee filters by kilometer axis and by classes, the fault memory list will
be reduced by both filter criteria. The test schedule calculation that is subsequently per-
formed in the workshop system relates to the filtered fault memory list in addition to the
fault patterns that were entered. The service employee can cancel the filter and recalcu-
late the test schedule at any time.
The service employee can cancel the filter and recalculate the
Notice!!!
test schedule at any time.
NOTES
31
General instructions for line check
Instruction Scope of checks /

measurements
The following instructions can be The following checks/measurements

shown on the diagnosis system must be performed depending on
the shown instruction.
Check lines and plug connections Visual inspection of the lines:
• Line damaged, crushed or disconnected
Check line between the following Check the plug connections and cable connectors:
components • Correct engagement/connection
• Connector housing damaged
• Damage through corrosion
• Crimping of the cable
• Pushed back or bent pins
Check lines with the following signal Electrical line check:
name • Open circuit
• Line short-circuited to ground or B+
Check voltage supply Check whether component is supplied with voltage.

Points to be checked in the event of a fault:
• Fuse
• Load-shedding relay
• Cable and ground connection for visible
and electrical damage
Check fuse Check or replacement of a fuse
Check ground connection Check ground connection for visible and electrical
damage. Check ground connection to body for
corrosion or poor connection.
Check lines for short circuit to B+ Check the cable only for short circuit to B+. Visual
and electrical check.
Check lines for short circuit to ground Check the cable only for short circuit to ground.
Visual and electrical check.
Check relay Check that relay is correctly mounted in the relay

base.
Check by ear or electrical check to ascertain

whether relay switches.
32
NOTES
PAGE
33
Control Unit Functions in ISTA
The control unit functions offer the opportunity to access known diagnostic functions
quickly. The control unit functions are opened in the Control unit tree or Control unit
list mask. After a control unit is selected, the selected control unit is opened via the
"Open CU functions" button. The control unit functions are distributed on the following
tabs:
Identification
Display of the control unit name and the identification data of the control unit. By select-
ing the "CU test" button, the identification data and the fault memory of the control unit
are read in anew (single control unit test).
In the faulty memory list and generally in the procedures (ABL’s), the
only fault codes that are evaluated are those that were read out dur-
ing the "Brief test" or the "CU test". There is no running update of
the fault memory. Therefore, a "CU test" always needs to be per-
formed if the fault memory of a control unit is read in anew during a
diagnosis session. After the CU test is performed, the "Fault memory
list" in the "Guided troubleshooting" menu is updated automatically.
Diagnosis Query
Display of the current states of a control unit (status display).
The status displays (control unit functions) are subdivided into functional groups.
Multiple control unit functions can be selected within a functional group. By selecting the
"Query status" button, the selected control unit functions are transferred to the right side
of the screen and the current values are read out of the vehicle. The displays are updat-
ed continually.
The query is ended when the "Query status" button is pressed again.
Component Activation
Activation of control unit outputs and control unit inputs.
The activations (control unit functions) are subdivided into functional groups.
Only one control unit function can be selected within a function group. The activation is
executed when the "Activate component" is pressed. The details of the activation (dura-
tion or type of activation) are displayed in the "Status" line.
Depending on the type and duration of the activation, an active activation can be ended
or repeated via the "Activate component" button (the button is optically pressed during
the activation). The component activation also contains the "Delete fault memory" con-
trol functions. This control unit function can delete the fault memory of the selected con-
trol unit. After a fault memory is deleted, the "CU test" function must be executed on the
"Identification" tab. Then the fault memory of the control unit is read in again and the
fault memory list in the "Guided troubleshooting" menu is updated.
34
Restrictions
The control unit functions do not contain setpoint values or additional text
instructions. In addition, not all diagnosis and test options for functions and
components are available in the control unit functions. Troubleshooting in the
vehicle must therefore primarily be performed with the procedures.
NOTES
35
Fault Memory List in ISTA
In the "fault memory" mask, the fault memories that are displayed are the ones that have
been read out of the vehicle during the brief test or "control unit test" (individual control
unit test).
Furthermore, so-called service fault codes are also displayed (e.g. S 0001 No communi-
cation possible with: instrument panel). Service fault codes are generated during the brief
test (e.g. if no communication is possible with an installed control unit). However, they
are not stored in the vehicle.
Structure of the Fault Memory List

The fault memory list is divided into 4 table columns:
Code
Display of the internal control unit fault code
Description
Brief description of the fault
Kilometer reading
Kilometer reading/ kilometer when the fault last occurred in the vehicle.
The kilometer reading is recorded by all control units from series E65.
If no kilometer reading is displayed for a fault, the control unit was unable
to record a valid kilometer reading when the fault occurred.
Category
Starting with F0x, a fault can be allocated to a special fault category. The fault categories
that are currently available are as follows:
• Battery voltage < 9 V: At the time the fault occurred, the battery voltage
was less than 9 volts.
• Battery voltage > 16 V: At the time the fault occurred, the battery voltage
was greater than16 volts.
• Information: The control unit has detected a functional limitation that can
be traced back to an operating error, a function-related safety cutout (excess
temperature, repeat interlock etc.) or a fault in a different control unit.
The fault memory list can be sorted differently by tapping the column heading (e.g. kilo-
meter reading). How the fault memory list is sorted does not affect the calculation of the
test schedule.
36
Display Fault Code
Further information on the fault memory can be displayed for a selected fault code entry
(select fault memory in the table) via the "Display fault code" button.
Description
Fault code description on stored fault. The document contains basic information on
when the fault is detected by the control unit and which fault causes lead to a fault code
entry.
Fault code descriptions are available for all fault memories starting F01.
Details
Display of the fault details of the fault memory stored in the control unit.
By selecting the "Update" button, the fault details are re-read from the control unit.
System context
In the case of vehicles from the F series (starting F01), additional vehicle information
(ambient conditions) are stored in a central fault memory (diagnosis master) if a fault
occurs. In contrast to the fault details, the same ambient conditions are detected for
all fault memories in a system context. This makes it possible to identify links between
faults e.g. occurrence of secondary faults.
Filter Fault Memory

The filter function can reduce the size of the list of displayed faults without deleting faults
from the control units. In the calculation of the test schedule, only the faults that corre-
spond to the filter criteria and are therefore visible in the fault memory list will be taken
into consideration.
The fault memory list can be filtered via the kilometer axis and via fault category.
Kilometer axis
The fault codes (vertical axis) and the corresponding kilometer readings (horizontal axis)
are displayed in the screen. Selecting the "Cursor" button activates the "Arrow buttons",
which can be used to reduce the display to a certain kilometer range. In the case of vehi-
cles from the Fx series, the kilometer readings from the diagnosis master are displayed.
In the case of sporadic faults, a kilometer reading is given if the fault changes from "non-
permanent fault" to "permanent fault". For all series from E65, the kilometer readings for
the first and last occurrence of the sporadic fault are displayed.
37
Category
All fault classes that appear on the fault memory list are listed in the Category mask. By
deselecting the selection fields, the faults from a certain fault category (e.g. information)
can be hidden from the fault memory list. If no fault memory in the fault memory list is
assigned to a category, the "Category" tab is inactive. For troubleshooting on the vehicle,
it is recommended to only use the fault memories that are not assigned to a category for
the initial test schedule calculation. The filter settings of both masks are activated by
selecting the "Apply" button.
Calculate Test Schedule

Selecting the "Calculate test schedule" button calculates a test schedule and calls up
the "test schedule" mask. The test schedule only contains the fault memories that are
displayed in the fault memory list.
NOTES
38
10 Rules for a less stressed Tech!
1. Understand the circuit and how it functions.
If you don’t how it works, who interacts with it, how data is exchanged and the proper
proven methods of checking them, you’re setting yourself up for failure. Guessing, going
on trends and following dysfunctional ABL’s are not an excuse. You’re in control. (At
least most of the time)
F10 Power Window SSP
Wiring diagram
continued
on next page
2. Powers, grounds and busing.

You hear it all the time, stop ignoring it! The only successful way to isolate a defective
KL30, 30L, 30E, 30b, 30f, 15, 87, etc. power or KL31, 31E, 31L ground is to do a volt-
age drop with the battery as the reference point for B+ and B-. The industry standard
says it should not exceed 300 mV or 0.3 volts. This is a general value, not BMW noted
but an acceptable reference to live by. For circuits that have higher current draws this
value may be slightly higher and circuits with very small current draws may be much
lower perhaps not exceeding 100 mv or 0.1 volts. Use your common sense.
39
F10 Power Window SSP
Wiring diagram
continued
on next page
The SSP to the left shows Pin 28@A34*2B, passenger door

switch signal wire, supplies 12 V to coded switch FH_BF 0.35
GR/BL. However, this voltage is supplied by a transistor. This
means that even though it is close to battery voltage, it is not
directly from a power supply e.g. KL_30, KL_30B, KL_30G,
KL30_g-f, KL_15, etc. This means that:
• You can’t voltage drop (Vd) this circuit directly to the B+ side
of the battery.
• You can do a voltage drop (Vd) from pin 28 to splice X5*1B
pin 12 or to
pin 1 of S36*1B.
Key note: A Vd compares potential difference from any given
point of a parallel circuit looking for deviations. i.e. if there’s 12 V
at pin 28 of FRM and 10.8 V at pin 1 of S36*1B your meter will
read 1.2 V, that’s >0.3 V = BAD.
(In this case your testing is done correctly. There’s a problem
with this parallel wiring as it should be the same and the Vd will
validate that).
Now, if you use the B+ terminal to pin 1 of S36*1B and the bat-
tery is
@ 14.2 V = now you’ll have a huge Vd, but you are comparing
apples to oranges. (Your testing is done incorrectly!)
40
3. Circuit tests should always be performed dynamically.
Would you check a light bulb without turning it on?
Measure and diagnose voltage drops, signal etc. while that circuit is being used or under
a load. Static circuits have no current draw and are not being taxed. Ohmic checks are
not a realistic testing procedure and may not uncover a circuit issue until that device is
asked to do some work or have current in it. Tests that include ohmic checks should be
reserved when diagnosis has a known value for that resistance. Otherwise it’s not a real
reliable test and could cause you to spend countless hours looking for something that
you could have found in the first place.
NOTES
4. Intermittent faults that do not replicate can be a loose fitting or
damaged connector terminals.
Performing a visual inspection after normal dynamic tests show no faults is a wise step.
This also includes checking female terminals for poor retention with the use of the cor-
rect male terminal from the approved BMW terminal kit 83 30 2 299 380. The old Kent –
Moore kits are not acceptable, they are for older cars i.e. Dixie and Isetta. They are not
compatible to our newer terminals and may cause the vehicles terminal to be damaged if
used.
NOTES
41
5. Just because the short test reveals no faults, it doesn’t mean
that the car is not broken.
Short tests don’t always reveal faults since not every circuit is monitored. The customer
perceives a fault, and then you first try to duplicate it. If you can’t, ask yourself if you’re
sure that the complaint is not a car operating as normal? If that’s not the case, then dig
into the circuit with some equipment that can offer you conclusive data. This obviously is
not an open invitation to spend hours on the car, but just time to concur that the vehicle
is not being shipped with a problem that you’re simply overlooking.
NOTES
6. If a signal or voltage changes in amplitude, frequency, duty
cycle (such as a bus), or voltage for a load or a consumer that is
cyclically turned on and off, (This would include an intermittent
connection that shows a voltage change or drop), your much
better off using an oscilloscope to capture that data.
The DVOM takes average voltage readings and the sampling rate of that means or aver-
age value is dependent on the cost and quality of the meter. In the end, it’s a poor
choice of tool for those that want to fix an electrical issue like a professional. Put the
meter away and use the scope. This is your ability to capture glitches, anomalies and
non-complaint values. It’s the same two leads you hook up with the DVOM, why
wouldn’t you use it? There are no excuses, learn to use the oscilloscope.
NOTES
42
7. Disassembling the car without plotting your attack is not BMW’s
responsibility or guarantee that you will be paid for your hard
work. It’s better to have a strong mind and some restraint.
We all have the tendency to start tearing the car apart and then usually regret it when we
find out that it was all in vain. Plot you attack and map out the areas where you want to
start your diagnosis. Better to spend 40 minutes doing this than 4 hours reassembling
the car later for no viable reason. The best diagnostic experiences are the ones that
require the least disassembly. Don’t be a glutton!
NOTES
8. Listen to others but think for yourself! You are fixing the vehicle,
so diagnose it and don’t ask others what you should do.
If you need help, ask, but you’re the responsible party to get the car corrected. The only
way you’ll get better at being a good diagnostician is to hone your skills. It’s ok to ask for
help, but you should have exhausted your resources first and made the diagnostic mea-
surements that are required and applicable. If someone tells you to do something that
doesn’t fix it and you followed that recommendation without doing your due diligence,
then you have no one to blame but yourself.
NOTES
43
9. Reflect on your processes and procedures.
Shipping the car after a diagnosis nightmare and not reflecting on the good and the bad
is a pretty good guarantee that you’ll make the same foolish mistakes again!
Ask yourself: What could I have done differently? Did I use the most appropriate tools?
Should I have spent more time researching? Do I need to educate myself on a specific
process, procedure or system? If you challenge these questions and make changes as
needed, you can only get better. This is your trade and you should work to be the best
until you stop doing it!
NOTES
10. Focusing on pay and speed will lead to aggravation.
Work on improving your skills and attitude. With that mindset, you will always be in
demand and just like you get better at changing parts repetitively, being able to perform
that job faster and more efficiently, the same holds true for diagnosis process. We have
enough parts changers, we need people to fix cars when no one else can! Those that
can repair the problem cars will never be out of work .Whether you believe it or not; they
do make the most money when looking at the big picture.
NOTES
44
NOTES
PAGE
45
Bus Systems Overview
Bus Structures: Frequently asked questions
This text is only intended as a quick overview of the FAQ on bus structures.
1. Why are there so many buses?
2. What is a CAN?
3. What do “High-speed” and “Low-speed” or “High” and ”Low” mean
in connection with CAN buses?
4. What are the meanings of “ring”, “star” and “bus” in connection with data buses?
5. What do “sub-bus”, “master” and “secondary” mean?
6. What does “synchronous and asynchronous” mean in connection with
bus communication?
7. What is a wake-up / activation wire?
8. Why does the PT-CAN have a wake-up wire on some model series
but not on others?
9. What is the purpose of the terminating resistors?
10. What is the correct procedure to measure the terminating resistors
in a CAN bus?
11. What do “K-wire”, “TxD1” and “TxD2” mean?
12. What is “D-CAN”, diagnosis-on CAN?
13. What does “BSD” mean: Bit-Serial Data interface?
14. Main characteristics of single wire buses i.e. CAS Bus, LIN, K-Bus protocol,
CA bus, BSD, etc.
15. What is “FlexRay”: FlexRay bus system?
46
1. Why are there so many buses?
In principle there are three answers to this question:
1. In fact there are not so many buses, as: all CAN buses are derived from
the original PT-CAN and K-CAN buses.
- All PT-CAN’s, as well as K-CAN2 and K-CAN3 have a high data
transmission rate.
- K-CAN has a low data transmission rate.
- Many CAN buses in systems (sub-buses) are named according to these
systems. This results in a large number of bus names.
- The K-bus is similar: technically speaking the P-bus and I-bus are identical
to the K-bus.
2. The buses have been developed for different data transmission rates.
- Buses with very high data transmission rates:
byteflight, MOST bus, FlexRay and USB
- Buses with medium data transmission rates:
all the CAN buses such as PT-CAN, K-CAN and the related buses
- Buses with low data transmission rates: e.g. the LIN bus, BSD, etc.
3. Viewed historically, the buses were either developed by various manufacturers
or by BMW itself:
- Bus standards developed by various manufacturers are:
CAN, LIN bus, MOST and FlexRay.
- BMW's own standards are:
byteflight, K-bus and K-CAN.
47
2. What is a CAN?
CAN (Controller Area Network) is a bus standard. CAN was developed in the 1980’s by
Robert Bosch GmbH (together with universities).
The aim was to network control units for the drive and suspension.
In order for the control units to be able to communicate with one another a bus standard
had to be defined. The bus standard determines how and which messages are transmit-
ted between the control units.
Components of a CAN message are: SOF, CRC, ID, DEL, ACK, KBT, EOF, IFS
• SOF stands for ”Start of Frame”
• CRC means ”Cyclic Redundancy Check” (i.e. check sum comparison)
• ID stands for ”Identification Feature”
• DEL means ”Delimiter”
• ACK stands for ”Acknowledge” (the message is free of errors).
• KBT stands for ”Control Bits”
• EOF stands for ”End of Frame”
• IFS means ”Inter Frame Space”
CAN is currently the most common bus standard at BMW. CAN is a two-wire bus.
There are several CAN buses with different data transmission rates in each car. CAN
buses with different data transmission rates are connected with one another via
gateways (i.e. data interfaces, e.g. JBE or ZGM).
48
3. What do “High-speed” and “Low-speed” or “High” and “Low” mean in
connection with CAN buses?
“High-speed” and “Low-speed” indicate the data transmission rates of the CAN buses.
At BMW there are two different data transmission rates for CAN buses:
• 100 Kbps i.e. K-CAN
• 500 Kbps e.g. PT-CAN, F-CAN, ICM-CAN, etc.
“High” and “Low” are statements about the two wires of a two-wire bus. For example:
• “PT-CAN-High”: Wire for the signal with the higher voltage value @ Binary 1
(for this bus ~3.5V).
• “PT-CAN-Low”: Wire for the signal with the lower voltage value @ Binary 1
(for this bus ~1.5V).
Data transmission on two wires is secure, “immune” from interference, and supports
the electromagnetic compatibility. Although CAN bus communication can use standard
cabling without shielding or twisted pair wiring, BMW utilizes the later to reduce EMI
(Electro Magnetic Interference).
CAN Low-speed e.g. K-CAN CAN High-speed e.g. PT-CAN
CAN_H CAN_H
CBL 4.0V CBL 3.5V
CBL 3.5V
CAN_L CAN_L
CBL 2.5V CBL 2.5V
CAN_H CAN_H
CBL 1.75V
CBL 1.0V CBL 1.5V
CAN_L CAN_L
“0” “1” “0” “0” “1” “0”
The figures shows the two levels of data transmission in both the High-speed and
Low-speed CAN’s.
The PT-CAN is the ”original” CAN (as developed by Robert Bosch GmbH).
The F-CAN is just a faster CAN bus in the area of the suspension (also used as
a sub-bus of the PTCAN).
The K-CAN can continue to work as a single wire bus in the event of
failure. If a wire fails in the K-CAN, the data is still transmitted via the
second data line. For this reason K-CAN is a very reliable data trans-
mission bus.
49
4. What are the meanings of “linear”, “ring”, and “star” in connection
with data buses?
The individual control units can be arranged differently on a data bus:
• If the control units are positioned one after another on the bus, this is called:
“linear bus topology”.
• If the control units are arranged in a circle, this is called:
“ring bus topology”.
• If the control units radiate outwards from a central control unit, this is called:
“star bus topology”.
Linear bus topology
Examples:
CAN buses employ the linear bus topology.
• Benefits: Easy wiring and expansion of the bus
structures through additional control units.
• Drawbacks: If too many control units are transmit-
ting on this bus there are problems. The bus struc-
ture may only be loaded to ~30%. For this reason
“sub-buses” are often added.
Ring bus topology
MOST bus utilizes the ring bus topology.

• Benefits: Predecessors and successors are defined.
• Drawbacks: Fuse protection required in case a
control unit fails.
Star bus topology

ISIS (ISIS: intelligent safety and integration system) on
the former E65/E66 utilized the star bus topology.
In the first E65 and E66, the SIM (safety and information
module) was the central control module in the star.
• Benefits: High data transmission rates. High security:
if one control unit fails it does not affect the others.
• Drawbacks: Complicated wiring.
50
5. What do “sub-bus”, “master” and “secondary” mean?
“Sub-buses”, as the name implies, are subordinate buses. Sub-buses are often present
in CAN buses so that there is not too much data being transmitted via the CAN bus.
If several control units or components belong to one system, a separate bus is branched
off for this system.
The control unit on the data interface to other data busses is often called the “master
control unit”. The control units within the sub-bus are referred to as “secondary”.
The amounts of data transmitted between master and secondary control units only
load the sub-bus, which means that the master/primary bus is not loaded.
There are several designations for sub-buses such as “Local CAN” or “Private CAN”.
The names themselves typically indicate that they are subordinate buses.
There is also a ”master” and “secondary” on the MOST bus where there is a master
control unit that manages all the functions and the “secondary” control units only carry
out functions.
Also, the BMW diagnosis system functions as the “master”. During the diagnosis proce-
dure all control units in the vehicle are “secondary”: The control units send data to the
BMW diagnosis system. The BMW diagnosis system is the “Master” during diagnosis.
6. What does “synchronous and asynchronous” mean in connection with bus

communication?
Some communication busses such as byteflight and MOST, combine synchronous and
asynchronous data transmission so that amounts of data critical for safety can be safely
transmitted at any time:
- Synchronous data transmission: the individual control units transmit cyclic
(regular) messages.
- Asynchronous data transmission: in addition to synchronous data transmission,
event-driven messages are also transmitted.
The advantage of this combination of data transmission is that all control units transmit
data regularly without overloading the bus (overloading is the possible drawback of just
having synchronous data transmission). Also, urgent messages can always be sent as
high priority.
51
7. What is a wake-up / activation wire?
The PT-CAN needs an activation wire. Without an activation wire the PT-CAN cannot
function. The activation wire (terminal KL_15 wake-up - WUP) is partly integrated in the
ribbon cable for the PT-CAN (3-core ribbon cable). In the E90 the activation wire is also
partly guided separately and not in the ribbon cable of the PT-CANs.
8. Why does the PT-CAN have an activation wire on some model series but
not on others?
Most vehicles with electrical system BN2000 have an activation wire for PT-CAN
control units. On these vehicles, the CAS (Car Access System) activates the other
control units on the PT-CAN with a wake-up signal as soon as terminal KL_15 is
switched on. Earlier model series had a PT-CAN without activation wire. This is because
on earlier model series (e.g. E85), each control unit had its own input for terminal KL_15.
This meant that each control unit was activated via the terminal KL_15 input as soon as
terminal KL_15 was switched on. A separate activation wire was not necessary.
On vehicles with electrical system BN2020 an activation wire is still used but not shown
in the Bus Overview charts.
Not all bus circuits utilize WUP lines. Please refer to the latest SSP.
DO NOT rely on the Bus Chart Overview handed in ST401 – BEII as that
chart does not contain all the detail found in SSP’s.
9. What is the purpose of the terminating resistors?
Buses need terminating resistors to prevent reflections from messages. Without termi-
nating resistors, messages and signals are reflected on the data bus. The result is inter-
ference in the transmission of data on the bus with a faulty terminating resistor. The ter-
minating resistors are arranged to suit the data buses. For example: CAN buses employ
two 120 Ω resistors connected in parallel thus yielding a total value of 60 Ω.
Depending on the fitted equipment, the terminating resistors may be in different
control units. Simplified diagram of a CAN network
2 3
V V
1
CAN_H CAN_H
120 Ω CAN_L CAN_L 120 Ω Ω
CAN_GND CAN_GND
Index Explanation
1 Bus Resistance Measurement
2 Bus Voltage/Signal Measurement
3 Bus Voltage/Signal Measurement
52
10. What is the correct procedure to measure the terminating resistors
in a CAN bus?
First, it is of paramount importance to turn off all power supplies of the attached CAN
nodes and make sure all bus activity has stopped. An easy way to do this is to look at
the CAS push button light. If it is not lit, there is no bus activity and you can measure
resistance with all of the modules hooked up as they would normally be.
If the CAS light is lit and won't go out, you most likely have issues that are keeping the
bus awake, but if you need to measure resistance, you must then disconnect the battery
“B-” cable and have the charger disconnected as well. Any voltage on the bus while
attempting a resistance test will result in an incorrect measurement and
misdiagnosis!
Also remember that any activity with doors, locking, latches, etc., will reawaken the bus
and cause an inaccurate resistance measurement.
Second, measure the DC resistance between CAN_H and CAN_L at the middle and
ends of the network “1” (see figure on previous page). The nominal value is 60 Ω but
measured values are typically between 50 and 70 Ω. The measured values should be
nearly the same at each point of the bus network.
If the value is below 50 Ω, please check the following:
• there is no short circuit between CAN_H and CAN_L
• there are no more than two terminating resistors (each 120 Ω)
• the nodes do not have faulty transceivers.
If the value is higher than 70 Ω, please check the following:
• there are no open circuits in CAN_H or CAN_L
• the bus system has two terminating resistors (one at each end)
and that they are 120 Ω each.
An easy way to know if the CAN bus is “out” is to reference if the

CAS light is extinguished. If unsure of bus activity, you can discon-
nect the “B-” from the Battery and disconnect the battery charger.
All “participants” need to be hooked-up. Please refer to the Terminal
Resistor table found elsewhere in this book.
11. What do ”K-wire”, ”TxD1” and ”TxD2” mean?
These 3 designations stand for the following different diagnosis wires:
K-wire is the official, internationally applicable description for the diagnosis wire.
Vehicles with electrical system BN2000 have a central gateway and 1 diagnosis wire.
The diagnosis wire is on the gateway at pin 7 of the diagnosis socket. The diagnosis
wire connects all control units with the BMW diagnosis system (via the central gateway).
53
A new diagnosis protocol was developed for the electrical system BN2000: BMW Fast
Protocol - Fast Access for Service and Testing.
The OBD protocol addresses all control units relevant to emissions. All control units
that influence the maintaining of exhaust emissions regulations, are emissions-relevant.
The gateway recognizes scan tools from the OBD protocol. When a scan tool is con-
nected to the diagnosis socket, the gateway transmits the OBD protocol on the
PT-CAN. Only emissions-relevant control units respond.
TxD1 and TxD2 are data wires for diagnosis on model series without a central gateway
(data interface).
• TxD1 is the diagnosis wire for all control units on the powertrain that are
not relevant to emissions.
• TxD2 is the diagnosis wire for all emissions-relevant control units on the powertrain.
TxD2 transmits all officially prescribed data to the tester's scan tool with the OBD
protocol.
All other control units are diagnosed via the gateway control unit (e.g. instrument cluster).
Technical background of the two TxD wires was that only the emissions-relevant control
units are read off via the diagnosis socket. This eliminated the risk of interference on
other control units. These two wires were bridged in the diagnosis socket on the BMW
diagnosis system. This allowed the BMW diagnosis system to read off and evaluate both
TxD wires at the same time.
12. What is “D-CAN”: Diagnosis-on CAN?

D-CAN (Diagnosis-on CAN) supersedes the previous diagnosis interface in all parts
of the world.
The change was done from the previous protocol because of a new legal requirement in
the USA that stipulates that all vehicles from Model Year 2008 (MY2008) must be
equipped with D-CAN.
D-CAN has a data transmission rate of 500 Kbps and comprises a two (2)-wire cable.
The terminating resistors for the D-CAN are fitted in the DME/DDE and in the wiring
harness close to he diagnosis socket. Thus from date of production 03/2007 there are
no more terminating resistors in the diagnosis socket cap.
All single wire buses, e.g. LIN/BSD/K-Bus/PA Bus, etc., should be

treated the same way while diagnosing. Please refer to the laminated
Bus Specification Overview Table for specs on single wire buses.
54
13. What does “BSD” mean: bit-serial data interface?
BSD refers to “Bit-Serial Data interface” because the bits are not transmitted and
received in parallel but rather in series.
Some examples of BSD usage include DME communication with the following
components.:
• Alternator voltage regulation (varies according to version, e.g. E90)
• Intelligent Battery Sensor (depending on model series, e.g. E90)
• Electrical coolant pump (depending on variant, e.g. E90 w/N52)
The following data is interchanged between the DME/DDE and the connected
components:
• Functional requirements from the DME/DDE to the components
• Identification data of the components to the DME/DDE
• Operating values of the components and their functions to the DME/DDE
• Fault messages of the components to the DME/DDE
Bit-serial data interface example
Index Explanation
1 Alternator
2 Bit-Serial Data interface (BSD)
3 Digital Motor Electronics
4 Intelligent Battery Sensor (IBS)
55
14. Main characteristics of single wire buses i.e. CAS-Bus, LIN, K-Bus
protocol, CA-Bus, BSD, etc.
All of our vehicle’s single wire buses should be treated the same way with regards to
diagnosis in the workshop. Even though the buses may have some design differences,
the process for diagnosis will remain the same and this will make for less confusion.
Single wire buses (Secondary buses) are designed with a Master controller (Master
modules) that supports the bus voltage. Master modules are located on Primary buses
(you can identify them in the short test on ISTA) and you can communicate with them
via diagnosis request, i.e. K-CAN I and II, PT CAN etc. The remaining control modules
that subscribe to the bus are considered secondary modules and are directed and
diagnosed through the Master. The secondary modules will not support any bus
communication without the Master.
Like the Primary buses, the voltages used on the Single Wire buses are binary in design
and have to meet a voltage value to express either Binary 1 or 0. Voltage above the
9 volt level equals binary 0 (generally we see the voltage around 12.6 volts). When the
module communication wants to change to binary 1, then the voltage will pull low to
around 900 mV-1100 mV (0.9 volts – 1.1.volts). Voltages that do not meet these values
are not compliant.
Do not use a multi-meter to diagnose the bus authenticity since

the meter displays average voltages, instead use an approved
Oscilloscope.
Example of message for single wire buses (secondary control units)

structure on LIN-bus
The identifier byte contains the following information:
• Address of the secondary control unit
• Message length
• Two bits for data safeguarding
The identifier determines whether the master sends data to the secondary control unit
or whether it expects an answer from the slave. The main body contains the message
for the secondary control unit. The checksum is located at the end of the message.
The checksum ensures effective data safeguarding during transmission. The checksum
is created by the master via the data bytes and is attached at the end of the
message.The current messages are transmitted cyclically by the LIN-bus master.
The LIN-bus secondaries wait for commands from the LIN-bus master and communicate
with it only on request.
56
Example of message structure on LIN-bus.

1 Synchronization pause 6 Data field
2 Synchronization range 7 Checksum
3 Identifier 8 Message header
4 Start 9 Message body
5 Stop
15. What is “FlexRay”: FlexRay bus system?

FlexRay is a new communication system designed to meet the heightened demands of
the future networking of current and future functions in the vehicle. Growing technical
demands on a communication system for networking control units in the vehicle and
recognition of the fact that an open solution that can be standardized is desirable for
infrastructure systems - these were the motives for developing FlexRay.
The FlexRay consortium was founded to develop FlexRay. This included nearly all major
automobile manufacturers and suppliers worldwide, plus semiconductor manufacturers
and systems experts for the field of communications technology.
FlexRay offers an extremely efficient, real time data transfer between the electrical an
mechatronic components of the vehicle. With a data transfer rate of 10 Mbps, FlexRay
is significantly faster than the data buses employed in the areas of body and
powertrain/suspension on today’s vehicles.
57
Main Bus Systems Overview
The electronic control units in the vehicle are connected to one another via a network.
In this system network, the central gateway module plays a decisive role. The central
gateway module is responsible for ensuring that information is transferred from one
bus system to another bus system.
In BN2020 vehicles, the engine control system and chassis control system are linked via
the PT‐CAN (or PT‐CAN2) and the FlexRay bus system to the ZGM. The control units of
the general vehicle electrical system are connected via the K‐CAN and the K‐CAN2.
For most control units in the area of information and communication technology, the
MOST is available as an information carrier.
The vehicle diagnosis communicates across the D‐CAN. The vehicle is programmed /
encoded via the Ethernet access. The overall network consists of various bus systems
that ensure communication between the individual control units.
In principle, two groups of bus systems are distinguished:
Index Explanation
Main bus Ethernet, FlexRay, K‐CAN, K‐CAN2,(3,4,5)

systems ICM-CAN, MOST, PT‐CAN and PT‐CAN2
Sub-bus BSD, D‐CAN (diagnosis CAN), LIN, Local-CAN

systems
Body CAN, K‐CAN

The K‐CAN is responsible for communication of the
components with low data transfer rates. The K‐CAN is
also linked to the other bus systems across the central
gateway module. A number of control units in the
K-CAN have a LIN bus as sub‐bus.
The K‐CAN has a data transfer rate of 100 or 500 Kbps
depending on vehicle model and consists of two twist-
ed wires.
The K‐CAN has the possibility to be

operated as a single-wire bus in the K-CAN on F30
event of errors.
58
Body CAN2, K‐CAN2, K-CAN3, K-CAN4, K-CAN5
The K‐CAN2, 3, 4 and 5 is responsible for communica-
tion of the control units with high data transfer rates. The
K‐CAN2 is also linked to the other bus systems across
the central gateway module. A LIN bus is connected as a
sub-bus on most control units in the K‐CAN2, 3, 4 and 5.
K‐CAN2, K-CAN3, K-CAN4 and K-CAN5 have a data
transfer rate of 500 Kbps and consist of two twisted
wires. K-CAN2 on F30
Powertrain CAN, PT‐CAN

The PT‐CAN connects the engine control system with the
transmission control unit, but also interconnects systems in
the area of safety and driver assistance systems. It is line-based
with tap lines to the individual systems.
The PT‐CAN has a data transfer rate of 500 Kbps and consists
of two twisted wires.
Powertrain CAN2, PT‐CAN2

The PT‐CAN2 forms a redundancy for the PT‐CAN in the area
of the engine control system and also transfers signals to the
PT-CAN & PT-CAN2
fuel pump control. on F30
The PT‐CAN2 has a data transfer rate of 500 Kbps and consists
of two twisted wires with an additional wake-up line.
Ethernet
Ethernet is a manufacturer-neutral, cable-bound network tech-
nology. The protocols TCP/IP (Transmission Control Protocol/
Internet Protocol) and UDP (User Datagram Protocol) are used
as transfer protocols.
This bus has a data transfer rate of 100 Mbps.
MOST Bus System

MOST (Media Oriented System Transport) is a data bus
technology for multimedia applications. The MOST bus uses
light impulses for data interchange and has a ring structure.
Data transfer on the ring bus takes place in one direction only.
Only the central gateway module can implement data exchange Ethernet & MOST
on F30
between the MOST bus and other bus systems. The Car
Information Computer functions as master control unit; the gate-
way to the remaining bus system is the central gateway module.
59
ICM-CAN
Despite the fact that the PT-CAN and F-CAN work at a high bit rate
of 500 Kbps, they would have been overloaded by the signals from
the ICM and QMVH control units. For this reason, the ICM-CAN was
introduced.
The ICM coordinates longitudinal and lateral dynamic control functions,
which include the familiar Active Steering and the Dynamic Performance ICM-CAN
Control [with QMVH], currently available in the E71 and E70M/E71M. on F30
The ICM-CAN is a two-wire bus on which data is transmitted at

500 Kbps. The two terminating resistors, each with 120 Ω, are located
in the ICM and QMVH control units.
FlexRay
With a maximum data transfer rate of 10 Mbps per
channel, FlexRay is significantly faster than the data buses
employed so far in the areas of body and powertrain/sus-
pension in motor vehicles. The central gateway module
sets up the link between the various bus systems and the
FlexRay. Depending on the fitted equipment in the vehi-
cle, the ZGM has one or two so-called star couplers, each FlexRay on F30
with four bus drivers.
The bus drivers forward the data of the control units across the communication con-
troller to the central gateway module (ZGM). The deterministic data interchange ensures
that each message is transferred in the time-controlled section in real time. Real time
means that the transmission takes place in a specified time.
Possible Faults in Bus Systems

If faults occur in the communication framework, fault entries are created in the control
units involved. Here, a distinction can normally be made between line faults and logical
faults such as missing messages.
The following fault causes can lead to bus faults:

• Short circuit of a bus line
• Interruption of a bus line (open circuit)
• Fault in a gateway
• Fault in the transmitter or receiver of a control unit
60
This procedure evaluates the fault entries as a whole. The evaluation of the combination
of existing fault entries provides the most probable fault cause.
If there has been an undervoltage situation in the vehicle, bus faults can also (erroneous-
ly) be entered. Check whether an undervoltage fault is stored in more than one control
unit. If this is the case, there is no further evaluation of the bus faults; the fault cause can
be found in the area of the voltage supply.
It should be borne in mind that a fault cause generally causes

a number of fault entries in different control units.
G12 Bus Overview
61
Bus Diagnosis
Introduction
In the vehicles of today, components and control
units are networked by means of data buses. Data
buses are capable of transmitting messages with sig-
nals where the connected control units only read off
those messages and signals that are of relevance to
their operation.
The data bus that is used the most is the CAN data bus (CAN: Controller Area Network).
There are several CAN buses with different data transfer rates in each vehicle. For exam-
ple, the PT‐CAN has a fast data transfer rate, the K‐CAN a slower data transfer rate.
A fiber-optic cable bus is used for navigation and entertainment: the MOST bus (“Media
Oriented System Transport”).
The following options are available for locating faults in data buses and in control units:
• Test module for diagnosing CAN buses in the diagnostic system: Bus system
analysis. The procedure for opening the diagnostic module in the ISTA (Integrated
Service Technical Application) diagnosis system is as follows:
Activities > Function structure > 03 Body > System analyses > CAN functions >
System analysis.
The test module is automatically entered in the test schedule if at least one mes-
sage error (message missing) has been recorded.
• Checking the terminating resistors: Checking the terminating resistors can also be
useful for bus diagnosis.
• Procedure for diagnosis on the MOST buses: MOST system analysis. The proce-
dure for opening the test module in the ISTA diagnosis system is as follows:
Activities > Function structure > 03 Body > Audio, video, telephone, navigation
(MOST ring) > MOST functions > MOST system analysis.
62
Bus System Analysis
The bus system analysis narrows down the cause of intermittently occurring faults in the
area of the data buses and control units.
All cases where a data bus or control unit only fails temporarily (i.e.
intermittently) are difficult for diagnosis. In such cases, the entries in
the control units' fault memories do not point unambiguously to an
intermittent failure of a particular data bus or control unit.
Intermittent failure of a particular data bus or control unit causes many different fault
memory entries in several control units. The system analysis routine processes all of
these DTC fault code entries (message missing) for all control units. In this process it
employs a probability calculation to localize the fault cause within a specific sector.
If a data bus fails completely and permanently, the affected control units are no longer
available for diagnosis. The fault is thus “easy” to locate.
63
Terminating Resistors
The following list contains the installation location for the Terminating Resistors.
Vehicle Data Bus Terminating resistor location Notes
1 Resistor is in the DSC Vehicles with

F-CAN 1 Resistor is in the DSC sensor (under Dynamic Stability
the front passenger seat) Control (DSC)
R5x and R6x
1 Resistor is in the SZL Vehicles with steer-

PT-CAN
1 Resistor is in the EPS ing angle sensor
1 Resistor is in the cumulative steering-angle

sensor in the steering box Vehicles
with AS
1 resistor is in the DSC sensor (under (Active Steering)
the front passenger seat).
F-CAN
1 Resistor is in the DSC
Vehicles
E60, E61, 1 Resistor is in the DSC “sensor 2” ( under the front without AS
E63, E64 passenger seat; DSC “sensor 1” is under (Active Steering)
the driver’s seat)
From 09/2005, the

1 resistor is in the DSC resistor in the SGM
PT-CAN is now in the KGM
1 resistor is in the SGM (Body Gateway
Module)
1 Resistor is in the front wiring harness at the right
spring strut dome. This resistor can be disconnected Just one Resistor
from the PT CAN. can be
E65, E66 PT-CAN
disconnected (front
1 Resistor is in the wiring harness under the back wiring harness).
seat. This resistor cannot be disconnected.
1 Resistor is in the SZL

F-CAN ---

PT-CAN ---
1 Resistor is in the EMF
E7x
1 Resistor is in the ICM

ICM-CAN ---
1 Resistor is in the QMVH
F0x Vehicles
FlexRay* 1 Resistor on each damper satellite of the VDM differ from this
arrangement.
64

F-CAN ---
1 Resistor is in the SZL
E8x and E9x

PT-CAN ---
1 Resistor is in the EKP
1 Resistor is in KOMBI
PT-CAN ---
1 Resistor is in EMF
1 Resistor is in DME
PT-CAN2 1 Resistor is located in ---
component R3
F01/F02
1 Resistor in ZGM
K-CAN2 ---
1 Resistor in JBE
For further information regarding the FlexRay

FlexRay* refer to ST401 Body Electronics II Training Manual ---
available on TIS and DRIFT.
PT-CAN ---
1 Resistor in DME
PT-CAN2 ---
1 Resistor in EKP
F06
1 Resistor in ZGM
K-CAN2 ---
1 Resistor in JBE
For further information regarding the FlexRay

FlexRay* refer to ST401 Body Electronics II Training Manual ---
65
PT-CAN ---
PT-CAN2 ---
1 Resistor is in EKPS
F07
1 Resistor in ZGM
K-CAN2 ---
1 Resistor in JBE
For further information regarding the FlexRay It depends on the

FlexRay* refer to ST401 Body Electronics II Training Manual equipment of the
available on TIS and DRIFT. vehicle.
1 Resistor in KOMBI
PT-CAN ---
1 Resistor in EMF
PT-CAN2 ---
1 Resistor is in EKPS
F10/F12/F13
1 Resistor in ZGM
K-CAN2 ---
1 Resistor in JBE

66
PT-CAN ---
PT-CAN2 ---
1 Resistor is in EKP
F25
1 Resistor in ZGM
K-CAN2 ---
1 Resistor in JBE

1 Resistor is in FEM
PT-CAN ---
PT-CAN2 ---
1 Resistor is in GSW
F30
1 Resistor in FEM
K-CAN2 ---
1 Resistor in REM

67
PT-CAN PT-CAN 1, 1 Resistor in EMF and 1 in Kombi

---
PT-CAN2 PT-CAN 2, 1 Resistor in DME and 1 in GWS
1 Resistor in BDC
K-CAN2 R2
1 External behind rear fuse box
1 Resistor in BDC
F15 K-CAN3 R3
1 External behind rear fuse box
1 Resistor in BDC
K-CAN4 R4
1 External left side behind under rear seat

PT-CAN PT-CAN 1, 1 Resistor in DME and 1 in Kombi

---
PT-CAN2 PT-CAN 2, 1 Resistor in DME and 1 in EGS
1 Resistor is in BDC
K-CAN2 1 Resistor External Right side C-Pillar Under Panel R2
lower section of C-pillar
F48 K-CAN3 1 Resistor External Right side C-Pillar Under Panel R3
K-CAN4 1 Resistor External Right side C-Pillar Under Panel R4

68
1 Resistor in Kombi
PT-CAN R5
1 External driver side kick panel
1 Resistor in DME
PT-CAN2 R6
1 External passenger side kick panel
1 Resistor in BDC
K-CAN2 R2a
1 External passenger side
1 Resistor in BDC
G12 K-CAN3 R3
1 External passenger side B-pillar
1 Resistor in BDC
K-CAN4 R4a
1 External drivers side trunk
1 Resistor in Radio Control Receiver

K-CAN5 A203
1 Resistor in BDC

FlexRay* = In the same way as most bus systems, resistors for termination (as bus termination) are also used at
both ends of the data lines on the FlexRay to prevent reflections on the lines. If only one control unit is
connected to a bus driver (e.g. SZL to the bus driver BD0), the connections on the bus driver and on
the control unit are fitted with a terminal resistor. This type of connection at the central gateway module
is called "end node termination". If the connection at the control unit is not the physical finish node (e.g.
DSC, ICM and DME at the bus driver BD2), it is referred to as a FlexRay transmission and forwarding
line. In this case, both components must be terminated at the ends of each bus path.
For further information regarding the FlexRay refer to ST401 Body Electronics II training information
69
Bus Wire Colors
The following Bus Wire Color table is intended as a guideline only. Please reference the
appropriate wiring diagram (SSP) for more information.
Vehicles E8x - E9x E7x E65 / E66 E6x
High: BL/RT or SW High: BL/RT or SW High: BL/RT or SW High: BL/RT or SW
PT-CAN
Low: RT or GE Low: RT or GE Low: RT or GE Low: RT or GE
High: WS/GE High: WS/GE NA NA
F-CAN
Low: WS/BL Low: WS/BL NA NA
NA High: BL/BR NA NA
ICM-CAN
NA Low: BL/SW NA NA
NA BP: RS NA NA
FlexRay_0
NA BM: GN NA NA
BP = Bus Plus
BM = Bus Minus
70
Vehicles F25 F30 F10 F07 F06 F01 / F02
H: BL/RT or H: BL/RT or H: BL/RT or

H: BL/RT or SW H: BL/RT or SW H: BL/RT or SW
SW/BL SW/BL SW/BL
PT-CAN
L: RT or GE L: RT or GE L: RT or GE L: RT or GE L: RT or GE L: RT or GE
H: WS/GE or H: WS/GEor H: WS/GE H: WS/GE or

H: WS/GE or SW H: WS/GE or SW
SW/WS SW/WS or SW /WS SW/WS
PT-CAN2
L: WS/BL or GE L: WS/BL or GE L: WS/BL or GN L: WS/BL or GE L: WS/BL or GE L: WS/BL or GE
H: GE/RT H: GE/RT H: GE/RT H: GE/RT H: GE/RT H: GE/RT

K-CAN2
L: GE/BR L: GE/BR L: GE/BR L: GE/BR L: GE/BR L: GE/BR
BP: RS BP: RS/SW or GN BP: RS BP: RS BP: RS BP: RS

FlexRay_0
BM: GN BM: GN or RS/BL BM: GN BM: GN BM: GN BM: GN
BP: RS/WS or BP: RS/WS or

BP: RS/RT or RS BP: RS/BL BP: RS/BL NA
RS/BL RS/BL
FlexRay_1
BM: GN/WS or BM: GN/WS or
BM: GN BM: GN/BL BM: GN/BL NA
GN/BL GN/BL
BP: RS/BL or BP: RS/BL or BP: RS/BL or BP: RS/BL BP: RS /BL
BP: RS or RS/BL
RS/RT RS/WS or RS RS/WS or RS or RS/WS or RS or RS/WS or RS
FlexRay_2
BM: GN/BL or BM: GN/BL or BM: GN/BL or BM: GN/BL BM: GN/BL
BM: GN or GN/BL
GN/RT WS or GN GN/WS or GN or GN/WS or GN or GN/WS or GN
BP: RS/WS or BP: RS/WS BP: RS/WS BP: RS/WS

BP: RS/BL or SW BP: RS/WS or RS
RS/RT or RS/RT or RS or RS/RT or RS or RS/RT or RS
FlexRay_3
BM: GN/SW or BM: GN or BM: GN/WS or BM: GN/WS BM: GN/WS BM: GN/WS
GE GN/WS GN/RT or GN/RT or GN or GN/RT or GN or GN/RT or GN
NA NA NA NA NA BP: RS
FlexRay_4
NA NA NA NA NA BM: GN/RT
BP: RS/RT or BP: RS/RT or BP: RS/RT or BP: RS/RT or

NA NA
RS/SW RS/SW RS/SW RS/WS
FlexRay_5
BM: GN/BL or BM: GN/BL or BM: GN/BL or BM: GN/BL or
NA NA
GN/SW GN/SW GN/SW GN/SW
NA NA BP: RS or RS/SW BP: RS or RS/SW BP: RS or RS/SW BP: RS or RS/SW

FlexRay_6
BM: GN/WS or BM: GN/WS or BM: GN/WS or BM: GN/WS or
NA NA
GN GN GN GN
NA NA BP: RS BP: RS BP: RS BP: RS

FlexRay_7
NA NA BM: GN BM: GN BM: GN BM: GN
71
Vehicles F15 F48 G12
High: RT High : BL/RT High: GE/ SW

PT-CAN
Low: BL/RT Low : RT Low : GE/WS
High : WS/GE High : WS/GE High : WS/GE

PT-CAN2
Low : WS/BL Low : WS/BL Low : WS/BL
High : GE/RT High : RT High : GE/BR

K-CAN2
Low : GE/BR Low : GE Low : GE/RT
BP: BL BP: BL BP: GE/BR

K-CAN3
BM: BR/GE BM: GN BM: GE/SW
BP: SW/BL BP: WS BP: GN

K-CAN4
BM: BL/WS BM: VI BM: OR/GN
-- -- BP: GR/SW
K-CAN5
-- -- BM: GR/RT
BP = Bus Plus
BM = Bus Minus
72
Vehicles F15 F48 G12
BP: RS/BL or RS/WS BP: RS/SW or RS/BL BP: RS/WS or RS/BL

FlexRay_0
BM: GN BM: GN BM: GN or GN/SW
BP: RS or RS/BL BP: RS or RS/SW BP: GN/RT or RS/BL

FlexRay_1
BM: GN BM: GN BM: RS or GN/BL
BP: RT or GN/RS or
BP: GN/BL or GN/WS BP: RS/BL or GN/RT
RS
FlexRay_2
BM: GN or RS/WS or
BM: RS/RT or RS/SW BM: GN/BL or RS/RT
GN
BP: GN or GR/BL BP: GR/WS BP: RS/RT or RS/BL

FlexRay_3
BM: RT or RS/BL BM: RS/SW BM: GN/RT or GN/BL
NA NA BP: RS/WS
FlexRay_4
NA NA BM: GN/SW
NA NA BP: RS/RT
FlexRay_5
NA NA BM: GN/RT
NA NA BP: RS
FlexRay_6
NA NA BM: GN
NA NA BP: RS/SW
FlexRay_7
NA NA BM: GN/WS
73
CAN Bus Diagnosis
In order to more easily diagnose the CAN bus it is important to understand some key
elements of its principles of operation. The CAN (Controller Area Network) bus system
is a linear bus system that is characterized by the following features:
• Signals are broadcast in both directions.
• All bus users receive a message. Each bus user decides whether
to process the message or not.
• Additional bus users can be added by connecting them in parallel.
• The bus system constitutes a multimaster system which means that each bus
user can be a Master or a Secondary Control Module depending on whether
it is connected as a transmitter or receiver.
• The transmission medium is a two-wire twisted connection. The cores are
designated CAN Low and CAN High.
In principle, each bus user can use the bus to communicate with all other bus users.
An access mechanism controls data exchange on the bus. The main differences
between the K-CAN (Body CAN) bus, the PT-CAN (Powertrain CAN) bus and the
F-CAN (Chassis CAN) bus are detailed below:
Transfer rate
Data Bus Note
[Kbps]
K-CAN 100 or 500 Single-wire operation possible.
PT-CAN 500 Single-wire operation NOT possible.
F-CAN 500 Single-wire operation NOT possible.
What is a Master Control Module?

A master control module is the active communicating node, i.e. the one that initiates
communication. The master control module is in control of the bus and manages com-
munication. The master can send messages to the passive bus users (secondary control
modules) in the bus system and can receive messages from them on request.
What is a Secondary Control Module?

A secondary control module is a passive communicating node. This type of control
module is instructed to receive and send data.
What is a Multimaster System?

A multimaster system is one in which all communication nodes can take on the role of
master or secondary control module at a particular time, this is, all nodes connected to
a CAN network are able to “talk” and “listen” to each other.
74
Testing Instructions
There are two main procedures in order to test a CAN network. They are:
• Voltage test (oscilloscope) - For this test it is paramount that the battery
is connected and the ignition is switched on i.e. KL_15 on.
• Resistance measurement - Prior to the resistance measurement, the test com-
ponent must be de-energized. The battery must be disconnected to ensure this
condition. Please wait around 3 minutes until all system condensers have dis-
charged.
Even though a simple voltage test with a DVOM could be done, such
test would not suffice as the DVOM only indicates the average volt-
age in the bus line. In other words, this is not a conclusive measure-
ment to determine if the bus is communicating correctly or not!
CAN-bus not Operative

If the K-CAN or PT-CAN data bus is not working, there may be a short circuit or open
circuit on the CAN_L / CAN_H line. Alternatively, a control module might be faulty.
The following procedure is recommended to localize the cause of the fault:
1. Disconnect the bus users from the CAN bus one after the other until the cause
of the fault (control module “X”) is found.
2. Check the lines of control module “X” for a short/open circuit.
3. If possible, check control module “X” itself.
4. However, this procedure only leads to success if a tap line from a control module
to the CAN bus has a short circuit. If a line in the CAN bus itself has a short circuit,
the wiring harness must be checked.
75
K-CAN, PT-CAN and F-CAN Oscilloscope Measurement
In order to obtain a clear idea of whether the CAN bus is functioning correctly, you must
be able to observe activity on the bus. This does not mean that you need to analyze the
individual bits or learn how to decode the binary CAN protocol; you simply need to
observe whether or not the CAN bus is working/communicating. This is why we utilize
the oscilloscope test as it can help us determine whether the bus is operating without
faults.
When you measure the voltage between the CAN Low line (or CAN High line) and the
circuit ground, you should receive a rectangle-like signal in the following voltage ranges:
K-CAN PT-CAN
These values are approximate values and can These values are approximate values and can
vary by a few hundred milli-volts [mV] vary by a few hundred milli-volts [mV]
depending on the bus load. Oscilloscope set- depending on the bus load. Oscilloscope set-
tings for the measurement of the K-CAN: tings for the measurement of the PT-CAN
(or any fast CAN, i.e. 500 Kbps):
Data Bus Voltage Data Bus Voltage
K-CAN_L to Binary 0 = ~5V PT-CAN_L to Binary 0 = ~2.5V

Ground Binary 1 = ~1V Ground Binary 1 = 1.5V
K-CAN_H to Binary 0 = ~0V PT-CAN_H to Binary 0 = ~2.5V

Ground Binary 1 = ~4V Ground Binary 1 = ~3.5V
Voltage/div Time Voltage/div Time

Channel Channel
[V/div] [μs/div] [V/div] [μs/div]
Channel 1 1V/div Channel 1 1V/div
50-100 10
Channel 2 1V/div Channel 2 1V/div
76
Terminating Resistor Testing
From an electrical point of view, a current carrying conductor always has an ohmic,
inductive and capacitive resistance. When transmitting data from point "A" to point "B",
the total sum of these resistances has an effect on data transmission. The higher the
transmission frequency, the more effective the inductive and capacitive resistance.
Ultimately, it is possible that a signal, which is no longer identifiable, is received at the
end of the transmission line. For this reason, the line is "adapted" by terminating resis-
tors, ensuring the original signal is retained.
Inductive resistance occurs, for example, as the result of the coil effect in the line.
Capacitive resistance occurs, for example, by installing the line parallel to the vehicle
body.
The terminating resistors used in a bus system vary. They generally depend on the
following parameters:
• Frequency of data transmission on the bus system.
• Inductive or capacitive load on the transmission path.
• Cable length for data transmission.
The longer the line, the greater the inductive component of the line. The control units
are divided into basic control units and other control units. The resistance value deter-
mines this division.
Terminating resistors are used to ensure exact signal progression in the bus systems.
These terminating resistors are located in the control units of the bus systems.
K-CAN terminating resistor

No defined resistance test can be carried out on the K-CAN data bus as the resistance
varies depending on the internal switching logic of the control modules. The Values of
the terminating resistors on the KCAN varies from 800-12,000Ω, so this test is of little
value for diagnosis.
Index Description
1 Control module
2 Microprocessor
3 Terminating resistor
Transmit and
4 receive unit
5 MOSFET
Terminating resistor
schematic of K-CAN
77
PT‐CAN, F‐CAN terminating resistor
In order to prevent signal reflection, two (2) terminal resistors (120 Ω each) are incorpo-
rated into two (2) CAN bus communicating nodes, at the farthest ends of any fast CAN
network, i.e. 500 Kbps. The two terminal resistors are connected in parallel and form an
equivalent resistance of 60 Ω. When the supply voltage is switched off, this equivalent
resistance can be measured between the data lines (CAN_L and CAN_H).
In addition, the individual resistors can be tested independently. For this procedure
the communicating node must be disconnected from the network. Then measure
the resistance on the connector between the CAN Low and CAN High lines.
Control Module “A” Control Module “Z”
Terminating resistor
schematic of K-CAN
Index Description
1 Control module
2 Microprocessor
3 Terminating resistor
Transmits and
4 receive unit
5 MOS-FET
78
K-CAN terminator
As with most bus systems, terminating resistors are used for termination for the
K-CAN to avoid reflections on the data lines.
The terminating resistors to prevent signal reflection on newer vehicles such as the
F48 and G12 are located in the:
• Body Domain Controller
• K-CAN Terminators (located in the wiring harness)
All other control units are connected at the K-CAN terminator without a terminating
resistor.
K-CAN Terminator
Depending on the equipment package, in the CAN terminator the terminating resistor
for the corresponding CAN bus is installed. The terminating resistor consists of two
resistances connected in parallel, each 60 Ohm. A measuring circuit connected to
ground with a capacitor for the reduction of high-frequency faults is also installed.
Ferrite beads are installed for all bus lines in the CAN terminator. Ferrite beads suppress
high-frequency faults on the CAN data lines, this allows wire lengths of up to 5 m in the
wiring harness.
Ferrite Core
A ferrite core (1) is a component made from the ferromagnetic material iron oxide
hematite (Fe203). It is characterized by low or no conductivity. The inductance or the
magnetic field is increased as part of a coil (throttle or transformer). If a ferrite core is
secured around a conductor, which routes signals at low frequency or direct current volt-
age, high-frequency faults are attenuated with its help.
79
Installation Location of CAN Terminators
Using the F48 as an example, depending on the vehicle and equipment package,
a maximum of four CAN terminators are installed.
The installation locations are shown in the following graphic.
F48 X1
Index Description
1 CAN terminator integrated in the Body Domain Controller
2 K-CAN3 terminator, rear right
3 K-CAN2 terminator, rear right
4 K-CAN4 terminator, rear left
NOTES
80
Inspection procedure for resistance test
(Fast CAN i.e. 500 Kbps)
1. The CAN bus must be de-energized.
2. No other testing equipment must be in use (connected in parallel).
3. The measurement is taken between the CAN Low and CAN High lines.
4. The actual values may differ from the setpoint values by a few ohms.
5. Make sure to verify the condition of the DVOM and the leads.
The nominal value for the equivalent resistance is 60 Ω but measured values are typically
between 50 and 70 Ω. The measured values should be nearly the same at each point of
the bus network.
If the value is below 50 Ω, please check the following:
• there is no short circuit between CAN_H and CAN_L
• there are no more than two terminating resistors (each 120 Ω)
• the nodes do not have faulty transceivers
If the value is higher than 70 Ω, please check the following:
• there are no open circuits in CAN_H or CAN_L
• the bus system has two terminating resistors (one at each end)
and that they are 120 Ω each
Not all vehicles have a terminating resistor on the CAN bus. Use the
wiring diagram to check whether the connected vehicle has a termi-
nating resistor. There is also a table with the terminating resistors
contained elsewhere in this training manual.
You can reference the Oscilloscope Library at the end of this

Training Manual.
81
FlexRay Diagnosis
FlexRay is a relatively new communication system which aims at providing reliable and
efficient data transmission with real-time capabilities between the electrical and mecha-
tronic components for the purpose of interconnecting innovative functions in motor
vehicles, both today and in the future.
FlexRay provides an efficient protocol for real-time data transmission in distributed
systems as used in motor vehicles.
With a data transmission rate of 10 Mbits/s, the FlexRay is distinctly faster than the
data buses used in the area of the chassis, drive train and suspension of today's
motor vehicles.
FlexRay supports not only the higher bandwidth but also deterministic data interchange;
its configuration is error-tolerant. This means that even after failure of individual compo-
nents, reliable continued operation of the remaining communication systems is enabled.
The central gateway module (ZGM) sets up the link between the various bus systems
and the FlexRay.
What are the advantages of FlexRay?

• High bandwidth (10 Mbits/s compared to 0.5 Mbits/s of the CAN)
• Deterministic (= real-time capabilities) data transmission
• Reliable data communication
• Supports system integration
• Standard in automotive industry
82
How is FlexRay connected?
Depending on the vehicle equipment, the central gateway module (ZGM) is equipped
with two (2) star couplers each with four (4) bus drivers. The bus drivers forward the data
of the control modules via the communication controller to the central gateway module
(ZGM). Depending on the type of termination, the FlexRay control modules are connected
to these bus drivers in two different ways. Terminal resistors are used on both ends of
the data lines on the FlexRay to prevent reflections. If only one control module is con-
nected to a bus driver (e.g. SZL on partial bus system 0, see wiring diagram), the con-
nections at the bus driver and at the control module are each fitted with a terminal resis-
tor. If the connection to the control module is not the physical end-node (e.g. DSC, ICM
and DME on the 2nd partial bus system): The two components must be terminated at
the ends of the respective paths with terminating resistors.
Example: F0x Maximum Equipment
Example: F25 Maximum Equipment
83
Wake-up and Sleep Characteristics
The control units on the FlexRay can be woken by a bus signal. Despite this, the activa-
tion of most control units occurs on the FlexRay via an additional wake-up line from the
Car Access System (CAS). The wakeup line has the same function as the wake-up line
(terminal 15 WUP) used to date in the PT‐CAN. The signal path corresponds to the sig-
nal path of the PT‐CAN.
Synchronization
To implement synchronous execution of individual functions in networked control mod-
ules, a common time base is necessary. As all the control modules work internally with
their own clock generator, time synchronization must take place via the bus. When start-
ing up the Central Gateway Module, the control modules (ZGM, DSC, ICM and
DME/DDE) operate as synchronization nodes.
For fault-free synchronization of the FlexRay bus system, communication from ZGM to
at least two (2) of the control modules is required. If e.g. the DSC has failed, the control
modules ICM and DME/DDE are used as synchronization nodes. If the FlexRay is faulty,
the bus lines of the control modules ZGM, ICM, DSC and DME/DDE must be checked.
Fault Handling
For faults on the bus system (e.g. short circuit to B+ or short circuit to ground) or at the
control modules on the FlexRay itself, individual control modules or entire paths from the
bus communication can be excluded. Not included in this is the path with the four (4)
authorized control modules to perform wake up function on the FlexRay:
• ZGM
• DME/DDE
• DSC
• ICM
No engine start is possible if an interruption of the communication between the control
modules occurs.
Wiring
The wiring of the FlexRay bus system is designed as two-wire, twisted cable (partially
clad). Some of the terminal resistors are located in the central gateway module and in
the user devices.
84
Measurements on the FlexRay
The various termination options mean that misinterpretations of the measurement
results can occur. Measuring the resistance of the FlexRay lines cannot provide a 100%
deduction in terms of the system wiring. In the case of damage such as pinching or con-
nector corrosion, the resistance value may be within the tolerance when the system is
static.
In dynamic mode, however, electrical influences can cause increased surge resistance,
resulting in data transmission problems.
It is possible to repair the FlexRay bus. If damaged, the cables can be connected using
conventional cable connectors. Special requirements, however, must be observed when
reinstalling the system.
The wiring of the FlexRay system consists of twisted lines. Where possible, this twisting
should not be altered during repairs. Repaired areas with stripped insulation must be
sealed again with shrink-fit tubing. Moisture can affect the surge resistance and there
fore the efficiency of the bus system.
For resistance measurement in the FlexRay, be sure to observe

the vehicle wiring diagram!
For more information on Data Buses please refer to

ST401 – Body Electronics II Training Manual.
You can reference the Oscilloscope Library at the end of this

Training Manual.
85
Wiring Diagrams
Introduction
The Wiring Diagrams (SSP) divide the vehicle electrical system into individual circuits.
Components which interact with that circuit are shown on the same schematic.
In order to provide a standard for the way in which a wiring diagram is written and read,
there are general rules that apply. Components are drawn in such a way that their gen-
eral layout and function are self-explanatory. They are arranged on the page so that the
current path can be followed from positive (top) to negative (bottom).
General Guidelines
Wiring Diagram “SSP-SP0000020123 LH Rear Seatback Adjustment”
will be used as an example.
To obtain more information on Index Explanation
a component or signal select
any blue hotbox on the wiring 1
Switches and relays are always
shown in their rest position. (e.g. K135)
diagram (additional information
should appear to the right of A component drawn in a dotted line indicates
the SSP, such as EBO, STA, 2 that only part of the component is shown. (e.g. A3)
PIB, etc.). It is also helpful to
press the Document button, 3
A component drawn as a solid line indicates
on the lower left of the naviga- that all of that component is shown. (e.g S10494)
tion bar on ISTA, after select-

The dotted line between connectors indicate
ing a component’s blue hot- 4 that all the pins belong to that connector
box. This will show you all rele-
vant SSP regarding the com- 5
Terminal operation is usually noted
ponent you just selected. within a component box
Component designation is shown

6 to the right of the box. (e.g. A3, K135, etc.)
Component name is shown under component

7 designation. (e.g. Light module; Relay,
rear compartment backrest)
Splice points are shown between components, noted by

8 a connector number. (e.g. X10664, X1019, etc.)
Signal name, wire cross section and color are noted

9 as a list to the right of the wire. Of note, the wire
cross section is given in square millimeters (mm2)
86
SSP-SP0000020123 LH Rear Seatback Adjustment
2
5 6
7
4 9
}
3
4
4 4
4 4
87
Boxes, lines, splices and connectors
Index Explanation
1 Entire component
2 Part of a component
Plug connector connected

3 to the component
4 Component with screw clamps
Component housing directly

5 connected to vehicle ground
Plug connector connected to

6 the component connecting line
NOTES
88
Index Explanation
This fuse also supplies

1 further components.
There may be other cable

2 connectors on the dotted line.
NOTES
89
Index Explanation
Component in the Junction

1 Box (Z1): A34
Component in the Junction Box:

2 Fuse F51
Junction box consisting of power

3 distribution box and control unit
Junction Box Electronics (JBE)
NOTES
90
Index Explanation
1 Red = voltage supply
2 Brown = ground
3 Pin number 4
4 SFFA signal
5 Line cross-section 0.35 mm2
Wire color grey and black

6 (GR/SW)
Plug connector component

7 code X256
8 Ground component code X172
2 pins in the same plug

connector Broken line indicates
9 connecting points of this plug
connector
NOTES
91
Index Explanation
1 Shielded line
2 Shielding
NOTES
92
Wiring Diagram Symbols
Battery Fuse Antenna
Heating Element Hot Film Air Mass Meter Aux-In Connector
Ignition Coil Inflator Assembly USB Connector
Light Bulb LED Microphone
Relay Switch Speaker
93
Wiring Diagram Symbols (cont.)
Permanent Magnet Motor Permanent Magnet Motor PMM (3 Phase)
Brake Pad Sensor Hall Sensor Knock Sensor
O2 Sensor (before CAT) O2 Sensor (after CAT) Pressure Sensor
Wheel Speed Sensor Terminal Point Safety Battery Terminal
Solenoid Solenoid Control Valve Solenoid Magnetic Clutch
94
Wiring Diagram Symbols (cont.)
Control Unit Transistor (NPN) Transistor (PNP)
Var Resistor (temp sensor) Variable Resistor
NOTES
95
Wire Color Abbreviations
RS WS RS
RT TR GN
SW BL GR
VI BR OR
Abbreviation English German

TR Transparent Transparent
WS White Weiß
VI Purple Violett
BL Blue Blau
BR Brown Braun
GE Yellow Gelb
GR Gray Grau
GN Green Grün
OR Orange Orange
RS Pink Rosa
RT Red Rot
SW Black Schwarz
96
Wiring Diagrams in Color
As of ISTA version 2.25 the wiring diagrams are color coded starting with F0x vehicles.
The following color characteristics was selected:
Red = Wiring for voltage supply
Brown = Wiring for ground
SSP-SP0000051703_Central Information Display

(F10/N63)
NOTES
97
All other wiring have a color label in a rectangle next to the wiring color. The distribution
of color labels in the rectangular represent the actual color of the wiring. The wiring dia-
grams for further series will be displayed in color as well.
Two new symbols are optionally available on the top left of the wiring diagram:
Hotspot for the wiring diagram legend explaining the symbols and wiring colors.
Hotspot for colored Functional Wiring Diagrams that show the complete system:
SSP-BTS-T6108032_Instrument Panel SSP-BTS-T6108035_Head-Up Display
(F10/N63) (F10/N63)
Click on the Eye symbol and a message appears stating that no

continuing documents can be displayed on the right. Click OK to
acknowledge this message. Then click the Documents button.
Matching overviews of functions are then displayed.
Component Descriptions from F01
On the basis of electrical component codes (e.g. B11: ride height sensor, rear left) the
system started to create standardized “Brief component descriptions” (FUB, FTD).
When the user selects the hotspot for a component on the wiring diagram, the Brief
component description will be shown with its own tab.
Information search with text search!
Beginning with version ISTA 2.23, procedures and service functions

can no longer be found via the text search. The search for procedures
therefore needs to be performed via the function network. Service
functions can only be searched for via the service functions selection
feature.
98
Digital Voltage-Ohm Meter
The ability to measure voltage, current flow, and resistance is important in the diagnosing
of electrical problems. Without the results of these measurements troubleshooting in an
electrical system is a futile process.
The instrument most commonly used to make electrical measurements
is called the Digital Voltage-Ohm Meter (DVOM).
Basic DVOM’s are capable of measuring:
• AC Voltage • DC Voltage
• Millivolts • Resistance
• Conductance • Capacitance
• Continuity • Diode Test
• Amps/Milliamps • Microamps
Advanced DVOM’s add:
• Frequency • RPM • Temperature
• Duty Cycle • Pulse Width
The DVOM provides for a method of accurate measurements.
Even though accurate measurements are the key to electrical
diagnosis, the following four factors determine the effectiveness
of the measurements:
• Accuracy of the measuring instrument.
• Correct installation in the circuit of the measuring instrument.
• Ability of the Technician to read the instrument.
• Skill of the Technician in interpreting the results.
As it is clearly seen, only one of the factors depends on the DVOM (e.g. accuracy),
the rest will always depend on the ability of the technician to read and interpret
the results.
Choosing a DVOM
A good choice of a DVOM is the IMIB, as its measuring system contains
a highly accurate DVOM.
Choosing a handheld DVOM from a reputable manufacturer, however, leaves the shop
IMIB free to perform other tasks that a DVOM can not do (e.g. Retrieval of fault codes,
Oscilloscope, etc.).
99
In choosing a DVOM several factors need to be considered, one of which is Impedance.
Electrical impedance is the measure of the opposition that a circuit presents to a current
when a voltage is applied. In other words, impedance is a comprehensive expression of
any and all forms of opposition to electron flow, including resistance and reactance
(inductance + capacitance). So we could say that impedance is the combined resistance
and reactance of any given circuit.
Impedance is measured in ohms (complex form) but Voltmeters with electromechanical
movements are typically given ratings in ‘Ohms per Volt’, whereas DVOM’s use ‘Ohm’s
of input resistance’ (see Impedance in the next section: “Understanding DVOM’s
specifications”). Meters with the highest impedance are the most accurate and will
ensure that no damage is caused to sensitive electronic circuitry.
When a Meter is connected across a circuit to measure voltage, it must be connected in
parallel. This adds parallel resistance. The total resistance in a parallel circuit is less than
the lowest resistance in that circuit (Ohms Law). Using a Meter with low impedance will
reduce the total resistance of the circuit and allow more current to flow.
A meter with low impedance can draw enough current to cause inaccurate measurement,
voltage drops or damage sensitive electronic circuit boards. A high impedance meter will
draw little current and insure accurate readings.
Using older type meters with low input impedance values (20,000 to
30,000 ohms-per-volt) can damage modern electronic circuits
and components or give inaccurate readings. A typical good modern
DVOM has values of over 1 M Ohm.
Test lights should be avoided for the same reason. They lower the total resistance
of the circuit and cause increased current flow. Other factors in choosing the proper
DVOM are:
• Cost
• Features
Basic DVOM’s are available reasonably priced. These basic models may be more
than sufficient for use in BMW Centers, given the availability of the IMIB for advanced
measurement and oscilloscope functions.
Advanced features and price go hand in hand. The more features added the higher the
cost. Some of those features may be worth the increase in cost (e.g. frequency, duty
cycle and pulse width). Other features may not (e.g. oscilloscope, graphing).
Choose a DVOM wisely based on personal preference and cost. Like many other tools
it is valuable in the diagnosis and repair of BMW’s. Experience has shown if the techni-
cian is not comfortable with the DVOM or confident in the results of the measurements,
the DVOM will not be used.
Considering the technology in BMW automobiles, diagnosing with a quality DVOM
certainly makes repairing the problem correctly and expediently a more manageable task.
100
Understanding DVOM’s specifications
Even if DVOM’s are one of the most common tools for electric measurements its specifi-
cations and features are often not fully understood. This could lead to not understanding
its limitations placing the user in a hazardous situation. The following information is
intended so you can better comprehend the significance of key DVOM’s specifications
and it will help you choose the correct DVOM that is best suited to your requirements.
Resolution
Resolution is defined as the smallest change in an input signal that produces a change in
the output signal. This specification is different from that of the display digits or display
count.
Display digits vs display count

Traditionally DVOM’s utilize a particular way of specifying their “Display Digits”. For
example a manufacturer might state a “3 ½ digit” DVOM. This means that there are
three complete digits, each of them going from zero to nine while an additional one (the
“1/2” portion) is only able to display either 0 for decimal readings (i.e. 0.999), or 1 for full
scale reading (i.e. 1999).
Some newer models now incorporate 3 ¾ or 4 ¾ digits. This means that the additional
digit (the “3/4” portion) is able to display either zero for decimal readings (i.e. 0.999 for a
3 ¾ or 0.9999 for a 4 ¾) or up to 3 for full scale reading (i.e. 3999 for a 3 ¾ or 39999
for a 4 ¾).
Another way of specifying this characteristic of the DVOM is the “Display Count”. This
means that a 3 ½ digit si described as a 2000 count DVOM (i.e. 1999 counts plus one
more count 0.999 for a total of 2000 counts). Take a look at the following table for a
comparison between “Display Digits” and “Display Count”.
Display Digit Display Range Display Count
3½ +/-1,999 2000
3¾ +/-3,999 4000
4½ +/-19,999 20000
4¾ +/-39,999 40000
4 4/5 +/-49,999 50000
101
Accuracy (Uncertainty)
From a metrologist's standpoint, what is specified as the manufacturer’s specification
sheet under accuracy is more properly deemed uncertainty. This is because accuracy
indicates the probability of the reading being accurate i.e. a specification of 1% uncer-
tainty would have an accuracy of 99%.
The accuracy of DVOM’s is different from the display resolution as the accuracy refers to
the maximum allowable limit of error in the readings. Typically DC accuracy is the one
used for advertising purposes as it is usually a better figure than those of other functions
in the device.
Accuracy is given as a percentage of the reading as opposed to a percentage of full
scale in analog multimeters. This specification is expressed as:
• ± (% of reading + number of least significant digit (LSD)).
The reading is the true value of the signal that the DVOM measures. The LSD repre-
sents the error due to internal tolerances and other factors that vary from function to
function.
Accuracy is given as a percentage of the reading as opposed to a percentage of full
scale in analog multimeters. This specification is expressed as ± (% of reading + number
of least significant digit (LSD)). The reading is the true value of the signal that the DVOM
measures. The LSD represents the error due to internal tolerances and other factors that
vary from function to function.
To put this into perspective lets picture a 4½ digit DVOM with a DC voltage accuracy of
±(1% + 2). If we then measured a 10.5 VDC output we would expect the meter to dis-
play a reading of 10.5 V ± 1%, or 10.395 V to 10.605 V. However, when we take into
consideration the LSD count, the last digit on the display can vary by ±2 counts!
What all of these means is that if the meter is set to the 20 V range, the two count will
be 0.002 V. The total uncertainty is ±((10.5 x (1/100)) + 0.002) = ±0.107 V. The meter
can display a value of 10.5 ± 0.107 V, or a range of 10.393 V to 10.607 V.
Different functions of the DVOM will typically provide less accurate

readings, such as AC signals, usually just optimized for 50-60 Hz pure
sine waves. It will also depend whether it is a TRMS or an AVG meter.
102
True RMS or Average-responding DVOM’s
In the digital multimeter world there are basically two types:
• Average-responding and;
• True Root Mean Square (TRMS).
The high end option would be the TRMS meter. This type of meter is able to measure
AC voltage or current and reflects the amount of power dissipated by a resistive load
driven by the equivalent DC value. In other words, the reading provided by this type of
meters is actually proportional to the square root of the average of the square of the
curve you are measuring, and not to the average of the absolute value of the curve.
However, if you know you are just going to perform AC readings from pure sine wave
inputs, then the more affordable average-responding meter will be a good choice.
Average-responding meters are designed to read the same as a TRMS meter but just
for this type of inputs. The disadvantage is that if you don’t know the type of wave you
will be measuring then this kind of meter will exhibit substantial errors if it is not a pure
sine wave input. Also, average-responding meters are only a good choice if measuring
linear loads e.g. resistance heating, induction motors or incandescent lights. This is
because whenever measuring non-linear loads, such as electronic controls, the meter
could render a lower reading than expected.
Input Impedance
Whenever the DVOM is used to measure voltage, the input impedance of the multimeter
must be very high compared to the impedance of the circuit being measured. This way
we ensure that the circuit operation remains unchanged so the reading is accurate. In
other words, the input impedance of a good DVOM is very important as we want to limit
the amount load on the circuit while taking a measurement.
It is recommended that you use a good modern DVOM with an impedance value of
more than 1 M Ohm of input impedance to avoid damage in modern electronic circuits
and components.
• Typical impedance for modern handheld digital multimeters is often either one or
ten megohms.
• High-end multimeters generally provide an input impedance of >10 Gigaohms for
ranges less than or equal to 10 V.
• Some high-end multimeters provide >10 Gigaohms of impedance to ranges greater
than 10 V.
103
Taking safety into consideration
Safety must be one of the main deciding factors while selecting a DVOM. This is why
you must review the type of level of protection that your meter complies. Basically there
are three characteristics to consider:
1. The maximum voltage rating of the measuring circuit.
2. The transient voltage rating of the measuring circuit.
3. The maximum energy capacity of the measuring circuit.
Maximum voltage rating of the measuring circuit

Evidently there are many different voltage ratings for the operation of light commercial,
household devices or in our case vehicles, where you can have “standard” vehicles or
High-voltage vehicles. However, whatever the case may be it is important to identify the
maximum voltage rating at which the circuit is designed to work. Once identified, you
should choose a DVOM that is rated higher that the voltages you are expected to mea-
sure on the circuit.
Maximum transient voltage rating of the measuring circuit

Fast, short duration electrical transient (overvoltages) in the electric potential of circuits
are typically caused by two main sources: natural causes (e.g. lightning outside the build-
ing) or they can be generated by switching operations on the power distribution system
(e.g. switching transformer taps, motors, inductances, sudden variation of load, etc.).
The amplitude of these electrical transient voltages go from the few hundred volts peak
to about 6,000 V peak and tend to last less than 200 microseconds.
Maximum energy capacity of the measuring circuit

The last thing you must consider when acquiring a DVOM is to determine the maximum
energy capacity of the measuring circuit. It is of paramount importance to determine this
value before you start taking any measurements! This is because higher energy systems
deliver more current and energy into faults. This value is defined by the operating volt-
age, the circuit impedance and the circuit fuse or circuit breaker.
Historically, each country has developed its own safety requirements for electrical
devices sold within their borders. However with globalization the international distribution
of products led to the need for “harmonization” of the different standards and is now
being led by the IEC development process.
The table on the next page describes the “Measurement Categories” as per the
International Electrotechnical Commission (IEC). The higher the category number, the
greater the danger posed by transient voltages on the mains circuit. The manufacturers
of DVOM’s are required to mark their products with the rated measurement category
(CAT II, CAT III, or CAT IV). By looking at this marking you will be able to identify the
maximum transient voltage that the meter can safely withstand.
104
CAT Standards
Category Description
CAT I is applicable to instruments and equipment, which are not intended to be connected to the
mains supply.
CAT I e.g. low voltage electronic circuits, load circuits of bench power supplies, etc.
CAT II is defined for circuits which are intended for direct connection into mains sockets or similar
points. The energy in such installations should be limited to below 100 A continuously (or below
500 A for voltages not exceeding 150 V).
CAT II The maximum available continuous power must be limited (for instance by a circuit breaker) to
not more than 22 000 VA.
e.g. local level mains, appliances, portable equipment, a device connected to a 120 V mains sock-
et with 20 A fuse (energy limited to 2400 VA).
CAT III is for circuits which can be connected to the mains installation of a building. Energy is lim-
ited by circuit breakers to less than 110 000 VA with the current not exceeding 11 000 A.
CAT III
e.g. Distribution level mains, fixed installation, 110/240 V distribution boards, busbars, or equip-
ment permanently connected to the 3-phase power supply (e.g. electric motors).
CAT IV includes circuits which are connected directly to the source of power for a given building.
There are very high levels of available energy (e.g. limited only by the power transformer) and arc
CAT IV flash can occur.
e.g. Service drop to building (outside), measurements on a cable connecting the power trans-
former and a building (i.e. before the circuit breakers in the building).
105
NOTES
PAGE
106
The Functions
(FLUKE 87 V used as an example)
Function Selector Rotary Switch
Power to the meter is Volts AC

turned off.
Measures AC Voltage
Ranges: 600.0 mV, 6.000 V,
60.00 V, 600.0 V, and 1000 V
Volts DC, RPM mV / Temperature

Measures DC Voltage Measures DC Millivolts
Ranges: 600.0 mV 6.000 V, Range: 600.0 mV;
60.00 V, 600.0 V, and 1000 V –328.0 °F to 1994.0 °F
107
Function Selector Rotary Switch (Cont.)
Continuity / Ohms / Capacitance Diode Test

Measures Continuity and Ohms. Test diode operation.
Ranges: 600.0 Ω, 6.000 kΩ, 60.00 kΩ, Range: 3.000 V
600.0 kΩ, 6.000 MΩ, and 50.00MΩ;
10.00 nF, 100.0 nF,1.000 μF, 10.00 μF,
100.0 μF, and 9999 μF
Milliamp or Amps AC / DC Microamps or Amps AC / DC

Measures DC Milliamps or amps. Measures AC Milliamp or amps
Ranges: 60.00 mA, 400.0 mA, Ranges: 600.0 μA, 6000 μA, and 10 A
6000 mA, and 10 A
108
Push Button Functions
Switch
Button Function
Position
Selects capacitance
Selects temperature
Selects AC low pass filter function
Switches between DC and AC current
Switches between DC and AC current
Disables automatic power-off feature (Meter normally

powers off in 30 minutes). The Meter reads öPoFFõ until
the “yellow” button is released.
Any switch Starts recording of minimum and maximum values.

position Steps the display through MAX, MIN, AVG (average),
and present readings. Cancels MIN MAX (hold for
1 second)
Power-up Enables the Meter’s calibration mode and prompts for a
password. The Meter reads öCALö and enters calibration
mode.
Any switch Switches between the ranges available for the selected
position function. To return to autoranging, hold the button down
for 1 second.
mV Switches between ºC and ºF.
Power-up Enables the Meter’s smoothing feature. The Meter
reads ö5___õ until the range button is released.
109
Switch
Button Function
Position
Any switch AutoHOLD (formerly TouchHold) captures the

position present reading on the display. When a new, stable
reading is detected, the Meter beeps and displays the
new reading.
MIN MAX Stops and starts recording without erasing recorded

recording values.
Frequency Stops and starts the frequency counter.

counter
Power-up Turns on all LCD segments.
Any switch Turns the backlight on, makes it brighter, and turns it off.
position Hold down for one second to enter the HiRes digit
mode, 4-1/2 digit mode. The “HiRes” icon appears on
the display. To return to the 3-1/2 digit mode, hold down
for one second. HiRes=19,999 counts.
Continuity Turns the continuity beeper on and off
MIN MAX Switches between Peak (250 μs) and Normal (100 ms)
recording response times.
Hz, Duty Toggles the meter to trigger on positive or

Cycle negative slope.
Power-up Disables the beeper for all functions. The Meter reads
öbEEPõ until the button is released.
Any switch Stores the present reading as a reference for subse-

position quent readings. The display is zeroed, and the stored
reading is subtracted from all subsequent readings.
Power-up Enables zoom mode for the bar graph. The Meter reads
ö2rELõ until the relative button is released.
Any switch Press for frequency measurements.

position except Starts the frequency counter.
diode test Press again to enter duty cycle mode.
Power-up Enables the Meter’s high impedance mode when the

mV DC function is used. The Meter reads öHi2õ until the
button is released.
110
Input Terminals
mA
(1/1000 A) Common
For inputs to 400 mA Return for all Terminals
A
Amperes (Current)
Volts, Ohms, Temperature
Inputs to 10 A continuous Diode Testing
(20A for 30 second)
NOTES
111
Display
Index Feature Indication
Polarity indicator for the analog bar graph.
Positive or negative slope indicator for

Hz/duty cycle triggering.
2 The continuity beeper is on.
112
3 Relative (REL) mode is active.
4 Smoothing is active.
Indicates negative readings. In relative mode, this sign

5 indicates that the present input is less than the stored
reference.
Indicates the presence of a high voltage input. Appears if

the input voltage is 30 V or greater (ac or dc). Also
6 appears in low pass filter mode. Also appears in cal, Hz,
and duty cycle modes.
7 AutoHOLD is active.
8 Display Hold is active.
Indicates the Meter is in Peak Min Max

9 mode and the response time is 250 μs
Indicators for minimum-maximum

10 recording mode.
11 Low pass filter mode.
The battery is low.
Warning: To avoid false readings, which could

lead to possible electric shock or per-
12 sonal injury, replace the battery as soon
as the battery indicator appears!
113
Amperes (amps), Microamp, Milliamp
Volts, Millivolts
Microfarad, Nanofarad
Nanosiemens
13
Percent. Used for duty cycle measurements.
Ohm, Megohm, Kilohm
Hertz, Kilohertz
Alternating current, direct current
14 Degrees Celsius, Degrees Fahrenheit
15 Displays selected range
The Meter is in high resolution

16 (Hi Res) mode. HiRes=19,999
The Meter is in autorange mode and automatically

selects the range with the best resolution
17
The Meter is in manual range mode.
114
The number of segments is relative to the full-scale

value of the selected range. In normal operation 0 (zero)
is on the left. The polarity indicator at the left of the
graph indicates the polarity of the input. The graph does
18 not operate with the capacitance, frequency counter
functions, temperature, or peak min max.
For more information, see “Bar Graph”. The bar graph
also has a zoom function, as described under "Zoom
Mode".
-- Overload condition is detected.
Error Messages
Replace the battery immediately.
In the capacitance function, too much electrical

charge is present on the capacitor being tested.
Invalid EEPROM data. Have Meter serviced.
Invalid calibration data. Calibrate Meter.
Test lead alert. Displayed when the test leads are in the
A or mA/μA terminal and the selected rotary switch
position does not correspond to the terminal being used.
115
Infinity Display
While most displays of DVOM’s are standard ( i.e. mV means millivolt, mA means mil-
liamp) the display or symbol for infinity or open circuit can be confusing. A display of
0 Ω indicates no or little resistance. It means the circuit or portion of the circuit being
measured has continuity or is complete. A reading of OL means the circuit is open or
not complete, the resistance is said to be “INFINITY”. Some meters may use the sym-
bol B for Infinity. Be aware of which reading the meter being used will give for infinity or
open circuit.
Display on Fluke 87 V
NOTES
116
Using the DVOM
Voltage Testing
The voltmeter (DVOM) must be connected in parallel with the load or circuit.
The DVOM has a high resistance and taps off a small amount of current.
A voltmeter must be used with the current on and with the correct polarity.
The red lead should be connected to the B+ side of the circuit and the
black lead to the B- side of the circuit.
If the leads are reversed the reading will be a negative number.
• Select proper function and range of DVOM.
• Connect (-) lead of meter to battery B- or known good ground.
• Connect (+) lead of meter to test circuit.
DVOM will indicate supply or available voltage at that point.
Typical Application of
Voltage Testing
R
TE
ME
LTI
S MU
RM
UE
TR
V
87
1
E
UK
FL
D
OL
AutoH
• Checking Power Supply.

/ °F
°C
E
NG %
RA Hz
X
MA
MIN X L 
MA RE
MI N
AK
PE
Ω ~
Re
s mA
Hi co nd
1 Se
A
mV ~
μA
• Charging System. V
~V
2
Lo
F
OF VΩ
M
CO
• Complete Basic Circuits. A

mA
μA
MA
X
10A SED
FU
mA
400 SED
FU
CA
0V
III 100 V
CAT T IV 600
• Control Module Functions

(Input/Output).
Measure at different points 3

checking for change or
interruption in the
voltage supply.
117
Amperage Testing
In order for the DVOM to measure amperage the meter must be installed in series in the
circuit. The current flow of the circuit must flow through the meter itself.
Installing the meter in parallel with the circuit may cause damage to the meter, because
of the increased current flow in the circuit, due to the low resistance in the meter.
• Select proper function of DVOM and move leads to proper position.
• Connect meter in series with (+) lead on the B+ side of the circuit.
• Connect (-) lead of meter to complete circuit.
DVOM will indicate current flow (Amps) through circuit.
Most ampere meters or DVOM’s are rated for no more than 10 amps.
Current flow above 10 amps will damage the internal fuse of the
DVOM and render it unable to measure amperage.
Amperage Testing
R
TE
ME
LTI
• Proper Component Operation

S MU
RM
UE
TR
V
87
E
UK
FL
(Correct Current Draw).

D
OL
/ °F AutoH
°C
E
NG %
RA Hz
X
MA
MIN X L 
MA RE
MI N
AK
PE
Ω ~
Re
s mA
Hi con d
1 Se
A
mV ~
μA
• Parasitic Draw Testing. Lo

V
~V
F
OF VΩ
M
CO
μA
mA 0V
III 100 V
A mA
CAT T IV 600
CA
400 SED
FU
X
MA
10A SED
FU
Ensure the meter is capable

of handling the current flow.
118
Resistance Testing
When set for resistance testing (Ohms) the DVOM must never be connected in a live cir-
cuit. The component or portion of a circuit being measured must be isolated from the
power source. The DVOM functions by placing a small amount of voltage on the circuit
being tested to measure resistance.
Most modern day DVOM’s are self ranging when set to measure resistance, so the
meter can not be damaged by out of range measurements. Also, the test leads may be
used without regard for polarity, unless the circuit contains a diode. In such cases the red
lead must be placed on the anode side of the diode.
• Select correct function and range (Most meters are self ranging in this function).
• Disconnect power to circuit.
• Disconnect any circuit wired in parallel with circuit being tested.
• Connect test leads.
DVOM will indicate resistance (Ohms) of component or circuit being tested.
Resistance Testing
• Determining Resistance of
Components (e.g. Temp
Sensor).
ER
ET
LT IM
S MU
RM
UE
TR
V
87
E
UK
FL
D
OL
/ °F AutoH
°C
E
NG %
RA Hz
X
MA
MIN X L 
MA RE
MI N
AK
PE
Ω ~
Re
s mA
Hi co nd
1 Se
A
mV ~
μA
V
~V
Lo
F
OF VΩ
M
CO
μA
mA 0V
III 100 V
A mA
CAT T IV 600
CA
400 SED
FU
X
MA
10A SED
FU
An Ohmmeter uses its internal

power to test a circuit or
component resistance.
119
Continuity Testing
The DVOM uses its own internal power supply to test the continuity of the circuit.
The DVOM must never be connected in a live circuit. Any circuits wired in parallel
with the circuit being tested must also be disconnected.
Continuity testing verifies that circuit connections are intact. The continuity mode is
extremely fast and is used to detect either shorts or opens that last as little as 1 ms.
When a change is detected the beeper tone is stretched to last at least 1/4 second so
both shorts and opens can be audibly detected.
This is a valuable troubleshooting aid when diagnosing intermittent faults associated with
wiring, connections, switches and other components of the circuit.
• Select correct function and range of DVOM.
• Disconnect power to the circuit.
• Disconnect any circuits wired in parallel.
• Connect DVOM leads to the circuit to be tested.
DVOM display will indicate continuity of circuit.
Typical Application of Continuity Testing

• Circuit Continuity
• Intermittent Wiring Harness Faults
• Locating a short to ground or open
R
TE
ME
LTI
S MU
RM
UE
TR
V
87
E
UK
FL
D
OL
/ °F AutoH
°C
E
NG %
RA Hz
X
MA
MIN X L 
MA RE
MI N
AK
PE
Ω ~
Re
s mA
Hi con d
1 Se
A
mV ~
μA
V
~V
Lo
F
OF VΩ
M
CO
μA
mA 0V
III 100 V
A mA
CAT T IV 600
CA
400 SED
FU
X
MA
10A SED
FU
There must be no current available

to the circuit during the continuity test.
120
Voltage Drop Testing
Voltage Drop Tests determine the resistance of an active circuit i.e. a circuit with current
flowing. This type of test is preferred over simple resistance measurements because the
power source is not removed from the circuit. This means that by measuring the voltage
on both sides of a load, the amount of voltage consumed by the load is also measured.
The voltage drops of each part of a series circuit added together must equal the power
supply for that circuit while it is active.
• Select proper function and range of DVOM.
• Connect (+) lead to the B+ side of the circuit or component being tested.
• Connect (-) lead to the B- side of the circuit or component.
DVOM display will indicate the voltage drop in the circuit tested between
the DVOM leads.
2
R
ETE
LTIM
S MU
E RM
TRU
V
87
KE
FLU
~V
Lo
OFF
R
TE
ME
LTI
1
S MU
RM 0V
UE III 100 V
TR AT IV 600
V mA AT
87 400 ED
FUS
E
UK MAX
FL
10A ED
FUS
D
OL
/ °F AutoH
°C
E
NG %
RA Hz
X
MA
MIN X L 
MA RE
MI N
AK
PE
Ω ~
Re
s mA
Hi con d
1 Se
A
mV ~
μA
V
~V
Lo
R
F
3
ETE
OF VΩ E RM
S MU
LTIM
TRU
M V
CO KE
87
μA FLU
mA 0V
III 100 V
A mA
CAT T IV 600
CA
400 SED LD
FU oHO
/ °F Aut
°C
X GE
MA RAN %
Hz
10A SED
FU
V
Lo
Acceptable Specifications
OFF
0V
III 100 V
AT IV 600
AT
• Voltage Drop across Power side of a

circuit Before Load:
.3V (300mV)
R
• Voltage Drop across Ground side of a

ETE
4
LTIM
S MU
E RM
TRU
KE
FLU
circuit After Load: RAN

GE

Aut
oHO
LD
Hz
%
.3V (300mV)
REL
0V
III 100 V
AT IV 600
AT
Typical Application of Voltage Drop Testing

• Determine proper component operation.
• Active circuit continuity.
• Active circuit resistance.
Voltage drop testing allows you

to explore how a circuit is really
performing while it is loaded.
121
What is voltage drop testing?
Voltage drop testing is probably the most useful testing method for circuit diagnosis.
This is because it allows the user to verify how the electrical circuit is performing under
load, i.e. while it’s energized. So one thing is for sure, if you want to improve your electri-
cal diagnosis you have to master voltage drop testing so please take the time to review
the following pages.
First Step: Voltage what?

In layman terms a voltage drop is the difference in voltage measured between two test
points in an energized electrical circuit. Put in other words, it is the “used” voltage by a
segment of an electrical circuit.
The measurement itself is done just like with any other voltage measurement,
i.e. in parallel. The test leads can be located at:
• Both leads on the negative side (after the load).
• Both leads on the positive side (before the load).
• One lead on the positive & One lead on the negative side (across the load).
The key element while performing this measurement is that the circuit must be ener-
gized, i.e. current must be flowing in the circuit which means the motor, switch, relay or
whatever is controlling the circuit must be closed.
Second Step: Understand its advantages.

When performing a voltage drop you will be able to determine whether the circuit loads
are receiving the nominal voltage so the circuit works correctly. If after performing a
voltage drop test you find out that there isn’t enough voltage, then you can “divide and
conquer”. This way you can find out how much is being consumed by each leg of the
circuit and thus fix the circuit.
Now, ideally all the voltage is consumed by the loads while a miniscule amount is used
by the parts of the circuit that are not loads. For example:
Load Electrical energy transformed to...
Control Unit Sensor and actuation logic & Heat
Electric Motor Torque & Heat
Solenoid Linear force & Heat
122
All in all, every component in a circuit either consumes or produces electric energy.
Loads are the devices that transform electric energy into another form of energy, where
heat is always present as the main form of power loss (aka thermal power losses). This
means that wiring, connectors, relays, switches, pins, etc., even if they are not loads, they
do consume some voltage that is intended for the loads so it is best if they use as little
voltage as possible.
Let’s put all of this into perspective. For example, a connector consumes a miniscule
amount of electric energy that is transformed into small amounts of heat. However if
there is an unwanted voltage drop at the connector (e.g. loose connection/pin), then the
connector will consume great amounts of power resulting in greater amount of heat,
potentially destroying the connector and/or circuit.
This is why voltage drop testing is an excellent way to determine how much of the
supply voltage is being used by the electrical loads, thus helping you pinpoint the
amount of voltage used before, after and at the loads.
Third Step: What causes a higher Voltage Drop?

Easy: Higher resistance to current flow. Remember, voltage drop is the “used” voltage by
a segment of the circuit. The easiest way to explain this is to review the water hose
analogy.
Water hose analogy
Voltage drop is the measurement of the difference in voltage between two points in a
circuit. In our example above voltage is exemplified as water pressure. This means that
the pliers are causing a higher “voltage” difference between these two points preventing
the sprinkler to work correctly as it is not getting enough water pressure.
123
Fourth Step: What tools do I need?
What do you think you should do first?
• Delete faults and return the vehicle to the customers?
• Swap parts and see if that fixes the problem?
• Grab the DVOM and start measuring?
• Research the proper SSP and analyze it?
Exactly! Taking the time to read and analyze the SSP so you can plan your attack before
you start “working”, will prove a faster approach when diagnosing electrical circuits. The
wiring diagram will provide paramount information about the operation of that particular
circuit, allowing you to predict what reading to expect even before you make the mea-
surement. This way you will know what to expect to see at any given measurement point
facilitating your diagnosis.
ISTA is your go to place for

Wiring Diagrams.
It is also important to reference the latest Wiring Diagrams (SSP), Connections,

V-Cables, Break out Boxes, Pin Tables, Test Plans (ABL), Functional Descriptions (FTD,
FUB), Training Manuals, SIB’s etc, so you fully understand how a circuit is supposed to
work. Printing the SSP is also very useful so you can review it while performing your
actual measurements at the vehicle.
As far as electrical test equipment is concerned, utilizing an adequate DVOM is often the
only thing you will need. However it must have the adequate impedance (meter resis-
tance to current flow) as stated elsewhere in this module. The reasoning behind this is to
make sure that the DVOM has no effect on the circuit being tested.
124
Custom made SSP.
Power supply interior lights F02
125
Fifth Step: Voltage Drop vs Resistance Check
If resistance is what causes a voltage drop, why can’t you do a resistance measurement
instead? The answer is current Flow.
When you perform a resistance measurement the DVOM applies a tiny amount of
current (mA) and voltage to the tested circuit. Because this is a very small amount it will
easily flow though the circuit’s many restrictions that would otherwise resist flow when
operated at their normal current level. This means that the higher the current in a circuit
the less effective will the ohmmeter be.
Take for example a battery cable lead. They employ thick heavy gauge wires because it
is designed to draw a lot of current. If you replace that thick wire for a thin one and tried
to push all that current through, the wire would act as a resistor; the voltage will drop
across the wire; and because current through a resistance creates heat and heat
increases resistance, over time you will have an even greater voltage drop!
Resistance Measurement - Good Cable Resistance Measurement - Faulty Cable
In our example some of the wire strands have been removed to reduce the gauge of the
cable. When measuring the “faulty” cable’s resistance you would conclude that this cable
is OK because the ohmmeter resistance measurement is the same as the known “good”
cable - 17.3 ohms.
So we know that if we performed a voltage drop over a good battery cable that was
made and installed to factory specification for the proper application, the voltage drop
would be minimal or even zero ohms.
But what would happed if we replaced the good battery cable with a faulty cable
(like the example above) and performed a voltage drop test over it?
Let’s now simulate a starter motor load on a faulty cable.
126
Voltage Drop - Faulty Wire
As predicted, the voltage drop starts to climb as soon as the load is active. At this level
the cable gets red hot and starts to smoke. The voltage drop increases rapidly once the
circuit is fully loaded.
Evidently it is unlikely that you will find a customer’s battery cable damaged like this but
you will find frayed battery cables as well as loose connections, corroded battery termi-
nals, etc. all of which produce similar results.
Sixth Step: Current must flow!

It is important to mention not to unplug any component prior to testing the circuit as
current must be flowing through the circuit.
For example, if you unplug the EPS connector (F30) and measure ~12.6 volts on the
harness connector, does that mean that the rack is getting the necessary voltage once
the circuit is energized?
Not really. Since any resistance in the circuit will not drop voltage until current is flowing
and this is not going to happen until you plug the EPS and complete the circuit, the only
thing you will get from this test is the certainty that there is no open circuit.
127
Seventh Step: Let’s do some diagnosis
Study the circuit before working on the vehicle. Even if you think you have memorized
the wiring diagram, print it out and give it another look!
Your next steps should always be determined by the following considerations:
• What load is not performing as it should?
• Can I access it without major dismantling?
• If access is an issue, where is the closest/easiest test point?
• Where can the circuit best be divided into two equal parts?
Once you have determined those questions, typically the best place to start is to mea-
sure the voltage drop across the load. This is because the primary objective of voltage
drop testing is to determine whether the load is receiving its nominal operating voltage.
You might be lucky and this might be the only measurement you’ll have to do!
Voltage drop measurements
5.0 V KEY: The sum of the VD’s must
°C / °F
PEAK MIN MAX
equal the source voltage.

Ω
mV
V
~
mA
A
Lo ~
V ~
µA
OFF
A mA µA COM VΩ
7.6 V
°C / °F
PEAK MIN MAX
Ω
mV
V
~
mA
A
Lo ~
V ~
µA
OFF
A mA µA COM VΩ
Damaged
12.7 V Wire
M
Switch
0.1 V
°C / °F
PEAK MIN MAX
Ω
mV
V
~
mA
A
~ ~
V µA
The voltage drop due to the dam-

Lo
OFF
A mA µA COM VΩ
aged wire is likely to prevent the
motor from functioning properly.
128
So, if the load receives adequate voltage and it is not working, then most probably the
component is defective. You are finished with diagnosis. Just replace the part and carry
on to the next car.
However, in our example the voltage drop across the load is just 7.6 V which means that
the load is not going to work or is not going to work properly and evidently you’ll have to
find out why.
Once you have determined that the load isn’t receiving enough voltage check the volt-
age drop from the positive battery terminal to the load and then from the negative bat-
tery terminal to the load. Analyze your findings. Keep on narrowing your search until the
cause of the drop is determined.
Voltage drop measurements
5.0 V
°C / °F
PEAK MIN MAX
Ω
mV
V
~
mA
A
Lo ~
V ~
µA
0.0 V
OFF
A mA µA COM VΩ
0.0 V
°C / °F
PEAK MIN MAX
Ω
mV °C / °F
V
~
mA PEAK MIN MAX
A
Lo ~
V ~
µA Ω
mV
OFF
V
~
mA
A
Lo ~
V ~
µA
A mA µA COM VΩ
OFF
A mA µA COM VΩ
Damaged
12.7 V Wire
M
Switch
Keep on measuring
until you find the cause
of the voltage drop.
129
Divide and divide again
As you can see our example has the voltage drop on the positive side of the load.
However, even if today’s vehicle electrical systems utilize a negative ground system and
most of the potential trouble points i.e. relays, switches, connectors, etc., are located on
the positive side, it doesn’t mean that you are always going to find issues on the positive
side. The ground side is just as capable of causing issues. Never assume anything. It is
better to measure.
After you have determined that the voltage drop is on the positive or negative side, you
need to split that section in half until you find the cause. You could also leave one lead of
the DVOM at the positive terminal and then move the other lead to each test point in the
circuit until you find the cause of the voltage drop. The downside to this approach is that
it usually takes longer to find the issue. Conversely, it is usually easier and quicker to
connect one lead to the positive terminal and the other lead to a test point that is in the
middle of the positive side of the circuit. If you don’t have a voltage drop in this section
move to the other half and keep on dividing the circuit in half until you find the source of
the voltage drop.
Testing the Starter and Alternator circuits

When diagnosing issues with either the Starter or the Alternator, one should start testing
them first on the positive side and then the negative side. This is because both circuits
cause a substantial voltage change in the battery (alternator high current output, starter
high current input). Otherwise if you started at the load, you would have to have two
DVOM’s at the same time, one at the load and one at the battery.
Acceptable Specifications
• Voltage Drop across Power side of a

circuit Before Load:
.3V (300mV)
• Voltage Drop across Ground side of a
circuit After Load:
.3V (300mV)
Your main concern while diagnosing a voltage drop is to verify that the load has ade-
quate voltage. For example if the wiper/washer switch has a 0.3 voltage drop and the
wiper/washer motor has a 13.0 volt drop and it doesn’t work, then the electric motor is
most probably the culprit.
Could the switch be faulty? Probably, but it is certainly not the cause of the wiper/washer
not working as it has a adequate voltage potential.
One thing is for sure, if you want to improve your electrical diagnosis you must master
voltage drop testing.
130
Integrated Measurement Interface Box
The Integrated Measurement Interface Box - Release 2 gives access to the measuring
technology in the new workshop system. The compact shape of the Integrated
Measurement Interface Box makes it a versatile tool for testing signal transmitters,
data lines and electronic components of vehicles.
The Integrated Measurement Interface Box (IMIB R2) offers the following functions:
• Voltage measurement
• Current measurement with current clips up to 1,800 A
• Resistance measurement
• Pressure measurement
- Low-pressure measurement up to 2 bar onboard
- Up to 100 bar with external sensor
• Temperature measurement with external sensor
• Use of:
- kV clip (kilovolt clip)
- Trigger clamp
• Multi-channel oscilloscope
• Stimuli function
• Multimedia test
- Bluetooth
- USB (power and data transfer)
- WLAN
131
Integrated Measurement Interface Box (IMIB R2)
1 2 3
4
5
6
7
8
10
11
12 13 14 15 16 17 18
132
19 20 21 22
Input 1 for voltage, current, resistance,

1 and diode test
12 Stylus cord
Measurement input 3
2 Input 2 for voltage 13 Trigger sensor, 100A/1,800A current clamp,
100 bar pressure sensor, temp. sensor
Measurement input 5
3 Microphone 14 Video test pattern, SPI interface
Measurement input 4
4 Power On/Off button and LED display 15 100A/1,800A current clamp, 100 bar pressure
sensor, temp. sensor, kV clip, SID cable
5 Control buttons 16 USB connector (Type B)
LED displays: WLAN, battery status and

6 hard drive access
17 Connections for low-pressure hoses
7 Keypad: numeric keypad and special functions 18 Stimuli output
Hand strap fastening

8 Rubber buffer 19 (strap not included)
Cursor keys for quick navigation for the input Cover for RJ45 connector
9 fields
20 (LAN connection)
Cover for USB connector

10 Speaker 21 (Type A)
Cover for USB connector

11 Touchscreen 22 (Type A)
133
If a measurement is carried out during a diagnostic procedure, the result determined by
the Integrated Measurement Interface Box is automatically evaluated in the diagnostics
program and therefore influences the next diagnostics stage. In addition to its use in
diagnostic procedures, the Integrated Measurement Interface Box can also double as
a standalone, portable digital multimeter and oscilloscope.
The measured values are shown on the display screen. It is possible to measure voltage,
current, pressure, resistance, temperature, frequency as well as test Bluetooth and USB
functions. Measured values are not displayed on the display screen if the Integrated
Measurement Interface Box is being controlled by ISTA.
The results are displayed in the Integrated Service Technical Application under
"Measuring devices". Registration and configuration (e.g. of the display language)
is carried out using the ISPI Next Admin client and IMIB operating software (OS) respec-
tively. Software updates are managed using the IMIB OS and are implemented when
necessary.
Shown below are the cables and sensors that are provided with the IMIB R2.
1 2 3
4 5 6
7 8
134
Index Explanation
1 Two sets of multi-measurement leads
2 Stimuli leads
3 AUX cable for connecting the 100 bar pressure sensor
4 Pressure sensor
5 kV clip
6 100A Current clamp
7 Temperature sensor
8 Ignition trigger sensor
Note: The 1,800 A current clamp and set of low pressure hoses are
optional accessories and must be purchased separately.
Operating modes
The IMIB R2 supports 2 modes of operation: Stand Alone and Remote.
Stand Alone
In this mode the IMIB R2 will operate as a local instrument. All displays and user input
are made at the IMIB R2.
Remote Operation
In this mode the IMIB R2 is remotely controlled by an ISID and supplies the measured
data to the ISID. All visualizations and user interactions take place on the ISID. The IMIB
R2 displays a message indicating the IMIB R2 is in the remote mode. The remote opera-
tion can be cancelled by tapping “unlock” and confirming with the security prompt.
135
Standalone Mode
Start Screen
In standalone mode, the start screen displays the menu selection.
The following menus are available from the start screen:
• Oscilloscope
• Multimeter
• Preset measurements
• Bluetooth test
• WLAN test
• USB test
• Stimuli
• Synchro test
• Counter
• Quiescent current
• Quiescent current viewer
• System info
• Settings
• Software update
• Help
136
Oscilloscope
When selecting the Oscilloscope, the user is presented with the following screen.
1 2 3
8
10
9
11 12 13 14 15 16 17
1 Additional commands 10 Cancel
2 Display trace movement 11 Pause / Continue
3 Undo 12 Single shot
4 Channel settings 13 Cursor On/Off
5 Time base settings 14 Reference On/Off
6 Trigger settings 15 Administration
7 Evaluations 16 Report results
8 Recorder / Player 17 Stimuli
9 Signal zoom
137
Additional commands
Clicking this button shows or hides additional buttons for moving the trace as well as the
Undo button.
Display trace movement

Moves the associated trace up / down. These buttons will be turned on/off by the addi-
tional command button function. For each configured channel, a pair of buttons appears
in the color of the channel (e.g., green, red, blue, or orange).
Undo
Undoes the adjustment.
Channel settings
Used to configure buttons for each channel. Unconfigured chan-
nels are displayed with “---”. The channel settings can be made
or adjusted while making measurements. After selecting a chan-
nel, the configuration can be made on the area left of the chan-
nels button.
ChX
Selection to assign a channel to one of the 8 physical measuring
ports.
Sensor
Selection field to select the hardware input to the measurement
channel. Automatically detected sensors can be pre-set.
Measuring range
Selects the measuring range per division in the display (e.g.,
10V/division).
Coupling
Selection of signal coupling: AC (alternating), DC (direct) or GND (ground).
Filter
Sets the hardware-side smoothing filter. Available options are: Off, 100Hz,
1kHz, 10kHz, 450kHz.
Inverting
Sets inverting of the graph. On or Off.
138
Time base settings
The time base settings allow for adjusting the resolution of the scope to match the signal
being measured. They can be adjusted while making measurements. Configuration of
time settings can be made after pressing the time base settings button, in the upper
right area of the screen.
Time/Div
Time settings per division can be made here. Divisions per
box can be set from 50 ns (nanoseconds) to 5 hours.
Note: The other fields in the time base settings

(Buffer size, Streaming mode, Min/Max, etc.)
are information only. They are grayed out and
cannot be changed.
Trigger settings
The trigger enables users to stabilize repetitive waveforms
and make it appear as though it is static.
Trigger
Selection field for turning the signal trigger on or off.
Line
Graphical representation of the trigger threshold above or below which the signal value
(graph) must be to meet a trigger condition.
• On: Trigger line is always displayed on all measurement screen displays.
• Off: Trigger line is always hidden.
• Auto: Trigger line in only displayed when selecting the trigger settings,
otherwise it’s hidden.
Source
Selection field to set the trigger reference source (CH1, CH2, etc.). This setting deter-
mines which channel is used as a reference to evaluate whether the trigger condition is
met.
Side
Selection field for setting the signal edge which is used for triggering.
• Rising: Rising edge from the lower value to the higher value (e.g., 1V rising to 12V).
• Falling: Falling edge from the higher value to the lower value (e.g., 12V falling to 0V).
139
Level in V
Input field for setting a value that must change for the trigger to start. Settings are made
by either typing the value in the selection field or moving the on-screen line.
Timeout in ms
Selection field for setting the trigger timeout after which a new signal
recording starts. Values range from Infinite (standard operation) to
10 seconds.
Pretrigger
Selection field for setting the pre-trigger condition. Values range from
0% to 100% in 5 percent increments. Once the trigger condition is
met recording will start, the pre-trigger value corresponds to where
on the display the recording starts. Value of 0 is the left most position
on the display. Value of 100 is the right most position. Default value
is 50% which correspond to the center of the display.
Evaluations
Nominal evaluations relating to the graphs are displayed on the right side of the screen in
case they have been selected previously. If there are no evaluations on screen, tap the
evaluations button followed by the watermark on the screen. Display selections can then
be made.
Evaluations
watermark.
140
Recorder / Player
When selected, operating elements for the recorder / player are displayed in the top right
section of the screen. Once a recording has been completed, it can be saved on the
IMIBs hard drive under a user specified name.
Signal zoom
The signal zoom function starts with no zoom level (x1). Zoom levels are adjusted either
by using the selection field in the top right section of the screen or by using the two
functional zoom keys +/-. Zoom ranges from x1 to x2048.
Cancel
Terminates the current measurement display and switches back to the previous screen.
Pause/Continue
The current measurement display can be “frozen”/ continued. While pausing, “frozen”
measurement displays can be scrolled through using the directional buttons on the
screen.
Single Shot
As soon as the trigger conditions are met the measured data is recorded. There is no
further triggering. For “Single Shot”, no trigger timeout can be set. Pressing the “Single
Shot” button once more resets the previous result and re-activates the Single Shot
mode.
Note: The Single Shot mode only works when the signal trigger is switched on!
Cursor On/Off
Once pressed, the cursor function is activated and relevant evaluations and their mea-
surement units relating to the current position are displayed in the top right section of
the screen. There are 4 modes of the cursor:
• Pressing the button once, Time cursor (Cursor ||) is activated.
• Pressing the button twice, Amplitude cursor (Cursor =) is activated.
• Pressing the button three times, Time and Amplitude cursor (Cursor #) is activated.
• Pressing the button four times deactivates the cursor function.
The cursor lines can be moved by using either the hardware arrow keys or by dragging
the lines on screen.
141
Reference On/Off
Activates the reference curve selection. A separate reference curve selection window
appears. A predefined reference curve matching the current measurement selection is
pre-displayed (if available). Once the curve has been selected, click “accept curve” to
overlay it on the screen. Pressing the reference button again hides the curve.
Administration
Activates a new window where the technician can save, rename and delete their own
curves and measurements. Saved curves can later be called up using the “Reference
On/Off” function from the “Own” folder. Own measurements can be easily retrieved
from the Start Screen under Preset measurements button.
Report
Opens the report preview with a copy of the last
measurement data and a field for individual notes.
It displays the date and time of the measurement
as well the oscilloscope settings and any cursor
conditions. The technician can add thier own com-
ments using the “Comment” button. The report
can be saved as a PDF file using the “Save” but-
ton. It can then be printed. The name of the report
file consists of the name of the measurement and
the date and time of the report file creation
(e.g., Universalscope_20180621_105943.pdf).
Stimuli
Stimuli is a function generator to create signals. Stimuli settings can be made during
ongoing measurements. Three general physical variables are available to create signals:
• Voltage from 0.1V to 40V (DC, Sine, Rectangle, Saw tooth)
• Amperage from 1mA to 120mA
• Resistance from 50Ω to 12.8kΩ
Once the settings have been made the function can be activated by pressing the “On”
button in the lower right corner of the display. Pressing it again turns off the stimuli func-
tion.
142
Multimeter
Using the Digital Multimeter’s measurement menu, the technician can simultaneously
configure two channels entirely independent from one another in numbers and by means
of a bar display. The following measurements can be taken:
• Voltage (AC/DC)
• Current (AC/DC)
• Resistance
• Diode
• Pressure
• Temperature
Note: Channel settings are referenced in the oscilloscope section

of this manual.
Preset measurement
This measurement menu offers default measurement settings for all motor vehicle-relat-
ed measurements. Automatic default settings and a good reference curve for the oscillo-
scope are available for every default measurement.
143
Bluetooth test
This measurement menu allows technicians to search and display vehicle-related blue-
tooth connections. After that, the technician can connect the IMIB with the vehicle’s
selected bluetooth device and test it for proper communication.
WLAN test
This menu allows technicians to search and display Wi-Fi connections. Names of con-
nections and their signal strength are displayed. When selecting “vehicle filter active”,
only vehicle-related connections are displayed. Afterwards, the technician can connect
the IMIB to the vehicle’s selected Wi-Fi connection and test it for proper operation.
144
USB test
In this menu, tests can be performed on the vehicle’s USB ports. The load test mea-
sures voltage and current supply of the USB port and the media test evaluates whether
the list of media stored on the IMIB (MP3) is recognized by the vehicle.
Synchro test
This measurement menu allows the technician to measure and compare two pressure
conditions using the IMIBs two low pressure ports (no. 7 & 8).
Counter
The technician can use this menu to record the frequency, duty cycle, duration period
and the number of evaluated periods since the start of measurement of a clocked signal.
Quiescent current
This menu is used for recording current when performing a current draw test. The dura-
tion of the recording can be set from 30 minutes to 72 hours and later saved as a mea-
surement file.
Quiescent current viewer

This function alows the technician to display and evaluate the saved measurement file
created when performing a current draw test.
145
Measuring Devices
The measuring devices (Multimeter, Oscilloscope, Signals) are component parts of the
ISTA workshop system. The corresponding measuring devices hardware, as well as the
periodic measurement data logging, preparation of information, and provision of the
results, are all performed by the IMIB connected via LAN.
How to start the measuring devices:
• Call up the measuring devices via the "Measuring devices" selection in the naviga-
tion area.
• Select the "OK" button. The "Connection manager" mask appears.
• Select the desired IMIB and click the "Set up connection" button. The "Measuring
devices" tab will then appear with the preset "Multimeter" preset tab.
"Measuring devices" tab
146
"Connection manager" mask
Switching to Another Tab

When switching between the measuring devices tabs, the most recently made setting
will be retained.
147
Multimeter
The "Multimeter" tab contains display and control elements for two multimeters that are
separately displayed in the content range, separated into two boxes. Besides individual
measurements, the device also supports parallel measurement via Probe 1 and Probe 2
for resistance, direct/alternating voltage, direct/alternating current, as well as the diode
test. Furthermore, parallel measurements with Probe 1 or 2, as well as a sensor (kV
clip/RZV cable [resting voltage cable], clip-on ammeter, pressure sensor, or temperature
sensor), are possible.
Each multimeter consists of a display area (left) and a settings area (right). With the "Quit
measuring devices" button in the action line, you can return to the "Measuring devices"
tab.
"Multimeter" mask
148
Display Range
The display area shows the measured value with its physical unit of measurement
highlighted in color. The measured values of Multimeter 1 (connected with Probe 1 by
default) are displayed in green; Multimeter 2 (connected with probe 2 by default) displays
measured values in red.
Under the display area, there are two buttons with the following functions:
 MIN/MAX: If you click this button, the two limit values are shown at the bottom left
of the display window. "MIN" corresponds to the lowest value in the peri-
od of measurement, e.g. "Imin = 6 A". "MAX" shows the highest value,
e.g. "Imax = 7 A".
 Freeze-frame: This function "freezes" the measurement; the last measurement is
thus retained. You can also trigger the freeze-frame function at the
probe and then read the value at the tester. If you click the button
a second time, the measured values continue to be displayed.
Range
The setting range is located at the bottom right of the mask, divided into an area for
Multimeter 1 (top) and Multimeter 2 (bottom). At the top, there are six buttons for select-
ing a measurement source (probes and sensors). Under these are the "Mode" zones for
setting the measurement type and "Range" for setting the measurement range.
Source (measurement source)

The following measurement sources are used:
• Probe 1: for resistors, direct/alternating voltage, direct/alternating current,
diode tests.
• Probe 2: for resistors, direct/alternating voltage, direct/alternating current,
diode tests.
• kV clip/RZV cable: for high voltage measurements in ignition systems.
• Clip-on ammeter: for direct and alternating current.
• Pressure sensor: for pressure measurements, e.g. cylinder 1 compression.
• Temperature sensor: for temperature measurements in liquids, e.g. oil temperature.
After the source has been selected, the button will be displayed in the color of the mask.
149
Mode
The possible settings change according to the selected source. After selection of a
mode, e.g. "DC V", it is highlighted in the color of the mask.
The abbreviations are defined below:
• ΩΩ: Resistor measurement
• AC V: Alternating voltage measurement
• DC V: Direct voltage measurement
• AC A: Alternating current measurement
• DC A: Direct current measurement
• : Diode test
Range
The range changes according to the source. The measuring device will automatically be
set to the highest measurement range by default; however, you can manually adjust it if
required.
If the displayed measurement value lies outside the manually

selected range, the display changes to "++++" or "----".
150
Using the Multimeter
How to perform a resistor measurement with Multimeter 1:
• Select the source "Probe 1".
• Select the "Ω" mode.
• Connect the DSO cable 1 to the IMIB.
• Connect the probes in parallel with the load/resistance
while isolating that part of the circuit.
• Perform the measurement.
How to perform measurements on two signals simultaneously, so that you can
measure battery voltage and current, for example:
• Select the source "Clip-on ammeter" on Multimeter 2.
• Select the "DC A" mode on Multimeter 2.
• Select the range matching the selected clip-on ammeter on Multimeter 2.
• Select the source "Probe 1" on Multimeter 1.
• Select the "DC V" mode at Multimeter 1.
• Connect the clip-on ammeter to the IMIB.
• Connect the clip-on ammeter lead around the vehicle’s negative cable
in the direction of current flow.
• Connect the DSO cable 1 to the IMIB.
• Connect the probes to the battery poles.
• Click the button on the probe to freeze the measurement.
• Evaluate the measurement.
151
Oscilloscope
Two time-dependent variables are measured with the dual channel oscilloscope. The
screen displays measured and processed curves and results in the left (display) area.
The IMIB settings can be adjusted in the right (setting) area.
"Oscilloscope" tab
Display Area
The display area is divided into the following:
• Graph display: for graphical plots of curves.
• Measured value display: for numerical display of voltage and time values.
152
Graph Display
With linear scaling, the graph display is divided into a 10 x 8 grid. With logarithmic
scaling, the y-axis is divided into 4 groups of 10; the x-axis remains unchanged.
Graph display
Depending on the application, a trigger mark, two cursors and a progress bar on the top
edge will appear in the graph plot.
So that you can distinguish between curves and correctly assign their settings, the curve
from Channel 1 (CH1) is green and the curve from Channel 2 (CH2) is red. Cursors, trig-
ger marks and progress bars are white.
The frequency of graph updates depends on the sampling rate set on the oscilloscope.
The following presets apply for individual areas:
• Sampling rate < 100 s: Time interval 10 ms.
• 100 μs ≤ sampling rate < 1 s: Time interval 300 ms.
• Sampling rate ≥ 1 s: Record mode (Record). The curve progresses in linear
steps of approx. 4 pixels from right to left and is recorded at the same time.
153
Measured Value Display
Below the graph display, there is a display consisting of 3 columns for numerical values
and status messages.
Measured value display
The meaning of the displays is described in the following chapter.
Range
The controls for setting the oscilloscope are located on the right-hand side of the mask.
The controls are arranged in five settings:
• Cursor (exclusively arrow keys for reference and difference)
• Display
Range
• Time
• Channel
(channels CH1 and CH2)
• Trigger
154
Cursor and Display Settings
The "Cursor" settings group contains the following buttons:
 CH1, CH2: When clicking and locking a button, the two cursors will appear in the sec-
ond and eighth grid line of the graph display for the respective curve (reference and dif-
ference). The cursors can only be displayed for one channel respectively: For example,
if you lock the "CH2" button, then the "CH1" button will be simultaneously unlocked.
If you click the same button once more, the measuring cursors will be faded out again.
You can move the reference cursor along the x-axis with the two reference arrow keys
and the differential cursor by using the differential arrow keys. The cursors move pixel by
pixel; their speed increases the longer you hold the arrow key down. As soon as a cursor
reaches the edge of a measurement curve, the respective arrow key can no longer be
operated.
 Coupled: is activated only if one of the "CH1" or "CH2" buttons, is active. If the
"Coupled" button is locked, then the differential cursor moves when the differential cur-
sor is displaced, maintaining constant spacing. With the differential arrow keys, you can
continue to displace the differential cursor separately. If you hide the cursor for one
channel and later show it again (cursor key locked), the "Coupled" button adopts the
most recently displayed state.
155
The following applications are linked with the cursor function:
• Measuring curves: The oscilloscope determines the following points
and shows the values in the measured value display:
• Intersection of reference cursor with the curve ("Ref.Cur")
• Interface of differential cursor with the curve ("Diff.Cur")
• Voltage difference between the reference and differential cursor ("Cur")
• Output of Set values: When you select the "CH1" or "CH2" button in the
cursor settings group
The following counter values are entered into the measured value display:
• Period ("t")
• Frequency ("1/t")
• Sample ratio of selected channel ("t/T")
• Time lag between reference and differential cursor ("t")
• Zooming compresses the curves. In compressed mode, you can
select and zoom in on a curve section.
156
The "Display" settings group contains the following buttons:
 Log: logarithmic scaling on/off, as default y-values are presented in linear fashion.
When clicking and locking the "Log" button , the y-axis switches to logarithmic scaling in
value ranges up to 4 groups of 10. Negative measurements are zeroed in the logarithmic
display. Clicking the button a second time switches back to linear scaling.
 Record: record mode on/off. When clicking and locking the "Record" button, the
record mode will be started. The process can be interrupted by once again clicking on
the "Record" button. The record mode is automatically stopped in the "Single" trigger
mode if a trigger event occurs (trigger level, ramp). All settings for the "Channel", "Time"
and "Trigger" groups are locked. The record mode is only accessible if the "Compress"
button is not locked.
 Compress: scales the x-axis over the entire curve. When clicking and locking the
"Compress" button, the x-axis is scaled so that the entire and most recently recorded
curve can be shown in the measured graph display. The "Record" button and those for
the trigger mode (Auto, Normal, Single) are deactivated. The "Compress" button can
only be clicked after a curve has been recorded. Mark a section of the compressed curve
(either Channel 1 or 2) with the reference and differential cursor. Click the "Compress"
button. The oscilloscope zooms in on the marked curve section to the normal scaling
of the x-axis.
157
By increasing the sampling rate with the "<Time>/Div" arrow keys, you can zoom in
further into a curve section until the curve is completely expanded.
With the "<Range>/Div" arrow keys, you can extend the curve in the vertical direction.
This does not enhance the resolution, however.
The settings group contains display ranges for the set values and two arrow keys which
can be used to adjust the set values.
 Position: You can move the section along the x-axis if the recorded curve can no
longer be completely displayed in the measurement value display. With the arrow keys,
you can zoom in/out the section from 0 to 100% along the saved curve. The longer you
hold the arrow key down, the faster the section moves. The percentage value indicates
in which section of the saved area the section is located.
As long as the reference and differential cursors are displayed (with channel CH1 or CH2
in the "Cursor" settings group selected), the section can only be displaced between the
two cursors. To scroll through the entire memory, you have to deselect both channels in
the "Cursor" settings group.
The visible section is displayed in the graph
display by the size and position of the status
bar at the top of the display.
 <Time>/Div: This is where you define the
sampling rate, in other words, it determines
the horizontal scale of the graph which
appears on the oscilloscope screen. The
associated unit, e.g. "ms/Div", is displayed
via the left arrow key.
158
Channel
This channel settings group has two buttons, "CH1" and "CH2". Each channel has a
Source, Offset, <Range>/Div (Range/Unit) and Coupling display range selection.
Source: The group of sensors. A signal is transmitted to the oscilloscope via a sensor.
Select from the possible sensors:
• Probe 1 and/or 2
• kV clip/RVZ cable
• 50 A or 1000 A clip-on ammeters
• 3.5 bar or 100 bar pressure sensors
• Trigger clamp
• Temperature sensor
159
Select a sensor with the arrow keys. If the sensor is not yet connected, a corresponding
message appears.
 Offset: The signal displayed on Channel 1 or 2 can be respectively overlaid with a
constant component or a DC voltage (offset). The offset value is preset to
0%; you can change the range ±100% of the y-axis.
 <Measurement range>/Div: This setting designates the group of measurement
ranges and depends on the sensor selected. Set the
range with the arrow keys; it will be displayed in the
associated display range. The physical unit is above
the left-hand arrow key.
The set range is transferred to the y-axis.
 Coupling: Signal coupling for the corresponding channel.
The following settings are possible:
 GND (Ground): The input is decoupled from the sensor and is grounded.
 AC (Alternating Current): Only alternating current components are represented
in the curve.
 DC (Direct Current): Alternating and direct current components are represented
in the curve.
The buttons for the non-available coupling types are gray.
Trigger
In the "Trigger" area, you can set the source, the (trigger) position, the trigger value
(level), the slope and the mode. The current trigger position and trigger value are
indicated by an arrow, with the arrow direction indicating slope.
 Source: The group of sensors. A trigger signal is transmitted to the oscilloscope
via a sensor.
Select from the possible sensors:
• Probe 1 and/or 2
• kV clip/RVZ cable
• 50 A or 1000 A clip-on ammeters
160
Select a sensor using the arrow keys. If the sensor is not yet connected, a corresponding
message will appear.
 Position: With the arrow keys, you can displace the trigger time along the x-axis
between 10% and 90% along the graph display. The default setting is 50%;
the signal in this case is triggered in the middle of the graph display.
 Level: With the arrow keys, you set the amplitude at which triggering should occur
as a percentage of the y-axis.
 Slope: Defines whether triggering should occur on the positive or negative slope,
whereby only one switch ("pos" or "neg") can be activated at one time. If both
buttons are inactive, the trigger is activated whenever the set trigger value is
reached, regardless of whether this occurs on the rising or falling slope.
 Mode: Except in record mode, a trigger mode is always active. The default setting
is "Auto".
 Auto: If no trigger is set, then an untriggered image will be shown.
 Norm: Prerequisite for a display is the availability of a trigger.
 Single: Stops the oscilloscope measurement after the first valid trigger signal.
If you click the "Single" button again, the mode is reactivated and recording
of another measuring signal can begin.
161
Record Mode
In record mode, the measurements are recorded without being triggered continuously
and temporarily stored.
Recording begins when you click the "Record" button. During recording, the latest mea-
surements are presented in the graph display. The remaining memory capacity is contin-
uously displayed as a percentage in the measurement display.
The trigger mode cannot be reactivated until the record mode has been stopped by
clicking the "Record" button.
Recording may be stopped by the following events:
• Repeated clicking of the Record button
• Reaching of the preset trigger level (depending on the trigger mode)
• Memory full
After completion (manual or automatic) of data recording, the "Compress" button is acti-
vated and the entire curve along the x-axis is compressed to the width of the graph.
Various tools are available for closer examination of the curve, using cursor settings and
the adjustment of values under "Time".
162
Action Line
The action line contains the following buttons:
 Save settings: You can save oscilloscope settings. Saved settings are stored on the
ISIS workshop server and are thus available on every ISID that is linked
to the respective ISIS in online mode. You start the operation
by selecting the "Save settings" button in the action line. The "Save
oscilloscope settings" mask appears. Enter a name in the "Save under"
field under which the settings should be saved. The workshop system
checks whether the name has already been assigned.
"Save oscilloscope settings" mask
"Save oscilloscope settings" mask (no current screenshot)
 Load/delete settings: The button is only active if oscilloscope settings have been
saved. You can load or delete saved oscilloscope settings
after you have clicked this button. The "Load oscilloscope
settings" window opens with a list of saved oscilloscope
settings.
Select a line and click one of the following buttons:
 Load: The settings are loaded into the oscilloscope. The window closes.
 Delete: Deletes the selected settings. The window stays open.
 Cancel: Closes the window after opening.
163
"Load oscilloscope settings" mask
 Quit measuring device: The IMIB is reset, any activated signals are switched
off, and the workshop system returns to the
"Measuring devices" mask.
Signals
The signals feed defined direct currents as well as direct and alternating voltages to the
sensors and leads or simulate resistances. You can observe the effects with measuring
instruments.
With the "Signals" tab, you parameterize the signal functions of the IMIB.
“Signals” tab
164
The content range contains a settings group for each of the signal sources, i.e. direct
voltage, generator, direct current and simulator.
The settings for "Amplitude", "Frequency", "Sample ratio" and "Resistor" consist
respectively of a display range for the set value and two arrow keys left and right, with
which you can adjust the signal. The longer you hold the arrow key down, the faster the
signal value changes.
The setting "Signal" provides a separate button for the "Rectangular" and "Sinusoidal"
signal types.
Select a signal by clicking its heading. It is not possible to make multiple selections.
If you switch to Multimeter or Oscilloscope and then return to Signals, then the most
recent setting is retained. However, if you quit the Measuring instruments and then call
up Signals again, then the settings will be reset to the default values.
The buttons in the action line have the following functions:
• Start/Stop: Transmits the set signals to the IMIB. In the message line, a message
appears, indicating that the signals are active. When you click the button
a second time, you switch the signals off again.
• Exit measuring devices: Switches active signals off, sets the measuring instru-
ments back to the IMIB, and returns to the "Measuring
instruments" tab.
165
Using the Oscilloscope
How to set direct voltage or direct current:

• Click the name of the signal source: "Direct voltage" or "Direct current".
• Select a value in the appropriate signal source with the arrow keys.
• Click the "Start/Stop" button.
• Click the "Start/Stop" again when you wish to terminate the signal feed.
How to adjust the alternating current generator:

• Click the name of the signal source: "Generator".
• Select the signal form: "Rectangular" or "Sinusoidal".
• Set the amplitude and frequency with the respective arrow keys.
• If you have selected the "Rectangular" signal form: Set the sampling rate
with the corresponding arrow keys.
How to simulate a resistance:

• Click the name of the signal source: "Simulator".
• Set the desired resistance with the corresponding arrow keys.
The permissible resistance values are displayed in the window.
166
Workshop Trolley
Workshop trolley with Integrated Service Information Display

and Integrated Measurement Interface Box
Index Explanation
1 Integrated Service Information Display (ISID)
2 Integrated Measurement Interface Box (IMIB)
The workshop trolley used for Group Tester One, or GT1, can continue to be used for
the new workshop system. It is simply a case of having to exchange the brackets for
GT1 with the brackets for the Integrated Service Information Display. The brackets
were delivered with the Integrated Service Information Display (ISID).
Top view of ISID mounting brackets Bottom view of ISID mounting brackets
167
Basic Measurements
Wire Test
Cables needed:
• Stimulus Cables • Measurement Input 1 Cables
Procedure:
Connect B- from Stimulus Cable to B- of Measurement Input 1.
Connect B- from Measurement Input 1 to a ground on the vehicle.
Connect B+ from Stimulus Cable to one end of wire being tested.
Connect B+ from Measurement Input 1 to other end of wire being tested.
(1) Select the “Signals” tab.
(2) Select the “Generator” column.
(3) Set the voltage for the “Amplitude” setting using the 2 arrows,
to the voltage of the circuit tested (for example 5V or 12V).
(4) Select the “Start/Stop” button to start generating the voltage signal.
(5) A warning message is shown indicating “Stimuli ist Aktiv!”
(6) Switch to the “Oscilloscope” tab.
168
Wire Test (continued)
(7) Select one of the 2 channels (in this example, channel 1 is selected).
(8) Select “Probe 1”(Measurement Input 1) from the “Source” setting
under channel 1.
(9) Select “10V” from the “V/Div” setting under channel 1.
(10) Select the channel 1 cursor “CH 1”.
(11) The cursors can be moved to a different part of the signal with the
“Referenc/Differenc” arrows.
(12) The signal above indicates a good wire. Any other signal indicates
an open or shorted wire.
(13) Select “Save settings” to save the configuration setup
(can be loaded back up at a later time).
* Also try setting the Time / Div to 200 ms.
169
Wire Test - Standalone
Cables needed:
• Stimulus Cables • Measurement Input 1 Cables
170
3
4 5
7 6
10
12
11
171
Wire Test (continued)
Procedure:
Connect B- from Stimulus Cable to B- of Measurement Input 1.
Connect B- from Measurement Input 1 to a ground on the vehicle.
Connect B+ from Stimulus Cable to one end of wire being tested.
Connect B+ from Measurement Input 1 to other end of wire being tested.
(1) Select the “Oscilloscope” from the main screen.
(2) Select the “Stimuli” button.
(3) Select “Voltage”.
(4) Select “Rectangle” from the wave form selection column.
(5) Set the voltage for the “Amplitude” setting using the plus or minus buttons,
to the voltage of the circuit tested (for example 5V or 12V).
(6) Press the “On” button to start generating the voltage signal.
(7) Press the “Exit” button to switch back to the “Oscilloscope” screen.
(9) Select “# 1”(Measurement Input 1) from the “Source” setting
under channel 1.
(11) Select the cursor using the “Cursor II” button.
(11) The cursors can be moved to a different part of the signal with the hardware
keys or by dragging them using the stylus.
(12) The signal above indicates a good wire. Any other signal indicates
an open or shorted wire.
172
NOTES
PAGE
173
Closed Circuit Current Monitoring
Cables needed:
• IMIB and the “Clip-on probe 50A or 100A”
Procedure:
(1) Select channel 1 or 2.
(2) Change the “Source” to “Clip-on probe 50A or 100A”
(confirm calibration prompt).
(3) Set “A/DIV” to “10A”.
(4) Change the “Time/DIV” in the “Time” box to “1 s” to start
the value can be changed if longer recording time is needed).
(5) Select the “Cursor” for the channel selected, 1 or 2.
(6) Once the measurement is started, press the “Record”
button to start monitoring.
174
Closed Circuit Current Monitoring (continued)
(8) Select the “Record” button to stop recording.

(9) Select the “Compress” button to start analyzing the recorded signal.
(10) Change the “Time/DIV” in the “Time” box to the value which makes the signal
easier to view glitches.
(11) Change the “Position” in the “Time” box to scroll through the signal.
(12) The white bar along the top of the display indicates the part of the entire signal
being viewed.
(13) The cursor(s) may be moved to display the value of different parts of the display.
175
Closed Circuit Current Monitoring - Standalone
Cables needed:
• IMIB and the “Clip-on probe 100A”
176
4 4
Procedure:
(1) Select “Quiescent current” from the main screen.
Plug in “Clip-on probe 100A” into measurement port 3 or 4
(confirm calibration prompt).
(2) Set the desired “Measurement duration” from the dropdown menu.
(3) Press “Start” button to begin recording.
Press “Stop” button to stop recording, otherwise recording will stop when
“Measurement duration” has elapsed.
(4) Using “Start point” and “End point” buttons, narrow the recording to a specific
time (if desired).
177
Recording and Analyzing Measurements
Procedure:
(1) Start recording the signal by pressing the “Record” button.
(2) Stop recording the signal by pressing the “Record” button again.
(3) The “Compress” button is then highlighted and the entire signal
is compressed on the display.
(4) Press the “Compress” button to enter the analysis mode.
(5) In the “Time” box, scroll backward or forward to scan the recorded signal
(a white status bar is displayed at the top of the display, which shows the
part of the signal being analyzed).
(6) The screen may be printed at any time using the print button.
178
Alternator Test
Cables needed:
• Probe 1 (Measurement Input 1)
• 1800 A Clip-on probe
Procedure:
Connect B+ of Probe 1 to the engine compartment battery post.
Connect B- of Probe 1 to the engine compartment ground post.
Connect the 1800 A Clip-on probe to the B+ cable at the engine compartment
jump point.
(1) Select channel 1 and set the “Source” as “Probe 1”.
(2) Set the “V/DIV” to “1V”.
(3) Set the “Coupling” to “AC”.
(4) Select channel 2 and set the “Source” as “Clip-on probe 1800 A”. A pop-up
message prompts to calibrate the clamp first before connecting to the B+ cable.
(5) Set the “Time/DIV” under the “Time” box to “1 ms”.
179
Alternator Test - Standalone
Cables needed:
• 1800 A Clip-on probe
1
4
Procedure:
Connect B+ of Probe 1 to the engine compartment battery post.
Connect B- of Probe 1 to the engine compartment ground post.
Connect the 1800 A Clip-on probe to the B+ cable at the engine
compartment jump point.
5
(1) Select channel 1 and set the “Source” as “#1”.
(2) Set the “V/DIV” to “1V”.
(3) Set the “Coupling” to “AC”.
(4) Select channel 2 and set the “Source” as “#3 or #4”.
180
Secondary Ignition Test
Cables needed:
• KV Trigger Clip
• Adapter Cable 12 7 050
Procedure:
Remove the coil to test, and install the adapter lead between the coil and spark plug.
Clip the KV trigger onto the adapter lead.
(1) Select channel 1 and set the “Source” as “KV clip”.
(2) Set the “V/DIV” to “10,000V”.
(4) Set the “Cursor” to “CH 1”.
(6) Repeat the test for all the cylinders.
181
Checking Injector Signal
Cables needed:
• Probe 1 (Measurement Input 1) or
Procedure:
Connect B+ of Probe 1 or Probe 2 to the P_EVZ signal line at the DME.
Connect B- of Probe 1 or Probe 2 to the vehicle ground point.
(1) Select either channel 1 or channel 2.
(2) This is the “Source” for the channel to Probe 1 and Probe 2
(depending on the channel selected).
(3) Set the “V/DIV” for each channel to “10V”.
(4) Set the “Time/DIV” in the “Time” box to “5ms”.
(5) Select the cursor for channel 1 or 2 (depending on the channel selected).
182
Checking Injector Signal - Standalone
Cables needed:
1
3
Procedure:
Connect B+ of Probe 1 or Probe 2 to the P_EVZ signal line at the DME.
(1) Select either channel 1 or channel 2.
(2) Set the “Source” for the channel to “#1” or “#2”
(depending on the channel selected).
(4) Set the “Time/DIV” in the “Time” box to “1ms”.
(5) Select the cursor for channel 1 or 2 (depending on the channel selected).
183
Checking the BSD Line
Cables needed:
Procedure:
Connect B+ of Probe 1 or Probe 2 to the BSD Line at the vehicle harness.
(2) Select “Probe 2”(Measurement Input 2) from the “Source” setting
under channel 2.
(5) Select the channel 2 cursor “CH 2”.
(6) The cursors can be moved to a different part of the signal
with the “Referenc/Differenc” arrows.
184
Checking K-CAN
Cables needed:
Procedure:
Connect B+ of Probe 1 and Probe 2 to K-CAN_L and K-CAN_H at vehicle harness.
Connect B- of Probe 1 and Probe 2 to vehicle ground point.
(1) Select both channels in order to view both the K-CAN_H and K-CAN_L.
(2) The “Source” under each channel should be set to Probe 1 and Probe 2.
(4) Once the scope signals are displayed, use the “Offset” arrows to move
the signals apart on the display (this makes it easier for viewing).
(5) Set the “Time/DIV” in the “Time” box to “100 μs”.
(6) Select the cursor for channel 1 or 2 (only 1 channel can display cursors
at a time).
185
Checking the BSD Line - Standalone
Cables needed:
1
3
Procedure:
Connect B+ of Probe 1 or Probe 2 to the BSD Line at the vehicle harness.
(2) Select “#1”(Measurement Input 1) from the “Source” setting
under channel 1.
(4) Set the “Time/DIV” under the “Time” box to “500 µsec”.
(5) Select the cursor using the “Cursor II” button.
The cursors can be moved to a different part of the signal with the
hardware keys or by dragging them on screen using the stylus.
186
Checking PT-CAN
Cables needed:
• Probe 1 (Measurement Input 1) • Probe 2 (Measurement Input 2)
Procedure:
Connect B+ of Probe 1 and Probe 2 to PT-CAN_L and PT-CAN_H at the
vehicle harness.
Connect B- of Probe 1 and Probe 2 to the vehicle ground point.
(1) Select both channels in order to view both the PT-CAN_H and PT-CAN_L.
(3) Set the “V/DIV” for each channel to “1V”. If 0.5V is selected, this may cause
a flat line of the signal.
(5) Set the “Time/DIV” in the “Time” box to less than “50 µs”.
at a time).
187
Checking FlexRay
Cables needed:
Procedure:
Connect B+ of Probe 1 and Probe 2 to FlexRay_H and FlexRay_L at vehicle harness.
(1) Select both channels in order to view both the FlexRay_H and FlexRay_L.
(4) Once the scope signals are displayed, use the “Offset” arrows to move the
signals apart on the display (this makes it easier for viewing).
(5) Set the “Time/DIV” in the “Time” box to “5 μs”.
at a time).
Workshop Hint
(7) Select “Save settings” to save the As of ISTA v2.24.2 the RECORD button becomes
configuration setup (can be loaded unavailable if the Time/Div is < 2ms, however if you
back up at a later time). press the HOLD button and then press it again, the
RECORD button becomes available for a short period
of time.
188
Checking PT-CAN - Standalone
Cables needed:
4
2
1
3
Procedure:
Connect B+ of Probe 1 and Probe 2 to PT-CAN_L and PT-CAN_H at the
vehicle harness.
Connect B- of Probe 1 and Probe 2 to the vehicle ground point.
(1) Select both channels in order to view both the PT-CAN_H and PT-CAN_L.
(2) The “Source” under each channel should be set to “#1” and “#2”.
(3) Set the “V/DIV” for each channel to “1V”. If 0.5V is selected, this may cause
a flat line of the signal.
(5) Set the “Time/DIV” in the “Time” box to less than “50 µsec”.
at a time).
189
Checking FlexRay - Standalone
Cables needed:
4
2
1
3
Procedure:
Connect B+ of Probe 1 and Probe 2 to FlexRay_H and FlexRay_L at vehicle harness.
(1) Select both channels in order to view both the FlexRay_H and FlexRay_L.
(2) The “Source” under each channel should be set to “#1” and “#2”.
(4) Once the scope signals are displayed, use the “Offset” arrows to move the
signals apart on the display (this makes it easier for viewing).
(5) Set the “Time/DIV” in the “Time” box to “5 μsec”.
at a time).
190
DME Signals
Activation Thrust Air Control Signal (Bypass Blow-off Valve)
Workshop Hint
Please blip throttle to actuate the thrust air control valve
(Blow-Off Valve – BOV).
Note that during valve actuation, the voltage @ the DME is pulled
low and is approx. ~100 mV. This reading validates that:
1) The actuator is grounded by the DME’s final stage transistor;
2) That the ground is credible (no voltage drop), and also;
3) That the voltage applied to the valve is good @ 14.2V.
191
BSD
Workshop Hint
This is a compliant BSD bus signal regarding voltage
that will equate to digital high and low – binary 1 and 0
respectively. This signal is shared with other compo-
nents such as the Alternator and Intelligent Battery
Sensor (IBS) if equipped.
In this example, “binary 0” is the voltage @ 13.897V and
the “binary 1” is the voltage @ 772 mV or 0.772V.
For more information on single wire bus specifications,

please review the Bus Specification Overview table.
192
Wastegate Control - Standalone
Workshop Hint
Use the functional test in the “Wastegate valve” ABL to actuate the
motor.
Note that during motor actuation, the voltage @ the DME is pulled
high in the positive and low in the negative direction signifying motor
operation in both directions (e.g. opening and closing).
193
BSD - Standalone
Workshop Hint
This is a compliant BSD bus signal regarding voltage
that will equate to digital high and low – binary 1 and 0
respectively. This signal is shared with other compo-
nents such as the Alternator and Intelligent Battery
Sensor (IBS) if equipped.
In this example, “binary 0” is the voltage @ 14.217V and
the “binary 1” is the voltage @ 687 mV or 0.687V.
For more information on single wire bus specifications,

please review the Bus Specification Overview table.
194
Camshaft Signal
Workshop Hint
Intake or exhaust camshaft signal. Note that signal
amplitude is approximately 5V, reinforcing that:
1) The reference voltage is good, and;
2) The signal is being grounded by the hall element
to less that 100 mV. This is indicating that the cir-
cuit board has a credible ground at the DME.
195
Crankshaft Signal
Workshop Hint
This is a compliant crankshaft signal @ the DME and is
from a 3 wire hall sensor that receives 12 volts yet the
digital signal has an amplitude of 5 volts.
The large tooth that is captured at 7ms is the indicator of
TDC. The frequency of the sensor indicates RPM (rate
at which the trigger wheel accelerates or decelerates
past the hall element.) and the duration of each cycle
assists with engine misfire detection.
196
Camshaft Signal - Standalone
Workshop Hint
Intake and exhaust camshaft signal. Note that signal
amplitude is approximately 5V, reinforcing that:
1) The reference voltage is good, and;
2) The signal is being grounded by the hall element
to less that 100 mV. This is indicating that the cir-
cuit board has a credible ground at the DME.
197
Crankshaft Signal - Standalone
Workshop Hint
This is a compliant crankshaft signal @ the DME and is
from a 3 wire hall sensor that receives a 5 volt reference.
The large tooth that is captured is the indicator of TDC.
The frequency of the sensor indicates RPM (rate at
which the trigger wheel accelerates or decelerates past
the hall element.) and the duration of each cycle assists
with engine misfire detection.
198
DK Motor (Drosselklappe Motor – Throttle Valve Motor)
B+ => B-
Workshop Hint
B+ => B-
This is a scope pattern from a DK motor with CH 2 leads
in BOB terminals that feed the 2 wire DC motor allowing
you to see the transition of polarity.
Amplitude is 12 volts peak to peak with a

6 volt positive and 6 volt negative signal.
199
Potentiometers
Workshop Hint
Potentiometers
This is a scope pattern from the DK potentiometers
(Hall) from a “throttle sweep” done during a KL_15 cycle.
Note the symmetry that reinforces that the position is
identical at both sensors. Also, the sum check of the
sensors is displayed as mirror images.
200
DK Motor - Standalone
B+ => B-
Workshop Hint
B+ => B-
This is a scope pattern from a DK motor with CH 1 leads
in BOB terminals that feed the 2 wire DC motor allowing
you to see the transition of polarity.
Amplitude is roughly 24 volts peak to peak with

a 12 volt positive and 12 volt negative signal.
201
Potentiometers
Workshop Hint
Potentiometers
This is a scope pattern from the DK potentiometers
(Hall) from a functional test. Note the symmetry that rein-
forces that the position is identical at both sensors. Also,
the sum check of the sensors is displayed as mirror
images. The 100Hz filter has been applied for a clearer
view.
202
EPDW - Turbocharged Engines
Pic 1
Workshop Hint
Pic 1
This is the EPDW ground signal provided by the DME. You'll note
that the time for this signal is shown @ 0.52 ms and the voltage
here is below 340 mV reinforcing a good ground under load. The
percentage or duty cycle is shown to be 86.6%, remember that this
value is the time that the EPDW coil is NOT being grounded.
Pic 2
The cursors are plotted on the EPDW signal when it is not being
grounded by the DME. This would represent the 86.6% of duty cycle
and the time that this signal remained high is shown as 4.20ms.
Also, you can validate that the voltage to this device is sufficient
@ 15.215 volts DC.
Pic 3
Screenshot of EPDW but the cursors are denoting a cycle.
203
Pic 2
Pic 3
204
Ignition Primary Signal
Workshop Hint
This primary ignition event is at an idle and shows multi-
ple events. The system will switch to a single event if the
idle is raised above 1,300 RPM.
The key is analyzing the spark event for amplitude (coil
inductance), burn time and coil oscillations to determine
winding condition.
Primary B+ voltage and ground credibility can be
determined at the DME rather than accessing the
coil connector.
205
Ignition Primary Signal - 2
Ignition Primary Signal - 3
206
Ion Current Combustion Monitoring (BMW M)
S65B40
3 4
5
2 1
Channel 1 Coil is set into current measurement

Primary Ignition Signal 3
(Green) mode (DME => Coil)
Channel 2 Secondary Ignition Signal 4

The ionic current is measured and
(Red) sent from Coil => DME
Signal from DME => Coil. Coil sets line voltage to a Weak 4V
1 Ion current amplification and offset.
5 (Idle line)
Loading coil (DME => Coil).

DME performs calculations and
2 Spark is released at the 6 prepares for next combustion.
end of this phase.
If the ignition suppression capacitor is defective, this can lead to

faults in the communications and/or audio electronics when the
engine is running.
207
Workshop Hint
The ion current combustion monitoring is used for knock identification and
misfiring identification on some Motorsport Engines (S65 and S85).
The ionic current is measured after ignition occurs. A low voltage is
applied between the electrodes of the spark plug immediately after the
end of the ignition spark and the resulting current (ionic current) is mea-
sured.
For the purposes of smoothing the voltage and electromagnetic compati-
bility, an "ignition suppression capacitor" is installed in the wiring harness
of each cylinder bank (in the S85 this is in the ion current control device).
This is electrically connected using terminal 87 and vehicle earth.
The interface between DME and Coil is a bidirectional communication
with different modes:
• Weak 4V = idle, no communication.
• Strong 0V = digital Signal from DME to coil for primary coil drive and
adjusting amplification of ion current measurement.
• >5V = ion current signal from coil to DME.
A typical sequence for one combustion is as follows
(The numbers match those in the graphic):
1. Setting ion current amplification and offset (DME => Coil) seen in the
graph as a burst of low-pulses (100-200 µs, low voltage signal).
2. Loading coil by a long low voltage signal (1-1,5 ms) (DME => Coil).
At the end of this phase ignition is started, that is, the spark is
released at the sparkplug (note how the Secondary Ignition Signal
spikes).
3. Setting line level to about 8V to set coil into ion current measurement
mode (DME => Coil).
4. Driving amplified ion current + offset on the line as a current signal
(1-20mA, Coil => DME).
5. DME release line to indicate idle line; coil sets line voltage to a
Weak 4V level.
6. DME calculates misfire, knock detection, diagnostic info and amplifi-
cation for next combustion.
For more information on Ionic Current Combustion Monitoring

please reference:
• ST505 E60 M5
• ST609 Motorsport Technology
• ST709 E9x M3
208
Injection Signal (High Impedance Coil) - Solenoid Type
Pic 1
Workshop Hint
Pic 1
High impedance injector waveform (manifold injection).
Note injection “on time” of 3.12 ms and voltage during
activation @ 500 mV, indicating a good transistor
ground and a crisp activation. Also voltage to injector is
@ 14.07V indication of acceptable power supply.
209
Pic 2
Workshop Hint
Pic 2
This scope pattern has the cursor on the supply to the
injector informing the Tech that the feed and windings
are capable of carrying the potential (voltage)to the DME
and the winding resistance state of health (impedance)
is acceptable since the inductive spike is around 55
volts.
It’s important to note that as resistance decreases, the
amplitude of the inductive spike will decrease. Also,
always remember to compare to the other cylinders.
210
Injection Signal (Low Impedance Coil) - Solenoid Type
Workshop Hint
The Injection signal is sent from the DME and is ampli-
fied in order to drive the “peak and hold” low impedance
injector. The current is initially high, however, once
opened it decreases to keep the injector open.
Remember that if you have uncertainties regarding this
signal, you could compare them to those in the other
cylinders!
211
Injection Signal (Low Impedance Coil) - HDEV Solenoid Type
HDEV
Workshop Hint
HDEV
This scope pattern is from an N55.
For more information on HDEV injector scope patterns
please reference the following pages and the ST055
Reference Manual.
212
Workshop Hint
HDEV Injectors Basic Information
The following electrical interface specification is valid for the HDEV 5.2 and for a system pressure of
20 MPa. A 65V output stage is required for driving the HDEV 5.2. Driving with constant voltage is not
allowed.
The maximum permissible coil temperature of HDEV5.2 injectors is 140°C (284°F).
Driving Phases
HDEV5.2 driving occurs in 4 phases (see diagram on the right).
1. Booster phase
Opening of the HDEV5.2 is initiated in the booster phase (No. 1 in the diagram) by a high booster
voltage UBoost from the DME, through commuting the booster capacitor on the HDEV5.2. The booster
phase ends upon reaching the booster current IBoost (approx. 10A). The high current is achieved by
a voltage of up to approx. 65 Volt. The maximum booster time tBoost max must not be exceeded.
2. Energization phase (Pickup phase)
In the energization phase (or pickup phase, No. 2 in the diagram), the HDEV5.2 is completely opened
by controlling the current to approx. 6.2A, the so called pickup current IA. The effective pickup current
IA eff must be provided. Time t1 comprehends the booster phase and the pickup phase, i.e. from the
beginning of the booster phase till the commuting of pickup current unto holding current.
At the end of this phase, the current is reduced from the energization to the holding current level
of approx. 2.5A. Time t2 must not be exceeded while switching over.
3. Hold phase
The energized HDEV5.2 is kept open by controlling the current at approx. 2.5A (holding current
Ihold eff) in the hold phase (No. 3 in the diagram). The low current level yields a fast closing and
low heat dissipation at the HDEV5.2 and the output stage.
4. Switch off phase
The current is switched off at the end of the injection time ti in the switch off phase (No. 4 in the
diagram). In this phase the voltage Udischarge (or -UBoost ) must have at least the level of UBoost.
At least 2 milliseconds elapse between two injection cycles.
Current Profiles for HDEV5.2 driving
A target current profile must be provided for opening and holding the HDEV5.2 open. Depending on
the fuel system, the system pressure may vary. The current profiles are defined for several system
pressures in order to keep the power dissipation low.
General injector data
• Ohmic resistance of HDEV 5.2 at 23°C (73°F): 1.5Ω ± 5%.
• Inductance: L = 2.1mH (typical value, not specified with tolerances)

at 1 KHz measurement frequency.
213
Actuation phases of the HDEV5.2 injector
Control Unit
Signal
ti t [ms]
i [a]
IBoost IBoost
IA eff
Current (I)
IA eff
IHold eff
t [ms]
u [v] t1 t2 t3
UBoost
Voltage (U)
UBatt
t [ms]
tBoost
-UBoost
TO08-2216_2
Booster
Phase
Switch Off
Energization
Phase
Hold
Phase
Phase
214
Tolerances HDEV5.2
Index Description Tolerances
ti Injection time -
UBoost Booster voltage at the beginning of an injection +/- 3V
Maximum booster time; should not be exceeded even at

tBoost max high temperatures and low booster voltage
-
IBoost Booster current +/- 10%
Duration of Booster phase together with

t1 pickup (energization) phase
+/-2μs
IA eff Effective pickup (energization) current -10% / + 20%
Transition time between pickup (energization) current

t2 and holding current
-
IHold eff Effective holding current +/- 10%
Ihys max Maximum hysteresis at current control -
Udischarge Voltage needed for discharging holding current to zero -2V
NOTES
215
Static Flow Rate (Qstat) [cm3/s]
Pressure Index
13.5 17.5 22.5
ti According to operating point
UBoost 65V 65V 65V

(e.g. normal operation mode)
tBoost max* 410μs 430μs 430μs

for Pmax = 22MPa
IBoost 10.5A 11.5A 11.5A
t1 640μs 640μs 640μs
IA eff 5.8A 6.2A 6.2A
t2 <50μs <50μs <50μs
IHold eff 2.8A 2.8A 3.1A
Ihys max 1.2A 1.2A 1.2A
Udischarge UBoost UBoost UBoost
UBoost 65V 65V 65V

(e.g. at opening pressure of

pressure relieve valve)
for Pmax = 27MPa
IBoost 11.5A 11.5A 12A
t1 704μs 704μs 704μs
IA eff 6.1A 6.1A 6.8A
t2 <50μs <50μs <50μs
UBoost 65V 65V 65V

(e.g. at limp home mode
for Pmax = 29.5MPa
IBoost 11.5A 12A 13A

full delivery)
t1 704μs 704μs 704μs
IA eff 6.6A 6.8A 7.1A
t2 <50μs <50μs <50μs
Bolded data = data change from previous operating pressure.

tBoost max* = should not be exceeded even at high temperatures
and low boost voltage (for typical injector and
IBoost given above).
216
Injection Signal - HPI Outward-opening Piezo-injectors
Workshop Hint
The shown scope image illustrates the voltage across an
HPI injector. This is the main injection signal and you
can see that it is activated by more than 100V.
Measuring voltage across the injector is a good way to
determine whether an injector is actually being activated.
217
Oil Volume Control Valve (N18)
Workshop Hint
This pattern was captured at the DME utilizing a 200
microseconds snapshot.
Once again, the added value of scoping this signal is
that we can look at the power supply to the control valve
noted at 14.223 volts before the solenoid is activated.
We can also confirm that the final stage and ground at
the DME are working accordingly since the actuated
value is around 100 mV.
The actuation of this control valve is dependent on many parameters

and we can't determine that the ON time meets the engines demands.
We would need to compare that to another known good vehicle if that
was needed.
218
PT-CAN Low
Workshop Hint
This is a sample of PT-CAN Low.
Base voltage starting @ 2.559V (binary 0) and pulling down to 1.571V (binary 1).
The amplitude of this bus, as far as the IMIB, is dependent on the time base you use.
Anything greater than 50 microseconds, as seen here, may display a voltage value
that would be inaccurate. Utilizing smaller values, i.e. 100 or 200 microseconds, would
allow you to look at more details and less bits. That is acceptable and sometimes rec-
ommended. You'll note the anomaly in the center and end of the screen. This is quite
normal and doesn't always represent a problem.
Also note that images are mirrors of each other. Differences in voltage and bits of data
as compared to each other are considered to be a problem. Always use the basic bus
diagnosis troubleshooting techniques for any CAN or single wire bus faults or errors.
TIME SETTINGS ARE PARAMOUNT!
219
PT-CAN High
Workshop Hint
This is a sample of PT-CAN High. Please read PT-CAN
Low for more details.
This sample was taken @ 20 microseconds. The bus
voltage will be accurate at this time base. The default
time base will not give the same details and may give
inaccurate voltage amplitude.
220
PT-CAN Low - Standalone
Workshop Hint
This is a sample of PT-CAN Low.
Base voltage starting @ 2.559V (binary 0) and pulling down to 1.571V (binary 1).
The amplitude of this bus, as far as the IMIB, is dependent on the time base you use.
Anything greater than 50 microseconds, as seen here, may display a voltage value
that would be inaccurate. Utilizing smaller values, i.e. 100 or 200 microseconds, would
allow you to look at more details and less bits. That is acceptable and sometimes rec-
ommended. You'll note the anomaly in the center and end of the screen. This is quite
normal and doesn't always represent a problem.
Also note that images are mirrors of each other. Differences in voltage and bits of data
as compared to each other are considered to be a problem. Always use the basic bus
diagnosis troubleshooting techniques for any CAN or single wire bus faults or errors.
221
PT-CAN High - Standalone
Workshop Hint
This is a sample of PT-CAN High. Please read PT-CAN
Low for more details.
This sample was taken @ 20 microseconds. The bus
voltage will be accurate at this time base. The default
time base will not give the same details and may give
inaccurate voltage amplitude.
222
PT-CAN Shorted
Workshop Hint
PT-CAN lines shorted together.
Note that the voltage is around 2 volts and the attempt to
communicate is repetitive. Also important is the fact that
the binary voltage thresholds are not being met.
223
PWG Signal
Workshop Hint
Here is an example of an analog input from the PWG
(Pedalwertgeber or Pedal Position Sensor) to the DME.
The advantage of scoping this signal (Hall elements in
this case) is that you can check it for irregularities. The
scope pattern should mirror each other (although one of
the signals is ½ the voltage) and any glitches from
unsteady actuation would be present on the other sen-
sor. Otherwise these momentary faults would be over-
looked unless you scope them.
The time base should be slow so the recorded signal
can be analyzed.
224
PWG Signal - Standalone
Workshop Hint
Here is an example of an analog input from the PWG
(Pedalwertgeber or Pedal Position Sensor) to the DME.
The advantage of scoping this signal (Hall elements in
this case) is that you can check it for irregularities. The
scope pattern should mirror each other (although one of
the signals is ½ the voltage) and any glitches from
unsteady actuation would be present on the other sen-
sor. Otherwise these momentary faults would be over-
looked unless you scope them.
The time base should be slow so the recorded signal
can be analyzed.
225
VANOS Signal
Workshop Hint
Here is an example of a VANOS solenoid that is fed
12 volts and is awaiting a ground from the DME’s tran-
sistor in order to actuate the valve to open. The pattern
shows a credible voltage awaiting @ the DME and a
circuit to ground assuring the solenoid windings are
good and the circuit is complete.
The ground is acceptable since the voltage when
actuated is @ 167 mV.
226
VALVETRONIC (Single Phase Motor)
Workshop Hint
This is a snapshot of the VVT motor with IMIB B+ leads
in the leads to the 2 wires feeding the motor from DME
and the B- wires on the chassis ground.
Note that there is activity on both lines for VVT control
and position.
Single Phase VVT Motors are utilized in VALVETRONIC I and II.
227
VANOS Signal - Standalone
Workshop Hint
Here is an example of a VANOS solenoid that is fed
12 volts and is awaiting a ground from the DME’s tran-
sistor in order to actuate the valve to open. The pattern
shows a credible voltage awaiting @ the DME and a
circuit to ground assuring the solenoid windings are
good and the circuit is complete.
228
VALVETRONIC (3 Phase Motor) - Standalone
Workshop Hint
This screen shot is from one phase (BLDC_V) of the VVT motor
with reference to ground at KL_31 @ the DME. Each of the 3 field
windings in the VVT motor (U, V and W) have a current applied to
them in a synchronous fashion. This will create a magnetic field at
that winding and the VVT motor armature which has permanent
magnets in it and in turn repel or attract the magnets in order to
rotate.
229
VALVETRONIC (3 Phase Motor)
Workshop Hint
This screen shot is from one phase (BLDC_V) of the VVT motor
with reference to ground at KL_31 @ the DME. Each of the 3 field
windings in the VVT motor (U, V and W) have a current applied to
them in a synchronous fashion. This will create a magnetic field at
that winding and the VVT motor armature which has permanent
magnets in it and in turn repel or attract the magnets in order to
rotate.
If one phase were to have an open wire, winding or lack of voltage,
the magnetic field in that phase (120 degrees) would not be created
and the motor, in theory, would only be able to cover the other 240
degrees. The reality is it would be faulted and cease to move.
The voltage amplitude created at these windings is approximately
between 7 and 14 volts as displayed in the example.
230
NOTES
PAGE
231
Body Signals
Power Windows
Motor Hall Sensor (F25)
Window Motor Hall Sensor

BF_INK1@Pin 25/A58*3B or
BF_INK2@Pin 23/A58*3B
SSP-SP0000053371
Workshop Hint
This oscilloscope pattern is showing a Window Motor Hall
Element, used to monitor speed and uniformity. This particular
graphic describes a good motor as it shows a synchronous pattern.
If you were to scope one that showed changes that are NOT syn-
chronous, it would indicate a change of speed due to a mechanical
issue e.g. something trapped between the glass etc.
Binary values for this signal are reported to the Master Controller, in
this case the FRM. Binary 1 and 0 are ~11007 mV and ~9381 mV.
Remember, when in doubt always compare the value to another
"good" window motor so you have a reference!
The measurement was done @ BF_INK1 or BF_INK2 to KL_31,

SSP-SP0000053371 – Power Window (F25). See the SSP
with some notes on the next page.
232
SSP-SP0000053371 - Power Window (F25)
Transistor
switched.
Reference
Voltage ~5V
Coded
Common Hall Grounds
The switch contains all the coded grounds
Hall 1 through resistors. Each one is unique to
the voltage that will be biased when
switched through that resistive element.
Hall 2 This in turn will be identified as a specific
command to the module also referred to as
an analog input.
FRM input signal Momentary down = ~2092 mV

FH_BF@Pin28/A34*2B: This coded value is an analog signal request-
ing the control module to actuate the window
Momentary up = ~4100 mV to move as long as the switch is held. It's a
This analog value on the DVOM is a request request for momentary down.
for momentary up or movement of the glass
window as long as the switch is held to the Toll down = ~927 mV
first detent position. Once released, the glass This analog value created by the coded
will stop moving. Here the bias voltage is ground (resistive device in the switch) biases
skewed by the switch through a resistor the reference voltage to a specific value, is a
network to 4100 mV. request for toll down to the control module.
The DVOM is a perfect tool for this analog Static “N” = ~4969 mV
data! Static Neutral position. Here is the bias volt-
age coming from the FRM and not influenced
Toll up = ~3256 mV by the switch. This is verification that the FRM
This analog value created by the coded is providing the reference voltage to the coded
ground (resistive device in the switch) biases ground/switch. If we had no voltage or too
the reference voltage to a specific value, is a much potential at this pin, we would never be
request for toll up to the control module. able to create the analog signal to request the
commands required.
233
Window Motor End Travel
Window Motor
MFBA@Pin 36/A58*3B or
MFBZ@Pin 35/A58*3B
SSP-SP0000053371
Workshop Hint
This oscilloscope pattern shows the “erratic” signal voltage applied
to the window motor near its end travel. The Control Unit does
this to “soft stop” the motor and prevents it from “banging”. If you
take a closer look at the scope pattern you can see that it is show-
ing battery voltage and credible ground applied from the master
controller. The cursors could be moved to these points to establish
that there are no voltage drops (Vd) under operation conditions on
both B+ and B- coming from the control unit. This avoids unneces-
sary Vd tests. A picture speaks a million words!
Please note that the peak voltage denoted on the reference cursor
(left) is a spike due to the internal driver shutting ON and OFF.
The measurement was done @ MFBA or MFBZ to KL_31,

SSP-SP0000053371 – Power Window (F25).
See the SSP with some notes on the next page.
234
SSP-SP0000053371 - Power Window (F25)
MFBA & MFZB
235
Automatic Tailgate Actuation - HKL
HKL Hall sensor
2
HKL Hall Element
HALL_L1@Pin 3/A218*3B or
HALL_L2@Pin 4/A218*3B
SSP-SP0000053370
Workshop Hint
(1) The hall element digital signal low for this application is
~1171 mV. The consistency of this signal can be compared to
the other signals on this screen (all of them go to ~1171 mV).
You can also view more cycles by changing the time base
to 5 or 10 ms.
Remember, the digital “handshake” requires a voltage level to
be established, not just a signal that "looks good".
(2) The hall element digital signal high is ~6600 mV.
See (1) for hints.
The measurement was done @ HALL_L1 or HALL_L2 to KL_31

SSP-SP0000053370 – Boot lid lift (F25).
236
SSP-SP0000053370 - Boot lid lift (F25)
Common Hall
HALL_L1 & HALL_L2
237
HKL Motor
HKL Motor
MOT_L1@Pin1/A218*3B or
MOT_L2@Pin2/A218*3B
B+/B- Voltage levels indicate
credible KL_30 and KL_31
Workshop Hint
(1) This pattern shows the positive voltage applied to the DC motor.
The Reference Cursor shows 14.33 V which would conform that
the B+ side of the circuit has no concerns. A voltage drop test at
that wire or the driver itself (M88) would not be required.
(2) The Difference Cursor shows the “B- driven value” which is
100 mV. This would validate that the ground credibility is within
specs and no voltage drop on the module or wire is needed.
Remember, the HKL module is capable of driving both B+ and
B-. When this motor voltage is looked at with a DVOM, the
value is a calculated average of approximately 14.3 V at 50%
duty cycle or 7 V. Also, we vary the speed of the lid so the
DVOM is a bad choice of tool!
The measurement was done MOT_L1 or MOT_L2 to KL_31,

SSP-SP0000053370 – Boot lid lift (F25). See the SSP with
some notes on the next page.
238
MOT_L1 & MOT_L2
239
HKL “Good” Shielded Ground
HKL Shielded Ground

W9110.2@Pin 7/A218*3B
Vd to KL_31
Insure shielded is held at
ground NO EMI.
1 2
Workshop Hint
The line we're looking at is one of the shielded lines coming from the HKL
module to the HKL motor (M88 or M43). This line is shielded to prevent
any Electromagnetic Interference (EMI) created by the drives to be
induced into delicate circuits i.e hall or audio antennas.
The fault caused by an open shield line may not always be evident or
cause a fault code. We could check continuity to ground, but by monitor-
ing this line while using the HKL motor, we can watch for induced noise
such as voltage spikes. The scope is hooked to the shielded terminal on
HKL@Pin 7/A218*2B and KL_31. This voltage drop (Vd) test with the
scope is the most precise way to eliminate any concerns with a credible
shield wire to KL_31.
(1) & (2) show the Reference and Difference Cursors at 0 V, with no noise
at all during operation. Hence we can conclude it is a “good shielded line”!
The measurement was done W9110.2 to KL_31,

SSP-SP0000053370 – Boot lid lift (F25). See the SSP
with some notes on the next page.
240
W9110.2 - Shielded line
241
Single Wire Bus
LIN Bus
LIN Bus
K_LIN_8@Pin 17/A58*1B or
K_LIN_8@Pin 2/A14*1B
SSP-SP0000053261
2
1
Workshop Hint
(1) Single wire bus binary 1 and 0 require a threshold voltage for that data to
be transmitted. The Reference Cursor shows binary 1 voltage at around 1 V
(1030 mV to be exact). Once the voltage fails to pull down to approximately
~1200-1300 mV, we start to see communication faults. In other words, if the
voltage were to fail to pull below that threshold, we would need to diagnose
accordingly, find the culprit and fix the bus communication fault.
(2) The Difference Cursor shows the value for binary 0. The threshold for
this voltage is generally greater than 9 V and is usually around 12 V on all
single wire bus systems. The Footwell Module (FRM) is the Master of the bus
and is also responsible for the voltage to establish communication. The switch
participates as a "secondary control unit" and cannot work without the FRM.
The measurement was done @ K_LIN_8 to KL_31,

SSP-SP0000053261 – Front fog lights and rear fog lights.
242
SSP-SP0000053261 - Front fog lights and rear fog lights (F25)
Vd <300 mV / 12V B+
Single wire bus.

All light switch signals!
243
KL_30F (BN2020)
KL_30F
2 3 CH1, CH2
Workshop Hint
(1) Channel 1 (green line) is the KL_30F OFF signal
(Pin 3 @ Z2*12B).
(2) Channel 2 (red line) is the KL_30F ON signal, first red “blip” starting
from left side (Pin 5 @ Z2*12B).
(3) Channel 2 (red line), the second red blip is KL_15N and KL_30B
being powered back up (Pin 10 @ Z2*12B).
These measurements were done on:

“KL_30F_AUS” Pin 3 @ connector Z2*12B to Pin 10 @ Z2*12B.
“KL_30F_EIN” Pin 5 @ connector Z2*12B to Pin 10 @ Z2*12B.
SSP-SP0000053963 - Terminal Control (F25).
For more information, reference FUB-FB-610003-K10 -

Vehicle system voltage supply
244
SSP-SP0000053963 - Terminal Control (F25)
The leads should be connected to:

KL_30F_AUS Pin3 @ connector Z2*12B to Pin 10 @ Z2*12B.
KL_30F_EIN Pin 5 @ connector Z2*12B to Pin 10 @ Z2*12B..
Workshop Hint
After verifying that the signal is OK, you can check the resistance of the
bi-stable relay to confirm it is also OK. Both ends should be roughly the same.
As an example see the following:
A known “Good Relay”:
Pin 3 to Pin 2 @ Z2*12B = 8.7 Ω
Pin 5 to Pin 2 @ Z2*12B = 7.2 Ω
A known “Bad Relay”:
Pin 3 to Pin 2 @ Z2*12B = 75.4 Ω
Pin 5 to Pin 2 @ Z2*12B = 75.3 Ω
SSP-SP0000053963 - Terminal Control (F25), pins 35 & 40 on

A34*1B on component A43 should list KL_30 instead of KL_31.
245
1
04/06/2013
04/06/2013
246
3
04/06/2013
Workshop Hint
KL_30F signal times:
(1) Channel 1 (green line) is the KL_30F OFF signal time:
2000 µs = 2 ms = 0.002 s
(2) Channel 2 (red line) is the KL_30F ON signal time (first red “blip” starting
from left side): 1800 µs = 1.8 ms = 0.0018 s
(3) Channel 2 (red line), the second red blip is KL_15N and KL_30B being
powered back up: 800 µs = 0.8 ms = 0.0008 s
So, pretty fast indeed!
247
NOTES
PAGE
248
Blank Oscilloscope Screens
Use for additional scope measurements.
NOTES
249
NOTES
250
NOTES
251
NOTES
252
NOTES
253
Glossary of 3G Technology Acronyms
ISTA/P BN2020 Terminology
From Acronym Explanation
ISTA/P BN2020 SGBM Electronic Control Module Description
ISTA/P BN2020 TE Technical Unit process class within the SGBM
ISTA/P BN2020 SVK Module Installation Identification -The sum of all TE's per module
ISTA/P BN2020 SVT Module Installation Table -The sum of all SVK's per vehicle
Vehicle Configuration Management. Function in
ISTA/P BN2020 VCM
the ZGW that holds the FA, FP, SVT, etc
ISTA/P BN2020 FP Vehicle Profile-interpretation of the VO with characteristics of the vehicle
ISTA/P BN2020 FA Vehicle Order
Configuration & Information. Delivers the SVT
ISTA/P BN2020 KIS
from a given vehicle configuration ( FA, FP)
ISTA/P BN2020 PSdZ Programming System for BN2020 vehicles
ISTA/P BN2020 Acronyms*

ISTA/P KIS data DAF DAF is the dataset file used in old style PROGMAN protocols
ISTA/P KIS data PAF PAF is the Program file used in old style PROGMAN protocols
ISTA/P KIS data HWEL Hardware Electronic
ISTA/P KIS data HWAP Hardware Characteristic
ISTA/P KIS data HWFR Hardware Color
ISTA/P KIS data BTLD Boot Loader
ISTA/P KIS data FLSL Flash Loader-Slave
ISTA/P KIS data SWFL Software ECU-Memory Image
ISTA/P KIS data SWFF Flash File Software
ISTA/P KIS data CAFD Coding Data
ISTA/P KIS data IBAD Onboard Owners Manual
ISTA/P KIS data TLRT Temporary Erase Routine
ISTA/P KIS data TPRG Temporary Programming Routine
ISTA/P KIS data FAFP FA2FP
ISTA/P KIS data FCFA Enabling Code Vehicle Order
ISTA/P KIS data FCFN Enabling Code Function
ISTA/P KIS data ENTD Entertainment Data HDD
ISTA/P KIS data NAVD Navigation Data HDD
254
ISTA/P BN2010 Acronyms**
ISTA/P Measures Plan Action # 8 Install component
ISTA/P Measures Plan Action # 16 Program/Flash component
ISTA/P Measures Plan Action # 64 Replace component
ISTA/P Measures Plan Action # 128 Code component
ISTA/P Final Report Program status # 0 Delivery status (only for production)
ISTA/P Final Report Program status # 1 Regular operating
ISTA/P Final Report Program status # 2 Not used
ISTA/P Final Report Program status # 3 Memory erased
ISTA/P Final Report Program status # 4 Not used
ISTA/P Final Report Program status # 5 Signature check not executed for PAF
ISTA/P Final Report Program status # 6 Signature check not executed for DAF
ISTA/P Final Report Program status # 7 Programming active (PAF)
ISTA/P Final Report Program status # 8 Programming active (DAF)
ISTA/P Final Report Program status # 9 Wrong hardware number
ISTA/P Final Report Program status # 10 Wrong programming number
ISTA/P Final Report Program status # 11 Hardware -> SW plausibility fault
ISTA/P Final Report Program status # 12 SW missing
ISTA/P Final Report Program status # 13 Wrong data number
ISTA/P Final Report Program status # 14 Hardware -> data plausibility fault
ISTA/P Final Report Program status # 15 Data missing
ISTA/P Final Report Program status # 16 Reserved for BMW
ISTA/P Final Report Program status # 128 Reserved for supplier
ISTA/P Final Report COAPI 1000 All modules program but fail to encode***
* ISTA/P Acronyms for BN2020 - the numbers on this status list apply to both old CIP/PROGMAN and also to current ISTA/P protocols.
** ISTA/P Acronyms for BN2010 - the numbers on this status list apply to old CIP/PROGMAN protocols.
(PdZ = Programmierung der Zukunft 2010 + vehicles)
*** ISTA/P will give COAPI fault codes on the final report whenever there was a problem with programming/coding. The COAPI 1000
code, where all modules in the vehicle fail to code, is typically a conflict code within the VO. For example: “a vehicle” will come
with pre-wire code 0694 in the VO. When the vehicle gets retrofitted with a CD changer, the VO is modified by adding code
0672 and removing code 0694. If this procedure is not done, ISTA/P will issue the COAPI 1000 message.
BN2010= Ex, Rx, RR1, RR2, RR3

BN2020= Fx, RR4, RR5, Kx, Ix, E82E (power train only)
255
IMIB R2 Screen Shots
Hall Effect Crankshaft Sensor
Workshop Hint
This pattern was acquired using the new IMIB 2 and the input leads were
placed in channel one (1) V red lead to the crank signal line (P) and black to
the signal ground at the DME. The use of the processor ground is good prac-
tice rather than using a chassis ground. This way you are able to identify what
the DME is truly looking at. Deviations in signals can than be isolated if the
ground to the DME is in question or the signal from the sensor is the problem,
You'll see both at the same time. Key elements of this signal are: Signal
amplitude high 4.943 V and low around base line 0V. This
confirms near source ref voltage of 5 volts and a credible ground. Now the
signal uniformity and cleanliness can be examined. Deviations in the signal
due to wiring, connectors and possible damaged trigger wheel would be seen
if defective, The synchronous waveform would be distorted Changing the time
base or recording and playing it back at different time bases are now an
option with the new IMIB. Be inquisitive and investigate. You'll find all the
intermittents with the use of the scope if your familiar with its abilities.
256
Electric Solenoid Vanos (Inductor)
Workshop Hint
This is a great screen shot of an inductor, in this case a VANOS solenoid that
controls the amount of oil distribution into the camshaft bearing area and in
turn moves the hydraulic oscillating motor to change valve timing on the asso-
ciated cam (intake (ein) or exhaust (aus). We see several key items here that
can be used diagnosis: One being that this waveform indicates that the power
and ground that this final stage device is applying is good. The
amplitude of the final stage is 12.35 volts and the ground is at base line 0
volts. This proves that the ground to the DME is sufficient. There is no need to
check that ground feed to this particular portion of the DME since it reaches
voltage below 300 mV volts. The positive amplitude could be at charging
voltage i.e.. 14.0 volts, but in this case the sample was taken in KL-15 and no
charger on the car. If the voltage applied to this circuit happened to be in
question, this would be reinforcing the need to check for a voltage drop to the
DME KL15/KL30 power supply or possibly in the DME final stage i.e..
MOSFET. The duty cycle and clean on off functions are reassured with this
display shown. The cycle time is seen with the cursors being approx. .5 mS or
500 micro seconds
257
DK Throttle Motor N20
Workshop Hint
The designated voltage spikes start with the polarity going negative and then
changing positive in a the above screen shot. All happening in a time base of
less than 2 mS. This conveys to us that DME is reversing the signal voltage to
the DK/DC throttle motor. It has the ability to deliver near battery voltage and
has a credible ground connection to the DME power supply. As well as deliv-
ering that via its solid state driver. Reference ground is the flat line signal we
see in between the small voltage spikes and the amplitude of these PWM bat-
tery spikes are noted peak to peak at 28.07 volts. That tells you that we see
both positive to negative peaks around 14 volts. If we were to see that signal
without any a throttle plate movement, we could easily
condemn the DK motor or the connections to it
258
DK Throttle Motor N20
Workshop Hint
Here is an example of a PWM application of voltage to a DK motor that can
be supplied potential in reverse polarity if need be. This will allow the move-
ment of the throttle elver in either direction or stall at a specific position since
the motor does have a spring close feature under no current conditions. In
this situation, we see a positive amplitude of DC voltage that again, displays a
reference low value of near zero volts and a positive voltage near charging
voltage of 14.4. (remember to use the cursors to plot this important data, this
live recording tells you everything you need to know!) The small
percentage of this duty cycle, approx. 10% would equate to around a DC
voltage of about 1400 mV. However, this is not going to help when we cant
see ground values, high side values or the ability for the transistor to switch
on and off cleanly as we do here.
259
Lin Bus (Single Wire Bus Typical)
Workshop Hint
This screen shot is a typical single wire bus communication and can be taken
at any parallel splice in the circuit between the master module providing the
binary data or the receiving module that receives it. 2 important points to note
with this protocol. One being that the binary 1 data, that being voltage thats
being pulled low is approximately around 1200 mV or lower. When the voltage
starts to raise above that threshold, the processor may not correctly interpret
the data. In most cases, the voltage is around 900 mV. The other binary hand
shake is the voltage high or binary 0. We like to see that amplitude around 12
volts but has been seen around 10 volts on some variants of our single wire
buses. This time base was set at 200 micro seconds so the amount of data
were looking at is small. Typically, we would see more variation of on off hand
shakes and when doing so, record a section of data and change the time
base to gain more visual overview< many times the glitches can be seen this
way since we are looking at more data.
260
Lin Bus (Single Wire Bus Typical)
Workshop Hint
Note that the Binary voltage of the bus signal is identified here with the
cursor and meets the criteria as stated in the above text, 928.5 mV
261
APM or APP, Accelerator Pedal Hall Sensor
Workshop Hint
Here is a great example of a 2 channel recording analyzing two analog hall
sensors that monitor the position of the gas or accelerator pedal. Although
these inputs are just a wish, the voltages, speed and comparative values you
see on the scope speak volumes for what the DME sees. In this case we are
seeing nearly identical signals. The difference is in the voltages you measure
and plot. The DME looks for anomalies like we see 2 pics below. This particu-
lar sample show several important thing. First thing we must remember, ana-
log values recorded in this signal are not just yes and no (0-1), they equate to
infinite values that exist between the reference of 5 volts and ground, 0 volts.
Certain values are illegal or would create a fault. For instance DME looks at 5
volts as a short to B+ and 0 volts as short to earth or B-. Thats why we must
use the cursors and identify peak voltages min and max. The symmetry must
be identical. The peaks and valleys must the same. if not, that indicate that
the signal is not accurate on one or the other and there is a default or limp
home mode for that. These irregularity's may only last a mico second and will
never be caught on the DVOM. They may cause a drive-ability concern and
not set a fault to boot. The symmetry here is good and the sensor voltages
follow the guideline of 500 mV to 2500 mV on sensor one and around 700 mV
to around 4000 mV on sensor two. Good symmetry as the throttle position
changes, and the speed it moves.
262
Faulted APM
Workshop Hint
Here we see sensor two (in red) with small glitches and sensor one with
none. The voltages are within specs, the symmetry is clean, but the 10-15 mS
spikes going below ground indicate that the signal wire on sensor two is either
internally defective or the harness is momentarily touching ground as the
cars throttle is monitored. In this case, further wiring diagnosis or possible
connection issues must be investigated. The fault, if present long enough
would set a signal voltage too low or out of range. Possible short to B-. If this
signal shares a 5V supply, then we know since sensor 1 is not effected, the
problem is not in the supply to the sensor.
263
Current Draw Diagnosis
Why do we use a voltage drop measurement across a fuse to
determine the current draw on the circuit that the fuse feeds?
Who figured this out?

By looking at the picture above you already recognize that a voltage drop (Vd) measure-
ment is being performed across a working fuse. But how is this going to help us deter-
mine the current draw of the circuit? Let’s find out!
We can thank George Simon Ohm for his theory. He proved that voltage (V), current (A)
and resistance (Ω), all have effects on one another – remember “Ohm’s Law”?
Well, Engineers use this Law when designing the fuses so they “blow” when current
exceeds its rated value. The data that the Current Data Matrix provides utilizes the
fuse’s material cross sectional diameter (Ø), facilitating the true resistance of the fuse,
which together with the voltage drop measurement, allows them to calculate the current
draw of the circuit. This is the reason why the chart found in the next couple of pages is
so accurate. This chart MUST BE USED as indicated since each fuse size has a differ-
ent cross sectional diameter!
What advantage does it have?

The key advantage of using this chart is that there are no math calculations needed
as they have already been done for you. It is that easy! All you need to do is measure
the voltage drop (Vd) across each exposed pin of the fuse and the millivolt [mV] reading
will tell you the current consumption in the circuit that the fuse feeds.
It is accurate to 5% on an OEM quality fuse.
264
How to use the chart to diagnose a Parasitic Current Draw?
In order to describe how to use the chart, let us start out with the scenario of a car that
exhibits a parasitic current draw, which has already been confirmed via an “Energy
Management test” using BMW Diagnostic Equipment. The task that we are now facing
is finding out where that current draw is located.
1. Before you begin the “Divide and Conquer” process to find the parasitic current,
the car must be parked and “sleeping”. We can generically estimate 30 minutes
to full sleep in BN2020 vehicles and up to 60 minutes on BN2000 and previous
models. This can still vary, so please research the sleep protocol for your model
on ISTA. It is also important to remember certain key points such as a “CAS push
button that remains lit”. This would indicate bus activity and high current draws.
A scenario such as this one would require you to wait or diagnose a more
serious issue of a bus that will not go to sleep.
Another good source of information is SI B61 08 00 Closed-circuit Current

Measurement. Process is everything; you may only get one chance to
replicate the draw!
2. Now, take the 100 amp clamp from the IMIB toolbox and place it over the
body “B-” cable at the battery. Typically, draws that exceed 80 mA will set faults
and if they are present, you are half way there!
3. Next , isolate the path of current on the voltage distributor on the battery. There
are multiple paths for “B+” voltage to travel depending on the model. Everything
leaving the voltage distributor is fused and the other cable goes to the front of
the car (engine bay). Clamp each one individually until you locate the path of the
excess current. Two scenarios are possible:
a) If the current that is above specs is found on the cable to the front of the car
(BST protected), follow the appropriate SSP to reveal if that’s the alternator,
starter, etc., and isolate the cause.
b) If the current that is above specs is on one of the feeds for the fuse panel(s),
then we will be using the Current Data Matrix and measure the voltage drop
across the fuse to isolate the circuit.
In the past, you may have pulled fuses individually until the current
consumption dropped. Please avoid this procedure if possible!
Why? Because each fuse you pull may reset a control module and
temporarily eliminate the concern. Now the diagnosis will not be
possible and the car will most likely come back. So, we are going
to “sneak up” on the draw.
265
4. The Current Draw Matrix:
a) After you determined which fuse panel contains the draw, access that panel.
Sometimes they are difficult to access since you have to get the meter
leads at each fuse contact with the fuse in the panel. Remember to leave
the fuse in the panel! If the fuse has a small plastic clear cover over the ter-
minals, take a dental pick and remove the cover for diagnosis. Do not forget
to reinstall it after you are done!
b) Move the rotary switch on your DVOM to the millivolts [mV] setting.
Using the Volts [V] setting will not render the needed accuracy for
this measurement!
c) Put one lead on one end of the fuse and the other lead on the opposite end
(see graphic on next page).
d) Keep measuring all the fuses in the panel until you get an “elevated”
millivolt [mV] reading for that fuse rating (see the chart). This will indicate
the parasitic draw you isolated with the amp clamp test.
e) Now, isolate what is on that circuit to finalize the diagnosis.
Workshop Hint
Some draws only show their “ugly face” in certain situ-
ations: when cold; some when hot; some after driving;
some after sitting; some after accessory use; etc.
This is why it is advisable to gather as much informa-
tion from the customer as possible , which combined
with your skill and tenacity, will make for a successful
diagnosis!
266
Vd Measurement @ Fuse for
Current Draw Matrix calculation.
Using the Volts [V]

setting will not render the
needed accuracy for this
measurement! Instead, use
the millivolt [mV] setting.
267
Current Draw Matrix
The following chart is used to determine the amperage across a circuit by measuring
the voltage drop across the fuse and comparing it against the fuse rating.
The Current Draw Matrix shows the measured voltage drop (Vd) across the fuse in the
left hand column. It also shows the different fuses (Mini or Standard) with the amperage
rating (up to 30 amps).
Lastly, it provides the current draw based on the Vd measurement you just performed.
Below is an example of how to use this Matrix:
Vd Mini Mini Mini Standard Standard Standard Standard Standard Standard

2
Fuse
5A 7.5 A 10 A 5A 10 A 15 A 20 A 25 A 30 A
rating
mV Current Draw [mA]
0.1 6 10 14 7 13 23 30 47 62
1 3
0.2 12 20 28 13 27 45 61 94 123
0.3 18 30 43 20 40 68 91 141 185
0.4 24 40 57 26 54 91 122 188 246
0.5 30 50 71 33 67 113 152 235 308
As the example shows, there is a voltage drop of 0.2mV (1) across a

Standard 5 Amp fuse (2).
By performing this voltage drop it tells us that the current consumption

through this circuit is 13mA (3).
This Matrix applies to OEM fuses only!
268
Vd Mini Mini Mini Std. Std. Std. Std. Std. Std.
Fuse
5 7.5 10 5 10 15 20 25 30
rating
0.1 6 10 14 7 13 23 30 47 62
0.2 12 20 28 13 27 45 61 94 123
0.3 18 30 43 20 40 68 91 141 185
0.4 24 40 57 26 54 91 122 188 246
0.5 30 50 71 33 67 113 152 235 308
0.6 36 60 85 40 80 136 183 281 370
0.7 42 70 99 46 94 158 213 328 431
0.8 48 80 114 53 107 181 244 375 493
0.9 54 90 128 59 120 204 274 422 554
1 60 100 142 66 134 226 305 469 616
1.1 66 110 156 73 147 249 335 516 677
1.2 72 120 171 79 161 272 366 563 739
1.3 78 130 185 86 174 294 396 610 801
1.4 84 140 199 92 187 317 427 657 862
1.5 90 150 213 99 201 340 457 704 924
1.6 96 160 227 106 214 362 487 751 985
1.7 102 169 242 112 228 385 518 797 1047
1.8 108 179 256 119 241 407 548 844 1109
1.9 114 189 270 125 254 430 579 891 1170
2 120 199 284 132 268 453 609 938 1232
2.1 126 209 298 139 281 475 640 985 1293
2.2 132 219 313 145 294 498 670 1032 1355
2.3 138 229 327 152 308 521 701 1079 1417
2.4 144 239 341 158 321 543 731 1126 1478
2.5 150 249 355 165 335 566 762 1173 1540
2.6 156 259 369 172 348 589 792 1220 1601
2.7 162 269 384 178 361 611 823 1267 1663
2.8 168 279 398 185 375 634 853 1313 1725
2.9 174 289 412 192 388 656 884 1360 1786
3 180 299 426 198 401 679 914 1407 1848
3.1 186 309 441 205 415 702 944 1454 1909
3.2 192 319 455 211 428 724 975 1501 1971
3.3 198 329 469 218 442 747 1005 1548 2032
269
Vd Mini Mini Mini Std Std Std Std Std Std
Fuse
5A 7.5 A 10 A 5A 10 A 15 A 20 A 25 A 30 A
rating
3.4 204 339 483 225 455 770 1036 1595 2094
3.5 210 349 497 231 468 792 1066 1642 2156
3.6 216 359 512 238 482 815 1097 1689 2217
3.7 222 369 526 244 495 837 1127 1736 2279
3.8 228 379 540 251 509 860 1158 1782 2340
3.9 234 389 554 258 522 883 1188 1829 2402
4 240 399 568 264 535 905 1219 1876 2464
4.1 246 409 583 271 549 928 1249 1923 2525
4.2 252 419 597 277 562 951 1280 1970 2587
4.3 258 429 611 284 575 973 1310 2017 2648
4.4 264 439 625 291 589 996 1341 2064 2710
4.5 270 449 639 297 602 1019 1371 2111 2772
4.6 276 459 654 304 616 1041 1401 2158 2833
4.7 282 469 668 310 629 1064 1432 2205 2895
4.8 288 479 682 317 642 1086 1462 2252 2956
4.9 294 488 696 324 656 1109 1493 2298 3018
5 300 498 711 330 669 1132 1523 2345 3080
5.1 306 508 725 337 683 1154 1554 2392 3141
5.2 312 518 739 343 696 1177 1584 2439 3203
5.3 318 528 753 350 709 1200 1615 2486 3264
5.4 324 538 767 357 723 1222 1645 2533 3326
5.5 330 548 782 363 736 1245 1676 2580 3387
5.6 336 558 796 370 749 1268 1706 2627 3449
5.7 342 568 810 376 763 1290 1737 2674 3511
5.8 348 578 824 383 776 1313 1767 2721 3572
5.9 354 588 838 390 790 1335 1798 2768 3634
6 360 598 853 396 803 1358 1828 2814 3695
6.1 366 608 867 403 816 1381 1858 2861 3757
6.2 372 618 881 409 830 1403 1889 2908 3819
6.3 378 628 895 416 843 1426 1919 2955 3880
6.4 384 638 909 423 857 1449 1950 3002 3942
6.5 390 648 924 429 870 1471 1980 3049 4003
6.6 396 658 938 439 883 1494 2011 3096 4065
6.7 402 668 952 442 897 1517 2041 3143 4127
270
Vd Mini Mini Mini Std Std Std Std Std Std
Fuse
5A 7.5 A 10 A 5A 10 A 15 A 20 A 25 A 30 A
rating
6.8 408 678 966 449 910 1539 2072 3190 4188
6.9 414 688 981 456 923 1562 2102 3237 4250
7 420 698 995 462 937 1584 2133 3284 4311
7.1 426 708 1009 469 950 1607 2163 3330 4373
7.2 432 718 1023 475 964 1630 2194 3377 4434
7.3 438 728 1037 482 977 1652 2224 3424 4496
7.4 444 738 1052 489 990 1675 2255 3471 4558
7.5 450 748 1066 495 1004 1698 2285 3518 4619
7.6 456 758 1080 502 1017 1720 2315 3565 4681
7.7 462 768 1094 508 1030 1743 2346 3612 4742
7.8 468 778 1108 515 1044 1766 2376 3659 4804
7.9 474 788 1123 522 1057 1788 2407 3706 4866
8 480 798 1137 528 1071 1811 2437 3753 4927
8.1 486 807 1151 535 1084 1833 2468 3800 4989
8.2 492 817 1165 541 1097 1856 2498 3846 5050
8.3 498 827 1179 548 1111 1879 2529 3893 5112
8.4 504 837 1194 555 1124 1901 2559 3940 5174
8.5 510 847 1208 561 1138 1924 2590 3987 5235
8.6 516 857 1222 568 1151 1947 2620 4034 5297
8.7 522 867 1236 575 1164 1969 2651 4081 5358
8.8 528 877 1251 581 1178 1992 2681 4128 5420
8.9 534 887 1265 588 1191 2015 2712 4175 5482
9 540 897 1279 594 1204 2037 2742 4222 5543
9.1 546 907 1293 601 1218 2060 2772 4269 5605
9.2 552 917 1307 608 1231 2082 2803 4316 5666
9.3 558 927 1322 614 1245 2105 2833 4362 5728
9.4 564 937 1336 621 1258 2128 2864 4409 5789
9.5 570 947 1350 627 1271 2150 2894 4456 5851
9.6 576 957 1364 634 1285 2173 2925 4503 5913
9.7 582 967 1378 641 1298 2196 2955 4550 5974
9.8 588 977 1393 647 1312 2218 2986 4597 6036
9.9 594 987 1407 654 1325 2241 3016 4644 6097
10 600 997 1421 660 1338 2263 3047 4691 6159
271
NOTES
PAGE
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Advanced Vehicle Diagnosis

BMW of North America, LLC

Course Code: ST1102 Advanced Vehicle Diagnosis

This information is available by accessing TIS at www.dealerspeed.net.

Non-Electrical Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

The I.P.O. Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Diagnosis with ISTA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

Initial Print Date: 03/12 Revision Date: 07/19

10 Rules for a less stressed Tech! . . . . . . . . . . . . . . . . . . . . . . . . . .39

Bus Systems Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86

Digital Voltage-Ohm Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Using the DVOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117

Integrated Measurement Interface Box . . . . . . . . . . . . . . . . . . . . .131

Standalone Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136

Measuring Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146

Basic Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .168

DME Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .191

Body Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232

IMIB R2 Screen Shots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .256

Current Draw Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264

After completion of this module you will be able to:

• Develop practical diagnosis hands-on practice utilizing the latest BMW

• Document the availability of Non-Electrical Diagnosis tools in ISTA.

• Apply skills to properly diagnose simulated bugged vehicles.

• Underline the importance of proper procedure while diagnosing vehicle faults.

• Compile the necessary technical documentation preceding every

• Recognize the added value of adequate research prior to engaging any

Verify the Customer Complaint: Experience the symptom!

Steps to Verify the Complaint

Analyze the Problem

Isolate the Problem

Steps in Isolating the Problem

Steps to Repairing the Problem

Verify the Repair

• Follow repair or replacement procedures

Non-electrical diagnosis procedures are listed under

ISTA (ISID) Only

Non-electrical diagnosis procedures are listed under

Model Series / Strongly

Engine, R55, R56, R57, R60 -

E81, E82, E83, E84,

Engine, E60, E61, F10, F11,

Transfer box, oper- Before replacing the

Transfer box, oper- Before replacing the

Rear axle final drive, E84, F01, F02, F03, F04,

E60, E61, E63, E64, E70,

E60, E61, E63, E64, E70,

Index Explanation Index Explanation

1 Speed reading 8 AC OFF

2 Revolution counter 9 Rough road surface

3 Clock 10 Depress clutch pedal

4 Activate starter button 11 Vehicle twisting

5 Engine temperature warm 12 Vehicle raised

6 Engine temperature cold 13 Vehicle raised

Worn tire tread

Check applicable and/or underline or add entries as necessary.

This is known as the I.P.O. Principle.

Detailed information on which electrical or electromechanical scopes