Thursday, September 24, 2009

45. BMW E36 Saloon - Baur TC4 - Convertible

BMW E36 Saloon - BAUR TC4
Is it a limo? Is it a convertible? NO! IT's BMW BAUR TC4! 

Source: Wikipedia 

Baur is a Karosserie or coachbuilder in Stuttgart, Germany, which has been building BMW convertibles since the 1930s. Currently, they are the body and assembly works for IVM Automotive, a member the Ed Group. They enjoy an excellent reputation for quality and do prototype work for many manufacturers such as Porsche, Audi and Ford.

The Baur family received a patent for the design of a folding top for luxury automobiles about the time BMW was building the first car with the BMW name.

Baur was established in 1910 and produced, among others, 1682 1600-2 Cabriolets, 200 2002 Cabriolets, 2597 E110 700 Sport Cabriolets and most of the 450 or so M1's (after Lamborghini could not fulfil its contractual obligations).

Even though BMW now had its own E36 convertible, E36 Baur TC4 conversions were still available, although this iteration was based on the E36 four-door and featured fixed door frames.

These TC cars can be built for the owner at any time, after-market; you supply the car to be converted.

Quote from Bimmerforums:
The reason why Baur made this 4-door convertible is very simple: BMW wouldn't let them convert the coupe.
In total there where 310 Baur TC4 (TC1=E21, TC2=E30, TC3="Z1"-coupe) build, from 316i to 328i and 318/325tds.

And here's one more picture, from the manufacturing proces:

Here's a link to a gallery of BMW BAUR TC4 photos. Check it out, it's full of interesting photographs!

Click Here!

Monday, September 21, 2009

44. BMW M3 E36 - The story!

BMW E36 - ///M3 Story
source: Wikipedia 

The E36 M3 debuted in February, 1992 and hit the dealers' showrooms in November that year; it was the first M3 powered by a six-cylinder engine, displacing 2990 cc and developing 286 PS (210 kW; 282 hp). Initially available as a coupé only, BMW introduced M3 convertible/cabriolet and saloon/sedan versions in 1994, the absence of any M5 models in the BMW line-up between the end of e34 M5 production in 1995 and the launch of the e39 M5 in 1998 prompting the introduction of the four door Motorsport model. The E36 is also the first M3 to be manufactured in right-hand drive.

Also in 1994, BMW produced the limited-edition M3 GT as a racing homologation special; all GTs were British Racing Green and featured an upgraded 295 PS (217 kW; 291 hp) 3.0 liter engine. 350 GTs were built.


In summer 1995, M3 coupé and saloon were upgraded to a 321 PS (236 kW; 317 hp) 3.2 liter inline-6; at the same time, the cars received clear indicator lenses, new wheels and a 6-speed gearbox. The Cabriolet did not receive these changes until spring 1996.

The majority of E36 M3's were produced at the Regensburg factory, however a small number of right hand drive M3's were assembled at BMW's Rosslyn plant in Pretoria, South Africa. In total, 46,525 coupés, 12,114 Cabriolets and 12,603 saloons were produced. Saloon production ended in December, 1997; the coupé ceased production in late 1998; and the Cabriolet in December, 1999.

BMW E36 M3's: Saloon, Coupe, Convertible
North American models

The first E36 M3 to be imported to the United States was the 1995 model, which received a 3.0 L 24-valve DOHC inline-six engine with 240 bhp (179 kW; 243 PS) and 305 N·m (225 lb·ft) (S50B30US), a different suspension and a 0-60 mph (97 km/h) time in about 6 seconds. It was available with 5-speed manual and automatic transmissions.

A CSL (Lightweight) M3 was produced in limited numbers for the 1996 model year:

The 1996-1999 model years had displacement bumped up to 3.2 L, still with 240 bhp (179 kW; 243 PS) , but torque increases to 320 N·m (240 lb·ft) which is the same S52B32US engine used in the early M Roadster and M Coupe. The manual gearbox remains a 5-speed despite the European versions being upgraded to 6-speed. It was also available as a sedan starting in model year 1997, and as convertible in 1998. Production of the sedan was halted in 1998, while the other models continued until 1999.

US sales figures include a total of 18,961 coupes, 7,760 sedans and 6,211 convertibles.

BMW E36 M3 Convertible

United Kingdom

The E36 M3 was also available as a saloon in the UK for a limited period during 1995-6, during which around 400 RHD models were sold in the UK. This variation had slightly softer suspension but could be purchased with the firmer coupe set-up if the customer wished. Performance figures did not change with the standard 286 bhp (213 kW; 290 PS) (more than the US model by some margin). The 3.2 Evo was introduced with 316 bhp (236 kW; 320 PS) .

BMW E36 M3 Coupe
E36 special models

There were six special-edition models of the E36 M3 produced: the M3 Euro-Spec (Canadian Edition), M3 CSL (M3 LTW), M3 GT, M3 GT-R, M3-R and the Imola Individual GT2 (the last of the E36s)

There was also an M3 Anniversary Edition only produced in 1999 for Australia. This was the final year of production for the E36, with only 50 coupes and 70 convertibles being made. Furthermore, "BMW Individual" were able to custom design an M3 with specific coloured leather, woodgrain and other personalized options including polished magnesium alloy wheels from the Anniversary edition. Convertibles lacked the sports seats found in the coupe but retained every other feature.

BMW E36 M3 Interior

M3 Euro-Spec (Canadian Edition)

In 1994 agreements existed between Canada and several countries in Europe which allowed any car authorized in one participating country to legally be sold in any of the others.Though BMW had unveiled the next generation E36 M3 in Europe in 1992, the company felt that the production version would need to be priced much higher for export to North America than the market would allow. While the engineers worked on a less expensive North American version of the E36 M3, BMW Canada seized the window of opportunity: 45 numbered European specification M3 coupes were specially produced and imported into Canada.

BMW E36 M3 Coupe Tehnical Drawing
Even with a base price of $59,900 (a substantial sum for the day given that the standard equipment list did not include forged lightweight wheels, air conditioning, a sunroof or even metallic paint), all 45 cars were spoken for in just 3 days. Unlike the other special versions of the E36 M3, buyers were free to choose any colors and options they wanted on their cars. The cars all came equipped with the 286 PS (210 kW; 282 hp) 3.0 L inline 6 cylinder engine, vented brakes with floating rotors, glass headlights and other European standard equipment. They were initially delivered to Toronto, then shipped all across the country to the dealerships where they were ordered.

Canada would not see another E36 M3 for sale until two years later, when BMW finally made the American versions of the 1997 M3 available for sale. Forty five Euro-Spec Canadian Edition cars were built, each one having a numbered engraved plaque in both the glovebox and the custom leather case which holds the owners manuals. Only the Australian M3-R was built in lower numbers.

BMW E36 M3 Coupe
M3 CSL (E36)

Beginning with the first E36 M3s delivered, BMW racers began pressuring BMW for a race-ready version with which to compete against Porsche 911s in sports-car racing.

In 1995, BMW relented and began building batches of the M3 CSL at BMW Individual. Upon completion they were sent to Prototype Technology Group (PTG) Racing in Virginia for final preparation, which included the front and rear Motorsport flag decals, and "trunk goodies." In the boot there was a different oil pan with dual pick up oil pump, longer oil dipstick tube, front strut bar, lower x brace that owners could install at the risk of voiding the standard BMW warranty. The car also came with the normal M3 low wing mounted but most dealers installed the special high wing when prepping the car for sale. An adjustable front lower lip/spoiler was installed. Each new owner was given a 1 page legal document to sign stating that any installation of trunk items voided the new car warranty. The ECU had the top speed limiter removed which resulted in a drag induced top speed. Forged 17" alloy wheels, 7-1/2" wide in the front and 8-1/2" wide in the rear, mounted with identically sized 235/40-17 tires front and rear were an additional difference from the standard 17" x 7-1/2" wide cast alloy wheels mounted with 235/40-17 tires on standard M3's. A 3.23 rear differential was installed vs the normal 3.15 installed in 1995 model year M3's.

Although BMW promised to build at least 85 examples, BMW never released the number of M3 CSL's built, and because of the peculiar assembly line, to this day may not be known. However, enthusiasts now believe that there exist approximately 120 models.

The first two cars, which were used as press cars, are not technically M3 CSL's as they were regular production M3's that PTG made similar in appearance to the not-yet-built CSL. After press duties, those two cars were brought back into the PTG stable.


Another article about E36 CSL:
From: US Auto Parts

In 1995, BMW produced a limited number of lightweight M3's. The factory started with an E36 M3 and then removed practically everything not needed for competition. True to their sporting past, these M3's were dubbed CSL's - for Coupe Sport Light - and they were reminiscent of the famous racing CSL's of the '70s.

The M3 Lightweights were reduced weight vehicles, yet they were fully equipped for the road. They were only made in Alpine White, with colorful Motorsport racing flags on the front and rear. Today, the Lightweights are the rarest of the late model M3's.


The 1995 BMW M3 Lightweight was an E36 M3 designed for performance enthusiasts and racing teams. This M3 was modified and specially equipped to be a base production car for drivers and teams competing in motorsport events. Yet the car had to be capable of being driven on the road.

Here's what was eliminated:
  • air conditioning
  • leather seats
  • sunroof
  • radio
  • took kit
  • interior noise reduction mats
  • underhood insulation
  • trunk panel insulation
  • forged wheels
  • spare tire and jack
Here's what was retained:
  • dashboard
  • heater
  • power windows
The power windows were kept since they were necessary for BMW's unique door glass sealing system.

Here's what was added to the vehicle:
  • aluminum doors
  • special carpeting
  • carbon fiber trim
  • sport suspension
  • revised rear axle ratio of 3.23:1
  • a large strut brace connecting the front shock towers
  • an X-brace assembly to hold the entire front end together
The underbody X-Brace and Motorsport strut brace were included to stiffen the front chassis to counteract the body flex that can occur during cornering.

The weight savings was about 200 to 300 pounds over a stock M3. The savings varied depending on which of the performance options were added by the customer.

BMW E36 M3 CSL Engine

BMW took other steps to improve the performance and handling of the car:
  • To improve performance, the M50 B30 3.0-liter engine was hand picked by BMW engineers. Reportedly, production engines were tested, and only those with the best performance numbers found their way into the M3 Lightweight.
  • The top speed limit was removed from the ECU.
  • The rear differential was increased to 3.23 over the 3.15 found on the stock M3. This increase improved the low-end torque, providing quicker acceleration.
  • To improve the handling, stiffer springs were standard and a strut brace was installed. A common add-on for BMW's, the brace connects the front shock towers to make the car more rigid. An adjustable air dam in conjunction with a rear spoiler was also included to increase down force.

BMW E36 M3 CSL Rear Wing

BMW placed several options in the trunk, which the user could install if desired. Why did they put them in the trunk? Because if BMW found out they were installed, it would void your warranty!

Designed for racing only, the performance options were:
  • An oil pan with a dual pickup. The dual pickup helped ensure constant oil flow in hard cornering.
  • A non-DOT spoiler to increase down force. The spoiler does have a penalty of a few mph at high speeds.
  • The spoiler included an upper GT Race wing with two spacers. The spacers could be used to raise the upper wing further into the air stream if desired, like in the above picture.
The M3 Lightweight also had several lesser-known standard features including:
  • An oil vapor separator to reclaim oil that would otherwise burn off under high temperatures.
  • A unique set of lightweight, forged 17" alloy wheels.
  • Firmer springs than the stock M3. 
In the 1995 model year, BMW only produced 120 to 125 of these cars. Only 85 cars made it to the USA. It is only recently that enthusiasts have recognized these cars for what they're worth, and today they are in high demand and quite collectible. Rarely do you see one for sale.


The M3 GT Coupe was a limited-edition mainland Europe only edition of which 356 were made, 50 further M3 GT Individuals were made in right-hand drive for the UK market. All built in 1995.

Famous for being British Racing Green with a Mexico Green interior - a peculiar choice when the traditional German national racing colors were white with red numbers.

The BMW M3 GT was a homologation series special built to allow the E36 M3 to compete in the FIA-GT class II, IMSA GT and international longdistance races.

BMW E36 M3 GT2 Imola Individual
M3 Evolution Imola Individual (M3 GT2)

The M3 Evolution Imola Individual was a limited-edition (200 units for Europe with part VIN WBACB5103-AN307--, 50 for the United Kingdom) car sometimes referred to as the M3 GT2. The engine and performance characteristics of the car were unchanged from the 1996+ euro M3, and a special exterior and interior colour combination was once again chosen by BMW; Imola red (405) paint with Nappa leather & Amaretto seats in Imola red and anthracite seats. It also included side airbags, the M3 GT Class II rear spoiler, front class II corner spoiler extensions, electric seats, and double-spoke polished alloy wheels.

Prior to the release of the Imola Individual there was a pre-production model made which was used as the basis of the special edition, it featured the Class II front and rear spoilers, special order Imola red Paint, special order Nappa + Anthracite Amaretta interior, SMG gearbox, GSM Phone Kit, headlamp washers and double-spoke polished alloy wheels.


Fifteen M3's were ordered by BMW Australia in 1994 to race in the Australian Super Production series. All were delivered to Frank Gardner Racing for final preparation. 11 were made available to the general public, (who have to possess a CAMS license to be allowed to buy one), 4 were retained for the race series, the M3R had locally sourced King springs fitted to group n adjustable struts and rear perches, AP racing twin plate clutch and 4 piston brake calipers, dual pickup sump, an oil restrictor in the head, A C Schnitzer cams, a 3.25:1 ratio medium case diff and M5 driveshaft, cold air snorkel into air filter box replacing left hand fog light, non functional rear seat, air conditioner delete and more aggressive tune, GT front splitter and rear spoiler with extensions and gurney strips. this was the most powerful production E36 made with 240 kW (326 PS; 322 hp). a bolt in FIA approved roll cage was also a factory option (locally produced by Dencar)there were several differences between the cars depending on customer requirements, early numbers had non staggered BBS wheels, later had staggered BBS wheels (individually numbered plaque fitted to centre console below emergency brake lever)

M3 compact

To celebrate the 50th birthday of the German automobile magazine Auto Motor und Sport in 1996, BMW M GmbH handbuilt (at least) one official BMW E36 M3 compact. The car was tested and written an article about in the June edition of the named magazine.

The car embodied all the technical (engine, driveline, suspension) and optical (bumpers, wheels, mirrors, dashboard) characteristics of the stock E36 M3. It was powered by the 321 DIN-hp 3.2-litre engine, and its color was red with a black cloth/alcantara interior. It had the forged Styling 24M 5-doublespoke wheels that came standard on the M3 cabriolet, an exhaust with fairly centered quad exhaust tip, Recaro sports bucket seats, red four-point seat belts and an alcantara wrapped steering wheel and gear lever.

The car was donated to the automobile magazine, but there are no details of the car's present whereabouts.

Fan built replica of the M3 Compact:
Images from BMW SLO:

BMW E36 M3 Compact Replica

BMW E36 M3 Compact Replica

BMW E36 M3 Compact Replica Engine

BMW E36 M3 Compact Replica Interior

BMW E36 M3 Compact Replica Recaro Bucket Seats

 For the end, I suggest you take a look at the BMW M-Registry FAQ section:

BMW M Registry E36 3.0 FAQ
BMW M Registry E36 3.2 FAQ

BMW E36 M3 Advertisement

Monday, September 14, 2009

43. Need for Speed - SHIFT

Need for speed:

Finally - With BMW E36 M3! 

I'm a huge NFS fan. I must say that the last 'good' NFS was the 'Porsche Unleashed' alias 'Porsche 2000'.
Finally, after a long time, EA finally decided that the b-production movie themes aren't good for their Need For Speed series, and they started from scratch! Reviews of the new SHIFT are excellent, and I can't wait to try the E36 M3 in the game... It looks like the new game features all the legendary race tracks, including Nurburgring, and of course, we'll have a lot of BMW's to buy, modify and race! :)

Here's the list of the BMW's in the game:
  • BMW M3 E36
  • BMW M3 E46
  • BMW M3 E92
  • 2008 BMW 135i Coupé
  • 2009 BMW M3 GT2
  • 2007 BMW Z4 M Coupé
And yes - NFS SHIFT is comming to stores tommorow! (9/15) in the US, and two days later, here in the EU! :)


Monday, September 7, 2009

42. BMW E36 (and other) Fault codes - how to read them and what they mean

Per request, I have googled info about E36 fault codes. How to read them, and I tried to find a way to reset them.

So, Here are a few DIYs:

Reading fault codes - taken from: BMW E36 Blog
Did you know that your BMW 3 Series has an internal diagnostic program built into the computer? Not many people know about this. On the BMW 3 Series, there is a way that you can diagnose common engine problems without having to purchase a code tool or take it to the dealer to have it scanned. This is one of those neat little features of the Service Indicator Computer; the series of lights directly under the tachometer and speedometer that remind you to change the oil and perform service. In this tech article, I will provide you with the procedure for checking the fault codes and what the codes mean. This guide will help you to diagnose any possible problems with your car.

This article is written for both the BMW E30 and E36 3 Series cars (up to 95) and should work on both models where a Service Indicator Computer is used. I will go over the small differences between the early and late cars, as they differ slightly. Keep in mind that this procedure will not work on early cars with Motronic 1.1.

Now on the E30 models, get in the car and put the key in the ignition and turn it to the second turn or [ON] position, but do not start the car. Now, press the accelerator pedal all the way to the floor, then let it release all the way back. Now repeat the depress/release cycle 4 more times fairly quickly, but not too fast. It may take some time to get this timing down correct. It should only take you a few seconds to do this. What this does is activate the wide-open throttle switch and the idle switch 5 times. This then sends a signal to the Motronic ECU to send fault codes to the Service Indicator Light.

On the E36 models, the procedure works the same way, but the timing at which you press/release the gas pedal is faster than on the E30. Just keep at it, and you will eventually get the correct speed.

Watch the [Check Engine] light. It should blink once, and then start blinking a series of four numbers. For instance, say this is a sequence you see: the light blinks once, then twice, then four times and lastly four times. If you read it correctly this means that the SI light is reading out the code 1244 (faulty camshaft sensor) The codes appear as a series of flashes for each digit. The flashes indicating one digit are about one second apart, the next digit will appear after a couple seconds interval. If there are no faults in the car, the computer will flash out the number 1444.
Here's a similar description taken from: DTMPower BMW Forum 

Pre '96 you can use the pedal trick. As seen on Pelican's website:
"To read codes for an OBD I car, you start by turning the ignition key on (do not start the engine) and pressing the gas pedal to the floor five times within a period of five seconds. If you proceeded correctly, then the check engine lamp will light on for five seconds, then blink off, then blink on for 2.5 seconds, and then go off for another 2.5 seconds. After this, the computer will start to show you the trouble fault codes that are stored.
The codes are given by short flashes of the check engine light, followed by short pauses. The codes are all four digit numbers. For example, the trouble fault code for monitoring the battery voltage level is 1231. This would show up flashing as "flash - pause - flash - flash - pause - flash - flash - flash - pause - flash." I suggest having a pen and paper handy when you do this, as the codes have a tendency to flash faster than you would think.
If there is more than one fault code stored, then each code will be separated by a 2.5 second pause. When there are no more codes to be read, the computer will give the code 1000, which is one short flash, and then the light will remain off. Then the check engine light will flash a half-second and then turn off. To read the codes again, simply turn the ignition key off and on again and repeat the procedure with the gas pedal (five times within five seconds)."
As a follow up on the last quote, I took a look on the "Pelican's" site (Pelican Parts) - Here's what I found:

  All BMWs from 1984 use a sophisticated Bosch engine management system called Motronic. The Motronic system (also called the Digital Motor Electronics or DME) is hands down the best overall fuel injection system that you can use when you consider price and performance. Ignition timing and fuel delivery are all controlled by a digital map that is recorded in a removable chip within the main fuel injection (DME) computer. The computer takes input from a variety of sensors that are located on the engine – cylinder head temperature, altitude (ambient air pressure), crank angle, throttle position, exhaust gas oxygen (mixture), ambient air temperature, and mass air flow. The DME chip is programmed from the factory with certain performance characteristics (mostly conservative) so that the engine will react well under a host of varying conditions.

  As with any electronic device, components can fail, triggering problems with the system. The BMW Motronic system is designed to react to these failures and indicate them to the driver, so that they can be fixed. If one of the computer's sensors is not working properly, then the computer may not be able to successfully identify the current state of the engine and choose the appropriate fuel mixture or timing advance level. When this happens, the fuel mileage drops, engine performance suffers, emissions increase, and the car typically illuminates the 'check engine' light.

  In order to accurately find the sensor and fix the problem, you will need to find out which error code is being triggered by the computer. Pre-1995 BMWs were equipped with what is known as OBD I (On Board Diagnostics Level I). Stating in 1996, they were equipped with a more advanced version called OBD II, which was mandated by the US government, in order to standardize automotive repair and diagnostics. The OBD system is responsible for monitoring and checking all of the fuel injection sensors and systems in the vehicle, and turns on the 'check engine' lamp if it finds a problem or irregularity with one of them. The computer lodges a Diagnostic Trouble Code (DTC) in the main computer until it is read and reset. Disconnecting the battery does not reset the codes - they need to be manually reset.

  For BMWs equipped with OBD I, you can read the codes using a system that is built into the car. For OBD II compliant cars (1996 and later), the codes can only be read using a scan tool (more on this later).
And then, I found this info: Resseting the fault codes:
 When you are finished reading the codes, you can reset the computer and clear them all out. Make sure that the last code (1000) has occurred, and then press down on the gas pedal for more than 10 seconds. This should clear out the memory of the DME. Repeat the fault code reading process, and the computer should generate code 1444, which means that there are no faults stored.
For the end of this article, here's a list of fault codes, and some notes about the problem:

1000 End of output - no more fault codes:
This code shows the end of the stream of error codes, and tell you that the computer is finished showing them to you.
1444 No more faults:
This code shows that all faults have been fixed. Required to erase the computer's memory. 
1211 DME Motronic Computer Fault:
This may indicate a problem with the DME computer. Most problems result in a dead computer that cannot give out codes, so this particular code is not seen too commonly. If the code does appear, start and rerun the test for about one minute. If the code reappears, then chances are that you need to replace your DME computer. 
1215 Mass Air Flow Sensor Fault:
The mass air flow sensor measures the amount of air that is currently being drawn into the engine. A big hole in one of your fuel injection intake boots may cause the car to stall and generate this code. 
1216 Throttle Position Switch Fault:
The later model Motronic systems used a potentiometer to measure throttle position and adjust fuel levels appropriately. If the 'pot' is not giving off the proper values, it will produce this code. 
1218 DME Computer Output, Group #1,
1219 DME Computer Output, Group #2:
These two codes can be generated when there is a ground fault short circuit from B+ at one of the two DME Output Amplifier Stages. This code is not typically seen by itself, and is usually generated with a host of other codes. Possible problems may be O2 sensor heater relay, fuel evap system problem, EKP relay, ignition coil problem, a faulty idle speed actuator, etc. If you get this code, disconnect the DME and let it sit for 15 minutes, then recheck the codes. If it persists, and no other problems are found, then it is probably an internal DME problem. If the code goes away, then ignore it and call it an intermittent error. 
1221 Oxygen Sensor (primary),
1212 Oxygen Sensor (secondary):
The O2 sensor measures the mixture of the car. This code is generated if the sensor is unplugged or broken. Sensor values are read when the engine warmer than 70°C, and should be within 0.02 and 0.85 volts. Negative values indicate that the sensor needs to be replaced, and slow fluctuation indicate that the sensor is clogged with soot. Cars with catalytic converters that have been removed may push this code.
1222 Oxygen Sensor Lean/Rich Detect (primary),
1213 Oxygen Sensor Lean/Rich Detect (secondary):
If the signal from the O2 sensor indicates a very lean or very rich mixture for more than 10 seconds, then the computer generates this code. It could mean a faulty O2 sensor, or a problem with another component.
1223 Coolant Temperature Sensor:
Measures the temperature of the coolant inside the engine block. Used to determine if the engine is warm or cold. Check the wiring and the expected resistance value of the sensor.
1224 Intake Air Temperature Sensor:
Measures the temperature of air entering into the engine's fuel injection system, and adjusts the mixture accordingly. Colder air is more dense than warmer air and needs to be compensated for. 
1225 Knock Sensor #1,
1226 Knock Sensor #2,
1227 Knock Sensor #3,
1228 Knock Sensor #4:
The knock sensor is used to detect pre-ignition that can damage the engine. If the knock sensor is triggered, it will back off the timing of the car, reducing the 'pinging.' A fault is generated if there is an open circuit, a ground fault, or if the sensor sends multiple signals that don't correspond to proper engine operation.
1231 Battery Voltage / DME Relay Monitor:
Monitors the condition of the battery and charging system, and produces a fault if a component goes out of specification or fail.
1232 Throttle Idle Position Switch:
On older Motronic systems, this switch was used along with the wide open position switch as a primitive throttle position switch.
1233 Throttle Wide Open Switch:
See above. 
1234 Speedometer "A" Signal:
This code is generated when the engine is under load, over 2500 RPM and no discernable speedometer signal can be detected for more than 10 seconds. Check the wiring harness, and also the instrument console. 
1237 A/C Compressor cutoff:
The compressor is automatically turned off when accelerating from low speed under full throttle. This code indicates a fault in the cut-out circuit or its wiring. 
1241 Mass Airflow Sensor:
Codes 1241 and 2241 can be incorrectly generated on 1992 and later models. The actual fault is a improperly operating idle air valve, and the need for an updated EPROM. See BMW bulletins for more details. 
1242 A/C Compressor Signal:
This code is generated if there is a ground fault (short circuit) or if the system detects that the compressor unit is disconnected.
1243 Crankshaft Position Sensor:
This code is triggered when the crank angle sensor is disconnected, or generates a signal that is not accurate when compared to the other engine sensors.
1244 Camshaft Position Sensor:
Displayed when the signal from the camshaft pulse generator is out of spec or absent. May indicate a problem with the injector side of the DME output stage.
1245 AEGS Intervention - Electronic Transmission:
Many BMWs are equipped with electronic transmissions. If the transmission encounters a major problem, it will generate an emergency message, and your on-board computer should show "TRANSMISSION EMERGENCY PROGRAM." Ignition timing will retard when this program is run. 
1247 Ignition Secondary Monitor
1251 Fuel Injector #1 (single or group),
1252 Fuel Injector #2 (single or group),
1253 Fuel Injector #3,
1254 Fuel Injector #4,
1255 Fuel Injector #5,
1256 Fuel Injector #6,
1257 Fuel Injector #7,
1258 Fuel Injector #8:
Check the injector or injector group for proper wire harness connectivity. Also check the injectors for a clear, wide stream pattern. Code 1283 (Fuel Injector Output Stage) may also be triggered in conjunction with this code. 
1261 Fuel Pump Relay Control:
This code is generated when there is a break or ground fault in the circuitry associated with the DME fuel pump relay. Check pin #3 of the DME or the output stage in the DME (DME version M1.3 only). 
1262 Idle Speed Control:
This shows up if the idle speed actuator shows a ground fault, or if the car stalls from an idle above 600 RPM. 
1263 Fuel Tank Evaporative System (EVAP):
The fuel tank evaporative system has a purge control valve that generates this code if there is a short circuit or open connection (DME version M1.3 only). 
1264 Oxygen Sensor Heating Element:
This code is triggered if there is an open circuit or a short within the oxygen heating element circuit. Check the O2 heating element relay and also the air pump relay. 
1265 Check Engine Lamp:
If the lamp in the dashboard burns out or shorts to ground, then this code is generated. 
1266 VANOS System:
Check the wiring or the relay associated with the VANOS system (variable camshaft adjustment). 
1267 Air Pump Relay Control:
Check the air pump relay and wiring (were applicable). 
1271 Ignition Coil #1,
1271 Ignition Coil #2,
1271 Ignition Coil #3,
1271 Ignition Coil #4,
1271 Ignition Coil #5,
1271 Ignition Coil #6,
1271 Ignition Coil #7,
1271 Ignition Coil #8:
An open-circuit or ground fault in the ignition wiring has occurred with an ignition coil. Place a timing light on the ignition wires and check for a signal. Also check the wires for faults, and check the spark plugs too.
1281 DME Memory Unit Supply:
This indicates a fault with the internal memory of the DME computer. This is sometimes caused by low battery voltage. Delete the codes, and disconnect the DME for 15 minutes. Then reconnect, let the car idle for five minutes, and then drive over 30 mph for more than five minutes. Recheck the codes - if it occurs again, the DME is faulty and should be replaced. 
1282 Fault Code Memory:
This code occurs when the DME generates a set of conflicting codes. Disconnect the DME for 15 minutes, reconnect, and then simulate a fault code, like unplugging the air flow sensor or idle actuator. If the code reoccurs, then you will need to replace the DME. 
1283 Fuel Injector Output Stage:
This code is generated when there is a short circuit or open connection between the wiring from the DME to an injector or injector stage. 
1284 Knock Control Test Pulse:
The ECU periodically checks the knock sensor circuitry by sending a test pulse through the system. This code indicates that a test was performed, but no pulse was registered. Check the wiring and knock sensors. 
So, this is almost all the info I could find on BMW Fault codes. It's very usefull, and I'll check my cars for codes in the afternoon.

I didn't write this information. I found it on various sites. The info is fairly consistent, so my guess is that it's true. I do not take any responsibility if you mess up your car following this article. Do it on your own risk. 

Thursday, September 3, 2009

41. BMW E36 Racing Video

This is one of the best BMW E36 Racing videos ever! Check out the sick sound, and brutal speed of the car! Can you believe it's 'only' a 320? And, if my info is correct, a 4 cylinder one - from a 318 base!