Engine STILL occasionally reving up on its own 'FIXED'

[siddiqi1]

thanks so much for your help.i never knew how to do it,will give it a whack now!

Under the airbox,is it only visible from underneath the car?

What alternative could you be looking for if this isnt the one?

Saboor

[320iAN]

forget it! .. my car was dead tonight even with the extra earth lead .. looks like i'll need a ignition switch for this fault.

[siddiqi1]

i had this problem tooo, the car would blink all the dash lights as if the starter was working, but in actual fact it wasnt!!

Try shorting pins 11 & 14 together with some wire from the DIAGNOSTIC PORT.....this will engage the starter, but make SUREI TS NOT IN GEAR!!

Mine used to do thisdall the time.....i had toget out and short the pins and then it would start and then close the bonnet.......but it hasnt done it for a while........im going to wire in a discreet starter button to solve it

Regards

Saboor

[320iAN]

well thats one fault out the way ... my dead engine is down to a faulty solonoied starter .. a wee tap with a metal pole got it going again, i never even thought of testing the starter untill after i had stripped the ignition switch and replaced it! ... still got my idle fault though

[320iAN]

can anyone add anything or correct me ... here: http://www.e30zone.net/modules.php?name ... highlight=

[liquid079]

As far as I'm aware the T-shape and the L-shape ICV's are the same inside, it's just the shape thats different. I belive the T-shape was just fitted on the late M20 engines.

I also belive that if you get the earlier type rubber elbow(between the throttle body and airflow meter) you'll be able to fit the earlier model, I got mine from GSF, I wouldn't recommend going to BMW as you will pay extra for the same part.

Well done for sorting out that, one more step.

I'm still here, just not much has been happening recently car wise. I have recieved my crank position sensor, and I'm waiting now for manifold gaskets as I'm going to replace the O-rings on the EGR valve and on the injectors. I managed to get some silicon under there and this made a difference to the idle, so here's for hopeing. The short evenings are meaning I rarely get time to work on my car in the week so progresss is a bit slow at the mo, but we'll get there in the end .

[Brianmoooore]

Very few idle faults are caused by dud ICVs!

[liquid079]

Very few idle faults are caused by dud ICVs!

Tell me about it, because of this I have a L-shaped ICV for sale very cheap that I think is working ok, I won't be sure until I've sorted my idle problem out though.

[320iAN]

ive a big BIG grin on me face
went to my local breakers, got a ICV from a E34 swapped it on to my E30 and it idle's, it rev's and settles down without almost stalling, i'm a happy E30 owner again ... just to get a starter solenoid, repair a rear arch and run it in for it's MOT

now ive posted this, i'll go outside start it up and it'll probably all go BooBies up again!!

[liquid079]

ive a big BIG grin on me face
went to my local breakers, got a ICV from a E34 swapped it on to my E30 and it idle's, it rev's and settles down without almost stalling, i'm a happy E30 owner again ... just to get a starter solenoid, repair a rear arch and run it in for it's MOT

now ive posted this, i'll go outside start it up and it'll probably all go BooBies up again!!

Well done, I'm well jealous.

I put my crank-position sensor today and it made no difference now all I've got to do is find this mystery air leak.

[320iAN]

ive still got a small issue (excuse any bad mistakes ive ad a few .. hic..)
the idle is spot on, but if i try to let the car drive/roll on just clutch bite it'll stall .. maybe i'm to use to my step-tronic auto box E39?? .. ive adjusted the idle/rev screw but to noo affect!
maybe just a silly thing like time'n or a dodgy spark plug but that said i think it's came on quite a bit with the new ICV

[Brianmoooore]

adjusted the idle/rev screw but to noo affect!

There is no idle/rev screw!!!!!!!! Idle is controlled by the ECU.
First thing you have to do is put this back where it should be a check the operation of the TPS.

[320iAN]

OK thanks Brian

[liquid079]

Check the gap between the throttle butterfly and the inside of the throttle body housing with a feeler gauge, it should be around .0015in, if you've fiddled with the throttle stop screw it is probably nowhere near this. The TPS should click as soon as you open the throttle.

[320iAN]

cheers guy's i'll try get in about the gap and TPS tomorrow .. i took the car for it's first run today since i fitted the replacement ICV and i'm glad to say all went well, stopped at a couple of junctions and did not once stall or hunt, the revs sat smooth, ive still got a small issue with "stalling" ive got to give the car a bit of gas to bring the revs up to about 1200-1500 rpm before i can let the clutch up, it's deffo not a slipping clutch i'm of work this week so hopefully i can give the engine a service and check the above said part's then MOT time

[abelai]

Nice to see 320iAN has had some luck with a different icv. I carried out some more test on my idle problem the other day by jacking the rear of the car up and testing the voltages on the ICV with the rear wheels spinning in first gear the idle was perfect and both outer pins on the ICV showed an increase in voltage of 1volt resulting in a smooth idle of 750rpm wheels stop spinning and voltages drop by 1volt to the outer pins the idle drops to 550rpm hunting and trying to stall. What this tells me I have no clue, the speed signal travels through c101 on the baulk head before going to the DME. Why the signal needs to go to the DME I also don't know and I haven't yet checked what sort of signal is sent simple 12v or variable according to speed? All I know is my idle problem is due to a lack of air and to get my car to pass the MOT I have had to do the unthinkable and open the throttle plate slightly and adjust the TPS accordingly. I also connected my spare ICV while running these tests and you could clearly see the ICV open slightly more while the wheels were spinning. Centre pin on ICV voltage is constant battery voltage as it should be.

Anybody got any thoughts on my findings?

[Martinaston]

I've been looking for an electrical shematic for the motronic ECU to try and find out what else it feeds inside, but i've had no luck locating one. Does anyone have it ? if so pm it to me or post a link please.

[abelai]

http://www.autolib.diakom.ru/CARS2/main ... 1_3/m1.pdf
http://www.autolib.diakom.ru/CARS2/main ... 1_3/m2.pdf

These are for motronic 1.3
Hope they help

[IB6376CY]

I also experienced erratic / high idle, but after giving the whole air inlet system a good cleaning using carb. cleaner spraying it in just after the air filter, keeping the revs up, sorted it out....a cheap and quick fix. I guess I was lucky. Worth a try.

[abelai]

If any of you want to know exactly how your DME controls the engine then read this link it really is good and explains everything:

http://opel-scan.ru/files/DME_1.1_1.3.pdf

[liquid079]

Thanks for finding those files Abelai, but they look like chinese algebra to me, I'm sure someone will find them usefull though, and the third one seems to be broken .

I'm still waiting for my manifold gaskets, latest news is that they tried to deliver them and now they've gone to City links depo in exeter . I'm going to ring BMW tommorow like I should have done in the first place.

[abelai]

This is the last link it does seem a bit hit and miss as to when it works?

Bosch Motronic 1.1/1.3 BMW Copyright Equiptech
Motronic 1.1 and 1.3
Motronic 1.1 and 1.3 are an evolution of the early Motronic EMS fitted to previous BMW vehicles during the early to middle
1980's. Motronic 1.1 was first fitted to some 6 cylinder models in 1987 and was superseded in 1988 by Motronic 1.3. The main
differences between 1.1 and 1.3 concern the SD feature. 1987 versions of M1.1 contained some small differences to the 1988
version. The Motronic EMS is a fully integrated system that controls primary ignition, fuelling and idle control from within the
same ECU. Although only 6 cylinder engines were equipped with M1.1, when M1.3 was introduced, both 4 and 6 cylinder
engines were equipped with this later version.
The ignition point and injection duration are jointly processed by the ECU so that the best moment for ignition and fuelling are
determined for every operating condition. The injection function of the Motronic system is based on the well tried 'L' jetronic
system, although a number of refinements have improved operation. A 55 pin connector and multi-plug connects the ECU to the
battery, sensors and actuators.
Basic ECU operation
A permanent voltage supply is made from the vehicle battery to pin 18 of the ECU. This allows the self-diagnostic function to
retain data of an intermittent nature. Once the ignition is switched on, a voltage supply to ECU pin 27 (not 1987 M1.1) and to the
ignition coil is made from the ignition switch. This causes the ECU to connect pin 36 to earth, so actuating the main fuel injection
relay. A relay switched voltage supply is thus made to ECU pin 37, from terminal 87 of the main fuel injection relay. The 1987
M1.1 system relay is connected to earth and not to the ECU. However, once the ignition is switched on the relay operation is
similar to later models.
The majority of sensors (other than those that generate a voltage such the CAS, CID, KS and OS), are now provided with a 5.0
volt reference supply from a relevant pin on the ECU. When the engine is cranked or run, a speed signal from the CAS causes
the ECU to earth pin 3 so that the fuel pump will run. Ignition and injection functions are also activated. All actuators (Injectors,
ISCV, CFSV etc), are supplied with nbv from the main relay and the ECU completes the circuit by pulsing the relevant actuator
wire to earth.
Signal processing
Basic ignition timing is stored in a two dimensional map and the engine load and speed signals determines the ignition timing.
The main engine load sensor is the AFS and engine speed is determined from the CAS signal.
Correction factors are then applied for starting, idle, deceleration and part and full-load operation. The main correction factor is
engine temperature (CTS). Minor correction to timing are made with reference to the ATS and TS signals. In addition, other
factors that influence ignition timing are signals from the Electronic Throttle Control, Automatic Stability Control, Engine Torque
Control and Electronic Transmission Control where all or any of these components are so fitted.
The basic AFR is also stored in a two dimensional map and the engine load and speed signals determines the basic injection
pulse value. Motronic calculates the AFR from the AFS signal and the engine speed (CAS).
The AFR and the pulse duration are then corrected on reference to ATS, CTS, battery voltage and position of the TS. Other
controlling factors are determined by operating conditions such as cold start and warm-up, idle condition, acceleration and
deceleration.
In models with an ISCV, Motronic accesses a different map for idle running conditions and this map is implemented whenever
the engine speed is at idle. Idle speed during warm-up and normal hot running conditions are maintained by the ISCV. However,
Motronic makes small adjustments to the idle speed by advancing or retarding the timing, and this results in an ignition timing
that is forever changing during engine idle.
Adaptive function
The ECU is adaptive to changing engine operating characteristics and constantly monitors the data from the various sensors (ie
MAP, ATS, CTS and TPS). As the engine or its components wear, the ECU reacts to new circumstances by adopting the
changed values as a correction to the basic Map.
When the adaptive map is used in conjunction with the OS, Motronic is able to respond much more quickly and retain tighter
control over the changing gases in the exhaust system. During closed loop operation the basic injection value is determined by
the values stored in the map for a specific rpm and load. If the basic injection value causes exhaust emissions outside of the
Lambda value (ie 0.98 to 1.04 AFR) the mixture would be too rich or too lean and the OS would signal Motronic which in turn will
correct the mixture. However, this response takes a little time and so Motronic learns a correction value and adds this 'Adaptive'
values to the basic map. From now on, under most operating conditions, the emissions will be very close to Lambda and so, after
reference to the OS signal, the ECU will only need to make small corrections to keep it that way.
Adaption and correction of the map occurs during the following engine operations.
CFSV operation
ISCV operation
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Bosch Motronic 1.1/1.3 BMW Copyright Equiptech
Idle mixture adjustment
part load mixture adjustment
Operation of the CFSV introduces a combustible mixture to the engine that is compensated for by the fuel evaporation adaptive
correction values after detection by the OS..
Self Diagnostic function
The Motronic 1.3 system has a self-test capability that regularly examines the signals from engine sensors and internally logs a
code in the event of a fault being present. This code can be extracted from the Motronic Serial Port by a suitable Fault Code
Reader. If the fault clears, the code will remain logged until wiped clean with a suitable FCR, or until the engine has been started
for more than 5 times - when the fault code is self initialising. An ECU that retains codes for faults of an intermittent nature is a
valuable aid to fault diagnosis.
Motronic 1.1 1987 to 1988: The ECU will store a maximum of 5 fault codes.
Motronic 1.3 from 1989: The fault code memory is extended to contain all fault codes that are detected by the EMS.
In vehicles sold in the USA, when the ECU detects that a some faults are present it earths pin 15 and the Check Engine warning
lamp on the dash will light. The lamp will stay lit until the fault is no longer present. A warning lamp is not fitted to vehicles sold in
other markets. The faults that will turn on the lamp are mainly those concerned with emissions. Other faults are logged by the
ECU but the lamp will remain out.
Limited Operating Strategy (LOS)
In the event of a serious fault in one or more of the sensors or their wiring circuits, Motronic will substitute a fixed default value in
place of the defective sensor. This procedure is often termed limp home. A serious fault occurs when the signal from the sensor
is outside of its normal operating parameters.
When operating in LOS the engine may actually run quite well with failure of one or more minor sensors. Since the substituted
values are those of a hot engine, cold starting and running during the warm-up period may be less than satisfactory. Also, failure
of a major sensor, ie the AFS, will tend to make driving conditions less easy. Once the fault has cleared, Motronic will once more
accept the live signal from the sensor. The following LOS measures are taken in the event of a failure
Component Action
AFS substitute values are calculated from the TS position. The load
signal is fixed to 6.0 ms and the ignition timing to 20° BTDC once
the TS contact is open.
ATS substitute value of 50° C . A code will not be set, and LOS will not
commence until a minimum of 3 minutes after engine start and the
engine idling for a minimum of 30 seconds.
CID sensor injectors are pulsed simultaneously
CO pot substitute value of 2.77 volts
CTS substitute value of 80° C if ATS value is greater than 20° .
if ATS value is less than 20° , substitute value of ATS value for first
three minutes after engine start-up .
OS substitute value, open loop control
TS substitute values, restricted engine operation
Anti-theft protection
When the drive-away code is entered upon the on-board computer, or when the anti-theft system is armed, a signal is sent to
Motronic which switches off the ignition and injection functions.
Automatic Stability Control (ASC)
ASC is integrated with ABS and is located in the ABS Electronic Control Unit. The rotational speed of the wheels is monitored by
the ABS ECU via the ABS wheel sensors. If the rotational speed between the driven and non-driven wheels is vastly different,
the ECU interprets this as wheel spin. Depending on the degree of wheel spin, the ABS ECU may take one or more of the
following actions.
Instruct the Electronic Throttle Control to reduce the throttle opening angle.
Instruct the Motronic ECU to retard the ignition timing angle.
Instruct the Motronic ECU to cut off ignition and injection functions.
Engine Drag Torque Control
Torque control occurs when wheel slip occurs during deceleration. Engine Drag Torque Control is also integrated with ABS and
is located in the ABS Electronic Control Unit. The rotational speed of the wheels is monitored by the ABS ECU via the ABS wheel
sensors. If the rotational speed of the driven wheels is vastly different to the non-driven wheels during deceleration, the ECU
interprets this as wheel spin. Depending on the degree of wheel spin, the ABS ECU may take one or more of the following
actions.
Instruct the Motronic ECU to de-activate the deceleration fuel cut-off function.
Instruct the Electronic Throttle Control to adapt the throttle opening angle until wheel spin is reduced.
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Bosch Motronic 1.1/1.3 BMW Copyright Equiptech
Service lights
There is a cluster of LED's on the dash: five green, one red and one Yellow. Up to five green LED's will light when the ignition is
turned on. However, the LED's will extinguish once the engine is started. When the yellow light comes on , service is due. When
the Red light comes on, this means that service is overdue by approximately 1000 miles & should be attended to immediately.
Once the service has been completed, the service lights should be reset .
Reference voltage
Voltage supply from the ECU to many of the engine sensors is at a 5.0 volt reference level. This ensures a stable working
voltage unaffected by variations in system voltage.
The earth return connection for most engine sensors is made through an ECU pin that is not directly connected to earth. The
ECU internally connects that pin to earth via one of the ECU pins that are directly connected to earth.
Signal shielding
To reduce RFI, a number of sensors (ie CAS, KS and OS) use a shielded cable. The shielded cable is connected to the main
ECU earth wire at terminal 19 to reduce interference to a minimum.
Maximum speed cut-off
Once the engine speed reaches a pre-determined limit (4 cyl: 6200 ± 40), (6 cyl: 6400 ± 40), Motronic cuts off injector operation
so limiting the maximum rpm possible.
Deceleration fuel cut-off
When the engine speed is above 1000 . . 1200 rpm with the throttle closed, Motronic cuts off injector operation and retards the
ignition timing as an economy aid. As the engine speed falls below the threshold value, injection is re-instated and the timing
advances. The point at which injection is re-instated depends upon engine temperature and the drop in rpm.
CAS
The CAS in the early Motronic system utilised two sensors to provide speed and position signals to the ECU. However, in
M1.1/1.3 the primary signal to initiate both ignition and fuelling emanates from a single CAS mounted in proximity to the flywheel.
The CAS consists of an inductive magnet that radiates a magnetic field. A number of steel pins are set into the periphery of the
flywheel at 10 intervals. As the flywheel spins, and the pins are rotated in the magnetic field, an AC voltage signal is delivered
to the ECU to indicate speed of rotation. In addition, a reference mark to TDC also indicates crankshaft position as the flywheel
spins.
The peak to peak voltage of the speed signal (when viewed upon an oscilloscope) can vary from 5 volts at idle to over 100 volts
at 6000 rpm. Because computers prefer their data as on/off signals, an analogue to digital converter transforms the AC pulse into
a digital signal.
Ignition
Data on load (AFS), engine speed (CAS), engine temperature (CTS) and throttle position (TS) are collected by the ECU, which
then refers to a three dimensional digital map stored within its microprocessor. This map contains an advance angle for each
operating condition, and thus the best ignition advance angle for a particular operating condition can be determined.
Ignition timing
It is not possible to adjust the ignition timing on the Motronic 1.3 system.
Amplifier
The Motronic amplifier contains the circuitry for switching the coil negative terminal at the correct moment to instigate ignition.
The amplifier circuitry is contained within the ECU itself and the microprocessor holds a map containing the correct ignition dwell
period for each condition of engine speed and battery voltage. The signal received by the amplifier from the trigger is of an
insufficient level to complete the necessary coil switching. The signal is thus amplified to a level capable of switching the coil
negative terminal. One disadvantage of an internal amplifier, is that if the amplifier fails, the whole ECU must be renewed.
Dwell operation in Motronic is based upon the principle of the `constant energy current limiting' system. This means that the
dwell period remains constant at around 4.0 to 5.0 ms, at virtually all engine running speeds. However, the dwell duty cycle,
when measured in percent or degrees, will vary as the engine speed varies. A current limiting hump is not visible when viewing
an oscilloscope waveform.
Ignition coil
The ignition coil utilises low primary resistance in order to increase primary current and primary energy. The amplifier limits the
primary current to around 8 amps and this permits a reserve of energy to maintain the required spark burn time (duration).
Distributor
In the Motronic system, the distributor only contains secondary HT components (distributor cap, rotor and HT leads) and serves
3
Bosch Motronic 1.1/1.3 BMW Copyright Equiptech
to distribute the HT current from the coil secondary terminal to each spark plug in firing order.
Cylinder Identification (CID)
An cylinder identification sensor is used to identify cylinder firing sequence. The sensor is connected around the HT lead of
cylinder number 4 (4 cylinder) or cylinder number 6 (6 cylinder) adjacent to the distributor. As the HT pulses travel along the HT
lead, a small AC signal is induced in the sensor and returned to the ECU. The ECU utilises an ADC to transform the signal into a
digital pulse.
Fuel injection
The Motronic ECU contains a fuel map with an injector opening time for basic conditions of speed and load. Information is then
gathered from engine sensors such as the AFS, CAS, CTS, and TS. As a result of this information, the ECU will look-up the
correct injector pulse duration right across the engine rpm, load and temperature range.
The injectors are arranged in two banks with injectors 1 and 3 (4 cylinder) or 1, 3 and 5 (6 cylinder comprising one bank, and
injectors 2 and 4 (4 cylinder) or 2, 4 and 6 (6 cylinder) making up the other bank. Each bank is connected to the ECU via an
independent ECU pin.
The Motronic 1.1 & 1.3 multi-point injection system pulses the injectors semi-sequentially and once every two engine revolutions.
During engine start-up below 600 rpm the ECU pulses all injectors simultaneously. Once 600 rpm has been attained and if the
ECU has received a signal from the CID sensor, each injector bank will be pulsed alternatively according to which pair of
cylinders are approaching TDC. If a signal is not received from the CID sensor the injectors will remain on simultaneous
operation. However, if the CID sensor subsequently sends a signal to the ECU after the engine has commenced running, the
ECU will pulse the injectors semi-sequentially after the next deceleration phase - even if the CID sensor then ceases to send a
signal.
During start-up from cold, injector pulse duration is increased to provide a richer air/fuel mixture and pulse frequency is also
increased. In addition, the ignition timing is also retarded. Injector frequency & pulse duration and degree of timing retard depend
upon the engine temperature both during start-up and immediately afterwards. If the engine is restarted within one minute of the
first start occurance, less overall fuel is injected to reduce the risk of fuel flooding into the engine.
Fuel injectors
The fuel injector is a magnetically operated solenoid valve that is actuated by the ECU. Voltage to the injectors is applied from
the main relay and the earth path is completed by the ECU for a period of time (called pulse duration) of between 1.5 and 10
milliseconds. The pulse duration is very much dependant upon engine temperature, load, speed and operating conditions. When
the magnetic solenoid closes, a back EMF voltage of up to 60 volts is initiated.
The fuel injectors are mounted in the inlet stubs to the engine inlet valves so that a finely atomised fuel spray is directed onto the
back of each valve. Since the injectors are pulsed in two banks, fuel will briefly rest upon the back of a valve before being drawn
into a cylinder.
Air Flow Sensor (AFS)
The AFS is located between the air filter and the throttle body. As air flows through the sensor it deflects a spring loaded vane
(flap). The greater the volume of air, the more will the flap be deflected. The vane is connected to a wiper arm which wipes a
potentiometer track and so varies the resistance of the track. This allows a variable voltage signal to be returned to the ECU. The
voltage signal varies in proportion to the volume of air that flows through the vane.
Three wires are used by the circuitry of this sensor and it is often referred to as a three wire sensor. A 5 volt reference voltage is
applied to the resistance track with the other end connected to the AFS earth return circuit. The third wire is connected to the
wiper arm.
From the voltage returned, the ECU is able to calculate the volume of air (load) entering the engine and this is used to calculate
the main fuel injection duration. To smooth out inlet pulses, a damper is connected to the AFS vane. The AFS exerts a major
influence on the amount of fuel injected.
ATS
The ATS is mounted in the AFS inlet tract and measures the air temperature before it enters the inlet manifold. Because the
density of air varies in inverse proportion to the temperature, the ATS signal allows more accurate assessment of the volume of
air entering the engine. However, the ATS has only a minor correcting effect on ECU output.
The open circuit supply to the sensor is at a 5.0 volt reference level and the earth path is through the AFS earth return circuit.
The ATS operates on the NTC principle. A variable voltage signal is returned to the ECU based upon the air temperature. This
signal is approximately 2.0 to 3.0 volts at an ambient temperature of 20° C and reduces to about 1.5 volt as the temperature rises
to around 40° C.
CO pot
4
Bosch Motronic 1.1/1.3 BMW Copyright Equiptech
The CO pot mixture adjuster is a three wire potentiometer that allows small changes to be made to the idle CO. A 5.0 volt
reference voltage is applied to the sensor and connected to the AFS earth return circuit. The third wire is the CO pot signal.
As the CO pot adjustment screw is turned the change in resistance returns a voltage signal to the ECU that will result in a
change in CO. The CO pot adjustment only affects idle CO. Datum position is usually 2.50 volts. On catalyst equipped models,
the CO pot has no effect and the CO is thus non-adjustable.
CTS
The CTS is immersed in the coolant system and contains a variable resistance that operates on the NTC principle. When the
engine is cold, the resistance is quite high. Once the engine is started and begins to warm-up, the coolant becomes hotter and
this causes a change in the CTS resistance. As the CTS becomes hotter, the resistance of the CTS reduces (NTC principle) and
this returns a variable voltage signal to the ECU based upon the coolant temperature.
The open circuit supply to the sensor is at a 5.0 volt reference level and this voltage reduces to a value that depends upon the
resistance of the CTS resistance. Normal operating temperature is usually from 80° to 100° C.
The ECU uses the CTS signal as a main correction factor when calculating ignition timing and injection duration.
Throttle switch
A throttle switch with dual contacts is provided to inform the ECU of idle position, deceleration, cruising and full-load (WOT)
conditions. When the engine is at idle the idle contact is closed and the full-load contact is open. As the throttle is moved to the
fully open position, the full-load contact closes and the idle contact becomes open. Under cruising conditions with a part-open
throttle, both contacts are open. During full-load operation, the ECU provides additional enrichment. During closed throttle
operation above a certain rpm (deceleration), the ECU will cut-off fuel injection. Injection will be reintroduced once the rpm
returns to idle or the throttle is opened.
Electronic throttle control
Some models are equipped with Electronic throttle control, the so-called 'drive by wire' system whereby the mechanical control
using a throttle cable is discontinued. A TS is not used on vehicles equipped with Electronic throttle control and the position of
the throttle valve is signalled to the ECU electronically.
ISCV (2 wire type)
The ISCV is a solenoid controlled actuator that the Motronic ECU uses to automatically control idle speed during normal idle and
during engine warm-up. Motronic detects the engine idle situation from the position of the TS or TPS. The ISCV is located in a
hose that connects the inlet manifold to the air filter side of the throttle plate. A voltage supply is applied from the main relay and
the ISCV earth is actuated by the ECU according to load.
When an electrical load, such as headlights, A/C or heater fan etc are switched on, the idle speed would tend to drop. The ECU
will sense the load and rotate the ISCV against spring tension to increase the air flow through the valve and thus increase the
idle speed. When the load is removed, the ECU will pulse the valve so that the air flow is reduced. Normal idle speed should be
maintained under all cold and hot operating conditions. If the ISCV fails it will fail in a fail-safe position with the aperture almost
closed. This will provide a basic idle speed.
ISCV (3 wire type)
The ISCV is a solenoid controlled actuator that the Motronic ECU uses to automatically control idle speed during normal idle and
during engine warm-up. The ISCV is located in a hose that connects the inlet manifold to the air filter side of the throttle plate.
Unlike the two pin ISCV which is controlled by a separate Idle speed ECU, the 3 pin ISCV is controlled by the Motronic ECU via
ECU pins 33 and 34.
The ISCV is a DC motor that the ECU can rotate either clockwise or anti-clockwise. Rotating in one direction will open the valve
and rotating in the opposite direction will cause it to close. A voltage supply is applied to the ISCV from the battery and the earth
for the motor is made through two connections to the ECU.
Rotation of the motor in the appropriate direction is accomplished by actuating the motor through one or the other of the earth
circuits. In reality the two circuits are opposed. This prevents the valve from being fully opened of closed in one particular
direction. The valve will thus take up an average position that reflects circuit bias to be open or closed. Normally, this bias would
be towards the open position.
A duty cycle can be measured on each earth circuit to determine the opening or closing time period as a percentage of the total
time available.
When an electrical load, such as headlights or heater fan etc are switched on, the idle speed would tend to drop. The idle ECU
will sense the load and rotate the ISCV to increase the air flow through the valve and thus increase the idle speed. When the
load is removed, the ECU will pulse the valve so that the air flow is reduced. Normal idle speed should be maintained under all
cold and hot operating conditions. If the ISCV fails it will fail in a fail-safe position with the aperture almost closed. This will
5
Bosch Motronic 1.1/1.3 BMW Copyright Equiptech
provide a basic idle speed.
Relays
The Motronic electrical system is controlled by a main fuel injection relay and a fuel pump relay. A permanent voltage supply is
made to the main relay terminals 30 and 86 from the battery positive terminal. When the ignition is switched on, the ECU earths
terminal 85 through ECU terminal number 36 which energises the first relay winding (on the 1987 M1.1 system, this connection
was made directly to earth). This causes the first relay contacts to close and terminal 30 is connected to the output circuit at
terminal 87. A voltage supply is thus output at terminal 87. Terminal 87 supplies voltage to the injectors, ECU terminal 37, ISCV
and the CFSV when fitted. In addition voltage is supplied to the fuel pump relay terminal 86.
When the ignition is switched on. the ECU briefly earths fuel pump relay contact 85 at ECU terminal 3. This energises the relay
winding, which closes the relay contact and connects voltage from terminal 30 to terminal 87, thereby providing voltage to the
fuel pump circuit. After approximately one second, the ECU opens the circuit and the pump stops. This brief running of the fuel
pump allows pressure to build within the fuel pressure lines, and provides for an easier start.
The fuel pump relay circuit will then remain open until the engine is cranked or run. Once the ECU receives a speed signal from
the CAS, the relay winding will again be energised by the ECU, and the fuel pump will run until 3 seconds after the engine is
stopped. The 3 seconds delay in switching off the pump relay allows the fuel pump to maintain pressure on engine shut-off to
avoid engine run-on.
In addition, on some vehicles control of the OS heater is made through a separate OS relay. Once the ignition is switched on, a
voltage supply is made to the OS heater relay terminals 30 and 86. When the engine is started, the ECU connects relay terminal
85 to earth through ECU pin 23. The relay actuates and the output voltage at terminal 87 provides voltage to the OS heater. The
ECU switches off the relay under certain conditions of speed and load.
Fuel pressure system
From build date 3/1988 the BMW vehicles in the Motronic 1.3 range were mounted internally in the fuel tank. Prior to that date
the pump was mounted externally and in some instances an additional internal transfer pump was fitted to aid the pumping of
fuel from the fuel tank.
internal pump operation (where fitted)
The fuel pump assembly comprises an outer and inner gear assembly termed a gerotor. Once the pump motor becomes
energised, the gerotor rotates and as the fuel passes through the individual teeth of the gerotor, a pressure differential is created.
Fuel is drawn through the pump inlet, to be pressurised between the rotating gerotor teeth and discharged from the pump outlet
into the fuel supply line. When both an internal and external pump are fitted, the internal pump is ancillary to the main external
pump and is provided to aid the pumping of fuel from the fuel tank.
external pump operation (where fitted)
A roller type fuel pump, driven by a permanent magnet electric motor mounted close to the fuel tank draws fuel from the tank
and pumps it to the fuel rail via a fuel filter. The pump is of the 'wet' variety in that fuel actually flows through the pump and the
electric motor. There is no actual fire risk because the fuel drawn through the pump is not in a combustible condition.
Mounted upon the armature shaft is an eccentric rotor holding a number of pockets arranged around the circumference - each
pocket containing a metal roller. As the pump is actuated, the rollers are flung outwards by centrifugal force to act as seals. The
fuel between the rollers is forced to the pump pressure outlet.
Fuel pressure in the fuel rail is maintained at a constant 2.5 bar by a fuel pressure regulator. The fuel pump normally provides
much more fuel than is required, and surplus fuel is thus returned to the fuel tank via a return pipe. In fact, a maximum fuel
pressure in excess of 5 bar is possible in this system. To prevent pressure loss in the supply system, a non-return valve is
provided in the fuel pump outlet. When the ignition is switched off, and the fuel pump ceases operation, pressure is thus
maintained for some time.
Fuel pressure regulator
The pressure regulator is fitted on the outlet side of the fuel rail and maintains an even pressure of 2.5 bar in the fuel rail. The
pressure regulator consists of two chambers separated by a diaphragm. The upper chamber contains a spring which exerts
pressure upon the lower chamber and closes off the outlet diaphragm. Pressurised fuel flows into the lower chamber and this
exerts pressure upon the diaphragm. Once the pressure exceeds 2.5 bar, the outlet diaphragm is opened and excess fuel flows
back to the fuel tank via a return line.
A vacuum hose connects the upper chamber to the inlet manifold so that variations in inlet manifold pressure will not affect the
amount of fuel injected. This means that the pressure in the rail is always at a constant pressure above the pressure in the inlet
manifold. The quantity of injected fuel thus depends solely on injector opening time, as determined by the ECU, and not on a
variable fuel pressure.
At idle speed with the vacuum pipe disconnected, or with the engine stopped and the pump running, or at WOT the system fuel
6
Bosch Motronic 1.1/1.3 BMW Copyright Equiptech
pressure will be approximately 2.5 bar. At idle speed (vacuum pipe connected), the fuel pressure will be approximately 0.5 bar
under the system pressure.
Catalytic Converter and emission control
The Motronic injection system fitted to BMW vehicles equipped with a Catalytic Converter implements a closed loop control
system so that exhaust emissions may be reduced. Closed loop systems are equipped with an oxygen sensor which monitors
the exhaust gas for oxygen content. A low oxygen level in the exhaust signifies a rich mixture. A high oxygen level in the exhaust
signifies a weak mixture. The Oxygen Sensor closed loop voltage is quite low and switches between 100 mVolts (weak) to 1.0
volt (rich).
The signal actually takes the form of a switch and switches from weak to rich at the rate of approximately 1 HZ. A digital
voltmeter connected to the signal wire, would display.an average voltage of approximately 0.45 volts. In the event of OS circuit
failure, the ECU substitutes a constant voltage of 0.45 volts and this should not be confused with the average voltage of 0.45
which occurs during switching from approximately 1.0 volt to 0.1 volt.
When the engine is operating under closed loop control, the OS signal causes the ECU to modify the injector pulse so that the
AFR is maintained close to the stoichiometric ratio. By controlling the injection pulse, during most operating conditions, so that
the air/ fuel ratio is always in a small window around the Lambda point (ie Lambda = 0.98 to 1.04), almost perfect combustion is
achieved. Thus the Catalyst has less work to do and it will last longer with fewer emissions at the tail pipe.
The closed loop control is implemented during engine operation at engine normal operating temperature. When the coolant
temperatures is below 70° C, or the engine is at full load or is on the overrun the ECU will operate in open loop. When operating
in open loop, the ECU allows a richer or leaner AFR than the stoichiometric ratio. This prevents engine hesitation, for example,
during acceleration with a wide open throttle.
The OS only produces a signal when the exhaust gas, has reached a minimum temperature of approximately 300° C. In order
that the OS will reach optimum operating temperature as quickly as possible after the engine has started, the OS contains a
heating element. The OS heater is controlled by the ECU through an OS relay or from the fuel pump relay depending on vehicle.
The ECU switches off the OS relay under certain conditions of speed and load.
CFSV
A CFSV and activated carbon canister is employed to aid evaporative emission control. The carbon canister stores fuel vapours
until the CFSV is opened by Motronic under certain operating conditions. Once the CFSV is actuated by the EMS, fuel vapours
are drawn into the inlet manifold to be burnt by the engine during normal combustion.
< END >
7

[liquid079]

Thanks.. I think that is all the information that I'll ever need .

[Gibson]

NOOOOOOOOOOOOO my car has just had this fault!! only had it a week and on the way home it start idling at 2k and no coming down. i hate cars sometimes

[320iAN]

mines still does it, not as bad as it was though

[liquid079]

Good to see this thread hasn't run out of steam yet.

Gibson welcome to the club. So your revs are stuck at 2000rpm all the time? or is it just when warm.

Give me untill the weekend and I should have made some progress on mine.

[Gibson]

hi fellas. yea occasionally it just revs upto 2k at traffic lights etc.... normally doesnt last more than a couple of minutes and seems much more prone too doing it when warm.
also doesnt seem too drive any differently when its being funny no flat spots etc....
o emptied a whole tin of carb cleaner down it just incase it was crap in the afm etc but didnt do anything

[Gibson]

its still doing it, a bit more freqently now. its much more prone too do it when its cold and the idle seems too wander around for a couple seconds when it drops back near normal. its winding me up big style.
also seems too do less mpg when its doing it. definitly seems like the cpu is getting dodgy signals from somewhere.

note... its almost like its randomly going into cold start mode

[liquid079]

Go all the way back to page one of this thread, most idle problem causes are mentioned here and give us a shout if your unsure about something.

I would start off with the easy/cheap things first, like spraying wd40/carb cleaner around the air intake areas for any leaks and checking rubber bits for any holes.

Dan.

[Gibson]

i will try it cheers. but im sure its electrical... its just too... uniform the way it raises too a certain rpm and maintains it there for a while. then drops back too the correct rpm....

[liquid079]

Well I took the manifold off.

Injectors were sent away to be tested, ultrasonically cleaned, O-rings and other bits were replaced.

Replaced O-rings top and bottom of crankcase breather valve.

New inlet manifold gasket.

First 15-20 minutes idled and drove better than it had previously... then...

started doing it again revving between 1500rpm and 1900rpm, except this time when I try to drive it its even worse than before, almost impossible to drive without it spluttering to a stall.

So now I belive I have replaced/tested every single part that I can and I'm going to take it to a garage and see if they can shed any light onit, unless anyone has any bright ideas?

Dan

[320iAN]

good luck with the garage Dan, just make sure they have a list of all your new fitted part's, don't want a garage re-doing all the bit's you have done then charging you for them again!

[abelai]

Would it be worth taking it to BMW as they would have to source the problem no matter what, and would not be able to charge you for replacing parts if they didn't fix the problem, if they said it was fixed and the problem returns then they would not be able to charge you again. So in theory you'd pay for them to diagnose the problem fix it and it reoccured thats their problem not yours.

[liquid079]

good luck with the garage Dan, just make sure they have a list of all your new fitted part's, don't want a garage re-doing all the bit's you have done then charging you for them again!

Thanks, I will make sure they know exactly what I have done so they don't waste too much time, I'll just ask them to diagnose the problem without actually replacing anything, if thet can do that.

Would it be worth taking it to BMW as they would have to source the problem no matter what, and would not be able to charge you for replacing parts if they didn't fix the problem, if they said it was fixed and the problem returns then they would not be able to charge you again. So in theory you'd pay for them to diagnose the problem fix it and it reoccured thats their problem not yours.

Thats an idea I may do that if my local garage cannot find the fault.

Oil cap removal still makes no noticable difference to the idle ... How can it be?? I think I'll get the gas out in a minute

[Gibson]

im tempted too send mine too BMW aswell.... but i cant begin too think about the epic costs they will charge me.... do e30s have OBD system?

on board diagnostic codes my spread some light on the matter