System: Integrated Heating/Air Conditioning
BMW System: IHKR
Type: Body
“CHECK ENGINE” Light
The BMW DME M1.1 (and similar, 1.2 and 1.3) is an early Bosch Motronic ECU, used on all of the 6 Cylinder BMWs up until 1990, and a few more after that.
M1.1 and M1.3 was used on the M20, M30 and M40 engines, whilst M1.2 was used on the S38 and M70, which are the early E34 M5 engines and the early V12s.
“CHECK ENGINE” Light
The BMW DME M1.1 (and similar, 1.2 and 1.3) is an early Bosch Motronic ECU, used on all of the 6 Cylinder BMWs up until 1990, and a few more after that.
M1.1 and M1.3 was used on the M20, M30 and M40 engines, whilst M1.2 was used on the S38 and M70, which are the early E34 M5 engines and the early V12s.
“CHECK ENGINE” Light
The BMW DME M1.1 (and similar, 1.2 and 1.3) is an early Bosch Motronic ECU, used on all of the 6 Cylinder BMWs up until 1990, and a few more after that.
M1.1 and M1.3 was used on the M20, M30 and M40 engines, whilst M1.2 was used on the S38 and M70, which are the early E34 M5 engines and the early V12s.
“CHECK ENGINE” Light Failure
The Motronic 1.7 and subfamilies, and the M3 and it’s variants are the next generation of BMW ECUs. The M1.7 was used on the M40, M42 and M70, the M1.7.1 was used solely for the S70, used in the BMW 850CSi. M1.7.2 was used for the M42 and M43 4 Cylinders. The M3.1 is a 6cyl ECU, used on the early M50 24v engines without VANOS. The M3.3 family were used to run the later 3.8 litre S38b38, the S50 3.0 M3, and the M60 V8s. M3.3.1 included VANOS control, and is used on M50 engines with VANOS, introduced to the E34 and E36 in 1992.
“CHECK ENGINE” Light Failure
The Motronic 1.7.1 and subfamilies, and the M3 and it’s variants are the next generation of BMW ECUs. The M1.7 was used on the M40, M42 and M70, the M1.7.1 was used solely for the S70, used in the BMW 850CSi. M1.7.2 was used for the M42 and M43 4 Cylinders. The M3.1 is a 6cyl ECU, used on the early M50 24v engines without VANOS. The M3.3 family were used to run the later 3.8 litre S38b38, the S50 3.0 M3, and the M60 V8s. M3.3.1 included VANOS control, and is used on M50 engines with VANOS, introduced to the E34 and E36 in 1992.
“CHECK ENGINE” Light Failure
The Motronic 1.7.2 and subfamilies, and the M3 and it’s variants are the next generation of BMW ECUs. The M1.7 was used on the M40, M42 and M70, the M1.7.1 was used solely for the S70, used in the BMW 850CSi. M1.7.2 was used for the M42 and M43 4 Cylinders. The M3.1 is a 6cyl ECU, used on the early M50 24v engines without VANOS. The M3.3 family were used to run the later 3.8 litre S38b38, the S50 3.0 M3, and the M60 V8s. M3.3.1 included VANOS control, and is used on M50 engines with VANOS, introduced to the E34 and E36 in 1992.
“CHECK ENGINE” Light Failure
The Motronic 1.7 and subfamilies, and the M3 and it’s variants are the next generation of BMW ECUs. The M1.7 was used on the M40, M42 and M70, the M1.7.1 was used solely for the S70, used in the BMW 850CSi. M1.7.2 was used for the M42 and M43 4 Cylinders. The M3.1 is a 6cyl ECU, used on the early M50 24v engines without VANOS. The M3.3 family were used to run the later 3.8 litre S38b38, the S50 3.0 M3, and the M60 V8s. M3.3.1 included VANOS control, and is used on M50 engines with VANOS, introduced to the E34 and E36 in 1992.
“CHECK ENGINE” Light Failure
The Motronic 1.7 and subfamilies, and the M3 and it’s variants are the next generation of BMW ECUs. The M1.7 was used on the M40, M42 and M70, the M1.7.1 was used solely for the S70, used in the BMW 850CSi. M1.7.2 was used for the M42 and M43 4 Cylinders. The M3.1 is a 6cyl ECU, used on the early M50 24v engines without VANOS. The M3.3 family were used to run the later 3.8 litre S38b38, the S50 3.0 M3, and the M60 V8s. M3.3.1 included VANOS control, and is used on M50 engines with VANOS, introduced to the E34 and E36 in 1992.
Park/Neutral Switch
MS40 was a new ECU for BMW, manufactured by Siemens instead of the previous Bosch Motronics. BMW split the M50 24v engines and used Siemens for some of the 2.0 litres, and Bosch continued on with the 2.5l.
MS40.0 is a rare ECU used on non VANOS 2.0l, and MS40.1 introduced VANOS control.
Air Flow Meter (HFM)
The next generation Siemens MS ECUs introduced many of the OBD2 features. This includes Catalytic Converter monitoring and Long / Short term Fueling and Ignition Adaptation. The MS41 was used on the M52 series of engines, MS42 on the M52TU series, and MS43 on the M43 4 Cylinders.
The OBD2 P codes fault protocol was not activated in European markets on this group, as currently it was not required by law.
Air Flow Meter (HFM)
The next generation Siemens MS ECUs introduced many of the OBD2 features. This includes Catalytic Converter monitoring and Long / Short term Fueling and Ignition Adaptation. The MS41 was used on the M52 series of engines, MS42 on the M52TU series, and MS43 on the M43 4 Cylinders.
The OBD2 P codes fault protocol was not activated in European markets on this group, as currently it was not required by law.
Air Flow Meter (HFM)
The next generation Siemens MS ECUs introduced many of the OBD2 features. This includes Catalytic Converter monitoring and Long / Short term Fueling and Ignition Adaptation. The MS41 was used on the M52 series of engines, MS42 on the M52TU series, and MS43 on the M43 4 Cylinders.
The OBD2 P codes fault protocol was not activated in European markets on this group, as currently it was not required by law.
Fault Lamp (MIL)
The MSS50 is a special ECU designed solely for the European E36 M3 3.2. Designed by Siemens, it integrates full Vanos control for both Intake and Exhaust Cams inside a single ECU, unlike the previous M3.3 which required a separate VNC Vanos Controller
Intake Cam Position Sensor Bank 2
The MSS52 is an M Power ECU designed to run the E39 M5, the Z8 Roadster, and also the Wiesmann Roadsters. The MSS54 is used on the E46 M3 and on some Z3Ms. The system uses an Electronic Throttle to accurately control Air intake instead of the more common Cable throttles used on earlier vehicles
Intake Cam Position Sensor Bank 2
The MSS52 is an M Power ECU designed to run the E39 M5, the Z8 Roadster, and also the Wiesmann Roadsters. The MSS54 is used on the E46 M3 and on some Z3Ms. The system uses an Electronic Throttle to accurately control Air intake instead of the more common Cable throttles used on earlier vehicles
Misfire from Low Fuel
DME M5.2 and M5.2.1 are Bosch ECUs, used on the M44 4cyl engine, and the M62 V8, and the M72 V12.
Misfire from Low Fuel
DME M5.2 and M5.2.1 are Bosch ECUs, used on the M44 4cyl engine, and the M62 V8, and the M72 V12.
Air Mass Meter
The first series of Diesel engines used the DDE1 control unit, and was found in the M21 powered E30 324d and td, and the E28 524d and 524td. It also found its way into a few rare Lincoln Continentals.
Exhaust Gas Recirculation
DDE stands for Digital Diesel Electronics, and these were used on BMW’s Diesel engines. DDE2 is used on M41 and M51 engines. DDE 2.1 uses an updated Air Mass Meter with an Internal Air Temperature Sensor, whilst DDE2 has a separate sensor in the manifold.
Exhaust Gas Recirculation
DDE stands for Digital Diesel Electronics, and these were used on BMW’s Diesel engines. DDE2 is used on M41 and M51 engines. DDE 2.1 uses an updated Air Mass Meter with an Internal Air Temperature Sensor, whilst DDE2 has a separate sensor in the manifold.
Rear Left ABS Valve
The first BMW ABS system, This was a 3 channel system, controlling braking to the front wheels,and a single line for both rear wheels. The wheel speed info could be passed via data lines to traction control systems, which could determine if the vehicle speed signal given from the rear driven axle did not match with the front wheel speed signals and request torque reduction intervention from the ASC (Anti Skid Control) throttle body.
ABS Valve Fault Rear Left
The updated version of BMW’s ABS system, this was more advanced. Improvements include a 4 channel system for independent rear wheel braking, which allowed a more active ASC system. With individual braking, not only could a torque reduction be requested via the ASC secondary throttle body, but independent wheel braking could be used to control individual wheel slip as part of a stability program.
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