[radioactivestardust]

Latest - googled crankshaft position sensor resistance - most BMW forums call camshaft sensor @ circa 1200 ohms and crankshaft circa 550 ohms. Given i have a new BMW (Bosh) crank sensor at 667, could be in the ballpark. But may still have a wiring issue this reading is 20% + higher than normal. When i have the energy and inclination given i can rule out other issues such as checking the camshaft sensor resistance (which i forgot about) I'll get at the crankshaft sensor and test the wires for a clean continuity reading by coupling the power wires at the sensor connector to do another resistance test!
To come.

George - thanks for the clarification - instructions appear clear but will revisit tomorrow with fresh eyes. For some reason your reply did not refresh before i posted the latest. Anyhoo - many thanks.

[timo37373]

I have already put a signal wire from the sensor to the ecu signal wire directly still no fix then again I have bought a ecu key and cas plugged it in still same story

[radioactivestardust]

Need to pull the air intake manifold to test signal wire between X6203/3 & X60005/29 - can't till Friday and weather permitting! No mention of testing X60005/30 in your last post - is that the 5v reference wire?
thx

[timo37373]

Yes I test it and test it’s sending back sometimes and sometimes it’s not when I have the sensor out it’s reading perfectly fine when it’s in the signal wire sometime stays blocked at 5volts and jumps between the 5 when cranking

[radioactivestardust]

Originally Posted by timo37373

I have already put a signal wire from the sensor to the ecu signal wire directly still no fix then again I have bought a ecu key and cas plugged it in still same story

Just an FYI - I had to change ECU due to water ingress a few years ago on this car and had to replace both ECU and CAS - however, initially just replaced the ECU but coding the original CAS to new ECU never worked so i bought both the ECU and CAS as a pair form a donor car and everything worked!

[timo37373]

Originally Posted by radioactivestardust

Just an FYI - I had to change ECU due to water ingress a few years ago on this car and had to replace both ECU and CAS - however, initially just replaced the ECU but coding the original CAS to new ECU never worked so i bought both the ECU and CAS as a pair form a donor car and everything worked!

I have done the same exact change but no still no luck same thing

[radioactivestardust]

Originally Posted by timo37373

I have done the same exact change but no still no luck same thing

That being the case (and i suspect my DME n CAS are good to) the only thing left to check is engine timing, with all that entails - checking for timing chain stretch and timing chain guide integrity. Will try to rule out all other potential issues before i go there!

[radioactivestardust]

Originally Posted by gbalthrop

"The Yellow wire between X6203/3 & X60005/29 is the Signal Wire for the Crank Sensor. You want to test that Yellow wire for continuity from X6203/3 to X60005/29. You WANT continuity (NO appreciable Resistance/Ohms) in that wire.

You ALSO want to check that Yellow wire for Continuity/Short to Chassis Ground. You WANT infinite resistance ("1" on display) in reference to Chassis Ground. For that test, you would select 200 Ohms range, place Red Meter Probe on X60005/29 metal socket, & Black Meter Probe on good Chassis Ground/METAL.

If that is still NOT clear, please advise,
George

Hi George,

1- reading for "Yellow wire continuity from X6203/3 to X60005/29" infinity (1) absolutely no movement on dig dial! (Tested X6203/3 via socket and back probe!)
2- X60005/29 ref to chassis grnd was infinity too! (tested meter for good ground reading between ground strap ends - everything good)

X6203/3 connect wire has electrical tape as it appears to have lost it plastic protective harness - will remove to inspect.

Any thoughts welcome - cheers
Willy

I'm

[radioactivestardust]

Update - can't believe what i found under the electrical tape! Must've had a color blind mechanic working on the car. 3 wires had been cut and spliced to together again but the yellow and orange were switched! See pic.
Last time a mechanic was down there was 2+ years ago when the starter was changed and had ECM and CAS replaced. Any idea if this was done intentionally?

Will pinch probe yellow to pin 29 to get a continuity reading.

[radioactivestardust]

Deleted due to being a duplicate of 33

[radioactivestardust]

Latest - X60005/29 and NOW orange on X6203 connector tests positive for continuity!

But if it has been working fine for years - there must be something else at play here! Connector X6203 has tell tale signs of tampering - the groove on one side that fits the notch was shaved bigger! But i couldn't make them fit when flipped. Checked the old sensor and it's connector is un-tampered with. Could pins been reversed in the DME connectors when it was replaced? Is that even possible?

Even more confused

Await any thoughts from anyone - thx

[radioactivestardust]

Wire quandary solved - when testing pin by color it's off, naturally - but when testing strictly by pin number (location) everything checks out - got continuity on all the respective pair pins!! Yeeha! At some point the male connector was replaced and they screwed up the wires on new connector - and rather than doing the right thing, they cut and switched the cables round! All is good with the wires.

Solved one and another surfaces- checked the camshaft sensor and only x6214/3 to F02 had continuity. But funnily - i noticed the respective pins 24 and 11 on X60005 did not have terminals to those pins - my needle probe entered freely - no terminal bite on the needle (per first pic below - pin hole 24 shows no terminal - as well as pins 1 thru 12 on the other side of connector- shows with needle probe in 11) Other pic shows missing missing blue/black wire out of pin 24, denoted by the space between white and pale blue wires! The diagrams appear correct by car model - what is happening here?

[gbalthrop]

Originally Posted by radioactivestardust

... Solved one and another surfaces- checked the camshaft sensor and only x6214/3 to F02 had continuity. But funnily - i noticed the respective pins 24 and 11 on X60005 did not have terminals to those pins - my needle probe entered freely - no terminal bite on the needle (per first pic below - pin hole 24 shows no terminal - as well as pins 1 thru 12 on the other side of connector- shows with needle probe in 11) Other pic shows missing missing blue/black wire out of pin 24, denoted by the space between white and pale blue wires! The diagrams appear correct by car model - what is happening here?

ISTA wiring information provided was all related to Crankshaft Sensor, which is connected to Connector X60005 of the DME. That is a large, 44-Socket connector. The Camshaft Sensors are connected to X60007, which is the SMALLER 26-Socket Connector adjacent to X60005.

You should find the Cam Sensor wires at the Sockets of X60007 as shown on the diagram previously furnished. I'll attach that "Valve Gear" SSP & X60007 Connector View (26 Sockets) to Next Post.
George

[gbalthrop]

X60007 Connector View, for 2006 325xi Cam Sensor wiring, per prior post.
George

[radioactivestardust]

Hi George - many thanks for the feedback. And there was i thinking i had figured out how to read the diagrams!
i'm still puzzled with the previous diagrams which showed cam n crank sensor side by side and apparently going to same block (i assumed was the same connector ) how can one tell they are different - can't figure out the nomenclature! Can you suggest a guide covering BMW electric diagrams 101?

[radioactivestardust]

Afternoon George - hopefully a very good afternoon! Making progress this end. All wires check out with good continuity. But found the exhaust camshaft flooded with oil when i removed to inspect - oil coming strictly from within and since it sits vertically, can only be an internal leak. Tested bad for resistance at only 670 instead of 1200 ohms - magnetic field was weak. On testing resistance on the intake sensor i got zip and no magnetic field to it! Placed order with FCP - so nothing happening till next w/e. But somehow i don't feel this will resolve the issue given the camshaft sensors were not throwing codes.

As for the crankshaft sensor connector - now that i understand the cam and crank sensors are not interchangeable and to ensure they can't be interchanged BMW placed the notch in the connectors slightly displaced with respect to one another - but more telling the wires on the connectors are placed in an opposite configuration. So, i'm more confident that at some point my crankshaft connector was broken and they replaced it with a camshaft's - answering the reason why the wires were spliced inverted and the connector was shaved off to allow the notch to fit the crankshaft sensor's connector.

Any other thoughts or pointers welcome!
Cheers

[gbalthrop]

Originally Posted by radioactivestardust

... i'm still puzzled with the previous diagrams which showed cam n crank sensor side by side and apparently going to same block...

Originally Posted by radioactivestardust

... found the exhaust camshaft flooded with oil when i removed to inspect...

A) ISTA wiring diagrams are arranged by Function, here 'Valve Gear' which includes Crank Sensor, Cam Angle Sensors,
VANOS Solenoids & Valvetronic (ESS & VVT Actuator). That can make for LARGE diagrams. In this case there are THREE
(3) different DME Connectors involved: X60004, X60005 & X60007. A screenprint of the ENTIRE SSP would result
in numbers/characters too small to read. Your original concern was the Crank Sensor Signal, so I enlarged that PORTION
of the SSP.

I highly recommend ISTA to anyone with a computer running Windows OS. Using it is easier than trying to imagine it via
my "splanations". See the attached two ScreenPrints of the Entire "Valve Gear" SSP.

B) Since the N51 & N52 engines are "Slanted", the Exhaust cam & Sensor is at the LOW Point for oil flow after shutdown.
Oil Pools at the Exhaust Cam & Sensor. If there is NO Fault Code, and/or the Cam Angle Live Data is normal at idle, you
have NOTHING to worry about. If it ain't broke, don't "FIX" it.
George

[radioactivestardust]

Thanks for the diagram clarifications - I’ve acquired ISTA D & P - but im blown away with memory n disk space requirements- need to up grade laptop.

Regarding camshaft sensors are you saying an oil soaked one is not compromised? In my case the oil is not coming from the outer sensor rubber seal but from within the sensor! Notwithstanding - no codes, they are both out of spec - intake at 670 ohms and exhaust no resistance! Reconfirmed with sensor live test - no voltage drop from intake sensor and vey lazy drop from exhaust sensor with metal proximity test. Makes me think I may still have a DME issue.

Many thanks again

PS - with your clout on the forum, be great to suggest the site adds a “buy me a coffee” rewards feature.

[gbalthrop]

Originally Posted by radioactivestardust

Thanks for the diagram clarifications - I’ve acquired ISTA D & P - but im blown away with memory n disk space requirements- need to up grade laptop...“buy me a coffee” rewards feature.

No grift please. I'm sure you can find Trump's "Go Fund ME" account and contribute to his Fraud.

The INPA & ISTA+ (NO programming for E9x models) downloads that BimmerGeeks formerly linked on MEGA (NOT MAGA -- NO Attorney fees required) requirements:
Free Disk space, ~ 25 GB for BOTH together
RAM: 4GB
Any Windows 7, 10, 11 computer sold in last 12 years should meet those requirements. If OS is "S-Mode", you will need to "Opt Out" of S-Mode.

As for Cam Sensors: I have NOT tested mine for resistance (across two pins of Sensor), but they are interchangeable, Intake v. Exhaust. If plausible signal is NOT received by DME from EACH Cam Sensor, you will have at least one Fault Code in DME Fault Memory. What Codes do you currently have?

I don't know what changes as far as resistance/voltage when Sensor is "Activated"/pulsed by proximity of Cam Reluctor, but THAT is what provides the timing Pulse.
George

[radioactivestardust]

Originally Posted by gbalthrop

No grift please. I'm sure you can find Trump's "Go Fund ME" account and contribute to his Fraud.

Do I read this as sarcasm or do you find it distasteful being rewarded for your contribution on the forum?

Originally Posted by gbalthrop

The INPA & ISTA+ (NO programming for E9x models) downloads that BimmerGeeks formerly linked on MEGA (NOT MAGA -- NO Attorney fees required) requirements:...
Free Disk space, ~ 25 GB for BOTH together...

Got this version and extracts to 70 odd GBs

Originally Posted by gbalthrop

Any Windows 7, 10, 11 computer sold in last 12 years should meet those requirements. If OS is "S-Mode", you will need to "Opt Out" of S-Mode.

ISTA-P is another 29GB which extracts to another 70 odd GBs but is not supported on Win7 as I found out while installing!

Originally Posted by gbalthrop

If plausible signal is NOT received by DME from EACH Cam Sensor, you will have at least one Fault Code in DME Fault Memory. What Codes do you currently have?...

Didn't throw any codes during any of the previous crank no starts and can't test again until i put everything together again.

Next update Friday - thx again

[timo37373]

Originally Posted by radioactivestardust

Didn't throw any codes during any of the previous crank no starts and can't test again until i put everything together again.

Next update Friday - thx again

Hi have you resolved the issue?

[radioactivestardust]

Originally Posted by timo37373

Hi have you resolved the issue?

Sensors came early but unfortunately there's no change to my predicament! Same codes and they don't clear. All wires checkout for continuity so i think i'm only left with DME or timing issues to contend with. Will look into computer recovery services here in the States.

I was also following Dave Reeves in the UK on YT with similar issues - no tach reading on crank no start but with other DME fault related codes - he changed out crank and camshaft sensors and nothing! Just found his latest progress video - it was all DME corrosion related for him.

LMH your thoughts - what did you have done to your DME?