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conclusion (m) (archive)

[ Follow Ups ] [ M5 (E34) Message Board ] [ Msg. Board FAQ ]

Posted by ///M5AD on October 25, 2001 at 18:44:49:

In Reply to: Re: The story (long) posted by Neil Deshpande on October 23, 2001 at 23:17:50:

Yeah, the crank position sensor connector was the original problem. As I mentioned, one of the terminals in the connector was pushed through and making intermittent contact and causing the engine to shut down. This problem was repaired by the mechaninc.

The inductive pick-up on #6 plug wire was the part I repaired. Immediately after the repair, the car was much better but not 100%. Since a few days of driving have elapsed, the car is back to its old self and runs perfectly. The sulfur smell has disappeared.

As for the repair changing the impedance spec of the pickup, I'd be suprised if I lost more than a couple of millimeters of the original assembled length of the harness and certainly didn't lose a turn around the ferrite core. I suspect if you made the repair without changing the number of turns around the core there would be no difference in the sensor's function.

The M5 doesn't actually have sequential injection, it is a bank firing type. There are 2 electrical circuits only and they fire odd and even cylinder's injectors alternately. Repairing the sensor did make a definite difference to my engine's smoothness and I would recommend the repair to anybody with a desire to repair without spending $$$ on new plug wires.

Regarding the HV at 17kV, I've since had reliable information stating it is within specs and not to worry. Each wire checks out at approximately 6K ohms terminal to terminal. The spark plugs have about 5000km of use and are OK.

Thanks to all who took the time to respond. This board is a great resource, we'd all be worse off without it.

Cheers,
Anthony





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