Table of Contents

Engine Management

Subject Page

Purpose of the System ......................................................................... 4

System Components ............................................................................ 5

EMS2000 Control Module .................................................................. 5

System Inputs ........................................................................................ 6

Ignition Switch ..................................................................................... 6
Battery Voltage ................................................................................... 6
Main Relay .......................................................................................... 6
Special Tools ....................................................................................... 8
Grounds ............................................................................................... 9
PWG .................................................................................................. 9
TMap ...................................................................................................11
Intake Air Temperature Sensor .............................................................11
TMap and Map (COOPER S) .............................................................. 12
Engine Coolant Temperature Sensor .................................................. 14
EDR Feedback Potentiometers ............................................................15
Crankshaft Sensor .............................................................................. 17
Camshaft Sensor ................................................................................ 18
Knock Sensor ..................................................................................... 19
LDP .................................................................................................... 20
Oxygen Sensors ................................................................................. 21
Brake Light Switch ..............................................................................24
Clutch Switch ..................................................................................... 24
Transmission Speed Sensor ............................................................... 24
Transmission Oil Temperature Sensor ................................................. 25
Generator ........................................................................................... 25
EWS ....................................................................................................25
GIU ..................................................................................................... 25
ABS/ASC/DSC ................................................................................... 26
A/C Pressure Transducer .................................................................... 26
IKE ..................................................................................................... 27
MFL .................................................................................................... 27

Initial Print Date:10/01 Revision Date:12/01

 Subject Page

System Outputs .................................................................................... 28

EDR ................................................................................................... 28
EML Warning LED .............................................................................. 30
Fuel Pump Relay and Inertia Switch ................................................... 30
Fuel Injectors ...................................................................................... 31
Ignition Coils ...................................................................................... 36
Purge System .................................................................................... 39
Oxygen Sensor Heating ......................................................................40
Shift Interlock Relay ............................................................................40
GIU .................................................................................................... 41
A/C Compressor Control ................................................................... 42
Engine Coolant Fan ............................................................................ 43
IKE ..................................................................................................... 44
OBD II Plug ........................................................................................ 44

Principle of Operation .......................................................................... 45

System IPO ........................................................................................ 45
Power Supply .....................................................................................46
Air Management ................................................................................ 46
Fuel Management .............................................................................. 47
Ignition Management ......................................................................... 48
Emission Management ....................................................................... 49
LDP Operation ....................................................................................50
Purge Operation ................................................................................ 52
Misfire Detection ................................................................................ 54
MIL Light ............................................................................................ 56
OBD II Drive Cycle ..............................................................................58
Readiness Codes ............................................................................... 60
Performance Controls ........................................................................ 63

Review Questions ................................................................................. 66

2
Engine Management
Engine Management

Model: All

Production: All

Objectives:

After completing this module you should be able to:

• Describe the operation of the System Inputs.

• Describe the operation of the System Outputs.

• Explain the operation of the Sub-Systems.

• Understand EMS2000 Programming.

3
Engine Management
Engine Management

The basic function of the Engine Management System is to produce smooth and efficient
engine operation over varied driving conditions and engine loads. It also functions to mon-
itor emissions systems and interfaces with other vehicle systems to enhance the driving
experience.

Purpose of the System

The EMS2000 system manages the following functions:

Air: Fuel: Ignition:

• Electronic Throttle • Fuel Supply • Direct Ignition
• T-Map Sensor • NonReturn System • Knock Control
• Map Sensor (COOPER S) • Fuel Injection • Secondary Ignition Monitoring

EMS2000
DME

Emissions: Performance Controls:

• OBD II Compliant • Output of Injection Signal (Ti) for OBC
• Pre and Post Oxygen Sensors • Output of Engine RPM (TD) for Tachometer
• Oxygen Sensor Heating • A/C Compressor Control
• Misfire Detection • Electric Cooling Fan
• Evaporative Emission Control and Leak • CAN Bus Communication
Detection • ASC/DSC Interfacing
• Fuel Tank Monitoring • EWS
• Malfunction Indicator Light/SERVICE • Cruise Control
ENGINE SOON • ECM Programming
• Generator Output
• Automatic Transmission Controls

4
Engine Management
Inputs from sensors, switches and monitoring devices are received by the Engine
Management system and processed. These inputs include the following:

• Ignition Switch • Battery • Main Relay

• Accelerator Pedal Sensor • TMap Sensor • Map Sensor (S Only)
• Coolant Temperature Sensor • EDR • Crankshaft Sensor
• Knock Sensor • Camshaft Sensor • LDP System
• O2 Sensors • Brake Light Switch • Clutch Switch
• Transmission Speed Sensor • Oil Temp Sensor • Generator
• EWS • GIU • ABS/DSC
• A/C Pressure Transducer • IKE • MFL

Using these inputs the Engine Management System makes operating decisions and out-
puts control signals to manage engine, transmission and emission operation. The outputs
include:

• Main Relay • EDR • EDR Warning LED

• Inertia Switch • Fuel Pump Relay • Fuel Injectors
• Ignition Coils • LDP System • Purge Valve
• O2 Sensor Heaters • Shift Interlock Relay • GIU
• A/C Compressor • Engine Cooling Fan • OBD II Plug
• IKE

System Components

EMS2000 Control Module

The EMS2000 Control Unit is the center of the engine management system. It receives and
processes all inputs and issues corresponding control commands.
The EMS2000 control unit is located on the left hand side compartment of the battery box
(viewed from the drivers seat) next to the engine bay fuse box, on the MINI COOPER. On
the MINI COOPER S it is located in a similar position to the left of the engine bay fuse box,
mounted in a side compartment of the air box.
In addition to engine controls it has direct control over the following systems:
• Drive By Wire (DBW) throttle control
• Automatic Transmission (ECVT)
• Cruise control
• Air conditioning clutch relay
• Cooling fan relays
The EMS2000 also has an interface with the following systems:
• Air Conditioning (IHKS/IHKA)
• Automatic Stability Control (ASC)
• Dynamic Stability Control (DSC)
• Immobilization (EWS)
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Engine Management
 44-04-105
MINI COOPER EMS2000 Location 44-04-100 MINI COOPER S EMS2000 Location

The EMS2000 connector is a single moulding split into two housings.

• Engine Housing - 81 Pin
Pins 1-5 : load terminals Pins 6-81 : signal terminals

• Vehicle Housing - 40 Pin

Pins 114-121 : load terminals Pins 82-113 : signal terminals

MINI COOPER EMS2000 Connector

EMS2000 receives its operating power from the battery through the Main Relay and Ignition
Switch.

System Inputs

Ignition Switch
When the ignition is switched on KL15 (F34) supplies wake up voltage to the EMS2000.
The Main Relay is energized as long as KL15 is supplied.

Power Supplies
KL30 is supplied through a fuse (F01) to provide memory. KL30 (F02) as provided by the
Main Relay supplies operating power to the EMS2000.

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Engine Management
Battery Voltage - KL 30
B+ is the main supply of operating voltage to the EMS2000. Battery Voltage is monitored
by the EMS2000 for fluctuations. The EMS2000 will adjust the output functions to com-
pensate for a lower (6v) and higher (14v) voltage value. Based on the available battery volt-
age the EMS2000 will adjust:
• Fuel injection pulse width
• Ignition system dwell

Main Relay: The Main Relay provides power for the EMS2000 and other system compo-
nents. It has an additional function of protecting system components from reverse battery
polarity. (Main Relay will not energize with reverse polarity.)
When the ignition switch is placed in the KL15 or KL50 positions, Fuse 34 is provided with
power. Fuse 34 supplies the wake up or on signal to the EMS2000. Upon receipt of the
“ON” signal EMS2000 supplies a ground signal from Pin 97 to the Main Relay. The ground
signal energizes the Main Relay, supplying operating power to the the following fuses:
• F02 - EMS2000, Fuel injectors, Crankshaft sensor, Ignition coils
• F03 - Camshaft sensor, O2 Heaters, Engine Cooling Fan, A/C Compressor Relay, Purge
System
• F04 - Automatic Transmission controls
• F05 - Engine Coolant Fan

The Main Relay supplies power to the following components:

• EMS2000 • Fuel Injectors • Crankshaft Sensor • Ignition Coils

• LDP • Auxiliary Fan • Camshaft Sensor • ECVT/GIU
• O2 Heaters
Workshop Hint Workshop Hint

The Main Relay remains energized for 5 Minutes after Always check current Wiring Diagrams for complete
the key is shut off. Before disconnecting connections description of power supplies.
to EMS2000, wait 5 minutes or remove Main Relay.

Main Relay Failure Symptoms

An open circuit in the Main Relay will result in no voltage to the EMS2000 and the other
components as supplied by the Main Relay.

A permanently engaged Main Relay will result in an excessive closed current draw and will
lead to a dead battery.

Main Relay activation is monitored by the EMS2000. Faults will be set if the main relay is
energized and power is not received by the EMS2000.

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Engine Management
Main Relay Testing

44-04-03 • Check Voltage Supply At Battery

• Test for Voltage at Fuse 34 (With key on)
• Check Voltage at KL 30 of Main Relay
• Check operation of Relay (Using relay adapter)
- Ground signal from EMS2000
- Voltage Drops across Relay
(Relay Energized and Not Energized)
Testing Power Supply
• Perform TEST PLAN on Power Supply
1. Bad Fuse
2. Available Voltage, Voltage Drop

1 2 3 4 5
1. Main Relay
2. Low Speed Engine Fan Relay
3. A/C Compressor Relay
4. A/C Blower
5. Wiper ON/OFF Relay
6. Wiper Fast/Slow Relay
7. Front Fog Light Relay

6 Relays 5, 6 and 7 are not replaceable

separately. The are available only as
part of the fusebox.

7
44-04-01 Underhood Fusebox

Special Tools
When testing the power supply of the EMS2000, the DISplus multimeter function or a hand
held multimeter may be used. It is best to make the checks at the EMS2000 connection
as this method tests the wiring harness. The correct V-Adapter Cables must be used to
ensure the pin connectors and the harness will not be damaged.
V-Adapter Cables for the EMS2000 are:

• 40 Pin V-Adapter Cable P/N 12 7 240

• 81 Pin V-Adapter Cable P/N 12 7 250
• Breakout Box (BOB) P/N 61 4 390
• Breakout box (BOB) P/N 61 4 380

When installing the BOB and V-Adapter Cables to the EMS2000 make sure the ignition has
been switched off for at least 5 minutes or remove the Main Relay.

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Engine Management
Grounds

Multiple ground points are supplied to complete the current path through the EMS2000.
Grounds are supplied as constants to sensors or as switched grounds to activate compo-
nents.
Pins supplying ground to the EMS2000 are:
X6000 - 61,62,80,81 X6004 - 114,115
44-04-17

1. Constant Ground Supplied to Sensor

2. Switched Ground to Activate a Component

Grounds

Accelerator Pedal Position Sensor (PWG)

The Accelerator Pedal Position Sensor (PWG) is mounted in the passenger compartment,
clipped to a bracket that is bolted to the floor. The PWG is monitored by the EMS2000 for
input or speed requests.

44-04-10

Accelerator Pedal Position Sensor

1. Twin Cables
2. Return Springs
3. Ball Joint PWG Output Voltages
4. Throttle Potentiometer

The Accelerator Pedal Position Sensor uses two hall sensors with different voltage charac-
teristics and independent power supplies to provide the drivers input request. The Hall sen-
sors receive power (5v) and ground from the EMS2000 and produce linear voltage signals
as the pedal is pressed from the LL position (idle) to the VL position (full throttle).

• Hall Sensor 1 - 0.5 to 4.5 volts Driver Request

• Hall Sensor 2 - 0.5 to 2.0 volts Plausibility Check
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Engine Management
The Accelerator Pedal Position (PWG) is monitored by the EMS2000 for pedal angle posi-
tion and rate of movement. As the accelerator is moved, a rising voltage signal from the Hall
sensors requests acceleration and rate. The ECM will increase the volume of fuel injected
into the engine, advance the ignition timing and open the Throttle Valve.

The “full throttle” position indicates maximum acceleration to the ECM, and in addition
effects air conditioning compressor activation.

As the accelerator pedal is released and returned to the rest position by integral springs, a
decrease in voltage signals the EMS2000 to activate fuel shut off if the RPM is above idle
speed (coasting). The Throttle Valve will be closed and will open enough to maintain idle
speed.

The EMS2000 monitors the engine idle speed in addition to the accelerator pedal position
and throttle position voltage. If the voltage values have changed (mechanical wear of throt-
tle plate or linkage), the ECM will adjust the throttle plate to maintain the correct idle speed.

The Hall sensors are non-adjustable because the EMS2000 “learns” the throttle angle volt-
age at idle speed. If the throttle housing/accelerator pedal module is replaced, the ADAP-
TATIONS MUST BE CLEARED and ADAPTATION PROCEDURE MUST BE PER-
FORMED using the DISplus. If this is not performed, the vehicle will not start, or will
run in “fail-safe” mode.

If this input is defective, a fault code will be stored and the “Malfunction Indicator and/or
EML” Light will be illuminated and only limited engine operation is possible.

There are two failure modes of the PWG.

• Failure Mode 1 occurs with a defect in one of the hall effect pedal position sensors.
Maximum engine speed will be limited.
• Failure Mode 2 occurs with a defect in both of the hall effect pedal position sen-
sors. Engine speed is limited to approximately 1300 RPM and is reduced to 1000
when the brake pedal is depressed.

Operation of the PWG is checked and monitored by use of the DISplus.

Notes:

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Engine Management
TMap Sensor (MINI COOPER)
The TMAP (Temperature and Manifold Absolute Pressure) sensor contains a Manifold
Absolute Pressure (MAP) Sensor and an Intake Air Temperature Sensor .

44-04-09

1. TMAP
2. EDR actuator mounting
3. Sealing washers
4. Sensor Tip

TMAP Sensor (MINI COOPER)

Manifold Absolute Pressure Sensor

The Manifold Absolute Pressure Sensor is a Piezo resistive pressure gauge that supplies an
analog input to the EMS2000 corresponding to the absolute manifold pressure. The signal
is used to determine the engine load. The engine load information is used for internal engine
control via the EMS2000 and for ASC/DSC (traction control). This sensor has a maximum
pressure range of 120 Kpa.

The Manifold Absolute Pressure (MAP) sensor measures the changes in the intake manifold
pressure which result from engine load (intake manifold vacuum) and rpm changes; and
converts these into a voltage output. By monitoring the sensor output voltage, the
EMS2000 knows the manifold pressure. At idle manifold pressure is lower (high vacuum)
and output voltage will be about 1 to 2 volts . While at higher pressure or at Wide Open
Throttle (lower vacuum) output voltage will be about 4 volts. The EMS2000 uses the MAP
sensor to control fuel delivery and ignition timing.

Intake Air Temperature Sensor

The air intake temperature sensor is built into the TMap sensor. Air temperature informa-
tion is used in conjunction with intake manifold pressure information as supplied by the
MAP enabling the EMS2000 to calculate the volume of air being consumed by the engine.
The sensor is a NTC type, supplied 5 volts by the EMS2000.

High voltage readings at the EMS2000 indicate high sensor resistance, or low temperature.
Low voltage readings indicate low sensor resistance or high temperature.

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Engine Management
TMap Sensor (MINI COOPER S)
On the MINI COOPER S the pressure differential is measured across the supercharger to
determine the manifold air density.
To measure this differential two sensors are fitted, one on either side of the supercharger.
The TMAP is fitted on the manifold pressure side and has the same hardware specification
as the MINI COOPER sensor but the maximum pressure range is 250 Kpa. The MAP sen-
sor is fitted upstream of the TMAP between the supercharger and the throttle body and
measures the atmospheric pressure. This sensor is the same as the MINI COOPER TMAP
but will not have the temperature sensor.
44-04-11

44-04-08

TMAP Sensor (MINI COOPER S) MAP Sensor (MINI COOPER S)

1. TMAP 1. MAP
2. Intake manifold 2. Manifold Upstream of Supercharger

The TMAP sensor is located in the intake manifold where it is exposed to higher than
atmospheric pressures as produced by the supercharger. The MAP sensor is located
between the supercharger and the EDR, a location not effected by additional pressures
from the supercharger.
The first job of the MAP sensor is the measurement of the barometric pressure. Whenever
the ignition key is in the “ON” position and the EMS2000 is supplied power from the Main
Relay there is no piston action yet and the only reading sent to the computer is the baro-
metric pressure signal (High Voltage).
Second, it measures the absolute pressure in the intake manifold. Absolute pressure is
barometric pressure minus the vacuum created by the pistons. So, if the barometer is read-
ing 1.5 Bar at sea level and the manifold vacuum (gauge) is 1.0 Bar at idle, the manifold
absolute pressure would be .5 Bar.
The EMS2000 compares the voltage outputs from the MAP sensor (ahead of the super-
charger) to the outputs received from the TMAP (subject to increased pressures from the
supercharger) and calculates air volume drawn into the engine.

• Voltage Reading of .6-1.5 volts indicates high vacuum condition (Idle or no load)
• Voltage Reading of 4 volts indicates low vacuum condition (Full Throttle)

12
Engine Management
TMap and MAP Sensors Failure Symptoms
• Engine difficult to start, stalls at idle and misfires.

TMap and MAP Sensor Testing

• Check status on DISplus status pages (0 - 5 volts) Ensure that voltage changes and
does not remain constant at 0 or 5 volts
• Install BOB on EMS2000 check voltage at appropriate pins
• Check sensor for internal shorts
• Perform TEST PLAN

Intake Air Temp Sensor Failure Symptoms

• Problems with cold starting, poor driveability and an increase in emissions.
• Possible lack of power, particularly noticeable in hot ambient temperatures.

With other possible failure modes the EMS2000 should ensure that the engine will
limp home on a default value.

Intake Air Temp Sensor Testing

• Check status on DISplus status pages
(0 - 5 volts) Ensure that voltage changes and does not remain constant at 0 or 5 volts
• Check Sensor Resistance
• Perform TEST PLAN

Workshop Hint MAP and TMAP Sensors Workshop Hint Air Inlet Temp Sensor

• Voltage Reading of approx. 1-2 volts indicates

high vacuum condition (Idle or no load) • Voltage Reading of 1 volt indicates warm air
• Voltage Reading of 4-4.8 volts indicates low temperature
vacuum condition (Full Throttle) • Voltage Reading of 4 volts indicates cold air
temperature

Notes:

13
Engine Management
Engine Coolant Temperature Sensor

The Engine Coolant Temperature Sensor is a Negative Temperature Coefficient thermistor

sensor located in the coolant system. The sensor is located in the cylinder head next to
the thermostat housing. It is accessed easier with the air box removed.

44-04-07 The Engine Coolant Temperature Sensor is a NTC

type sensor. It is used to monitor the engine
coolant temperature and has two wires both con-
nected to the EMS2000. The signal is used for fuel
control and ignition timing dependent on the engine
temperature. The signal is also used to control the
radiator fan speed as well as supplying a signal on
the CAN-bus to drive the coolant temperature
gauge in the instrument cluster.
Engine Coolant Temp Sensor A 5 volt reference signal is supplied to the coolant
1. Coolant Sensor temp sensor by the EMS2000. High voltage read-
2. Thermostat Housing ings at the EMS2000 indicate high sensor resis-
tance, or low temperature. Low voltage readings
indicate low sensor resistance or high temperature.

Coolant Temp Sensor Resistances

Temperature(°C) Minimum Sensor Typical Sensor Maximum Sensor
Resistance (KW) Resistance(KW) Resistance (KW)

-40 °C 291.49 336.6 381.71

0 °C 29.33 32.66 35.99

30 °C 7.37 8.06 8.75

50 °C 3.33 3.60 3.88

60 °C 2.31 2.49 2.67

70 °C 1.63 1.75 1.87

80 °C 1.17 1.255 1.34

90 °C 0.86 0.915 0.97

100 °C 0.64 0.68 0.72

110 °C 0.48 0.51 0.54

120 °C 0.37 0.39 0.41

130 °C 0.28 0.30 0.32

140 °C 0.21 0.23 0.25

150 °C 0.17 0.185 0.20

14
Engine Management
Coolant Temperature Sensor Failure Symptoms
• The vehicle may be difficult to start, may run lean when the engine is cold or slightly rich
when the engine is hot (default to‘emergency program’ mode).
• Driveability of the vehicle will be affected.
• If the sensor output signal fails open, shorted to ground, shorted to 12V or shorted to
5V the EMS2000 will replace the temperature value with a default value.
• If the sensor ground is shorted to 12V or shorted to 5V, temperature gauge will go to
full hot and engine cooling fan goes to high when fault is recognized.

Coolant Temperature Sensor Testing

• Check status on DISplus status pages (0 - 5volts) Ensure that voltage changes and
does not remain constant at 0 or 5 volts
• Check Sensor Resistance
• Perform TEST PLAN

NTC type engine coolant temp sensor

44-04-16

EDR Throttle Position Feedback

The EDR throttle plate position is monitored by two integrated potentiometers. The poten-
tiometers provide DC voltage feedback signals as input to the EMS2000 for throttle and idle
control functions.

Feedback potentiometer 1 provides a signal ranging from 0.5V (LL) to 4.5V (VL),

Feedback potentiometer 2 simultaneously provides a signal ranging from 4.5V (LL) to 0.5V
(VL).

Pot signal 1 is the primary signal, signal 2 is used as a plausibility cross-check through the
total range of throttle plate movement.
If there is an open or short in signal 1, signal 2 is used as a temporary substitute providing fail-
safe operation (faults stored).

15
Engine Management
 44-04-12

EDR Feedback Potentiometer Voltages

If plausibility errors are detected between Pot 1 and Pot 2 one of two Emergency Modes
is activated depending on severity of fault.

Emergency Mode 1

Emergency operation 1 limits the dynamic operation if one of the potentiometers fail. The
engine can slowly reach maximum speed with limited power.

Emergency Mode 2

If another fault is encountered in addition to emergency mode 1 or if the plausibility is affect-

ed, emergency mode 2 is activated by the EMS2000. Emergency mode 2 is also be initi-
ated by simultaneously pressing both the accelerator pedal and the brake pedal while in
emergency mode 1 or if a fault is encountered in the brake light switch diagnosis (see
Performance Controls).

When in emergency 2 operation mode, there is an engine speed limitation (slightly above
idle speed) in addition to the measures for emergency operation 1. In emergency opera-
tion 2, the engine speed is always limited to 1300 RPM if the brake is not applied, and
approximately 1000 RPM if the brake is applied. The vehicle speed is limited to approxi-
mately 20-25 mph.

Additional Monitoring
The EDR safety concept can detect a jammed or binding throttle valve as well as a broken
link spring. This fault is detected by the EMS2000 monitoring of the feedback potentiome-
ters from the EDR in relation to the pulse width modulation signal activating the EDR motor.

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Engine Management
Crankshaft Sensor

The crankshaft sensor is a primary input to the EMS2000. It is used to determine the speed
and position of the engine crankshaft. The sensor is a Hall Effect device. This provides a
digital electrical signal that is created as the reluctor ring targets pass the sensor. The reluc-
tor ring tooth pattern consists of 58 targets and a space of two missing teeth grouped
together (6° tooth intervals). As the engine rotates the sensor output enables the EMS2000
to determine the crankshaft position and speed.
The missing teeth are essential for correct engine operation. They are used by the
EMS2000 as an angular reference point. This information is used in combination with infor-
mation from the camshaft sensor to determine the correct timing for the spark and fuel
delivery.

Normal Crank Squarewave Engine Misfire

Diagnosis

During cranking the digital signal produced by the sensor is sent to the EMS2000. The
EMS2000 expects to receive a signal of 58 targets and two missing targets. If this signal is
received the EMS2000 will synchronize itself to the engine. (The EMS2000 knows crank-
shaft position.) In the event a faulty or improper signal is received the EMS2000 will not
begin or allow injection or ignition.

There is no crankshaft back up facility on the EMS20002000 because the camshaft sensor
target only produces one pulse per revolution.

17
Engine Management
Camshaft Sensor

The signal from the camshaft sensor enables the EMS2000 to detect the position of the
camshaft in relation to the position of the crankshaft. This allows the EMS2000 to syn-
chronize the fuel injection and ignition spark.
The camshaft sensor is located in the front of the engine cylinder head just below the valve
cover. The sensor reluctor ring is bolted to the front of the camshaft.
A digital signal is provided by the sensor in the range of 0-5 volts. The Hall Effect device
produces one pulse for each revolution of the camshaft. The reluctor is of a half moon form
with a single "tooth" that extends over 180° of the camshaft rotation.

Camshaft Sensor in Cylinder Head Camshaft Reluctor Ring

1. Camshaft Sensor Connector 1. Camshaft Gear
2. Camshaft Gear Locating Pin
3. Reluctor “Tooth”

Scope Pattern for “Good” Camshaft Sensor

Diagnosis

Failure of the camshaft sensor will set a fault. Testing of the sensor is done through the test
plan and the measurement system.
Camshaft sensor failure will cause the injection system to default into a semi-sequential
mode.

18
Engine Management
Knock Sensors

Knock Sensors are required to prevent detonation (pinging) from damaging the engine.
The EMS2000 will retard the ignition timing (cylinder selective) based on the input of this
sensor. Detonation occurs due to:
• High Compression Ratio • Maximum Timing Advance Curve
• Poor Quality Fuel • High Intake and Engine Temperatures
• High Level of Cylinder Filling • Combustion Chamber Carbon Build-up

The knock sensor is a "Piezo-electric accelerometer" producing an output voltage propor-

tional to mechanical vibration (knock) produced by the engine. Knock is caused by high-
pressure waves of uncontrolled spontaneous combustion of gasses in the cylinder.

The EMS2000 receives a signal from the knock sensor, filters out any noise and calculates
if the engine is knocking. During knock the crystal oscillation increases, the EMS2000 com-
pares the signal received to known signal profiles in the memory.
From the camshaft and crankshaft signals supplying information regarding the position of
the engine in it’s cycle, the EMS2000 is able to determine which cylinder is knocking and
will retard the ignition, on that particular cylinder until the knock is eliminated. It then grad-
ually advances the ignition again towards the original setting until knock occurs again.

Knock Sensor
1. Knock Sensor
2. Intake Manifold Support Bracket Knock Sensor Scope Patterns

Knock Sensor Fault Symptoms

• The EMS2000 will not be able to detect and correct for engine knock resulting in a
"pinging" sound within the engine.

• The engine will lack power and fuel consumption will be affected.

• The knock strategy ensures that the engine defaults to a safe ignition value.

19
Engine Management
LDP System (Leak Diagnosis Pump)

Vapors containing Hydrocarbons form in the vehicles fuel tank and to prevent them from
venting to atmosphere, legislation in the USA demands on-board monitoring of the fuel sys-
tem sealing on all vehicles powered by an Internal Combustion engine. Beginning with
Model Year 2000 these regulations were tightened, and call for detection of a 0.5 mm (0.02
inch) leak.

• The EVAPS system used on the MINI will be the Siemens Leak Detection Pump (LDP).
The LDP system is located above the right rear inner fender liner.

The LDP is an electrically/vacuum-actuated device that will pressurize the evaporative

emission system for the purpose of detecting leaks and verifying canister purge valve
integrity. It has an integrated Canister Vent Valve (CVV) that controls the atmospheric vent-
ing of the fuel vapor storage canister.

The LDP assembly is only replaceable as a complete unitized component, however, it is

separate from the charcoal canister.

The upper chamber contains an integrated reed switch that produces a switched high/low
voltage signal that is monitored by the EMS2000. The switch is opened by the magnetic
interruption of the metal rod connected to the diaphragm when in the top dead center posi-
tion. The repetitive up/down stroke is confirmation to the EMS2000 that the valve is func-
tioning and the basis for determining if a leak is present in the system. The EMS2000 mon-
itors the length of time it takes for the reed switch to open, which is opposed by pressure
under the diaphragm in the lower chamber. If this component or its circuits are defective, a
fault code will be set and the “Malfunction Indicator Light” will illuminate when the OBD II
criteria is achieved.

LDP System Layout LDP Pump

20
Engine Management
O2 Sensors

The MINI COOPER and MINI COOPER S are equipped with two oxygen sensors. One is
positioned upstream and the other downstream of the catalyst. The sensors are of a zirco-
nium dioxide type and input a signal to the EMS2000 relative to the oxygen content within
the exhaust gas. This enables the EMS2000 to provide closed loop operation and maintain
strict control of the air/fuel ratio around stoichiometry (14.7:1). This allows the catalyst to
work efficiently and reduce emissions of Carbon Monoxide (CO), Hydrocarbons (HC) and
oxides of Nitrogen (NOx) to acceptable levels. The post catalyst sensor is used to monitor
the catalyst performance.

The pre-cat oxygen sensor measure the residual oxygen content of the exhaust gas. The
sensor produces a low voltage (0-1000 mV) proportional to the oxygen content that allows
the EMS2000 to monitor the air/fuel ratio. The sensor is mounted in the hot exhaust stream
directly in front of the catalytic converter.
The “tip” of the sensor contains a microporous plat-
inum coating (electrodes) which conduct current.
The platinum electrodes are separated by solid elec-
trolyte which conducts oxygen ions. The platinum
conductors are covered with a highly porous ceram-
ic coating and the entire tip is encased in a ventilat-
ed metal “cage”.

This assembly is submersed in the exhaust stream.

The sensor body (external) has a small vent opening
O2 sensor in the housing that allows ambient air to enter the
1. Mounted Downstream on Catalyst inside of the tip.

The ambient air contains a constant level of oxygen content (21%) and the exhaust stream
has a much lower oxygen content. The oxygen ions (which contain small electrical charges)
are “purged” through the solid electrolyte by the hot exhaust gas flow. The electrical
charges (low voltage) are conducted by the platinum electrodes to the sensor signal wire
that is monitored by the EMS2000.

If the exhaust has a lower oxygen content (rich mixture), there will be a large ion “migration”
through the sensor generating a higher voltage (950 mV).

If the exhaust has a higher oxygen content (lean mixture), there will be a small ion “migra-
tion” through the sensor generating a lower voltage (080 mV).

21
Engine Management
O2 Sensor Operation

This voltage signal is constantly changing due to combustion variations and normal exhaust
pulsations.

The EMS2000 monitors the length of time the sensors are operating in the lean, rich (includ-
ing the time of rise and fall) and rest conditions. The evaluation period of the sensors is over
a predefined number of oscillation cycles.

This conductivity is efficient when the oxygen sensor is hot (250º - 300º C). For this reason,
the sensor contains a heating element. This “heated” sensor reduces warm up time, and
retains the heat during low engine speed when the exhaust temperature is cooler.

Pre- O2 Sensor in operation

22
Engine Management
The efficiency of catalyst operation is determined by evaluating the oxygen consumption of
the catalytic converters using the pre and post oxygen sensor signals. A properly operat-
ing catalyst consumes most of the O2 (oxygen) that is present in the exhaust gas (input to
catalyst). The gases that flow into the catalyst are converted from CO, HC and NOx to CO2,
H2O and N2 respectively.

In order to determine if the catalysts are working correctly, post catalyst oxygen sensors are
installed to monitor exhaust gas content exiting the catalysts. The signal of the post cat. O2
sensor is evaluated over the course of several pre cat. O2 sensor oscillations.

During the evaluation period, the signal of the post cat. sensor must remain within a rela-
tively constant voltage range (700 - 800 mV). The post cat. O2 voltage remains high with a
very slight fluctuation. This indicates a further lack of oxygen when compared to the pre cat.
sensor.

If this signal decreased in voltage and/or increased in fluctuation, a fault code will be set for
Catalyst Efficiency and the “Malfunction Indicator Light” will illuminate when the OBD II cri-
teria is achieved.

Normal Pre and Post O2 Signals

Defective Pre and Post O2 Signals

O2 Sensor Failure Symptom(s)

• If the upstream sensor fails it may result in poor performance and rough idle.
• Poor emissions control will cause the MIL to illuminate.
• As soon as the EMS2000 has detected an upstream oxygen sensor failure, it will default
the fuel control to open loop operation.
• Slow response of sensor due to ageing or possible contaminated sensor tip.

23
Engine Management
Brake Light Switch

There are two separate Hall Effect brake-switch inputs into the EMS2000 to allow redun-
dent integrity checking. The signal from the Main Brake switch is used in the control of both
the Cruise Control and the Drive By Wire systems. If the brake is operated, the system shall
suspend the cruise-mode, but shall retain any current valid target-speed in memory. The
second switch is used in a safety plausibility check. If at any time the two brake signals are
inconsistent, a fault condition is assumed and any accelerator demand will result in no
throttle change and the engine will remain at its idle state.

Brake Light Switch Fault Symptoms

If the two brake signals are seen to be inconsistent at any time, a fault condition must be
assumed. The accelerator pedal activation signal is set to zero, hence there will be no throt-
tle demand and the engine will remain at idle. If this occurs while in a cruise active mode,
the system shall suspend and will disable cruise for the remainder of that journey. The sys-
tem will register a fault disallowing further operation.

Clutch Switch (Manual Transmission Models)

The clutch switch is a Hall Effect Device used on manual transmission derivatives to sus-
pend the cruise-mode function when the clutch is operated. The device is a single channel
version of the brake switch and the functionality is identical.

Transmission Speed Sensor (ECVT Models only)

The ECVT transmission has a dedicated secondary speed sensor located in the differential
housing. This sensor is a Hall effect sensor and produces a pulse train of approximately
73000 pulses per mile. The sensor allows for more precise calculation of transmission out-
put speed that is used in the control strategy systems.
The secondary speed sensor is located so that the sensor tip is close to the crown wheel
of the differential. By sensing the crown wheel, the signal is not affected by the different
wheel speed signals when the vehicle is cornering.

Transmission Speed Sensor Transmission Speed Sensor

1. Speed Sensor Mounted in ECVT 1. Speed Sensor
2. Speed Sensor Oil Seal
24
Engine Management
Transmission Oil Temperature Sensor (ECVT Models only)

The Transmission Oil Temperature Sensor is a two wire sensor and is located in the valve
block area. The sensor continuously monitors the temperature of the oil. Should the oil
temperature rise above preset parameters, the EMS2000 control unit will reduce the
amount of slip within the clutch to reduce the oil temperature.

Generator

A dedicated output from the Generator is provided to the EMS2000 to determine electrical
load on the engine. When electrical loads are switched on the generator will require more
electrical energy, which will in turn create a greater load on the engine. The output is a
PWM modulated signal.
If the PWM signal fails the engine may exhibit poor idle speed stability as the electrical loads
are increased.

EWS

The EMS2000 communicates with the EWS system to provide immobilization of the vehi-
cle. To start the engine, the correct key must be used which will transmit the correct code
magnetically to the coil in the steering column. This code is then fed to the immobilization
unit, which will transmit various codes to the EMS2000 to enable the engine to start.

The purpose of the immobilization system is to prevent the engine from starting if the infor-
mation from the immobilizer module (EWS 3) is not recognized as the correct information.
A specific unidirectional single wire line supports communication between the EMS2000
and the EWS 3. To secure the system the information transmitted from the immobilizer is
encrypted. To automatically protect the system there is a time limit, which represents the
maximum duration of the communication between the EMS2000 and the EWS 3.

On the automatic transmission vehicle there is a park/neutral inhibit signal that the EWS 3
receives directly from the switch in the automatic transmission. The purpose of the switch
is to ensure that the engine will only crank if the automatic transmission is in Neutral or Park.

Gearbox Interface Unit (GIU)

The main function of the GIU is to allow communication between the ECVT and the
EMS2000. The GIU has the following functions:
• Conversion of inputs from the selector lever switches (and steering wheel switches if fit-
ted) into a CAN instruction that is read by the EMS2000.
• Drive the LED’s to display transmission mode.
• Conversion of the CAN instruction for the EMS2000 into electrical signals to drive the
ratio control motor and clutch and secondary pressure solenoids.

25
Engine Management
ABS/ASC/DSC

The EMS2000 receives road speed signals from the ABS/ASC/DSC module for cruise func-
tions (if equipped) and maximum vehicle speed limiting. Road speed signals arrives at the
EMS2000 over the CAN BUS.

Requests for torque modification are also received from the ASC/DSC module over the
CAN Bus. If either of the driven wheels loose traction the ASC/DSC control module will
request a change in the torque output of the engine in order to regain traction. This occurs
in either of the following situations.

• The wheels have broken traction due to excess torque being generated by the engine;
the ASC Control Unit therefore requests a torque reduction from the engine.
• The wheels have broken traction due to excess engine braking when on low grip sur-
face; the ASC Control Unit requests a torque increase from the engine under these cir
cumstances. This is called the Engine Drag Torque Control (MSR) System.

Once traction has been regained then the brake or torque intervention will be removed
allowing the engine to return to its appropriate torque output as determined by other inputs
such as driver demand or cruise control. The requests for a torque increase or reduction
are received from the ASC Control Unit via the vehicle CAN-bus.

A/C Pressure Transducer

The pressure transducer protects the refrigerant system from extremes of system pressure
and in conjunction with the engine coolant temperature sensor, controls the speed of the
engine coolant fan. The pressure transducer is fitted in the high pressure/temperature line
of the refrigerant circuit on the AC pipe connecting the condenser and thermostatic expan-
sion valve. It is installed in the left rear corner of the engine compartment, and is fitted to
the pipe in a threaded coupling.
The transducer is connected through the vehicle harness to the EMS2000 where the sig-
nal is processed to calculate the pressure in the high pressure line.
Because the compressor is lubricated by oil suspended in the refrigerant, the EMS2000
prevents operation of the compressor unless there is a minimum refrigerant pressure, and
thus refrigerant and oil, in the system.
When refrigerant pressure increases to a value that indicates additional condensing is
required, the EMS2000 requests an increase in cooling fan speed.
The signal from the pressure transducer is a varying voltage type. Higher voltages indicate
higher pressure, lower voltages lower pressure. Normal operating range is approximately
1.2 - 2.0 volts.
An open in the transducer circuit will cause the EMS to see maximum system pressure and
disable the compressor from further operation.
Pressures in Bar are read from the sensor in the DISplus.

26
Engine Management
IKE

The IKE communicates with the EMS2000 over the CAN Bus. Information concerning Low
Fuel Levels are passed to the EMS2000 for evaluation of misfires. The IKE also transfers
requests for the A/C compressor from the IHKS/IHKA to the EMS2000. Any vehicle sys-
tem not on the CAN Bus that communicates with the EMS2000 does so through the IKE.

MFL

Vehicles equipped with Cruise Control have single wire digital communication system
between the MFL and the EMS2000. The MFL transmits requests for cruise operation to
the EMS2000.

EMS2000 CAN Communication

27
Engine Management
System Outputs

Main Relay

Upon receiving the wake up signal from the ignition switch, KL15 supplying power to fuse
34, the EMS2000 provides a switched ground signal via Pin 97 to the Main Relay. This ener-
gizes the Main Relay, providing operating power to the EMS2000. Output of the Main Relay
is monitored so that if the relay is energized and the power is not received by the EMS2000
a fault code is set.

EDR

An electronic throttle actuator (EDR) is used to adjust engine load based on throttle posi-
tion requests received by the EMS2000 from the accelerator pedal position sensor. A DC-
Motor electrically positions the throttle plate from idle to full load. The feedback of the posi-
tion of the throttle plate and the position of the DC-Motor is achieved via 2 potentiometers,
which are integrated in the throttle body.
• The MINI COOPER throttle body is 52 mm internal diameter.
• The MINI COOPER S throttle body is 57 mm internal diameter.

44-04-06

1. MINI COOPER
2. MINI COOPER S

EDR Throttle Actuators

The EDR is operated by the EMS2000 for opening and closing of the throttle based on
accelerator pedal position, DSC intervention and Cruise Control function. The EDR is a DC
motor operating a gear driven throttle plate.
A variable duty cycle fixed frequency signal is sent to the EDR motor by the EMS2000. The
EMS2000 switches polarity on the signal to the EDR motor at the rate of 600 Hz. (600 times
per second) to maintain throttle position. Position and movement of the throttle plates is
confirmed through the dual feedback potentiometers control functions.

28
Engine Management
The EMS2000 also provides power and ground for the feed back potentiometers.
EMS2000

Electric Throttle
Valve

Pot 1 Signal

Pot 2 Signal
Pot Power

Ground

44-04-14

Idle Speed Control

Idle Speed is controlled by the EMS2000 and EDR without the aid of an idle speed motor.
For smooth driveability of the vehicle, the engine speed should remain constant when at
idle no matter what the varying loads may be on the engine. The driver should not detect
a fluctuation in engine idle speed under the following conditions:

• Engine cold start (increase in idle speed setting).

• Switching of different electrical loads (e.g. headlights, HRW or HFS).
• Turning the steering wheel to full lock (increased load from the Electro Hydraulic Power
Steering (EHPS pump)).
• Air Conditioning Compressor engagement.

When there is a rapid change in electrical power demand on the alternator ie. front and rear
heated windshield on with air conditioning fully on, there will be a corresponding rapid
increase in the mechanical loading that the alternator exerts upon the engine. This in turn
will have a significant effect on the engine idle speed stability. There is a delay between the
electrical demand being made on the alternator and the mechanical demand being made
on the engine. During this period of time the alternator transmits a signal to the EMS2000
to inform the control unit of the change in electrical load. The signal is PWM and allows the
EMS2000 to control the throttle demand at idle to prevent flares and dips in the engine
speed due to alternator loading or unloading.

The target idle speed setting for all MINI models is 750 rpm.

29
Engine Management
 Idle Speed "Jack" Feature
As part of the vehicle power balancing strategy
there is a feature to increase the engine idle
speed to a set point when the EMS2000 system
voltage reaches a certain threshold. The engine
speed will remain at this point for a period of time
before returning to the normal set point when the
system voltage has recovered.

EML Warning LED

If the EMS2000 detects an engine safety related fault (but is not emissions related) in the
EMS2000 itself, the EML warning light will illuminate in the IKE to show there is a fault with
the drive by wire system. (This could be caused by a faulty throttle motor, gearbox or a
sticking throttle flap.) The Warning Led is amber in color and is activated through a CAN
Bus message to the IKE.

Fuel Pump Relay and Inertia Switch

The Fuel Pump Relay is a normally open contact relay used to control the fuel pump. The
pump is initially energized when the ignition is switched on to position 2. It will remain ener-
gized for a set time to pressurize the fuel system. The fuel pump relay will remain energized
if the engine running flag is detected otherwise it will be switched off after the time delay
has elapsed. The relay is switched to off immediately if the engine stop flag is detected and
is switched off after a time delay if the ignition key Off is detected. The relay gets its B+ feed
from the ignition switch through fuse 20 and is energized when the EMS2000 provides a
ground on pin 105.
An inertia switch is installed in the B+ line to the relay between the fuse and the fuel pump
relay. In the event of an impact greater than 14G the switch will open interrupting power to
the relay. The inertia switch has to be reset manually once it has been triggered.

“A” Pillar Fusebox

1. Fuel Pump Relay

30
Engine Management
 Body Fuse
Control
Module

Inertia Fuse
Switch

Fuel
Pump
Relay

Fuel
Pump

EMS2000

Fuel Injectors

The Fuel Injectors are electronically controlled solenoid valves that provide precise metered
and atomized fuel into the engine intake ports.
Fuel is supplied from the fuel rail to the injector body. The fuel is channeled through the
injector body to the needle valve and seat at the tip of the
injector. Without electrical current, the needle valve is
sprung closed against the seat.

The Fuel Injectors receive voltage from the Main Relay. The
EWS2000 activates current flow through the injector sole-
noid creating a magnetic field that pulls the needle “up” off
of its seat. The pressurized fuel flows through the tip of the
injector that is fitted with a directional angle "plate" with dual
outlets. This “fans out” the spray into an angled patterns
which helps to atomize the fuel. When the EMS2000
removes the ground, the needle valve is sprung closed
against the seat and fuel flow through the injector is
stopped. The lower portion of the injector body is jacketed
Fuel Injector in metal.
1. Fuel Strainer The length of time that the EMS2000 activates the Fuel
2. Electrical Connector
3. Soleniod Winding Injectors is very brief, the duration is in milli-seconds (ms).
4. Closing Spring This affects the amount of fuel volume flowing through the
5. Soleniod Armature
6. Needle Valve
Fuel Injectors. The EMS2000 will vary the length of time (ms)
7. Pintle to regulate the air/fuel ratio (mixture).

There are two types of injectors used on the MINI. MINI COOPER uses an injector with 4
holes, while MINI COOPER S uses an injector with a higher flow rate having 2 holes.
31
Engine Management
 1. MINI COOPER S Injector
2. MINI COOPER Injector
3. 4 Hole Injector
4. 2 Hole Injector.

MINI Injectors

Injectors for both models are 62 mm in length and operate on a fuel pressure of 3.5 Bar.
The electrical connectors are different for each type of injector preventing accidental instal-
lation of the wrong injector.

MINI COOPER Injector Connector MINI COOPER S Injector Connector

Injector “ON” Time

Injector “ON” Time is the length of time in ms the injector is active and flowing fuel.
The injection ms value will be regulated based on among other things battery voltage. When
cranking, the voltage is low and the EMS2000 will increase the ms value to compensate for
injector “lag time”. When the engine is running and the battery voltage is higher, the
EMS2000 will decrease the injection ms value due to faster injector reaction time.
Cold starting requires additional fuel to compensate for poor mixture and the loss of fuel as
it condenses onto cold intake ports, valves and cylinder walls. The cold start fuel quantity
is determined by the EMS2000 based on the Engine Coolant Temperature Sensor input
during start up.
When the engine is cold, optimum fuel metering is not possible due to poor air/fuel mixing
and an enriched mixture is required. The Coolant Temperature input allows the EMS2000
to adjust the injection ms value to compensate during warm up and minimize the the inject-
ed fuel at normal engine operating temperature.

32
Engine Management
When the engine is at idle, minimum injection is required. Additional fuel will be added if the
EMS observes low engine rpm and increasing throttle/air volume inputs (acceleration
enrichment). As the throttle is opened, the EMS2000 recognizes acceleration and rate of
movement. The EMS2000 will increase the volume of fuel injected into the engine by
increasing the injection ms value. The “full throttle” position indicates maximum accelera-
tion and the EMS2000 will add more fuel (full load enrichment).

As the throttle is closed, the EMS2000 decreases the injection ms value (fuel shut off) if the
rpm is above idle speed (coasting). This feature decreases fuel consumption and lowers
emissions. When the engine rpm approaches idle speed, the injection ms value is increased
(cut-in) to prevent the engine from stalling. The cut-in rpm is dependent upon the engine
temperature and the rate of deceleration.

The EMS2000 uses input from the TMap (and Map if COOPER S), the Engine Coolant
Temperature Sensor and throttle position to calculate the volume of air consumed by the
engine. This calculated measurement is used by the EMS2000 to determine the amount
of fuel to be injected to “balance” the air/fuel ratio.

The Crankshaft Position/RPM signals the EMS2000 to start injection as well as providing
information about the engine operation. This input is used in combination with other inputs
to determine engine load which increases/decreases the injection ms value. Without this in-
put, the EMS2000 will not activate the injectors.

The Camshaft Position (Cylinder ID) affects the injection timing (Semi-Sequential/Full
Sequential). To accomplish this, the EMS2000 contains four Final Stage output transistors
that activate the injectors individually. The engine operates sufficiently on Semi-Sequential
Injection (two groups of two), but more efficiently on Full Sequential Injection (four individ-
ual). If one of the fuel injector circuits is faulted, the engine can still operate on limited power
from the remaining fuel injector circuits.

Injection “Reduction” Time

Reduction Time is required to control fuel economy, emissions, engine and vehicle speed
limitation. The EMS2000 will “trim” back or deactivate the fuel injection as necessary while
maintaining optimum engine operation.

As the throttle is closed during deceleration, the EMS2000 decreases the injection ms value
(fuel shut off) if the rpm is above idle speed (coasting). This feature decreases fuel con-
sumption and lowers emissions.

When the engine rpm approaches idle speed, the injection ms value is increased (cut-in) to
prevent the engine from stalling. The cut-in rpm is dependent upon the engine temperature
and the rate of deceleration.

33
Engine Management
The EMS2000 will selectively deactivate injectors to control maximum engine rpm (regard-
less of vehicle speed). When the engine speed reaches 6500 rpm, the injectors will be indi-
vidually deactivated as required to protect the engine from over-rev. As the engine speed
drops below 6500 rpm, injector activation will be resumed. This feature does not pro-
tect the engine from a forced over-rev such as improperly downshifting a manual
transmission equipped vehicle (driver error).

Maximum vehicle speed is also limited by the EMS2000 selectively deactivating the injec-
tors (regardless of engine rpm). This limitation is based on the vehicle dimensions, specifi-
cations and installed tires (speed rating).

The EMS2000 will also protect the Catalytic Converter by deactivating the injectors. If the
EMS2000 detects a “misfire” (ignition, injection or combustion) it can selectively deactivate
the Final Stage output transistor for that cylinder(s).
The injector(s) will not open, preventing unburned fuel from entering the exhaust system.
On the EMS2000 system, there are four individual injector circuits resulting in deactivation
of one or multiples. This will limit engine power, but protect the Catalytic Converter.

Fuel Injector Cut-Off Fuel Injection Control Monitoring

Fuel Injection Control Monitoring is performed by the EMS2000 for OBD II require-
ments. Faults with the fuel injectors and/or control circuits will be stored in memory. This
monitoring includes:

• Closed Loop Operation

• Oxygen Sensor Feedback

These additional corrections are factored into the calculated injection time. If the correction
factor exceeds set limits a fault will be stored in memory.
When the criteria for OBD II monitoring is achieved, the “Malfunction Indicator Light” will be
illuminated.

34
Engine Management
Injector Testing
Fuel Injectors can leak and bleed off fuel pressure causing hard or long starting and
increased emissions. Injectors are leak tested using the Fuel Injector Leakage Tester.
Injectors should also be tested using the DISplus for:

• Resistance (approximately 12W)

• Power Supply (B+ from Main Relay)
• Status Request - Fuel Injection Signal (approximately 3.0 ms - 5.0 ms)
• EMS2000 final stage activation (see graph)

Measurement is performed on the

negative B- side of injector or trigger
pin of EMS2000.
Voltage is 12 volts when injector is
not active.
EMS2000 pulls voltage to ground
causing injector to open.
When EMS2000 releases ground,
injector closes and voltage spikes
due to induced voltage in coil winding
of injector.

“Good” Fuel Injector Scope Pattern

Injector Leak Testing

When testing the fuel injectors for leakage, use

Special Tool 88 88 5 000 362.
Injectors should be leak checked for complaints
of long cranking times.
Refer to SIB 13 08 90 for leaking testing instruc-
tions.

Injector Leak Testing

35
Engine Management
Ignition Coils

The high voltage supply required to ignite the mixture in the combustion chambers is deter-
mined by the stored energy in the ignition coils. The stored energy contributes to the igni-
tion duration, ignition current and rate of high voltage increase. The Coil circuit including pri-
mary and secondary components consists of:
• Coil Assembly
-Primary Winding
-Secondary Winding
• Resistor
• Spark Plug
• EMS2000 Final Stage Transistor

The Coil Assembly contains two copper windings insulated from each other. One winding
is the primary winding, formed by a few turns of thick wire. The secondary winding is
formed by a great many turns of thin wire.
The primary coil winding receives battery voltage from the Main Relay which is activated
by the EMS2000. The EMS2000 provides a ground path for the primary coil (Terminal 1) by
activating a Final Stage transistor. The length of time that current flows through the prima-
ry winding is the “dwell” which allows the coil to “saturate” or build up a magnetic field. After
this storage process, the EMS2000 will interrupt the primary circuit at the point of ignition
by deactivating the Final Stage transistor. The magnetic field built up within the primary
winding collapses and induces the ignition voltage in the secondary winding.
The voltage generated in the secondary is capable of 40,000 volts (40KV). The high volt-
age is discharged through the secondary ignition spark plug connectors.
EMS2000 uses a dual output coil which provides voltage to fire two plugs simultaneously.
Spark delivered to one cylinder is wasted as the cylinder is on the exhaust stroke and two
of the components of cylinder combustion are missing, fuel and compression. Little or no
resistance to the spark movement is provided thus the voltage consumed during the waste
spark firing is very low.
Spark delivered to the other cylinder provides the ignition for power generation. The cylin-
der is on the firing stroke, fuel is in the cylinder and cylinder pressures are high. The spark
has a higher resistance and requires greater KV’s to jump the plug gap.

Fuse

Ignition Ignition Coils

Coil
Pack

EMS2

36
Engine Management
Ignition Control
Ignition Control is determined by the EMS2000 (load dependent). The EMS2000 will calcu-
late the engine “load” based on a combination of the following inputs:

• Battery Voltage
• Accelerator Pedal Position
• Calculated air volume and Mass
• Engine Coolant Temperature
• Crankshaft and Camshaft Position
• Knock sensors

The dwell time will be regulated based on battery voltage. When cranking, the voltage is
low and the EMS2000 will increase the dwell to compensate for saturation “lag time”. When
the engine is running and the battery voltage is higher, the EMS2000 will decrease the dwell
due to faster saturation time.

The Crankshaft Position/RPM signals the EMS2000 to start ignition in firing order (1-3-4-2)
as well as providing information about the engine operation. This input is used in combina-
tion with other inputs to determine engine load which advances/retards the ignition timing.
Without this input, the EMS2000 will not activate the ignition.

Cold start is determined by the EMS2000 based on the engine coolant temperature and
rpm during start up. A cold engine will crank over slower than a warm engine, the ignition
timing will range between top dead center to slightly retarded providing optimum starting.

When starting a warm engine, the rpm is higher which results in slightly advanced timing.

If the engine coolant and intake air temperature is hot, the ignition timing will not be
advanced reducing starter motor “load”.

Based on the calculated air volume and mass the EMS2000 determines the proper amount
of timing advance for the air/fuel mixture.

The EMS2000 monitors the Knock Sensors after each ignition for a normal (low) signal. If
the signal value exceeds the threshold, the EMS2000 identifies the “knock” and retards the
ignition timing (3º) for that cylinder the next time it is fired. This process is repeated in 3º
increments until the knock ceases. The ignition timing will be advanced again in increments
to just below the knock limit and maintain the timing at that point.
If a fault is detected with the Knock Sensor(s) or circuits, the EMS2000 deactivates Knock
Control. The ignition timing will be set to a conservative basic setting (to reduce the risk of
detonation) and a fault will be stored. The “Malfunction Indicator Light” will be illuminated
when the OBD II criteria is achieved.

37
Engine Management
Waste Spark Ignition
The Waste Spark Theory of Ignition Systems is based on understanding basic electric cir-
cuits. Electricity always travels in a circuit. Electricity leaves the source, travels through con-
ductors and a consumer and returns to the point of origin. The coil secondary winding is
the source of spark for the the spark plugs. The spark must return there in order for the cir-
cuit to be complete.
The plugs that fire simultaneously (1-4, and 2-3) are wired in series with the coil. Since the
polarity of the coil windings is fixed, one spark plug fires in the forward direction, from the
center to the outer electrode, the other plug always fires backwards or from the outer elec-
trode to the center. The spark travels from the coil through the conductor to the spark plug,
the energy remaining after the spark has jumped the gap, travels through the cylinder head,
through the companion spark plug and back to the coil.
One of the spark plugs will be firing on exhaust and the other on compression. The cylin-
der firing on compression will consume 80-90% of the energy produced by the coil. The
cylinder firing on exhaust will consume the balance.
On the MINI the secondary ignition for cylinders 1 and 4 are paired as are 2 and 3.
Cylinders 3 and 4 fire in the conventional manner from the center electrode out to the outer
electrode. Cylinders 1 and 2 fire from the outer electrode back to the center electrode.

Ignition Coil Testing

Ignition system faults may be diagnosed with the DISplus. Enter the test plan for ignition
coil (a choice of four coils, 1,2,3, or 4 will be given). The ocilliscope will be pre-set during
the test plan. When measuring KV on cylinders 1 and 2, remember that the voltage is flow-
ing from the outer electrode to the center and back to the coil. This will be indicated by neg-
ative voltage readings on the ocilliscope. KV’s on cylinders 1 and 2 will also be aproxiamtely
20% higher than on cylinders 3 and 4 as it takes more energy for the spark to travel from
the outer to the center electrode.
Secondary output in the 7- 9 KV range are normal during firing of the cylinder on the com-
pression stroke and 3 - 5 KV for the cylinder on the wasted spark stroke.
A defective coil will influence two cylinders, a defective plug wire only influences one cylin-
der.

Notes:

38
Engine Management
Purge System

Evaporative Emission Purging is regulated by the EMS2000 controlling the Evaporative

Emission Valve. The Evaporative Emission Valve is a solenoid that regulates purge flow from
the Active Carbon Canister into the intake manifold. The Main Relay provides operating volt-
age, and the EMS2000 controls the valve by regulating the ground circuit. The valve is pow-
ered open and closed by an internal spring.
The “purging” process takes place when:

• Oxygen Sensor Control is active

• Engine Coolant Temperature is >67º C
• Engine Load is present

The Evaporative Emission Valve is opened in stages to moderate the purging.

• Stage 1 opens the valve for 10 ms (milli-seconds) and then closes for 150 ms.
• The stages continue with increasing opening times (up to 16 stages) until the valve is
completely open.
• The valve now starts to close in 16 stages in reverse order
• This staged process takes 6 minutes to complete. The function is inactive for 1 minute
then starts the process all over again.
• During the purging process the valve is completely opened during full throttle operation
and is completely closed during deceleration fuel cutoff.

Evaporative Purge System Flow Check is performed by the EMS2000 when the oxygen
sensor control and purging is active. When the Evaporative Emission Valve is open the
EMS2000 detects a rich/lean shift as monitored by the oxygen sensors indicating the valve
is functioning properly.

If the EMS2000 does not detect a rich/lean shift, a second step is performed when the vehi-
cle is stationary and the engine is at idle speed. The EMS2000 opens and closes the valve
(abruptly) several times and monitors the engine rpm for changes. If there are no changes,
a fault code will be set.
44-04-106 44-04-120

Purge Valve

1. Purge Valve
2. Pipe from Cannister
3. Pipe to manifold

Charcoal Canister

39
Engine Management
O2 Sensor Heating

The oxygen sensor conductivity is efficient when it is hot (250º - 300º C). For this reason,
the sensors contain heating elements. These “heated” sensors reduce warm up time, and
retain the heat during low engine speed when the exhaust temperature is cooler. OBD II
requires monitoring of the oxygen sensor heating function and heating elements for opera-
tion.

The two oxygen sensor heating circuits receive operating voltage from the Main Relay when
KL15 is switched “ON”. Each of the sensor heaters is controlled through separate final
stage transistors.

The sensor heaters are controlled with a pulse width modulated ground during a cold start.
This allows the sensors to be brought up to operating temperature without the possibility
of thermal shock. The duty cycle is then varied to maintain the heating of the sensors.

When the engine is decelerating (closed throttle), the EMS2000 increases the duty cycle of
theheating elements to compensate for the decreased exhaust temperature.

Fuse EMS2000

Pre-Cat
O2 sensor

Oxygen Heating Circuit

Shift Interlock Relay (ECVT Model Only)

This relay is used to drive the shiftlock system on automatic transmission equipped vehi-
cles. The shiftlock system is a safety feature to prevent unexpected drive away of the vehi-
cle by locking the gear lever in Park unless the brake pedal is depressed.

“A” Pillar Fusebox

1. Shift Interlock Relay

40
Engine Management
 Fuse Fuse

Shift
Interlock
Relay

Gearshift EMS2000
Lock

Shift Interlock System

Gearbox Interface Unit

All of the control methods associated with the transmission are run as part of the EMS2000
software. The EMS2000 receives inputs from the main sensors of this system, communi-
cates with the gearbox interface unit (GIU) to control the transmission, accepts driver inputs
and provides information to the driver via the instrument cluster.
The control of the transmission is integrated with the EMS2000 and a GIU enables this inte-
gration, acting as a slave/interpreter for the EMS2000.
All inputs and outputs of the ECVT control system pass through the EMS2000 and the GIU
The EMS2000 monitors the speed of the transmission output shaft and communicates with
the GIU to select the correct gear ratio to suit the current driving conditions. The GIU dri-
ves the park, reverse, neutral, drive and sport LED module to display the selected gear next
to the gear selector lever and the EMS drives the instrument cluster display.

Notes:

41
Engine Management
A/C Compressor Control

While the ignition is turned on, the BC1 outputs a compressor on/off request to the
EMS2000 every 10 ± 0.1 seconds. When the ignition switch is first turned to position 2, the
request is set to compressor off. When the engine is running and the AC switch is pressed,
the BC1 illuminates the indicator LED in the switch and changes the request to compres-
sor on.
When it detects the request has changed to compressor ON, the EMS2000 energizes the
compressor clutch relay, located in the engine bay fusebox, to supply battery power to the
compressor clutch.
After receiving a compressor ON request, the EMS2000 outputs a compressor clutch sta-
tus message to the BC1 to advise if the request was granted or not. If the compressor ON
request was granted, the BC1 keeps the indicator LED in the AC switch illuminated. If the
compressor ON request was refused, the BC1 flashes the LED at 0.5 Hz and repeats the
compressor ON request until it is granted or cancelled by:
• Pressing the AC switch again, which changes the request back to compressor OFF.
• Selecting the blower off, which changes the request back to compressor OFF.
• Selecting the ignition switch to 0.
Once the compressor ON request is granted the LED in the switch remains illuminated until
the request is cancelled or the engine stops, even if one of the grant conditions no longer
exists. If one of the grant conditions no longer exists, the EMS2000 de-energizes the com-
pressor clutch relay, to disengage the compressor clutch, until the grant condition is
restored.
Hard acceleration can cause the compressor clutch to be disengaged. After three occur-
rences in a single ignition cycle the EMS2000 disregards further hard acceleration occur-
rences and leaves the compressor clutch engaged. The air conditioning will be automati-
cally suspended if:
• The engine speed is above 6016 rpm.
• The evaporator temperature falls below 2 °C - to prevent freezing.
• The coolant temperature goes above 118 °C - to protect the engine.
• The AC system pressure goes above 30 Bar to protect the system.
• The AC system pressure goes below 1.6 Bar - to protect the system.
• The accelerator pedal is fully depressed (continuous full pedal demand) for more than 5
seconds.
• The accelerator pedal is depressed rapidly (instantaneous full pedal demand) for more
than 2 seconds.
• The engine speed is below 500 rpm (engine stall).
The system will revert back to normal operation once the reason for suspension has been
removed.

Note:
During cranking the AC compressor will be disengaged.
On IHKA systems compressor requests are handled via the CAN Bus from the IHKA.

42
Engine Management
Engine Coolant Fan

The Engine Coolant Fan is controlled by the EMS2000 through a relay and relay pack at
two different speeds, Low and High.
In addition to maintaining coolant temperature, the fan is used to cool the A/C refrigerant
and where applicable, the ECVT gearbox oil.
The cooling fan operates on Low speed when the AC is switched on and the system pres-
sure reaches 8 bar. Should the AC system pressure rise above 18 bar, the fan will auto-
matically run on High speed.
For the engine coolant system the fan operates on Low speed at 105 °C. When the tem-
perature drops to 101 °C the fan will switch off. High speed is switched on at 112 ° C and
will remain on until the system coolant temperature drops by 4 °C at which point the sys-
tem will revert to Low speed fan.

The engine coolant fan is operated through two relays, a Low speed relay and a High speed
relay. The Low speed relay is mounted in the engine compartment fusebox and is ener-
gized any time fan operation is needed (Both Low and High speed). The High speed relay
is mounted on the fan housing in the relay pack. The relay pack contains the High speed
relay and a voltage reducing resistor.

When Low speed fan operation is needed the EMS2000 energizes the Low speed relay.
Voltage flows from the Low speed relay to the relay pack, through the voltage dropping
resistor, enabling Low speed fan operation.
When High speed fan operation is needed, the EMS2000 energizes the High speed fan
relay in the relay pack mounted on the fan housing. (The low speed relay remains ener-
gized). The fan is now run at full battery voltage and achieves high speed operation.

A diode is installed in the relay pack to prevent voltage feedback through the resistor.
43
Engine Management
 EMS2000 Fuse Fuse Fuse

Coolant Low
Temp Speed
Sensor Relay
Fuse

EMS2000

Switch
Unit on
Motor

Relay Arrangement Engine Cooling Fan

IKE

The IKE communicates with the EMS2000 over the CAN Bus. Information concerning Low
Fuel Levels are passed to the EMS2000 for evaluation of misfires. The IKE also transfers
requests for the A/C compressor from the IHKS/IHKA to the EMS2000. Any vehicle sys-
tem not on the CAN Bus that communicates with the EMS2000 does so through the IKE.

OBDII Plug

The OBDII connection to the EMS2000 is through the D-Bus. This allows communication
with the DISplus and emission related powertrain components.

OBD Plug OBD Plug

44
Engine Management
Principle of Operation

(2x)

45
Engine Management
Operation of the Engine Management System is broken into 6 subsystems. These sub-
systems are:
• Power Supply
• Air Management
• Fuel Management
• Ignition Management
• Emission Management
• Performance Management

Power Supply

MAIN RELAY
CONTROL

When the ignition switch is placed in the KL15 or KL50 positions, Fuse 34 is provided with
power. Fuse 34 supplies the wake up or on signal to the EMS2000. Upon receipt of the
“ON” signal EMS2000 supplies a ground signal on Pin 97 to the Main Relay. The ground
signal energizes the Main Relay, supplying operating power to the the following fuses:
• F02 - EMS2000, Fuel injectors, Crankshaft sensor, Ignition coils
• F03 - Camshaft sensor, O2 Heaters, Engine Fan, A/C Compressor Relay, Purge System
• F04 - Automatic Transmission controls
• F05 - Engine Coolant Fan
The engine is now ready to start.

Air Management

46
Engine Management
The EMS2000 sees engine cranking through the crank sensor. It checks the PWG and
should see .5 volts on both inputs indicating request for idle. The feedback potentiometers
are checked in the EDR to confirm throttle plate position. Signals of 0.5 volts from Pot 1
and 4.5 volts from Pot 2 indicate the throttle plate is in the LL or idle position.
With the engine now cranking the EMS2000 looks at inputs from the TMAP (and Map, if a
COOPER S). TMAP volts drops from 4 volts toward the high vacuum voltage reading of 1
volt. A voltage of 5 volts or 0 volts puts the EMS2000 in Fault Mode. A fault is registered
and air volume information is derived from a default map.
Intake air temperature is checked, 4 volts indicating a cold air, 1 volt or less hot air.
From the TMAP and Intake air temperature the intake air volume and density is calculated.

Fuel Management

Seeing engine revolutions the EMS2000 provides a ground signal to the Fuel Pump Relay.
The fuel pump relay is on a fused circuit further protected by the Inertia Switch. If the iner-
tia switch is not triggered (triggered = open) power is provided to the fuel pump relay.

Receiving power the fuel pump, mounted in the swirl pot of the left side of the blow mold-
ed saddle type fuel tank, picks up fuel through the life time fuel filter and passes it to the
right side tank. In the right tank the fuel is passed through a pressure regulator where a
fuel pressure of 3.5 bar is maintained. Excess fuel is returned from the right tank to the left
tank through a syphon jet that also transfers fuel to the left tank.

Saddle Type Fuel Tank

1. Fuel Tank Assembly

2. Fuel Tank Mounting Studs
3. Left Side Tank Unit
4. Right Side Tank Unit

47
Engine Management
 1. Fuel Filler Pipe
2. Fuel Tank Breather
3. Inside Filler Pipe
4. Fuel Filler Cap

Fuel Filler Neck

Fuel at 3.5 bar is sent to the engine mounted fuel rail assembly. The fuel rail contains the
pressure damper to smooth out fluctuations in fuel pressure during high load situations.
Based on the volume and density of the air, the engine load, engine rpm and temperature,
the EMS2000 calculates the correct volume of fuel for injection.
Monitoring the crankshaft and camshaft sensors the EMS2000 decides upon the proper
timing of the fully sequential injection. Failure of the camshaft sensor causes the EMS2000
to inject fuel on a semi-sequential basis (injectors are triggered every engine revolution).
Failure of the crankshaft sensor causes cancellation of fuel injection.

Ignition Management

The firing cylinder has the proper air/fuel ratio, now ignition must be optimized for perfor-
mance and emissions.

The EMS2000 again relying on previously analyzed sensor inputs, decides upon the cor-
rect time for ignition coil firing. As the engine approaches TDC, the EMS2000 grounds the
appropriate output stage and fires the ignition coil, then listens through the knock sensor
for variations in engine sound.
The spark plugs introduce the ignition energy into the combustion chamber. The high volt-
age “arcs” across the air gap in the spark plug. This creates a spark which ignites the
air/fuel mixture.
Failure of the camshaft sensor has no effect on the ignition system as the coils are fired
every revolution as a function of the waste spark system.
Failure of the crankshaft sensor causes immediate cut off of ignition.

48
Engine Management
Emission Management

(4X)

CAMSHAFT

PURGE VALVE CONTROL

(4x)

O2 SENSOR HEATING
70 90
5060 100 120 140 SERVICE

11 180 200 220 245

16
0

0 13
0 10 30
50
ENGINE

40

0 150
20
SOON

As soon as the engine has started a pulse width modulated ground signal from the
EMS2000 is supplied to the Oxygen Sensor Heaters. Duty cycle is increased to approxi-
mately 98% until the O2 sensors are fully heated. Afterwards the duty cycle is varied to
maintain temperature of the sensors. During engine deceleration the duty cycle is increased
to compensate for the decrease in exhaust temperatures.
Once heated fully the O2 sensors provide information about oxygen content in the exhaust.
The EMS2000 makes trim adjustment to the injector on time based on the input from the
pre - O2 sensor. The post O2 sensor is used for monitoring catalyst condition.
A high voltage reading from the pre - O2 sensor indicates a lack of oxygen in the exhaust
or a rich mixture. The EMS2000 will reduce injector on time until the voltage reading drops
at which time the on time will be increased again.
Catalyst Monitoring is performed by the EMS2000 under oxygen sensor closed loop
operation. The changing air/fuel ratio in the exhaust gas results in lambda oscillations at the
pre-catalyst sensor. These oscillations are dampened by the oxygen storage activity of the
catalysts and are reflected at the post catalyst sensor as a fairly stable signal (indicating
oxygen has been consumed). Conditions for Catalyst Monitoring:

Requirements Status/Condition

• Closed loop operation YES

• Engine coolant temperature Operating Temp.
• Vehicle road speed 3 - 50 MPH (5 to 80 km/h)
• Catalyst temperature (calculated)* 350°C to 650°C
• Throttle angle deviation Steady throttle
• Engine speed deviation Steady/stable engine speed
• Average lambda value deviation Steady/stable load
49
Engine Management
• Catalyst temperature is an internally calculated value that is a function of load/air mass
and time.

As part of the monitoring process, the pre and post O2 sensor signals are evaluated by the
EMS2000 to determine the length of time each sensor is operating in the rich and lean
range.

If the catalyst is defective the post O2 sensor signal will reflect the pre O2 sensor signal
(minus a phase shift/time delay), since the catalyst is no longer able to store oxygen. The
catalyst monitoring process is stopped once the predetermined number of cycles are com-
pleted, until the engine is shut-off and started again. After completing the next "customer
driving cycle" whereby the specific conditions are met and a fault is again set, the
"Malfunction Indicator Light” will be illuminated.

Note: The catalyst efficiency is monitored once per trip while the vehicle is in closed loop
operation.

LDP Operation
During every engine cold start the LDP solenoid is energized by the EMS2000. Engine
mani-
fold vacuum enters the upper chamber of the LDP to lift up the spring loaded diaphragm.

As the diaphragm is lifted it draws in ambient air through the filter and into the lower cham-
ber of the LDP through the one way valve.

The solenoid is then de-energized, spring pressure closes the vacuum port blocking the
engine vacuum and simultaneously opens the vent port to the balance tube which releas-
es the captive vacuum in the upper chamber.

This allows the compressed spring to push the diaphragm down, starting the “limited down
stroke”. The air that was drawn into the lower chamber of the LDP during the upstroke is
forced out of the lower chamber and into the fuel tank/evaporative system.

This electrically controlled repetitive up/down stroke is cycled repeatedly building up a total
pressure of approximately +25mb in the evaporative system. After sufficient pressure has
built up (LDP and its cycling is calibrated to the vehicle), the leak diagnosis begins.

The upper chamber contains an integrated reed switch that produces a switched high/
low voltage signal that is monitored by the EMS2000. The switch is opened by the mag-
netic interruption of the metal rod connected to the diaphragm when in the diaphragm is
in the top dead center position.

50
Engine Management
The repetitive up/down stroke is confirmation to the EMS2000 that the valve is functioning.
The EMS2000 also monitors the length of time it takes for the reed switch to open, which
is opposed by pressure under the diaphragm in the lower chamber. The LDP is still
cycled, but at a frequency that depends upon the rate of pressure loss in the lower cham-
ber. If
the pumping frequency is below parameters, there is no leak present. If the pumping fre-
quency is above parameters, this indicates sufficient pressure can not build up in the lower

LDP Pump in Up Position LDP Pump in Down Position

chamber and evaporative system,

indicating a leak.

LDP Testing Time Frame

51
Engine Management
• On cold engine start up, the pump is rapidly activated for the first 27 seconds. This rapid
pumping phase is required to pressurize the evaporative components.

• Once pressurized, the build up phase then continues from 27-38 seconds. The EMS2000
monitors the system through the reed switch to verify that pressure has stabilized.

• The measuring phase for leak diagnosis lasts from 38-63 seconds. The pump is activat-
ed but due to the pressure build up under the diaphragm, the pump moves slower. If the
pump moves quickly, this indicates a lack of pressure or a leak. This registers as a fault
in the EMS2000.

• From 63-100 seconds the pump is deactivated, allowing full down stroke of the
diaphragm and rod. At the extreme bottom of rod travel, the canister vent valve is pushed
open relieving pressure and allowing normal purge operation when needed.

Evaporative Emission Purging is regulated by the EMS2000 controlling the Evaporative

Emission Valve. The Evaporative Emission Valve is a solenoid that regulates purge flow from
the Active Carbon Canister into the intake manifold. The EMS2000 Relay provides operat-
ing voltage, and the EMS2000 controls the valve by regulating the ground circuit. The valve
is powered open and closed by an internal spring.
The “purging” process takes place when:
• Oxygen Sensor Control is active
• Engine Coolant Temperature is >67º C
• Engine Load is present

The Evaporative Emission Valve is opened in stages to moderate the purging.

• Stage 1 opens the valve for 10 ms (milli-seconds) and then closes for 150 ms.
• The stages continue with increasing opening times (up to 16 stages) until the valve is
completely open.
• The valve now starts to close in 16 stages in reverse order
• This staged process takes 6 minutes to complete. The function is inactive for 1 minute
then starts the process all over again.
• During the purging process the valve is completely opened during full throttle operation
and is completely closed during deceleration fuel cutoff.

Evaporative Purge System Flow Check is performed by the EMS2000 when the oxy-
gen sensor control and purging is active. When the Evaporative Emission Valve is open the
EMS2000 detects a rich/lean shift as monitored by the oxygen sensors indicating the valve
is functioning properly.
If the EMS2000 does not detect a rich/lean shift, a second step is performed when the vehi-
cle is stationary and the engine is at idle speed. The EMS2000 opens and closes the valve
(abruptly) several times and monitors the engine rpm for changes. If there are no changes,
a fault code will be set.
52
Engine Management
On-Board Refueling Vapor Recovery
The ORVR system recovers and stores hydrocarbon fuel vapor that was previously released
during refueling. Non ORVR vehicles vent fuel vapors from the tank venting line back to the
filler neck and in many states reclaimed by a vacuum receiver on the filling station’s fuel
pump nozzle.

When refueling an ORVR equipped vehicle, the pressure of the fuel entering the tank forces
the hydrocarbon vapors through the larger tank vent line to the liquid/ vapor separator,
through the rollover valve and into the charcoal canister. The HC is stored in the charcoal
canister, and the system can then “breath” through the LDP and the air filter. The vent line
to the filler neck is smaller, but still necessary for checking the filler cap/neck during
Evaporative Leak Testing.

ORVR System

Liquid/Vapor Separator
Fuel vapors are routed from the fuel tank filler neck through a hose to the Liquid/Vapor
Separator. The vapors cool when exiting the fuel tank, the condensates separate and drain
back to the fuel tank through a return hose. The remaining vapors exit the Liquid/ Vapor
Separator to the Active Carbon Canister.

Active Carbon Canister

As the hydrocarbon vapors enter the canister, they will be absorbed by the active carbon.
The remaining air will be vented to the atmosphere through the LDP pump allowing the fuel
tank to “breath”. When the engine is running, the canister is then "purged" using intake
manifold vacuum to draw air through the canister which extracts the hydrocarbon vapors
into the combustion chamber.

53
Engine Management
Adaptation Values are stored by the EMS2000 in order to maintain an "ideal" air/fuel ratio.
The EMS2000 is capable of adapting to various environmental conditions encountered
while the vehicle is in operation (changes in altitude, humidity, ambient temperature, fuel
quality, etc.).

The adaptation can only make slight corrections and can not compensate for large changes
which may be encountered as a result of incorrect airflow or incorrect fuel supply to the
engine.

Within the areas of adjustable adaption, the EMS2000 modifies the injection rate under two
areas of engine operation:
• During idle and low load mid range speeds. (Additive Adaptation)
• During operation under normal load to higher load at higher engine speeds.
(Multiplicative Adaptation)

These values indicate how the EMS2000 is compensating for a less than ideal initial air/fuel
ratio.

NOTE: If the adaptation value is greater than "0.0ms" Additive (% Multiplicative), the
EMS2000 is trying to richen the mixture. If the adaptation value is less then "0.0ms” Additive
(% Multiplicative), the EMS2000 is trying to lean-out the mixture.

Misfire Detection
As part of the OBD II regulations the EMS2000 must determine misfire and also identify the
specific cylinder(s), the severity of the misfire and whether it is emissions relevant or cata-
lyst damaging based on monitoring crankshaft acceleration.

In order to accomplish these tasks the EMS2000 monitors the crankshaft for acceleration
by the impulse wheel segments of cylinder specific firing order. The misfire/engine rough-
ness calculation is derived from the differences in the period duration of individual increment
gear segments.

Each segment period consist of an angular range of 180° crank angle that starts 54° before
Top Dead Center.

If the expected period duration is greater than the permissible value a misfire fault for the
particular cylinder is stored in the fault memory of the EMS2000.

Depending on the level of misfire rate measured the EMS2000 will illuminate the
"Malfunction Indicator Light”, deactivate the specific fuel injector to the particular cylinder
and switch oxygen sensor control to open-loop.

54
Engine Management
In order to eliminate misfire faults that can occur as a result of varying flywheel tolerances
(manufacturing process) an internal adaptation of the flywheel is made. The adaptation is
made during periods of decel fuel cut-off in order to avoid any rotational irregularities which
the engine can cause during combustion. This adaptation is used to correct segment dura-
tion periods prior to evaluation for a misfire event.

If the sensor wheel adaptation has not been completed the misfire thresholds are limited to
engine speed dependent values only and misfire detection is less sensitive. The crankshaft
sensor adaptation is stored internally and is not displayed via the DISplus. If the adaptation
limit is exceeded a fault will be set.

The EMS must also determine the severity of the misfire and whether it is emissions rele-
vant or catalyst damaging based on monitoring crankshaft acceleration.

Emission Increase:
• Within an interval of 1000 crankshaft revolutions, the EMS2000 adds the the detected
misfire events for each cylinder. If the sum of all cylinder misfire incidents exceeds
the predetermined value, a fault code will be stored and the “Malfunction Indicator Light”
will be illuminated.

• If more than one cylinder is misfiring, all misfiring cylinders will be specified and the indi-
vidual fault codes for each misfiring cylinder, or multiple cylinders will be stored. The
“Malfunction Indicator Light” will be illuminated.

Catalyst Damage:
• Within an interval of 200 crankshaft revolutions the detected number of misfiring events
is calculated for each cylinder. The EMS2000 monitors this based on load/rpm. If the sum
of cylinder misfire incidents exceeds a predetermined value, a “Catalyst Damaging” fault
code is stored and the “Malfunction Indicator Light” will be illuminated.

If the cylinder misfire count exceeds the predetermined threshold the EMS2000 will take the
following measures:

• The oxygen sensor control will be switched to open loop.

• The cylinder selective fault code is stored.

• If more than one cylinder is misfiring the fault code for all individual cylinders and for mul-
tiple cylinders will be stored.

• The fuel injector to the respective cylinder(s) is deactivated.

55
Engine Management
The “Malfunction Indicator Light” ( MIL) will be illuminated under the following conditions:

• Upon the completion of the next consecutive

driving cycle where the previously faulted sys-
tem is monitored again and the emissions rele-
vant fault is again present.

• Immediately if a “Catalyst Damaging” fault

occurs (see Misfire Detection).

The illumination of the light is performed in

accordance with the Federal Test Procedure
(FTP) which requires the lamp to be illuminated
when: Service Engine Soon “MIL” Light

• A malfunction of a component that can affect the emission performance of the vehicle
occurs and causes emissions to exceed 1.5 times the standards required by the (FTP).

• Manufacturer-defined specifications are exceeded.

• An implausible input signal is generated.

• Catalyst deterioration causes HC-emissions to exceed a limit equivalent to 1.5 times the
standard (FTP).

• Misfire faults occur.

• A leak is detected in the evaporative system, or “purging” is defective.

• EMS2000 fails to enter closed-loop oxygen sensor control operation within a specified time
interval.

• Engine control or automatic transmission control enters a "limp home" operating mode.

• Ignition is on (KL15) position before cranking = Bulb Check Function.

Within the BMW system the illumination of the Malfunction Indicator Light is performed in
accordance with the regulations set forth in CARB mail-out 1968.1 and as demonstrated
via the Federal Test Procedure (FTP). The following page provides several examples of
when and how the Malfunction Indicator Light is illuminated based on the "customer drive
cycle".

56
Engine Management
1. A fault code is stored within the EMS2000 upon the first occurrence of a fault in the sys-
tem being checked.

2. The "Malfunction Indicator Light” will not be illuminated until the completion of the sec-
ond consecutive "customer driving cycle" where the previously faulted system is again
monitored and a fault is still present or a catalyst damaging fault has occurred.

3. If the second drive cycle was not complete and the specific function was not checked
as shown in the example, the EMS2000 counts the third drive cycle as the “next con-
secutive“ drive cycle. The "Malfunction Indicator Light” is illuminated if the function is
checked and the fault is still present.

4. If there is an intermittent fault present and does not cause a fault to be set through mul-
tiple drive cycles, two complete consecutive drive cycles with the fault present are
required for the "Malfunction Indicator Light” to be illuminated.

5. Once the "Malfunction Indicator Light” is illuminated it will remain illuminated unless the
specific function has been checked without fault through three complete consecutive
drive cycles.

6. The fault code will also be cleared from memory automatically if the specific function is
checked through 40 consecutive drive cycles without the fault being detected or with the
use of either the DISplus or Scan tool.

NOTE: In order to clear a catalyst damaging fault (see Misfire Detection) from memory, the
condition must be evaluated for 80 consecutive cycles without the fault reoccurring.

With the use of a universal scan tool, connected to the "OBD" DLC an SAE standardized
DTC can be obtained, along with the condition associated with the illumination of the
"Malfunction Indicator Light”. Using the DIS a fault code and the conditions associated with
its setting can be obtained prior to the illumination of the "Malfunction Indicator Light”.

57
Engine Management
OBD II Drive Cycle’s & Trips

• A "Drive cycle" consists of engine startup and engine shutoff.

• "Trip" is defined as vehicle operation (following an engine-off period) of duration and dri-
ving style so that all components and systems2000 are monitored at least once by the
diagnostic system except catalyst efficiency or evaporative system monitoring.

This definition is subject to the limitations that the manufacturer-defined trip monitoring
conditions are all monitored at least once during the first engine start portion of the
Federal Test Procedure (FTP).

• Within this text the term "customer driving cycle" will be used and is defined as engine
start-up, operation of vehicle (dependent upon customer drive style) and engine shut-off.

Federal Test Procedure (FTP)

The Federal Test Procedure (FTP) is a specific driving cycle that is utilized by the EPA to
test light duty vehicle emissions. As part of the procedure for a vehicle manufacturer to
obtain emission certification for a particular model/engine family the manufacturer must
demonstrate that the vehicle(s) can pass the FTP defined driving cycle two consecutive
times while monitoring various components/systems.

Some of the components/systems must be monitored either once per driving cycle or
continuously. Systems and their components required to be monitored once within one
driving cycle:
• Oxygen Sensors
• Catalyst Efficiency
• Evaporative Vapor Recovery System

Due to the complexity involved in meeting the test criteria within the FTP defined driving
cycle, all tests may not be completed within one "customer driving cycle". The test can be
successfully completed within the FTP defined criteria, however customer driving styles
may differ and therefore may not always monitor all involved components/systems in one
"trip".

58
Engine Management
Components/systems required to be monitored continuously:
• Cylinder Misfire Detection
• Fuel system
• Oxygen Sensors
• All emissions related components/systems - EMS or EML (comprehensive component
monitoring).

The graph shown below is an example of the driving cycle that is used by BMW to com-
plete the FTP.

The diagnostic routine shown above will be discontinued whenever:

• Engine speed exceeds 3000 RPM

• Large fluctuations in throttle angle

• Road speed exceeds 60 MPH

NOTE: The driving criteria shown can be completed within the FTP required ~11 miles in
a controlled environment such as a dyno test or test track.

A "customer driving cycle" may vary according to traffic patterns, route selection and dis-
tance traveled, which may not allow the "diagnostic trip" to be fully completed each time
the vehicle is operated.

59
Engine Management
Readiness Flags

The Readiness Flags provide status of required emissions system monitoring. The systems
available for readiness flag status are:
• Misfiring Stage A (A Catalyst Damaging Misfire)
• Misfiring Stage B1 (Sum of the Emission Increasing Misfires in the first 1000 Revs)
• Misfiring Stage B4 (Sum of the Emission Increasing Misfires 1000 Revs)
• Evap 1
• Evap 2
• Evap 3
• Evap 4
• Catalytic converter
• Oxygen Sensor Control
• Oxygen Sensor 1 (Pre-Cat)
• Oxygen Sensor 2 (Post-Cat)
• Complete System
Test Results are indicated by Test Completed or Not Completed.
A "Readiness Code" must be stored after any clearing of fault memory or disconnection
of the EMS2000. A readiness code of "0" will be stored (see below) after a complete diag-
nostic check of all components/systems, that can turn on the "Malfunction Indicator Light”
is performed.
The readiness code was established to prevent anyone with an emissions related fault and
a "Malfunction Indicator Light” on from disconnecting the battery or clearing the fault mem-
ory to manipulate the results of the emissions test procedure (IM 240).

The complete readiness code is equal to "one" byte (eight bits). Every bit represents one
complete test and is displayed by the scan tool, as required by CARB/EPA.

1 = EGR Monitoring (=0, N/A with MINI)

0 = Oxygen Sensor Heater Monitoring
1 = Oxygen Sensor Monitoring
1 = Air Conditioning (=0, N/A with MINI)
0 = Secondary Air Delivery Monitoring (N/A with MINI)
1 = Evaporative System Monitoring
1= Catalyst Heating (=0, N/A with MINI at this time)
0 = Catalyst Efficiency Monitoring

Drive the car in such a manner that all tests listed above can be completed (refer to the FTP
cycle). When the complete "readiness code" equals "0" then all tests have been complet-
ed and the system has established its "readiness".

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Engine Management
OBD II Diagnostic Trouble Codes (DTC)

The Society of Automotive Engineers (SAE) established the Diagnostic Trouble Codes used
for OBD II systems (SAE J2012). The DTC’s are designed to be identified by their
alpha/numeric structure. The SAE has designated the emission related DTC’s to start with
the letter “P” for Powertrain related systems, hence their nickname “P-code”.

For example: P 0 4 4 0

P-Powertrain, B-Body, C-Chassis

DTC Source; 0-SAE, 1-BMW

System; 0-Total System Sequentially numbered

1-Air/Fuel Induction fault identifying individual
2-Fuel Injection components or circuits
3-Ignition System or Misfire (00-99)
4-Auxiliary Emission Control
5-Vehicle Speed & Idle Control
6-Control Module Inputs/Outputs
7-Transmission

• DTC’s are stored whenever the "Malfunction Indicator Light” is illuminated.

• A requirement of CARB/EPA is providing universal diagnostic access to DTC’s via a stan-

dardized Diagnostic Link Connector (DLC) using a standardized tester (scan tool).

• DTC’s only provide one set of environmental operating conditions when a fault is stored.
This single "Freeze Frame" or snapshot refers to a block of the vehicles environmental
conditions for a specific time when the fault first occurred. The information which is stored
is defined by SAE and is limited in scope. This information may not even be specific to
the type of fault.

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Engine Management
BMW Fault Code (DISplus)

• BMW Codes are stored as soon they occur even before the "Malfunction Indicator Light”
comes on.

• BMW Codes are defined by BMW and Siemens Engineers to provide greater detail to
fault specific information.

• Siemens systems - one set of four fault specific environmental conditions are stored with
the first fault occurrence. This information can change and is specific to each fault code
to aid in diagnosing. A maximum of ten different faults containing four environmental con-
ditions can be stored.

• BMW Codes also store and display a "time stamp" when the fault last occurred.

• A fault qualifier gives more specific detailed information about the type of fault (upper limit,
lower limit, disconnection, plausibility, etc.).

• BMW Fault Codes will alert the Technician of the current fault status. He/she will be
advised if the fault is actually still present, not currently present or intermittent. The fault
specific information is stored and accessible through DISplus.

• BMW Fault Codes determine the diagnostic output for BMW DISplus.

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Engine Management
Performance Controls

EWS Interface
The EMS2000 communicates with the EWS module prior to releasing injection and ignition.
Upon receiving the proper Rolling Code from EWS, EMS2000 allows the fuel injectors and
ignition coils to operate.

Transmission Control (ECVT Only)

As the driver moves the shift selector lever from park the EMS2000 looks for a brake sig-
nal before releasing the shift interlock relay. Upon receiving a valid brake input the shift inter-
lock relay is released and the gear shift lever is moved into a drive position.
The EMS2000 evaluates inputs from the the crank sensor, the transmission temperature
sensor and the transmission output speed sensor as well as the gear shift lever switches
to make decisions for gear selection and programming. Instructions for gear control are
passed from the EMS2000 through the GIU to the transmission.

A/C Compressor Control

A request from the IHKS/IHKA is passed via the K-Bus to the IKE and then over the CAN
Bus to the EMS2000. The EMS2000 checks the signal from the A/C pressure transducer
and if within range, activates the compressor relay. The EMS2000 signals the IHKS/IHKA
that the compressor has been turned on.
As part of the compressor activation process, the EMS2000 slightly increases the idle
speed to compensate for the increased engine load.

Torque Management
Internal combustion engines generate torque by being supplied with a correctly mixed
quantity of fuel and air, which is ignited at a precisely calculated time. By varying the quan-
tity of air/fuel and the timing of the spark, the torque output can be altered. However, alter-
ing the quantity of fuel relative to the airflow can adversely affect catalyst life, combustion
chamber and piston temperatures.
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Engine Management
Therefore, when the EMS2000 varies the torque in response to the demands of the previ-
ously mentioned systems, it achieves this by altering only the ignition timing and/or throttle
position. Certain characteristics are involved in these two methods of torque alteration:

Ignition timing
Ignition Timing can be altered rapidly and gives an instant torque change however, because
under normal circumstances the EMS2000 always ensures that the engine runs at peak
efficiency.

Throttle position
By changing the Throttle Position (airflow) the engine torque can be increased or deceased.
If airflow is increased or decreased the EMS2000 automatically maintains the correct fuel
mixture by balancing the fuel input. Unlike the rapid torque change achieved by altering the
ignition, changes in throttle position take longer to achieve torque variation. Each system
can demand either a slow or fast torque variation.

Torque Control
The Engine Management System (EMS2000) has the ability to vary the torque output of the
engine in response to demands from several systems. These demands can be divided into
three categories:

• Engine running demands: torque variation is requested internally from within the EMS
2000 to support the following:
- Idle Control
- Catalyst ‘light up’ and overheat protection
- Limp home control

• Powertrain and chassis demands: torque variation is requested externally from the fol-
lowing systems:
- Dynamic stability control
- Automatic Stability Control + Traction Control (ASC)
- ECVT Automatic transmission
- Cruise control

• Driver demand

The EMS2000 is programmed to decide which of the torque variation demands is the most
important and will then act upon that demand. This task is performed by the EMS2000
‘Torque
Manager’ which performs two main functions:
• Torque selection: this function decides which of the torque demands shall be acted
upon.
• Torque co-ordination: this function determines the ignition and throttle settings needed
to produce the required torque.
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Engine Management
Cruise Control

Cruise control functions are activated directly by the multifunction steering wheel to the
EMS. The individual buttons are digitally encoded in the MFL switch and are input to the
EMS2000 over a serial data wire. Cruise Control is integrated into the EMS2000 because
of the MDK/EDK operation.

• The EMS2000 controls vehicle speed by activation of the Electronic Throttle Valve (EDR).

• The clutch switch disengages cruise control to prevent over-rev during gear changes.

• The brake light switch and the brake light test switch are input to the EMS2000 to dis-
engage
cruise control as well as fault recognition during engine operation.

Road speed is input to the EMS2000 for cruise control. The vehicle speed signal for nor-
mal engine operation is supplied from the DSC module (right rear wheel speed sensor). The
road speed signal for cruise control is supplied from the DSC module. This is an average
taken from both front wheel speed sensors, supplied via the CAN bus.

Engine Coolant Fan

Based on inputs from the Engine Coolant Temperature Sensor, and the A/C pressure trans-
ducer, the EMS2000 decides on the proper fan operation speed.

EMS2000 Programming

Programming of the EMS2000 is possible, however final instructions have not been speci-
fied at this time.

It is important that confirmation of programming procedures be done prior to

attempting any programming. Failure to do this may result in a no start condition.

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Engine Management
Review Questions

1. Explain how faults with the Main Relay are determined.

2. Describe the cause and effect of the two failure modes of the PWG.

3. Explain what happens if the camshaft sensor is faulted and the resulting effect on engine
operation.

4. Describe how an oxygen sensor determines the fuel ratio.

5. What is the delay time between key off and Main Relay being de-energized and what
can be done to speed up the process.

6. Explain the purpose of the PWM Signal from the Generator to EMS2000 and what the
EMS2000 does when this signal changes.

7. List the functions of the GIU.

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Engine Management
8. Describe the chain of events that occur if the EMS2000 receives an increased voltage
signal from the A/C Pressure Transducer.

9. Explain the procedure for testing the waste spark system and the resulting oscilliscope
pattern for cylinder #1.

10. Describe the fuel flow through the fuel system.

11. Explain how torque control is handled by the EMS2000 when a decrease in torque is
requested by the ASC/DSC.

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Engine Management