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Valve-relay fault

The valve relay is integrated in the control unit for traction control. It provides the power supply of the
inlet and outlet valves.
With this fault, the DSC indicator lamp, the ABS indicator lamp and the general brake warning light
(red) are on.
All traction control functions are disabled and only the conventional brake remains available.
Possible cause(s) of fault:
• The power supply for the valve relay is interrupted (fuse, connector, cable)
• The valve relay is defective
Storage condition(s):
• The valve relay is subject to continuous self-monitoring by the control unit for traction control.
Troubleshooting procedure:
• Check of the power supply of the valve relay (pin 6, terminal 30)
• If the fault is currently nor present with an intact power supply or has occurred several times
(query to customer), the control unit for traction control must be replaced.
Note
• On vehicles of the E38 Series, the SI 61 03 00 562 must be observed.
• Renewing the control unit, see Service functions

Pulse-gear fault
Possible cause(s) of fault:
• A pulse gear with an incorrect teeth number has been fitted
• One or more teeth have corroded
• Teeth have been joined by corrosion residues
• A wheel bearing is defective
Storage condition(s):
• If the detected speed of a wheel deviates considerably (at least 6 km/h). The fault is not set
immediately, as the control unit attempts to compensate for speed deviations caused by
different tyre pressures.
Troubleshooting procedure:
• Visual inspection as to whether one of the above error causes applies. On some models, this is
not possible due to the design.
• Check of the signal level of the wheel speed sensor with the oscilloscope. If a wheel is turned
with even speed, missing or defective teeth can be detected on the oscilloscope.
Note
• Manufacturing tolerances and tyre pressure differences cannot cause this fault

DSC switched to passive


If this fault is detected, the DSC switches off immediately.
This is intended to prevent that the traction control system suddenly brakes the vehicle in the case of
extreme (intended) fast starts or loss of wheel speed sensors.
The DSC becomes active again when all 4 wheels are moving slower than 2.75 km/h.
Possible cause(s) of fault:
• Fast start with extreme tyre slip directly after ignition on
• Front wheel speed sensors have been incorrectly fitted or have fallen out, which means that
they do not register a speed signal from the impulse wheels
Storage condition(s):
The fault is set if the following situation occurs for at least 0.2 seconds directly after the initialisation
phase:
• Wheel speed of the front wheels is less than 10 km/h
• Wheel speed of the rear wheels at least 20 km/h greater than the wheel speed of the front
wheels
Troubleshooting procedure:
Check that the front wheel speed sensors have been installed correctly

Wheel speed sensor transmits implausible


signals or no signals
The control unit for traction control (CU) monitors the signals of the wheel speed sensors (RDF) to
ensure they are present and plausible.
Possible cause(s) of fault:
• Electromagnetic irradiation
• Wheel blocks briefly on driving off (e.g. brake disc frozen solid when driving off on ice)
• Changed air gap between RDF head and impulse wheel
• Sensor head contaminated by metal filings
• Moisture has entered RDF
• Cable defective
• RDF defective
• CU defective
Storage condition(s):
• Implausible speed signal
• Missing speed signal
Troubleshooting procedure:
• Visual inspection (cables and fitting): Check RDF and supply lines for correct installation and
damage.
• Visual inspection (sensor head): Remove RDF and check whether the sensor head is damaged
or soiled.
• Check of wiring: Check the supply and signal wires between RDF and CU.
The following checks only make sense if there are faults:
Caution: If there is a break in wiring to an RDF, the CU interrupts the power supply to the
corresponding RDF. Prior to a check of the signal or voltage supply, there must therefore be a check
of the electric wires.
• Check of the signal voltage:
Signal voltage OK: continue troubleshooting
Signal voltage not OK: replace RDF
• Check of the voltage supply:
Voltage supply OK: replace RDF
Voltage supply not OK: continue troubleshooting
• Check of the internal resistance in the CU:
Internal resistance OK: replace RDF
Internal resistance not OK: Replace CU
Note
• The CU detects a disconnected RDF and interrupts the power supply
• CU replacement, see Service functions

Pressure sensor test via precharge pump


Following each reset of the control unit for traction control, a precharge pump test is carried out. Here,
the precharge pump is briefly activated if the following conditions are met simultaneously.
• v > 30 km/h
• Engine rpm > 2000 rpm
• Engine torque > 100 Nm
Possible cause(s) of fault:
• Brake-fluid level too low
• Brake-light switch incorrectly set
• Air in the hydraulic control unit or between the hydraulic control unit and master brake
cylinder
• Pressure sensor defective
• Incorrect electrical connection of precharge pump
• Precharge pump defective
Storage condition(s):
• If the pressure sensor does not detect a rise in pressure during activation of the precharge
pump, the fault is entered.
Troubleshooting procedure:
• Check brake-fluid level
• Check setting of the brake-light switch: If the brake pressure is greater than 2 bar when the
brake-light switch is activated, the brake-light switch needs setting. Brake pressure and change
in status of the brake-light switch, see Control unit functions
• Ventilate DSC hydraulics (see Service functions)
• Switch off the ignition for approx. 10 seconds and then trigger a precharge pump test (perform
a test drive under the above conditions)
• Read out defect code memory
Fault currently not present: the system is OK.
Fault currently not present: with engine running, press the brake pedal with maximum force.
If a brake pressure of less than 80 bar is displayed (service functions), the pressure sensor has
to be replaced.
If the brake pressure displayed is greater than 80 bar (service functions), the fault lies in the
area of the precharge pump. There must be a check as to whether the connections of the
precharge pump have been confused. If the precharge pump has been correctly connected, then
the supply rate of the precharge pump is to low. It must be renewed.
Note
• Renewing the control unit, see Service functions
• Precharge pump replacement, see Service functions <Ventilation DSC Hydraulics>
Brake-light switch plausibility / pressure sensor
zero deviation
The control unit for traction control checks the brake-light switch via the pressure sensor.
Possible cause(s) of fault:
• Brake-light switch incorrectly set
• Pressure sensor defective
• Cables between the pressure sensor and control unit for traction control are defective
Storage condition(s):
The fault is entered if the brake-light switch transmits no signal with a brake pressure greater than
15 bar.
Troubleshooting procedure:
• Slowly press the brake pedal with the engine running until the brake-light switch is activated
and observe the brake pressure while doing so. Display of the brake pressure and status of
brake-light switch, see Control unit functions
• If the brake pressure is greater than 2 bar, the brake-light switch must be adjusted.
If this does not succeed, the pressure sensor must be replaced.
• If the brake pressure is less than 2 bar, the cable between the pressure sensor and control unit
for traction control must be checked.
If no fault is found in the wiring harness, you must contact the BMW hotline to find out how to
proceed.
• Concluding test:
Erase fault memory and carry out the following operation 3 times:
Slowly press the brake pedal with the engine running to shortly before the position where the
brake-light switch is activated Hold the brake pedal in this position for 2 seconds.
If fault 69 Brake-light switch Plausibility and/or 72 Pressure sensor Zero deviation is then
entered, you must contact the BMW hotline to find out how to proceed.
Note
• Which of these two faults is entered depends on the causes stated and also on circumstances
such as speed of pressing the brake pedal.

Precharge pump
The precharge pump is activated via the precharge pump positive relay and the precharge pump
negative relay integrated in the control unit for traction control.
Possible cause(s) of fault:
• The voltage supply for the precharge pump positive relay is interrupted (fuse, connector, cable)
• The ground connection for the precharge pump negative relay is interrupted
• Cables between the control unit for traction control and precharge pump are defective
• One relay or both relays are defective
• The precharge pump is defective
Storage condition(s):
• The electrical supply of the precharge pump is monitored continuously.
Troubleshooting procedure:
• Check of the power supply of the precharge pump positive relay (pin 2, terminal 30)
• Check of the ground connection of the precharge pump negative relay (pin 1)
• Check of the cables between the control unit for traction control and precharge pump.
• Attach the adapter between the control unit for traction control and precharge pump and
activate the precharge pump via the service functions.
If there is no voltage (vehicle voltage) on activation, the control unit for traction control must
be replaced.
If there is voltage (vehicle voltage) on activation, the precharge pump must be replaced.
Note
• Renewing the control unit, see Service functions
• Precharge pump replacement, see Service functions/Ventilation DSC Hydraulics

Return-pump fault
The return pump is activated via the engine relay.
With this fault, the DSC indicator lamp, the ABS indicator lamp and the general brake warning light
(red) are on.
All traction control functions are disabled and only the conventional brake remains available.
Possible cause(s) of fault:
• The voltage supply for the engine relay is interrupted (fuse, connector, cable)
• The ground connection is interrupted
• The engine relay is defective
• The return pump is defective
Storage condition(s):
• The return pump is activated briefly on moving off and monitored for faults.
Troubleshooting procedure:
• Check of the power supply of the engine relay (pin 2, terminal 30)
• Check of the ground connection (pin 1)
• Remove the control unit for traction control and supply current directly to the return pump via
the two spring wiping contacts.
Important!Use terminals suitable for high starting current (approx. 50 A)
If the return pump starts up, the engine relay is defective and the control unit for traction
control must be replaced.
If the return pump does not start up, the return pump is defective and the hydraulic control unit
must be replaced.
Note
• The engine relay is integrated in the control unit for traction control.
• Renewing the control unit, see Service functions

Steering angle sensor


General
In order to function, the DSC system requires the overall steering wheel angle. The overall steering
wheel angle is measured by the steering angle sensor. As the software could not be accommodated on
the DSC control unit for reasons of processor capacity, a separate control unit with its own fault
memory has been developed.
Arrangement in vehicle
The steering angle sensor is mounted on the steering shaft.
Operating principle
The steering-angle sensor has two potentiometers offset by 90°. The steering-wheel angle determined
by these two potentiometers covers one full steering-wheel turn; each of these values is repeated after
+/- 180°. The steering angle sensor knows this and counts the steering-wheel revolutions accordingly.
The overall steering wheel angle is thus made up of the current steering wheel angle together with the
number of steering wheel rotations. In order that the overall steering wheel angle is available at any
time, uninterrupted detection of all steering wheel movements - even when the vehicle is stationary - is
required. In order to achieve this, the steering angle sensor is permanently supplied with power from
Terminal 30.This means that steering-wheel movements are also detected with ”ignition off”. The
steering angle detected by the potentiometers remains available even after interruptions to the power
supply; the number of steering wheel revolutions, however, is not. In order that the steering angle
sensor remains functional after power supply interruptions, software that calculates the number of
steering wheel rotations on the basis of the speed of rotation of the road wheels (and, on some models,
the steering wheel being turned from lock to lock) has been integrated. This process is referred to as
initialization or imposition. If imposition does not succeed by the time a speed of approx. 20 km/h is
reached from a standing start, the DSC is switched to passive mode, the DSC warning lamp comes on,
and a fault is recorded on the DSC control unit. The imposition process is performed whenever the
ignition is switched on if the number of steering wheel revolutions is not available. Four-wheel drive
vehicles are an exception to this rule: The DSC system is immediately switched to passive mode and a
fault entered in the DSC control unit memory if there has been an interruption in the power supply to
the steering angle sensor. In contrast with conventional-drive vehicles, the imposition process is then
not aborted on reaching a specific road speed, but rather continued until the DSC is receiving correct
steering angle data. At that point, the DSC warning light goes out and the DSC is operational again. In
both cases, there is no fault recorded on the steering angle sensor. As an additional safety measure, the
DSC control unit calculates the steering angle on the basis of the speed of the road wheels and
compares it with the information supplied by the steering angle sensor. This plausibility check
prevents the vehicle operating on the basis of incorrect calibration. An incorrect zero position can
result from incorrect calibration or alteration of the steering geometry as a result of damage or repairs.
Another safety factor is precise assignment of sensor to vehicle. During calibration, the VIN number is
stored in the EEPROM and then compared with the VIN number received from the instrument cluster
whenever the ignition is switched on.
Replacing the steering-angle sensor
After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.
Encoding
In order to perform its internal calculations, the steering angle sensor requires model-specific data
which has to be loaded onto it by means of coding.
Calibration
Calibration permanently stores the current steering wheel position as the straight-ahead position in the
steering angle sensor EEPROM. Therefore, the front wheels and the steering wheel must be set exactly
to the straight-ahead position before calibration. In addition, the vehicle identification number is also
read from the instrument cluster and stored permanently in the steering angle sensor EEPROM. On
successful completion of calibration, the steering angle sensor fault memory is automatically cleared.
Calibration must always be carried out after the following operations:
• Replacement of the steering-angle sensor
• Replacement of the DSC control unit
• Adjustment work on the steering-angle geometry
• Any work on the steering or front suspension
Voltage supply
The steering angle sensor is permanently supplied with power from Terminal 30 which also has its
own fuse. In addition, the steering angle sensor also receives a power supply from Terminal 87 or,
depending on model, from Terminal 15. This supply is brought via a different fuse.
Frequency counter:
• When a fault is detected after ”ignition off” the frequency counter is incremented upwards by ”1”. The
maximum value is ”31”.
• If the fault no longer occurs during the next trip, the frequency counter is reduced by ”1”. The
minimum value is ”0”.

29 Steering angle implausible


Possible cause(s) of fault:
• Faulty calibration
• Vehicle track maladjusted
• Incorrectly coded
• The steering-angle sensor can be twisted on the steering column
Storage condition(s):
• The DSC continuously checks internally whether the values measured by the sensors are
plausible. If the steering angle does not match up to the other values, the fault is entered in the
DSC.
Troubleshooting procedure:
Read out the fault code memory of the steering-angle sensor If the causes of the fault mentioned above
are present, a fault must also have been entered in the steering-angle sensor.
If the check results in nothing unusual and the fault was only entered once, the fault can be ignored.
Otherwise, extreme driving situations can also cause this fault entry.
Examples of extreme driving situations:
• Towing with raised front or rear axle with ignition switched on
• Driving at high speed and strong cross-wind
• Straight-ahead driving with submerged wheels, e.g. in deep snow or mud
• Skidding with steering wheel not held

Steering-angle sensor CAN


Possible cause(s) of fault:
• CAN BUS defective
• The steering-angle sensor is not supplied via terminal 15 or 87
• The steering-angle sensor is not supplied via terminal 30
• Steering-angle sensor defective (the steering-angle sensor must not be replaced without
diagnosis beforehand)
Storage condition(s):
• The DSC control unit is not receiving any CAN messages from the steering-angle sensor or the
messages are faulty
Troubleshooting procedure:
• Read out the fault code memory of the steering-angle sensor
• Check CAN BUS
• Check the power supply (terminal 30 and terminal 15 or 87) of the steering-angle sensor In the
test module B3714_00001 under (steering-angle sensor/supply) there is an interruption counter
for terminal 30.
Note:
• Wire tests and checks for loose contacts are possible via ”Pre-set measurements”.
• If the steering-angle sensor is not supplied via terminals 15 or 87, no diagnosis is possible.

Steering angle sensor does not transmit a


complete steering angle
Possible cause(s) of fault:
• The steering-angle sensor is not supplied via terminal 30
Storage condition(s):
• If the steering-angle sensor has no power supply via terminal 30, it must determine the current
steering-wheel position via parameters after each ignition on. If this fails, the fault entry is
made.
Troubleshooting procedure:
• Read out the fault code memory of the steering-angle sensor
• Check the power supply (terminal 30) of the steering-angle sensor In the test module
B3714_00001 under (steering-angle sensor/supply) there is an interruption counter for terminal
30.
Note:
• Wire tests and checks for loose contacts are possible via ”Pre-set measurements”.

5A Brief power supply interruption


Possible cause(s) of fault:
• The power supply of the steering-angle sensor via terminal 30 is interrupted or was briefly
interrupted.
Storage condition(s):
• On 4WD vehicles, if the DSC has not been provided with a current steering-wheel position
after ignition on, the DSC becomes inactive, the ABS, DSC and the general brake warning
lamps light up permanently and the fault is entered.
If the steering-angle sensor was able to determine the current steering-wheel position with
parameters, the DSC becomes active and the warning lamps go out. However, the fault code
memory entry is retained.
Troubleshooting procedure:
• If the fault is not current and has not occurred a number of times, it can be ignored.
• If the DSC outputs this fault following a power supply interruption, turning the steering wheel
from stop to stop or brief straight-ahead driving (approx. 50 metres) enables the steering-angle
sensor to determine its current steering position.
• If the warning lamps light up after every ignition on or the fault has occurred a number of
times, the troubleshooting in the steering-angle sensor must be continued.
Checking the power supply (terminal 30) of the steering-angle sensor In test module
B3714_00001 at (steering-angle sensor/supply), there is an interruption counter for terminal 30.
Note:
• Wire tests and checks for loose contacts are possible via ”Pre-set measurements”.

DSC cannot transmit/receive at the CAN


Possible cause(s) of fault:
• The CAN bus is defective (interruption, short circuit, plug-in connection)
• Another control unit on the CAN is causing this fault entry.
• The CAN module in the control unit for traction control is defective
Storage condition(s):
• The control unit for traction control continuously monitors whether transmission and reception
are possible on the bus. If this is not possible several times in succession or permanently, this
fault is set.
Troubleshooting procedure:
• Check of the fault code memories of other control units as to whether the faults entered there
indicate a certain control unit or the CAN.
• Check of the bus lines
• If the CAN and the other control units are OK, the control unit for traction control must be
replaced.
Note
• Renewing the control unit, see Service functions

01 supply (terminal 30)


Possible cause(s) of fault:
• Supply (terminal 30) in the wiring harness interrupted
• Internal supply in the steering-angle sensor interrupted
Storage condition(s):
• After ignition on, there is a check as to whether terminal 30 is on, and if this is not the case the
interruption counter is incremented upwards by one per ignition start. If the interruption
counter reaches a value specified by the coding data (approx. 250), a fault entry is made.
• With some software versions, a correct reset of the RAM memory is not always possible in the
case of power supply interruptions, which means that the fault is entered incorrectly.
Troubleshooting procedure:
• Switch the ignition on/off and in doing so observe the terminal 30 interruption counter
• Interruption counter increases: the positive supply is interrupted either in the wiring harness or
in the steering-angle sensor:
Repair the wiring harness (cable, fuse, connector) or replace the steering-angle sensor, as
required
• Interruption counter does not increase: the positive supply was either sporadically interrupted
due to a loose contact or the fault was entered because of a power supply interruption:
Rectify the loose contact or ignore the fault
Note:
• Wire tests and checks for loose contacts are possible via ”Pre-set measurements”.
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.

05 Internal fault (EEPROM)


Possible cause(s) of fault:
• Terminal 30 not activated
• Memory cell defective
• EMC scatter
Storage condition(s):
• On ignition off, data is written in the EEPROM area.
• With ignition on, the data in the memory is checked. In the case of implausibility of the
EEPROM data, this fault entry is made.
• If there is no power supply via terminal 30, it can occur that the data transmission cannot be
performed completely.
• If memory cells are defective, implausibilities can result.
• Note: This fault is frequently a secondary fault when terminal 30 was interrupted.
Troubleshooting procedure:
• Check power supply to terminal 30
• Erase fault code memory, switch ignition off/on and check whether the fault is entered again
• Yes: replace steering-angle sensor
• No: ignore fault, as it is likely that EMC scatter or a temporary power supply interruption was
the cause
Note:
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.

07 Internal fault (ROM)


Possible cause(s) of fault:
• Memory cell defective
Storage condition(s):
• The memory content of the CPU data is checked for plausibility. If the ROM data indicates
implausibility, a fault entry is made.
Troubleshooting procedure:
• Replace steering-angle sensor
Note:
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.

08 Internal fault (RAM)


Possible cause(s) of fault:
• Memory cell defective
Storage condition(s):
• The memory content of the CPU data is checked for plausibility. If the RAM data indicates
implausibility, a fault entry is made.
Troubleshooting procedure:
• Erase fault code memory, switch ignition off/on and check whether the fault is entered again
• Yes: replace steering-angle sensor
• No: ignore fault, as it is likely that EMC scatter was the cause
Note:
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.

0F Internal fault (stack)


Possible cause(s) of fault:
• Memory cell defective
Storage condition(s):
• The memory content of the CPU data is checked for plausibility. If an implausibility is
indicated, a fault entry is made.
Troubleshooting procedure:
• Erase fault code memory, switch ignition off/on and check whether the fault is entered again
• Yes: replace steering-angle sensor
• No: ignore fault, as it is likely that EMC scatter was the cause
Note:
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.

02 Sensor current outside tolerance


Possible cause(s) of fault:
• The internal sensor current at the wipers is outside the tolerance, caused for example by faults
on the wiper path.
Storage condition(s):

Troubleshooting procedure:
• Replace steering-angle sensor
Note:
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.

03 Wiper fault (normal operation)


Possible cause(s) of fault:
• Deviation of the 90° offset of the two wipers, caused for example by faults on the wiper path.
Storage condition(s):
• in the case of fault recognition in normal operation
Troubleshooting procedure:
• Replace steering-angle sensor
Note:
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.

04 Wiper fault (calibration mode)


Possible cause(s) of fault:
• Deviation of the 90° offset of the two wipers, caused for example by faults on the wiper path.
Storage condition(s):
• In the case of fault recognition during calibration mode
Troubleshooting procedure:
• Replace steering-angle sensor
Note:
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.

06 Internal fault (A/D converter)


Possible cause(s) of fault:
• Implausible signals due to a defective A/D converter
Storage condition(s):

Troubleshooting procedure:
• Replace steering-angle sensor
Note:
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.

0D Steering speed implausible


Possible cause(s) of fault:
• Faults on the wiper path
• Wiper arm defective
Storage condition(s):
• If the steering-angle speed exceeds a specified value, the fault entry is made. This condition
can not be met by excessively fast steering wheel movements which, for example, occur if the
front tyres bump into obstacles.
Troubleshooting procedure:
• Replace steering-angle sensor
Note:
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.

0E Steering angle implausible


Possible cause(s) of fault:
• Faulty calibration
• Vehicle track maladjusted
• Incorrectly coded
• The steering-angle sensor can be twisted on the steering column
Storage condition(s):
• If the total steering angle exceeds a specified value, the fault entry is made. The total steering
angle is specified on coding.
Troubleshooting procedure:
If other faults are entered for the steering-angle sensor, these must be dealt with beforehand.
Check whether the steering-angle display is supplying plausible values, i.e. with straight-ahead setting
of the front wheels, the steering-angle display must show 0° and when the steering wheel is turned
from stop to stop it must output the same maximum values.
If the check results in nothing unusual and the fault was only entered once, the fault can be ignored.
Otherwise, the following tasks must be performed:
• Check the mounting of the steering-angle sensor on the steering column
• Code and calibrate the steering-angle sensor
• Move the steering wheel from stop to stop and then into a straight-ahead setting
Switch off ignition and switch on again
Read out the fault code memory of the steering-angle sensor
If the steering-angle sensor is OK, there must now be no fault entered and the steering-angle
display must be showing a plausible steering angle.
Note:
• On calibration, the fault code memory in the steering-angle sensor is automatically deleted.

0B Allocation sensor/vehicle incorrect or not


present
Possible cause(s) of fault:
• Faulty or missing calibration
• Faulty coding of the steering-angle sensor
• Missing or faulty coding of the instrument cluster
Storage condition(s):
• After ignition on, the vehicle identification number stored in the steering-angle sensor is
compared to that stored in the instrument cluster. If the comparison fails, a fault entry is made.
Troubleshooting procedure:
• Has the instrument cluster been replaced?
• Yes: code the instrument cluster
• No: code the steering-angle sensor and calibrate using the ABS/DSC diagnostic program
Note:
• The vehicle identification number is stored in the steering-angle sensor during the calibration.
• The vehicle identification number is stored in the instrument cluster during coding.

0A CAN status incorrect


Possible cause(s) of fault:
• DME/DDE control unit
Storage condition(s):
• The DME/DDE control unit is transmitting an incorrect CAN status (the steering-angle sensor
is free of faults).
Troubleshooting procedure:
• Continue troubleshooting on the DME/DDE control unit.

0C CAN BUS OFF


Possible cause(s) of fault:
• The data transmission on the CAN bus is disrupted.
Storage condition(s):
• The CAN status is monitored continuously. Continuing CAN bus disturbances lead to the status
BUS OFF. After the fault has been rectified, the latent heat accumulator becomes active again
of its own accord.
Troubleshooting procedure:
• Have similar faults been entered in other control units?
• Yes: repair CAN
• No: if the fault has been entered a number of times, the steering-angle sensor must be replaced;
otherwise, ignore the fault.
Note:
• After replacing the steering-angle sensor, it must first be coded and then calibrated using the
ABS/DSC diagnostic program.