Table of Contents

Multiple Restraint Systems (MRS I - MRS 4RD)

Subject Page

MRS Systems.4

MRS I.4

MRS II .5

MRS III.5

MRS IV .6

MRS 4RD.6

Overview of M RS Features .7

M RS I System Overview.8

MRS I System Summary .9

MRS II System Overview.10

MRS II System Summary.11

MRS III System Overview .12

MRS III System Summary.13

MRS IV System Overview .14

M RS IV System Summary.15

MRS 4RD System Overview.16

MRS 4RD System Summary .17

Components.18

Control Module .18

Airbag M odule Summary .20

Side Impact Sensor.21

B-PillarSatellite (MRS 4RD Only) .23

Door Pressure Sensors (MRS 4RD only) .23

Up-Front Sensors (M RS 4RD Only) .24

Seat Occupancy Detection (all except E83).25

Seat Occupant Detection OC-3 (E83) .26

Airbag Warning Lamp (AWL).31

Airbag Wiring and Connectors .32

Battery SafetyTerminal .34

Drivers Airbag.36

Airbag Contact Ring .37

Passenger Airbag.38

Side Airbag .38

Initial Print Date: 12/04

Revision Date:

Subject Page

Head Protection Systems .39

RearHPS .40

Head Airbag (Curtain Airbag).41

SeatbeltTensioning Systems .43

Pyrotechnic SeatbeltTensioners.44

Seat Integrated Belt Systems (SGS).45

Seat Belt Contacts .46

Principle of Operation.48

Crash Output Signal .48

Fuel Pump Cutoff Circuit.49

SOS/Emergency Call .50

Workshop Hints.51

Checking Airbag Resistance.51

Repairing Airbag Wiring .51

Airbag De-activation .51

De-activation of Airbags (front and frontside).51

De-activation of Airbags (rear side).51

Multiple Restraint Systems (MRS I- MRS 4RD)

Model: E36, E38, E39, E46, E53, E52 and E83

Production: All with MRS l f II, III, IV and 4RD

■BIECTIWIS

After completion of this module you will be able to:

• Understand the History of M RS System in BMW Group Vehicles

• Identify M RS System components

• Understand MRS system operation

• Diagnose faults in MRS Systems

3

M ultiple Restraint Systems (MRS I - MRS 4RD)

MRS Systems

MRS was introduced as an enhancement of the existing ZAE system. The main
improvement was the addition of side airbags with side impact sensors. Also, subse¬
quent versions of MRS introduced such new technology as Head Protection Systems,
Battery Safety Terminal, 2 Stage (SMART) airbags and laterthe introduction of the curtain
airbag on the E83.

E39 with MRS II

MRS I

The first version of M RS (M RS I) was introduced with the E39 in March of 1996 and also
added to the E38. This system was the first BMW passive safety system to use side
airbags with remotely mounted side impact sensors. M RS I remained in use on some
models until 9/97 production.

4

M ultiple Restraint Systems (MRS I - MRS 4RD)

TGftJ 3S

MRS II

This system was introduced into production vehicles from 5/97 until 9/99. The Head
Protection System (HPS) became a standard feature and the option of rearside airbags
were also made available. The 2-Stage passengerside airbag was added in September
of 1998 and the Safety BatteryTerminal (SBK/BST) was also added to protect the vehicle
from short circuits to the main battery cable.

E46 convertible showing reinforced body structures

MRS III

The 2-stage driver's airbag was one of the new items to be introduced with MRS III.
Another new innovation was the connection of the MRS module to the K-bus for diagno¬
sis and output of the "crash signal". The K-bus connection also allows the M RS III sys¬
tem to send a fuel pump cutoff signal to the DM E. The only exception is the Z3 (E36/7)
which does not use the K-bus.

5

Multiple Restraint Systems (MRS I - MRS 4RD)

MRS IV

April of 2001 saw the introduction of M RS IV to the E46 and E53. M RS IV was later
phased into production on the E38 and E39 from 8/01. The primary change was intro¬
duction of a modified processor with upgraded software for triggering algorithms.
Otherwise, all of the features and functions from M RS III are carried over to M RS IV.

E83 with MRS 4RD

V

MRS 4RD

The designation "RD" stands for Redesign of the MRS 4 System. The control module
has been upgraded to 75 pins to accommodate new systems and interfaces.

The MRS 4RD system has been optimized with new "up-front" sensors, door compres¬
sion sensors and b-pillarsatellites.

The system also incorporates the new OC-3 Seat occupancy detection system which
was introduced on the E60. This system has the capability to automatically turn off the
passenger side airbag by detecting the approximate weight and size of the occupant.

6

M ultiple Restraint Systems (MRS I - MRS 4RD)

Overview of MRS Features

MRS

System/

Vehicle

Side airbags with Side
Sensors

Pyrotechnic Seatbelt
Tensioners

HPS Front

HPS Rear

HPS Curtain

Safety Battery Cable
(BST)

K-Bus Connection

Up-front Sensors

Door C ompression
Sensors

B- Pillar Satellites

Passenger Seat
Occupancy Detection

MRS 1

E39/E38/E36

X

X

X

MRS II
E39/E38/E46

X

X

X

X

MRS IIE36

X

X

X

X

MRS III

E 38/E 39/E 53/
E52

X

X

X

OPT

E38

E39

X

X

X

MRS III E46
(Bosch)

X

X

X

X

X

X

MRS IV
E38/E39/E46/
E52/E53

X

X

X

OPT

E38

E39

X

X

X

MRS 4RD

E83

X

X

X

X

X

X

X

X

OC-3

7

M ultiple Restraint Systems (MRS I - MRS 4RD)

MRS I System Overview

8

M ultiple Restraint Systems (MRS I - MRS 4RD)

§

■ill ft

Explanation

3

Airbag warning lamp in instrument cluster

9

Front airbag, driver

10

Front airbag, passenger

14

Side airbag, front left

15

Side airbag, front right

18

Seal belt tensioner, left

19

Seat belt tensioner, right

20

Seat belt buckle switch, left

21

Seat belt buckle switch, right

22

Seat occupancy detector (SBE)

25

MRSA, left

26

MRSA, right

31

Control unit

CA

Crash output

TXD

Diagnostic line

KL R

Terminal R

MRS I System Summary

• Introduced on the E39 in the 1997 Model Year (96 Production)

• Side airbags with Side airbag sensors

• Passenger seat occupancy detection (SBE)

• Uses pyrotechnic tensioners

• Diagnosis through TXD/RXD

• Control Module is ZCS codeable

• Uses 50 Pin Control M odule

• Crash Output signal (to ZKE and LCM)

9

Multiple Restraint Systems (MRS I - MRS 4RD)

MRS II System Overview

10

M ultiple Restraint Systems (MRS I - MRS 4RD)

fDip ltd"-1

Index

Explanation

3

Airbag warning lamp in instrument cluster

9

Front airbag, driver

10

Front airbag, passenger

12

Flead airbag, left (ITS)

13

Flead airbag, right (ITS)

14

Side airbag, front left

15

Side airbag, front right

18

Seal belt tensioner, left

19

Seat belt tensioner, right

20

Seat belt buckle switch, left

21

Seat belt buckle switch, right

22

Seat occupancy detector (SBE)

25

MRSA, left

26

MRSA, right

27

Side airbag, rear left

28

Side airbag, rear right

31

Control unit

CA

Crash output

TXD

Diagnostic line

KL R

Terminal R

MRS II System Summary

M RS II utilizes all of the systems and features of M RS I with the addition of:

• Optional Head Protection System

• Battery SafetyTerminal (BST)

• 2-Stage airbag (passenger side from 9/98)

• Uses 50 Pin Control M odule (transparent connector)

11

M ultiple Restraint Systems (MRS I - MRS 4RD)

MRS III System Overview

12

M ultiple Restraint Systems (MRS I - MRS 4RD)

TKfl i Hh

Explanation

3

Airbag warning lamp in instrument cluster

9

Front airbag, driver

10

Front airbag, passenger

12

Flead airbag, left (ITS)

13

Head airbag, right (ITS)

14

Side airbag, front left

15

Side airbag, front right

18

Seatbelt tensioner, left

19

Seat belt tensioner, right

20

Seat belt buckle switch, left

21

Seat belt buckle switch, right

22

Seat occupancy detector (SBE)

25

MRSA, left

26

MRSA, right

27

Side airbag, rear left

28

Side airbag, rear right

29

Safety battery terminal (BST/SBK)

30

Safety battery terminal (BST/SBK)

31

Control unit

CA

Crash output

TXD

Diagnostic line

KL R

Terminal R

MRS III System Summary

M RS III uses all of the systems and features of M RS I and II with the addition of:

• 2-Stage airbag, front driver's side

• Connected to K-Bus (except E6/7)

• Diagnosis via K-Bus (except E36/7)

• Crash output signal via K-Bus (except E36/&)

• Fuel Pump cutoff via K-Bus (to DM E via CAN) (except E36/7)

• Optional Rear Head Protection (RearHPS)

13

Multiple Restraint Systems (MRS I - MRS 4RD)

MRS IV System Overview

14

M ultiple Restraint Systems (MRS I - MRS 4RD)

I Ettt JfK

Explanation

2

DM E control unit (ECM)

3

Airbag warning lamp in instrument cluster

4

Base module (General Module)

5

Light switch cluster

6

Telephone

8

Fuel pump relay

9

Front airbag, driver

10

Front airbag, passenger

11

Electric fuel pump

12

Head airbag, left (ITS)

13

Head airbag, right (ITS)

14

Side airbag, front left

15

Side airbag, front right

18

Seatbelt tensioner, left

19

Seat belt tensioner, right

20

Seat belt buckle switch, left

21

Seat belt buckle switch, right

22

Seat occupancy detector (SBE)

23

Head airbag, rear left

24

Head airbag, rear right

25

MRSA, left

26

MRSA, right

27

Side airbag, rear left

28

Side airbag, rear right

29

Safety battery terminal (BST/SBK)

30

Safety battery terminal (BST/SBK)

31

Control unit

CA

Crash output

KL R

Terminal R

MRS IV System Summary

M RS IV uses all of the system and features of M RS I to M RS III with the addition of:

• Modified processor with new software for calculating the triggering algorithm

• Introduced into production on the E46 and E53 in 4/01.

• Phased into the E38 and E39 in 8/01

15

M ultiple Restraint Systems (MRS I - MRS 4RD)

I JG

MRS 4RD System Overview

16

M ultiple Restraint Systems (MRS I - MRS 4RD)

TD:i Jn> .

Explanation

1

Airbag sensor, front left

2

DM E control unit (ECM)

3

Airbag warning lamp in instrument cluster

4

Base module (General Module)

5

Light switch cluster

6

Telephone

7

Airbag sensor, front right

8

Fuel pump relay

9

Front airbag, driver

10

Front airbag, passenger

11

Electric fuel pump

12

Head airbag, left (ITS)

13

Head airbag, right (ITS)

14

Side airbag, front left

15

Side airbag, front right

16

Door pressure sensor, front left

17

Door pressure sensor, front right

18

Seatbelt tensioner, left

19

Seat belt tensioner, right

20

Seat belt buckle switch, left

21

Seat belt buckle switch, right

22

Seat occupancy detector (SBE)

25

MRSA, left

26

MRSA, right

27

Side airbag, rear left

28

Side airbag, rear right

29

Safety battery terminal (BST/SBK)

30

Safety battery terminal (BST/SBK)

31

Control unit

32

Indicator lamp for front passenger airbag deactivation

CA

Crash output

KL R

Terminal R

MRS 4RD System Summary

M RS IV uses all of the system and features of M RS I to M RS IV with the addition of:

• Introduced on the E83 (2004)

• 75 Pin Control Module with integrated acceleration sensors on X and Y axis.

• Control Module is coded/programmed via CIP

• Utilizes door pressure sensors

• Up-front sensors

• B-pillar satellites

• OC-3 Passengerseat occupancy detection with "Passenger Airbag OFF" indicator

17

Multiple Restraint Systems (MRS I - MRS 4RD)

Components

Control Module

The M RS control module is centrally located within the vehicle, usually underthe center
console or rear seat. It contains the crash sensing elements as well as the triggering
electronics. The MRS module is also capable of storing up to 10 faults and can be diag¬
nosed through TXD or K-Bus (depending upon version).

MRS Control Module

(MRS III Shown)

The M RS control unit is responsible forthe following functions:

• Crash Identification

• Crash evaluation and triggering of relevant output devices (pyrotechnic devices)

• Performing Self-Check and System Fault Detection

• Display and storage of faults in Non-Volatile M emory (up to 10 faults stored)

• Fault diagnosis through diagnostic link (D-bus,TXD, RXD) (K-Bus from M RS III)

• Control of operation of the Airbag Warning Light (AWL)

• Vehicle specific coding(through ZCS, CIP)

• Activation of crash output signal

• Fuel Pump Cutoff (from M RS III)

18

M ultiple Restraint Systems (MRS I - MRS 4RD)

All M RS control modules contain internally mounted crash sensors. There are 2 piezo-
electronic accelerometers and 1 mechanical sating sensor.The accelerometers are
mounted on the circuit board and offset by 90 degrees. Each accelerometer is posi¬
tioned 45 degrees from the vehicle centerline which, in combination with the side airbags
sensors, allows for 360 degrees of monitoring capability. The only exception is the
M RS 4RD control unit in which the accelerometers are mounted at 0 and 90 degrees
from the centerline of the vehicle.

The mechanical sating sensor uses a small weight which is counteracted by a spring.
During an impact, the weight overcomes the spring and makes contact to signal an
impact. When an impact is detected by the accelerometers, the airbags will only be
deployed if the safing sensor has been triggered.

MRS Control Module

Index

Explanation

Index

Explanation

1

Impact detection sensors

4

Ignition capacitors with igniter output stages

2

M echanical safety sensor

5

Microprocessor

3

Reserve power capacitor with transformer

The airbag module also contains capacitors for energy reserve in the event of power loss
during a collision. There are 2 sets of capacitors in use. One set is used forthe control
module energy reserve and the other is used forthe airbag ignition circuit.

The airbag module is capable of storing up to 10 faults in a non-volatile fault memory. Up
to 3 impacts can be detected, after which the module will store a non-erasable fault code.
Once 3 impacts have been detected, the module must be replaced.

Note: Be sure to code the module after installation.

19

Multiple Restraint Systems (MRS I - MRS 4RD)

Airbag Module Summary

Airbag modules between systems are not
interchangeable due to hardware and software
differences. M ost of the early systems use a
50-pin control module, but use different color
connectors.

The MRS 4RD system uses a 75-pin module
due to additional sensors and peripheral com¬
ponents. Also, the internal acceleration sen¬
sors are configured differently. They are
installed at 0 and 90 degrees from the vehicle
centerline.

Airbag modules should be installed with the
directional arrow facing the front of the vehicle
unless otherwise noted. Be sure to observe
propertorque specifications during installation.

MRS 4RD
Shown

Note: When servicing airbag systems, always disconnectthe battery before attempt¬
ing any repairs. On vehicles produced before 9/93, disconnect battery and wait
at least 30 minutes before starting work. On vehicle produced from 9/93 to pre¬
sent, disconnect battery and wait at least 1 minute before starting work.

System

Manufacturer

Pins/Connector

Diagnosis

Comments/M isc

MRS 1

Temic

50-Pin/O range

TXD/RXD

Crash Output Signal, SBE

MRS II

Temic

50-Pin/Transparent

TXD/RXD

Crash Output Signal, 2-Stage
Passenger Airbag, SBE, SBK, HPS

MRS III

(E46)

Bosch

50-Pin/Grey

K-Bus

Crash Output Signal, 2-Stage Driver's
Airbag, SBE, SBK, HPS, Micro-
Mechanical Sating Sensor (Bosch),
Fuel Pump Cutoff (except E36/7)

MRS III

Temic

50-Pin Green

K-Bus

MRS III
(E36/7)

Temic

50-Pin Green

TXD/RXD

MRS IV

K-Bus

Modified processor and new software
for calculating triggering algorithm

MRS 4RD

Temic

75-Pin

K-Bus

Up-front Sensors, Door pressure sen¬
sors, B-pillar satellites, OC-3 with pas¬
senger airbag de-activation light, modi¬
fied internal acceleration sensors

20

M ultiple Restraint Systems (MRS I - MRS 4RD)

Side ImpactSensor

In orderto record side impacts, the MRS system employs a pair of lateral acceleration
sensors referred to as MRSA. These sensors are piezo-electric (accelerometers) sensors
which are mounted perpendicularto the centerline of the vehicle. Usually underthe front
seat supports or mounted in the b-pillar area.

Depending upon application, the side airbag sensors are made by Bosch orTemic. They
are not interchangeable.

On M RSI and M RS 2 systems the side airbag sensors were manufactured byTemic.
The connector has 3 pins, one for ground (KL31), one for power (KLR), and the third pin
was forthe crash signal to the M RS module.

KLR

Side Airbag
Sensor (Left)

KLR

Crash

Side Airbag
Sensor (Right)

MRS Module
(MRS I/MRS II)

21

Multiple Restraint Systems (MRS I - MRS 4RD)

M RS3 and M RS 4 system used Temic or Bosch sensors. These sensors are not inter¬
changeable and must be matched with the airbag module in use. (i.e. Bosch module
uses Bosch side airbag sensor etc.) These sensors used only a two wire configuration.
This configuration consists of a ground connection between the sensor and the module,
the power supply comes from the module and the signal is transposed overthe power
supply wire.

MRS Module

(MRS III/MRS IV)

22

M ultiple Restraint Systems (MRS I - MRS 4RD)

B-Pillar Satellite (MRS 4RD Only)

The M RS 4RD system does not use the con¬
ventional M RSA side airbag sensors as used
on the previous M RS systems. The satellites
are mounted nearthe b-pillararea ratherthan
underthe front seats.

The satellites contain lateral as well as longitu¬
dinal acceleration sensors. These sensors are
capable of detecting impacts from the side as
well as front and rear.

The left are right side sensors are the same,
the only difference is in the installation. When
installed one sensor is directed at the front and
right side, the other is directed at the left and
rear.

DoorPressure Sensors (MRS 4RD only)

In addition to the b-pillar sensors, door pressure sensors have been added. This
concept, first introduced on the E65, is used to measure the pressure inside the door
cavity. In a side impact, the door skin is forced inward in turn reducing the volume. This
decrease in volume results in a sudden pressure increase.

This pressure increase is measured by the door pressure sensor and converted to an
electrical signal. This signal is passed to the M RS 4RD control module. The control
module processes this information along with the corresponding data from the b-pillar
satellite. The MRS module activates the appropriate restraint components based on this
information.

23

Multiple Restraint Systems (MRS I - MRS 4RD)

Up-Front Sensors (MRS 4RD Only)

The new up-front sensors are used on the M RS 4RD system. The first use of the up¬
front sensor was on the E60, laterthe E83 adopted the new sensortechnology. The
sensors are located on the cooling module assembly above the longitudinal subframe
members.

They are used for early detection of frontal impacts. The sensor contains a longitudinal
acceleration sensor, a signal converter and a microprocessorfordata transmission.

The up-front sensors are supplied with power via a current-signal interface. The sensors
are supplied with a current of 5-10mA. When a data message is transmitted, the level
increases by approximately 20mA

The advantage of the current signal interface is its constant supply of current which pre¬
vents the corruption of the signal. A change of resistance in the circuit does not affect
the signal.

Note: After an impact in which the airbags have been deployed, the up-front
sensors must be replaced. The sensors could be damaged internally,
even though no external damage is apparent. Always comply with repair
manual instructions when replacing the up-front sensors.

24

M ultiple Restraint Systems (MRS I - MRS 4RD)

Seat Occupancy Detection (all except E83)

The Seat Occupancy Detection System (SBE), as introduced on ZAE, is continued with
MRS systems. The SBE system monitors the front passenger seat for occupants. This
information is used by the MRS module to determine airbag activation thresholds.

The SBE system consists of a pressure sensitive resistance mat which is incorporated
into the passenger seat cushion.

The SBE module is located underthe passenger seat. The analog signal from the SBE
mat is converted by the SBE module to a digital signal. This signal is sent to the M RS
module via a dedicated signal line. The signal is an "occupied" or 'unoccupied" message
to MRS.

25

Multiple Restraint Systems (MRS I - MRS 4RD)

The SBE module sends an digital signal to the M RS module. This signal is dependent
upon the status of the front passengerseat (occupied or unoccupied). There is also a 2
minute time delay when the seat becomes unoccupied. This ensures that the airbag will
be deployed in the event of a passenger briefly moving off of the seat.

SensorMat SBE Module

Seat Occupant Detection OC-3 (E83)

The need to differentiate between the size
and weight of the front passenger has brought
about the development of the new seat occu¬
pancy detection system. The new system
designated "OC-3" (Occupant Classification
3) is capable of determining the approximate
size and weight of the passenger.

This is accomplished by using a force sensi¬
tive resistance matsimilarto the previous mat
already in use. The OC-3 mat however, uses
4 "resistance zones" which will monitorthe
concentration and distribution of weight.

The distance between the concentration of
weight indicate whetherthe occupant is small
or large. An algorithm computes the weight
class and decides whetherthe seat is occu¬
pied by a person or by a child seat.

26

M ultiple Restraint Systems (MRS I - MRS 4RD)

The OC-3 mat is connected to an electronic analyzer which is capable of analyzing the
information from the resistance mat.

The electronic analyzer is supplied with ground (KL31) and powerfrom KLR. A data line
is used to send digital information to the M RS module. On the E83, the electronic
analyzer communicates with the M RS control module via the K-Bus

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OC-3 SeatOccupancy
Recognition schematic

27

Multiple Restraint Systems (MRS I - MRS 4RD)

Workshop Exercise - MRS Inputs

Using an instructor designated vehicle, locate the MRS module and connect
appropriate breakout box and test cable. Observe proper safety procedures when
disconnecting airbag module.

Attention: Be sure to disconnect battery before checking airbag igniter cir¬
cuits. When servicing vehicles up to 9/93 production, disconnectthe battery
and wait at least 30 minutes before beginning any service procedure.

On vehicles from 9/93, wait 60 seconds before beginning any service work.

List the correct part number of the B.O.B. & harness: _

Using the correct ETM, locate and list the power and ground connections below:

M RS M odule connector #

KL15/R: Pin# _

Ground (KL31) Pin # _

List all of the input signals (including pin #) to the M RS module:

Which pin is used forthe "crash output" signal?

What systems are affected by the crash output signal?

28

Multiple Restraint Systems (MRS I - MRS 4RD)

Workshop Exercise - Seat Occupancy Detection

Locate the output signal wire at the SBE module (or electronic analyzer) and connect
appropriate test cables. Using the oscilloscope, measure the seat occupancy recog¬
nition signal.

Describe the SBE signal observed and record scope settings: (voltage/time etc.)

Sit in the passenger seat and describe any changes to the SBE signal:

Vacate the seat and note the amount of time it takes forthe SBE signal to change:

Using the appropriate fused jumper wire, ground the SBE signal. Describe what occurs:
(i.e. fault code/status requests etc.)

What are the thresholds forthe OC-3 sensor are far as weight is concerned?

29

Multiple Restraint Systems (MRS I - MRS 4RD)

^ jji C lassroom Exercise - Review Questions

1. On an M RS system, how many impacts can be recorded before the M RS module
must be replaced?

2. Which MRS system uses door pressure sensors?

A. MRS 1 B. MRS II C. MRS III D. MRS4RD

3. What is the safing sensor used for and where is it located?

4. Which versions of M RS systems are connected to the K-Bus?

5. What is the difference between the side airbag sensors (M RSA) and the b-pillar
satellites used on the M RS 4RD system?

6. What is the difference between the sensor mat used on the early S BE system and
the OC-3 sensor mat?

7. The MRS module contains 2 sets of capacitors. What are the purposes of these
capacitors?

8. What type of signal is sent by the up-front sensors when an impact is detected?

30

M ultiple Restraint Systems (MRS I - MRS 4RD)

Airbag Warning Lamp (AWL)

On MRS systems, the AWL is used to warn the driver of faults
within the airbag system. Each time terminal R (KLR) is switched
on, a self test is performed of the internal circuits of the M RS mod¬
ule. Also, the peripheral components (airbags/sensors etc.) are
checked as well.

Once this self test is complete (3-4 seconds), the airbag warning
lamp goes out. Once the AWL is off, the system is ready to deploy
the airbags when needed.

The system is continuously monitored from the time KLR is switched on. If a fault occurs
within the system, the AWL is illuminated and a relevantfault is stored. The AWL will stay
illuminated (with KLR) until the fault is rectified and fault memory is erased.

The AWL circuit is supplied with with powerfrom KLR/KL15 and the M RS control unit
controls the ground side ofthe circuit to activate the LED in the cluster.

KL 15

MRS Module

31

Multiple Restraint Systems (MRS I - MRS 4RD)

Airbag Wiring and Connectors

All pyrotechnic components are fitted with a shorting bridge on all plug connectors. This
prevents pyrotechnic devices from being accidentally discharged during service work.
The shorting bridges create a short circuit across the pins which eliminate the possibility
of a voltage potential between the two pins.

Index

Explanation

1

Shorting bridge shown in short circuit position

2

Connector

3

Shorting bridge (pushed apart by connector)

V U D U

d) &

Index

Explanation

Index

Explanation

1

Connector Plug

5

Plastic pin on connector

2

Shorting bridge resting on female contacts

6

Shorting bride shown (raised by connector)

3

Female contacts

7

Shorting bridge shown (disconnected)

4

Male connector pins

32

M ultiple Restraint Systems (MRS I - MRS 4RD)

During service, when the diagnostic test plan requires a resistance measurement, it is
very important to use the correct test cable. This ensures that the shorting bridges are
opened. Failure to do so would result in incorrect resistance measurements.

Test cables can be found in special tools (SWZ) in group 61 and 62.

Be aware that the wiring forthe side airbag(s) goes through the A-pillar (b-pillar rear) for
the firing circuit. This area is susceptible to intermittent connection concerns due to the
movementfrom opening and closing ofthe door.

B-PillarConnector E46

Note: When diagnosing a side airbag igniter circuit, always take into account
the condition ofthe wiring, terminals and connector. These items should
be checked first before replacing any components (i.e. Airbag or MRS
Module).

The best way to diagnose this circuit is to perform a wire test (preferred) ora resistance
check. The A-pillarconnectorshould be manipulated (wiggled)to check for intermittent
open connections.

Repair kits are available forthe door wiring harness and vehicle harness.

Always check the available Service Information such as Service bulletins and measures
as well as the latest repair instructions.

33

Multiple Restraint Systems (MRS I - MRS 4RD)

Battery Safety Terminal

The Battery SafetyTerminal (BST) was added to the vehicle electrical system with M RS II
systems. Since the battery is located in the rear of the vehicle, there is a considerable
amount of unprotected (unfused) cable running from front to rear. The BST is used to
protect from short circuit to the B +cable in the event of a severe impact.

5BHE

Upon impact the BST will disconnect the B + cable to the starter and alternator. However
the power will remain connected to the power distribution circuits. These circuits are
fused and notin danger of an unprotected short circuit. These circuits will remain active
after an impact to allow operation of other systems such as power locks, windows and
hazard lighting.

Index

Explanation

Index

Explanation

1

BST B+Terminal attaching screw (M6)

5

BST Retaining Spring Clip

2

BST Igniter Pellet

6

BST B +Cable to Starter/Alternator

3

B + connection to vehicle power distribution

7

BST Igniter Pellet Connection/ 2-wire

4

BST Plastic Housing

8

BST Positive BatteryTerminal

34

M ultiple Restraint Systems (MRS I - MRS 4RD)

The BST consists of a conventional battery
cable terminal which is modified to contains a
hollow discharge tube.

One end ofthe discharge tube contains a
small igniter pellet made from a solid propel¬
lant. attached to the B + battery terminal.

The battery cable end has a tapered (conical)
connection which is pressed into the battery
terminal at the opposite end ofthe discharge
tube.

The BST housing is enclosed in a plastic
housing which protects itfrom damage. The
plastic housing contains two plastic spring
tabs.

The spring tabs will catch and retain the bat¬
tery cable connection after deployment. This
ensures no accidental contact between the
battery cable and the B +terminal.

Upon deployment, the igniter pellet is trig¬
gered by the MRS control module. The
resulting gas that is discharged forces the
tapered end ofthe B +cable to separate from
the battery terminal.

Once the battery cable is separated, the plas¬
tic spring tabs will retain the cable.

Once the separation is complete, the starter,
alternator and battery cable are now isolated
from battery power.

The remainder ofthe vehicle electrical system
is still powered. The power distribution cen¬
ters are still connected to the battery terminal
via a cable.

During a frontal impact the BST is deployed
with the front airbags. In a rear impact the
BST is deployed at the same time as the seat
belt tensioners. If a side impact is detected,
the BST is trigger along with the side and
head airbags.

BST Not Deployed

BST IgniterTriggered

BST Separation
Process Complete

§

35

Multiple Restraint Systems (MRS I - MRS 4RD)

Drivers Airbag

The driver airbag,which is mounted on the steering wheel, consists of a tightly folded
inflatable cushion constructed of nylon and plastic.

The early airbag systems used a single stage airbag which was deployed by using an
ignition squib to ignite a small amount of propellant. This propellant expands, filling the
airbag assembly. The airbag deploys by tearing the airbag cover at pre-determined "frac¬
ture lines". The ignited propellant exits the rear of the airbag assembly after being
cleaned and cooled through a metal filter in the airbag housing.

2-Stage airbag front view

2-Stage airbag rearview

The current airbag systems, which have been in use since the 1998 model year, use a 2-
stage (Smart) airbag which uses the "cold gas" inflation method. The 2-Stage driver's
side airbag was introduced in March of 1999.

The 2-stage airbag assembly consists of an accumulator/gas generator assembly with 2
ignition capsules. Upon deployment, an inert gas mixture is used to inflate the airbag to a
capacity of approximately 64 liters.

The use of two ignition stages, coupled with the lowervolume and new propellant, opti¬
mizes the deployment of the airbag and makes it less aggressive when the airbag inflates.

Note: Airbags do not replace conventional safety restraints (seatbelts). When
handling an airbag, always place the airbag with the emblem side up.

36

M ultiple Restraint Systems (MRS I - MRS 4RD)

Airbag Contact Ring

In orderto maintain contact between the
driver's side airbag and the M RS control
unit when the steering wheel is turned, a
special device was developed. This
device is referred to as the contact ring.

The contact ring consists of a loosely
wound coil of flat ribbon cable.

This arrangement allows the steering
wheel to turn approximately 3-4 turns from
lock to lock and still maintain the airbag
ignition circuit connection. The horn cir¬
cuit and M F L signals are also routed
through separate circuits in the ribbon
cable.

Note: When servicing the vehicle it is important notto turn the contact ring
beyond its maximum number of turns, this can result in a broken ribbon
cable. For instance, any work involving the steering column.

Extra care should betaken to ensure the steering wheel is notturned
with the steering rack disconnected. This situation would allow the
steering wheel to be turned beyond the capability of the contact ring.
Removing the key completely from the ignition is the best way to prevent
the steering wheel from being turned inadvertently. Always follow the
appropriate repair instructions as they pertain to the contact ring assembly.

Contact ring disassembled
(fordemonstration only, DO NOT
attempt disassembly. Contact ring
will be rendered unusable).

Ribbon cable in contact ring

37

Multiple Restraint Systems (MRS I - MRS 4RD)

Passenger Airbag

Passenger airbags have been standard equipment on BMW vehicles since 1993. J ustas
with the driver airbag, the passenger side airbag uses an inflatable plastic cushion. One
difference is that the passenger airbag has a larger inflated volume (105 liters).

Early passenger side airbags also used single stage inflation until 9/98. The "Cold Gas"
inflation technique was also used on the 2-stage SMART passenger airbag. The
SMART passenger side airbag was installed on M RS II equipped vehicles from 9/98.

2-Stage Passenger Airbag (FrontView) 2-Stage Passenger Airbag (RearView)

When the front passenger airbag inflates, a flap connected to the dash panel is opened.
The flap is retained by a strap, then the airbag opens toward the windshield. When fully
deployed, the airbag rests on the windshield and dashboard panel.

Side Airbag

The side airbag is also referred to as the thorax airbag. This is due to the fact the this
airbag is designed to protect the thorax (chest/torso) region of the occupant.

The side airbags are mounted on the inner doorframe on the front and (optional) rear
doors. Deployment of the side airbags is dependent upon the triggering thresholds pro¬
grammed in the M RS module. These thresholds are determined from inputs from the
satellites and internal crash sensors.

38

M ultiple Restraint Systems (MRS I - MRS 4RD)

Head Protection Systems

The BMW Head Protection System (HPS) was first used on M RS II systems. It was
installed on the E38 in May of 1997 and then added to the E39 in September. HPS was
also added to the E46 (Sedan/Coupe) and the E53 as well.

The HPS system consists of the Inflatable Tubular Structure (ITS). The ITS is designed
to protect the head and neck of the occupant in side impacts. Head injuries account for a
large portion of overall accident injuries. So, the ITS is a natural enhancement of BMW
Passive Safety Systems.

LENGTH =■ X

MOUNT

IGNITOR

The ITS is constructed of an outer woven tube with an innertube of polyurethane. The
woven structure is secured by straps at either end. The straps are secured in the vehicle
at the A-pillarand beside the grab handle in front of the C-pillar. The volume of the ITS
airbag is approximately 11 liters.

The tubular portion of the ITS is always the same size regardless of application. By alter¬
ing the length of the retaining straps, it is easy to adapt the ITS assembly in different
BMW models.

Upon sufficient side impact, the gas generator in the ITS will be ignited by the M RS mod¬
ule. After ignition, the gas flows through a flexible tube and inflates the ITS. The woven
structure will expand causing the overall length of the ITS assembly to decrease. This
causes the ITS to exit from the roof and pillartrim.

The ITS will unfold in a diagonal pattern to protect the occupant. The diagonal arrange¬
ment is designed to protect occupants of different sizes.

39

Multiple Restraint Systems (MRS I - MRS 4RD)

After impact, the ITS is not vented for deflation, it will gradually deflate as the gas cools
over a period of time. This process occurs slower than the airbags to protect the occu¬
pant from secondary impacts or rollover situations.

The head protection airbags are always activated together with the side airbags on an
MRS II system. On MRS III systems and later, the passenger side (thorax) bag is not
deployed if the passenger seat is not detected as occupied.

Rear H PS

In addition to front Head Protection, rear HPS optional with the rear side airbag option.
Rear HPS is available on E38, E39 and E53.

The rear HPS airbag is a cushion (not an ITS) that is deployed from behind the C-pillar
trim. The HPS will not be de-activated along with the side airbags from the factory since
there is no danger to small children sitting out of position.

A vehicle with rear HPS can be identified by observing the “HPS” tag embossed in the
C-pillar cover.

40

Multiple Restraint Systems (MRS I - MRS 4RD)

Head Airbag (C urtain Airbag)

On the E83, a new head protection system , the curtain airbag is introduced as standard
equipment for the first time. It differs from the head protection (ITS) previously used. The
airbag is now a continuous curtain airbag from the A to C-pillar.

The system covers the entire side window area between the occupants and the vehicle
windows and pillar areas. In conjunction with the side airbags in the front and the rear
doors, it provides optimum protection for all passengers in the event of a side impact.

The advantages of the system are as follows:

• Extended coverage area forthe side windows - front and rear

• Protection against glass splinters and penetrating objects

• Optimized protective area offering protection for occupants of different sizes

41

Multiple Restraint Systems (MRS I - MRS 4RD)

The curtain is positioned along the line of the roof side member, folded up. It consists of
a gas generator, two gas nozzles and the curtain.

In the event of a side collision, the generator is detonated and the gas flows through the
two gas nozzles into the curtain. Simultaneous inflation of the curtain and the front and
rear achieves more even deployment.

1. Gas Generator

2. Front Gas Nozzle

3. Rear Gas Nozzle

4. Airbag Retaining Clips 1 )

The attachment of the curtain airbag to the A-pillarand C-pillar pulls it into position.

Being a sealed system, the curtain airbag retains its shape and strength for several
seconds.

42

M ultiple Restraint Systems (MRS I - MRS 4RD)

SeatbeltTensioning Systems

It has already been proven that 3-point seatbelts offer an unsurpassed level of protection
during a motor vehicle accident. However, BMW has added some improvements to
increase the level of safety as well as the comfort level of the occupant.

In orderto make the seat belt comfortable to wear while driving, the belt must have a suf¬
ficient amount of travel to allow movement but the slack must be kept to a minimum.

This inertia reel is designed to keep a sufficient amount of tension but to lock undercer-
tain conditions.

The inertia reel has two independent locking systems that will lock under various driving
conditions. The two locking systems are:

• Ball Type Mechanism - The ball type mechanism uses a ball bearing and lever
mechanism which responds to changes in g-force. During extreme cornering, high
bank turns, sharp braking and in a collision, the seat belt will be locked in place by
the toothed wheel in the inertia reel, the toothed wheel is blocked by the ball and
lever assembly.

• Centrifugal M echanism - The centrifugal mechanism will lock the seatbelt when it is
pulled quickly from the reel. This can be demonstrated by jerking the seat belt out
of the reel quickly, the seat belt should lock immediately and then unlock once the
belt is released and pulled out slowly.

Ball Mechanism Centrifugal Mechanism

43

Multiple Restraint Systems (MRS I - MRS 4RD)

Pyrotechnic SeatbeltTensioners

The inertia reel mechanism is designed to
minimize the amount of belt slack, however
this does not take into account the elasticity of
the seat belt. Also, the seating position and
the thickness of the occupants clothing must
also be considered.

To counteract these possibilities, BMW has
installed a pre-tensioning mechanism to
reduce the slack in the seat belt during an
impact.

Once an impact of sufficient severity is detect¬
ed, the gas generator in the pre-tensioned will
tighten the seat belt approximately 55mm.

This will preventthe occupant from sliding
under the seatbelt, an effect referred to as
"submarining".

This ensures that during an impact, the upper
body will shift forward which improves the
effectiveness of the airbag.

There are 4 types of seat belt pre-tensioning
devices used in BMW vehicles. On MRS
equipped vehicles, the pre-tensioners in use
are the pyrotechnic type.

The pyrotechnic seat belt tensioned consists
of a seat belt buckle attached to a steel cable.
The steel cable is fitted to a piston at the end
of the cable. The piston is installed in a steel
tube which contains a small amount of solid
propellant.

Upon impact, the propellant is ignited and the
piston is driven down the tube. This in turn
pulls the steel cable which pulls the seat belt
buckle downward.

After an accident where the pre-tensioners are
deployed, they must be replaced.

44

M ultiple Restraint Systems (MRS I - MRS 4RD)

Seat Integrated Belt Systems (SGS)

The SGS system is used on vehicles that do
not have a b-pillar post. The first vehicle to
use the SGS seat was the E31. Currently, the
E46 convertible and the E64 use the SGS
seat.

All seat belt attaching points including the
upper anchor point are integral to the seat
frame. All of the forces in a collision are
absorbed by the seat frame and the floorpan.

The SGS seat allows the best possible seat
belt geometry in relation to the occupant.

The seat belt is wrapped tightly around the
occupant irrespective of seat position and
body size. This helps reduce the amount of
free seat belt length and also further reduces
excessive slack.

The features of the SGS seat are as follows:

• All of the seat belt attachment points are
connected to the seat frame.

• The inertia reel clamps the seat belt at
the closest possible point to the occu¬
pant.

• Optimum protection of occupants in the
event of a collision.

• Seat belt strap is released when the
backrest is folded or adjusted.

• Comfort is maximized by allowing ideal
body restraint for any seat setting or body
size.

• Restricted forward displacement of occu¬
pant due to additional seat belt strap ten¬
sioner.

• More protection during rear and side
impact.

• No "submarining" effect.

• Ideal solution forvehicles without b-pillar

45

Multiple Restraint Systems (MRS I - MRS 4RD)

Seat Belt Contacts

Regardless of seat type ortensioning device used, all seat belt buckles have a switch
mechanism. The seat belt buckle switch has a dual purpose. The switch reports seat
belt status to the M RS module forthe purpose of trigger logic. The M RS can then actu¬
ate the necessary pyrotechnic devices (e.g. belt tensioner, airbags etc.)

The seat belt is also used forthe seat belt warning light. This feature will illuminate the
seat belt warning light if the vehicle is started without the seat belt being fastened.

Early seat belt mechanisms used a mechanical type switch. Later models adopted a
hall-effect switch to increase reliability.

The hall-sensor buckle switch has been in use on most models since M arch of 1997.

46

M ultiple Restraint Systems (MRS I - MRS 4RD)

Workshop Exercise - Checking Airbag Igniter Circuits

Using an instructor designated vehicle, check the following airbag circuits:

Attention: Be sure to disconnect battery before checking airbag igniter cir¬
cuits. When servicing vehicles up to 9/93 production, disconnect
the battery and wait at least 30 minutes before beginning any ser¬
vice procedure. On vehicles from 9/93, wait 60 seconds before
beginning any service work.

From the MRS module connector, check the resistance of the side airbag circuits.

What is the observed resistance?_

Using the "resistance tool" supplied by the instmctor, apply an increasing amount of
resistance until the A WL is illuminated.

What is the minimum resistance required to illuminate the AWL?

With the increased resistance in place, perform the applicable test module as per
DISplus/GT-1 instructions.

What does the test module conclude as the root cause?

What does the test module state as the correct resistance range for the side airbag
circuit?

From the MRS module connector, check the resistance of the driver's side airbag
(both stages):

What is the resistance observed?

47

M ultiple Restraint Systems (MRS I - MRS 4RD)

Principle of Operation

Crash Output Signal

The Crash Output Signal (CA) is an output of the MRS control module. In the event of an
impact, various systems will by activated to facilitate access by rescue personnel. The
door locks (if locked) will be unlocked, the interior lights will be turned on and the hazard
warning flashers will be activated.

To accomplish this, the M RS module sends a "crash output" signal (CA) to various sys¬
tems within the vehicle. Depending on the vehicle model and system fitted, the crash
signal will be a 12 volt high/low signal ora bus telegram overthe K-Bus.

The body electronic system (ZKE III, IV orV) receive the crash signal forthe activation of
the locks and interior lights. The lighting system (LCM orLSZ) also receives the crash
signal for activation of the hazard lights.

Crash signal on vehicles without K-Bus

48

M ultiple Restraint Systems (MRS I - MRS 4RD)

Fuel Pump Cutoff Circuit

Beginning with MRS III, the fuel pump operation will be de-activated during an impact for
added safety. The M RS module sends a "crash message" overthe K-bus. This K-bus
message is processed by the cluster and sent to the ECM via the CAN bus.

The ECM interrupts fuel pump operation by de-activating the control circuit of the fuel
pump relay.

K BUS

FUEL

PUMP

RELAY

CONTROL

49

Multiple Restraint Systems (MRS I - MRS 4RD)

SOS/Emergency Call

Beginning with the 2004 3 series and the X3, the SOS/emergency call feature can now
be initiated by the MRS control module via the K-bus. Upon airbag deployment, the
M RS control module will send a K-bus telegram to the Telematics Control Unit (TCU) to
send an emergency call.

The new TCU is equipped with GPS capability that allows the vehicle to be located by
emergency personnel.

50

M ultiple Restraint Systems (MRS I - MRS 4RD)

Workshop Hints

Checking Airbag Resistance

When checking airbag resistance, always use the correct test cable. This ensures that
the shorting bridges are disconnected. Failure to do so will result in improper resistance
readings during testing.

Repairing Airbag Wiring

As a general rule, airbag wiring is not to be repaired unless specified in a service bulletin
or outlined in repair instructions. There are some repair kits available in the parts system.
These are usually for side airbag ignition circuits.

Airbag De-activation

De-activation of Airbags (front and frontside)

On certain vehicles, it is possible to de-activate the front passenger and front side
airbags and the rear side airbags upon customer request.

As far as the de-activation of the front passenger airbag is concerned, referto BMW
Service Information Bulletin (SIB) B 72 08 97. All ofthe necessary regulations and
procedures are outlined here.

To deactivate the passenger side airbags (and rear side airbag), a special code will need
to be obtained from BMW NA. The "special code" is used in ZCS/FA coding to properly
de-activate the specified airbags.

The bulletin also outlines the properforms to be used. The customerwill have to fill out a
necessary disclaimer/authorization form for this.

The forms are then faxed to BMW NA via the BMW center. The necessary fax numbers
are also outlined in the SIB.

De-activation of Airbags (rear side)

On some vehicles, the customer may request to have the rear side airbags de-activated
as well as the rear HPS (not recommended).

In response to this some vehicles produced from 6/99 (E38, E39 and E65) come from
the factory with the rear side airbags de-activated and disconnected.

Therefore in orderforthe side airbags to be active, the customer must fill out the neces¬
sary forms and have the rear airbags re-connected and re-activated via coding.

Referto BMW SIB B 72 03 99, which contains all ofthe necessary procedure.

51

M ultiple Restraint Systems (MRS I - MRS 4RD)

^ C lassroom Exercise - Review Questions

1. What are the two purposes of the seat belt contacts?

2. What is the purpose of the shorting bridges in the airbag igniter circuits?

3. What is unique about the head protection system on the E83 (X3)?

4. What airbag system was the first to use BST?

5. Which MRS systems have the capability to cut-off the fuel pump operation in the
event of an impact?

6. What vehicles are equipped with the SGS seat and why?

7. Why is there no venting on the ITS assembly?

52

M ultiple Restraint Systems (MRS I - MRS 4RD)

8. When diagnosing an igniter circuit on a side airbag, what should be considered
BEFORE replacing any airbag components (i.e. MRS module orside airbag)?

9. Which M RS systems are equipped with HPS?

10. What are the two types of locking system mechanisms used on the inertia reel?

11. What is the approximate resistance of an airbag igniter circuit?

12.What precautions should be observed when performing repairs to the airbag
contact ring or surrounding components?

Review Notes:

53

M ultiple Restraint Systems (MRS I - MRS 4RD)