Navigating the intricacies of the BMW E36 M3’s anti-theft system, particularly the EWS (Elektronische Wegfahrsperre) in OBD2 models, can be confusing. Online forums are rife with misleading information, especially when it comes to bypassing or modifying these systems. This article aims to clarify the facts surrounding the E36 M3 Obd2 Chip and its relationship with the EWS 2 system, providing accurate information for enthusiasts and owners alike.
It’s crucial to understand that the EWS system in OBD2 E36 M3s is significantly more sophisticated than earlier iterations. Forget about simple “hot-wiring” fixes often suggested for older systems. The OBD2 EWS 2 system is designed to be robust against such basic bypass attempts. While earlier EWS versions and OBD1 systems might have vulnerabilities exploitable with expensive chips or wire manipulations, these methods become far more complex and less practical for anyone attempting unauthorized access compared to vehicles without any EWS at all.
The primary goal here is to dispel the generalized myths surrounding “Drive Away Protection Systems,” EWS 1 (OBD1), and EWS 2 (OBD1 and OBD2). A quick search for “EWS delete” reveals a plethora of oversimplified and often inaccurate advice. You’ll find claims of easy EWS bypasses involving snipping or jumping a single wire. While such methods might have worked on vehicles equipped with early “Drive Away Protection” or EWS 1 systems, they are definitively ineffective on later EWS 2 systems prevalent in OBD2 E36 M3s. Misinformation of this nature can lead to frustration and unnecessary electrical problems if applied incorrectly to incompatible systems.
This guide is also intended to assist individuals undertaking engine swaps or upgrades. For example, owners of earlier E36 models without factory-installed EWS might consider swapping in a later OBD2 engine, such as the S52 found in the US-spec E36 M3, which inherently includes the EWS 2 OBD2 system. Understanding the compatibility and potential challenges introduced by the EWS system is vital in such projects.
For a comprehensive understanding of BMW’s anti-theft systems, referring to official BMW service literature is highly recommended. A valuable resource is a genuine BMW service PDF detailing the EWS system.
http://www.europeantransmissions.com/Bulletin/DTC.BMW/understandthe%20EWS%20BMW.pdf
Reviewing this document thoroughly before proceeding further or seeking clarification is advisable, as it provides a solid foundation for comprehending the complexities of EWS.
As highlighted in the BMW documentation, E36 models incorporated various iterations of anti-theft systems throughout their production run. The EWS 2 system, specifically, became standard on all E36s manufactured from January 1995 until the end of production. This timeline is crucial for identifying whether an E36 M3 is equipped with EWS 2.
Confusion often arises when considering EWS 2 in conjunction with different DME (Digital Motor Electronics) or ECU (Engine Control Unit) versions. While the linked PDF provides insights into EWS versions, it doesn’t delve deeply into the nuances of OBD1 versus OBD2 DME/ECUs used with EWS 2. A common misconception is that modifications applicable to OBD1 Bosch 413 DMEs are equally applicable to the later Siemens MS41.1 DME found in OBD2 cars. However, OBD2 cars with the Siemens MS41.1 DME, unlike some OBD1 counterparts, generally cannot be simply chipped for performance upgrades or EWS bypass. They typically require flashing or reprogramming using specialized tools like Shark Injectors or other professional programming equipment.
Clarification regarding DME compatibility is essential. It’s generally understood that the red label Bosch 413 DME is a non-EWS unit. The silver label Bosch 413 DME is associated with EWS, but the specific version (EWS 1 or EWS 2) is less clear and has caused debate. Were there indeed two versions of the silver label 413 – one for EWS 1 and another for EWS 2? Alternatively, was the red label 413 exclusively paired with EWS 1, while the silver label 413 was solely used with EWS 2? Regarding the Siemens MS41.1 DME in OBD2 vehicles, it’s widely accepted that it is exclusively linked to EWS 2 and cannot be bypassed as easily as some versions of the 413 DME.
A silver label Bosch 413 DME, often associated with EWS systems in E36 models.
To understand the chip-based bypass method for certain silver label 413 DMEs, it’s important to note that these DMEs can accept replacement chips. Turner Motorsport, for instance, offers chips designed for 413 DMEs that can bypass EWS, along with performance enhancements like spark advance and rev limiter adjustments.
http://www.turnermotorsport.com/html/detail.asp?PRODUCT_ID=413%20D-EWS
These are essentially plug-and-play bypass solutions combined with performance tuning for compatible DMEs. However, it’s absolutely critical to emphasize that these chip solutions are NOT applicable to OBD2 cars. This distinction is paramount to avoid damaging your DME or creating further complications.
Considering an OBD2 engine swap into an OBD1 vehicle, such as installing an S52 into an earlier E36, presents EWS integration challenges. OBD1 cars lack the antenna ring around the steering column necessary to detect the transponder chip in later EWS keys. There are primarily two approaches to address this when installing an OBD2 engine with EWS 2 into an OBD1 chassis:
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DME Flashing/Reprogramming: One option involves sending the Siemens MS41.1 DME to a specialist for reprogramming. This process entails flashing the DME to effectively ignore or bypass the EWS 2 system altogether. This eliminates the need for the EWS 2 module, antenna ring, and chipped key. However, identifying reputable services capable of performing this DME flashing is necessary.
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EWS 2 System Transplant: Alternatively, you could retain the complete EWS 2 system from the donor OBD2 vehicle. This includes the EWS 2 module, antenna ring, and chipped key. The mechanical key portion becomes irrelevant in this scenario and can be discarded. The focus is on the chip within the key handle. You would need to source and integrate an antenna ring – either by acquiring one separately or carefully removing it from the donor car’s steering column/ignition assembly. The chipped key would then need to be positioned in proximity to the antenna ring (often taped or secured near it, hidden under the dash) so the EWS 2 system can read the chip and authorize engine start.
Diagram illustrating the EWS II antenna ring and key components.
This “transplant” method avoids DME flashing but is considered a less elegant workaround. While functionally effective and concealed from view, it involves integrating components in a manner not originally intended by the manufacturer. A visual representation of a similar workaround can be found in resources like the following:
http://www.drdetailshop.com/doc1060.htm
For comprehensive reference on E36 and other BMW electrical systems, wiring diagrams are invaluable. Resources like the following provide access to a wealth of schematics:
http://wedophones.com/BMWManualsLead.htm
Hopefully, this detailed explanation clarifies much of the prevailing misinformation surrounding EWS systems in E36 models. By understanding the distinctions between EWS versions, particularly EWS 2 in OBD2 E36 M3s, and the limitations of various bypass methods, owners and enthusiasts can approach modifications and engine swaps with greater clarity and accuracy. Further contributions, verified information, and answers to the remaining DME-related questions are welcome to enhance this resource. Let’s maintain accuracy and avoid speculation to ensure this information remains a reliable guide for the E36 community.
