BMW X5: Information On Replacing Steering Gear After Accident Damage

Facts:

In the event of accidents or driving conditions similar to accidents, shocklike loads can cause different types of damage to steering gears. When a steering gear is externally undamaged, it is sometimes only possible to identify damage with great difficulty and with great effort. However, damage of this nature poses an unacceptable risk to the vehicle because it can result in failure of the steering system.

Because of the disproportionate amount of effort involved, it is generally not sensible to check thoroughly all the individual components of the steering gear and as an alternative it is necessary to take into account other components which can be checked more easily.

Procedure:

The steering gear must be replaced if one or more of the following points apply:

1. Visible or noticeable damage to the steering gear
2. Unacceptable torque increase and jamming when the steering gear is turned from lock to lock (without hydraulic assistance)
3. Permissible tolerances exceeded during axle/wheel alignment check (if necessary, include alignment record with invoice / report)
4. Fire damage
5. Damage, permanent deformation or fractures to:
   • Wheel rims in the event of a negative result from the wheel/axle alignment check
   • Spring struts, steering knuckles, wheel carriers
   • Control arms
   • Compression or tension struts or stabilizer bars with this function
   • Body-side screwing/bolting points for wheel guide/control components
   • Front axle carrier
   • Pitman arms
   • Tie rods
   • Steering gear fixtures
   • Steering column

This guideline is binding for all accident repairs to BMW and MINI vehicles.

NOTE: If the steering gear replacement work which is required for safety reasons is refused by the customer or an insurance company for cost reasons, a memorandum to that effect must be drawn up and countersigned by the party bearing the costs of the accident repair.

IMPORTANT: The vehicle's type approval will be invalidated whenever the function of any of its safety components is compromised!

MOVING VEHICLE INTO DESIGN POSITION

Necessary preliminary tasks:

• Move vehicle into normal position.
• Version with air spring system:
  • Remove ignition key
  • Pull fuse for air supply unit control unit
• Add/distribute weights in area of spring struts until the vehicle ride height is within the tolerance.

  Measure ride-level height of vehicle.

MOVING VEHICLE INTO NORMAL POSITION

Necessary preliminary tasks:

• Check compliance with test conditions , bring vehicle to a stop if necessary.
• Version with air spring system: Carry out ride-height-calibration.
• Check vehicle interior and luggage compartment (incl. luggage compartment recess) for load, unload vehicle if necessary.
• Introduce DIN load.
• Determine vehicle ride height.

NOTE: If the vehicle ride height is not inside the tolerance (refer to STEERING AND WHEEL ALIGNMENT - TECHNICAL DATA ), the vehicle must be repaired (coil spring/leakage).

PERFORMING RIM RUNOUT COMPENSATION

NOTE: Rim runout compensation involves electronically recording the lateral runout of the rim and the possible clamping error of the quick-clamping unit for one wheel rotation and compensating the toe and camber for measurement/alignment.

Compress/deflect car.

TEACHING IN CENTRE POSITION FOR POWER STEERING (ACTIVE FRONT STEERING) (FROM 03/2007)

NOTE: Carry out the following procedure after disconnecting the battery or disconnecting electrical plug connections on the steering column switch cluster.

Turn on ignition, start engine if necessary.

Turn steering wheel twice in both directions to full lock.

IMPORTANT: If the indicator lamp does not go out after the ignition is turned on again, an adjustment of the active front steering must be carried out.

TEST CONDITIONS FOR CHASSIS/WHEEL ALIGNMENT CHECK

Observe the following test conditions prior to the chassis/wheel alignment check:

1. Correct and identical rim and tire sizes.
2. Correct tread depth. The tread depth for each axle may differ from left to right by max. 3-4 mm.
3. Correct tire inflation pressure.
4. Wheel bearing clearance OK
5. Steering backlash OK
6. Condition of suspension and shock absorbers OK
7. Cars with ride level control: Pull fuse of air supply unit so that there is no controlling down or up.

TROUBLESHOOTING AFTER CHASSIS/WHEEL ALIGNMENT CHECK

Substandard roadholding, a typical noises, tyres worn on one side and toe-in/camber values which deviate from the nominal value are all indicators of damage to the suspension caused by road traffic accidents or similar impacts.

You must also follow the rules and guidelines for accident-related repairs to the steering gear.

Procedure:

• Ride-height problems:
  I. Check load , correct if necessary (e.g. luggage compartment).
  II. Check coil springs for damage/correct seating, replace if necessary.
  III. Check air springs for damage.
  IV. Check ride-height sensor for damage, carry out ride-height-calibration if necessary
• Setting problems:
  I. Tighten all suspension screw/bolt connections to specified torque
  II. Check all suspension components for deformation/damage or retrofits, replace if necessary

CAUTION: When replacing deformed or damaged suspension components, also check the adjoining components for damage and replace if necessary (comply with repair instructions).

NOTE: If after chassis/suspension components have been replaced adjustment of camber/track alignment is not possible, the vehicle must be placed on the body straightening bench.

READ NEXT: