BMW 2765 — VANOS Valve Inlet Bank 2 Activation

Reduced engine torque and worsened exhaust emissions. MIL illuminates after two driving cycles. Rough idle and hesitation under acceleration as the intake cam on bank 2 defaults to a fixed position. On inline-6 engines, the effect may be more noticeable in the upper RPM range where bank 2 intake timing has the greatest impact.

1. Chafed or heat-damaged wiring contacting a power source near the rear of the cylinder head.
2. Internal short in the VANOS solenoid coil.
3. DME internal driver fault reporting false short-to-B+.

1. Disconnect the intake VANOS solenoid connector on bank 2 (rear of cylinder head). Clear faults and re-read. Fault returns with connector unplugged = suspect DME driver. Fault clears = external issue.
2. With solenoid disconnected and ignition on, measure voltage at the solenoid signal pin relative to ground. No voltage should be present.
3. Inspect the wiring harness along the rear of the cylinder head for damage, chafing, or melted insulation.
4. Measure solenoid coil resistance. Compare to BMW TIS specification for your engine. Low readings indicate an internal short.
5. If external checks pass, suspect the DME ATIC35 driver.

Reduced engine torque and worsened exhaust emissions. MIL illuminates after two driving cycles. Rough idle and reduced power as the intake cam on bank 2 defaults to a fixed position.

1. Wiring harness chafed against the cylinder head casting or valve cover mounting hardware near bank 2.
2. Moisture or oil contamination in the solenoid connector causing a leakage path to ground.
3. Internal coil-to-housing short within the solenoid.

1. Disconnect the solenoid connector and inspect for moisture, oil, or pin corrosion. Clean and dry.
2. Measure resistance from each solenoid pin to the engine block. Any reading other than OL indicates a ground fault.
3. Test the solenoid in isolation — measure from each pin to the solenoid body. Continuity to the body = internal short. Replace.
4. If the solenoid is clean, trace the harness for bare wire contacting grounded surfaces.
5. Measure coil resistance across solenoid pins. Low resistance confirms coil degradation.

Reduced engine torque. MIL illuminates after two driving cycles. The intake cam on bank 2 remains in its default position, resulting in loss of mid-range and low-end torque from cylinders 4–6.

1. Disconnected or loose solenoid connector on bank 2 (rear of head — easy to overlook during service).
2. Broken wire due to heat fatigue or vibration, especially at stress points in the harness.
3. Open-circuit solenoid coil from internal winding failure.
4. Corroded pins at the solenoid or DME connector.

1. Locate and verify the bank 2 intake VANOS solenoid connector (rear of cylinder head) is fully seated and locked.
2. Disconnect and measure solenoid coil resistance. OL = coil broken, replace solenoid. Normal reading = solenoid intact.
3. Check continuity from solenoid connector to DME connector using the chassis wiring diagram (BMW TIS).
4. Inspect for wire breaks at harness bends and connector junctions.
5. Check connector pins for corrosion. Clean with contact cleaner.

Reduced engine torque and degraded emissions. MIL illuminates after two driving cycles. The intake cam on bank 2 defaults to a fixed position. Symptoms are functionally identical to an open circuit fault.

1. Partially degraded solenoid coil drawing marginal overcurrent over sustained periods.
2. High E-box or engine bay temperatures from extreme driving conditions.
3. Restricted DME ventilation (missing E-box cover, aftermarket obstructions).

1. Note driving conditions at time of fault. Extreme heat or sustained load may be the trigger.
2. Measure solenoid coil resistance. A reading near the low end of the specification range suggests marginal overcurrent.
3. Inspect E-box ventilation and DME area for thermal issues.
4. Monitor DME temperature via ISTA live data if available.
5. Clear fault and monitor. Recurrence under normal conditions suggests a degrading DME driver circuit.