BMW Service

Technical Training -
Product Information.
Advanced Diesel with
BluePerformance.
The information contained in the Product Information and the Workbook forman integral part of
the training literature of BMW Technical Training.
Refer to the latest relevant BMW Service information for any changes/supplements to the
Technical Data.
Information status: June 2008
Contact: conceptinfo@bmw.de
2008 BMW AG
Mnchen, Germany
Reprints of this publication or its parts require the written approval of
BMW AG, Mnchen
VH-23, International Technical Training
Product Information.
Advanced Diesel.
Diesel engine for North America
Selective Catalytic Reduction (SCR)
Low pressure exhaust gas recirculation
(LP EGR)
Notes on this Product Information
Symbols used
The following symbols are used in this Product Information to improve
understanding and to highlight important information:
3 contains important safety information as well as information that is
necessary to ensure smooth system operation and must be adhered to.
1 identifies the end of a note.
Information status and national variants
BMW vehicles conform to the highest safety and quality standards.
Changes in terms of environmental protection, customer benefits and
design render necessary continuous development of systems and
components. Consequently, there may be discrepancies between this
Product Information and the vehicles available in the training course.
This documentation describes left-hand drive vehicles.
In right-hand drive vehicles, the arrangement of some controls or
components may differ from the illustrations in this Product Information.
Further differences may arise as the result of the equipment variants used
in specific markets or countries.
Additional sources of information
Further information on the individual topics can be found in the following:
- Owner's Handbook
- Integrated Service Technical Application.
Contents.
Advanced Diesel.
Objectives 1
Product information and working reference for
practical applications. 1
Models 3
Engine variants 3
Introduction 7
System components 23
Engine mechanical system 23
Air intake and exhaust system 25
Cooling system 38
Fuel preparation system 41
Overview of fuel supply system 43
Functions of the fuel supply system 47
Components of the fuel supply system 51
Overview of selective catalytic reduction 60
Functions of selective catalytic reduction
system 72
Components of the selective catalytic
reduction system 95
Engine electrical system 110
Automatic transmission 119
1
6
Objectives.
Advanced Diesel.
Product information and working reference for practical
applications.
This Product Information provides information
on the design and function of the M57D30T2
US engine.
This Product Information is structured as a
working reference and complements the
subject material of the BMW Aftersales
Training seminar. The Product Information is
also suitable for self-study.
As a preparation for the technical training
program, this Product Information provides an
insight into the diesel engine for the US
market. In conjunction with practical exercises
carried out in the training course, its aim is to
enable course participants to carry out
servicing work on the M57D30T2 US engine.
Technical and practical background
knowledge of the current BMWdiesel engines
will simplify your understandingof thesystems
described here and their functions.
2
6
3
7
Models.
Advanced Diesel.
Engine variants
Models with the M57D30T2 US engine at the
time of market launch in Autumn 2008.
1 - BMW 335d 2 - BMW X5 xDrive35d
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335d E90 M57D30T2 2993 90/84
200/265
4200
580
1750
11/08
X5 xDrive35d E70 M57D30T2 2993 90/84
200/265
4200
580
1750
11/08
4
7
History of the M57 engine
The M57 engine is by far one of the most
successful engines at BMW. It is fitted in
numerous models right across the vehicle
range. It plays the part of the extremely
powerful top-of-the-rangeengine, for example
in the 3 Series just as effectively as the well-
balanced entry class engine in the 7 Series.
10 years have already passed since its
introduction and many improvements have
been made during this period. In particular the
re-engineering that took place in 2002 and
again in 2005 ensure that the M57 engine is
still state-of-the-art.
The following table shows an overview of the
individual models equipped with the M57
engine.
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M57D30O0 530d E39 2926 135/184 390 DDE4.0 9/98 3/00
M57D30O0 730d E38 2926 135/184 410 DDE4.1 9/98 3/00
M57D30O0 330d E46 2926 135/184 390 DDE4.0 9/99 3/03
M57D25O0 525d E39 2497 120/163 350 DDE4.0 3/00 2/04
M57D30O0 530d E39 2926 142/193 390 DDE4.0 3/00 5/04
M57D30O0 730d E38 2926 142/193 430 DDE4.1 3/00 7/01
M57D30O0 X5 3.0d E53 2926 135/184 410 DDE4.0 4/01 9/03
M57D30O1 730d E65 2993 160/218 500 DDE506 9/02 3/05
M57D30O1 330d E46 2993 150/204 410 DDE506 3/03 9/06
M57D30O1 530d E60 2993 160/218 500 DDE508 3/03 4/04
M57D30O1 X3 3.0d E83 2993 150/204 410 DDE506 9/03 9/05
M57D30O1 X5 3.0d E53 2993 160/218 500 DDE506 9/03 9/06
M57D25O1 525d E60 2497 130/177 400 DDE509 4/04 3/07
M57D25O1 525d E61 2497 130/177 400 DDE509 4/04 3/07
M57D30O1 530d E60 2993 160/218 500 DDE509 4/04 9/05
M57D30O1 530d E61 2993 160/218 500 DDE509 4/04 9/05
M57D30T1 535d E90 2993 200/272 560 DDE606 9/04 3/07
M57D30T1 535d E61 2993 200/272 560 DDE606 9/04 3/07
5
7
M57D30O2 730d E65 2993 170/231 520 DDE626 3/05 9/08
M57D30O2 330d E90 2993 170/231 500 DDE626 9/05 9/08
M57D30O2 330d E91 2993 170/231 500 DDE626 9/05 9/08
M57D30O2 530d E61 2993 170/231 500 DDE626 9/05 in production
M57D30O2 530d E61 2993 170/231 500 DDE626 9/05 in production
M57D30O2 730Ld E66 2993 170/231 520 DDE626 9/05 9/08
M57D30O2 X3 3.0d E53 2993 160/218 500 DDE626 9/05 in production
M57D30U2 325d E90 2497 145/197 400 DDE606 9/06 in production
M57D30U2 325d E91 2497 145/197 400 DDE606 9/06 in production
M57D30O2 330d E92 2993 170/231 500 DDE626 9/06 in production
M57D30T2 335d E90 2993 210/286 580 DDE626 9/06 in production
M57D30T2 335d E91 2993 210/286 580 DDE626 9/06 in production
M57D30T2 335d E92 2993 210/286 580 DDE626 9/06 in production
M57D30T2 X3 3.0sd E83 2993 210/286 580 DDE626 9/06 in production
M57D30U2 325d E92 2497 145/197 400 DDE606 3/07 in production
M57D30U2 525d E60 2497 145/197 400 DDE606 3/07 in production
M57D30U2 525d E61 2497 145/197 400 DDE606 3/07 in production
M57D30O2 330d E93 2993 170/231 500 DDE626 3/07 in production
M57D30O2 X5 3.0d E70 2993 173/235 520 DDE626 3/07 in production
M57D30T2 535d E60 2993 210/286 580 DDE626 3/07 in production
M57D30T2 535d E61 2993 210/286 580 DDE626 3/07 in production
M57D30U2 325d E93 2497 145/197 400 DDE606 9/07 in production
M57D30T2 635d E63 2993 210/286 580 DDE626 9/07 in production
M57D30T2 635d E64 2993 210/286 580 DDE626 9/07 in production
M57D30T2 X5 3.0sd E70 2993 210/286 580 DDE626 9/07 in production
M57D30O2 X6
xDrive30d
E71 2993 173/235 520 DDE626 5/08 in production
M57D30T2 X6
xDrive35d
E71 2993 210/286 580 DDE626 5/08 in production
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Introduction.
Advanced Diesel.
A diesel engine for North America
Impressive power and performance as well as
exemplary efficiency have contributed to
making BMW diesel engines an attractive as
well as future-oriented drive technology. This
technology is now being made available to
drivers in North America.
BMW is introducing this diesel technology to
the USA and Canada under the name "BMW
Advanced Diesel". The introduction is an
integral part of the EfficientDynamics
development strategy, which has become a
synonym for extremely low CO
2
emissions -
not surprising when considering its extremely
low fuel consumption. EfficientDynamics is
not solely an instrument for reducing fuel
consumption but rather it is designed as an
intelligent entity with increased dynamics. Not
without goodreason the M57D30T2engine is
referred to as the world's most agile diesel
engine.
History
In 1892, Rudolf Diesel applied for a patent for
his first self-igniting combustion engine.
Initially, this large, slow-running engine was
intended for stationary operation only. The
intricate engine structure and complicated
injection systemmeant production costs were
high. The first simple diesel engines were not
particularly comfortable and powerful-revving
machines. It was not possible to mistake the
distinctive sound of the harsh combustion
process in the diesel engine when cold (diesel
knock). Comparedtothe spark ignition engine,
it offered a poorer power/weight ratio,
acceleration characteristics and lower specific
output.
"Miniaturization" could be realized only by
improving materials and the manufacturing
process during the course of commercial
vehicle production. Although the first diesel
vehicle was presented as early as 1936, it was
not before the 1970s that the diesel engine
became accepted as a viable drive source.
The breakthrough came in the 1980s when
the diesel engine was finally refined enough to
be a real alternative to the spark ignition
engine. At this time, in view of the improved
dynamics and acoustics the decision was
made to introduce the diesel engine in series
production vehicles at BMW.
1 - Rudolf Diesel and his engine
8
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1983
The M21D24 engine introduced for the first
time in the E28 as the 524td featured an
exhaust turbocharger and had a displacement
of 2.4 litres. It was derived from the M20 6-
cylinder petrol engine and developed 85 kW/
115 bhp. Both engines could therefore be
built on the same production facilities.
At that time, the performance with a top speed
of 180 km/h and acceleration from 0 to 100
km/h in 13.5 seconds set newstandards in the
dynamics of diesel motor vehicles. The 524td
was therefore given the nickname "Sport
diesel".
This was the first diesel engine at BMWand, at
the same time, the last for a long time in the
US market.
1985
The M21 was also built as a naturally-
aspirated diesel engine as from September
1985, making it possible to offer a cost-
effective "entry-level engine". This engine
made a name for itself in the 324d (E30) as the
smoothest runningauto-ignitionengineonthe
market.
1987
As the world's first carmaker to do so, BMW
introduced the electronic engine
management system, the so-called Digital
Diesel Electronics (DDE). Faster and more
exact than a mechanical control system, the
electronics effectively controls:
Exhaust emission characteristics
Fuel consumption characteristics
Noise emission
Engine running refinement.
2 - BMW 524td with M21 engine
9
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1991
1991 saw the debut of the newly developed
M51D25 engine which, with intercooling and
an output of 105 kW/143 bhp was the most
powerful diesel engine in its class throughout
the world. It replaced the M21 engine and was
fitted with a crankcase based on a completely
new design.
The engine was offered in the output variants
115 bhp and 143 bhp. Exhaust emission and
full load smoke were reduced by a V-shaped
main combustion chamber in the piston.
1994
The M41 engine was the first 4-cylinder diesel
engine to be used at BMW. It was derived from
the M51D25 engine and shared 56 % of its
components. New features included the
hollow-cast camshaft mounted in 5 bearings
as well as a cylinder head cover the isolated
structure-borne noise.
This engine was fitted in various models of the
E36 series.
3 - BMW 525tds with M51 engine
10
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1998
In 1998 BMW built the most powerful 4-
cylinder diesel engine - the M47 with direct
fuel injection.
With 100 kW developed from 2 litre
displacement, a performance level was
achieved which up until then was the reserve
only of petrol engines. This corresponds to a
specific output of 50 kW or 68 bhp.
Motor sport provided the best proof of the
efficiency and reliability of the new diesel
technology. BMW celebrated a historic
success on the Nrburg Ring.
With the 320d, a diesel engine won a 24 hour
race for the first time in motor sports history in
1998. This victory came not only due to the
fact that it needed fewer pit stops for refuelling
but also because the BMW drove the fastest
lap times.
4 - BMW 320d with M47 engine
5 - BMW 320d touring car with M47 engine
11
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1999
The first V8 diesel engine, the M67D40
engine, with 4 litre displacement was
presented in the E38 which developed an
output of 175 kW. BMW proved its technical
authority with the, at that time, world's most
powerful passenger vehicle diesel engine with
common rail fuel injection and 2 exhaust
turbochargers.
The engine is fitted with a crankcase made
from high-strength cast iron with vermicular
graphite (GGV), an aluminium cylinder head
and a two-piece oil sump.
2001
The M47TU with the second generation
common rail injection system and DDE5
boosted the power output to 110 kW/150 bhp.
The M57D30 engine is a further development
of the M51D25 engine. It has a cast iron
casing fitted with a light alloy cylinder head
with 4-valve technology. The M57 engine is
the world's first 6-cylinder in-line diesel engine
in a passenger vehicle that is equipped with
future-oriented common rail injection
technology.
This new, highly complex electronically
controlled fuel injection system perfectly
satisfies the demands for high and constant
injection pressure over the entire injection
period. The engine offers substantially lower
fuel consumption compared to swirl-chamber
engines, superior performance and smooth
engine operation under extreme conditions.
6 - BMW 740d with M67 engine
12
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2004
The M57TU TOP engine with 2-stage
turbocharging is introduced as the most
powerful diesel engine (E60 and E61). One
small and one large turbocharger is used in the
2-stage turbocharging system. The diesel
engine in the 535d develops 40 kW/54 bhp
more than at the same displacement (3.0
litres) in the 530d.
The power output is 200 kW/272 bhp. The
maximum torque of 560 Nm is reached at
2000 rpm. With this extraordinary engine, Luc
Alphand won not only the diesel classification
of the Paris-Dakar Rally, but also came fourth
in the overall rankings.
7 - BMW 530d with M57 engine
8 - BMW X5 3.0d with M57TU TOP engine
13
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2005
The M57TU2 engine is fitted in the E65. In
addition to the increase in output and torque,
it boasts the following technical features:
Reduced weight through aluminium
crankcase
3rd generation common rail system with
piezo-injector and a fuel rail pressure of
1600 bar
Compliance with the exhaust emission
regulation EURO 4 and diesel particulate
filter as standard
Optimized electric boost pressure actuator
for the turbocharger with variable turbine
geometry.
2005
The M67 engine in the E65 was
comprehensively reengineered in the same
year. The aim was to achieve a distinct boost
in dynamics by increasing power output and
reducing weight. In the case of the M67
specifically this aim is reflected in an increase
in power output of 16 %while simultaneously
reducing the engine weight by 14 % - and
achieved without increasing fuel consumption.
This was mainly achieved through a new,
lightweight aluminium crankcase and by
increasing the displacement to 4.4 litres.
9 - BMW 730d with M57TU2 engine
14
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2006
In 2006, the M57TU TOP engine was re-
engineered and equipped with the same
technical details as the M57TU2, such as an
aluminiumcrankcase and piezo-fuel injectors.
This engine was given the designation
M57D30T2. It was introduced simultaneously
into the 3 Series as the 335d and in the X3 as
the 3.0sd. This re-engineering resulted in
further-improved power characteristics,
enhanced smooth operation and a significant
reduction in fuel consumption. This engine
forms the basis for re-introducing diesel
technology into the USA after more than 20
years.
10 - BMW 745d with M67TU engine
11 - X3 3.0sd with M57TU2 TOP engine
15
8
Legislation
Since the first exhaust emission legislation for
petrol engines came into force in the mid-
1960s in California, the permissible limits for a
range of pollutants have been further and
further reduced. In the meantime, all industrial
nations have introduced exhaust emission
legislation that defines the emission limits for
petrol and diesel engines as well as the test
methods.
Essentially, the following exhaust emission
legislation applies:
CARB legislation (California Air Resources
Board), California
EPA legislation (Environmental Protection
Agency), USA
EU legislation (European Union) and
corresponding ECE regulations (UN
Economic Commission for Europe), Europe
Japan legislation.
This legislation has lead to the development of
different requirements with regard to the
limitation of various components in the
exhaust gas. Essentially, the following exhaust
gas constituents are evaluated:
Carbon monoxide (CO)
Nitrogen oxides (NO
x
)
Hydrocarbons (HC)
Particulates (PM)
It can generally be said that traditionally more
emphasis is placed on low nitrogen oxide
emissions in USlegislation while in Europe the
focus tends to be more on carbon monoxide.
The following graphic compares the standard
applicable to BMW diesel vehicles with the
current standards in Europe. A direct
comparison, however, is not possible as
different measuring cycles are used and
different values are measured for
hydrocarbons.
16
8
Although the European and US standards
cannot be compared 1:1 it is clear that
requirements relating to nitrogen oxide
emissions are considerably more demanding.
Diesel engines generally have higher nitrogen
oxide emission levels than petrol engines as
diesel engines are normally operated with an
air surplus.
For this reason, the challenge of achieving
approval in all 50 states of the USA had to be
met with a series of new technological
developments.
12 - Comparison of exhaust
emission legislation
Standard Valid from CO
[mg/km]
NO
x
[mg/km]
HC + NO
x
*
[mg/km]
NMHC**
[mg/km]
PM
[mg/km]
EURO 4 01.01.2005 500 250 300 - 25
EURO 5 01.09.2009 500 180 230 - 5
EURO 6 01.09.2014 500 80 170 - 5
LEV II MY 2005 2110 31 - 47 6
* In Europe, the sum of nitrogen oxide and hydrocarbons is evaluated, i.e. the higher the HC
emissions, the lower the NO
x
must be and vice versa.
** In the USA, only the methane-free hydrocarbons are evaluated, i.e. all hydrocarbons with
no methane
17
8
Overview of innovations, modifications and special features
The following table provides an overview of
the special features of the M57D30T2 US
engine. They are divided into various
categories.
New development signifies a technology
that has not previously been used on BMW
engines.
Modificationsignifies a component that was
specifically designed for the
M57D30T2 US engine but does not
represent a technical innovation.
Adopted describes a component that has
already been used in other BMW engines.
This Product Information describes only the
main modifications to the M57D30T2 engine
compared to the Europe version as well as
fundamental vehicle systems specific to diesel
engines.
Component
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Remarks
Engine mechanical system 7 Very few modifications have been made to
the basic engine. The modifications that
have been made focus mainly on ensuring
smooth engine operation.
A significant feature, however, is the OBD
monitoring of the crankcase breather.
Air intake and exhaust
system
7 The most extensive changes were made to
the air intake and exhaust system. For
instance, low pressure exhaust gas
recirculation (low pressure EGR) is used for
the first time at BMW on the E70.
In addition to other minor adaptations, there
are substantial differences in the sensor and
actuator systems.
Cooling system 7 In principle, the cooling systemcorresponds
to that of the Europe versions, however, it
has been adapted to hot climate
requirements.
Fuel preparation system 7 The functional principle of the fuel
preparation systemdoes not differ fromthat
of the Europe version, however, individual
components have been adapted to the
different fuel specification.
18
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Component
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Remarks
Fuel supply system 7 The fuel supply system is vehicle-specific
and corresponds to the Europe version.
There are, however, significant differences to
petrol engine vehicles.
SCR system
(Selective Catalytic
Reduction)
7 The SCR system is used for the first time at
BMW. Nitrogen oxide emissions are
drastically reduced by the use of a reducing
agent that is injected into the exhaust system
upstream of a special SCR catalytic
converter. Since the reducing agent is
carried in the vehicle, a supply facility, made
up of two reservoirs, is part of this system.
Engine electrical system 7 The engine is equipped with the new DDE7
(digital diesel electronics) control unit that will
be usedin the next generation diesel engines
(N47, N57).
The preheater system also corresponds to
the N47/N57 engines.
Automatic transmission 7 The automatic transmission corresponds to
that in the ECE variant of the X5 xDrive35d.
The gearbox itself has already been used in
the US version of the X5 4.8i, however, a
different torque converter is used for the
diesel model.
19
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Technical data
The following table compares the M57D30T2
US engine with petrol engines that are offered
for the same models.
Designation N52B30O1 N54B30O0 N62B48O1 M57D30T2
Type Straight 6 Straight 6 V8 Straight 6
Displacement [cm
3
] 2996 2979 4799 2993
Firing order 1-5-3-6-2-4 1-5-3-6-2-4 1-5-4-8-6-3-7-2 1-5-3-6-2-4
Stroke/bore [mm] 88.0/85 88.9/84 88.3/93 90.0/84
Output
at engine speed
[kW/hp*]
[rpm]
193/260
6600
225/300
5800
261/350
6250
200/265
4200
Torque
at engine speed
[Nm/lbft]
[rpm]
305/225
2500
407/300
1400
475/350
3500
580/428
1750
Governed engine
speed limit
[rpm] 7000 7000 6500 4800
Power output per
litre
[hp/l] 86.7 100 72.9 89.3
Compression ratio 10.7 10.2 10.5 16.5
Cylinder spacing [mm] 91 91 98 91
Valves/cylinder 4 4 4 4
Intake valve [mm] 34.2 31.4 35.0 27.4
Exhaust valve [mm] 29.0 28.0 29.0 25.9
Main bearing
journal on
crankshaft
[mm] 56 56 70 60
Big-end bearing
journal on
crankshaft
[mm] 50 50 54 45
Fuel specification [RON] 98 98 98
Fuel [RON] 91-98 91-98 91-98 Diesel
Engine
management
MSV80 MSD80 ME9.2.3 DDE7.3
Exhaust emission
standard US
ULEVII ULEVII
ULEVII
LEVII
* SAE-hp
20
8
Full load diagrams
To get an idea of the performance of the
M57D30T2 US engine, it is compared to
various petrol engines in the following full load
diagrams.
By comparing these two 3 litre engines it can
be clearly seen that, despite virtually identical
power output, the maximum torque of the
diesel is almost double as high.
13 - M57D30T2 US engine
compared to
N52B30O1 engine
21
8
This enormous difference in maximumtorque
is also apparent when comparing the
turbocharged 3 litre petrol engine that has a
considerably higher nominal power output.
14 - M57D30T2 US engine
compared to
N54B30O0 engine
22
8
Even the 4.8 litre V8 engine cannot achieve
the maximum torque of the 3 litre diesel
engine.
However, the decisive factor is the lowengine
speeds at which the diesel engine develops
this high torque. This means that more power
is available in this range. In terms of power
output, the diesel engine is superior to any of
these petrol engines up to an engine speed of
4000 rpm.
15 - M57D30T2 US engine
compared to
N62B48O1 engine
23
9
System components.
Advanced Diesel.
Engine mechanical system
Only slight modifications have been made to
the engine mechanical system compared to
the Europe version.
The modifications include:
Crankcase
Crankshaft and big-end bearings
Pistons
Crankcase breather.
Crankshaft and big-end bearings
Only lead-free crankcase and big-end
bearings are used in the M57D30T2 US
engine. This conforms to requirements
relating to environmental protection and the
disposal of end-of-life vehicles.
Crankcase
In contrast to the Europe version, the
M57D30T2 US engine has a larger
reinforcement panel on the underside of the
crankcase.
The reinforcement panel now covers four of
the main bearing blocks for the crankshaft.
In principle, the reinforcement panel serves to
enhance the stability of the crankcase.
However, the enlargement was realized solely
for acoustic reasons.
3 Never drive the vehicle without the
reinforcement panel. 1
Pistons
The piston pin has a greater offset than in the
Europe version. The offset of the piston pin
means that the piston pin is slightly off centre.
This provides acoustic advantages during
changes in piston contact. The acoustic
advantages of increasing the offset are further
developed particularly at idle speed.
24
9
Crankcase breather
The crankcase breather in the US version is
generally heated. In addition, operation of the
crankcase breather is OBD monitored (On
Board Diagnosis). This is because a leaking
system would produce emissions.
The only probable reason for a leak in the
system would be that the blow-by pipe is not
connected to the cylinder head cover. To
facilitate protection of this situation by the
OBD, the heating line is routed via a connector
to the cylinder head cover (2). Essentially, this
connector serves only as a bridge so that
actuation of the heating system is looped
through. The plug connection is designed in
such a way that correct contact is made only
when the blow-by pipe has been connected
correctly to the cylinder head cover, i.e. the
contact for the heating systemis not closed if
the blow-by pipe is not connected to the
cylinder head cover. OBD recognizes this
situation as a fault.
3 If the blow-by pipe is not connected to the
cylinder head correctly, the OBD will activate
the MIL (Malfunction Indicator Lamp). 1
1 - Blow-by pipe
Index Explanation
1 Cylinder head cover
2 Blow-by heater connector for OBD
monitoring
3 Blow-by heater connector at wiring
harness
4 Filtered air pipe
5 Intake air from intake silencer
6 Blow-by heater connector at blow-
by pipe
7 Intake air to exhaust turbocharger
8 Blow-by pipe
25
9
Air intake and exhaust system
The M57D30T2 US engine exhibits the
following special features in the air intake and
exhaust system:
Electric swirl flaps
Electric exhaust gas recirculation valve
(EGR valve)
Low pressure EGR
Turbo assembly adapted for low pressure
EGR.
2 - Air intake and exhaust system - M57D30T2 US engine
26
9
Index Explanation Index Explanation
1 M57D30T2 US engine 18 Oxidation catalytic converter and
diesel particulate filter
2 Intake silencer 19 Exhaust gas temperature sensor
before oxidation catalytic converter
3 Hot-film air mass meter (HFM) 20 Oxygen sensor
4 Compressor bypass valve 21 Wastegate
5 Exhaust turbocharger, low pressure
stage
22 Turbine control valve
6 Exhaust turbocharger, high pressure
stage
23 Exhaust pressure sensor after
exhaust manifold
7 Bypass valve for high pressure EGR
cooler
24 Swirl flap regulator
8 High pressure EGR cooler 25 Boost pressure sensor
9 Temperature sensor, high pressure
EGR
26 Exhaust differential pressure sensor
10 High pressure EGR valve 27 NO
x
sensor before SCR catalytic
converter
11 Throttle valve 28 Temperature sensor after diesel
particulate filter
12 Charge air temperature sensor 29 Metering module (for SCR)
13 Intercooler 30 Mixer (for SCR)
14 Low pressure EGR valve with
positional feedback
31 SCR catalytic converter
15 Temperature sensor,
low pressure EGR
32 NO
x
sensor after SCR catalytic
converter
16 Low pressure EGR cooler 33 Digital Diesel Electronics (DDE)
17 Exhaust gas temperature sensor
after oxidation catalytic converter
34 Rear silencer
27
9
Air intake system
Intake air system
The intake air system differs on the E70 and
E90. Both vehicles draw in unfiltered air
behind the BMW kidney grille.
On the E90, the intake silencer is located at
the front right of the engine compartment fixed
to the vehicle. On the E70, the intake silencer
is fixed over the engine.
3 - Air intake system E70 and E90
Index Explanation Index Explanation
A Air intake system E70 3 Intake silencer (air cleaner housing)
B Air intake system E90 4 Hot-film air mass meter (HFM)
1 Intake 5 Filtered air pipe
2 Unfiltered air pipe 6 Blow-by pipe
28
9
Swirl flaps
The engine is equipped with the familiar swirl
flaps in the tangential port. Aspecial feature on
the US engine is the electric actuating system
with positional feedback.
This system provides advantages in terms of
control, however, it is also a prerequisite for
meeting OBD requirements.
4 - Intake manifold with electric swirl flaps
Index Explanation Index Explanation
1 Linkage for operating the swirl flaps 5 Swirl port
2 Connection to throttle valve 6 Tangential port
3 Intake manifold 7 Swirl flaps
4 Electric motor
29
9
Exhaust system
5 - E70 and E90 exhaust systems
30
9
Index Explanation Index Explanation
A Exhaust system E70 6 SCR catalytic converter
B Exhaust system E90 7 NO
x
sensor after SCR catalytic
converter
1 Oxygen sensor and concealed
exhaust temperature sensor before
oxidation catalytic converter
8 Rear silencer
2 Exhaust gas temperature sensor
after oxidation catalytic converter
9 Exhaust gas temperature sensor
after diesel particulate filter
3 Differential pressure sensor 10 Metering module
4 NO
x
sensor before SCR catalytic
converter
11 Diesel particulate filter
5 Mixer
31
9
Exhaust gas recirculation (EGR)
Exhaust gas recirculation is one of the
available options for reducing NO
x
emissions.
Adding exhaust gas to the intake air reduces
the oxygen in the combustion chamber, thus
resulting in a lower combustion temperature.
The EGR systems in the E70 and E90 differ.
Both vehicles are equipped with the familiar
EGRsystem. Due to its higher weight, the E70
additionally features low pressure EGR, used
for the first time at BMW.
Low pressure EGR
The known EGR system has been expanded
by the low pressure EGR on the E70. This
system offers advantages particularly at high
loads and engine speeds. This is why it is used
in the heavier E70 as it is often driven in the
higher load ranges.
The advantage is based on the fact that a
higher total mass of exhaust gas can be
recirculated. This is made possible for two
reasons:
Lower exhaust gas temperature
The exhaust gas for the low pressure EGR
is tapped off at a point where a lower
temperature prevails than in the high
pressure EGR. Consequently, the exhaust
gas has a higher density thus enabling a
higher mass.
In addition, the exhaust gas is added to the
fresh intake air before the exhaust
turbocharger, i.e. before the intercooler,
where it is further cooled. The lower
temperature of the total gas enables a
higher EGR rate without raising the
temperature in the combustion chamber.
Recirculation before the exhaust
turbocharger
Unlike in the high pressure EGR where the
exhaust gas is fed to the charge air already
compressed, in this systemthe exhaust gas
is added to the intake air before the exhaust
turbocharger. A lower pressure prevails in
this area under all operating conditions.
This makes it possible to recirculate a large
volume of exhaust gas even at higher
engine speed and load whereas this is
limited by the boost pressure in the high
pressure EGR.
6 - Low pressure EGR
32
9
The following graphic shows the control of the
EGR system with low pressure EGR:
As already mentioned, the low pressure EGR
has the greatest advantage at higher loads and
is therefore activated, as a function of the
characteristic map, only in this operating
mode. The low pressure EGR, however, is
never active on its own but rather always
operates together with the highpressure EGR.
Added to this, it is only activated at a coolant
temperature of more than 55 C. The low
pressure EGR valve is closed as froma certain
load level so that only the high pressure EGR
valve is active again. This means the EGR rate
is continuously reduced.
7 - Control of EGR system
Index Explanation Index Explanation
1 No exhaust gas recirculation 3 High and low pressure EGR are
active
2 Only high pressure EGR is active
33
9
The low pressure EGR system is located on
the right-hand side on the engine directly next
to the diesel particulate filter and the low
pressure stage of the turbo assembly. The
exhaust gas is branched off directly after the
diesel particulate filter and fed to the intake air
before the compressor for the low pressure
stage.
8 - Installation position LP EGR
Index Explanation Index Explanation
1 Diesel particulate filter 4 Low pressure EGR
2 Turbo assembly 5 Exhaust system
3 Exhaust turbocharger, low pressure
stage
34
9
9 - Low pressure EGR intake
Index Explanation Index Explanation
1 Low pressure EGR valve 3 Low pressure EGR port
2 Compressor, low pressure stage 4 Unfiltered air intake
35
9
The following graphic shows the components
of the low pressure EGR:
There is a fine meshed metal screen filter
located at the exhaust gas inlet fromthe diesel
particulate filter to the low pressure EGR
system. The purpose of this filter is to ensure
that no particles of the coating particularly in a
new diesel particulate filter can enter the low
pressure EGR system. Such particles would
adversely affect the compressor blades of the
exhaust turbocharger.
3 The metal screen filter must be installed
when fitting the low pressure EGR cooler to
the diesel particulate filter otherwise there is a
risk of the turbocharger being damaged. 1
10 - LP EGR components
Index Explanation Index Explanation
1 Temperature sensor,
low pressure EGR
5 Coolant infeed
2 Low pressure EGR valve 6 Coolant return
3 Connection for positional feedback 7 Low pressure EGR cooler
4 Vacuum unit for
low pressure EGR valve
8 Sheet metal gasket with filter
36
9
High pressure EGR The exhaust gas recirculation known to date is
referred to here as the high pressure EGR in
order to differentiate it from the low pressure
EGR.
Compared to the Europe version, the high
pressure EGR is equipped with the following
special features:
Electric EGR valve with positional feedback
Temperature sensor before high pressure
EGR valve
EGR cooler with bypass.
11 - High pressure EGR
12 - High pressure EGR system
Index Explanation Index Explanation
1 Coolant infeed 5 High pressure EGR cooler
2 High pressure EGR valve 6 Vacuumunit of bypass valve for high
pressure EGR cooler
3 Throttle valve 7 Coolant return
4 Temperature sensor, high pressure
EGR
37
9
The electric actuating system of the EGR
valve enables exact metering of the
recirculated exhaust gas quantity. In addition,
this quantity is no longer calculated based
solely on the signals fromthe hot-filmair mass
meter and oxygen sensor but the following
signals are also used:
Travel of high pressure EGR valve
Temperature before high pressure EGR
valve
Pressure difference between exhaust gas
pressure in the exhaust manifold and boost
pressure in the intake manifold.
This enables even more exact control of the
EGR rate.
The EGR cooler serves the purpose of
increasing the efficiency of the EGR system.
However, reaching the operating temperature
as fast as possible has priority at low engine
temperatures. In this case, the EGRcooler can
be bypassed in order to heat up the
combustion chamber faster. For this purpose,
a bypass that diverts the coolant is integrated
in the EGR cooler. This bypass is actuated by
a flap which, in turn, is operated by a vacuum
unit. The bypass is either only in the "Open" or
"Closed" position.
Exhaust turbocharger
The US engine is equipped with the same
variable twin turbo as the Europe version,
however, the turbo assembly is modified due
to the low pressure EGR.
On the one hand, the inlet for the lowpressure
EGRis located on the compressor housing for
the lowpressure stage. On the other hand, the
compressor wheels are nickel-coated to
protect them from the exhaust gas.
38
9
Cooling system
The cooling system, is in part, vehicle-specific.
In principle, there are scarcely any differences
between the cooling systems on petrol and
diesel engines.
The two basic differences compared to petrol
engines are:
No characteristic map thermostat
EGR cooler.
The E70and E90differ with regard to the EGR
cooler. Since the E70 is equipped with a low
pressure EGR system, it has a second EGR
cooler, the low pressure EGR cooler.
39
9
13 - X5 xDrive35d cooling system
Index Explanation Index Explanation
1 Radiator
Coolant-to-air heat exchanger
10 Heating heat exchanger
2 Gearbox cooler
Coolant-to-air heat exchanger
11 Duo-valve
3 Electric fan 12 Auxiliary coolant pump
4 Thermostat, gearbox oil cooler 13 Engine oil cooler
Engine oil-to-coolant heat exchanger
5 High pressure EGR cooler 14 Expansion tank
6 Thermostat 15 Gearbox oil cooler
Gearbox oil-to-coolant heat
exchanger
7 Coolant pump 16 Ventilation line
8 Low pressure EGR cooler 17 Additional radiator
Coolant-to-air heat exchanger
9 Coolant temperature sensor
40
9
14 - 335d cooling system
Index Explanation Index Explanation
1 Gearbox cooler
Coolant-to-air heat exchanger
9 Heating heat exchanger
2 Radiator
Coolant-to-air heat exchanger
10 Duo-valve
3 Additional radiator
Coolant-to-air heat exchanger
11 Auxiliary coolant pump
4 Thermostat, gearbox oil cooler 12 Engine oil cooler
Engine oil-to-coolant heat exchanger
5 High pressure EGR cooler 13 Expansion tank
6 Thermostat 14 Gearbox oil cooler
Gearbox oil-to-coolant heat
exchanger
7 Coolant pump 15 Ventilation line
8 Coolant temperature sensor 16 Electric fan
41
9
Fuel preparation system
15 - Fuel preparation system, M57D30T2 US engine
42
9
The fuel preparation system differs neither in
terms of design layout nor function from the
Europe version. However, some components
have been adapted to the different fuel
specification.
These components are:
High-pressure pump
Fuel rail
Fuel injectors.
These adaptations are restricted to different
coatings and materials on the inside.
Index Explanation Index Explanation
A Fuel feed 6 Return line
B Fuel return 7 Feed line
C Fuel high pressure 8 Fuel temperature sensor
1 Fuel rail pressure sensor 9 High-pressure line
2 High-pressure line 10 Fuel rail
3 Leakage oil line 11 Restrictor
4 Piezo injector 12 High-pressure pump
5 Fuel rail pressure control valve 13 Volume control valve
43
9
Overview of fuel supply system
16 - E90 Diesel fuel supply system
44
9
Design
As for petrol engines, the fuel system is
vehicle-specific. There are, however, several
general and significant differences compared
to petrol engine vehicles.
These are:
The system includes a fuel return line
The breather systemis significantly simpler
There is no carbon canister (AKF) and no
fuel tank leakage diagnosis module (DMTL)
There is no pressure regulator
The fuel filter is not located in the fuel tank.
The design layout of the fuel supply systems
in the E70 and E90 are described in the
following.
Index Explanation Index Explanation
1 Fuel filler neck 5 Right-hand service opening
2 Left-hand service opening 6 Filler vent
3 Fuel return line 7 Electric fuel pump controller
4 Fuel filter with heating system
45
9
E70 with diesel engine
In addition to delivering the fuel to the engine,
the fuel supply systemalso filters the fuel. The
fuel tank contains an additional venting
system.
The fuel tank is divided into two chambers
because of the space available in the vehicle.
The fuel supply systemhas two delivery units
that are accommodated in the right and left
fuel tank halves.
The fuel pump (3) with intake filter (2) is a part
of the right-hand delivery unit. The surge
chamber including a suction jet pump (10)
with pressure relief valve (11) and initial fill
valve (1) as well as a lever-type sensor (G)
complete this delivery unit.
17 - Fuel tank on E70 with diesel engine
Index Explanation Index Explanation
A Fuel filler cap 1 Initial fill valve
B Pressure relief valve 2 Intake mesh filter
C Non-return valve 3 Fuel pump
D Surge chamber 4 Pressure relief valve
E Fuel tank 5 Feed line
F Service cap 6 Return line
G Lever-type sensor 7 Leak prevention valve
H Filler vent valve 8 Suction jet pump
I Connection 9 Air inlet valve
J Maximum fill level 10 Suction jet pump
K Non-return valve 11 Pressure relief valve
L Filter
46
9
The suction jet pump (8), lever-type sensor
(G), leak prevention valve (7) and air inlet valve
(9) belong to the left-hand delivery unit.
A line leads fromthe filler vent valve (H) to the
filter (L). The fuel filler pipe is connected to this
line via the non-return valve (K).
E90 with diesel engine
18 - Fuel tank on E90 with diesel engine
Index Explanation Index Explanation
A Fuel filler cap 1 Initial fill valve
B Pressure relief valve 2 Intake mesh filter
C Non-return valve 3 Fuel pump
D Surge chamber 4 Pressure relief valve
E Fuel tank 5 Feed line
F Service cap 6 Return line
G Lever-type sensor 7 Leak prevention valve
H Filler vent valve 8 Suction jet pump
I Connection 9 Non-return valve
J Maximum fill level 10 Suction jet pump
L Filter 11 Pressure relief valve
47
9
Functions of the fuel supply system
Fuel tank
A pressure relief valve (B) is integrated in the
fuel filler cap (A) to protect the fuel tank (E)
fromexcess pressure. A non-return flap (C) is
located at the end of the fuel filler neck. The
non-return flap prevents the fuel fromsloshing
back into the fuel filler neck.
The components in the fuel tank can be
reached via the two service caps (F).
The fuel fill level can be determined via the two
lever-type sensors (G).
The surge chamber (D) ensures that the fuel
pump always has enough fuel available for
delivery.
19 - Fuel tank for E70 with diesel engine
Index Explanation Index Explanation
A Fuel filler cap E Fuel tank
B Pressure relief valve F Service cap
C Non-return valve G Lever-type sensor
D Surge chamber
48
9
Fuel supply system
20 - Fuel supply system for E70 with diesel engine
Index Explanation Index Explanation
1 Initial fill valve 7 Leak prevention valve
2 Intake mesh filter 8 Suction jet pump
3 Fuel pump 9 Air inlet valve
4 Pressure relief valve 10 Suction jet pump
5 Feed line 11 Pressure relief valve
6 Return line
49
9
In the event of the surge chamber being
completely empty, the initial filling valve (1)
ensures that fuel enters the surge chamber
while refuelling.
The fuel reaches the fuel pump (3) via the
intake filter (2), then continues through the
delivery line (5) to the fuel filter. The fuel pump
is located in the surge chamber. A pressure
relief valve (4) is integrated in the fuel pump to
prevent pressure in the delivery line fromrising
too high. As the engine switches off, the
delivery line is depressurized but cannot run
dry because, provided the system is not
leaking, no air is able to enter it. In addition,
after the fuel pump has switched off, the fuel
pressure/temperature sensor is checked for
plausibility.
Fuel that is required for lubrication and the
function of high pressure generation flows
back into the fuel tank via the return line (7).
The fuel coming fromthe return line is divided
into two lines downstream of the leak
prevention valve (7). The non-return valve
prevents the fuel tank from draining in the
event of damage to lines on the engine or
underbody. It also prevents the return line
from running dry while the engine is off.
One of the lines guides the fuel into the surge
chamber via a suction jet pump (10). The
suction jet pump transports the fuel from the
fuel tank into the surge chamber. If the fuel
delivery pressure in the return line increases
too much, the pressure relief valve (11) opens
and allows the fuel to flow directly into the
surge chamber.
An air inlet valve is used in the E70. The air
inlet valve (9) ensures that air can enter the line
when the engine is off, preventing fuel from
flowing back from the right-hand half of the
fuel tank to the left.
Instead of the air inlet valve (9) a non-return
valve is used on the E90. The non-return valve
ensures that, while the engine is off, fuel from
the right-hand half of the fuel tank cannot flow
back into the left-hand half. The return system
remains completely filled with fuel.
A further line branches off into the left-hand
half of the fuel tank after the non-return valve
(7) and transports the fuel into the surge
chamber via the suction jet pump (8).
50
9
Air supply and extraction
Fuel ventilation is ensured by means of the
filler vent valve (H).
The filler vent valve is located in the fuel tank
and uses the connection (I) to determine the
maximum fill level (J). The filler vent valve
contains a float that buoys upwards on the fuel
when the vehicle is refuelled and blocks the
filler ventilation. The fuel rises in the fuel filler
and the fuel nozzle switches off.
A roll-over valve is also integrated in the filler
vent valve to block the ventilation line when a
certain angle of incline is reached and
prevents fuel from draining out if the vehicle
were to roll over.
The non-return valve (K) prevents fuel from
escaping via the ventilation when the vehicle is
refuelled. During operation, air can flow into
the fuel filler pipe and the fuel can flow from
the fuel filler pipe into the tank.
The filter (L) prevents dirt or insects from
entering the ventilation and blocking the line.
3 If the ventilation line does become
blocked, fuel consumption during operation
would cause negative pressure and the fuel
tank would be compressed and damaged. 1
21 - Tank ventilation system for E70 with diesel engine
Index Explanation Index Explanation
H Filler vent valve K Non-return valve
I Connection L Filter
J Maximum fill level
51
9
Components of the fuel supply system
Pressure relief valve in fuel filler cap
The pressure relief valve ensures that, if there
is a problem with fuel tank ventilation, any
excess pressure that may form can escape
and the fuel tank is not damaged.
If excess pressure forms in the fuel tank, this
causes the valve head (1) and with it the entire
pressure relief valve (5) to be lifted off the
sealed housing (6). The excess pressure can
now escape into the atmosphere. The excess
pressure spring (2) determines the opening
pressure. The excess pressure spring uses a
defined pressure to push the pressure relief
valve onto the sealed housing and is
supported by the brace (3).
22 - Pressure relief valve
Index Explanation
1 Valve head
2 Excess pressure spring
3 Brace
4 Bottom section of housing
5 Pressure relief valve
6 Sealed housing
52
9
Protection against incorrect refuelling
23 - Protection against
incorrect refuelling
Index Explanation Index Explanation
1 Housing 5 Torsion spring
2 Locking lever 6 Rivet
3 Tension spring 7 Hinged lever
4 Flap 8 Ground strap
24 - Protection against
incorrect refuelling
Index Explanation Index Explanation
21 mm Petrol fuel nozzle 24 mm Diesel fuel nozzle
53
9
The protection against incorrect refuelling
feature ensures that the fuel tank cannot be
filled with gasoline. As the previous graphic
shows, only a fuel nozzle with a diameter of
approximately 24 mmcan fit. If the diameter is
approximately 21 mm, the flap (4) does not
open as the hinged lever (7) and the locking
lever (2) cannot be pushed apart.
If a diesel fuel nozzle is inserted, this pushes
the locking lever (2) and the hinged lever (7) at
the same time. The hinged lever is pushed
outwards against the tension spring (3) and
releases the flap (4). This is only possible,
however, if the hinged lever cannot move
freely and is also locked in position by the fuel
nozzle.
3 To open the protection against incorrect
refuelling feature in the workshop, a special
tool is required. 1
54
9
Fuel pump
Today's diesel vehicles are fitted with electric
fuel pumps only. The electric fuel pump is
designed to deliver a sufficient amount of fuel
to lubricate and cool the injectors and the
high-pressure pump and to satisfy the
maximum fuel consumption of the engine. It
has to deliver the fuel at a defined pressure.
That means that when the engine is idling or
running at medium power, the fuel pump
delivers several times more than the amount
of fuel required. The fuel pump delivers
approximately three or four times the volume
of maximum possible fuel consumption.
The electric fuel pump is located in the fuel
tank. There it is well protected against
corrosion and the pump noise is adequately
soundproofed.
25 - Electric fuel pump
Index Explanation Index Explanation
1 Impeller 6 Electrical connection
2 Drive shaft 7 Sliding contacts
3 Electric motor 8 Pressure chamber
4 Pressure relief valve 9 Intake section
5 Pressure connection
55
9
The fuel pump on BMW diesel engines may
either be a gear pump, a roller-cell pump or a
screw-spindle pump. The following fuel
pumps are used on USA vehicles:
The operating principle of each of these types
of pump is described below. The pump itself is
driven by the drive shaft (2) of the electric
motor (3). The electric motor is controlled by
the electrical connection (6) and sliding
contacts (7).
Passing first through the intake filter and then
the remainder of the intake section (9), the fuel
enters the impeller (1). The fuel is pumped
through pressure chamber (8) on the electric
motor, past the pressure connection (5) and
onwards to the fuel filter and engine.
If the fuel delivery pressure increases to an
impermissible value, the pressure relief valve
(4) opens and allows the fuel to flow into the
surge chamber.
Control
In principle, there are three different types of
fuel pump control:
Unregulated:
The fuel pump operates with "ignition ON".
If the engine is not started, the fuel pump
switches off again after a defined period. If
the engine is running, the fuel pump
operates at maximum output and speed.
The fuel is switched off with "engine OFF".
Speed-regulated:
The fuel pump operates with "ignition ON".
If the engine is not started, the fuel pump
switches off again after a defined period.
The fuel pump is controlled by an
interposed control unit (fuel pump
controller) in response to a request signal
from the DDE. The fuel pump controller
monitors and regulates the pump speed. If
the engine is switched off, so too is the fuel
pump.
Pressure-regulated:
The fuel pump operates with "ignition ON".
If the engine is not started, the fuel is
switched off at a specific pressure. When
the engine is running, the fuel pump is
regulated on-demand by the interposed
fuel pump controller in response to a load
signal from the DDE in order to ensure a
uniform fuel pressure at the inlet to the
high-pressure pump.
Both speedregulation andpressure regulation
have improved fuel economy, although it has
been possible to improve fuel economy
further still with pressure regulation. Other
positive side effects include an increase in the
fuel pump's service life, an unloading of the
vehicle electrical system and a reduction in
fuel pump noise.
Vehicle Fuel pump
E70 Screw-spindle pump
E90 Gear pump
Vehicle Control
E70 Pressure control
E90 Speed control
56
9
Gear pump
The type of gear pump used is a rotor pump.
The rotor pump comprises an outer rotor (1)
with teeth on the inside, and an inner rotor (4)
with teeth on the outside. The inner rotor is
driven by the drive shaft (5) of the electric
motor. The outer rotor is propelled by the
teeth of the inner rotor and thus turns inside
the pump housing.
The inner rotor has one tooth fewer than the
outer rotor, which means that, with each
revolution, fuel is carried into the next tooth
gap of the outer rotor.
During the rotary motion, the spaces on the
intake side enlarge, while those on the
pressure side become proportionately smaller.
The fuel is fed into the rotor pump through two
grooves in the housing, one on the intake side
and one on the pressure side. Together with
the tooth gaps, these grooves formthe intake
section (6) and pressure section (3).
26 - Gear pump/rotor pump
Index Explanation
1 Outer rotor
2 Fuel delivery to the engine
3 Pressure section
4 Inner rotor
5 Drive shaft
6 Intake section
7 Fuel from the fuel tank
57
9
Screw-spindle pump
With the screw-spindle pump, two screw
spindles intermesh in such a way that the
flanks form a seal with each other and the
housing. In the displacement chambers
between the housing and the spindles, the
fuel is pushed towards the pressure side with
practically no pulsation.
In this way, the screwspindles pump fuel away
from the fuel tank (5). The fuel is then fed to
the engine (3) through the pump housing and
the fuel delivery line.
27 - Screw-spindle pump
Index Explanation
1 Drive shaft screw spindle
2 Gearwheel
3 Fuel delivery to the engine
4 Screw spindle
5 Fuel from the fuel tank
58
9
Fuel filter
The fuel filter with heater illustrated here was
used in vehicle models with diesel engine and
distributor injection pump. Later models with
diesel engine and common rail system are
equipped with the following fuel filters.
3 BMW recommends the use of parts and
accessories for the vehicle that have been
approved by BMW for this purpose. These
parts and accessories have been tested by
BMW for their functional safety and
compatibility in BMWvehicles. BMWaccepts
product responsibility for them. However,
BMW cannot accept any liability for non-
approved parts or accessories. 1
The job of the fuel filter is to protect the fuel
system against dirt contamination. The high-
pressure pump and injectors in particular are
very sensitive and can be damaged by even
the tiniest amounts of dirt. The fuel delivered
to the engine is always fed through the fuel
filter. Contaminants are trapped by a paper-
like material. The fuel filter is subject to a
replacement interval.
28 - Fuel filter with heater (later vehicle models)
Index Explanation
1 Fuel filter heater connection
2 Inlet into the fuel filter heating
3 Locking clamp
4 Fuel filter
5 Connection between fuel line and
high-pressure pump
59
9
Fuel filter heater
The fuel filter heater is attached to the fuel
filter housing and fixed with a locking clamp.
The fuel flows through the fuel filter heating
into the fuel filter.
Since winter-grade diesel fuel remains thin
even at lowtemperatures, the fuel filter heater
is not normally active when winter-grade
diesel fuel is used. In order to save energy, the
fuel filter heater is only switched on when the
diesel actually becomes viscous due to low
temperatures.
There are two different control systems
depending on whether the fuel supply system
is speed-controlled or pressure-controlled.
Speed-controlled system
The fuel filter heater is not controlled by the
DDE. A pressure switch and a temperature
sensor are located in the fuel filter housing.
The fuel filter heater is switched on when both
of the following conditions are fulfilled:
Temperature drops below a defined value
A defined fuel delivery pressure is
exceeded due to cold, viscous fuel.
If the filter is clogged, a corresponding signal is
sent via a diagnosis line to the DDE. This is the
case when, despite a sufficiently high
temperature, the fuel pressure upstream of
the filter does not drop.
Pressure-controlled system
The fuel filter heater is actuated by the DDE. A
combined fuel pressure and temperature
sensor upstreamof the high pressure pump is
used.
The fuel filter heater is switched on when both
of the following conditions are fulfilled:
Temperature drops below a defined value
The required fuel pressure is not reached
despite increased power intake of the
electric fuel pump.
The DDE recognizes a clogged filter when the
target pressure upstreamof the high pressure
pump is not reached despite a sufficiently high
fuel temperature and high power intake of the
electric fuel pump.
60
9
Overview of selective catalytic reduction
Selective catalytic reduction is a system for
reducing nitrogen oxides (NO
x
) in the exhaust
gas. For this purpose, a reducing agent (urea-
water solution) is injected into exhaust gas
downstream of the diesel particulate filter.
The nitrogen oxide reduction reaction then
takes place in the SCR catalytic converter.
The urea-water solution is carried in two
reservoirs in the vehicle. The quantity is
measured out such that it is sufficient for one
oil change interval.
The following graphic shows a simplified
representation of the system:
29 - Simplified representation of SCR system
61
9
The reason for using two reservoirs is that the
urea-water solution freezes at a temperature
of -11 C. For this reason, the smaller reservoir
is heated but the larger reservoir not. In this
way, the entire volume of the urea-water
solution need not be heated, thus saving
energy. The amount is sufficient, however, to
cover large distances.
The small, heated reservoir is referred to as
the active reservoir. A pump conveys the urea-
water solution from this reservoir to the
metering module. This line is also heated.
The larger, unheated reservoir is the passive
reservoir. A pump regularly transfers the urea-
water solution from the passive reservoir to
the active reservoir.
Index Explanation Index Explanation
1 Passive reservoir 10 Pump
2 Level sensors 11 Filter
3 Filler pipe, passive reservoir 12 Transfer line
4 Metering line 13 Metering module
5 Metering line heater 14 Level sensor
6 Pump 15 Filler pipe, active reservoir
7 Function unit 16 Exhaust system
8 Heater in active reservoir 17 SCR catalytic converter
9 Active reservoir
62
9
Installation locations in the E70
30 - Installations locations, E70 SCR system
63
9
On the E70, the active reservoir, including the
delivery unit, is located on the right-hand side
directly behind the front bumper panel. The
passive reservoir is located on the left in the
underbody, approximately under the driver's
seat. The transfer unit is installed on the right
in the underbody. Both fillers are located in the
engine compartment.
Index Explanation Index Explanation
1 Active reservoir 8 Passive reservoir
2 Delivery module 9 Metering module
3 Filler for active reservoir 10 Exhaust gas temperature sensor
after diesel particulate filter
4 Transfer unit 11 NO
x
sensor before SCR catalytic
converter
5 Filter 12 Filler for passive reservoir
6 SCR catalytic converter 13 Oxidation catalytic converter and
diesel particulate filter
7 NO
x
sensor after SCR catalytic
converter
64
9
Installation locations in the E90
31 - Installations locations, E90 SCR system
65
9
On the E90, both the active reservoir as well as
the passive reservoir are located under the
luggage compartment floor with the active
reservoir being the lowermost of both. The
fillers are located on the left-hand side behind
the rear wheel where they are accessible
through an opening in the bumper panel. The
fillers are arranged in the same way as the
reservoirs, i.e. the lowermost is the filler for the
active reservoir. The transfer unit and the filter
are located behind the filler.
Index Explanation Index Explanation
1 Active reservoir 8 Passive reservoir
2 Delivery module 9 Metering module
3 Filler for active reservoir 10 Exhaust gas temperature sensor
after diesel particulate filter
4 Transfer unit 11 NO
x
sensor before SCR catalytic
converter
5 Filter 12 Filler for passive reservoir
6 SCR catalytic converter 13 Oxidation catalytic converter and
diesel particulate filter
7 NO
x
sensor after SCR catalytic
converter
66
9
Detailed system overview
32 - SCR system overview
67
9
Index Explanation Index Explanation
1 Operating vent 19 Filter
2 Passive reservoir 20 Metering line heater
3 Level sensors 21 Metering line
4 Filler vent 22 Operating vent
5 Filler pipe 23 Temperature sensor
6 Transfer line 24 Level sensor
7 Delivery module 25 Intake line heater
8 Delivery module heater 26 Filter
9 Delivery pump 27 Active reservoir
10 Reversing valve 28 Heating element in function unit
11 Filter 29 Function unit
12 Pressure sensor 30 Filler pipe
13 Filter 31 Metering module
14 Restrictor 32 NO
x
sensor before SCR catalytic
converter
15 Extractor connections 33 Exhaust gas temperature sensor
after diesel particulate filter
16 Filler vent 34 SCR catalytic converter
17 Non-return valve 35 NO
x
sensor after SCR catalytic
converter
18 Transfer pump
68
9
E70 System circuit diagram
33 - E70 SCR system circuit diagram
69
9
Index Explanation Index Explanation
1 Heater module 10 Exhaust gas temperature sensor
after diesel particulate filter
2 Delivery module with delivery pump,
reversing valve, pressure sensor and
heater
11 Transfer pump
3 Function unit with level sensor in
active reservoir, temperature sensor
and heater
12 Power distributor, battery
4 Active reservoir 13 Passive reservoir
5 Metering line heater 14 Level sensors in passive reservoir
6 Digital Diesel Electronics (DDE) 15 Evaluator, level sensors in passive
reservoir
7 NO
x
sensor after SCR catalytic
converter
16 DDE main relay
8 NO
x
sensor before SCR catalytic
converter
17 Power distributor, junction box
9 Metering module 18 Evaluator, level sensor in active
reservoir
70
9
E90 System circuit diagram
34 - E90 SCR system circuit diagram
71
9
Index Explanation Index Explanation
1 DDE main relay 11 Transfer pump
2 Digital Diesel Electronics (DDE) 12 Evaluator, level sensor in active
reservoir
3 SCR relay 13 Function unit with level sensor in
active reservoir, temperature sensor
and heater
4 Power distributor, junction box 14 Active reservoir
5 Exhaust gas temperature sensor
after diesel particulate filter
15 Delivery module with delivery pump,
reversing valve, pressure sensor and
heater
6 Metering module 16 Heater module
7 Power distributor, battery 17 NO
x
sensor after SCR catalytic
converter
8 Passive reservoir 18 NO
x
sensor before SCR catalytic
converter
9 Level sensors in passive reservoir 19 SCR load relay
10 Evaluator, level sensors in passive
reservoir
20 Metering line heater
72
9
Functions of selective catalytic reduction system
Selective catalytic reduction is currently the
most effective system for reducing nitrogen
oxides (NO
x
). During operation, it achieves an
efficiency of almost 100 % and approx. 90 %
over the entire vehicle operating range. The
difference is attributed to the time the system
requires until it is fully operative after a cold
start.
This system carries a reducing agent, urea-
water solution, in the vehicle.
The urea-water solution is injected into the
exhaust pipe by the metering module
upstreamof the SCR catalytic converter. The
DDE calculates the quantity that needs to be
injected. The nitrogen oxide content in the
exhaust gas is determined by the NO
x
sensor
before the SCR catalytic converter.
Corresponding to this value, the exact quantity
of the urea-water solution required to fully
reduce the nitrogen oxides is injected.
The urea-water solution converts to ammonia
in the exhaust pipe. In the SCR catalytic
converter, the ammonia reacts with the
nitrogen oxides to produce nitrogen (N
2
) and
water (H
2
O).
A further NO
x
sensor that monitors this
function is located downstream of the SCR
catalytic converter.
Atemperature sensor in the exhaust pipe after
the diesel particulate filter (i.e. before the SCR
catalytic converter) and the metering module
also influences this function. This is because
injection of the urea-water solution only
begins at a minimum temperature of 200 C.
35 - SCR functions
Index Explanation Index Explanation
1 NOx sensor before SCR catalytic
converter
3 NOx sensor after SCR catalytic
converter
2 Metering module 4 Temperature sensor after diesel
particulate filter
73
9
Chemical reaction
The task of the SCR systemis to substantially
reduce the nitrogen oxides (NO
x
) in the
exhaust gas. Nitrogen oxides occur in two
different forms:
Nitrogen monoxide (NO)
Nitrogen dioxide (NO
2
).
Ammonia (NH
3
) is used for the purpose of
reducing the nitrogen oxides in a special
catalytic converter.
The ammonia is supplied in the formof a urea-
water solution.
The urea-water solution is injected by the
metering system into the exhaust system
downstreamof the diesel particulate filter. The
required quantity must be metered exactly as
otherwise nitrogen oxides or ammonia would
emerge at the end. The following description
of the chemical processes explains why this is
the case.
Conversion of the urea-water solution
The uniform distribution of the urea-water
solution in the exhaust gas and the conversion
to ammonia take place in the exhaust pipe
upstream of the SCR catalytic converter.
Initially, the urea ((NH
2
)
2
CO) dissolved in the
urea-water solution is released.
The conversion of urea into ammonia takes
place in two stages.
36 - Nitrogen oxides
37 - Ammonia
38 - Urea-water solution
39 - Release of urea from the
urea-water solution
74
9
This means, only a part of the urea-water
solution is converted into ammonia during
thermolysis. The remainder, which is in the
form of isocyanic acid, is converted in a
second step.
The water required for this purpose is also
provided by the urea-water solution.
Therefore, following hydrolysis, all the urea is
converted into ammonia and carbon dioxide.
Thermolysis
Explanation: During thermolysis, the urea-water solution is split into two products
as the result of heating.
Initial product: Urea ((NH
2
)
2
CO)
Result: Ammonia (NH
3
)
Isocyanic acid (HNCO)
Chemical formula: (NH
2
)
2
CO NH
3
+ HNCO
40 - Thermolysis: Urea converts to ammonia and isocyanic acid
Hydrolysis
Explanation: The isocyanic acid that was produced during thermolysis is converted
into ammonia and carbon dioxide (CO
2
) by the addition of water in the
hydrolysis process.
Initial products: Isocyanic acid (HNCO)
Water (H
2
O)
Result: Ammonia (NH
3
)
Carbon dioxide (CO
2
)
Chemical formula: HNCO + H
2
O NH
3
+ CO
2
41 - Hydrolysis: Isocyanic acid reacts with water to form ammonia and carbon dioxide
75
9
NO
x
reduction
Nitrogen oxides are converted into harmless
nitrogen and water in the SCR catalytic
converter.
It can be seen that each individual atom has
found its place again at the end of the process,
i.e. exactly the same elements are on the left
as on the right. This takes place only when the
ratio of the urea-water solution to nitrogen
oxides is correct. Nitrogen oxides would
emerge if too little urea-water solution were
injected. By the same token, ammonia would
emerge if too much urea-water solution were
injected, resulting in unpleasant odour and
possible damage to the environment.
42 - Nitrogen and water
Reduction
Explanation: The catalytic converter serves as a "docking" mechanism for the
ammonia molecules. The nitrogen oxide molecules meet the
ammonia molecules and the reaction starts and energy is released.
This applies to NO in the same way as to NO
2
.
Initial products: Ammonia (NH
3
)
Nitrogen monoxide (NO)
Nitrogen dioxide (NO
2
)
Oxygen (O
2
)
Result: Nitrogen (N
2
)
Water (H
2
O)
Chemical formulae: NO + NO
2
+ 2NH
3
2N
2
+ 3H
2
O
4NO + O
2
+ 4NH
3
4N
2
+ 6H
2
O
6NO
2
+ 8NH
3
7N
2
+ 12H
2
O
43 - NO
x
reduction: Nitrogen oxides react with ammonia to form nitrogen and water
76
9
SCR control
The SCR control is integrated in the digital
diesel electronics (DDE). The SCR control is
divided into the metering system control and
the metering strategy.
44 -
Index Explanation Index Explanation
1 Digital diesel electronics DDE7 10 Pressure sensor
2 SCR control 11 Temperature sensor in active
reservoir
3 Metering system control 12 Outside temperature sensor
4 Metering strategy 13 Level sensor in active reservoir
5 Injection pump 14 Level sensor in passive reservoir
6 Transfer pump 15 NO
x
sensor before SCR catalytic
converter
7 Metering module 16 NO
x
sensor after SCR catalytic
converter
8 Heater 17 Exhaust temperature sensor
9 Reversing valve
77
9
Metering strategy
The metering strategy is an integral part of the
SCR control that calculates how much area-
water solution is to be injected at what time.
During normal operation, the signal from the
NO
x
sensor before the SCR catalytic
converter is used for the purpose of
calculating the quantity. This sensor
determines the quantity of nitrogen oxide in
the exhaust gas and sends the corresponding
value to the DDE.
However, the NO
x
sensor must reach its
operating temperature before it can start
measuring. Depending on the temperature,
this can take up to 15 minutes. Until then the
DDE uses a substitute value to determine the
amount of nitrogen oxide in the exhaust gas.
A second NO
x
sensor is installed after the
SCR catalytic converter for the purpose of
monitoring the system. It measures whether
there are still nitrogen oxides in the exhaust
gas. If so the injected quantity of the urea-
water solution is correspondingly adapted.
The NO
x
sensor, however, measures not only
nitrogen oxides but also ammonia but cannot
distinguish between them.
If too much urea-water solution is injected,
although the nitrogen oxides are completely
reduced so-called "ammonia slip" occurs, i.e.
ammonia emerges from the SCR catalytic
converter. This in turn causes a rise in the
value measured by the NO
x
sensor. The aim,
therefore, is to achieve a minimum of the
sensor value.
This, however, is a long-term adaptation and
not a short-term control process as the SCR
catalytic converter performs a storagefunction
for ammonia.
45 - Nitrogen and ammonia emission diagram
Index Explanation
A Value output by NO
x
sensor
B Injected quantity of urea-water
solution
1 Too little urea-water solution
injected
2 Correct quantity of little urea-water
solution injected
3 Too much urea-water solution
injected
78
9
Metering system control
The metering system control could be
considered as the executing part. It carries out
the requirements set by the metering strategy.
This includes both the metering, i.e. injection
as well as the supply of the urea-water
solution.
The tasks of the metering system control
during normal operation are listed in the
following:
Metering of the urea-water solution:
Implementation of the required target
quantity of urea-water solution
Feedback of the implemented actual
quantity of urea-water solution.
Supplying urea-water solution:
Preparation of metering process (filling lines
and pressure built-up) under corresponding
ambient conditions (temperature)
Emptying lines during afterrunning
Heater actuation.
In addition, the metering system control
recognizes faults, implausible conditions or
critical situations and initiates corresponding
measures.
Metering of the urea-water solution
The metering strategy determines the
quantity of urea-water solution to be injected.
The metering system control executes this
request. A part of the function is metering
actuation that determines the actual opening
of the metering valve.
Depending on the engine load, the metering
valve injects at a rate of 0.5 Hz to 3.3 Hz.
The metering actuation facility calculates the
following factors in order to inject the correct
quantity:
The duty factor of the actuator of the
metering valve in order to determine the
injection duration
Actuation delay to compensate for the
sluggishness of the metering valve.
The signal from the pressure sensor in the
metering line is taken into account to ensure
an accurate calculation; the pressure,
however, should remain at a constant 5 bar.
The metering system control also calculates
the quantity actually metered and signals this
value back to the metering strategy.
The metering quantity is also determined over
a longer period of time. This long-term
calculation is reset during refuelling or can be
reset by the BMW diagnosis system.
79
9
Supplying urea-water solution
A supply of a urea-water solution is required
for the selective catalytic reduction process. It
is necessary to store this medium in the
vehicle and to make it available rapidly under
all operating conditions. In this case 'making
available' means that the urea-water solution
is applied at a defined pressure at the
metering valve.
Various functions that are described in the
following are required to carry out this task.
Heater
The systemmust be heated as the urea-water
solution freezes at a temperature of -11 C.
The heating system performs following tasks:
To monitor the temperature in the active
reservoir and the ambient temperature
To thaw a sufficient quantity of urea-water
solution and the components required for
metering the solution during system start-
up
To prevent the relevant components
freezing during operation
To monitor the components of the heating
system.
The following components are heated:
Surge chamber in active reservoir
Intake line in active reservoir
Delivery module (pump, filter, reversing
valve)
Metering line (from active reservoir to
metering module).
The heating systems for the metering line and
delivery module are controlled dependent on
the ambient temperature.
The heater in the active reservoir is controlled
as a function of the temperature in the active
reservoir.
Theheatingcontrol is additionally governedby
the following conditions:
Temperature in active reservoir and ambient temperature are the same
Condition 1 Condition 2 Condition 3 Condition 4
Ambient temperature and
temperature in active reservoir
> -4 C < -4 C < -5 C < -9 C
Metering line heater Not active Not active Active Active
Active reservoir heater Not active Active Active Active
Metering standby Established Established Established Delayed
80
9
Metering standby is delayed at a temperature
below -9 C in the active reservoir, i.e. a
defined waiting period is allowed to elapse
until an attempt to build up pressure begins.
This time is constant from-9 Cto -16.5 Cas
it is not possible to determine to what extent
the urea-water solution is frozen. At
temperatures below -16.5 C, the heating
time is extended until an attempt to build up
the pressure is made.
Heating the metering line generally takes
place much faster. Therefore, the temperature
in the active reservoir is the decisive factor for
the period of time until an attempt to build up
the pressure is undertaken. However, it is
possible that the heating time for the metering
line is longer at ambient temperature
considerably lower thanthe temperature inthe
active reservoir. In this case, the ambient
temperature is taken for the delay in metering
standby.
The following graphic shows the delay as a
function of the temperature sensor signals.
The graphic shows that, with the same
temperature signals, the delay time relating to
the temperature in the active reservoir is
longer than the delay caused by the ambient
temperature.
Only the times at temperatures below -9 C
are relevant as they are shorter than 3 minutes
at temperatures above -9 C. 3 minutes is the
time that the entire system requires to
establish metering standby (e.g. also taking
into account the temperature in the SCR
catalytic converter). This is also the time that is
approved by the EPA (Environmental
Protection Agency) as the preliminary period
under all operating conditions. This time is
extended significantly at very low
temperatures.
The following example shows how the delay
time up to metering standby is derived at low
temperatures.
46 - Diagram - metering
standby delay times
Index Explanation Index Explanation
A Delay as a function of temperature in
active reservoir
B Delay as a function of ambient
temperature
t [s] Delay time in seconds T [C] Temperature in degrees Celsius
81
9
Example: Ambient temperature: -30 C,
temperature in active reservoir: -12 C
The vehicle was driven for a longer period of
time at very low ambient temperatures of -
30 C. The heater in the active reservoir has
thawed the urea-water solution. The vehicle is
now parked for a short period of time (e.g. 30
minutes). When restarted, the temperature in
the active reservoir is -12 C.
The delay time that is initiated by the
temperature in the active reservoir is approx.
18 minutes while the delay time initiated by
the ambient temperature is 25 minutes. Since
the delay time initiated by the ambient
temperature is longer, this will give rise to a
longer delay.
Now another condition comes into play. Only
the end of the delay caused by the
temperature in the active reservoir can enable
metering. This means:
The delay time initiated by the temperature
in the active reservoir will have elapsed after
18 minutes. No enable is yet provided by
the second delay caused by the ambient
temperature. A second cycle of 18 minutes
now begins.
The delay time initiated by the ambient
temperature will elapse after 25 minutes
and will send its enable signal. However,
this delay cannot enable metering.
The second cycle of the delay time caused
by the temperature in the active reservoir
will have elapsed after 36 minutes. Since
the enable from the delay caused by the
ambient temperature is now applied,
metering will be enabled.
82
9
Transfer pumping
So-called transfer pumping is required since
two reservoirs are used for storing the urea-
water solution. The term transfer pumping
relates to pumping the urea-water solution
from the passive reservoir into the active
reservoir.
The following conditions must be met for
transfer pumping:
There is a urea-water solution in the passive
reservoir
The ambient temperature is above a
minimum value of -5 C for at least 10
minutes
A defined quantity (300 ml) was used up in
the active reservoir or the reserve level in
the active reservoir was reached.
The solution is then pumped for a certain time
in order to refill the active reservoir. The
transfer pumping procedure is terminated if
the "full" level is reached before the time has
elapsed.
If the passive reservoir was refilled, transfer
pumping will only take place after a quantity of
approx. 3 l has been used up in the active
reservoir. The entire quantity is then pumped
over. The system then waits again until a
quantity of approx. 3 l has been used up in the
active reservoir before again pumping the
entire quantity while simultaneously starting
the incorrect refilling detection function. This
function determines whether the system has
been filled with the wrong medium as it is
present in high concentration in the active
reservoir.
Transfer pumping does not take place in the
event of a fault in the level sensor system.
47 - Transfer pumping
Index Explanation Index Explanation
1 Passive reservoir 6 Pump
2 Level sensors 7 Non-return valve
3 Extractor connections 8 Level sensor
4 Transfer line 9 Active reservoir
5 Filter
83
9
Delivery
The urea-water solution is delivered from the
active reservoir to the metering module. This
task is performed by a pump that is integrated
in the delivery unit. The delivery unit
additionally contains:
Heater
Pressure sensor
Filter
Return throttle
Reversing valve.
The pump is actuated by a pulse-width
modulated signal (PWMsignal) fromthe DDE.
The PWM signal provides a speed
specification for the purpose of establishing
the systempressure. The value for the speed
specification is calculated by the DDE based
on the signal from the pressure sensor.
When the system starts up, the pump is
actuated with a defined PWM signal and the
line to the metering module is filled. This is
followed by pressure build-up. Only then does
pressure control take place.
48 - Delivery
Index Explanation Index Explanation
1 Metering line 8 Filter
2 Delivery module 9 Level sensor
3 Pump 10 Filter
4 Reversing valve 11 SCR catalytic converter
5 Filter 12 Exhaust system
6 Restrictor 13 Metering module
7 Pressure sensor
84
9
When the metering line is filled, the opened
metering valve allows a small quantity of the
urea-water solution to be injected into the
exhaust system.
During pressure control, i.e. during normal
operation with metering, the pump is actuated
in such a way that a pressure of 5 bar is applied
in the metering line. Only a small part of the
urea-water solution delivered by the pump is
actually injected. The majority of the solution is
transferred via a throttle back into the active
reservoir. This means, the delivery pressure is
determined by the pump speed together with
the throttle cross section.
The solution is injected four times per second.
The quantity is determined by the opening
time and stroke of the metering valve.
However, the quantity is so lowthat there is no
noticeable drop in pressure in the metering
line.
Evacuating
After turningoff the engine, the reversingvalve
switches to reverse the delivery direction of
the pump, thus evacuating the metering line
and metering module.
49 - Evacuating
Index Explanation Index Explanation
1 Metering line 8 Filter
2 Delivery module 9 Level sensor
3 Pump 10 Filter
4 Reversing valve 11 SCR catalytic converter
5 Filter 12 Exhaust system
6 Throttle 13 Metering module
7 Pressure sensor
85
9
Evacuation also takes place if the system has
to be shut down due to a fault or if the
minimum temperature in the active reservoir
can no longer be maintained.
This is necessary to ensure no urea-water
solution remains in the metering line or
metering module as it can freeze.
The metering valve is opened during
evacuation.
Level measurement
There are level sensors both in the active as
well as in the passive reservoir. However,
these sensors are not continuous sensors as
in the fuel system for example. They can
determine only a specific point, to which a
defined quantity of urea-water solution in the
reservoir is assigned.
Two separate level sensors are fitted in the
passive reservoir, one for "full" and one for
"empty". The signals from the level sensors
are not sent directly to the DDE but rather to
an evaluator.
The active reservoir contains one level sensor
that has various measuring points:
Full
Warning
Empty.
Also in this case, there is an evaluator installed
between the sensors and the DDE, which
fulfils the same tasks as for the passive
reservoir.
This evaluator sends a plausible level signal to
the DDE. It recognizes changes in the fill level
caused, for example, by driving uphill/downhill
or sloshing of the liquid as opposed to an
actual change in the liquid level in the
reservoir. Lowlevel is therefore signalledwhen
the correspondingsensor is nolonger covered
by the urea-water solution for a defined period
of time. Once the level drops belowthis value,
it can no longer be reached during normal
operation. This means, the liquid sloshing on
the sensor or driving uphill/downhill is no
longer interpreted as a higher liquid level.
50 - Example: Level signal OK
Index Explanation
1 Measuring point "Full"
2 Measuring point "Warning"
3 Measuring point "Empty"
4 Reference
5 Level
Level of urea-water solution Level signal
Level > Full Full
Full > Level > Warning OK
Warning > Level > Empty Warning
Empty > Level Empty
86
9
The level measurement system must also
recognize when the active and passive
reservoirs are refilled. This is achieved by
comparing the current level with the value last
stored.
The level sensor signal after refilling
corresponds to the signal while driving uphill.
To avoid possible confusion, the refilling
recognition function is limited to a certain
period of time after starting the engine and
driving off - as it can be assumed that refilling
will only take place while the vehicle is
stationary.
A certain vehicle speed must be exceeded to
ensure that sloshing occurs, thus providing a
clear indication that the system has been
refilled.
Refilling the system while the engine is
running can also be detected but with
modified logic. The signals sent by the
sensors while the vehicle is stationary are also
used for this purpose. The vehicle must be
stationary for a defined minimum period in
order to make the filling plausible.
When the urea-water solution is frozen, a level
sensor will show the same value as when it is
not wetted/covered by the solution. A frozen
reservoir is therefore shown as empty. For this
reason, the following sensor signals are used
for measuring the level:
Ambient temperature
Temperature in active reservoir
Heater enable.
Level calculation
This function calculates the quantity of urea-
water solution remaining in the active
reservoir. The calculation is calibrated
together with the level measurement.
Every time the level drops belowa level sensor
the corresponding amount of urea-water
solution in the reservoir is stored. The amount
of urea-water solution actually injected is then
subtracted from this value while the pumped
quantity is added.
This makes it possible to determine the level
more precisely than that would be possible by
simple measurement. In addition, the level can
still be determined in the event of one of the
level sensors failing.
Since it is possible that refilling is not
recognized, the calculation is continued only
until the level ought to drop below the next
lower sensor.
Example:
Once the level drops below the "full" level
sensor, for example, fromnow on the quantity
of used and repumped urea-water solution is
taken into account and the actual level below
"full" calculated. Normally, the level then drops
below the next lower level sensor at the same
time as determined by the level calculation. An
adjustment takes place at this point and the
calculation is restarted.
If, however, a quantity of urea-water solution is
refilled without it being detected, the actual
level will be higher than the calculated level.
The level calculation is stopped if it calculates
that the level ought to have dropped belowthe
next level sensor but the level sensor is still
wetted/covered.
By way of exception, a defective level sensor
can cause the calculation to continue until the
reservoir is empty.
87
9
SCR system modes
When the ignition is switched on, the SCR
control undergoes a logical sequence of
modes in the DDE. There are conditions that
initiate the change from one mode to the
other. The following graphic shows the
sequence of modes which are subsequently
described.
51 - Sequence of modes in SCR control
88
9
INIT (SCR initialization)
The control unit is switched on (terminal 15
ON) and the SCR system is initialized.
STANDBY (SCR not active)
STANDBY mode is assumed either after
initialization or in the case of fault.
AFTERRUNmode is assumed if terminal 15 is
switched off in this state or a fault occurs.
NOPRESSURECONTROL (waiting for
enable for pressure control)
NOPRESSURECONTROL mode is assumed
when no faults occur in the system. In this
mode, the system is waiting for the pressure
control enable that is provided by the following
sensor signals:
Temperature in catalytic converter
Temperature in active reservoir
Ambient temperature
Engine status (engine running).
The system also remains in
NOPRESSURECONTROL mode for a
minimum period of time so that a plausibility
check of the pressure sensor can be
performed.
PRESSURECONTROL mode is assumed
once the enable is finally given.
STANDBY mode is assumed if terminal 15 is
switched off or a fault occurs in
NOPRESSURECONTROL mode.
PRESSURECONTROL (SCR system
running)
PRESSURECONTROL mode is the normal
operating status of the SCR system and has
four submodes.
PRESSURECONTROL mode is maintained
until terminal 15 is switched off. A change to
PRESSUREREDUCTION mode then takes
place.
A change to PRESSUREREDUCTION mode
also takes place if a fault occurs in the system.
The four submodes of
PRESSURECONTROL are described in the
following:
REFILL
The delivery module, metering line and the
metering module are filled when REFILL
mode is assumed. The pump is actuated
and the metering valve opened by a defined
value. The fill level is calculated.
The mode changes to
PRESSUREBUILDUPwhen the required fill
level is reached or a defined pressure
increase is detected.
PRESSUREREDUCTION mode is
assumed if terminal 15 is switched off or a
fault occurs in the system.
89
9
PRESSUREBUILDUP
In this mode, the pressure is built up to a
certain value. For this purpose, the pump is
actuated while the metering valve is closed.
If the pressure is built up within a certain
time, the systemswitches to the next mode
of METERINGCONTROL. If the required
pressure built-up is not achieved after the
defined period of time has elapsed, a status
loop is initiated, and VENTILATIONmode is
assumed.
If the pressure cannot be built up after a
defined number of attempts, the system
signals a fault and assumes
PRESSUREREDUCTION mode.
PRESSUREREDUCTION mode is also
assumed when terminal 15 is switched off
or another fault occurs in the system.
VENTILATION
If the pressure could not be increased
beyond a certain value in
PRESSUREBUILDUP mode, it is assumed
that there is still air in the pressure line.
The metering valve is opened for a defined
period of time to allow this air to escape.
This status is exited after this time has
elapsed and the system returns to
PRESSUREBUILDUP mode. The loop
between PRESSUREBUILDUP and
VENTILATION varies corresponding to the
condition of the reducing agent. The reason
for this is that a different level is established
after REFILL depending on the ambient
conditions. Repeating the ventilation
function will ensure that the pressure line is
completely filled with reducing agent.
PRESSUREREDUCTION mode is
assumed if terminal 15 is switched off or a
fault occurs in the system.
METERINGCONTROL
The system can enable metering in
METERINGCONTROL mode. This is the
actual status during normal operation. The
urea-water solution is injected in this mode.
In this mode, the pump is actuated in such
a way that a defined pressure is established.
This pressure is monitored. If the pressure
progression overshoots or undershoots
defined parameters, a fault is detected and
the system assumes
PRESSUREREDUCTION mode. These
faults are reset on return to
METERINGCONTROL mode.
PRESSUREREDUCTION mode is also
assumed if terminal 15 is switched off or
another fault occurs in the system.
90
9
PRESSUREREDUCTION
Metering enable is cancelled on entering
PRESSUREREDUCTION mode.
This status reduces the pressure in the
delivery module, metering line and the
metering module after
PRESSURECONTROL mode. For this
purpose, the reversing valve is opened and the
pump actuated at a certain value, the metering
valve is closed.
PRESSUREREDUCTION mode ends when
the pressure drops below a certain value. The
system assumes NOPRESSURECONTROL
mode if the pressure threshold is reached
(undershot) within a defined time.
The systemsignals a fault if the pressure does
not drop below the threshold after a defined
time has elapsed. In this case or also in the
case of another fault, the system assumes
NOPRESSURECONTROL mode.
NOPRESSURECONTROL mode is also
assumed when terminal 15 is switched on.
AFTERRUN
The system is shut down in AFTERRUN
mode.
If terminal 15 is switched on again before
afterrun has been completed, afterrun is
cancelled and STANDBY mode is assumed. If
this is not the case the system goes through
the submodes of AFTERRUN.
TEMPWAIT (catalytic converter
cooling phase)
In AFTERRUN mode, TEMPWAIT
submode is initially assumed if the system
is filled. This is intended to prevent
excessively hot exhaust gasses being
drawn into the SCR system.
The duration of the cooling phase is
determined by the exhaust gas
temperature. EMPTYING submode is
assumed after this time, in which the
exhaust system cools down, has elapsed.
EMPTYING submode is also assumed if a
fault occurs in the system.
If terminal 15 is switched on in this status,
STANDBY mode is assumed.
EMPTYING
The system assumes
AFTERRUN_EMPTYING submode after
the cooling phase. The pressure line and
the delivery module are emptied in this
submode. The urea-water solution is drawn
back into the active reservoir by opening
the reversing valve, actuating the pump and
opening the metering valve. This is
intended to prevent the urea-water solution
freezing in the metering line or the metering
module.
The level in the metering line is calculated in
this mode.
PRESSURECOMPENSATION mode is
assumed if the metering line is empty.
PRESSURECOMPENSATION mode is
also assumed if a fault occurs in the system.
If terminal 15 is switched on, STANDBY
mode is assumed.
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9
PRESSURECOMPENSATION (intake
line - ambient pressure)
After the system has been completely
emptied, PRESSURECOMPENSATION
submode is assumed. In this status the
pump is switched off, the reversing valve is
then closed followed by the metering valve
after a delay. The time interval between
switching off the pump and closing the
valve prevents a vacuum forming in the
intake line; pressure compensation
between the intake line and ambient
pressure takes place.
After executing the steps correctly the
system assumes
WAITING_FOR_SHUTOFF submode.
WAITING_FOR_SHUTOFF is also
assumed if a fault occurs in the system.
If terminal 15 is switched on, STANDBY
mode is assumed.
WAITING_FOR_SHUTOFF (shutting
down SCR)
The control unit is shut down and switched
off.
Warning and shut-down scenario
The SCR system is relevant to the vehicle
complying with the exhaust emission
regulations - it is a prerequisite for approval/
homologation! If the systemfails, the approval
will be invalidated and the vehicle must no
longer be operated. A very plausible case
leading to the system failure is that the urea-
water solution runs out.
Vehicle operation is no longer permitted
without the urea-water solution, therefore, the
engine will no longer start.
To ensure the driver is not caught out, a
warning and shut-down scenario is provided
that begins at a sufficiently long time before
the vehicle actually shuts down so that the
driver can either conveniently top up the urea-
water solution himself or have it topped up.
92
9
Warning scenario
The warning scenario begins when the level
drops below the "Warning" level sensor in the
active reservoir. At this point, the active
reservoir is still approximately 50 % full with
urea-water solution. The level is then
determined as a defined volume (depending
on type of vehicle).
Fromthis point on, the actual consumption of
the urea-water solution is subtracted fromthis
value. The mileage is recorded when the
amount of 2500 ml is reached.
A countdown from1000 mls now takes place
- irrespective of the actual consumption of the
urea-water solution. The driver receives a
priority 2 (yellow) check control message
showing the remaining range.
If the vehicle is equipped with an on-board
computer (CID - Central Information Display),
instruction will also be displayed.
The driver receives a priority 1 (red) check
control message as from 200 mls.
In this case the following message is shown in
the CID:
52 - CC message in instrument
cluster, range < 1000 mls
53 - CC message in CID, range < 1000 mls
54 - CC message in instrument
cluster, range < 200 mls
55 - CC message in CID, range < 200 mls
93
9
Shut-down scenario
If the range reaches 0 mls, similar as to in the
fuel gauge, three dashes are shown instead of
the range.
The check control message in the CID
changes and shows that the engine can no
longer be started.
In this case, it will no longer be possible to start
the engine if it has been shut down for longer
than three minutes. This is intended to allow
the driver to move out of a hazardous situation
if necessary.
If the system is refilled only after engine start
has been disabled, the logic of the refill
recognition system is changed in this special
case, enabling faster refill.
Exhaust fluid incorrect
If the systemis filled with an incorrect medium,
this will become apparent after several
hundred miles (kilometres) later by elevated
nitrogen oxide values in the exhaust gas
despite adequate injection of the supposed
urea-water solution. The system recognizes
an incorrect medium when certain limits are
exceeded. From this point on, a warning and
shut-down scenario is also initiated that allows
a remaining range of 200 mls.
The exclamation mark in the symbol identifies
the fault in the system.
In this case, the message in the CID informs
the driver to go to the nearest workshop.
56 - CC message in instrument
cluster, range = 0 mls
57 - CC message in CID, range = 0 mls
58 - CC message in instrument
cluster in the case of
incorrect exhaust fluid
59 - CC message in CID in the case of incorrect exhaust fluid
94
9
Refilling
The active and passive reservoirs can be
refilled with urea-water solution either by the
service workshop or by the customer himself.
The system can be refilled without any
problems with the vehicle on an incline of up to
5 in any direction. In this case, 90 % of the
maximum possible fill is still achieved.
The volume of the urea-water solution
reservoir is designed such that the range is
large enough to cover one oil change interval.
This means the "normal" refill takes place as
part of the servicing work in the workshop. If,
however, the supply of urea-water solution
should run low prematurely due to
extraordinary driving profile, it is possible to top
up a smaller quantity.
Refilling in service workshop
Refilling in the service workshop refers to the
routine refill as part of the oil change
procedure. This takes place at the latest after:
13000 mls on the E90,
11000 mls on the E70 or
one year.
In this case, the systemmust be emptied first
in order to remove older urea-water solution.
This takes place via the extractor connections
in the transfer line. Although a small residual
quantity always remains in the reservoirs, it is
negligible.
Topping up
Any required quantity can be topped up if the
urea-water solution reserve does not last up to
the next oil change. Ideally, this quantity
should only be as much as is required to reach
the next oil change, as the system is then
emptied.
95
9
Components of the selective catalytic reduction system
Urea-water solution
The urea-water solution is the carrier for the
ammonia that is used to reduce the nitrogen
oxides (NO
x
) in the exhaust gas. To protect
persons and the environment fromthe effects
of ammonia and to make it more easy to
handle for transport and refuelling procedures,
it is provided in an aqueous urea solution for
the SCR process.
The recommended urea-water solution is
AdBlue. The VDA (Association of German
Automobile Industry) holds the rights to the
trademark AdBlue. AdBlue is a high-purity,
water-clear, synthetically manufactured
32.5 % urea solution that is standardized in
accordance with DIN 70070/AUS32.
The urea-water solution used must
correspond to this standard.
Health and safety
The urea-water solution is not toxic. It is an
aqueous solution which, according to valid
European chemical law, poses no special
risks. It is not a hazardous substance and it is
not a dangerous medium as defined by
transport laws.
If small amounts of the product come in
contact with the skin while handling the urea-
water solution it is sufficient to simply rinse it
off with ample water. In this way, the possibility
of any ill effects on human health are ruled out.
Degradability and disposal
The urea-water solution can be broken down
by microbes and is therefore easily
degradable. The urea-water solution poses a
minimum risk to water and soil. In Germany,
the urea-water solution is categorized in the
lowest water hazard class (WGK 1). In view of
its excellent degradability properties, small
quantities of spilt urea-water solution can be
flushed into the sewage system with ample
water.
Materials compatibility
Contact of urea-water solution with copper
and zinc as well as their alloys and aluminium
must be avoided as this leads to corrosion. No
problems whatsoever are encountered with
stainless steel and most plastics.
Storage and durability
To avoid adverse effects on quality due to
contamination and high testing expenditure,
the urea-water solution should only be
handled in storage and filling systems
specifically designed for this purpose.
In view of the fact that the urea-water solution
freezes solid at a temperature of -11 C and
decomposes at an accelerated rate at
temperatures above 25 C, the storage and
filling systems should be set up in such a way
that a temperature range from30 Cto -11 C
is ensured.
Provided the recommended storage
temperature of maximum25 Cis maintained,
the urea-water solution meets the
requirements stipulated by the standard DIN
70070 for at least 12 months after its
manufacture. This period of time is shortened
if the recommended storage temperature is
exceeded. The urea-water solution will
become solid if cooled to temperatures below
-11 C. When heated up, the frozen urea-
water solution becomes liquid again and can
be used without any loss in quality.
Avoid direct UV radiation.
96
9
Passive reservoir
The passive reservoir is the larger of the two
supply reservoirs.
The name passive reservoir refers to the fact
that it is not heated.
The following components make up the
passive reservoir:
Level sensors (2x)
Operating vent (2x on E90)
Filler vent.
Vehicle Volume Location Position of filler neck
E70 16.5 l In underbody, approximately
under driver's seat
On the left in engine
compartment, under unfiltered
air pipe
E90 14.4 l Under luggage compartment
floor instead of multifunction pan
Left side in rear bumper panel
60 - E90 Passive reservoir
Index Explanation Index Explanation
1 Operating vent 5 Fill line connection
2 Filler vent 6 "Empty" level sensor
3 "Full" level sensor 7 Passive reservoir
4 Operating vent
97
9
The passive reservoir on the E70 is encased in
insulation as it is positioned near the front of
the exhaust systemwhere the heat transfer to
the urea-water solution would be very high.
61 - Insulation of passive reservoir E70
62 - E70 Passive reservoir
Index Explanation Index Explanation
1 Connection for transfer line 5 Fill line connection
2 Operating vent 6 Filler vent
3 "Full" level sensor 7 "Empty" level sensor
4 Passive reservoir
98
9
Level sensors
There are two level sensors in the passive
reservoir. One supplies the "Full" signal and
the other the "Empty" signal.
The sensors make use of the conductivity of
the urea-water solution. Two contacts project
into the reservoir. When these contacts are
wetted with urea-water solution the circuit is
closed and current can flow, thus enabling a
sensor signal.
The two level sensors send their signal to an
evaluator. This evaluator filters the signals and
recognizes, for example, sloshing of the urea-
water solution and transfers a corresponding
level signal to the digital diesel electronics.
The "Full" level sensor is located at the top of
the passive reservoir. Both contacts are
wetted when the passive reservoir is
completely filled and the sensor sends the
"Full" signal.
The "Empty" level sensor is located at the
bottom end of the passive reservoir. The
reservoir is considered to be "not empty" for
as long as the sensor is covered by urea-water
solution. The evaluator detects that the
passive reservoir is empty when no sensor
signal is received.
Venting
The passive reservoir is equipped with one
operating vent (2 in the E90) and one filler
vent.
The operating vent is directed into
atmosphere. A so-called sintered tablet
ensures that no impurities can enter the
reservoir via the operating vent. This sintered
tablet consists of a porous material and serves
as a filter that allows particles only up to a
certain size to pass through.
The filler vent is directed into the filler pipe and
therefore no filter is required.
63 - Level sensor in passive reservoir
99
9
Transfer unit
The transfer unit pumps the urea-water
solution from the passive reservoir to the
active reservoir. There is a screen filter in the
inlet port of the pump.
This pump is designed as a diaphragmpump.
It operates in a similar way to a piston pump
but the pump element is separated from the
mediumby a diaphragm. This means there are
no problems regarding corrosion.
64 - Transfer unit
Index Explanation
1 Connection for transfer line to
passive reservoir (inlet)
2 Pump motor connection
3 Connection for transfer line to
active reservoir (outlet)
100
9
Active reservoir
The active reservoir is the smaller of the two
reservoirs and its name refers to the fact that it
is heated. In view of its small volume, little
energy is required to heat the urea-water
solution.
Vehicle Volume Location Position of filler neck
E70 6.4 l On front right in side panel
module between bumper panel
and wheel arch
On front right in engine
compartment at the end of the
support carrier cross member
E90 7.4 l Behind the rear axle differential
directly under the passive
reservoir
Left side in rear bumper panel
65 - E90 Active reservoir
Index Explanation Index Explanation
1 Active reservoir 4 Filler vent
2 Operating vent 5 Fill line connection
3 Delivery module 6 Connection of transfer line from
passive reservoir
101
9
66 - E70 Active reservoir
Index Explanation
1 Fill line connection, active reservoir
2 Delivery module
3 Metering line
4 Filler vent
5 Connection of transfer line from
passive reservoir
6 Active reservoir
102
9
Function unit
The so-called function unit is located in the
active reservoir. It has the external appearance
of a surge chamber and accommodates a
heater, filter and a level sensor. The delivery
unit is attached to it.
Unlike a surge chamber in the fuel tank, the
lower section of the function unit has slots.
This chamber creates a smaller volume in the
reservoir that scarcely mixes with the urea-
water solution outside the chamber. There is a
PTC heating element (positive temperature
coefficient) in the base of the chamber that
can heat up this smaller volume at a relatively
fast rate. The intake line is also heated. In this
way, liquid urea-water solution can be made
available for vehicle operation even at the
lowest temperatures.
The heating element in the chamber is
connected to the heater for the intake line to
form one heating circuit. A power
semiconductor supplies the current for this
heating circuit. The power semiconductor is
controlled by the DDE. The DDE can
determine the current that flows across the
heating elements and can therefore monitor
their operation.
67 - Function unit
Index Explanation
1 Operating vent
2 Bowl
3 Level sensor
103
9
The temperature sensor provides the signal
for the heating control system. It is designed
as an NTC sensor (negative temperature
coefficient). The temperature sensor is
integrated at the bottom end of the level
sensor.
68 - Sectional view of function
unit
Index Explanation Index Explanation
1 Level sensor 4 Intake line with heater
2 Heating element 5 Operating vent
3 Filter
104
9
The level sensor in the function unit provides
the level value for the entire active reservoir.
The level sensor in the active reservoir
operates in accordance with the same
principle as the level sensors in the passive
reservoir. In this case, however, there is only
one sensor with several contacts that extend
at different levels into the active reservoir.
The sensor makes use of the conductivity of
the urea-water solution. A total of four
contacts project into the reservoir. When
these contacts are wetted with urea-water
solution the circuit is closed and current can
flow, thus enabling a sensor signal.
Three contacts are responsible for signalling
the different levels. The fourth contact is the
reference, i.e. the contact via which the
electric circuit is closed. This reference
contact cannot be seen in the figure as it is
located directly behind the "Empty" contact
(3).
The level sensor sends its signal to an
evaluator. This evaluator filters the signal and
recognizes, for example, sloshing of the urea-
water solution and transfers a corresponding
level signal to the digital diesel electronics.
69 - Level sensor in active reservoir
Index Explanation
1 "Full" contact
2 "Warning" contact
3 "Empty" contact
Index Explanation
105
9
Delivery unit
The delivery unit is located on the active
reservoir at the top end of the function unit.
Among other things, the delivery unit
comprises the pump that transfers the urea-
water solution from the active reservoir to the
metering module. The delivery unit is also
heated by a PTC element.
The heating element in the delivery unit is
connected to the heater for the metering line
to form one heating circuit. A power
semiconductor supplies the current for this
heating circuit. The power semiconductor is
controlled by the DDE. The DDE can
determine the current that flows across the
heating elements and can therefore monitor
their operation.
Pump
The pump is a common part with the pump in
the transfer unit. While the engine is running, it
pumps the urea-water solution fromthe active
reservoir to the metering module. It sucks the
metering line empty when the engine is turned
off.
Pressure sensor
The pressure sensor measures the pressure
in the delivery line to the metering module.
The value is transferred to the DDE.
Reversing valve
The reversing valve ensures the delivery
direction in the metering line can be reversed
to empty the metering line while the pump
delivers in the same direction. It is designed as
a 4/2-way valve interchanges the metering line
and intake line to the pump.
The valve is not actuated in intervals and
therefore has only two positions. Since power
is permanently applied to the valve when it is
actuated, the maximum actuation time is
limited in order to avoid overheating.
70 - Delivery unit
Index Explanation Index Explanation
1 Pump motor and heater connection 3 Pressure sensor connection
2 Reversing valve connection 4 Metering line connection
106
9
Metering module and mixer
The metering module is responsible for
injecting the urea-water solution into the
exhaust pipe. It features a valve that is similar
to the fuel injector in a petrol engine with
intake manifold injection.
Although the metering module does not have
a heater, it is still heated by the exhaust system
to such an extent that it even requires cooling
fins.
The metering module is actuated by a pulse-
width modulated (PWM) signal from the DDE
such that the pulse duty factor determines the
opening duration of the valve.
71 - Metering module
Index Explanation Index Explanation
1 Metering line connection 2 Metering valve connection
107
9
The metering module is equipped with a
tapered insert (6) that prevents urea-water
solution residue drying up and clogging the
valve. Its shape creates a flow that prevents
urea-water solution from collecting on the
walls of the exhaust system. Urea deposits on
the insert are burnt off as it is heated to very
high temperatures by the flow of exhaust gas.
Mixer
The mixer mounted in the flange connection
of the exhaust pipe is located directly behind
the metering module in the exhaust system. It
swirls the flow of exhaust gas to ensure the
urea-water solution is thoroughly mixed with
the exhaust gas. This is necessary to ensure
the urea converts completely into ammonia.
72 - Metering module in installed position
Index Explanation Index Explanation
1 Mixer 4 Diesel particulate filter
2 NO
x
sensor before SCR catalytic
converter
5 Metering module
3 Exhaust gas temperature sensor
after diesel particulate filter
6 Insert
108
9
NO
x
sensors
The nitrogen oxide sensor consists of the
actual measuring probe and the
corresponding control unit. The control unit
communicates via the LoCANwith the engine
control unit.
In terms of its operating principle, the nitrogen
oxide can be compared with a broadband
oxygen sensor. The measuring principle is
based on the idea of basing the nitrogen oxide
measurement on oxygen measurement.
The following graphic shows the functional
principle of this measuring system.
73 - NO
x
sensor
74 - Function of NO
x
sensor
Index Explanation Index Explanation
1 Pump flow 1st chamber 5 Barrier 2
2 Catalytic element 6 Solid electrolyte zircon dioxide
(ZrO
2
)
3 Nitrogen outlet 7 Barrier 1
4 Pump flow 2nd chamber
109
9
The exhaust gas flows through the NO
x
sensor. Here, only oxygen and nitrogen oxides
are of interest. In the first chamber, the oxygen
is ionized out of this mixture with the aid of the
first pump cell and passed through the solid
electrolyte. A lambda signal can be tapped off
fromthe pump current of the first chamber. In
this way, the exhaust gas in the NO
x
sensor is
liberated from free oxygen (not bound to
nitrogen).
The remaining nitrogen oxide then passes
through the second barrier to reach the
second chamber of the sensor. Here, the
nitrogen oxide is split by a catalytic element
into oxygen and nitrogen. The oxygen
released in this way is again ionized and can
then pass through the solid electrolyte. The
pump current that occurs during this process
makes it possible to deduce the quantity of
oxygen and the nitrogen level can be
concluded from this quantity.
110
9
Engine electrical system
In contrast to the ECE version of the
M57D30T2 engine, the US version of the
engine electrical system features following
differences:
Engine control unit DDE7
Preheating system with LIN-bus link and
ceramic heater plugs
Additional OBD sensors
Electrically operated swirl flap and EGR
valve
Additional actuators and sensors for the low
pressure EGR system.
Engine control unit DDE7.3
The new DDE7 engine control unit that will
otherwise be used in the next generation of
diesel engines (N47, N57) is used in the US
version of the M57D30T2 engine.
The reason for this is that the capacity of the
DDE6 is no longer sufficient for the additional
functions (especially SCR).
Preheating system
The heating system is responsible for
providing reliable cold start properties and
smooth operation when the engine is cold.
The DDE control unit sends the temperature
requirement of the heater plug to the heating
control unit. The heating control unit
implements the request and actuates the
heater plugs with a pulse-width modulated
signal. The heating control unit additionally
sends diagnosis and status information via the
LIN-bus connection back to the digital diesel
electronics.
The LIN-bus is a bi-directional data interface
that operates in accordance with the master-
slave principle. The DDE control unit is the
master.
Each of the six heating circuits can be
diagnosed individually.
When the heating control unit is switched on
for the first time, the electrical resistance of the
heater plugs is evaluated at the start of the
heating process. Ahot heater plug has a much
higher resistance than a cold plug. If hot heater
plugs are detected based on their resistance,
less power is applied to the heater plugs at the
start of the heating cycle. If, on the other hand,
cold heater plugs are detected, the maximum
power is applied to the heater plugs at the start
of the heating cycle. This function is known as
dynamic repeat heating. This function avoids
the situation where too much power is applied
to a heater plug, which is already hot, as the
result of a second heating cycle following
shortly after the first, and therefore overheats.
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The DDE control unit determines the
necessary heater plug temperature as a
function of the following operating values:
Engine speed
Intake air temperature
Injected quantity
Ambient pressure
System voltage
Status signal, starter enable.
The digital diesel electronics sends the
required heater plug temperature to the
heating control unit to activate heating.
The heating system assumes various
operating modes that are explained in the
following.
Preheating
Preheating is activated after terminal 15 has
been switched on.
The heater systemindicator in the instrument
cluster is activated at a coolant temperature of
10 C. Preheating is finished when:
The engine speed threshold of 42 rpm is
exceeded (starter is operated)
or
the preheating time has elapsed. The
preheating time is dependent on the
coolant temperature and is defined in a
characteristic curve.
Start standby heating
Start standby heating is activated when the
preheating process is terminated by the
preheating time elapsing. Start standby
heating is terminated:
After 10 seconds
or
when the engine speed threshold of 42 rpm
is exceeded.
Coolant
temperature
in C
Preheating time
in seconds
< -35 3.5
-25 2.8
-20 2.8
-5 2.1
0 1.6
5 1.1
30 1.1
> 30 0
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Start heating
Start heating is activated during every engine
start procedure when the coolant temperature
is below 75 C. Start heating begins after the
engine speed threshold of 42 rpm has been
exceeded. Start heating is terminated:
After the maximumstart heating time of 60
seconds has elapsed
or
after the engine start operation has been
completed
or
when the coolant temperature of 75 C is
exceeded.
Emergency heating
Emergency heating is triggered for 3 minutes
in the event of communication between the
DDE control unit and heating control unit
failing for more than 1 second. The heating
control unit then uses safe values so as to
prevent damage to the heating system.
Concealed heating
Preheating and start standby heating are
activated as so-called concealed heating up to
a coolant temperature of 30 C.
Concealed heating is triggered a maximumof
4 times and is then not enabled again before
the engine is restarted.
Concealed heating is triggered by the
following signals:
Driver's seat occupancy
Driver's seat belt buckle
Valid key
Terminal R
Clutch operated.
Partial load heating
Partial load heating can occur at coolant
temperatures below 75 C after starting the
engine. Actuation of the heater plugs depends
on the engine speed and load, thus improving
the exhaust gas characteristics.
Actuation and fault detection
The power output stages for heater plug
actuation are located in the heater control unit.
The heater control unit does not have its own
fault code memory. Faults in the heating
systemdetected by the heater control unit are
signalled via the LIN-bus to the digital diesel
electronics. The corresponding fault codes
are then stored in the DDE fault code memory.
To avoid damage, the heater control unit shuts
down all heating activities when the
permissible operating temperature of the
heater control unit is exceeded.
The ceramic heater plugs are designed for an
operating voltage of 7.0 to 10.0 V. Avoltage of
10 V can be applied to heat up the plug at a
faster rate during the heating process. APWM
signal is applied to the heater plugs for the
purpose of maintaining the heater plug
temperature. Consequently, an effective
voltage is established at the heater plugs that
is lower than the system voltage.
3 The ceramic heater plugs are susceptible
to impact andbendingloads. Heater plugs that
have been dropped may be damaged. 1
3 Amaximumvoltage of 7 V may be applied
to the heater plugs when removed. Higher
voltages without cooling air movement can
irreparably damage the heater plugs. 1
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Sensors and actuators
In the M57D30T2 US engine, the
modifications to the sensors and actuators are
restricted to the air intake and exhaust system.
Several newcomponents have been added to
this system. The table below provides an
overview. It shows a comparison between the
E70 US and E90 US and the EURO4 version
of the ECE variant.
Sensors EURO4 E70 US E90 US
Outside temperature sensor 7 7 7
Ambient pressure sensor 7 7 7
Hot-film air mass meter (HFM) 7 7 7
Intake air temperature sensor (in HFM) 7 7 7
Charge air temperature sensor 7 7 7
Boost pressure sensor 7 7 7
Exhaust pressure sensor at exhaust manifold 7 7
Oxygen sensor 7 7 7
Exhaust gas temperature sensor before
oxidation catalytic converter
7 7 7
Exhaust gas temperature sensor before
diesel particulate filter
7 7 7
Exhaust backpressure sensor before diesel
particulate filter
7 - -
Exhaust differential pressure sensor - 7 7
Temperature sensor after
low pressure EGR cooler
- 7 -
Temperature sensor after
high pressure EGR cooler
- 7 7
Exhaust gas temperature sensor before
SCR catalytic converter
- 7 7
NO
x
sensor before SCR catalytic converter - 7 7
NO
x
sensor after SCR catalytic converter - 7 7
Positional feedback, swirl flaps - 7 7
Positional feedback
high pressure EGR valve
- 7 7
Positional feedback
low pressure EGR valve
- 7 -
Blow-by connection - 7 7
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OBD function
The engine management has the additional
task of monitoring all exhaust-relevant
systems to ensure they are functioning
correctly. This task is known as OnBoard
Diagnosis (OBD). The malfunction indicator
lamp (MIL) is activated if the onboard
diagnosis registers a fault.
The events specific to US diesel engines that
cause the MIL to light up are described in the
following.
Oxidation catalytic converter
The oxidation catalytic converter is monitored
with regard to its conversion ability which
diminishes with ageing. The conversion of
hydrocarbons (HC) during cold start is used as
the indicator as heat is produced as part of the
chemical reaction and it follows a defined
temperature progression after the oxidation
catalytic converter.
The exhaust gas temperature sensor after the
oxidation catalytic converter measures the
temperature. The DDE maps the temperature
progression during cold start and compares it
to calculated models. The result determines
how effective the oxidation catalytic converter
is operating. A reversible fault is stored if the
temperature progression drops below a
predetermined value. If this fault is still
determined after two successive diesel
particulate filter regeneration cycles, an
irreversible fault is stored and the MIL is
activated.
Actuators EURO4 E70 US E90 US
Compressor bypass valve EUV EUV EUV
Turbine control valve EPDW EPDW EPDW
Wastegate EPDW EPDW EPDW
Throttle valve EL EL EL
Swirl flaps EUV EL EL
High pressure EGR valve EPDW EL EL
Low pressure EGR valve - EPDW EPDW
Bypass valve for high pressure EGR cooler - EUV EUV
SCR metering valve EL EL EL
EL = Electrically operated
EUV = Pneumatically operated via electric changeover valve
EPDW = Pneumatically operated via electropneumatic pressure converter
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SCR catalytic converter
The effectiveness of the SCR catalytic
converter is monitored by the two NO
x
catalytic converters.
The nitrogen mass is measured before and
after the SCR catalytic converter and a sumis
formed over a defined period of time. The
actual reduction is compared with a calculated
value that is stored in the DDE.
The following conditions must be met for this
purpose:
NO
x
sensors plausible
Metering active
Ambient temperature in defined range
Ambient pressure in defined range
Regeneration of diesel particulate filter not
active
SCR catalytic converter temperature in
defined range (is calculated by means of
exhaust temperature sensor before SCR
catalytic converter)
Flow of exhaust gas in defined range.
Monitoring involves four measuring cycles. A
reversible fault is stored if the actual value is
lower than the calculated value. If the fault is
determined in two successive driving cycles,
an irreversible fault is stored and the MIL is
activated.
Long-termadaptation is implemented, where
the metered quantity of urea-water solution is
adapted, to ensure the effectiveness of the
SCR catalytic converter over a long period of
time. To execute this adaptation procedure,
the signal of the NO
x
sensor after the SCR
catalytic converter is compared with a
calculated value. If variations occur, the
metered quantity is correspondingly adapted
in the short term. The adaptations are
evaluated and a correction factor is applied to
the metered quantity.
The operating range for the long-term
adaptation is the same as that for
effectiveness monitoring.
A reversible fault is stored if the correction
factor exceeds a defined threshold. If the fault
is determinedin two successive drivingcycles,
an irreversible fault is stored and the MIL is
activated.
Supplying urea-water solution
Asupply of a urea-water solution is required to
ensure efficient operation of the SCR catalytic
converter.
Once the SCRcatalytic converter has reached
a certain temperature (calculated by the
exhaust gas temperature sensor before the
SCR catalytic converter), the metering control
system attempts to build up pressure in the
metering line. For this purpose, the metering
module must be closed and the delivery pump
actuated at a certain speed for a defined
period of time.
If the defined pressure threshold cannot be
reached within a certain time, the metering
module is opened in order to vent the
metering line. This is followed by a new
attempt to build up pressure.
A reversible fault is stored if a defined number
of pressure build-up attempts remain
unsuccessful. If the fault is determined in two
successive driving cycles, an irreversible fault
is stored and the MIL is activated.
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This monitoring takes place only once per
driving cycle before metering begins.
Continuous pressure monitoring begins after
this monitoring run was successful.
Aconstant pressure of the urea-water solution
(5 bar) is required for the selective catalytic
reduction process. The actual pressure is
measured by the pressure sensor in the
delivery module and compared with a
minimumand a maximumpressure threshold.
A reversible fault is stored if the limits are
exceeded for a certain time. If the fault is
determined in two successive driving cycles,
an irreversible fault is stored and the MIL is
activated.
This monitoring run takes place while
metering is active.
Level measurement in active reservoir
A level sensor with three contacts at different
heights is used for the active reservoir. The
plausibility of the sensor is checked in the
evaluator in that it checks whether the signals
are logical. For example, it is improbable that
the "Full" contact is covered by the solution
while the "Empty" contact is not.
In this case, the evaluator sends a plausibility
error to the DDE. This takes place at a pulse
duty factor of 30 % of the PWM signal. A
reversible fault is set. If the fault is determined
in two successive driving cycles, an
irreversible fault is stored and the MIL is
activated.
This monitoring procedure only takes place if
the temperature in the active reservoir is
above a defined value.
If the line between the evaluator and at least
one contact of the level sensor is interrupted,
the fault is signalled to the DDE by a PWM
signal with 40 %pulse duty factor. Areversible
fault is set. If the fault is determined in two
successive driving cycles, an irreversible fault
is stored and the MIL is activated.
Suitable urea-water solution
The SCR system is monitored with regard to
refilling with an incorrect medium. This
monitoring function starts when refilling is
detected. Refilling detection is described in
the section on the SCR system.
Effectiveness monitoring of the SCR catalytic
converter is used for the purpose of
determining whether an incorrect mediumhas
been used. An incorrect mediumis detected if
the effectiveness drops below a certain value
within a defined period of time after refilling. A
reversible fault is set in this case. If the fault is
determined in two successive driving cycles,
an irreversible fault is stored and the MIL is
activated.
In addition, the warning scenario with a
remaining range of 200 mls is started.
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NOx sensors
A dew point must be reached for effective
operation and therefore also the monitoring of
the NO
x
sensor. This ensures that there is no
longer any water in the exhaust system that
could damage the NO
x
sensors.
A reversible fault is set if the following
monitoring functions detect a fault at the NO
x
sensor. If the fault is determined in two
successive driving cycles, an irreversible fault
is stored and the MIL is activated.
Detection signal or correction factor
incorrect
Line break or short-circuit between
measuring probe and control unit of NO
x
sensor
Measured value outside the defined range
for a certain period of time
Operating temperature is not reached after
a defined heating time
The distance from the measured value to
zero is too great in overrun mode (no
nitrogen oxides expected)
During the transition from load to overrun
mode, the signal of the NO
x
sensor does
not drop fast enough from 80 % to 50 %
(only NO
x
sensor before SCR catalytic
converter)
If, despite a peak in the signal of the NO
x
sensor before the SCR catalytic converter,
at least a defined change in the signal of the
NO
x
sensor after the SCR catalytic
converter is not determined this is
interpreted as implausible.
Exhaust gas recirculation (EGR)
During normal operation, the exhaust gas
recirculation is controlled based on the EGR
ratio. During regeneration of the diesel
particulate filter, it is conventionally controlled
based on the air mass.
The monitoring function also differs in this
way: During normal operation a fault is
detected when the EGR ratio is above or
below defined limits for a certain period of
time. This applies to the air mass during
regeneration of the diesel particulate filter.
In order to monitor the high pressure EGR
cooler, the temperature after the high
pressure EGR cooler is measured with the
bypass valve open and close with the engine
running at idle speed. A fault is detected if the
temperature difference is below a certain
value.
For the low pressure EGR cooler (only E70),
the measured temperature after the low
pressure EGR cooler is compared with a
calculate temperature for this position. A fault
is detected if the difference exceeds a certain
value.
Each of these faults is stored reversible. If the
fault is determined in two successive driving
cycles, an irreversible fault is stored and the
MIL is activated.
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Diesel particulate filter (DPF)
The diesel particulate filter is monitored by
means of the differential pressure sensor. If
the filter is defective, the differential pressure
before and after the filter will be lower than for
a new filter.
Monitoring starts when the flowof exhaust gas
and the diesel particulate filter temperature
exceed certain values. A fault is detected
when the differential pressure drops below a
defined threshold for a certain period of time.
Conversely, an overloaded/clogged diesel
particulate filter is detected when the
differential pressure exceeds a defined value
for a certain period of time.
When regeneration of the diesel particulate
filter is started, the time required until the
exhaust temperature before the DPF reaches
250 C is measured. This time is set to zero if
the engine runs for a longer period of time at
idle speed or in overrun mode. A fault is
detected if a defined time is exceeded before
the temperature of 250 C is reached. In this
way, the response characteristics of the
increase in exhaust temperature for DPF
regeneration are monitored.
The system also monitors whether the
exhaust gas temperature before the diesel
particulate filter corresponds to the expected
value after a defined period of time. If this is not
the case although the control system has
reached its limits, a fault is detected.
Also in this case, each of these faults is stored
reversible. If the fault is determined in two
successive driving cycles, an irreversible fault
is stored and the MIL is activated.
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9
Automatic transmission
In view of the high torque developed by the
M57D30T2 engine, the GA6HP26TU
gearbox is used, which is normally fitted in 8-
cylinder petrol engine vehicles.
Twin damper torque converter
The gearbox is identical to that used in the
X5 4.8i; only the torque converter is different.
A so-called turbine torsional damper (TTD) is
used while a twin damper torque converter is
used for diesel engines.
In principle, the twin damper torque converter
is a turbine torsional damper with a further
damper connected upstream.
The primary side of the first damper is
connected to the converter lockup clutch
while the secondary side is connected to the
primary side of the second damper. As in the
turbine torsional damper, the secondary side
is fixed to the turbine wheel of the torque
converter.
75 - GA6HP26TU gearbox
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9
When the converter lockup clutch is open, the
power flow is equal to that of the turbine
torsional damper. The power is transferred
fromthe turbine wheel via the second damper
(but without damping) to the transmission
input shaft.
When the converter lockup clutch is closed,
the power is transmitted via the first damper
that consists of an annular spring. From here
the power is transmitted to the second
damper which operationally corresponds to
the turbine torsional damper and also consists
of two annular springs.
These further improved damping properties
effectively adapt the transmission to the
operational irregularities of the diesel engine.
76 - Twin damper torque converter
Index Explanation Index Explanation
1 Annular spring 5 Stator
2 Converter housing 6 Transmission input shaft
3 Turbine wheel 7 Annular spring assembly
4 Impeller
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