ST810 - Advanced Diesel Technology Workbook PDF

Table of Contents
Advanced Diesel Technology
Subject Page
Advanced Diesel Technology Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

U.S. Market Diesel Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
A Diesel Engine for North America . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Technical Data Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Power Output Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Diesel vs. N52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Diesel vs. N54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Comparison to the V8 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Engine Mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Engine Mechanical Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Crankcase Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Summary of Changes for the M57D30T2 (US) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Vehicle Specific Diesel Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

Diesel Vehicles for the US Market . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Twin Damper Torque Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Rear Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Initial Print Date: 08/08 Revision Date: 09/08

Table of Contents
Subject Page
Cooling Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Climate Control for Diesel Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Front PTC Pin Assignments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
PTC Heater E90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Acoustic Package . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Diesel Engine Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

Engine Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Sensors and Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
OBD Monitored Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Diesel Oxidation Catalyst . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
SCR Catalytic Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Supplying Urea-water Solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Level Measurement in Active Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Suitable Urea-water Solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
NOx Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Exhaust Gas Recirculation (EGR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Diesel Particulate Filter (DPF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Air Intake and Exhaust Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

Air Intake Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Swirl Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
EGR System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Fuel Supply Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Table of Contents
Subject Page
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45

E70 Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
E90 Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Fuel Tank Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Fuel Delivery from Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Air Supply and Extraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Misfueling Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Fuel Pump - E90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Screw-spindle Pump - E70 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Low Pressure Fuel System - E90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Fuel Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Fuel Filter Heating - E90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Low Pressure Fuel System - E70 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Fuel Pressure-temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Fuel Filter Heating - E70 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
High Pressure Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Piezo Injector Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Injector Opening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Injector Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Coupler Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Leakage Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Restrictor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Fuel Injector Volume Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Table of Contents
Subject Page
Volume Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Zero Volume Adaptation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Mean Volume Adaptation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Diesel Emission Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74

Legislation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Exhaust Gas Recirculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Low Pressure EGR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Exhaust Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
High Pressure EGR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Selective Catalytic Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80
SCR Overview - Simplified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
SCR System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Component Location - E70 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Component Location - E90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Passive Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Level Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Transfer Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Active Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Function Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Delivery Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Reversing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89
Metering Module and Mixer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Table of Contents
Subject Page
Mixer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
NOx Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Functions of the SCR System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
Chemical Reaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Conversion of the Urea-water Solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
NOx Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
SCR Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96
Metering Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Metering System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
Metering of the Urea-water Solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98
Supplying Urea-water Solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Transfer Pumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
Evacuating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
Level Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Level Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
SCR System Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
INIT (SCR initialization) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
STANDBY (SCR not active) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
NOPRESSURECONTROL (waiting for enable for pressure control) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
PRESSURECONTROL (SCR system running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
PRESSUREREDUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
AFTERRUN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
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Subject Page
Warning and Shut-down Scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110

Warning Scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110
Shut-down Scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Exhaust Fluid Incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Refilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Refilling in Service Workshop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Topping Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Diesel Exhaust Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Health and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Materials Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Storage and Durability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Service Concerns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
Temperature Conversion Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114
Diesel Auxiliary Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116

Glow-plug System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
Preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Start Standby Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Start Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Emergency Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
Concealed Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
Partial Load Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
Actuation and Fault Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
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BLANK
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8
Model: E90 (335d) and E70 (XDrive35d)
Production: From September 2008
After completion of this module you will be able to:
Locate diesel related components
Understand diesel emission control systems
Understand Digital Diesel Electronics (DDE)
Perform diesel engine and engine management diagnosis

Advanced Diesel Technology Introduction
U.S. Market Diesel Introduction

Beginning with model year 2009, BMW will introduce 2 diesel
models for the first time since 1987. The E90 and E70 will be
available with the new M57D30T2 (US) engine.
In addition to having a new engine, the new diesel powered

3-series will also be considered a face-lifted version (or LCI)
with other changes to be detailed in future training.
The two new models will meet the EPA Tier 2, Bin 5 requirements The new X5 Xdrive35d and 335d will be available in the late fall
and will be considered 50 State legal. In order to comply with of 2008 with the same impressive six-cylinder diesel engine.
these new stringent regulations, both vehicles have the latest in
emission control and engine management technology. The provisional fuel economy data is as follows:
Both vehicles will be equipped with the latest Selective Catalytic 23/36 mpg (city/hwy) for the 335d
Reduction system to reduce unwanted NOx emissions. Also, the 19/26 mpg (city/hwy) for the X5 (X Drive 35d)
X5 will have an additional Low Pressure EGR system to further
assist in the reduction of NOx. Note: The above fuel economy data is provisional.
The E90 will be known as the 335d, while the E70 will reflect the The official EPA data is not currently available
new naming strategy as the X5 Xdrive35d.
9
10
A Diesel Engine for North America In the 2008 International Engine of the Year Awards, the BMW
Impressive power and performance as well as exemplary efficiency diesel came in second in the 2.5 to 3.0 liter category. Surprisingly,
have contributed to making BMW diesel engines an attractive as the M57D30T2 engine finished second only to the gasoline
well as future-oriented drive technology. powered N54 engine.
This technology is now being made available to drivers in North But, both the N54 and M57 diesel engines finished well ahead of
America. BMW is introducing this diesel technology to the USA the competition which included diesel engines from other manu-
and Canada under the name "BMW Advanced Diesel with Blue facturers.
Performance".
The introduction is an integral part of the Efficient Dynamics

development strategy, which has become a synonym for extremely
low CO2 emissions - not surprising when considering its extremely
low fuel consumption.
Efficient Dynamics is not solely an instrument for reducing fuel
The following pages contain a comparison of the new BMW diesel
consumption, but rather it is designed as an intelligent entity with
engine technology to the current BMW gasoline engine technology.
increased dynamics. Not without good reason, the M57D30T2
engine is referred to as the world's most agile diesel engine.
Technical Data Comparison
Units of
Description N52B3O01 N54B30O0 N62B48O1 M57D30T2 (US)
Measurement
Engine type R6 R6 V-8 R6
Displacement (cm3) 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 mm 88 88.9 88.3 90
Bore mm 85 84 93 84
Power output @ rpm hp @ rpm 260@6600 300 @ 5800 360 @ 6300 265 @ 4200
Torque @ rpm Nm @ rpm 305@2500 400 @ 1300-5000 475 @ 3500 580 @ 1750
Maximum engine speed rpm 7000 7000 6500 4800
Power output per liter hp/liter 86.7 100 75 89.3
Compression ratio ratio 10.7 : 1 10.2 : 1 10.5 : 1 16.5 : 1
Cylinder spacing mm 91 91 98 91
Valves/cylinder 4 4 4 4
Intake valve mm 34.2 31.4 35 27.4
Exhaust valve mm 29 28 29 25.9
Main bearing journal diameter mm 56 56 70 60
Connecting rod journal diameter mm 50 50 54 45
Fuel specification (Octane) (RON) 91-98 91-98 91-98 Diesel (Cetane 51)
Engine management MSV80 MSD80 ME 9.2.2 DDE 7.3
Emission standard ULEV II ULEV II ULEV II ULEV II
11
12
Power Output Comparison
Diesel vs. N52 Diesel vs. N54

lbft Nm kW hp lbft Nm kW hp
260 349 260 349
240 322 240 322
220 295 220 295
443 600 200 268 443 600 200 268
413 560 180 241 413 560 180 241
384 520 160 215 384 520 160 215
354 480 140 188 354 480 140 188
325 440 120 161 325 440 120 161
295 400 100 134 295 400 100 134
265 360 80 107 265 360 80 107
236 320 60 80 236 320 60 80
207 280 40 54 207 280 40 54
177 240 20 27 177 240 20 27
148 200 0 0 148 200 0 0

1000 2000 3000 4000 5000 6000 7000 1000 2000 3000 4000 5000 6000 7000
n [1/min] n [1/min]
TD08-1379
TD08-1378
M57D30T2 (335d, X5 XDrive35d) N52B30O1 (X5 3. 0si) M57D30T2 (335d, X5 XDrive35d) N54B30O0 (335i)
The following full load diagrams provide a comparison of the new In the above graph, the N54 has a slight advantage in peak output
diesel engine to the current production gasoline engines, both 6 with regard to horsepower. Since the N54 is a turbocharged
and 8 cylinder. engine, the output torque figures show the torque output at a lower
engine speed, but it is quite flat up to almost 5000 RPM.
Most notably, the diesel has the advantage in the torque output.
The above comparison shows a comparison between the N52 In contrast, the diesel has a much higher torque output, but is only
engine, which is a naturally aspirated 3-liter gasoline engine. available for a short time. After about 2400 RPM, the torque drops
off considerably.
The power developed by the gasoline engine is carried over a
broader RPM range, but the diesel has more output torque which is
available at a much lower engine speed.
Comparison to the V8 Engine
lbft Nm kW hp
260 349
240 322
220 295
443 600 200 268
413 560 180 241
384 520 160 215
354 480 140 188
325 440 120 161
295 400 100 134
265 360 80 107
236 320 60 80
207 280 40 54
177 240 20 27
148 200 0 0
1000 2000 3000 4000 5000 6000 7000
n [1/min]
M57D30T2 (335d, X5 XDrive35d) N62B48O1 (X5 4.8i) TD08-1380
The familiar N62B48O1 has impressive horsepower output but,

even with 8-cylinders, it does not have the torque output of the
M57 diesel engine.
Overall, these engine output graphs illustrate that the diesel has
very specific characteristics especially with regard to torque output.
Vehicles with diesel engines are adapted to suit these torque
characteristics with an upgraded torque converter and a rear axle
gear ratio which allows the full utilization of the output curve.
In short, the new BMW diesel engine exceeds all of the currently
available gasoline engines up to an engine speed of about 4000
rpm.
13
14
Locate SCR reservoirs (tanks) on both vehicle and note locations:

Workshop Exercise - Vehicle Walkaround E70: Passive Tank
1. Locate the following components on both vehicles (E70

and E90), look over both vehicles and fill in requested Active Tank
information:
Locate the dipstick on the E70 and E90.
E90: Passive Tank
Why is one red and one black?
Active Tank
Locate the fuel filter

Look at the method of oil checking between both vehicles
Locate the oil filter and drain plug locations
What is the difference between the two?
Locate the air filters and housings
Open the fuel filler door and remove cap, note differences
Examine the DPF on both vehicles and note the differences
Note the EGR system and the differences between E70 and E90
Locate the SCR fill points on both vehicles
Note the external appearance of the E70 and compare with gasoline
Where are they located?
version:
E70:
How can you ID a diesel vehicle (without looking at the badges)?
E90:
Note the external appearance of the E90 and compare with gasoline
Locate the additional underbody paneling on the E90 version:
How can you ID a diesel vehicle (without looking at the badges)?

NOTES
PAGE
15
16
Engine Mechanical
Engine Mechanical Changes

For the US market, several changes were incorporated into the
M57 engine. Some of the components affected include:
Bearings (crankshaft and connecting rod)
Pistons
Crankcase
Crankcase ventilation
Bearings Crankcase
The connecting rod bearings are In contrast to the European version, the M57D30T2 US engine
now lead-free. The familiar sputter has a larger reinforcement panel on the underside of the
bearing arrangement is still used. crankcase.
The upper (con rod side) bearing is The reinforcement panel now covers four of the main bearing
a 3-layer sputter bearing. The cap blocks for the crankshaft. In principle, the reinforcement panel
side is a 2-layer non-sputter bear- serves to enhance the stability of the crankcase.
ing. However, the enlargement was realized solely for acoustic
The crankshaft main bearings are reasons.
still the conventional 3-layer (lead-
based) bearings. Note: Never drive the vehicle without the reinforcement panel.
Future engine designs will use completely lead-free bearings.
Pistons
The piston pin has a greater offset than in the European version.
The offset of the piston pin means that the piston pin is slightly off
center.
This provides acoustic advantages during changes in piston
contact. The acoustic advantages of increasing the offset are
further developed particularly at idle speed.
Crankcase Vent The only probable reason for a leak in the system would be that the
The crankcase vent in the US version is heated. In addition, the blow-by pipe is not connected to the cylinder head cover. In order
operation of the crankcase breather is OBD monitored. This is to facilitate protection of this situation by the OBD, the heating line
because a leaking system would increase unwanted emissions. 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 system is not closed if the
blow-by pipe is not connected to the cylinder head cover. The
OBD system recognizes this situation as a fault.
Note: If the blow-by pipe is not connected to the cylinder

head correctly, the OBD will activate the MIL
(Malfunction Indicator Lamp).
Note:
When making repairs which concern malfunctions of the
crankcase ventilation system. Or, if any repairs are made to a
turbocharger which has leaked oil into the engine, be sure to
remove any residual oil in the intake air system.
Failure to do so may result in an engine over-rev situation
causing irreparable engine damage. In this case, the warranty
may be affected.
Index Explanation Index Explanation
1 Cylinder head cover 5 Filtered intake air

Blow-by heater connection at blow-
2 Blow-by heater connection (OBD) 6 by pipe
Blow-by heater connection at
3 wiring harness
7 Intake air to exhaust turbocharger
4 Filtered air pipe 8 Blow-by pipe
17
18
Summary of Changes for the M57D30T2 (US)

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.
Modification signifies 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 information describes only the main modifications to the M57D30T2 engine compared to the European version as well as funda-
mental vehicle systems specific to diesel engines.
New Development
Modification
Adopted
Component/System Remarks
Very few modifications have been made to

the basic engine. The modifications that
have been made focus mainly on ensuring
Engine mechanical systems X
smooth engine operation.
A significant feature, however, is the OBD
monitoring of the crankcase breather.
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
Air intake and exhaust systems X
the first time at BMW on the E70.
In addition to other minor adaptations, there
are substantial differences in the sensor and
actuator systems.
In principle, the cooling system corresponds

Cooling system X to that of the European versions, however, it
has been adapted to hot climate requirements.
New Development
Modification
Adopted
Component/System Remarks
The functional principle of the fuel

preparation system does not differ from that
High pressure fuel system X of the European version, however, individual
components have been adapted to the
different fuel specification.
The fuel supply system is vehicle-specific

and corresponds to the European version.
Fuel supply system X
There are, however, significant differences to
petrol engine vehicles.
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
Selective Catalytic Reduction System (SCR) X
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
The engine is equipped with the new DDE7

(digital diesel electronics) control unit that will
Engine electrical system X be used in the next generation diesel engines (N57).
The preheater (glow plug) system also corresponds to the
N57 engines.
The automatic transmission corresponds to that in the ECE

variant of the X5 xDrive35d. The gearbox itself has already
Automatic transmission X
been used in the US version of the X5 4.8i, however, a
different torque converter is used for the diesel model.
19
20
Vehicle Specific Diesel Changes
Diesel Vehicles for the US Market Twin Damper Torque Converter

The gearbox is identical to that used in the X5 4.8i; only the torque
Aside from the engine itself, there are several changes which have converter is different.
been made to the diesel versions of the 335d and X5. These
changes are required to successfully adapt the diesel engine. A so-called turbine torsional damper (TTD) is used while a twin
damper torque converter is used for diesel engines.
These changes are as follows:
In principle, the twin damper torque converter is a turbine torsional
Transmission damper with a further damper connected upstream. The primary
side of the first damper is connected to the converter lockup
Rear differential
clutch while the secondary side is connected to the primary side
Cooling system of the second damper. As in the turbine torsional damper, the
secondary side is fixed to the turbine wheel of the torque
Climate control system (auxiliary PTC heater)
converter.
Acoustic package
When the converter lockup clutch is open, the power flow is equal
Transmission to that of the turbine torsional damper. The power is transferred
In view of the high torque developed by the M57D30T2 engine, from the turbine wheel via the second damper (but without damp-
the GA6HP26TU gearbox is used, which is normally fitted behind ing) to the transmission input shaft.
8-cylinder gasoline engines. When the converter lockup clutch is closed, the power is transmit-
The transmission gear ratios have not been changed. ted 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.
Rear Differential
In order to optimize the torque curve of the diesel engine, the
differential ratio has been changed in the final drive. The ratio is
now numerically lower which keep the RPM to an optimum level.
The following charts show the comparisons of the transmission
and final drive ratios between the gasoline and diesel versions.
1 Annular spring 5 Stator
2 Converter housing 6 Transmission input shaft
3 Turbine wheel 7 Annular spring assembly
4 Impeller
21
22
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 a gasoline engine are:
No characteristic map thermostat
Addition of EGR cooler (LP and HP EGR).
The E70 and E90 differ 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.
Cooling System Overview - E90 Diesel
1 Transmission cooler (coolant to air) 9 Heater core (heat exchanger)
2 Radiator (coolant to air) 10 Water valve (dual)
3 Auxiliary radiator 11 Auxiliary coolant pump
Engine oil cooler and

4 Thermostat, transmission cooler 12 engine oil to coolant heat exchanger
5 High pressure EGR cooler 13 Expansion tank
Transmission oil cooler and

6 Thermostat 14 transmission oil to coolant heat
exchanger
7 Coolant pump 15 Ventilation line
8 Coolant temperature sensor 16 Electric fan

Cooling System Overview - E70 Diesel
1 Radiator (coolant to air) 10 Heater core (heat exchanger)
2 Transmission cooler (coolant to air) 11 Water valve (dual)
3 Electric fan 12 Auxiliary coolant pump
Engine oil cooler and

4 Thermostat, transmission cooler 13 engine oil to coolant heat exchanger
5 High pressure EGR cooler 14 Expansion tank

Transmission oil cooler and
6 Thermostat 15 transmission oil to coolant heat
exchanger
7 Coolant pump 16 Ventilation line
8 Low pressure EGR cooler 17 Auxiliary radiator
9 Coolant temperature sensor
Cooling Method This offers the advantage of even heat distribution throughout the
The cylinder head varies according to the engineering used to cylinder head. By contrast, with longitudinal flow cooling, the
implement the cooling concept. coolant flows lengthways along the cylinder head, in other words
from one end to the other.
There are 3 types of cooling concepts:
As the coolant flows past each cylinder in succession, it becomes
Crossflow cooling progressively hotter, resulting in very uneven heat distribution.
Longitudinal flow cooling This also causes pressure losses in the coolant circulation system.
Combination of the two. A combination of both systems cannot outweigh the disadvantages
of longitudinal flow cooling. Consequently, BMW diesel engines
In BMW diesel engines only crossflow cooling is used. With cross- exclusively use crossflow cylinder head cooling.
flow cooling, the coolant flows from the hot exhaust side of the
cylinder head to the cooler inlet side.
23
24
Climate Control for Diesel Vehicles

The climate control system on the diesel vehicles is mostly identi-
cal to those on vehicles with gasoline engines. The major addition
to the system is an electric auxiliary PTC heater. Both the E70 and
E90 use an auxiliary PTC heater.
Since diesel engines are more thermally efficient than gasoline
engines, the warmup time is increased. This can potentially cause
a comfort related issue for the customer. So, this heater is need-
ed to boost the output of the heater core until the coolant
temperature is sufficient to provide the necessary heating.
The PTC heater does not heat the coolant, but rather the air pass-
ing through the heater core. The electric auxiliary heater is installed
in the IHKA housing next to the heater core.
This is connected to the IHKA via the LIN bus and is controlled
between 0 - 100% when heating is required (infinitely variable).
The electric PTC auxiliary heater may only be operated using
excess alternator power.
The power consumption can be limited via the DDE using power
management. Notification of power availability is provided by the
DDE via a CAN signal on the vehicle circuit and relayed to the
electric PTC auxiliary heater by the IHKA via the LIN bus.
The output of the electric PTC auxiliary heater is 1250 W at a
voltage of 13 V. The electric auxiliary heater consists of a heating Auxiliary PTC heater in A/C housing - E70
grid and integrated actuation electronics.
The PTC heater has the following characteristics: Index Explanation Index Explanation
Ceramic heating elements (PTC ceramic resistors) 1 IHKA housing 6 Evaporator temperature sensor
Access to air via metal grilles 2 Fresh air intake 7 Heat exchanger
Actuation electronics. 3 Connection to expansion valve 8 PTC heater

Coolant connection to heat Temperature sensor for
4 exchanger (heater core)
9 heat exchanger
5 Evaporator
Front PTC Pin Assignments PTC Heater E90
The power connection and the signal connection are separate.
PTC Heater s schematic - E90
Power connection:
Terminal 30
Terminal 31.
Front PTC signal connection:
Plug (3-pin)
Terminal 15
Generator load signal (PWM)
LIN bus.
The electric PTC auxiliary heater has diagnostic capability for
detecting faults such as:
Missing contact
Short circuit to ground and B+
The electronic system performs continuous self-diagnosis. This
makes it possible to activate internal safety functions and make the
diagnostic data available to the IHKA control unit via the LIN bus.
The following items have diagnostic capability: Index Explanation Index Explanation
Presence of power supply, terminal 15 and power supply
1 DDE 5 IHKA control module
voltage measurement
Power output stage fault 2 Alternator 6 Instrument cluster
The following safety functions are provided with the aid of 3

PTC heater
7 Junction box
(with integrated electronics)
self-diagnosis:
4 Ambient temperature
PTC shut-off if the permitted operating voltage range is
exceeded.
25
26
Acoustic Package
On the E90, there is additional paneling in the underbody below
the engine. This paneling is used to further reduce any engine
related noise which may emanate from the diesel engine.
NOTES
PAGE
27
28
Diesel Engine Management

In contrast to the ECE version of the M57D30T2 engine, the US
version of the engine electrical system features following
differences:
Engine control unit DDE7.3
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 Module

The new DDE7.3 engine control module is used on the US
version M57D30T2 engine. The DDE 7 version is used due to
the fact that the DDE 6 engine control module was not sufficient
to accommodate the addition of the SCR system as well as addi-
tional OBD functions.
DDE 7 will be used on future generations of diesel engines
including the N57 which will be available sometime later.
Sensors and Actuators Sensors EURO 4 E70 US E90 US
In the M57D30T2 US engine, the modifications to the sensors and
NOx sensor before SCR catalyst X
actuators are restricted to the air intake and exhaust system. - X
NOx sensor after SCR catalyst X

Several new components have been added to this system.
- X
The table below provides an overview. It shows a comparison Positional feedback swirl flaps - X X
between the E70 US and E90 US and the ECE variant (EURO4). Positional feedback HP-EGR valve - X X
Sensors EURO 4 E70 US E90 US Positional feedback LP-EGR valve - X -
Outside temperature sensor X X X Blow-by connection - X X
Ambient pressure sensor X X X

Actuators EURO 4 E70 US E90 US
HFM X X X
Compressor bypass valve EUV EUV EUV
Intake air temp sensor (in HFM) X X X
Turbine control valve EPDW EPDW EPDW
Charge air temperature sensor X X X
Wastegate EPDW EPDW EPDW
Boost pressure sensor X X X
Throttle valve EL EL EL
Exhaust pressure sensor X X X
at exhaust manifold (before DPF) Swirl flaps EUV EL EL
Oxygen sensor X X X High pressure EGR valve EPDW EL EL
Exhaust gas temperature sensor before X X X Low pressure EGR valve - EPDW -
diesel oxidation catalyst (DOC)
Exhaust gas temperature sensor before X X X Bypass valve for HP-EGR cooler - EUV EUV
diesel particulate filter (DPF)
Exhaust backpressure sensor before SCR metering valve EL EL

X - -
diesel particulate filter (DPF)
EL
Exhaust differential pressure sensor - X X
Electrically actuated
Temperature sensor after
LP-EGR cooler
- X -
EUV
Temperature sensor after Vacuum controlled via electric changeover valve (on/off)
- X X
HP-EGR cooler
EPDW
Exhaust gas temperature sensor before - X X Vacuum controlled via electro-pneumatic pressure converter
SCR catalyst
(PWM controlled)
29
30
OBD Monitored Functions The following conditions must be met for this purpose:
The engine management has the additional task of monitoring all NOx sensors plausible
exhaust-relevant systems to ensure they are functioning correctly. Metering active
This task is known as On Board Diagnosis (OBD).
Ambient temperature in defined range
The malfunction indicator lamp (MIL) is activated if the onboard
diagnosis registers a fault. The events specific to US diesel engines Ambient pressure in defined range
that cause the MIL to light up are described in the following. Regeneration of diesel particulate filter not active
Diesel Oxidation Catalyst SCR catalytic converter temperature in defined range
The oxidation catalytic converter is monitored with regard to its (is calculated by means of exhaust temperature sensor before
conversion ability which diminishes with aging. The conversion of SCR catalytic converter)
hydrocarbons (HC) during cold start is used as the indicator as heat Flow of exhaust gas in defined range.
is produced as part of the chemical reaction and it follows a defined
temperature progression after the oxidation catalytic converter. Monitoring involves four measuring cycles. A reversible fault is
stored if the actual value is lower than the calculated value. If the
The exhaust gas temperature sensor after the oxidation catalytic fault is determined in two successive driving cycles, an irreversible
converter measures the temperature. The DDE maps the tempera- fault is stored and the MIL is activated.
ture progression during cold start and compares it to calculated
models. The result determines how effective the oxidation catalytic Long-term adaptation is implemented, where the metered quantity
converter is operating. of urea-water solution is adapted, to ensure the effectiveness of the
SCR catalytic converter over a long period of time. To execute this
A reversible fault is stored if the temperature progression drops adaptation procedure, the signal of the NOx sensor after the SCR
below a predetermined value. If this fault is still determined after catalytic converter is compared with a calculated value. If variations
two successive diesel particulate filter regeneration cycles, an occur, the metered quantity is correspondingly adapted in the short
irreversible fault is stored and the MIL is activated. term.
SCR Catalytic Converter The adaptations are evaluated and a correction factor is applied to
The effectiveness of the SCR catalytic converter is monitored by the metered quantity.
the two NOx sensors. The nitrogen mass is measured before and
The operating range for the long-term adaptation is the same as
after the SCR catalytic converter and a sum is formed over a
that for effectiveness monitoring.
defined period of time. The actual reduction is compared with a
calculated value that is stored in the DDE. A reversible fault is stored if the correction factor exceeds a defined
threshold. If the fault is determined in two successive driving
cycles, an irreversible fault is stored and the MIL is activated.
Supplying Urea-water Solution Level Measurement in Active Reservoir
A supply of a urea-water solution is required to ensure efficient A level sensor with three contacts at different heights is used for
operation of the SCR catalytic converter. the active reservoir. The plausibility of the sensor is checked in the
evaluator in that it checks whether the signals are logical.
Once the SCR catalytic converter has reached a certain tempera-
ture (calculated by the exhaust gas temperature sensor before the For example, it is improbable that the "Full" contact is covered by
SCR catalytic converter), the metering control system attempts to the solution while the "Empty" contact is not. In this case, the
build up pressure in the metering line. 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
For this purpose, the metering module must be closed and the
set. If the fault is determined in two successive driving cycles, an
delivery pump actuated at a certain speed for a defined period of
irreversible fault is stored and the MIL is activated.
time.
This monitoring procedure only takes place if the temperature in
If the defined pressure threshold cannot be reached within a certain
the active reservoir is above a defined value.
time, the metering module is opened in order to vent the metering
line. This is followed by a new attempt to build up pressure. 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
A reversible fault is stored if a defined number of pressure build-up
PWM signal with 40% pulse duty factor. A reversible fault is set.
attempts remain unsuccessful. If the fault is determined in two
successive driving cycles, an irreversible fault is stored and the MIL If the fault is determined in two successive driving cycles, an irre-
is activated. versible fault is stored and the MIL is activated.
This monitoring takes place only once per driving cycle before Suitable Urea-water Solution
metering begins. Continuous pressure monitoring begins after this The SCR system is monitored with regard to refilling with an incor-
monitoring run was successful. rect medium. This monitoring function starts when refilling is
A constant pressure of the urea-water solution (5 bar) is required detected. Refilling detection is described in the section on the
for the selective catalytic reduction process. The actual pressure is SCR system.
measured by the pressure sensor in the delivery module and Effectiveness monitoring of the SCR catalytic converter is used for
compared with a minimum and a maximum pressure threshold. the purpose of determining whether an incorrect medium has been
A reversible fault is stored if the limits are exceeded for a certain used. An incorrect medium is detected if the effectiveness drops
time. If the fault is determined in two successive driving cycles, an below a certain value within a defined period of time after refilling.
irreversible fault is stored and the MIL is activated. A reversible fault is set in this case. If the fault is determined in two
This monitoring run takes place while metering is active. 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.
31
32
NOx Sensors Exhaust Gas Recirculation (EGR)

A dew point must be reached for effective operation and therefore During normal operation, the exhaust gas recirculation is controlled
also the monitoring of the NOx sensor. This ensures that there is based on the EGR ratio. During regeneration of the diesel particu-
no longer any water in the exhaust system that could damage the late filter, it is conventionally controlled based on the air mass.
NOx sensors.
The monitoring function also differs in this way: During normal
A reversible fault is set if the following monitoring functions detect a operation a fault is detected when the EGR ratio is above or below
fault at the NOx sensor. If the fault is determined in two successive defined limits for a certain period of time.
driving cycles, an irreversible fault is stored and the MIL is activat- This applies to the air mass during regeneration of the diesel par-
ed. ticulate filter. In order to monitor the high pressure EGR cooler, the
Detection signal or correction factor incorrect temperature after the high pressure EGR cooler is measured with
the bypass valve open and close with the engine running at idle
Line break or short-circuit between measuring probe and con- speed. A fault is detected if the temperature difference is below a
trol unit of NOx sensor certain value.
Measured value outside the defined range for a certain period For the low pressure EGR cooler (only E70), the measured temper-
of time ature after the low pressure EGR cooler is compared with a calcu-
Operating temperature is not reached after a defined heating late temperature for this position. A fault is detected if the differ-
time ence exceeds a certain value.
The distance from the measured value to zero is too great in Each of these faults is stored reversible. If the fault is determined in
overrun mode (no nitrogen oxides expected) two successive driving cycles, an irreversible fault is stored and the
MIL is activated.
During the transition from load to overrun mode, the signal of
the NOx sensor does not drop fast enough from 80% to 50%
(only NOx sensor before SCR catalytic converter)
If, despite a peak in the signal of the NOx sensor before the
SCR catalytic converter, at least a defined change in the signal
of the NOx sensor after the SCR catalytic converter is not
determined this is interpreted as implausible.
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 flow of 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 detect-
ed 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
250C 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
250C 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.
33
34
Air Intake and Exhaust Systems
The M57D30T2 US engine exhibits the

following special features in the air intake
and exhaust system:
Electric swirl flaps
Electric exhaust gas recirculation valve
(High pressure EGR valve)
Low pressure EGR (E70 only)
Turbo assembly adapted for low
pressure EGR. (E70 only)
1 Diesel engine - M57D30T2 18 Oxidation catalyst and Diesel particle filter (DOC/DPF)
2 Intake silencer (air filter) 19 Exhaust gas temperature sensor - pre catalyst (DOC)
3 HFM 20 Oxygen sensor
4 Compressor bypass valve 21 Wastegate valve
5 Turbocharger - low pressure stage 22 Turbine control valve
6 Turbocharger - high pressure stage 23 Exhaust pressure sensor (after exhaust manifold)
7 Bypass valve for High Pressure EGR cooler 24 Swirl port actuator
8 High-pressure EGR cooler 25 Boost pressure sensor
9 Temperature sensor for high-pressure EGR 26 Exhaust differential pressure sensor
10 High-pressure EGR valve 27 NOx sensor - pre SCR catalyst
11 Throttle valve 28 Temperature sensor - post DPF
12 Charge air temperature sensor 29 Dosing (metering) module (for SCR system)
13 Intercooler 30 Mixer (for SCR system)
14 Low pressure EGR valve with position sensor 31 SCR Catalyst
15 Temperature sensor for low pressure EGR 32 NOx sensor - post SCR catalyst
16 Low pressure EGR cooler 33 DDE 7.3
17 Exhaust gas temperature sensor - post catalyst (DOC) 34 Muffler (silencer)
35
36
Air Intake Systems

The intake air ductwork differs between the E70 and E90. Both vehicles will draw air from behind the kidney grill. On the E70, the air filter
housing and silencer is located on top of the engine. On the other hand, the E90 has a filter housing on the passenger side inner fender.

A Air intake system - E70 3 Air filter housing
B Air intake system - E90 4 HFM
1 Intake air point of entry 5 Fresh (filtered) air intake pipe
2 Unfiltered air intake 6 Blow-by tube
Swirl Flaps
The US version of the M57 engine utilizes the previously known swirl flaps which are located in the intake manifold. The primary differ-
ence is that the swirl flaps are now controlled electrically, rather than with vacuum. This method of actuation also provides a means of
position feedback with the DDE system to comply with OBD requirements. An additional benefit of this method of control is a more
precise positioning of the swirl flaps as needed. The flaps are map controlled using engine speed, engine load and coolant temperature.

1 Control rod for swirl flaps 5 Swirl ports
2 Throttle plate mounting 6 Tangential ports
3 Intake manifold 7 Swirl flaps
4 Electric motor (for swirl flaps)
37
38
Exhaust System Index Explanation Index Explanation

The exhaust systems for both the E90 and E70 have been adapted
for the US market. There are special provisions for the SCR system A Exhaust system E70 6 SCR catalyst
as well as for the US specific OBD monitoring of the DOC.

B Exhaust system E90 7 NOx sensor after SCR catalyst
Each system is unique to the vehicle with different muffler and
tailpipe features. Oxygen sensor
1 Exhaust gas temperature sensor 8 Rear silencer (muffler)
before DOC (concealed)
Exhaust gas temperature sensor Exhaust gas temperature sensor

2 after DOC
9 after DPF
3 Differential pressure sensor 10 Metering module
4 NOx sensor before SCR catalyst 11 Diesel particulate filter (DPF)
5 Mixer
EGR System
For more information on EGR systems, refer to the section on
Emission Controls.
NOTES
PAGE
39
40
Workshop Exercise - Exhaust System Components
1. Complete exercise by filling in the function/purpose of the exhaust system components. Then, locate and identify the
exhaust system components on the vehicle:
Index Explanation Function/Purpose
A Exhaust system E70 E70
B Exhaust system E90 E90
Oxygen sensor
1 Exhaust gas temperature sensor before
DOC (concealed)
Exhaust gas temperature sensor after
2
DOC
3 Differential pressure sensor
4 NOx sensor before SCR catalyst
5 Mixer
6 SCR catalyst
7 NOx sensor after SCR catalyst
8 Rear silencer (muffler)
Exhaust gas temperature sensor after

9
DPF
10 Metering module
11 Diesel particulate filter (DPF)

Workshop Exercise - Exhaust System Components
Using the diagnostic equipment, access the Service Functions menu and go to DPF. (Do not start vehicle at this time)
What are the two selections in the DPF menu?
According to the test module, what is the replacement interval of the DPF?
When should the DPF Regeneration test module be carried out?
How is the DPF Regeneration test module carried out? (i.e. Can it be completed in the shop?)
Go to Status Requests under the DPF section and highlight all values. Read out with the engine running.
Fill in chart below with the values:
Status request Value Status request Value
Differential pressure sensor Consumption per 100km
Regeneration enabled Distance remaining on DPF
Regeneration released Distance traveled since regeneration
41
42
Classroom Exercise - Review Questions
1. What changes were made to the piston on the US version of 4. Which of the following engine management components
the M57D30T2 engine? (circle one) are electrically actuated (directly connected) by the DDE?
The piston pin is larger in diameter (circle those that apply)
The piston pin is offset in the piston Compressor bypass valve SCR metering valve
The piston pin is made from a stronger material Bypass valve for HP-EGR cooler Wastegate
The piston pin is lighter Throttle valve Swirl flaps
High pressure EGR valve Low pressure EGR valve
2. Which of the following statements are TRUE regarding the Turbine control valve
driveline changes on the diesel vehicles?
(circle the true statements, cross out the false statements)
5. Which of the following engine management components
On the diesel vehicles, the gear ratio in the differential is the
are vacuum controlled (via EPDW) by the DDE?
same as the gasoline powered vehicles.
(circle those that apply)
The transmission gear ratios are the same
Compressor bypass valve SCR metering valve
The transmission on the diesel vehicles is also used on the
8-cylinder, gasoline powered vehicles Bypass valve for HP-EGR cooler Wastegate
The torque converter is the same between gasoline and Throttle valve Swirl flaps
diesel powered vehicles
High pressure EGR valve Low pressure EGR valve
Turbine control valve
3. Why is it important to be sure that the air intake system is
oil-free before starting the engine?
NOTES
PAGE
43
44
Fuel System
Fuel Supply Overview Index Explanation
As with current gasoline fuel injection systems, there is an electric 1 Fuel ller neck
fuel pump located in the fuel tank. The fuel pump supplies the 2 Left hand service opening
needed low pressure fuel to feed the mechanical high-pressure 3 Fuel return line
pump.
4 Fuel lter with heating system
5 Right hand service opening
6 Filler vent
7 Electric fuel pump module (EKP)
The fuel tank is equipped with two chambers and, on modern

vehicles, is made from plastic. The electric fuel pump on the
diesel engines is driven by the EKP module.
Similar to BMW gasoline engines, the fuel system on the vehicles
equipped with diesel engines share much of the same low pres-
sure system components.
However, there are some distinct differences with the diesel
engine.
These are:
The system includes a fuel return line
The breather system is 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.
Fuel Tank E70 Fuel Tank
As with all modern BMW vehicles, the fuel tank is made from
plastic and is installed in the optimum position to achieve the best
possible weight balance in the vehicle.
To accommodate these needs, the fuel tanks must be designed in
such a way so that there is room for the driveshaft to pass through
with out interference.
So, the fuel tanks in the diesel vehicles feature the familiar double-
chamber configuration. This design feature accommodates two
delivery units which are located 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.
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. Index Explanation Index Explanation
A line leads from the filler vent valve (H) to the filter (L). The fuel filler A Fuel ller cap 1 Initial ll valve
pipe is connected to this line via the non-return valve (K). B Pressure relief valve 2 Intake mesh lter
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
45
46
E90 Fuel Tank Fuel Tank Functions

A pressure relief valve (B) is integrated in the fuel filler cap (A) to
protect the fuel tank (E) from excess pressure. A non-return flap (C)
is located at the end of the fuel filler neck.
The non-return flap prevents the fuel from sloshing 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.

A Fuel ller cap 1 Initial ll valve
B Pressure relief valve 2 Intake mesh lter
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 Index Explanation Index Explanation
H Filler vent valve 8 Suction jet pump A Fuel ller cap E Fuel tank
I Connection 9 Air inlet valve (check valve) B Pressure relief valve F Service cap
J Maximum fill level 10 Suction jet pump C Non-return valve G Lever-type sensors
L Filter 11 Pressure relief valve D Surge chamber
Fuel Delivery from Fuel Tank As the engine switches off, the delivery line is depressurized but
In the event of the surge chamber being completely empty, the cannot run dry because, provided the system is not leaking, no air
initial filling valve (1) ensures that fuel enters the surge chamber is able to enter it. In addition, after the fuel pump has switched off,
while refuelling. the fuel pressure/temperature sensor is checked for plausibility.
The fuel reaches the fuel pump (3) via the intake filter (2), then Fuel that is required for lubrication and the function of high pres-
continues through the delivery line (5) to the fuel filter. The fuel sure generation flows back into the fuel tank via the return line (7).
pump is located in the surge chamber. A pressure relief valve (4) is The fuel coming from the return line is divided into two lines down-
integrated in the fuel pump to prevent pressure in the delivery line stream of the leak prevention valve (7). The non-return valve
from rising too high. 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 suc-
tion 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.
Index Explanation Index Explanation A further line branches off into the left-hand half of the fuel tank
1 Initial ll valve 7 Leak prevention valve
after the non-return valve (7) and transports the fuel into the surge
chamber via the suction jet pump (8).
2 Intake mesh lter 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
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Air Supply and Extraction The filter (L) prevents dirt or insects from entering the ventilation
Fuel ventilation is ensured by means of the filler vent valve (H). and blocking the line.
The filler vent valve is located in the fuel tank and uses the connec-
If the ventilation line does become blocked, fuel consumption
tion (I) to determine the maximum fill level (J). The filler vent valve
during operation would cause negative pressure and the fuel tank
contains a float that buoys upwards on the fuel when the vehicle is
would be compressed and damaged.
refuelled and blocks the filler ventilation. The fuel rises in the fuel
filler and the fuel nozzle switches off. Fuel Filler Cap
A roll-over valve is also integrated in the filler vent valve to block the The fuel filler cap contains a pressure relief valve to ensure that, if
ventilation line when a certain angle of incline is reached and there is a problem with fuel tank ventilation, any excess pressure
prevents fuel from draining out if the vehicle were to roll over. that may form can escape and the fuel tank is not damaged.
The non-return valve (K) prevents fuel from escaping via the venti- If excess pressure forms in the fuel tank, this causes the valve head
lation when the vehicle is refuelled. During operation, air can flow (1) and with it the entire pressure relief valve (5) to be lifted off the
into the fuel filler pipe and the fuel can flow from the fuel filler pipe sealed housing (6). The excess pressure can now escape into the
into the tank. 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).
Index Explanation
1 Valve head
2 Excess spring pressure
3 Brace
4 Bottom section of housing
5 Pressure relief valve
Index Explanation Index Explanation 6 Sealed housing

H Filler vent valve K Non-return valve
I Connection L Filter
J Maximum ll level
Misfueling Protection
A mechanical system has been developed in order to help prevent
a mis-fueling situation. To make sure that the diesel vehicles are
only refueled with the proper diesel fuel, a mechanical flap has
been added to the fuel filler neck.
1 Housing 5 Torsion spring
2 Locking lever 6 Rivet
3 Tension spring 7 Hinged lever
4 Flap 8 Ground strap
As the following illustrations show, only a fuel nozzle with a diame-

ter of approximately 24 mm can 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.
To open the protection against incorrect refuelling feature in the
workshop, a special tool is required.
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50
Fuel Pump The electric fuel pump is located in the fuel tank. There it is well
protected against corrosion and the pump noise is adequately
Today's diesel vehicles are fitted with electric fuel pumps to deliver soundproofed.
the needed fuel to the high pressure pump. The electric fuel pump
is designed to deliver a sufficient amount of fuel to lubricate and The fuel pump on BMW diesel engines may either be a gear
cool the injectors and the high-pressure pump and to satisfy the pump, a roller-cell pump or a screw-spindle pump. The following
maximum fuel consumption of the engine. fuel pumps are used on USA vehicles:
It has to deliver the fuel at a defined pressure. That means that E70 - Screw spindle pump
when the engine is idling or running at medium power, the fuel E90 - Gear pump (rotor type)
pump delivers several times more than the amount of fuel required.
The fuel pump delivers approximately three or four times the The operating principle of each of these types of pump is
volume of maximum possible fuel consumption. 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.
1 Impeller 6 Electrical connection
2 Driveshaft 7 Sliding contacts
3 Electric motor 8 Pressure chamber
4 Pressure relief valve 9 Intake section
5 Pressure connection
Fuel Pump - E90 Screw-spindle Pump - E70
On the E90, the fuel pump is a gear type pump. The gear pump is With the screw-spindle pump, two screw spindles intermesh in
comprised of an outer rotor (1) with teeth on the inside, and an such a way that the flanks form a seal with each other and the
inner rotor (4) with teeth on the outside. The inner rotor is driven housing. In the displacement chambers between the housing and
by the drive shaft (5) of the electric motor. The outer rotor is pro- the spindles, the fuel is pushed towards the pressure side with
pelled by the teeth of the inner rotor and thus turns inside the practically no pulsation.
pump housing.
In this way, the screw spindles pump fuel away from the fuel tank
The inner rotor has one tooth fewer than the outer rotor, which (5). The fuel is then fed to the engine (3) through the pump
means that, with each revolution, fuel is carried into the next tooth housing and the fuel delivery line.
gap of the outer rotor.
Index Explanation
During the rotary motion, the spaces on the intake side enlarge,
while those on the pressure side become proportionately smaller.
1 Driveshaft screw spindle
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. 2 Gearwheel
Together with the tooth gaps, these grooves form the intake
section (6) and pressure section (3). 3 Fuel delivery to the engine
4 Screw spindle
Index Explanation
5 Fuel from tank
1 Outer rotor
2 Fuel delivery to engine
3 Pressure section
4 Inner rotor
5 Driveshaft
6 Intake section
7 Fuel from tank
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52
Low Pressure Fuel System - E90 The digital diesel electronics compares the measured voltage with
The low pressure fuel systems differ between the E70 and E90. a characteristic curve that assigns a corresponding temperature to
The E90 is a speed regulated system which means that the fuel each voltage value.
pump speed is regulated by the EKP module based on request
The various sensors and actuators are required for ensuring
from the DDE.
effective operation of the fuel system and engine. Apart from
The fuel pump will be activated with the ignition on signal. If the ensuring compliance with legal requirements, these components
engine is not started, the fuel pump will be switched off after a are also responsible for providing outstanding engine performance
defined time period. When the engine is switched off, the fuel and the associated acoustics.
pump is switched off as well.
Fuel Temperature Sensor

The fuel temperature sensor is Fuel temperature sensor - E90
located in the fuel feed line just
before the high pressure pump.
The sensor consists of a tem-
perature dependent resistor
with which works on the NTC
principle.
The fuel temperature sensor
registers the fuel temperature
just before the high pressure
pump. The fuel temperature sen-
sor is installed on the low pres-
sure side of the fuel
system.
The density of the fuel changes as temperature changes. The DDE
requires the fuel temperature for the purpose of precisely calculat-
ing the start of injection and injection quantity.
The fuel temperature sensor consists of a temperature-dependent
measuring resistor made from semiconductor material that is inte-
grated in a housing. The measuring resistor has a negative
temperature coefficient (NTC).
Fuel Filter Heating - E90
On the E90, the fuel filter heater is not controlled directly by the
DDE. A pressure switch and a temperature sensor are located in
the fuel filter housing.
The fuel heater only works with the ignition switched on and 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.
The conditions for fuel filter heater operation are as follows:
The fuel heater is is switched ON when - the fuel pressure is
greater than 6 bar AND the fuel temperature is less than 2C.
The fuel heater is switched off when - the fuel pressure is less
than 5.5 bar for a duration of greater than 5 minutes OR
the fuel temperature is greater than 12C OR
during the starting process if the electronics in the fuel filter
detect a battery voltage of less than 7.5 V for longer than 0.2
seconds.
The fuel heater is not activated by the DDE control module.
However, the fuel heater reports a detected filter blockage via the
signal DIAG_DKH to the DDE control module. The DDE control
module then stores the fault.
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Low Pressure Fuel System - E70 The fuel pump is also switched off when the engine is turned off
The low pressure fuel system on the E70 is a pressure regulated and the fuel feed is depressurized. After the fuel pump has been
system which uses the signal from the fuel pressure sensor located shut down, the digital diesel electronics checks and evaluates the
in the low pressure fuel line. plausibility of the fuel pressure sensor. If a fault is detected, the
corresponding fault code is stored in the fault code memory of the
The fuel pump operates with "ignition ON". If the engine is not
digital diesel electronics.
started, the fuel is switched off at a specific pressure. When the
engine is running, the fuel pump is regulated on-demand by the
EKP module 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.
The functions of the low pressure fuel system are integrated into
the DDE control module. The DDE uses the pressure information
from the combined fuel pressure-temperature sensor to determine
the current actual pressure in the low pressure system.
In order to maintain the approximate delivery pressure of 4.8 to 5.0
bar, the DDE uses a number of input variables. The input variables The integrated fuel temperature sensor is identical to the fuel
relevant to determining the adjusting value are: temperature sensor used in the E90. The fuel pressure sensor is
also integrated in the housing. Both the fuel pressure sensor and
Actual pressure in the pre-supply system the fuel temperature sensor features two separate connections in a
Engine speed common connector housing that has four pins.
Injection volume The fuel pressure sensor consists of resistors mounted on a
diaphragm. The one side of the diaphragm has contact with the
The adjusting value is sent from the DDE to the EKP module in the fuel so that the fuel pressure acts on the diaphragm.
form of a CAN message.
The greater the pressure, the more the diaphragm is deflected.
Fuel Pressure-temperature Sensor The resistors on the diaphragm change their resistance in
The fuel pressure-temperature sensor consists of two independent response to the mechanical stress. A bridge circuit and electronic
sensors combined in one housing. signal processing circuitry in the sensor amplify the bridge voltage,
compensate for temperature influences and linearize the pressure
The fuel temperature sensor is required to precisely calculate the characteristic curve.
start of injection and injection quantity. The fuel pressure sensor
registers the fuel pressure upstream of the high pressure pump. The output voltage for the digital diesel electronics is in the range
This fuel pressure is required for the purpose of controlling the fuel between 0 and 5 volts. As for the temperature sensor, a character-
pump in the fuel tank. istic curve is stored in the digital diesel electronics that assigns a
corresponding pressure to each voltage value.
Fuel Filter Heating - E70
The fuel filter heating operation is somewhat different in the E70.
The E70 has a pressure-controlled fuel supply system. In this sys-
tem, the fuel filter heater is actuated by the DDE. The DDE com-
municates with the filter heater via the signal S_KSH.
A combined fuel pressure and temperature sensor upstream of the
high pressure pump is used. If required, the fuel filter is heated
with an electrical heating element. The DDE switches the fuel filter
heating on under the following conditions:
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
upstream of the high pressure pump is not reached despite a
sufficiently high fuel temperature and high current consumption of
the electric fuel pump.
The electrical power output of the fuel pump is higher than the
stored adaptation value electric fuel pump plus an offset for more
than 3 seconds. The offset is determined from a characteristic map
and depends on the engine speed and fuel injection rate.
The fuel filter heating is switched off again under the following con-
ditions:
Activation time > 5 min or
Fuel temperature > 8C or
Battery voltage is less than 9 volts for more than 30 seconds
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56
High Pressure Fuel System Index Explanation Index Explanation

The high pressure fuel system is mostly identical in design and A Fuel feed (low pressure) 6 Return line
function as compared to the European version. However, some
components have been adapted to the different fuel specification. B Fuel return 7 Feed line
C Fuel high pressure 8 Fuel temperature (or temp/pressure)
1 Fuel rail pressure sensor 9 High pressure line
2 High pressure line 10 Fuel rail
3 Leakage line 11 Restrictor
4 Piezo injector 12 High pressure pump
5 Fuel rail pressure control valve 13 Volume control valve
These components are:

High-pressure pump
Fuel rail
Fuel injectors.
These adaptations are restricted to different coatings and materials
on the inside.
Fuel Injectors On a gasoline engine, the piezo element is used to physically
Compared to a piezo fuel injector on a gasoline engine, the diesel operate the injector pintle in an outward motion. Due to the very
injector operates quite differently. The concept of piezo electricity high pressures used in a diesel engine, the piezo element cannot
is the same, but applied in a different manner. be used to directly actuate the pintle. The pintle on a diesel fuel
injector moves inward (away from the combustion chamber).
Instead, the piezo element is used to trigger a relay valve in the
actuator module. The injector is then hydraulically imbalanced
which causes the pintle to open via the fuel rail pressure.
The piezo-element (2) is located inside the actuator module (5).
When controlled, it produces the movement necessary to open the
relay valve.
Circuited between the two elements is the coupler module (6),
which functions as a hydraulic compensating element, e.g. to
compensate for temperature-related length expansions.
When the fuel injector is controlled, the actuator module expands.
This movement is transferred to the relay valve (7) by the coupler
module. When the relay valve opens, the pressure in the control
chamber (1) drops and the nozzle needle opens.
The benefits of the piezo-fuel injector are that they offer a consid-
erably faster control response, which results in greater metering
accuracy. In addition, the piezo-fuel injector is smaller, lighter and
has a lower power consumption.
1 Control chamber 5 Actuator module
2 Piezo element 6 Coupler module
3 High pressure supply 7 Relay valve
4 Supply duct to the nozzle 8 Nozzle needle
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58
Piezo Injector Operation
Index Explanation Injector Opening Injector Closing

If the fuel injector is activated by the If the injector current feed is set by the
1 Coupler module DDE, the piezo-element presses the DDE, the piezo-element contracts and
2 Control valve control valve (2) down against the spring the coupler module is pressed back by
3 Bypass
force via the coupler module (1) and the spring force.
closes the bypass (3). The fuel from the
4 The spring in the control valve closes the
Nozzle needle
control volume (6) can then flow across
valve and clears the bypass. Fuel now
5 Restrictor the outlet (7) and the control valve.
reaches the control volume via the
6 Control volume The pressure in the control bypass, outlet (7) and restrictor (5) and
7 Outlet volume drops and the nozzle needle (4) presses the nozzle needle down. The
is opened by the fuel delivery pressure. injector is closed and injection is finished.
8 Supply duct to nozzle
Coupler Module After injection or after the piezo-element has been switched off, the
The hydraulic coupler is surrounded by diesel fuel at a pressure of springs (7 and 8) balance out the play created by the leakage quan-
approximately 10 bar. The piezo-element acts on the upper tity and fuel is again drawn via the clearance in the piston guide
plunger (1). into the coupler chamber. This balancing out process takes place
so fast that the coupler chamber is completely filled again by the
Lower plunger (6) rests on control valve (9). The force of spring (7) next injection cycle.
and of spring (8) is set in such a way that, when closed, the piezo
element and control valve (9) are connected free of play via the A return pressure of approximately 10 bar is required for this
coupler module. purpose, which is achieved by the restrictor in the fuel return of the
fuel injectors. The control valve is not operated and no fuel is
The upper plunger (1) presses against coupler chamber (5) when injected when no pressure is applied in the fuel feed.
the piezo-element is activated.
The force of the piezo-element is increased since plunger (1) has a Leakage Oil
larger diameter than plunger (6). Plunger (6) opens the control The piezo injectors require a certain amount of backpressure in the
valve (9). When the coupler chamber is pressurized during activa- leakage circuit in order to operate properly. So, the leakage circuit
tion, a small leakage quantity escapes via the clearance in the on the 3rd generation common rail differs from the earlier versions.
plunger guide into fuel return (2). In past versions (such as 1st and 2nd generation common rail), the
leakage oil circuit drained into the fuel return line.
Index Explanation
However, since the piezo injectors operate differently than the
A Fuel feed earlier solenoid valve injectors, the leakage circuit has been
B High pressure fuel
redesigned.
1 Plunger
A certain amount of leakage oil occurs in the diesel fuel injectors
due to the design of the system. The reason for this is that the
2 Fuel return relay valve in the piezo-fuel injector needs a certain back pressure
to work correctly. The relay valve requires about 10 bar to be pres-
3 Spring
ent in the leakage circuit to prevent injector malfunctions.
4 Coupler
In order to maintain this pressure, a restrictor (11) has been
5 Coupler chamber installed between the injector(s) and the low pressure feed to the
HP pump.
6 Plunger
7 Spring
8 Spring
9 Control valve
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60
Restrictor
The restrictor has a .2 mm orifice which increases the pressure in
the fuel return of the fuel injectors. The operating pressure in the
leakage oil circuit is about 10 bar.
Index Explanation
Connection from injector leakage

1 line
2 Filter
3 Restrictor (.2mm)
Leakage oil
circuit - M57 4 Filter
3rd generation
common rail
5 Connection to low pressure line

The fuel flowing from the piezo-fuel injectors via the fuel return
A Fuel feed 5 High pressure pump connection (1) initially passes through a filter (2), through restrictor
(3) and then through a further filter (4) to connection (5) back into
B Fuel high pressure 6 Rail pressure control valve the fuel feed to the high pressure pump.
There is a filter (2 and 4) on either side of restrictor (3) as the
C Fuel return 7 Fuel rail
restrictor has no specific direction of flow. The filters ensure that
the actual restrictor (3) does not become clogged.
1 Fuel tank 8 Fuel pressure sensor
2 Fuel filter and filter heating 9 Piezo fuel injector
3 Fuel temp (and pressure) sensor 10 DDE
4 Volume control valve 11 Fuel restrictor

Fuel Injector Volume Adjustment Zero volume adaptation must be carried out on a continual basis
Piezo-fuel injectors not only bear the hydraulic tolerances but also due to the volume drift of the fuel injectors.
information concerning the stroke characteristics of the injector.
At each cylinder, a small amount of fuel is injected during overrun
This is a separate classification for the injector voltage calibration.
mode. This volume continues to increase until a slight increase in
This information is necessary due to the individual voltage require- engine speed is detected by the digital diesel electronics.
ment of each fuel injector. The fuel injector is assigned to a voltage
The digital diesel electronic is thus able to detect when the respec-
requirement class. This replaces the seventh digit of the numerical
tive cylinder begins to work. The volume of fuel injected during
combination on the injector for hydraulic adjustment.
zero volume adaptation is used by the digital diesel electronics as a
A piezo-fuel injector therefore has only six characters for the value for the characteristic map of pre-injection.
hydraulic adjustment (due to a more precise manufacture of the
Zero volume adaptation takes place alternately from one cylinder to
piezo-fuel injectors) and a seventh character for the injector voltage
the next during the overrun phase at engine speeds from 1500 to
adjustment.
2500 rpm and with the engine at operating temperature.
Index Explanation
Zero volume adaptation has no influence on fuel consumption as
1 7 Character code for adjustment only very small quantity of fuel (about 1mm3) is injected at one
2 Voltage adjustment
cylinder at a time.
Volume Adjustment
If the digital diesel electronics detects engine speed fluctuations,
the actuation period of the fuel injectors is corrected based on
these engine speed fluctuations. The volume adjustment adapts
the injected volume of all cylinders with respect to each other.
Zero Volume Adaptation

The zero volume adaptation is a continual learning process.
This learning process is required to enable precise pre-injection for
each individual fuel injector. Accurate metering of the very low
pre-injection volume is necessary for the fulfilment of exhaust
emission regulations.
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62
Mean Volume Adaptation

The mean volume (quantity) adaptation is a learning process in
which the air/fuel ratio (lambda value) is corrected by the adjust-
ment of the air mass or exhaust gas recirculation. Unlike the other
processes, this process affects all fuel injectors equally rather than
the individual fuel injector.
An injection volume averaged across all cylinders is calculated from
the lambda value measured by the oxygen sensor and the air mass
measured by the hot-film air mass meter. This value is compared
with the injection volume specified by the digital diesel electronics.
If a discrepancy is detected, the air mass is adjusted to match the
actual injection volume by an adjustment of the exhaust gas
recirculating valve. The correct lambda value is set in turn.
The mean volume adaptation is not an "instantaneous" regulation
but an adaptive learning process. The injection volume error is
taught into an adaptive characteristic map that is permanently
stored in the EEPROM of the control unit.
Replacing the following components will require a reset (clearance)
of this mean volume adaptation characteristic map:
Hot-film air mass meter
Fuel injector(s)
Rail pressure sensor
It is possible to reset the characteristic map with the BMW
diagnosis system.
NOTES
PAGE
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64
Workshop Exercise - Fuel Supply System
1. Fill in the chart below while performing the test module for the EKP:
Item Value
Voltage, fuel pump
Current, fuel pump
Specified delivery rate
2. Carry out the service function for bleeding the fuel system.
When would this procedure be required?
3. Carry out the plausibility test for the fuel pressure/temperature sensor:
Item Value
Fuel temperature
Fuel pressure (E70 only)

Workshop Exercise - High Pressure Fuel System Component Location / Identification
1. Complete the chart by filling in the functions for the listed components, then locate on the vehicle:
Index Explanation Function/Purpose
A Fuel feed (low pressure)
B Fuel return
C Fuel high pressure
1 Fuel rail pressure sensor
2 High pressure line
3 Leakage line
4 Piezo injector
5 Fuel rail pressure control valve
6 Return line
7 Feed line
8 Fuel temperature (or temp/pressure)
9 High pressure line
10 Fuel rail
11 Restrictor
12 High pressure pump
13 Volume control valve
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Workshop Exercise - High Pressure Fuel System
1. Using the read measured values test modules in service functions, please complete the following table:
Cold Hot
Engine speed
Coolant temperature
Rail pressure, actual
Rail pressure, target
Injection volume, mg
2. With the engine at operating temperature, please complete the following table regarding the rail pressure.
Engine speed Rail pressure (actual) Activation pressure, control valve Activation, volume control valve
Idle
1000 rpm
2000 rpm
3000 rpm
3. Disconnect the rail pressure sensor and note the substitute value. Substitute value -
Is there any change to engine operation?
4. Complete the test module for the rail pressure regulation valve. Record the resistance values in the chart below:
Nominal value Actual value
5. Disconnect the volume control valve. Does the engine run? Explain why or why not?
6. Disconnect the pressure control valve? Does the engine run? Explain why or why not?
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68
7. Perform the test module for the high pressure pump and complete the following chart:
Amplitude (maximum) Period duration
While performing above test module, obtain the oscilloscope pattern for the high pressure pump. Draw the pattern on the
scope illustration provided.
Item Value
Test connections (MFK)
Frequency settings
Voltage level
Trigger level
8. Obtain an oscilloscope pattern of the piezo injector and sketch your result below:
WARNING!!! High voltage may be present.
Record Settings in the chart below:
Item Value
Test connections (MFK)
Frequency settings
Voltage level
Trigger level
9. Measure the resistance values of all injectors and record below:
Injector 1 Injector 2 Injector 3 Injector 4 Injector 5 Injector 6
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70
10. Perform the test module/service function for the fuel injectors and complete the following table with the correct classification
numbers and compare to those on the vehicle:
Cylinder number Classification
What type of fuel injectors are used in the M57D30T2 engine?

NOTES
PAGE
71
72
1. Which of the components listed below direct fuel to the 4. In order for the piezo injector to operate correctly, the
return circuit for the operation of the siphon jet in the fuel pressure in the leakage circuit must be: (circle one)
tank? (circle those that apply)
100 bar or greater Approximately 10 bar
Leakage line Volume control valve
3 to 5 bar 100 millibar
Rail pressure control valve Restrictor
200 bar 1 bar +/- 100 millibar
Fuel injectors Fuel lter
5. In order to maintain the adequate pressure in the leakage

2. In order to refuel a BMW diesel vehicle, there is a ap in the line, a _______________________ is installed after the fuel
fuel tank to prevent misfueling. What is the correct diameter injectors. (circle one)
of the diesel fuel nozzle which is necessary to operate the
check valve non-return valve restrictor
misfueling ap? (circle one)
solenoid bypass valve coupler
19 mm 21 mm 24 mm 34 mm
6. For the US version of the diesel, which of the following fuel

3. Which of the following components is NOT used on a
system components has been adapted to meet the US
diesel fuel system? (circle those that apply)
specific fuel specifications? (circle all that apply)
Electric fuel pump Charcoal canister Fuel lter
High pressure pump Fuel filter
EKP module Siphon jet DM-TL
Volume control valve Leakage line
Electric fuel pump Fuel injectors
Fuel rail Fuel filter heater
7. Complete the following chart by checking the box for either

E70 or E90 where it applies:
Component/System E70 Xdrive35d E90 335d
Screw-spindle fuel pump
Gear-type (rotor) fuel pump
Speed controlled low pressure fuel system
Pressure controlled low pressure fuel system
Fuel temperature/pressure sensor
Fuel temperature sensor
Low pressure EGR system
High-pressure EGR system
SCR system
Diesel particulate filter
Low pressure EGR cooler
High pressure EGR cooler
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Diesel Emission Control Systems

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 (NOx)
Hydrocarbons (HC)
Particulates (PM)
It can generally be said that traditionally more emphasis is placed on low nitrogen oxide emissions in US legislation 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.
Although European and US standards cannot be compared 1:1 it is clear that requirements relating to nitrogen oxide emissions are con-
siderably more demanding in the US market. Diesel engines generally have higher nitrogen oxide emission levels than petrol engines as
diesel engines are normally operated with excess air. 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.
Comparison of Exhaust Emission Legislation
Standard Valid CO NOx HC+NOx * NMHC ** PM
from [mg/km] [mg/km] [mg/km] [mg/km] [mg/km]
EURO 4 1-1-05 500 250 300 - 25
EURO 5 9-1-09 500 180 230 - 5
EURO 6 9-1-14 500 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.
** In the USA, only the methane-free hydrocarbons are
evaluated, i.e. all hydrocarbons with no methane.
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Exhaust Gas Recirculation Recirculation before the exhaust turbocharger - Unlike in the
high pressure EGR where the exhaust gas is fed to the charge
The recycling of exhaust gases is one of the methods used to air already compressed, in this system the exhaust gas is
reduce NOx in a diesel engine. By introducing exhaust gas into the added to the intake air before the exhaust turbocharger.
intake stream, the amount of oxygen in the combustion chamber is A lower pressure prevails in this area under all operating condi-
reduced which results in lower combustion chamber temperatures. tions.
The EGR systems differ between the E70 and the E90. Both vehi- This makes it possible to recirculate a large volume of exhaust
cles use the high-pressure EGR, but the E70 uses an additional gas even at higher engine speed and load whereas this is
low-pressure EGR system. The low pressure EGR system is limited by the boost pressure in the high pressure EGR.
required in the E70 due to its additional weight and higher opera-
tional loads (i.e. towing etc.).
Low pressure EGR system
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 tempera-
ture 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.
The following graphic shows the control of the EGR system with The low pressure EGR system is located on the right-hand side on
low pressure EGR: 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.

High and low pressure EGR
1 No EGR 3 are active
2 Only high pressure EGR is active
1 DPF 4 Low pressure EGR
As already mentioned, the low pressure EGR has the greatest 2 Turbocharger assembly 5 Exhaust system
advantage at higher loads and is therefore activated, as a function Exhaust turbocharger,
3
of the characteristic map, only in this operating mode. low pressure stage
The low pressure EGR, however, is never active on its own but
rather always operates together with the high pressure EGR.
Added to this, it is only activated at a coolant temperature of more
than 55C. The low pressure EGR valve is closed as from a
certain load level so that only the high pressure EGR valve is active
again. This means the EGR rate is continuously reduced.
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The following graphic shows the components of the

low pressure EGR:
1 Temperature sensor - LP EGR 5 Coolant infeed
2 LP-EGR valve 6 Coolant return
3 Connection for positional feedback 7 LP-EGR cooler
4 Vacuum unit for LP-EGR valve 8 Sheet metal gasket with filter Index Explanation Index Explanation
1 Cleaned blow-by gas 3 Intake manifold

There is a fine meshed metal screen filter located at the exhaust Ventilation, naturally aspirated
2 4 Clean-air pipe
gas inlet from the diesel particulate filter to the low pressure EGR operation
system. The purpose of this filter is to ensure that no particles of
Exhaust Turbocharger
the coating particularly in a new diesel particulate filter can enter
The US engine is equipped with the same variable twin turbo as
the low pressure EGR system.
the European version, however, the turbo assembly is modified due
Such particles would adversely affect the compressor blades of the to the low pressure EGR.
exhaust turbocharger.
On the one hand, the inlet for the low pressure EGR is located on
The metal screen filter must be installed when fitting the low pres- the compressor housing for the low pressure stage. On the other
sure EGR cooler to the diesel particulate filter otherwise there is a hand, the compressor wheels are nickel-coated to protect them
risk of the turbocharger being damaged. from the exhaust gas.
High Pressure EGR The electric actuating system of the EGR valve enables exact
The exhaust gas recirculation known to date is referred to here as metering of the recirculated exhaust gas quantity. In addition, this
the high pressure EGR in order to differentiate it from the low quantity is no longer calculated based solely on the signals from
pressure EGR. the hot-film air mass meter and oxygen sensor but the following
signals are also used:
Compared to the European version, the high pressure EGR is
equipped with the following special features: Travel of high pressure EGR valve
Electric EGR valve with positional feedback Temperature before high pressure EGR valve
Temperature sensor before high pressure EGR valve Pressure difference between exhaust gas pressure in the
exhaust manifold and boost pressure in the intake manifold.
EGR cooler with bypass.
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 EGR cooler can be bypassed in order to heat up
the combustion chamber faster. For this purpose, there is a bypass
that diverts the flow of the exhaust around 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.

1 Coolant inlet 5 High pressure EGR cooler
Vacuum unit of bypass valve for HP-
2 High pressure EGR valve 6 EGR cooler
3 Throttle valve 7 Coolant return
4 Temperature sensor, HP-EGR
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Selective Catalytic Reduction The preferred reducing agent in an SCR system is ammonia (NH3).
However, ammonia by itself is toxic and would not be practical or
In order to comply with stringent EPA guidelines, the new Selective safe to carry in the vehicle. So, an alternative would be a safer
Catalytic Reduction (SCR) system is installed in the new diesel carrier substance which, in this case, is a urea/water compound.
vehicles from BMW. The M57D30T2 engine complies with the
EPA Tier 2, Bin 5 requirements. This allows the new diesel Urea, (NH2)2CO, is commonly used as a fertilizer and is biologically
vehicles to be sold in all 50 states. compatible with groundwater and chemically stable for the environ-
ment. This allows urea to be used as the reducing agent in the
SCR system. The ammonia is then extracted from the urea during
an on-board chemical reaction which takes place once the urea is
injected into the exhaust system.
The official name for the reducing agent is Diesel Exhaust Fluid or
DEF. This is the name that will be used in the owners manual and
in this training material.
See note below:
Important note on DEF

In this training material, there are several terms which are in use
for DEF. Some of these terms include reductant, reducing
p agent or urea/water solution.
The technical name used industry wide is AUS32, which is a
The SCR system is a recently new development in the automotive urea/water solution of which urea comprises 32.5% of the mix-
industry, but this technology has been in use by coal fired power ture.
plants for many years. Another term which is used is AdBlue, which is the registered
The term selective indicates that the reducing agent prefers to trademark for AUS32. However, there are other producers of
oxidize selectively with the oxygen contained in the nitrogen oxides AUS32. AdBlue is just one of them.
instead of the oxygen present in the exhaust gas. The AdBlue trademark is currently held by the German
The reducing agent is injected into the exhaust system where it is Association of the Automobile Industry (VDA), who ensure
converted to ammonia and carbon dioxide. The resulting ammonia quality standards are maintained in accordance with DIN 70070
is used within a special catalyst in the exhaust stream. specifications.
The resulting reaction converts the unwanted oxides of nitrogen

into harmless nitrogen and water.
SCR Overview - Simplified
Selective catalytic reduction is a system for reducing nitrogen
oxides (NOx) in the exhaust gas. For this purpose, a reducing 1 Passive reservoir 10 Transfer pump
agent (urea/water solution) is injected into exhaust gas downstream
of the diesel particulate filter. 2 Level sensors 11 Filter
The nitrogen oxide reduction reaction then takes place in the SCR
3 Filler pipe, passive tank 12 Transfer line
catalytic converter. The urea-water solution is carried in two reser-
voirs in the vehicle. The quantity is measured out such that it is 4 Metering line 13 Metering module
sufficient for one oil change interval.
5 14
The following graphic shows a simplified representation
Metering line heater Level sensor
of the system: 6 Pump 15 Filler pipe, active reservoir
7 Function unit 16 Exhaust system
8 Heater, in active tank 17 SCR catalytic converter
9 Active tank
The reason for using two reservoirs is that the urea-water solution
freezes at a temperature of -11C (12.2F). For this reason, the
smaller active reservoir is heated but the larger passive reservoir
is not. In this way, the entire volume of the urea-water solution
need not be heated, thus saving energy. The amount in the active
tank 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 transfer
pump regularly conveys the urea-water solution from the passive
reservoir to the active reservoir.
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SCR System Components Component Location - E70

On the E70, the active reservoir, including the delivery unit, is locat-
ed 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.
SCR component location - E70
1 Active tank 8 Passive tank
2 Delivery module 9 Metering module

Exhaust gas temp sensor - post
3 Filler for active tank 10 DPF
4 Transfer pump 11 NOx sensor - pre SCR catalyst
5 Filter 12 Filler neck for passive tank
6 SCR catalyst 13 DOC/DPF
7 NOx sensor - post SCR catalyst

Component Location - E90
On the E90, both the active reservoir as well as the passive reser-
voir 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
lower most is the filler for the active reservoir. The transfer unit and
the filter are located behind the filler.
SCR component location - E90
1 Active tank 8 Passive tank
2 Delivery module 9 Metering module

Exhaust gas temp sensor - post
3 Filler for active tank 10 DPF
5 Filter 12 Filler neck for passive tank
6 SCR catalyst 13 DOC/DPF
7 NOx sensor - post SCR catalyst
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Passive Reservoir The passive reservoir on the E70 is encased in insulation as it is

The passive reservoir is the larger of the two supply reservoirs. positioned near the front of the exhaust system where the heat
The name passive reservoir refers to the fact that it is not heated. transfer to the urea-water solution would be very high.
The following components make up the passive reservoir:
Level sensors (2x)
Operating vent (2x on E90)
Filler vent.
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
1 Operating vent 5 Fill line connection

Vehicle Volume Location Position of filler neck
2 Filler vent 6 empty level sensor
In underbody, under drivers In the engine compartment, left
3 full level sensor 7 Passive reservoir E70 16.5 l
seat (approximately) side, under unfiltered air inlet
4 Operating vent Under luggage compartment

E90 14.4 l
floor
Left side in rear bumper
Level Sensors Transfer Unit
There are two level sensors in the The transfer unit pumps the urea-water solution from the passive
passive reservoir. One supplies reservoir to the active reservoir. There is a screen filter in the inlet
the "Full" signal and the other the port of the pump.
"Empty" signal.
This pump is designed as a diaphragm pump. It operates in a
The sensors make use of the con- similar way to a piston pump but the pump element is separated
ductivity of the urea-water solution. from the medium by a diaphragm. This means there are no prob-
When these contacts are wetted lems regarding corrosion.
with urea-water solution the circuit
is closed and current can flow,
thus enabling a sensor signal.
Index Explanation
The two level sensors send their signal to an evaluator. This evalu-
ator filters the signals and recognizes, for example, sloshing of the 1
Connection for transfer line to
passive reservoir (inlet)
urea-water solution and transfers a corresponding level signal to
the digital diesel electronics. 2
Electrical connection for pump
motor
The "Full" level sensor is located at the top of the passive reservoir. 3
Connection for transfer line to
Both contacts are wetted when the passive reservoir is completely active reservoir (outlet)
filled and the sensor sends the "Full" signal.
The "Empty" level sensor is located at the bottom end of the pas-
sive 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 the
atmosphere. A so-called sintered filter tablet ensures that no impu-
rities 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.
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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. Index Explanation
1 Fill line connection, active reservoir
2 Delivery module
3 Metering line
4 Filler vent
Connection of transfer line from

5 passive reservoir
6 Active reservoir
Active reservoir - E70
Active reservoir - E90

Vehicle Volume Location Position of filler neck

On front, right side in side
In the engine compartment, on the
1 Active reservoir 4 Filler vent E70 6.4 l panel module between
front right hand side
bumper panel and wheel arch
2 Operating vent 5 Fill line connection
Behind rear axle differential,
Connection of transfer line from E90 7.4 l directly under the passive Left side in rear bumper panel
3 Delivery module 6 passive reservoir reservoir
Function Unit The temperature sensor provides the signal for the heating control
The so-called function unit is located in the active reservoir. It has system. It is designed as an NTC sensor (negative temperature
the external appearance of a surge chamber and accommodates a coefficient). The temperature sensor is integrated at the bottom
heater, filter and a level sensor. The delivery unit is attached to it. end of the level sensor.
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, the
liquid urea-water solution can be made available for vehicle opera-
tion even at the lowest temperatures.
Index Explanation
1 Operating vent
2 Bowl
3 Level sensor
1 Level sensor 4 Intake line with heater
2 Heating element 5 Operating vent
3 Filter
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 semicon-
ductor is controlled by the DDE. The DDE can determine the
current that flows across the heating elements and can therefore
monitor their operation.
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Level Sensor
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 sen-
sors 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.
Index Explanation
The sensor makes use of the conductivity of the urea-water
solution. A total of four contacts project into the reservoir. When 1 Full contact
these contacts are wetted with urea-water solution the circuit is

2
closed and current can flow, thus enabling a sensor signal.
Warning contact
Three contacts are responsible for signalling the different levels. 3 Empty contact
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.
Delivery Unit Pump
The delivery unit is located on the active reservoir at the top end of The pump is a common part with the pump in the transfer unit.
the function unit. Among other things, the delivery unit comprises While the engine is running, it pumps the urea-water solution from
the pump that transfers the urea-water solution from the active the active reservoir to the metering module. It draws the metering
reservoir to the metering module. The delivery unit is also heated line empty when the engine is turned off.
by a PTC element.
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.
Pump motor and heater electrical Pressure sensor electrical
1 connection
3 connection
Reversing valve electrical
2 connection
4 Metering line fluid connection
The heating element in the delivery unit is connected to the heater

for the metering line to form one heating circuit. A power semi-
conductor 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 there-
fore monitor their operation.
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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.

Index Explanation Index Explanation 1 Mixer 4 DPF
1 Metering line connection 2 Metering valve connection
2 NOx sensor - pre SCR catalyst 5 Metering module
Exhaust gas temperature sensor
Although the metering module does not have a heater, it is still 3 after DPF
6 Insert
heated by the exhaust system to such an extent that it even

requires cooling fins. Mixer
The mixer mounted in the flange connection of the exhaust pipe is
The metering module is actuated by a pulse-width modulated located directly behind the metering module in the exhaust system.
(PWM) signal from the DDE such that the pulse duty factor deter- It swirls the flow of exhaust gas to ensure the urea-water solution is
mines the opening duration of the valve. thoroughly mixed with the exhaust gas. This is necessary to ensure
The metering module is equipped with a tapered insert (6) that the urea converts completely into ammonia.
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.
NOx Sensors
The nitrogen oxide sensor consists of the actual measuring probe
and the corresponding control unit. The control unit communi-
cates via the LoCAN with the engine control unit.
In terms of its operating principle, the nitrogen oxide can be com-

pared with a broadband oxygen sensor. The measuring principle is
based on the idea of basing the nitrogen oxide measurement on
oxygen measurement.
The exhaust gas flows through the NOx sensor. Here, only oxygen
and nitrogen oxides are of interest. In the first chamber, the oxygen 1 Pump flow, 1st chamber 5 Barrier 2
is ionized out of this mixture with the aid of the first pump cell and Solid electrolyte Zircon dioxide
passed through the solid electrolyte. 2 Catalytic element 6 (ZrO2)
A lambda signal can be tapped off from the pump current of the 3 Nitrogen outlet 7 Barrier 1
first chamber. In this way, the exhaust gas in the NOx sensor is
4
liberated from free oxygen (not bound to nitrogen). Pump flow 2nd chamber
The remaining nitrogen oxide then passes through the second

barrier to reach the second chamber of the sensor. Here, the nitro-
gen 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.
The following graphic shows the functional principle of this
measuring system.
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Functions of the SCR System In the SCR catalytic converter, the ammonia reacts with the
Selective catalytic reduction is currently the most effective system nitrogen oxides to produce nitrogen (N2) and water (H2O).
for reducing nitrogen oxides (NOx). During operation, it achieves an
A further NOx sensor that monitors this function is located down-
efficiency of almost 100% and approximately 90% over the entire
stream of the SCR catalytic converter.
vehicle operating range. The difference is attributed to the time the
system requires until it is fully operative after a cold start. A temperature sensor in the exhaust pipe after the diesel particu-
late 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
200C (392F).
1 NOx sensor, pre catalyst 3 NOx sensor, post catalyst
2 Metering module 4 Temperature sensor after DPF
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 upstream of 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
NOx 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.
Chemical Reaction
The task of the SCR system is to substantially reduce the nitrogen
oxides (NOx) in the exhaust gas. Nitrogen oxides occur in two Urea-water
different forms: solution
Nitrogen monoxide (NO)

Nitrogen dioxide (NO2).
The urea-water solution is injected by the metering system into

the exhaust system downstream of 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

Ammonia (NH3) is used for the purpose of reducing the nitrogen The uniform distribution of the urea-water solution in the exhaust
oxides in a special catalytic converter. The ammonia is supplied in gas and the conversion to ammonia take place in the exhaust pipe
the form of a urea-water solution. upstream of the SCR catalytic converter.
Initially, the urea ((NH2)2CO) dissolved in the urea-water solution is
released. The conversion of urea into ammonia takes place in two
stages.
Release of Urea from urea-water solution

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Thermolysis Hydrolysis
The isocyanic acid that was produced during thermoly-
During thermolysis, the urea-water solution is split
Explanation: sis is converted into ammonia and carbon dioxide
into two products as a result of heating Explanation: (CO2), by the addition of water in the hydrolysis
Urea (NH2)2CO process.

Initial Products:
Isocyanic acid (HNCO)
Initial Products: Water (H2O)
Ammonia (NH3)
Result:
Isocyanic acid (HNCO) Ammonia (NH3)
Result:
Carbon dioxide (CO2)
Chemical Formulas: (NH2)2CO > NH3 = HNCO
Chemical HNCO + H2O > NH3 + CO2
Formulas:
Thermolysis: Urea converts to ammonia and isocyanic acid Hydrolysis: Isocyanic acid reacts with water to form ammonia and carbon dioxide
The water required for this purpose is also provided by the

This means, only a part of the urea-water solution is converted into urea-water solution. Therefore, following hydrolysis, all the urea is
ammonia during thermolysis. The remainder, which is in the form converted into ammonia and carbon dioxide.
of isocyanic acid, is converted in a second step.
NOx Reduction
Nitrogen oxides are converted
into harmless nitrogen and
water in the SCR catalytic
converter.
Reduction
The catalytic converter serves as a "docking" mecha-

nism for the ammonia molecules. The nitrogen oxide
Explanation: molecules meet the ammonia molecules and the
reaction starts and energy is released. This applies to
NOx reduction: Nitrogen oxides react with ammonia to form
NO in the same way as to NO2. nitrogen and water
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
Ammonia (NH3) left as on the right.
Nitrogen monoxide (NO)
Initial Products:
Nitrogen dioxide (NO2)
This takes place only when the ratio of the urea-water solution to
Oxygen (O2)
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 odor and possible
Nitrogen (N2)
Result: damage to the environment.
Water (H2O)
NO + NO2 + 2NH3 > 2N2 + 3H2O

Chemical 4NO + O2 + 4NH3 > 4N2 + 6H2O
Formulas:
6NO2 + 8NH3 > 7N2 + 12H2O
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96
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.
1 DDE 7.3 10 Pressure sensor
Temperature sensor in active

2 SCR control 11 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
7 Metering module 16 NOx sensor - post SCR catalyst
8 Heater 17 Exhaust temperature sensor
9 Reversing valve
Metering Strategy The NOx sensor, however, measures not only nitrogen oxides but
The metering strategy is an integral part of the SCR control that also ammonia but cannot distinguish between them. If too much
calculates how much urea-water solution is to be injected at what urea-water solution is injected, although the nitrogen oxides are
time. 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 NOx sensor. The aim, therefore,
Index Explanation
is to achieve a minimum of the sensor value.
A Value from NOx sensor This, however, is a long-term adaptation and not a short-term con-
trol process as the SCR catalytic converter performs a storage
B
Injected quantity of urea-water function for ammonia.
solution
Too-little urea-water solution

1 injected
Correct quantity of urea-water

2 solution injected
Too-much urea-water solution

3 injected
During normal operation, the signal from the NOx 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 NOx 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 NOx 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.
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Metering System Control Metering of the Urea-water Solution

The metering system control could be considered as the executing The metering strategy determines the quantity of urea-water
part. It carries out the requirements set by the metering strategy. solution to be injected. The metering system control executes this
request. A part of the function is metering actuation that deter-
This includes both the metering, i.e. injection as well as the supply
mines the actual opening of the metering valve.
of the urea-water solution.
Depending on the engine load, the metering valve injects at a rate
The tasks of the metering system control during normal operation of 0.5 Hz to 3.3 Hz.
are listed in the following:
The metering actuation facility calculates the following factors in
Metering of the urea-water solution: order to inject the correct quantity:
Implementation of the required target quantity of urea-water The duty factor of the actuator of the metering valve in order to
solution determine the injection duration
Feedback of the implemented actual quantity of urea-water Actuation delay to compensate for the reaction time of the
solution. metering valve.
Supplying urea-water solution: The signal from the pressure sensor in the metering line is taken
Preparation of metering process (filling lines and pressure into account to ensure an accurate calculation; the pressure,
built-up) under corresponding ambient conditions (tempera- however, should remain at a constant 5 bar.
ture) The metering system control also calculates the quantity actually
Emptying lines during afterrunning metered and signals this value back to the metering strategy.
Heater actuation. The metering quantity is also determined over a longer period of
time. This long-term calculation is reset during SCR refilling or can
In addition, the metering system control recognizes faults, implausi- be reset by the BMW diagnosis system.
ble conditions or critical situations and initiates corresponding
measures.
Supplying Urea-water Solution The heating control is additionally governed by the following
A supply of a urea-water solution is required for the selective cat- conditions:
alytic reduction process. It is necessary to store this medium in the
vehicle and to make it available rapidly under all operating condi- Temperature in active reservoir and ambient temperature are the same
tions. In this case making available means that the urea-water Condition Condition Condition Condition
solution is applied at a defined pressure at the metering valve. 1 2 3 4
Various functions that are described in the following are required to Ambient temperature and
carry out this task. temperature in active reservoir
> -4C < -4C < -5C < -9C
Heater Metering line heater Not active Not active Active Active
The system must be heated as the urea-water solution freezes at a
temperature of -11C.
Active reservoir heater Not active Active Active Active
The heating system performs following tasks:
Metering standby Established Established Established Delayed
To monitor the temperature in the active reservoir and the
ambient temperature
Metering standby is delayed at a temperature below -9C in the
To thaw a sufficient quantity of urea-water solution and the active reservoir, i.e. a defined waiting period is allowed to elapse
components required for metering the solution during system until an attempt to build up pressure begins.
startup
This time is constant from -9C to -16.5C as it is not possible to
To prevent the relevant components freezing during operation determine to what extent the urea-water solution is frozen.
To monitor the components of the heating system. At temperatures below -16.5C, the heating time is extended until
The following components are heated: an attempt to build up the pressure is made. Heating the metering
line generally takes place much faster.
Surge chamber in active reservoir
Therefore, the temperature in the active reservoir is the decisive
Intake line in active reservoir factor for the period of time until an attempt to build up the
Delivery module (pump, filter, reversing valve) pressure is undertaken.
Metering line (from active reservoir to metering module). However, it is possible that the heating time for the metering line is
longer at ambient temperature considerably lower than the temper-
The heating systems for the metering line and delivery module are ature in the active reservoir. In this case, the ambient temperature is
controlled dependent on the ambient temperature. taken for the delay in metering standby.
The heater in the active reservoir is controlled as a function of the
temperature in the active reservoir.
99
100
The following graphic shows the delay as a function of the temper- This is also the time that is approved by the EPA (Environmental
ature sensor signals. Protection Agency) as the preliminary period under all operating
conditions. This time is extended significantly at very low tempera-
tures. The following example shows how the delay time up to
metering standby is derived at low temperatures.
Example: Ambient temperature: -30C, temperature in active
reservoir: -12C The vehicle was driven for a longer period of time
at very low ambient temperatures of - 30C. 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 min-
utes). When restarted, the temperature in the active reservoir is
now -12C.
The delay time that is initiated by the temperature in the active
reservoir is approximately 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.
Index Explanation Index Explanation Now another condition comes into play. Only the end of the delay
caused by the temperature in the active reservoir can enable
A
Delay as a function of temperature
B
Delay as a function of ambient metering. This means:
in active reservoir temperature
The delay time initiated by the temperature in the active reser-
t [s] Delay time in seconds T[C] Temperature in degrees Celsius voir will have elapsed after 18 minutes. No enable is yet
provided by the second delay caused by the ambient tempera-
ture. A second cycle of 18 minutes now begins.
The graphic shows that, with the same temperature signals, the
delay time relating to the temperature in the active reservoir is The delay time initiated by the ambient temperature will
longer than the delay caused by the ambient temperature. elapse after 25 minutes and will send its enable signal.
However, this delay cannot enable metering.
Only the times at temperatures below -9C are relevant as they are
shorter than 3 minutes at temperatures above -9C. 3 minutes is The second cycle of the delay time caused by the tempera-
the time that the entire system requires to establish metering ture in the active reservoir will have elapsed after 36 minutes.
standby (e.g. also taking into account the temperature in the SCR Since the enable from the delay caused by the ambient tem-
catalytic converter). perature is now applied, metering will be enabled.
Transfer Pumping The solution is then pumped for a certain time in order to refill the
So-called transfer pumping is required since two reservoirs are active reservoir. The transfer pumping procedure is terminated if
used for storing the urea-water solution. The term transfer pump- the "full" level is reached before the time has elapsed.
ing relates to pumping the urea-water solution from the passive
If the passive reservoir was refilled, transfer pumping will only take
reservoir into the active reservoir.
place after a quantity of approximately 3 liters has been used up in
the active reservoir. The entire quantity is then pumped over.
The system then waits again until a quantity of approximately
3 liters has been used up in the active reservoir before again
pumping the entire quantity while simultaneously starting the incor-
rect 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.

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
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 -5C
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.
101
102
Delivery
The urea-water solution is delivered from the active reservoir to the
metering module. This task is performed by a pump that is inte-
1 Metering line 8 Filter
grated in the delivery unit. The delivery unit additionally contains:
Heater 2 Delivery module 9 Level sensor
Pressure sensor 3 Pump 10 Filter

Filter
4 Reversing valve 11 SCR catalyst
Return throttle
Reversing valve. 5 Filter 12 Exhaust system
6 Restrictor 13 Metering module
7 Pressure sensor
The pump is actuated by a pulse-width modulated signal (PWM

signal) from the DDE. The PWM signal provides a speed specifica-
tion for the purpose of establishing the system pressure. 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.
When the metering line is filled, the opened metering valve allows a
small quantity of the urea-water solution to be injected into the Index Explanation Index Explanation
exhaust system.
1 Metering line 8 Filter
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 2 Delivery module 9 Level sensor
applied in the metering line. Only a small part of the urea-water
solution delivered by the pump is actually injected. 3 Pump 10 Filter
The majority of the solution is transferred via a throttle back into the
4 Reversing valve 11 SCR catalyst
active reservoir. This means, the delivery pressure is determined
by the pump speed together with the throttle cross section. 5 Filter 12 Exhaust system
6 Restrictor (throttle) 13 Metering module
7 Pressure sensor
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 low that there is no noticeable drop in
pressure in the metering line.
Evacuating
After turning off the engine, the reversing valve switches to reverse
the delivery direction of the pump, thus evacuating the metering
line and metering module.
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.
103
104
Level Measurement This evaluator sends a plausible level signal to the DDE. It recog-
There are level sensors both in the active as well as in the passive nizes changes in the fill level caused, for example, by driving
reservoir. However, these sensors are not continuous sensors as in uphill/downhill or sloshing of the liquid as opposed to an actual
the fuel system for example. They can determine only a specific change in the liquid level in the reservoir.
point, to which a defined quantity of urea-water solution in the
Low level is therefore signalled when the corresponding sensor is
reservoir is assigned.
no longer covered by the urea-water solution for a defined period of
Two separate level sensors are fitted in the passive reservoir, one time. Once the level drops below this value, it can no longer be
for "full" and one for "empty". The signals from the level sensors reached during normal operation. This means, the liquid sloshing
are not sent directly to the DDE but rather to an evaluator. on the sensor or driving uphill/downhill is no longer interpreted as a
higher liquid level.
The active reservoir contains one level sensor that has various
measuring points:
Level of urea-water solution Level signal
Full
Level > Full
Warning Full
Empty. Full > Level > Warning OK

Also in this case, there is an evaluator installed between the
sensors and the DDE, which fulfils the same tasks as for the pas- Warning > Level > Empty Warning
sive reservoir.
Empty > Level Empty
Index Explanation
The level measurement system must also recognize when the
1 Measuring point full active and passive reservoirs are refilled. This is achieved by
comparing the current level with the value last stored.
2 Measuring point warning The level sensor signal after refilling corresponds to the signal
while driving uphill. To avoid possible confusion, the refilling recog-
3 Measuring point empty nition 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
4 Reference
take place while the vehicle is stationary.
A certain vehicle speed must be exceeded to ensure that sloshing
5 Level occurs, thus providing a clear indication that the system has been
refilled.
Refilling the system while the engine is running can also be detect- Example:
ed but with modified logic. The signals sent by the sensors while
Once the level drops below the "full" level sensor, for example, from
the vehicle is stationary are also used for this purpose. The vehicle
now on the quantity of used and repumped urea-water solution is
must be stationary for a defined minimum period in order to make
taken into account and the actual level below "full" calculated.
the filling plausible.
Normally, the level then drops below the next lower level sensor at
When the urea-water solution is frozen, a level sensor will show the the same time as determined by the level calculation. An adjust-
same value as when it is not wetted/covered by the solution. ment takes place at this point and the calculation is restarted.
A frozen reservoir is therefore shown as empty. For this reason, the
following sensor signals are used for measuring the level: If, however, a quantity of urea-water solution is refilled without it
being detected, the actual level will be higher than the calculated
Ambient temperature level. The level calculation is stopped if it calculates that the level
Temperature in active reservoir ought to have dropped below the next level sensor but the level
sensor is still wetted/covered.
Heater enable.
By way of exception, a defective level sensor can cause the calcula-
Level Calculation tion to continue until the reservoir is empty.
This function calculates the quantity of urea-water solution remain-
ing in the active reservoir. The calculation is calibrated together
with the level measurement.
Every time the level drops below a 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.
105
106
SCR System Modes INIT (SCR initialization)

When the ignition is switched on, the SCR control undergoes a The control unit is switched on (terminal 15 ON) and the SCR sys-
logical sequence of modes in the DDE. There are conditions that tem is initialized.
initiate the change from one mode to the other. The following
graphic shows the sequence of modes which are subsequently STANDBY (SCR not active)
described. STANDBY mode is assumed either after initialization or in the case
of fault. AFTERRUN mode 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) If the pressure cannot be built up after a defined number of
PRESSURECONTROL mode is the normal operating status of the attempts, the system signals a fault and assumes PRESSUR-
SCR system and has four submodes. EREDUCTION mode.
PRESSURECONTROL mode is maintained until terminal 15 is PRESSUREREDUCTION mode is also assumed when termi-
switched off. A change to PRESSUREREDUCTION mode then nal 15 is switched off or another fault occurs in the system.
takes place. A change to PRESSUREREDUCTION mode also
VENTILATION
takes place if a fault occurs in the system.
If the pressure could not be increased beyond a certain value
The four submodes of PRESSURECONTROL are described in the
in PRESSUREBUILDUP mode, it is assumed that there is still
following:
air in the pressure line.
REFILL
The metering valve is opened for a defined period of time to
The delivery module, metering line and the metering module allow this air to escape. This status is exited after this time has
are filled when REFILL mode is assumed. The pump is actu- elapsed and the system returns to PRESSUREBUILDUP
ated and the metering valve opened by a defined value. mode. The loop between PRESSUREBUILDUP and VENTI-
The fill level is calculated. LATION varies corresponding to the condition of the reducing
agent. The reason for this is that a different level is established
The mode changes to PRESSUREBUILDUP when the after REFILL depending on the ambient conditions. Repeating
required fill level is reached or a defined pressure increase is the ventilation function will ensure that the pressure line is
detected. completely filled with reducing agent. PRESSUREREDUC-
PRESSUREREDUCTION mode is assumed if terminal 15 is TION mode is assumed if terminal 15 is switched off or a fault
switched off or a fault occurs in the system. occurs in the system.
PRESSUREBUILDUP METERINGCONTROL
In this mode, the pressure is built up to a certain value. For this The system can enable metering in METERINGCONTROL
purpose, the pump is actuated while the metering valve is mode. This is the actual status during normal operation.
closed. 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
If the pressure is built up within a certain time, the system established. This pressure is monitored. If the pressure pro-
switches to the next mode of METERINGCONTROL. If the gression overshoots or undershoots defined parameters, a
required pressure built-up is not achieved after the defined fault is detected and the system assumes PRESSURERE-
period of time has elapsed, a status loop is initiated, and VEN- DUCTION mode. These faults are reset on return to METER-
TILATION mode is assumed. INGCONTROL mode.
PRESSUREREDUCTION mode is also assumed if terminal 15
is switched off or another fault occurs in the system.
107
108
PRESSUREREDUCTION EMPTYING
Metering enable is cancelled on entering PRESSUREREDUCTION
The system assumes AFTERRUN_EMPTYING submode
mode.
after the cooling phase. The pressure line and the delivery
This status reduces the pressure in the delivery module, metering module are emptied in this submode. The urea-water solution
line and the metering module after PRESSURECONTROL mode. is drawn back into the active reservoir by opening the revers-
For this purpose, the reversing valve is opened and the pump actu- ing valve, actuating the pump and opening the metering valve.
ated at a certain value, the metering valve is closed.
This is intended to prevent the urea-water solution freezing in
PRESSUREREDUCTION mode ends when the pressure drops the metering line or the metering module. The level in the
below a certain value. The system assumes NOPRESSURECON- metering line is calculated in this mode.
TROL mode if the pressure threshold is reached (undershot) within
PRESSURECOMPENSATION mode is assumed if the meter-
a defined time.
ing line is empty. PRESSURECOMPENSATION mode is also
The system signals a fault if the pressure does not drop below the assumed if a fault occurs in the system. If terminal 15 is
threshold after a defined time has elapsed. In this case or also in switched on, STANDBY mode is assumed.
the case of another fault, the system assumes NOPRESSURE-
PRESSURECOMPENSATION
CONTROL mode. NOPRESSURECONTROL mode is also
(intake line - ambient pressure)
assumed when terminal 15 is switched on.
After the system has been completely emptied, PRES-
AFTERRUN SURECOMPENSATION submode is assumed. In this status
The system is shut down in AFTERRUN mode. If terminal 15 is the pump is switched off, the reversing valve is then closed
switched on again before afterrun has been completed, afterrun is followed by the metering valve after a delay. The time interval
cancelled and STANDBY mode is assumed. If this is not the case between switching off the pump and closing the valve
the system goes through the submodes of AFTERRUN. prevents a vacuum forming in the intake line; pressure com-
TEMPWAIT (catalytic converter cooling phase) pensation between the intake line and ambient pressure takes
place.
In AFTERRUN mode, TEMPWAIT submode is initially
assumed if the system is filled. This is intended to prevent After executing the steps correctly the system assumes WAIT-
excessively hot exhaust gasses being drawn into the SCR ING_FOR_SHUTOFF submode. WAITING_FOR_SHUTOFF
system. is also assumed if a fault occurs in the system. If terminal 15 is
switched on, STANDBY mode is assumed.
The duration of the cooling phase is determined by the
exhaust gas temperature. EMPTYING submode is assumed WAITING_FOR_SHUTOFF (shutting down SCR)
after this time, in which the exhaust system cools down, has The control unit is shut down and switched off.
elapsed. EMPTYING submode is also assumed if a fault
occurs in the system. If terminal 15 is switched on in this sta-
tus, STANDBY mode is assumed.
NOTES
PAGE
109
110
Warning and Shut-down Scenario

The SCR system is relevant to the vehicle complying with the exhaust emission regulations - it is a prerequisite for EPA approval.
If the system fails, 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.
Warning Scenario
The warning scenario begins when the level drops below the "Warning" level sensor in the active reservoir. At this point, the active reser-
voir is still approximately 50% full with urea-water solution. The level is then determined as a defined volume (depending on type of vehi-
cle).
From this point on, the actual consumption of the urea-water solution is subtracted from this value. The mileage is recorded when the
amount of 2500 ml is reached.
A countdown from 1000 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.
The following messages and indicators will be displayed:
CC message in clus-
CC message in clus-
ter, range < 1000
ter, range <200 miles
miles
CC message in CID, range < 1000 miles
CC message in CID, range < 200 miles
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 system is filled with an incorrect medium, this will become apparent after several hundred miles (kilometers) later by elevated
nitrogen oxide values in the exhaust gas despite adequate injection of the supposed urea-water solution. The system recognizes an incor-
rect 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.
CC message in clus-
CC message in clus-
ter, range = 0 miles
ter, in case of incor-
rect DEF
CC message in CID, range 0 miles
CC message in CID, in case of incorrect DEF
111
112
Refilling Diesel Exhaust Fluid

The active and passive reservoirs can be refilled with urea-water The diesel exhaust fluid (DEF) is a urea-water solution which acts
solution either by the service workshop or by the customer himself. as a the carrier for the ammonia that is used to reduce the nitrogen
oxides (NOx) in the exhaust gas.
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 To protect persons and the environment from the effects of ammo-
maximum possible fill is still achieved. nia and to make it more easy to handle for transport and refuelling
procedures, it is provided in an aqueous urea solution for the SCR
The volume of the urea-water solution reservoir is designed such
process.
that the range is large enough to cover one oil change interval.
This means the "normal" refill takes place as part of the servicing The recommended urea-water solution must meet certain
work in the workshop. If, however, the supply of urea-water solution standards for quality which are set forth in accordance with the
should run low prematurely due to extraordinary driving profile, it is DIN 70070/AUS32.
possible to top up a smaller quantity.
The DEF is a high-purity, water-clear, synthetically manufactured
Refilling in Service Workshop solution consisting of 32.5% urea with the balance being water
(67.5%). The urea-water solution used must correspond to this
Refilling in the service workshop refers to the routine refill as part of
standard.
the oil change procedure. This takes place at the latest after:
13000 mls on the E90, Health and Safety
It is an aqueous solution which poses no special risks. It is not a
11000 mls on the E70 or hazardous substance and it is not a dangerous medium which is
one year. readily apparent after reviewing the Material Safety Data (MSDS)
sheets.
In this case, the system must be emptied first in order to remove
older urea-water solution. This takes place via the extractor The urea-water solution is not toxic. If small amounts of the product
connections in the transfer line. Although a small residual quantity come in contact with the skin while handling the urea-water solu-
always remains in the reservoirs, it is negligible. tion 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.
Topping Up
The urea-water solution can be broken down by microbes and is
Any required quantity can be topped up if the urea-water solution
therefore easily degradable. The urea-water solution poses a
reserve does not last up to the next oil change. Ideally, this quantity
minimum risk to water and soil. Refer to local laws regarding han-
should only be as much as is required to reach the next oil change,
dling and disposal requirements.
as the system is then emptied.
Materials Compatibility
Contact of urea-water solution with copper and zinc as well as their
alloys and aluminum 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 -11C and decomposes at an accelerated rate at
temperatures above 25C, the storage and filling systems should
be set up in such a way that a temperature range from 30C
to -11C is ensured.
Provided the recommended storage temperature of maximum
25C is maintained, the urea-water solution meets the require-
ments stipulated by the standard DIN 70070 for at least 12 months
after its manufacture.
This period of time is shortened if the recommended storage tem-
perature is exceeded. The urea-water solution will become solid if
cooled to temperatures below -11C. When heated up, the frozen
urea-water solution becomes liquid again and can be used without
any loss in quality. Avoid direct UV radiation.
Service Concerns
When servicing SCR system components, absolute cleanliness is
important. When cleaning any components, particularly those
which contain the urea-water solution (DEF), it is important to use
only lint-free cloths. Any lint can contaminate or clog SCR sys-
tem components rendering the system inoperative.
113
114
Temperature Conversion Table
Temperature Conversion Table (Celsius/Fahrenheit)

C F C F C F C F C F C F C F C F C F C F C F C F C F C F C F
- 40 - 40 - 23 - 9.4 -6 21.2 11 51.8 28 82.4 45 113 62 143.6 79 174.2 96 204.8 113 235.4 130 266 147 296.6 164 327.2 181 357.7 198 388.3
- 39 - 38.2 - 22 - 7.6 -5 23 12 53.6 29 84.2 46 114.8 63 145.4 80 176 97 206.6 114 237.2 131 267.8 148 298.4 165 329 182 359.5 199 390.1
- 38 - 36.4 - 21 - 5.8 -4 24.8 13 55.4 30 86 47 116.6 64 147.2 81 177.8 98 208.4 115 239 132 269.6 149 300.2 166 330.8 183 361.3 200 391.9
- 37 - 34.6 - 20 -4 -4 26.6 14 57.2 31 87.8 48 118.4 65 149 82 179.6 99 210.2 116 240.8 133 271.4 150 302 167 332.6 184 363.1 201 393.7
- 36 - 32.8 - 19 - 2.2 -2 28.4 15 59 32 89.6 49 120.2 66 150.8 83 181.4 100 212 117 242.6 134 273.2 151 303.8 168 334.4 185 364.9 202 395.5
- 35 - 31 - 18 - 0.4 -1 30.2 16 60.8 33 91.4 50 122 67 152.6 84 183.2 101 213.8 118 244.4 135 275 152 305.6 169 336.2 186 366.7 203 397.3
- 34 - 29.2 - 17 1.4 0 32 17 62.6 34 93.2 51 123.8 68 154.4 85 185 102 215.6 119 246.2 136 276.8 153 307.4 170 338 187 368.5 204 399.10
- 33 - 27.4 - 16 3.2 1 33.8 18 64.4 35 95 52 125.6 69 156.2 86 186.8 103 217.4 120 248 137 278.6 154 309.2 171 339.8 188 370.3 205 400.9
- 32 - 25.6 -15 5 2 35.6 19 66.2 36 96.8 53 127.4 70 158 87 188.6 104 219.2 121 249.8 138 280.4 155 311 172 341.5 189 372.1 206 402.7
- 31 - 23.8 - 14 6.8 3 37.4 20 68 37 98.6 54 129.2 71 159.8 88 190.4 105 221 122 251.6 139 282.2 156 312.8 173 343.3 190 373.9 207 404.5
- 30 - 22 - 13 8.6 4 39.2 21 69.8 38 100.4 55 131 72 161.6 89 192.2 106 222.8 123 253.4 140 284 157 314.6 174 345.1 191 375.7 208 406.3
- 29 - 20.2 - 12 10.4 5 41 22 71.6 39 102.2 56 132.8 73 163.4 90 194 107 224.6 124 255.2 141 285.8 158 316.4 175 346.9 192 377.5 209 408.1
- 28 - 18.4 - 11 12.2 6 42.8 23 73.4 40 104 57 134.6 74 165.2 91 195.8 108 226.4 125 257 142 287.6 159 318.2 176 348.7 193 379.3 210 409.9
- 27 - 16.6 - 10 14 7 44.6 24 75.2 41 105.8 58 136.4 75 167 92 197.6 109 228.2 126 258.8 143 289.4 160 320 177 350.5 194 381.1 211 411.7
- 26 - 14.8 -9 15.8 8 46.4 25 77 42 107.6 59 138.2 76 168.8 93 199.4 110 230 127 260.6 144 291.2 161 321.8 178 352.3 195 382.9 212 413.5
- 25 - 13 -8 17.6 9 48.2 26 78.8 43 109.4 60 140 77 170.6 94 201.2 111 231.8 128 262.4 145 293 162 323.6 179 354.1 196 384.7 213 415.3
- 24 - 11.2 -7 19.4 10 50 27 80.6 44 111.2 61 141.8 78 172.4 95 203 112 233.6 129 264.2 146 294.8 163 325.4 180 355.9 197 386.5 214 417.1
Temperature Conversion Table (cont.)
Temperature Conversion Table (Celsius/Fahrenheit)

C F C F C F C F C F C F C F C F C F C F C F C F C F C F C F
215 419 232 449.6 249 480.2 266 510.8 283 541.4 300 572 317 602.6 334 633.2 351 663.8 368 694.4 385 725 402 755.6 419 786.2 436 816.8 453 847.4
216 420.8 233 451.4 250 482 267 512.6 284 543.2 301 573.8 318 604.4 335 635 352 665.6 369 696.2 386 726.8 403 757.4 420 788 437 818.6 454 849.2
217 422.6 234 453.2 251 483.8 268 514.4 285 545 302 575.6 319 606.2 336 636.8 353 667.4 370 698 387 728.6 404 759.2 421 789.8 438 820.4 455 851
218 424.4 235 455 252 485.6 269 516.2 286 546.8 303 577.4 320 608 337 638.6 354 669.2 371 699.8 388 730.4 405 761 422 791.6 439 822.2 456 852.8
219 426.2 236 456.8 253 487.4 270 518 287 548.6 304 579.2 321 609.8 338 640.4 355 671 372 701.6 389 732.2 406 762.8 423 793.4 440 824 457 854.6
220 428 237 458.6 254 489.2 271 519.8 288 550.4 305 581 322 611.6 339 642.2 356 672.8 373 703.4 390 734 407 764.6 424 795.2 441 825.8 458 856.4
221 429.8 238 460.4 255 491 272 521.6 289 552.2 306 582.8 323 613.4 340 644 357 674.6 374 705.2 391 735.8 408 766.4 425 797 442 827.6 459 858.2
222 431.6 239 462.2 256 492.8 273 523.4 290 554 307 584.6 324 615.2 341 645.8 358 676.4 375 707 392 737.6 409 768.2 426 798.8 443 829.4 460 860
223 433.4 240 464 257 494.6 274 525.2 291 555.8 308 586.4 325 617 342 647.6 359 678.2 376 708.8 393 739.4 410 770 427 800.6 444 831.2 461 861.8
224 435.2 241 465.8 258 496.4 275 527 292 557.6 309 588.2 326 618.8 343 649.4 360 680 377 710.6 394 741.2 411 771.8 428 802.4 445 833 462 863.6
225 437 242 467.6 259 498.2 276 528.8 293 559.4 310 590 327 620.6 344 651.2 361 681.8 378 712.4 395 743 412 773.6 429 804.2 446 834.8 463 865.4
226 438.8 243 469.4 260 500 277 530.6 294 561.2 311 591.8 328 622.4 345 653 362 683.6 379 714.2 396 744.8 413 775.4 430 806 447 836.6 464 867.2
227 440.6 244 471.2 261 501.8 278 532.4 295 563 312 593.6 329 624.2 346 654.8 363 685.4 380 716 397 746.6 414 777.2 431 807.8 448 838.4 465 869
228 442.4 245 473 262 503.6 279 534.2 296 564.8 313 595.4 330 626 347 656.6 364 687.2 381 717.8 398 748.4 415 779 432 809.6 449 840.2 466 870.8
229 444.2 246 474.8 263 505.4 280 536 297 566.6 314 597.20 331 627.8 348 658.4 365 689 382 719.6 399 750.2 416 780.8 433 811.4 450 842 467 872.6
230 446 247 476.6 264 507.2 281 537.8 298 568.4 315 599 332 629.6 349 660.2 366 690.8 383 721.4 400 752 417 782.6 434 813.2 451 843.8 468 874.4
231 447.8 248 478.4 265 509 282 539.6 299 570.2 316 600.8 333 631.4 350 662 367 692.6 384 723.2 401 753.8 418 784.4 435 815 452 845.6 469 876.2
115
116
Diesel Auxiliary Systems
Glow-plug System
The glow-plug system is responsible for providing reliable cold
start properties and smooth operation when the engine is cold.
The DDE control module 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.
Index Explanation
1 DDE
2 GSG
3-8 Glow plugs (Cylinders 1-6)
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. A hot heater plug has a much higher resist-
Index Explanation Index Explanation ance than a cold plug. If hot heater plugs are detected based on
their resistance, less power is applied to the heater plugs at the
1 Glow plugs 2 Glow plug control module
start of the heating cycle.
If, on the other hand, cold heater plugs are detected, the maximum
Coolant temperature in C Preheating time in seconds
power is applied to the heater plugs at the start of the heating
cycle. This function is known as dynamic repeat heating. This < - 35 3.5
function avoids the situation where too much power is applied to a - 25 2.8
heater plug, which is already hot, as the result of a second heating
- 20
cycle following shortly after the first, and therefore overheats.
2.8
-5 2.1
The DDE control unit determines the necessary heater plug
0
temperature as a function of the following operating values:
1.6
5 1.1
Engine speed
30 1.1
Intake air temperature
> 30 0
Injected quantity
Start Standby Heating
Ambient pressure
Start standby heating is activated when the preheating process is
System voltage terminated by the preheating time elapsing. Start standby heating
is terminated:
Status signal, starter enable.
After 10 seconds or
The digital diesel electronics sends the required heater plug
temperature to the heating control unit to activate heating. when the engine speed threshold of 42 rpm is exceeded.
The heating system assumes various operating modes that are Start Heating
explained in the following. Start heating is activated during every engine start procedure when
the coolant temperature is below 75C. Start heating begins after
Preheating the engine speed threshold of 42 rpm has been exceeded.
Preheating is activated after terminal 15 has been switched on.
The heater system indicator in the instrument cluster is activated at Start heating is terminated:
a coolant temperature of 10C.
After the maximum start heating time of 60 seconds has
Preheating is finished when: elapsed or
The engine speed threshold of 42 rpm is exceeded (starter is after the engine start operation has been completed or
operated) or
when the coolant temperature of 75C is exceeded.
the preheating time has elapsed. The preheating time is
dependent on the coolant temperature and is defined in a
characteristic curve.
117
118
Emergency Heating The corresponding fault codes are then stored in the DDE fault
Emergency heating is triggered for 3 minutes in the event of code memory.
communication between the DDE control unit and heating control
To avoid damage, the heater control unit shuts down all heating
unit failing for more than 1 second.
activities when the permissible operating temperature of the heater
The heating control unit then uses safe values so as to prevent control unit is exceeded.
damage to the heating system.
The ceramic heater plugs are designed for an operating voltage of
Concealed Heating 7.0 to 10.0 V. A voltage of 10 V can be applied to heat up the plug
Preheating and start standby heating are activated as so-called at a faster rate during the heating process. A PWM signal is
concealed heating up to a coolant temperature of 30C. applied to the heater plugs for the purpose of maintaining the
heater plug temperature.
Concealed heating is triggered a maximum of 4 times and is then
not enabled again before the engine is restarted. Consequently, an effective voltage is established at the heater
plugs that is lower than the system voltage.
Concealed heating is triggered by the following signals:
Note: The ceramic heater plugs are susceptible to impact
Driver's seat occupancy and bending loads. Heater plugs that have been
Driver's seat belt buckle dropped may be damaged.
Valid key
Note: A maximum voltage of 7 V may be applied to the
Terminal R heater plugs when removed. Higher voltages
Clutch operated. without cooling air movement can irreparably
damage the heater plugs.
Partial Load Heating
Partial load heating can occur at coolant temperatures below 75C
after starting the engine. Actuation of the heater plugs depends on
the engine speed and load, thus improving the exhaust gas charac-
teristics.
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 system detected by
the heater control unit are signalled via the LIN-bus to the digital
diesel electronics.
NOTES
PAGE
119

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Table of Contents

Advanced Diesel Technology

Advanced Diesel Technology Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Engine Mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Vehicle Specific Diesel Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

Initial Print Date: 08/08 Revision Date: 09/08

Cooling Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Diesel Engine Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28

Air Intake and Exhaust Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45

Volume Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

Diesel Emission Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74

Warning and Shut-down Scenario . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110

Diesel Auxiliary Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116

Advanced Diesel Technology

Model: E90 (335d) and E70 (XDrive35d)

Production: From September 2008

After completion of this module you will be able to:

Locate diesel related components

Understand diesel emission control systems

Understand Digital Diesel Electronics (DDE)

Perform diesel engine and engine management diagnosis

U.S. Market Diesel Introduction

In addition to having a new engine, the new diesel powered

Advanced Diesel Technology

The introduction is an integral part of the Efficient Dynamics

Displacement (cm3) 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 mm 88 88.9 88.3 90

Maximum engine speed rpm 7000 7000 6500 4800

Power output per liter hp/liter 86.7 100 75 89.3

Compression ratio ratio 10.7 : 1 10.2 : 1 10.5 : 1 16.5 : 1

Intake valve mm 34.2 31.4 35 27.4

Exhaust valve mm 29 28 29 25.9

Main bearing journal diameter mm 56 56 70 60

Connecting rod journal diameter mm 50 50 54 45

Engine management MSV80 MSD80 ME 9.2.2 DDE 7.3

Emission standard ULEV II ULEV II ULEV II ULEV II

Advanced Diesel Technology

Power Output Comparison

Diesel vs. N52 Diesel vs. N54

240 322 240 322

220 295 220 295

443 600 200 268 443 600 200 268

413 560 180 241 413 560 180 241

384 520 160 215 384 520 160 215

354 480 140 188 354 480 140 188

325 440 120 161 325 440 120 161

295 400 100 134 295 400 100 134

265 360 80 107 265 360 80 107

236 320 60 80 236 320 60 80

207 280 40 54 207 280 40 54

177 240 20 27 177 240 20 27

148 200 0 0 148 200 0 0

443 600 200 268

413 560 180 241

384 520 160 215

354 480 140 188