Basic Information, Diesel Engines

Aftersales Training -
Basic Information.
Diesel engine.
BMW Service
The information contained in the Basic Information and the Workbook form an integral part of
the training literature of BMW Aftersales Training.
Refer to the latest relevant BMW Service information for any changes/supplements to the
Technical Data.
Information status: October 2007
Contact: conceptinfo@bmw.de
© 2007 BMW AG
München, Germany
Reprints of this publication or its parts require the written approval of
BMW AG, München
VS-12 Aftersales Training
Basic Information.
Diesel engine.
Intake air and exhaust system
Fuel system
Engine electrics
Notes on this Basic Information
Symbols used
The following symbols are used in this Basic Information to facilitate
better comprehension and to draw attention to important information.
3 contains information to improve understanding of the systems

described and their function.
1 identifies the end of a note.
Information status and national variants

BMW vehicles conform to the highest safety and quality standards.
Changes in terms of environmental protection, customer benefits and
design render necessary continuous development of systems and
components. Consequently, there may be discrepancies between this
Product Information and the vehicles available in the training course.
This documentation relates exclusively to left-hand drive vehicles with
European specifications. Some control elements or components are
arranged differently in right-hand drive vehicles from those shown in the
illustrations in this basic information. There may also be other differences
due to variations in equipment between individual countries or markets.
Additional sources of information

Further information on the individual topics can be found in the following:
- Owner's Handbook
- BMW Diagnosis system
- Workshop systems documentation
- BMW Service Technology documentation
Contents.
Diesel engine.
Introduction 1
Fuel-and-air mixing 1
Direct injection 7
System overview 9
Air intake and exhaust system 9
Fuel system 12
Engine management electronics 16
Functions 17
Air intake and exhaust system 17
Fuel system 21
Engine electrical system 29
System components 31
Air intake system 31
Exhaust system 39
Fuel supply system 48
Fuel conditioning system 58
Engine electrical system 68
Test questions 79
Questions 79
Answers to the questions 81
5
Introduction.
Diesel engine.
Fuel-and-air mixing
Diesel engines can be driven on various fuels. In a diesel engine, air is compressed and
injected directly into the combustion chamber
• Diesel
at the end of the compression stroke. "Internal
• Bio-diesel fuel/air mixing" occurs in which the injected
fuel is mixed with air and ignites as a result of
• SunDiesel = BtL fuel (biomass to liquid)
the high temperature caused by compression.
• Natural diesel = vegetable oil. For this to occur, the injected fuel must be
supplied in the correct quantity and quality
They have to be adapted for the type of fuel in
(optimum atomized form). That is necessary in
each case. This documentation exclusively
order that the engine produces the required
addresses diesel engines driven on diesel.
power output and that complete combustion
takes place.
Chemical conditions
Complete combustion The cetane number is determined in a test
engine. Diesel fuel must have a cetane
Diesel fuel consists of a combination of carbon
number of at least 45.
atoms and hydrogen atoms. Complete
combustion means that these atoms are To operate modern diesel engines, cetane
changed entirely into other components, numbers above 50 are desirable.
primarily carbon dioxide (CO2) and water
(H2O) during combustion, due to the oxygen in Flashpoint
the air. That process is also referred to as
The flashpoint is the temperature at which the
oxidation.
fuel can be ignited by an ignition source.
Different fuels contain different quantities of Diesel fuel has a flashpoint above 55 °C.
carbon and hydrogen atoms. Each fuel
requires a specific amount of air to achieve Density
complete combustion. If there is too much or
The energy by volume stored depends on the
too little air, the fuel does not burn completely.
density. This means that if the injection
Diesel fuel boils at temperatures between
quantity is the same, more energy is injected
180 °C and 370 °C.
into the combustion chamber if the fuel is cold.
In turn, this would cause increased soot
Ignitability
emission if the fuel is cold. In the opposite
Since the diesel engine works without an scenario, warm fuel would cause the engine
externally-supplied ignition, the fuel must output to decrease.
ignite by itself once it has been injected into
the hot, compressed air in the combustion Sulphur
chamber, as quickly as possible (ignition
Diesel fuel contains sulphur in a chemically-
pattern). The ignitability of the fuel is therefore
bound form. The sulphur content in diesel fuel
important, as the more ignitable the fuel, the
is, however, restricted by law. In Europe,
more easily the injected fuel ignites in the hot
sulphur content is limited to a maximum of
air of the combustion chamber. Ignitability is
0.05 %. The restriction on sulphur content
demonstrated by the cetane number. The
also reduces particle emissions.
higher the cetane number, the more ignitable
the fuel.
1
5
Fuel-Air Ratio
The fuel-air ratio indicates the composition of Air ratio λ (lambda)
the fuel-and-air mixture. It specifies how many
The air ratio λ is the ratio between the mass of
parts of fuel are mixed with how many parts of
air actually supplied and the theoretical air
air.
requirement.
The power output, fuel consumption and the
exhaust emissions all depend largely on the Air mass supplied
fuel-air ratio. Complete combustion takes Air ratio λ = Theoretical air
place at a precisely defined calculated fuel-air requirement
ratio, the theoretical fuel-air ratio.
If the engine is supplied with precisely 14.5 kg
Theoretical fuel-air ratio (stoichiometric of air, i.e. exactly the theoretical air
ratio) requirement, then λ = 1. That is demonstrated
by the formula:
This defines the air mass required for
complete combustion of 1 kg of fuel. That is 14.5 kg
why it is also called the theoretical air λ= =1
requirement. For diesel, the theoretical fuel-air 14.5 kg
ratio is 1 : 14.5. That means that complete
combustion of 1 kg of diesel requires 14.5 kg Now let's return to the earlier examples:
of air. With a rich mixture of 1 : 13, i.e. 13 kg of air
to 1 kg of diesel, the lambda value is as follows:
Practical fuel-air ratio
13.0 kg
The practical fuel-air ratio indicates how many λ= = 0.9
kg of air are actually supplied to the engine per 14.5 kg
kg of fuel. It can differ from the theoretical ratio
depending on the engine's operating Consequently, that means that when there is a
conditions. shortage of air, λ < 1.
If the proportion of fuel is smaller, e.g. 1 : 13, With a lean mixture of 1 : 16, i.e. 16 kg of air
there is a shortage of air. This is referred to as per kg of diesel, the resulting lambda value is:
a "rich" mixture.
16.0 kg
If the proportion of fuel is greater, e.g. 1 : 16, λ= = 1.1
14.5 kg
there is a surplus of air. The mixture is then
"lean". Where there is a surplus of air, λ > 1.
Thus the practical fuel-air ratio indicates the
actual air mass supplied.
2
5
Effect of air ratio Index Explanation

The air ratio has a direct effect on an engine's A Pollutant emission
power output/torque, its fuel consumption and
the composition of the exhaust. B Exhaust gas recirculation rate
CO Carbon monoxide
The diesel engine is always operated with an
air surplus, i.e. λ > 1. If the air surplus is large, HC Hydrocarbon
the fuel in the combustion chamber burns NOx Nitrogen oxides
"cleanly". The constituent elements of the
emission, such as carbon monoxide and soot,
form only in very small concentrations.
However, the greater the air surplus, the
greater the CO and HC emissions. Therefore,
a proportion of the fresh air in the diesel
engine is replaced by exhaust with a low
oxygen content.
The following graphics show the relationship
between λ, the exhaust gas recirculation rate
and the pollutant emissions.
2 - Exhaust gas recirculation rate and air ratio
Index Explanation
A Air ratio λ =
B Exhaust gas recirculation rate
1 - Exhaust gas recirculation rate and pollutant emissions
3
5
Power modulation
Power modulation refers to the ability to affect completely open. The quantity of fuel supplied
the engine's power output. This is generally is varied according to the engine output
done by varying the quantity of fuel supplied requirement. Consequently, the composition
for combustion. (quality) of the mixture in the combustion
chamber changes.
Quality control
The air flow is not restricted for the quality
control, a throttle body is not necessary or is
Operating conditions
Different engine operating conditions require In addition, slightly more fuel is injected during
certain mixture compositions (quality). the starting procedure in order to compensate
Therefore, fuel-and-air mixing adjusts to the for losses due to condensation and leakage
particular operating conditions. The various when the engine is cold.
operating conditions are explained below.
Warming up
Cold starting
The warm-up phase is the period from starting
When an engine is started after not having the engine to the point at which it reaches
been run for some time, all the components normal operating temperature. As the engine
and fluids have cooled down. For diesel fuel to is warming up and the disadvantages of cold
ignite, however, the combustion chamber starting diminish, the fuel quantity is gradually
temperature must be above 220 °C. This reduced. The glow plugs remain active during
temperature must be achieved reliably and this phase.
sufficiently safely with as low an engine speed
and outside temperature as possible and Medium power
when the engine is cold. The physics works
Partial load is, so to speak, normal engine
against this, since the lower the engine speed,
operation. The lowest possible fuel
the lower the compression pressure and,
consumption combined with low exhaust
accordingly, the temperature in the
emission levels are the primary aims. In
combustion chamber. Heat loss through the
comparison to full load, in this operating
cold surfaces in the engine must also be taken
condition the combustion chamber is also
into account.
relatively cold when the engine is at operating
A combustion preheating system is used in temperature. The glow plugs are also active
diesel engines for these situations. One glow with current diesel engines in this range.
plug per cylinder heats the combustion
chamber and ensures the necessary ignition
temperature.
4
5
Full power Idling

When the power demand is at the maximum Idling is when the engine is running without
(e.g. the accelerator pedal is fully depressed), being under any load. Under such conditions,
the maximum volume of fuel is injected. The the lowest possible speed at which stable and
engine is operating at full power and even running can be maintained is adopted.
developing the maximum power output and
torque for the speed at which it is running. Overrunning
If the driver backs off the accelerator at a high
Transition/acceleration
speed or when going downhill, the engine
If the accelerator pedal is depressed, more fuel overruns. As the engine is driven by the drive
must be injected accordingly. At the same train under such conditions, it does not require
time, boost pressure and therefore air flow are any fuel to keep running. To save fuel, no
raised, and the required conditions are diesel is injected until the engine speed drops
adapted. below a certain level or the driver presses the
accelerator again.
Exhaust composition
The fuel-and-air mixture undergoes chemical
changes in the course of combustion. In the
process its composition is altered.
Air essentially consists of a mixture of nitrogen
(N2; 76 %) and oxygen (O2; 23 %; by mass).
The remaining constituents are negligibly
small.
Petrol consists essentially of what are known
as hydrocarbons (HCs).
The following graphic shows the composition
of the exhaust gas of a diesel engine operated 3 - Composition of the exhaust gas of a diesel engine before exhaust
on diesel fuel directly after combustion retreatment
(without exhaust re-treatment). Only a very

small proportion is made up of harmful Index Explanation
emissions. N2 Nitrogen
Thus nitrogen and water, being major CO2 Exhaust gas recirculation rate
components of the Earth's atmosphere, are H2O Carbon monoxide
obviously not harmful emissions. Nor is carbon
dioxide classified as a harmful emission as it is O2 Oxygen
relatively harmless and the major proportion is SO2 Sulphur dioxide
produced by the breathing of humans and PM Particles
animals.
HC Hydrocarbon
Only hydrocarbons, nitrogen oxides, carbon
monoxide and particles count as harmful NOx Nitrogen oxides
emissions. CO Carbon monoxide
5
5
Hydrocarbons (HC) Particles

HC emissions occur when there is a shortage The particles consist primarily of carbon
of air (λ < 1). They are unburned components particles (soot). The remainder is made up of
of the fuel. hydrocarbon compounds bound to the soot,
fuel and lubricating oil aerosols and sulphates.
Hydrocarbons are responsible for the typical
The sulphates form due to the sulphur in the
exhaust smell and are carcinogenic (cause
fuel.
cancer).
The particles cause environmental pollution
Nitrogen oxides (NOx) and an unpleasant smell, and are also
carcinogenic.
Nitrogen oxides is a collective term used to
refer to the two oxides of nitrogen, nitrogen
Sulphur dioxide (SO2)
monoxide (NO) and nitrogen dioxide (NO2).
Depending on the raw oil quality, diesel
Their relation to the air ratio, λ, is precisely the
contains sulphur in a chemically-bound form.
opposite of that of HC emissions. The higher
During combustion, sulphur becomes sulphur
λ or the air surplus, the higher the proportion
dioxide. Sulphur dioxide is harmful to the
of nitrogen oxides in the exhaust
environment. The sulphur content is restricted
Nitrogen oxides cause irritation of the by law.
respiratory tract and, at higher concentrations,
symptoms of paralysis. Nitrogen oxides occur
at high combustion chamber temperatures
and pressures.
Carbon monoxide (CO)

The proportions of carbon monoxide carbon
monoxide increase when there is a shortage of
air. In a lean mixture, the proportions are at
their lowest.
Carbon monoxide is odourless and extremely
toxic. At concentrations upwards of 0.3 % in
inhaled air it can be fatal.
6
5
Direct injection
The purpose of direct fuel injection is to inject
the fuel in atomized form into the combustion
chamber in precisely the right quantity and at
precisely the right moment.
The effect of atomization is to make the fuel
evaporate more quickly, which results in better
mixing with the intake air, a more consistent,
and, consequently, more complete
combustion.
4 - Direct injection
Function
There are generally three subsystems Engine management electronics
involved in a direct fuel injection system.
The engine management electronics form the
interface between all other systems. They
Intake system
consist of sensors, actuators and an electronic
The air intake system supplies the engine with control unit.
the required supply of intake air. It also filters
The sensors gather information at various
the air before it is supplied to the engine.
locations on the engine and the vehicle and
pass that information to the control unit in the
Fuel system
form of electrical signals.
As the air intake system supplies the air, the
The control unit processes the input signals
fuel system supplies the engine with the right
and compares the actual readings with
quantity of fuel.
required settings stored in its memory. From
that, the necessary adjustment of the relevant
actuators is calculated.
The actuators are electrically controlled by the
control unit so as to obtain the desired
operating characteristics of the engine as the
overall system.
7
5
8
6
System Overview.
Diesel engine.
Air intake and exhaust system

The air intake and exhaust systems are often
treated as associated systems. Firstly, the
gases that enter as intake air flow through the
entire system, ultimately exiting as exhaust.
And secondly, on some engines there are
interconnections between the systems (e.g.
turbocharger).
The air intake system is responsible for
ensuring that the required quantity of filtered
intake air is available. The design of the system
aims to keep flow resistance to a minimum so
that the engine can "breathe freely" and
develop power to its full capacity.
The exhaust system takes care of removal of
the burned gases. It also incorporates exhaust
treatment systems that remove harmful
emissions from the exhaust. The type of
exhaust re-treatment depends on the engine
model. Silencers also drastically reduce the
noise of combustion to an acceptable level of
engine noise.
Exhaust system design similarly aims to
reduce flow resistance to a minimum so as to
achieve optimum engine performance.
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6
1 - N47D20O0 engine intake and exhaust system
10
6
Index Explanation Index Explanation

1 N47D20O0 engine 11 Rear silencer
2 Intake silencer (air cleaner) 12 Digital Diesel Electronics (DDE)
3 Hot-film air mass meter (HFM) 13 EGR (exhaust gas recirculation) -
valve and distance sensor
4 Exhaust turbocharger with VNT 14 Boost-pressure sensor
5 Exhaust temperature sensor 15 Throttle valve
6 Oxygen sensor 16 EGR bypass valve
7 Exhaust back pressure sensor 17 EGR cooler
8 Oxidation catalytic converter 18 Charge-air cooler
9 Diesel particulate filter (DPF) 19 Charge-air temperature sensor
10 Centre silencer
11
6
Fuel system
The fuel system is made up of the fuel supply fuel conditioning system is associated with the
and the fuel conditioning systems. The fuel engine and responsible for ensuring the
supply system is vehicle-specific and carries correct amount of fuel is available for every
the fuel from the fuel tank to the engine. The combustion cycle.
Fuel supply system

The fuel is stored in the fuel tank. From there, Because no fuel must be allowed to escape
it is pumped under pressure to the high- into the environment, and because the
pressure pump by a fuel pump. A fuel filter pressure in the fuel tank has to be balanced, a
between the fuel pump and the high-pressure tank ventilation system is required.
pump ensures that no dirt enters the system.
2 - E70 fuel tank with diesel engine
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6

A Fuel cap 1 Initial fill valve
B Pressure relief valve 2 Filter screen
C Non-return valve 3 Fuel pump
D Surge chamber 4 Pressure relief valve
E Fuel tank 5 Non-return valve
F Service cap 6 Feed line
G Lever-type sensor 7 Return line
H Filler breather valve 8 Non-return valve
I Connection 9 Suction jet pump
J Maximum fill level 10 Run-out protection valve
K Non-return valve 11 Suction jet pump
L Filter 12 Pressure limiting valve
13
6
Fuel conditioning system
3 - N47D20U0 engine system overview
14
6

A Feed line 13 Oxygen sensor
B High-pressure line 14 VNT regulator
C Return line 15 Exhaust turbocharger
1 Fuel tank 16 Hot-film air mass meter
2 Fuel filter with heating system 17 Accelerator sensor
3 Fuel temperature and pressure 18 Charge-air temperature sensor
sensor
4 High-pressure pump 19 Throttle valve
5 Rail-pressure regulating valve 20 Camshaft sensor
6 Rail (high-pressure accumulator) 21 Fuel injector
7 Rail-pressure sensor 22 Boost-pressure sensor
8 EGR path sensor 23 Coolant temperature sensor
9 Electropneumatic pressure 24 Crankshaft sensor
converter (EPDW)
10 Catalytic converter and diesel 25 Digital Diesel Electronics control unit
particulate filter
11 Exhaust temperature sensor 26 Battery
12 Exhaust back pressure sensor
15
6
Engine management electronics

The engine management electronics connect unit is the brain and the actuators are the
all systems with one another. The sensors are hands that carry out the commands.
the eyes and ears of the system, the control
4 - Engine management input and output signals

1 Digital Diesel Electronics (DDE) 12 Exhaust temperature sensor
2 Accelerator pedal module 13 Exhaust back pressure sensor
3 Crankshaft sensor 14 DDE main relay
4 Boost-pressure sensor 15 Fuel filter heater
5 Coolant temperature sensor 16 Actuator for exhaust turbocharger
6 Intake air temperature sensor 17 EPPC exhaust gas recirculation
(EGR)
7 Rail-pressure sensor 18 Electric change-over valve for swirl
flaps
8 Oxygen sensor 19 Rail-pressure regulating valve
9 Camshaft sensor 20 Volume control valve
10 Hot-film air mass meter 21 Fuel injectors
11 Throttle valve 22 Preheater control unit
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7
Functions.
Diesel engine.
Air intake and exhaust system
Air intake system

The intake air system is responsible for the exhaust emissions legislation can be complied
optimum supply of fresh air to the engine. with.
The air flow is detected by a sensor. The fresh To enable this function, the charge port is
air is compressed by the exhaust turbocharger fitted with swirl flaps that enable the charge
and pushed into the combustion chamber. port to close so that the combustion chamber
is filled by means of the swirl port. The swirl
To enable optimum mixture formation in the
flaps are controlled by an electric motor, which
combustion chamber, a defined swirl with the
in turn is activated by the DDE, depending on
injected fuel is required. The swirl must always
the operation conditions.
be in the optimum range, depending on the
engine speed, so that the specifications of the
17
7
1 - N47D20T0 engine intake air system

A Unfiltered air 7 Charge-air pipe
B Purified air 8 Charge-air cooler
C Heated charge air 9 Charge-air pipe
D Cooled charge air 10 Charge-air temperature sensor
1 Unfiltered air pipe 11 Throttle valve
2 Intake silencer 12 Exhaust gas recirculation in-feed
3 Hot-film air mass flow sensor 13 Boost-pressure sensor
4 Filtered air pipe 14 Intake manifold
5 Blow-by gas connection 15 Swirl flap regulator
6 Exhaust turbocharger
18
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Exhaust system
2 - N47D20O0 engine E81/E87 exhaust system

1 Rear silencer 7 EGR bypass regulator
2 Centre silencer 8 Exhaust turbocharger
3 Exhaust back pressure sensor 9 VNT regulator
4 Exhaust manifold 10 Oxidation catalytic converter and
diesel particle filter (DPF)
5 EGR valve 11 Oxygen sensor
6 EGR cooler 12 Exhaust temperature sensor
19
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The exhaust system takes care of removal of

the burned gases. The exhaust re-treatment
also ensures that the exhaust gases are re-
treated in such a way that the concentration of
harmful emissions is as low as possible.
In today's diesel vehicles, various different
systems for exhaust retreatment are used.
They are summarized under the concept of
exhaust systems.
These systems include:
• Exhaust gas recirculation
Exhaust gas recirculation serves to reduce 3 - Cross section of the diesel particulate filter
nitrogen oxide (NOx) emissions. Mixing
exhaust in the incoming air reduces the Silencers are used to drastically reduce the
oxygen quantity supplied. The constituent noise of combustion to an acceptable level of
elements of the emission are no longer engine noise.
involved in combustion and also absorb
heat. The combustion temperature drops Exhaust system design similarly aims to
and, therefore, so do NOx emissions by up reduce flow resistance to a minimum so as to
to 60 %. achieve optimum engine performance.
• Oxidation catalytic converter

The oxidation catalytic converter triggers
chemical oxidation processes without being
consumed. This causes carbon monoxide
(CO) to be turned into carbon dioxide (CO2)
and up to 90 % of combustible
hydrocarbons (HC) into carbon dioxide
(CO2) and water (H2O).
• Diesel particle filter
The channels of the diesel particle filter are
alternately closed off. This forces the
exhaust to flow through the porous filter
walls. The particles contained in the
exhaust are caught in the diesel particle
filter and accumulate. This causes the
exhaust gas back-pressure to increase. To
ensure that fuel consumption is not
increased and performance reduced, the
particles must be removed on a regular
basis. To do this, the exhaust-gas
temperature is raised by various means, and
the particles are burned off.
This process can also be seen in a wood
stove or fireplace: when a fire is lit, soot
blackens the walls of the fireplace. If this fire
burns for slightly longer, you can see that
the layer of soot gradually burns away and
the bare stone appears.
20
7
Fuel system
Fuel supply system

Design
4 - E70 fuel tank with diesel engine

A Fuel cap 1 Initial fill valve
B Pressure relief valve 2 Filter screen
C Non-return valve 3 Fuel pump
D Surge chamber 4 Pressure relief valve
E Fuel tank 5 Non-return valve
F Service cap 6 Feed line
G Lever-type sensor 7 Return line
H Filler breather valve 8 Non-return valve
I Connection 9 Suction jet pump
J Maximum fill level 10 Run-out protection valve
K Non-return valve 11 Suction jet pump
L Filter 12 Pressure limiting valve
21
7
As well as delivering the fuel to the engine, the as well as a fuel level sensor (G) complete this
fuel supply system also filters the fuel. The fuel delivery unit.
tank contains an additional venting system.
The suction jet pump (9), fuel level sensor (G),
The fuel tank is divided into two chambers non-return valve (8) and run-out protection
because of the space available in the vehicle. valve (10) belong to the left-hand delivery unit.
The fuel supply system has two delivery units
A line leads from the filler breather valve (H) to
that are accommodated in the right and left
the filter (L). The fuel filler pipe is connected to
fuel tank halves.
this line via the non-return valve (K).
The diagram below shows an example of a fuel
The function of the fuel supply system is
supply system.
explained using the example of the E70 with a
The fuel pump (3) with prefilter (2) is a part of diesel engine, and can be transferred, with
the right-hand delivery unit. The swash small differences, to the other fuel supply
chamber including a venturi pump (11) with systems in BMW models with diesel engines.
non-return valve (12) and initial filling valve (1)
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Fuel tank
5 - Fuel tank for E70 with diesel engine

A Fuel cap E Fuel tank
B Pressure relief valve F Service cap
C Non-return valve G Lever-type sensor
D Surge chamber
A pressure relief valve is integrated in the fuel The fuel fill level can be determined via the two
cap (B) to protect the fuel tank (E) from undue lever-type sensors (G).
excess pressure. A non-return flap (C) is
The surge chamber (D) ensures that the fuel
located at the end of the fuel filler neck. The
pump always has enough fuel available for
non-return flap prevents the fuel from sloshing
delivery.
back into the fuel filler neck.
The components in the fuel tank can be
reached via the two service caps (F).
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7
Fuel supply system
6 - Fuel supply system for E70 with diesel engine

1 Initial fill valve 7 Return line
2 Filter screen 8 Non-return valve
3 Fuel pump 9 Suction jet pump
4 Pressure relief valve 10 Run-out protection valve
5 Non-return valve 11 Suction jet pump
6 Feed line 12 Pressure limiting valve
In the event of the swash chamber being return line from running empty when the
completely empty, the initial filling valve (1) engine is off.
ensures that fuel enters the swash chamber
One of the lines guides the fuel into the surge
while refuelling.
chamber via a suction jet pump (11). The
The fuel reaches the fuel pump (3) via the filter suction jet pump transports the fuel from the
screen (2), then continues via a non-return fuel tank into the surge chamber. If the fuel
valve (5) through the delivery line (6) to the fuel delivery pressure increases too much, the
filter in the engine compartment. The fuel pressure limiting valve (12) opens and allows
pump is located in the surge chamber. A the fuel to flow directly into the surge
pressure relief valve (4) is integrated in the fuel chamber. The run-out protection valve (10)
pump to prevent pressure in the delivery line ensures that air can enter the line when the
from rising too high. The non-return valve engine is off, preventing fuel from flowing back
prevents the feed line to the engine from from the right-hand half of the fuel tank to the
running empty when the engine is turned off, left.
thus securing the pressure in the feed line to
A further line branches off into the left-hand
the engine.
half of the fuel tank after the non-return valve
Fuel that is required for lubrication and the (8) and transports the fuel into the surge
function of high pressure generation flows chamber via the suction-jet pump (9).
back into the fuel tank via the return line (7).
The fuel coming from the return line is divided
into two lines downstream of the non-return
valve (8). The non-return valve prevents the
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7
Fuel ventilation
7 - Tank ventilation system for E70 with diesel engine

H Filler breather valve K Non-return valve
I Connection L Filter
J Maximum fill level
Fuel ventilation is ensured by means of the prevents fuel from draining out if the vehicle
filler breather valve (H). rolls over.
The filler breather valve is located in the fuel The non-return valve (K) prevents fuel from
tank and uses the connection (I) to determine escaping via the ventilation when the vehicle is
the maximum fill level (J). The filler breather refuelled. During operation, air can flow into
valve contains a float that buoys upwards on the fuel filler pipe and the fuel can flow from
the fuel when the vehicle is refuelled and the fuel filler pipe into the tank.
blocks the filler ventilation. The fuel rises in the
The filter (L) prevents dirt or spiders from
fuel filler and the petrol-pump gun switches
entering the ventilation and blocking the line.
off.
A roll-over valve is also integrated in the filler
3 If the ventilation line does become
blocked, fuel consumption during operation
breather valve to block the ventilation line
would cause low pressure and the fuel tank
when a certain angle of incline is reached and
would be compressed and damaged. 1
25
7

The fuel conditioning system is the system In order to comply with the stricter emission
that delivers and meters the correct amount of limits for diesel engines, modern fuel injection
fuel for combustion. systems use more precise injection and higher
pressures.
The tasks include:
The Common Rail System perfectly fulfils
• Supplying the required pressure
these requirements. With the Common Rail
• Injecting the required volume of fuel System, the fuel in the rail is stored at high
(injection-rate control) pressure and injected into the combustion
chambers in a map-controlled manner.
• Adjusting the required injection start
(injection start control).
Design
The graphic below shows the system
overview with the fuel preparation using the
N47D20U0 engine as an example.

A Feed line 13 Oxygen sensor
B High-pressure line 14 VNT regulator
C Return line 15 Exhaust turbocharger
1 Fuel tank 16 Hot-film air mass meter
2 Fuel filter with heating system 17 Accelerator sensor
3 Fuel pressure temperature sensor 18 Charge-air temperature sensor
4 High-pressure pump 19 Throttle valve
5 Rail-pressure regulating valve 20 Camshaft sensor
6 Rail (high-pressure accumulator) 21 Fuel injector
7 Rail-pressure sensor 22 Boost-pressure sensor
8 EGR path sensor 23 Coolant temperature sensor
9 Electropneumatic pressure 24 Crankshaft sensor
converter (EPDW)
10 Catalytic converter and diesel 25 Digital Diesel Electronics control unit
particulate filter
11 Exhaust temperature sensor 26 Battery
12 Exhaust back pressure sensor
26
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8 - N47D20U0 engine system overview
27
7
The high-pressure pump generates high

pressure that is stored in the rail. The
Common Rail System is, therefore, also
known as a storage injection system.
Depending on operating and environmental
situations, the Digital Diesel Electronics
control unit calculates the optimum injection
factors such as:
• Injection start
• Injected quantity
• Injection procedure (pre/post injection)
The fuel injection system consists primarily of:
• Low pressure range:
The low pressure range is divided into fuel
delivery and fuel return line. The fuel
delivery contains the fuel tank, fuel pump,
fuel heater and the fuel filter. The fuel return
line includes the return lines and
components in the fuel tank.
• High pressure range:
The high pressure range contains the high
pressure pump, high pressure lines, the rail
and the injectors.
• Electronic control:
The electronic control includes the sensors
and actuators such as fuel filter heating, fuel
temperature and pressure sensor, rail-
pressure regulating valve, flow regulating
valve and injectors.
28
7
Engine electrical system
Digital Diesel Electronics DDE

To ensure that the engine's combustion is Smooth running regulation
optimum in all operating situations, the
Due to tolerances and ageing, not all cylinders
appropriate injection quantity is calculated in
achieve the same torque. Particularly when
the control unit for each situation. The
the vehicle is idling, this causes erratic engine
injection quantity depends on various different
operation. The crankshaft sensor is used to
factors.
determine the change in speed after every
combustion and compare the changes. The
Start volume control
injection quantity for each cylinder is adjusted
During the starting procedure, the injection on the basis of the difference in engine speed
quantity is calculated depending on the in such a way that all cylinders contribute
temperature and engine speed. The basic equally to the generation of torque. The
injection quantity at start is output from the smooth running function is only active in the
time at which the starter is activated until a lower speed range.
minimum engine speed is reached. The
position of the accelerator sensor has no Limit volume regulation
influence on the basic injection quantity at
The volume of fuel that the driver wishes to be,
start.
or that can be, injected cannot always be
injected, for the following reasons:
Regulation when the vehicle is in motion
• Pollutant emissions are too high
When the vehicle is in motion, the injection
quantity is calculated irrespective of the • Soot production too high
position of the accelerator sensor and engine
• Overload due because torque or engine
speed. The data for this is stored in a
speed is too high
characteristic map. The driver's wish and
vehicle performance are thereby harmonized • Thermal overload because coolant, oil or
as well as possible. turbocharger temperature is too high
The limitation quantity results from various
Idle speed control
input factors such as air flow drawn in, engine
The idle speed control keeps the engine speed and coolant temperature.
speed at a constant nominal value. That speed
is dependent on the engine temperature.
When the engine is cold, the internal
resistance of the engine is greater due to the
higher viscosity of the engine oil and greater
friction than when the engine is warm. To
overcome that additional resistance, the
engine has to produce more power. This is
achieved by increasing the injection quantity.
In addition, speed fluctuations brought about,
for instance, by loads on the electrical system
have to be balanced out.
The idling speed control function refers to the
crankshaft sensor for the engine speed data
and the coolant temperature sensor for details
of the engine temperature.
29
7
Active anti-jerk damping Switching off

If the accelerator pedal is suddenly depressed Since the diesel engine works without an
or released, this causes the injection volume externally-supplied ignition, it can only be
and thereby also the engine torque supplied to brought to a standstill by interrupting the fuel
change significantly. Since the engine and the supply.
drive train are mounted resiliently, an abrupt
To ensure that no extreme shaking occurs
load change causes jerking vibrations that
during switch-off, the throttle valve is closed
result in a fluctuating engine speed.
completely and the injection quantity set to
The active anti-jerk damping reduces these "zero".
periodic fluctuations in engine speed by
varying the injection quantity in the same EGR regulation
fluctuation periods. This means that when the
The EGR rate is controlled by the DDE by
engine speed increases, less fuel is injected
means of an electric change-over valve. The
and vice versa. This causes strong anti-jerk
EGR rate depends on:
damping.
• Engine temperature
Overrun fuel shut-off
• Intake air temperature
If the engine is running at high revs when the
• Boost pressure
accelerator pedal is not depressed (e.g. when
driving downhill), overrunning mode is • Load/engine speed.
detected. The signals are supplied by the
Exhaust gas recirculation is carried out when
crankshaft sensor and the accelerator sensor.
the diesel engine is warm, in the idle speed
Under such conditions, the engine and partial-load range. When exhaust gas
management shuts off the fuel injection as the recirculation is active, less air is pumped into
engine is being driven by the drive train. the combustion chamber. The signal for the
hot-film air mass meter is consulted for
Once the engine speed drops below a certain
calculating the EGR quantity.
level, or if the accelerator pedal is pressed
down, fuel is injected once again.
30
8
System Components.
Diesel engine.
Air intake system

The unfiltered air is referred to as raw air. The element, the raw air is cleaned and is,
intake air system is divided into an area in therefore, now referred to as purified air. From
which the air is not yet filtered, known as the the filter element onwards, the system is
unfiltered air duct. Downstream of the filter called a purified air system.
Unfiltered air duct

The unfiltered air duct consists of the Intake silencer
unfiltered air snorkel, unfiltered air pipe and the
Air contains dust consisting of tiny particles,
unfiltered air area of the intake silencer. The
some of which are made of hard materials
unfiltered air snorkel and the unfiltered air pipe
such as quartz. In combination with the engine
are designed with the crash safety of
oil, that dust would have an abrasive effect
pedestrians in mind. This entails the use of
resulting in substantial wear, particularly to the
especially soft materials and yielding
cylinder liners, the pistons and the valve
connections.
guides.
For this reason, dry air filters are used. They
clean the air by means of replaceable filter
elements made of paper or felt. Those filter
elements are designed in such a way that they
provide as large a surface area as possible.
This ensures minimal flow resistance and
good durability, or long change intervals.
The filter elements must be replaced at
regular intervals. If that is not done when
required, the flow resistance increases.
Diminished cylinder charging efficiency and
lower engine performance are the result.
1 - Unfiltered air duct in M57D30T2 engine
Index Explanation
1 Rough sieve
2 Unfiltered air snorkel
3 Unfiltered air pipe
4 Unfiltered air area of intake silencer
5 Filter element
6 Purified air area of intake silencer
31
8
3 - Intake silencer with filter element in M57D30O2 engine
Index Explanation
1 Filter element
2 Housing
2 - Intake silencer In order to make optimum use of the space

available and not have to develop a new intake
Index Explanation silencer for every vehicle type, the intake
1 Filter element silencer is installed on the engine on some
engines and forms part of the cylinder head
2 Housing cover cover.
3 Bottom section of housing
32
8
Clean air flow

Clean air flow begins in the intake silencer The torque curve of an engine charged with an
downstream of the filter element and passes exhaust turbocharger may appear more
over the exhaust turbocharger, charge air efficient. Due to the very rapid increase in
cooler, throttle body and the intake manifold in torque at low engine speeds, nearly full power
the combustion chamber. is available even below the rated speed
(engine speed at which the engine reaches its
Exhaust turbocharger maximum power). On hills, therefore, the driver
does not need to change gear as frequently.
The first exhaust turbocharger was developed
by the Swiss engineer Alfred Büchi in 1925, Due to the charge, engines with an exhaust
and brought about a performance increase of turbocharger lose nearly no power, even at
40 %. From then on, the gradual introduction high altitude, in comparison with naturally
of exhaust turbochargers began. aspirated engines.
In exhaust turbochargers, a proportion of the Engines with an exhaust turbocharger can be
exhaust gas energy is used to drive a turbine. operated with a greater air surplus. This is a
Without the exhaust turbocharger, the exhaust prerequisite for operating current diesel
gas energy would be lost. engines with the most efficient consumption.
An impeller sits on the turbine shaft and draws The exhaust turbocharger compresses the
in the air, passing it on to the engine in intake air. In this way, significantly more
compressed form. oxygen can be delivered to the combustion
chamber.
Charged by the exhaust turbocharger, the
engine has a lower consumption than an An exhaust turbocharger consists of a turbine
equally powerful naturally aspirated engine, and a compressor, which are connected by a
because a proportion of the exhaust gas joint shaft. Driven by the exhaust, the turbine
energy that is not otherwise used contributes supplies the drive energy for the compressor.
to the increase in engine performance.
33
8
4 - Exhaust turbocharger

1 Turbine housing 11 Partial-vacuum canister
2 Turbine wheel 12 Impeller
3 Heat shield 13 Piston ring seal
4 Bearing housing 14 Main bearing
5 Outlet to charge air cooler 15 Bearing bushing
6 Oil supply 16 Oil return flange
7 Safety plate 17 Input from exhaust manifold
8 Sealing plate 18 Wastegate valve
9 Compressor housing 19 Outlet to catalytic converter
10 Input from intake silencer
34
8
Charge-air cooler density of the compressed air, and therefore

also the oxygen content by volume.
The temperature of the air increases as the air
is compressed in the exhaust turbocharger. This means that a higher quantity of fuel-air
This causes the air to expand. This effect mixture can be combusted and converted into
undermines the benefits of the exhaust mechanical energy.
turbocharger because less oxygen can be
delivered to the combustion chamber. The
charge-air cooler cools the compressed air,
the air's density increases and thus more
oxygen can be delivered to the combustion
chamber.
The charge air cooling in BMW diesel engines
is carried out by means of fresh air only with an
air-to-air heat exchanger. The effectiveness of
the charge air cooling is highly dependent on
the road speed, temperature of the incoming
fresh air and design of the charge air cooler.
The main purpose of turbocharging in a diesel
engine is to boost output. Since more air is
delivered to the combustion chamber as a 5 - Charge-air cooler
consequence of "forced aspiration", it is also
possible to have more fuel injected, which Index Explanation
leads to high output yields.
1 Heated charge air
The air density and therefore the mass of
oxygen that can be delivered to the 2 Cooled charge air
combustion chamber is reduced because the 3 Cool fresh air
air heats up and expands as it is compressed. 4 Heated fresh air
The charge air cooler counteracts this effect
because the cooling process increases the
35
8
Throttle valve
A throttle valve is required in all diesel engines
equipped with a diesel particle filter. By
throttling the intake air, the throttle valve
ensures that the elevated exhaust gas
temperatures required for diesel particle filter
regeneration are achieved.
When the engine is switched off the throttle
valve is closed. This reduces engine shaking
during the stopping process. After the engine
has stopped, the throttle valve is reopened.
A further function was added to prevent the
engine from being overrevved. If the DDE
detects that the engine is being revved
6 - Throttle body in M57TU2 engine
without the injection quantity being increased,
the throttle body is closed to limit the engine
speed. This situation can only occur if Index Explanation
combustible materials enter the combustion 1 Housing
chamber. This could be engine oil from an 2 Partial-vacuum canister
exhaust turbocharger with bearing damage,
for example. This function prevents more 3 Electric motor with electronics
extensive damage to the engine itself. 4 Intake air
The throttle valve is located directly upstream 5 Connection from the charge air
of the intake manifold. cooler
6 EGR connection
36
8
Intake manifold ensures optimum cylinder charge, which is

why the tangential duct is also referred to as a
The intake manifold is usually made of plastic.
charge duct. The swirl flaps are located in the
Inside it, the air is branched off the individual
tangential ducts.
cylinders. In addition, the ducts to each
individual cylinder branch off further into swirl The swirl duct is identifiable by its almost
ducts and tangential ducts. rectangular cross section, while the tangential
duct is round.
The swirl duct ensures reliable swirl in the
combustion chamber, and the tangential duct
7 - Intake manifold in M67TU engine

1 Intake manifold 5 Actuator for the swirl flaps
2 EGR duct 6 Linkage for the swirl flaps
3 Swirl port 7 Swirl flaps
4 Tangential duct
37
8
Swirl flaps The position of the swirl flaps is specified by a

characteristic map. The basis for the position
in the driver's load requirement, the engine
speed and the coolant temperature.
8 - Intake and exhaust ducts
Index Explanation
1 Exhaust duct
2 Swirl port 9 - Swirl flap in M57D30T2 engine
3 Tangential port
Index Explanation
4 Swirl flap
A Swirl flap open
The swirl flap (4) closes the tangential port (3) B Swirl flap closed
in order to generate a stronger swirl of air via
the swirl port (2) in the combustion chamber at 1 Linkage
lower engine speeds. With increasing engine 2 Swirl flap
speed, they open to ensure cylinder charging 3 Partial-vacuum canister
through the tangential port.
4 Swirl port
The following table shows which type of
actuation is used for the different engines. 5 Tangential duct
Engine/s Electric Pneumatic The swirl flaps are adjusted by a linkage (1)
that is operated by a DC motor or partial-
M67D44O1 X - vacuum canister (3).
M57D30T2 - X
M57TU2 - X
N47D20T0 X -
N47 X -
M47TU2 - X
In the M57TU engines, swirl flaps that close

tightly were introduced. This leads to an
increased swirl.
Electric actuation allows intermediate
positions to be set and, therefore, the internal
mixture formation to be further optimized.
38
8
Exhaust system
Exhaust manifold
The exhaust manifold merges the venting following graphic). The internal exhaust pipes
holes in the cylinder head into a smaller carry the exhaust. The external sleeve (second
number of pipes and passes the exhaust to the shell) blocks heat emission by means of an air
next component of the exhaust system. The gap between the shells. The low material
design of the exhaust manifold has an thickness of the internal exhaust pipes means
influence on the output yield. Current exhaust that their capacity for heat absorption is very
manifolds are made of cast iron and sheet low. The hot exhaust reaches the catalytic
steel. converter and diesel particle filter more
quickly.
Exhaust manifold cast
With current engines, however, an exhaust
The exhaust manifold made of GGG cast iron manifold made from cast iron has been used
(grey cast iron with nodular graphite) carries again, since the disadvantage of the slower
the exhaust gases from the cylinder head in response of the catalytic converter could be
concentrated form to the exhaust eliminated if it were placed directly behind the
turbocharger. Since the exhaust gases can exhaust turbocharger.
reach a very high temperature, it is important
for the exhaust manifold to be correspondingly
heat resistant. The exhaust turbocharger is
mounted on the outlet from the exhaust
manifold. A significant advantage of the cast
iron exhaust manifold is that it is cheap to
manufacture and forms a very stable bracket
for the exhaust turbocharger.
10 - Cast iron exhaust manifold for M67D44O0 engine
Air-gap insulated exhaust manifold

Advantages:
• Lower weight
• Lower heat absorption and therefore a
quicker response from the underfloor
catalytic converter 11 - Air-gap insulated exhaust manifold M57TU Motor
• Flow-efficient exhaust manifold Index Explanation

• Reduced heat input into the engine A Assembly
compartment
B Exploded view
The air-gap insulated exhaust manifold is
constructed from individual parts (see
39
8
Exhaust gas recirculation

The diesel engine generally works without The recirculated exhaust gas, which is mixed
throttling the intake air. Load control is with the fresh air and acts as an inert gas,
achieved by means of the injected fuel serves to achieve the following:
volume. At full load, only a low fuel surplus is
• a lower oxygen and nitrogen content in the
available, and combustion is relatively clean. If
cylinder,
full power is not required, this leads to an
oxygen surplus. When there is a surplus of • a reduction in the maximum combustion
oxygen, increased nitrogen oxides (NOx) form temperature of up to 500 °C. This effect is
during combustion. In order to reduce these increased still further if the recirculated
nitrogen oxides, exhaust gas recirculation is exhaust gases are cooled.
used.
By mixing exhaust in the intake air and thereby
in the combustion chamber, the average
combustion temperature is reduced, which
has a positive effect on the formation of
pollutants.
If the volume of exhaust gas recirculated is too
great, the following pollutant emissions
increase as a result of the air deficiency:
• Soot
• Carbon monoxide
• Hydrocarbons
In order to significantly reduce nitrogen oxide
emissions with exhaust gas recirculation, the
volume of fuel must be adapted precisely to
the available air flow, also in the partial-load
range. The recirculated volume of exhaust gas
must be limited in such a way that sufficient
oxygen is available for combustion of the
injected fuel.
Nitrogen oxides are produced in large
amounts if combustion takes place with an air
surplus and at very high temperatures. In this
process, oxygen combines with the nitrogen in
the combustion air to form nitrogen monoxide 12 - EGR system in M57D30O2 engine
(NO) and nitrogen dioxide (NO2).
Index Explanation
Exhaust gas recirculation is occasionally
required at idling speed but always in the 1 Exhaust manifold
partial load range because this is where the 2 EGR cooler
engine works with a particularly high air
surplus. 3 EGR valve
The use of an EGR cooler increases the

efficiency of exhaust gas recirculation. The
cooled exhaust gas is able to draw off more
thermal energy from the combustion and thus
reduce the maximum combustion
temperature.
40
8
Oxidation catalytic converter

The purpose of exhaust cleaning is to reduce The ceramic substrate is made up of
the harmful constituents of the exhaust, thousands of tiny channels through which the
carbon monoxide (CO), hydrocarbons (HC) exhaust flows.
and nitrogen oxide (NOx) to a statutory
minimum. CO, HC and NOx together make up
about 1 - 2 % of the total exhaust quantity. In
vehicles with a diesel engine, the oxidation
catalytic converter is used for this purpose.
The catalytic converter can reduce the
exhaust components CO, HC and NOx.
Design
The oxidation catalytic converter is encased in
a stainless steel housing and is firmly
embedded in a damping mat.
14 - Ceramic substrate
Those channels are covered in an extremely

porous intermediate layer. It has the effect of
substantially increasing the surface area.
13 - Catalytic converter and DPF with sensors in M67D44O1 engine
Index Explanation
1 Exhaust gas back-pressure
connection
2 Oxygen sensor 15 - Design of catalytic converter
3 Exhaust temperature sensor

Index Explanation
4 Exhaust temperature sensor
1 Ceramic substrate
5 Oxidation catalytic converter
2 Intermediate layer
6 Diesel particle filter
3 Catalytically active layer
The catalytic converter consists of three main
components: The intermediate layer carries the catalytically
active layer. The catalytically active layer
• Ceramic substrate consists of platinum (Pt) and palladium (Pd).
• Intermediate layer
• Catalytically active layer
41
8
Function
16 - Function of oxidation catalytic converter
Constituent elements of the emission Constituent elements of the emission

upstream of the oxidation catalytic converter: downstream of the oxidation catalytic
converter:
17 - Constituent elements of the emission downstream of the oxidation

catalytic converter
Index Explanation
O2 Oxygen
18 - Constituent elements of the emission upstream of the oxidation
HC Hydrocarbon catalytic converter
CO Carbon monoxide The exhaust constituents remain for only a

SO2 Sulphur dioxide very short time inside the catalytic converter.
But that time is long enough for the harmful
NO Nitrogen monoxide exhaust constituents to react with the surface
H2O Water of the channels, the catalytically active layer.
C Carbon
CO2 Carbon dioxide
SO3 Sulphur trioxide
NO2 Sulphur dioxide
42
8
As the name suggests, a chemical conversion The sulphur compounds depend heavily on
takes place with oxygen in the catalytic the sulphur content of the fuel. The formation
converter. The catalytically active layer makes of SO3 causes increased particle emissions.
those conversions possible. The NO2 formed is required for the diesel
particle filter or particle catalytic converter
• Nitrogen monoxide (NO) is oxidized to
downstream.
nitrogen dioxide (NO2) (oxygen is used up)
Soot particles flow through the oxidation
• Carbon monoxide (CO) is oxidized to carbon
catalytic converter unimpeded. Due to the
dioxide (CO2) (oxygen is used up)
high oxygen content of the exhaust gas, the
• Hydrocarbons (HC) are oxidized to CO2 and oxidation catalytic converter starts to work at
water (H2O) (oxygen is used up) approximately 170 °C.
• Sulphur dioxide (SO2) is partially oxidized to
sulphur trioxide (SO3) (oxygen is used up)
Diesel particle filter

Design
The diesel particle filter is encased in a
stainless steel housing and is firmly
embedded in a damping mat.
The assembly of this diesel particle filter is
very similar to that of the oxidation catalytic
converter. A so-called monolith (ceramic
body) serves as a core.
Like the oxidation catalytic converter, the
diesel particle filter has many thousand
channels running through it, through which
the exhaust flows. The difference, however, is
that the walls are porous and allow gaseous 20 - Cross section of the diesel particulate filter
materials to flow through them.
As with the oxidation catalytic converter, the
surface is coated with the precious metals
platinum and palladium.
19 - E60 diesel particle filter in M57TU2 TOP engine
43
8
Function
21 - Function of diesel particle filter
Constituent elements of the emission Constituent elements of the emission

upstream of the diesel particle filter: downstream of the oxidation catalytic
converter:
23 - Constituent elements of the emission downstream of the diesel

particle filter
22 - Constituent elements of the emission upstream of the diesel particle The diesel particulate filter ensures the
filter conversion of the following exhaust gas
constituents:
Index Explanation
• Nitrogen dioxide (NO2) is reduced to
O2 Oxygen nitrogen monoxide (NO) (oxygen is
SO2 Sulphur dioxide released)
H2O Water • Carbon (C) is oxidized to carbon dioxide
C Carbon (CO2) (oxygen is used up)
CO2 Carbon dioxide • Carbon monoxide (CO) is oxidized to carbon
SO3 Sulphur trioxide dioxide (CO2) (oxygen is used up).
NO2 Sulphur dioxide
NO Nitrogen monoxide
44
8
The coating helps to achieve a reduction in the 3 The diesel particulate filter retains all
soot ignition temperature and thus to particles. These include non-regenerative
guarantee good regeneration characteristics particles, such as oil ash, swarf and additive
of the diesel particulate filter. residues. The non-regenerative particles
gradually lead to a blockage of the diesel
The exhaust gases flow out of the oxidation
particulate filter over time. For every 1000 km
catalytic converter and into the inlet ducts of
driven, approximately 0.6 grams of powdered
the diesel particulate filter. These are closed at
ash are deposited in the rear third of the diesel
their ends. Each inlet duct is surrounded by
particle filter.
four exhaust ducts.
The diesel particulate filter is therefore subject
The soot particles deposit on the coating of
to a replacement interval. The replacement
the inlet ducts and remain there until they are
interval can be anywhere between 160,000
combusted as a result of an increase in the
km and 220,000 km. 1
exhaust temperature. The cleaned exhaust
gas flows out of the exhaust ducts through the The filter needs to be changed because the
coated, porous filter walls. accumulated ash continues to clog the pores,
causing the back pressure to increase. The
The soot particles that are deposited on the
consequence of this is that the higher back
filter walls would eventually cause damage to
pressure leads to more frequent regeneration
the diesel particulate filter. The soot particles
intervals. The DDE calculates the remaining
therefore need to be burnt off. This happens
lifetime from the fuel consumption determined
when the exhaust temperature rises above the
and the exhaust-gas back-end pressure.
soot ignition temperature. This process is
known as filter regeneration. The carbon 3 If the sulphur content in the diesel fuel is
particles are converted to gaseous carbon > 50 - 100 ppm, there is a possibility of heavy
dioxide (CO2). white smoke development and a sulphur
odour from the exhaust tailpipe. 1
Silencers
The purpose of silencers is to reduce the reflection or interference. Those different
deafening noise of combustion to a measures are used to reduce the various
comfortable level. Several silencers may be frequencies of the noise. The higher the
used in combination. They are then frequency, the higher is the sound perceived
distinguished by their position within the by the human ear. High frequencies are
exhaust system, i.e. forward, centre or rear generally perceived as more unpleasant. The
silencer. Frequently, the catalytic converter different frequency ranges react differently to
acts as the forward silencer. the individual silencing measures.
Various silencing options are available.
Silencing can be achieved by absorption,
45
8
Absorption Reflection
The higher (particularly bothersome) The design aimed for cancels out the sound
frequencies are absorbed by insulators (basalt energy by means of an echo effect.
wool, steel wool) or the sound energy they
yield is converted into frictional heat.
24 - Absorption
Index Explanation
A Sound-insulating material
25 - Reflection
B Outlet pipe
C Inlet pipe Index Explanation
1 Incoming sound A Silencer chamber
2 Noise reduction B Inlet pipe
3 Outgoing sound C Outlet pipe
1 Incoming sound
The incoming input noise (1) at a certain
frequency and volume (amplitude) is 2 Echo
conducted through the insulator (A). Noise 3 Result
reduction (2) takes place in the insulator. The
4 Noise with greater frequency
output noise (3) leaves the silencer through
the output pipe. 5 Noise with lower frequency
With the reflection, the silencer chamber (A) is

laid out in such a way that the noise is reflected
with a phase delay. The input noise (1) coming
at a certain frequency from the input pipe (B)
hits the opposite side and is reflected 180°
with a phase delay. An echo occurs (2). The
input noise and echo cancel each other out.
The result (3) is that the relevant frequency is
cancelled. Noise with higher frequencies (4) or
lower frequencies (5) are hardly affected.
46
8
Interference lengths. The differing lengths are achieved in

the silencers by means of a corresponding
Part of the sound energy is cancelled out
assembly.
when it coincides after turns of different
26 - Interference

A Silencer input pipe I Chamber 2
B Silencer output pipe J Chamber 3
C Chamber 3 input pipe 1 Incoming sound
D Chamber 3 output pipe 2 Noise transfer
E Chamber 1 input pipe 3 Chamber 3 input noise
F Chamber 1 output pipe 4 Chamber 1 input noise
G Silencer output pipe 5 Chamber 1 output noise
H Chamber 3 6 Noise result
With the overlap, the input noise (1) travels via

chamber 3 (H) via chamber 1 (J) as chamber 1
output noise (5) and, in chamber 2 (I), meets
the noise from the noise transfer (2). Due to
the varying distances, the noise is eliminated
as with reflection. As the noise result (6), a
frequency range is now significantly reduced.
47
8
Fuel supply system
Diesel fuel
3 It is important to make sure that only situations, paraffin separation may begin from
approved fuel (standardized fuel) is used in the approximately 0 °C. For this reason, diesel
vehicle. The entire fuel system is designed for fuels are specially prepared for winter use and
the approved fuels and may be damaged if provided with flow improvers. This makes
non-approved fuels are used. 1 winter-grade diesel fuel cold-resistant to
temperatures of at least -22 °C. Mixing
Behaviour at low temperatures, gasoline is no longer permissible in modern
filterability engines, since this may damage the fuel
system. Gasoline has very low cetane
Since diesel fuel deposits paraffin crystals at
numbers, which significantly downrates
low temperatures, this may cause
ignitability.
obstructions in the fuel filter. In unfavourable
Fuel tank
The fuel tanks in current vehicles are
overwhelmingly made of plastic.
Plastic tanks have the advantage of being
lighter, easier to manufacture in the required
shape and very safe in the event of an
accident.
The fuel tank is shaped to fit the bodywork so
as to save space. For safety reasons, it is
placed forward of the rear axle. This makes the
risk of rupture in an accident relatively low.
To a large extent, the fuel tank contains the
fuel supply system.
In addition to replenishment of fuel, the fuel
tank assumes additional tasks:
• Mounting of the electric fuel pump and
various suction-jet pumps and valves
• Ventilation during refuelling
• Tank venting when the engine is running
48
8
27 - Fuel supply in E87 with diesel engine

1 Fuel filler neck 5 Right-hand service opening
2 Left-hand service opening 6 Fuel-filler-neck breather
3 Fuel return line 7 Control unit for electric fuel pump
4 Fuel filter with heating system
49
8
Filler breather valve
28 - Filler breather valve

1 Compression spring 4 Bore
2 Float housing 5 Float
3 Seal
The filler breather valve is built into the fuel

tank. The escaping air flows out across the
filler breather valve during refuelling and
enters the atmosphere via a line and a filter. If
the fuel level rises in the fuel tank, the float (5)
rises up and the passage (4) is closed. This
causes the pressure in the fuel tank to
increase and the fuel level rises in the fuel filler
pipe, which switches off the petrol-pump gun.
50
8
Pressure relief valve Index Explanation

7 Ventilation opening
30 - Pressure relief valve
The pressure relief valve is also referred to as

the roll-over valve. It is important to ensure that
fuel cannot drain out if the vehicle rolls over.
The pressure relief valve is responsible for this.
If the vehicle rolls over, the insert (4) is pushed
upwards by the steel ball (3), as the previous
graphic shows. The ventilation opening (7) is
closed by the insert and no fuel can escape. In
Index Explanation a normal situation, the passage (2) is not
entirely closed, which allows the fuel vapour
1 Ventilation pipe from the vent pipe (1) to pass the open
2 Bore ventilation opening and escape via the filter (6).
Different pressure relief valves are used
3 Steel ball
depending on the vehicle type. Both the
4 Insert combination of filler breather valve with
5 Housing pressure relief valve, and the version with a
pressure relief valve and separate filter are
6 Filter possible.
51
8
Pressure relief valve Index Explanation

6 Sealed housing
The pressure relief valve ensures that, if there

is a problem with fuel tank ventilation, any
excess pressure that may form can escape
and the fuel tank is not damaged.
If excess pressure forms in the fuel tank, this
causes the valve head (1) and with it the entire
pressure relief valve (5) to be lifted off the
sealed housing (6). The excess pressure can
now escape into the atmosphere. The excess
pressure spring (2) determines the opening
pressure. The excess pressure spring uses a
defined pressure to push the pressure relief
valve onto the sealed housing and is
supported by the brace (3).
Non-return flap
32 - Non-return flap
The non-return flap sits between the fuel filler

pips and the fuel tank. The non-return flap
prevents the fuel from sloshing back into the
Index Explanation
fuel filler pipe.
1 Valve head
2 Excess pressure spring
3 Brace
4 Bottom section of housing
5 Pressure relief valve
52
8
Protection against refuelling errors
33 - Protection against
refuelling errors

1 Housing 5 Torsion spring
2 Locking lever 6 Rivet
3 Tension spring 7 Hinged lever
4 Flap 8 Ground strap
34 - Protection against
incorrect refuelling
The protection against incorrect refuelling If a diesel petrol-pump gun is inserted, this
feature ensures that the fuel tank cannot be pushes the locking lever (2) and the hinged
filled with gasoline. As the previous graphic lever (7) at the same time. The hinged lever is
shows, only a petrol-pump gun with a pushed outwards against the tension spring
diameter of approximately 24 mm can fit. If the (3) and releases the flap (4). This is only
diameter is approximately 21 mm (gasoline possible, however, if the hinged lever cannot
petrol-pump guns), the flap (4) does not open move freely and is also locked in position by
as the hinged lever (7) and the locking lever (2) the petrol-pump gun.
cannot be pushed apart.
53
8
Fuel pump
Modern vehicles are exclusively fitted with depending on engine speed. The fuel pump is
electric fuel pumps. The electric fuel pump is controlled in accordance with requirements,
dimensioned so as to be able to deliver the depending on the fuel delivery pressure
maximum amount of fuel that the engine could measured, to ensure an even fuel delivery
demand, i.e. at full power and rated speed. pressure at the inlet in the high-pressure
Under those conditions it must deliver a pump. This reduces the energy consumption
defined quantity of fuel at a defined pressure. of the fuel pump, which improves fuel
That means that when the engine is idling or economy.
running at medium power, the pump delivers
The electric fuel pump is located in the fuel
several times more than the amount of fuel
tank. There it is well protected against
required.
corrosion and the pump noise well insulated.
Modern vehicles now have fuel pump controls
that deliver a defined amount of fuel
Fuel filter and heating system

Fuel filter heater
The fuel filter heating is inserted in the fuel
filter housing and fixed with a locking clamp.
The fuel flows through the fuel filter heating
into the fuel filter. A pressure switch and a
temperature sensor are located in the fuel filter
heating.
The fuel filter heating is switched on if:
• A defined fuel delivery pressure is
exceeded due to cold, viscous fuel
• The fuel falls below a certain temperature
35 - Fuel filter
(2 °C).
Index Explanation Since winter-grade diesel fuel remains thin
even at low temperatures, the fuel filter
1 Connector housing for fuel filter heating is not normally active when winter-
heating grade diesel fuel is used.
2 Inlet into the fuel filter heating
3 Locking clamp
4 Fuel filter
5 Connection between fuel line and
high-pressure pump
Fuel filter
The job of the fuel filter is to protect the fuel
system against dirt contamination. The high-
pressure pump and injectors in particular are
very sensitive and can be damaged by even
the tiniest amounts of dirt.
54
8
Surge chamber
Initial filling valve
In the bottom of the swash chamber is the
initial filling valve. Its purpose is to let fuel into
the swash chamber when the fuel tank is
refilled and the swash chamber is empty. It
also prevents fuel flowing back into the tank.
36 - Surge chamber
Index Explanation
1 Fuel return
2 Surge chamber 37 - Function of initial filling valve
3 Initial filling valve

4 Suction jet pump
5 Pressure relief valve
6 Fuel tank
Inside the swash chamber is the electric fuel

pump (EKP) and a venturi pump. The swash
chamber is open at the top. It makes sure that
the fuel pump is always immersed in fuel and
thus does not draw in any air. Especially when
the tank is close to empty or when the vehicle
motion is causing the fuel to move around a lot
inside the tank, the swash chamber ensures
there are no air bubbles in the fuel delivered by
the pump.
55
8
Suction jet pump Index Explanation

The suction jet pump uses the principle of the 1 Supply fuel
venturi effect.
2 Filter
3 Venturi nozzle
4 Draining fuel
5 Suction
6 Filter
The supply fuel (1) is fed through a filter (2) to

prevent the venturi nozzle (3) from becoming dirty.
The surrounding fuel is then drawn in via the filter
(6) by the suction (5) and pumped onwards.
The venturi pump makes sure that the swash
chamber is filled when the vehicle is running. It is
driven by the fuel return line. The venturi pump has
a jet-shaped constriction. When the fuel flows
through it, surrounding fuel is drawn along with it.
38 - Venturi effect
Index Explanation
1 Supply fuel
2 Fuel delivery pressure
3 Mercury
4 Draining fuel
The supply fuel (1) has a defined pressure and

flow rate. If fuel flows in a taper, the draining
fuel (4) increases its speed and reduces its
pressure. The pressure difference between
supply and draining fuel causes the mercury
(3) to move.
The suction jet pump uses this principle by 40 - Function of venturi pump
having an opening at the low pressure point.
39 - Suction jet pump
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8
Pressure relief valve

If more fuel flows down the return line than can
flow out of the venturi pump, the pressure
relief valve opens.
41 - Function of pressure relief valve
That prevents excess pressure in the fuel

return line.
57
8
Overview
The fuel conditioning system is shown using 3 The pressure lines must be replaced once
the N47 engine with a common rail injection they have been removed. You will find more
system as an example. detailed information in the Repair Instructions.
1
The following overview shows the systems
used at BMW in current BMW diesel engines:
Engine Fuel system Fuel injectors Maximum
pressure
N47D20U0 2nd generation common rail Solenoid valve 1,600 bar
N47D20O0 Common rail 3rd generation Piezo 1,800 bar
N47D20T0 Common rail 3rd generation Piezo 2,000 bar
M57D30U2 2nd generation common rail Solenoid valve 1,600 bar
M57D30O2 Common rail 3rd generation Piezo 1,800 bar
M57D30T2 Common rail 3rd generation Piezo 1,800 bar
M67D44O1 Common rail 3rd generation Piezo 1,800 bar
58
8
Lower power class
42 - Common-rail system with solenoid valve injectors in N47 engine

A Fuel feed (low pressure) 6 Fuel return to the tank
B Fuel return 7 Fuel feed from the fuel tank
C Fuel high pressure 8 Fuel pressure temperature sensor
1 Leakage oil line 9 High-pressure line from the high-
pressure pump to the rail
2 High-pressure line from the rail to 10 Rail (high-pressure accumulator)
the injector
3 Rail-pressure regulating valve 11 Solenoid valve injector
4 High-pressure pump 12 Rail-pressure sensor
5 Volume control valve
59
8
Upper power class
43 - Common-rail system with piezo injectors in N47 engine

A Fuel feed (low pressure) 6 Fuel return to the tank
B Fuel return 7 Fuel feed from the fuel tank
C Fuel high pressure 8 Fuel pressure temperature sensor
1 Leakage oil line 9 High-pressure line from the high-
pressure pump to the rail
2 High-pressure line from the rail to 10 Rail (high-pressure accumulator)
the injector
3 Rail-pressure regulating valve 11 Solenoid valve injector
4 High-pressure pump 12 Rail-pressure sensor
5 Volume control valve
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8
High-pressure pump
44 - High-pressure pump
Index Explanation
1 Volume control valve 45 - N47 high pressure pump
2 High-pressure pump
Volume control valve
3 High-pressure outlet
4 Fuel return
5 Fuel feed
High pressure pumps are labelled according

to their generation. Thus, the first common rail
high pressure pump was labelled CP1. The
high pressure pumps CP3.2 and CP3.3 are
used at BMW in the common rail 2 fuel
injection system.
In the N47 engine, a single-piston high 46 - Volume control valve
pressure pump with the label CP4.1 is used. The volume control valve is integrated in the
The high pressure pump is driven by the high-pressure pump. The function is
crankshaft via the timing chain. described in more detail under the actuators.
61
8
Rail (high-pressure accumulator)

The spring effect of the fuel produced by the
high pressure is utilized to conserve the
accumulator effect.
47 - Rail N47 engine

This also helps to damp out pressure
pulsations arising from pumping.
The purpose of the rail is to provide fuel under
The N47 engine has a welded rail that is
high pressure for injection at all cylinders.
seated in the cylinder head cover.
It is designed in such a way that, even when
It is essentially a thick-walled pipe that
large volumes of fuel are drawn, the pressure
provides means of retention for high-pressure
inside is kept at a virtually constant value. This
lines, the rail-pressure sensor and the rail-
ensures that the injection pressure remains
pressure regulating valve.
virtually constant when the injector is opened.
Rail-pressure sensor
The rail-pressure sensor works with a sensor
diaphragm, which is deformed by the pressure
that is present. This diaphragm converts the
deformation into an electrical signal that is
sent to an evaluator circuit. From there, the
processed signal is sent to the DDE.
The voltage signal is applied in linear form as
the fuel pressure increases. The signal from
the rail pressure sensor is an important input
48 - Rail-pressure sensor
signal to the DDE in its controlling of the
volume control valve (component of the high-
The rail-pressure sensor is located at the pressure pump).
forward end of the rail. It has the purpose of
measuring the pressure in the rail and
delivering a corresponding signal to the DDE.
62
8
Rail-pressure regulating valve

If the pressure is too low, it closes and seals
the high-pressure section.
In new-generation common rail systems, the
rail-pressure regulating valve no longer has to
be responsible for this task in normal
operation. The pressure in the rail is adjusted
by the volume control valve in the meantime,
thanks to which it was possible for the
pumping work of the high-pressure pump to
be reduced, especially in the partial load range.
In this case, the rail-pressure regulating valve
is used if the driver spontaneously releases
49 - Rail-pressure regulating valve the accelerator pedal and, consequently, too
much pressure is present in the rail.
The rail-pressure regulating valve is able to
adjust the pressure in the rail to the correct It is also used during a cold start. In this case,
level. To do so, it opens if the pressure is the volume control valve allows the maximum
excessive and allows fuel into the return line volume of fuel into the high-pressure pump so
until the desired pressure is present. that the fuel is heated by the pumping action.
The excess pressure is then relieved by the
rail-pressure regulating valve.
Fuel injectors
The injectors are high-precision components been used in the M67TU/M57TU2 since
that are able to inject the finest and precisely 2005.
defined fuel volumes into the combustion
The nozzle needles are opened hydraulically in
chamber at precisely determined times.
both types of injector. The piezo injector
Different injectors are used for the upper and differs from the solenoid valve injector by how
lower power class. The lower power class the switch valve that controls the hydraulics in
uses the solenoid valve injectors that have the injector is activated. The operating
been used since BMW introduced the principle of the solenoid valve injector will now
common rail system. The upper power class is be described.
equipped with the piezo injectors that have
63
8
Solenoid valve injector

Fuel flows from high-pressure connection (3)
through a supply duct and into nozzle (8), and
through inlet restrictor (6) and into control
chamber (10).
The control chamber is connected to fuel
return (1) by outlet restrictor (5), which can be
opened by a solenoid valve. With the valve
closed, the hydraulic force acting on the valve
control piston exceeds that which acts on the
pressure stage of nozzle needle (9).
Consequently, the nozzle needle is pressed
into its seat and forms a tight seal between the
high-pressure duct and the combustion
chamber.
When the solenoid valve is controlled, the
connection to the fuel return line through the
outlet restrictor is opened. This causes a
reduction in pressure inside the control
chamber and therefore in the hydraulic force
acting on the valve control piston.
As soon as the hydraulic force acting on the
valve control piston is less than that which acts
on the pressure stage of the nozzle needle,
the nozzle needle opens and fuel is thereby
able to flow into the combustion chamber
through the holes in the nozzle.
This indirect control of the nozzle needle by
means of a hydraulic fuel booster system is
used because the forces required to open the
nozzle needle rapidly cannot be generated
directly by the solenoid valve. The amount of
fuel, known as the control volume, required in
addition to the injected volume of fuel flows
through the leakage oil line and into the fuel
return line.
Index Explanation
1 Fuel return
2 Electrical connection
50 - Sectional view of the solenoid valve injector
3 High-pressure connection
4 Coil
5 Outlet restrictor
6 Inlet restrictor
7 Valve control piston
8 Supply duct to the nozzle
9 Nozzle needle
10 Control chamber
11 Valve ball
64
8
Piezo injector
51 - Sectional view of the piezo injector

1 Control chamber 5 Actor module
2 Piezo element 6 Coupler module
3 High-pressure supply 7 Switch valve
4 Fuel feeder pipe 8 Nozzle needle
The hydraulic operation of the piezo injector is transferred to the switch valve (7) by the
the same in principle. The only difference is coupler module. When the switch valve opens,
that the valve that releases the fuel return line the pressure in the control chamber (1) drops
is not a solenoid valve. It is controlled by a and the nozzle needle opens in exactly the
piezo element and is known as a switch valve. same way as with the solenoid valve injector.
The piezo element (2) is located inside the The benefits of the piezo injector are that they
actor module (5). When controlled, it produces offer a considerably faster control response,
the movement necessary to open the switch which results in greater metering accuracy. In
valve. addition, the piezo injector is smaller, lighter
and has a lower power consumption.
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 injector is controlled, the actor
module expands. This movement is
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8
52 - Piezo injector closed 53 - Piezo injector, injection start
Index Explanation If the injector is activated by the DDE, the

piezo element presses the control valve (2)
1 Coupler module down against the spring force via the coupler
2 Control valve module (1) and closes the bypass (3).
3 Bypass The fuel from the control volume (6) can then
4 Nozzle needle flow across the outlet (7) and the control valve.
The pressure in the control volume drops and
5 Restrictor the nozzle needle (4) is opened by the fuel
6 Control volume delivery pressure.
7 Outlet
8 Fuel feeder pipe
66
8
If the injector current feed is set by the DDE,

the piezo element contracts and the coupler
module is pressed back by the spring force.
The spring in the control valve closes the valve
and clears the bypass. Fuel now reaches the
control volume via the bypass, outlet (7) and
restrictor (5) and presses the nozzle needle
down. The injector is closed and injection is
finished.
Leakage oil
A certain amount of leakage oil occurs in the
injectors due to the design of the system. On
the one hand, this is fuel that flows away as a
control volume when the switch valve or outlet
restrictor opens. On the other hand, a certain
amount of fuel is always forced past the switch
valve or outlet restrictor as a result of the
pressure in the injector.
This volume flows into the leakage oil line that
is connected to each injector. At this point, the
systems in the upper and lower power class
differ.
In the lower power class, this leakage oil is
directed into the return line back to the fuel
tank.
In the upper power class, the leakage oil is
directed into the supply line to the high-
pressure pump. The reason for this is that the
switch valve in the piezo injector needs a
certain back pressure to work correctly.
54 - Piezo injector, injection end
67
8
Engine electrical system
Sensors
Hot-film air mass meter (HFM) Crankshaft sensor
The HFM measures mass flow rate of the The crankshaft sensor supplies the engine
intake air and sends that information to the speed signal. It serves primarily, along with the
control unit as an electrical signal. HFM, to provide the input data for calculating
the base injection volume.
The HFM signal is used as a basis for fuel
volume metering and for determining the EGR
rate.
56 - Crankshaft sensor
Proximity sensors are used for the crankshaft

sensors. They generally work by induction, in
other words using a magnetic field. To that
end, there is what is known as a reluctor ring
on the crankshaft. The crankshaft sensor is
55 - Hot-film air mass meter positioned on the crankcase in close proximity
to that reluctor ring. The crankshaft sensor
Index Explanation detects the movement of the reluctor ring and,
1 HFM therefore, of the crankshaft. The speed at
which the reluctor ring rotates is sent to the
2 Measurement tube housing engine management module as an electrical
signal from which the engine speed is
If this sensor fails, e.g. due to dirt calculated.
contamination, the control unit can calculate a
substitute figure using substitute variables The engine speed signal is also used for the
such as engine speed, boost pressure and purposes of regulating engine speed when the
charge air temperature. engine is idling, and for the overrun fuel shut-
off and speed limiting functions.
If the crankshaft sensor fails, the engine can
continue to run in emergency mode using the
camshaft sensor signal as a substitute.
68
8
Camshaft sensor Intake-manifold pressure sensor

The camshaft sensor supplies information on By detecting the depression in the intake
the camshaft position. It is used to determine manifold, a precise air mass flow figure for the
the engine's ignition TDC position. individual cylinders can be calculated. That
figure is used as the basis for adjusting the fuel
injector opening period and, therefore, the
injection volume.
58 - Intake-manifold pressure sensor

57 - Camshaft sensor
It works in a similar way to the crankshaft Intake air temperature sensor

sensor. There is a reluctor ring on the
camshaft. The camshaft sensor is fitted in
close proximity to it on the cylinder head.
If the camshaft sensor fails, the engine can not
be started.
59 - Intake air temperature sensor
In similar fashion to the intake manifold

pressure sensor, the intake air temperature
sensor contributes to more precise calculation
of the injection volume. The air temperature
determines its density. That means that when
the air is cold, the same volume has a greater
mass than when it is warm. Thus when the air
is cold, more oxygen enters the combustion
chamber and the injection period can be
lengthened.
69
8
Oxygen sensor Throttle valve sensor

An injection volume averaged across all The position of the throttle valve is used as a
cylinders is calculated depending on the means of comparing actual and specified
oxygen content of the exhaust determined by settings. The sensor monitors whether the
the oxygen sensor and the air mass measured throttle valve is opened by precisely the
by the HFM. This value is compared with the amount specified by the engine management.
injection volume specified by the DDE. If a For safety reasons, two sensors units that
discrepancy is detected, the fresh air mass is complement one another are used.
adjusted to match the actual injection volume
by an adjustment of the EGR valve. The
correct fuel-air ratio is thereby reached.
60 - Oxygen sensor 61 - Throttle valve
As the sensor does not start to work until it Index Explanation

reaches 250 °C to 300 °C, it is electrically
heated. 1 Housing
2 Partial-vacuum canister
The broadband oxygen sensor is capable of
providing accurate measurements not only at 3 Electric motor with electronics
λ = 1 but also at λ < 1 (rich) and λ > 1 (lean). 4 Intake air
The broadband oxygen sensor supplies a
5 Connection from the charge air
distinct, steady-state electrical signal from λ =
cooler
0.7 to λ = ∞ (λ ∞ = air).
6 EGR connection
70
8
Accelerator pedal module Charge-air temperature sensor
64 - Charge-air temperature sensor
The charge-air temperature sensor records

the temperature of the compressed fresh air. It
is located in the boost-pressure pipe, directly
upstream of the throttle valve.
The charge-air temperature is used as a
62 - Accelerator pedal module
substitute value for the air mass. This is used
to check the plausibility of the value of the
The accelerator pedal module detects the HFM. If the HFM fails, the substitute value is
accelerator pedal position and thus the engine used to calculate the fuel flow measurement
output desired by the driver. This is the most and the EGR rate.
important engine management input variable
for calculating the required throttle valve Boost-pressure sensor
position.
The accelerator pedal also has two sensor
units for safety reasons.
Coolant temperature sensor
65 - Boost-pressure sensor
63 - Coolant temperature sensor

The charge-air pressure sensor is required for
charge-air pressure control. Using the charge-
The engine temperature is supplied by the air pressure sensor, the boost pressure is
coolant-temperature sensor. Parameters such monitored and controlled in accordance with a
as injection period, ignition timing and idling characteristic map stored in the DDE.
speed are adjusted according to engine
temperature. Those operating conditions are The boost pressure sensor is also required for
referred to as cold starting and warming up. fuel volume calculation.
The engine temperature is also monitored and

any threat of overheating is indicated to the
driver.
71
8
Exhaust temperature sensor Exhaust back pressure sensor
67 - Exhaust back pressure sensor

66 - Catalytic converter and DPF with sensors in M67D44O1 engine
The exhaust backpressure sensor is required
Index Explanation by the DDE to regulate the regeneration of the
diesel particle filter.
1 Exhaust gas back-pressure
connection The exhaust backpressure sensor is
connected to the exhaust system via a hose
2 Oxygen sensor downstream of the oxidation catalytic
3 Exhaust temperature sensor converter and upstream of the diesel particle
4 Exhaust temperature sensor filter. The reason for the distance from the
exhaust system is the potentially high
5 Oxidation catalytic converter temperature of the exhaust system and dirt
6 Diesel particle filter that could otherwise reach the sensor
element. The connection to the hose must
The exhaust temperature is required by the point downwards. The sensor is mounted to
DDE to regulate the regeneration of the diesel the engine.
particle filter.
The exhaust back pressure sensor measures
Both systems with an exhaust temperature the pressure upstream of the diesel particle
sensor only upstream of the oxidation catalytic filter. If the pressure rises above a permissible
converter and systems with two exhaust value, a regeneration of the diesel particle filter
temperature sensors, one upstream and one is initiated by the DDE.
downstream of the oxidation catalytic
converter, are used. 3 If the sensor fails, the DDE initiates filter
regeneration every 500 km and a fault is
3 The electric delivery line must not be entered in the DDE. 1
loaded with more than > 80 N tension.
Sensors that have come off must not be
refitted. 1
72
8
Control unit
The control unit (engine management) is the sends them out in the form of electrical
engine's control and processing centre. The signals.
sensors fitted on the engine and other places
Actuators carry out the commands from the
on the vehicle provide the input signals.
control unit. The effect of the actions
The software for the engine management performed is in turn detected by the sensors
functions is stored in the control unit memory. and signalled back to the control unit, which
The memory also contains stored settings that responds once again as appropriate. This is
relate the input variables to the different known as a closed control loop.
engine operating conditions (known as engine
The control unit itself is supplied with power
data maps). The control unit compares the
by a DDE master relay. This DDE master relay
actual readings with the specified settings and
is switched on and off by the ignition switch.
uses that information to calculate the control
commands for the various actuators and
Actuators
Throttle valve during the stopping process. After the engine
has stopped, the throttle valve is reopened.
A further function was added to prevent the
engine from being overrevved. If the DDE
detects that the engine is being revved
without the injection quantity being increased,
the throttle body is closed to limit the engine
speed. This situation can only occur if
combustible materials enter the combustion
chamber. This could be engine oil from an
exhaust turbocharger with bearing damage,
for example. This function prevents more
extensive damage to the engine itself.
The throttle valve is located directly upstream
of the intake manifold.
68 - Throttle body in M57TU2 engine When no power is applied to the drive unit, the
throttle valve is set, spring-loaded, to an
Index Explanation emergency operation position.
1 Housing
2 Partial-vacuum canister
3 Electric motor with electronics
4 Intake air
5 Connection from the charge air
cooler
6 EGR connection
A throttle valve is required in all diesel engines

equipped with a diesel particle filter. By
throttling the intake air, the throttle valve
ensures that the elevated exhaust gas
temperatures required for diesel particle filter
regeneration are achieved.
When the engine is switched off the throttle
valve is closed. This reduces engine shaking
73
8
Fuel injector Index Explanation

1 Fuel return
2 Electrical connection
3 High-pressure connection
4 Coil
5 Outlet restrictor
6 Inlet restrictor
7 Valve control piston
8 Fuel duct to the nozzle
9 Nozzle needle
10 Control chamber
11 Valve ball
The function of the injectors is described in

the section "Fuel conditioning system".
69 - Solenoid valve injector
74
8
Electropneumatic pressure converter a coloured mark (in this case, blue) in order to
prevent it from being mixed up with various
The electropneumatic pressure converter is
similar components. The mixed pressure is
used for components that should be activated
output at the vacuum outlet.
with infinite variability in a partial vacuum. The
electropneumatic pressure converter is able to
Electric change-over valve
mix the incoming partial vacuum with the
ambient pressure and set any partial vacuum The electric change-over valve is used for
(mixed pressure) between these two low components that are switched in two
pressure levels. positions. The electric change-over valve
makes it possible to switch either no partial
This partial vacuum result is then used as a
vacuum or the maximum partial vacuum
control quantity for activating pneumatic
available from the vacuum connection (1) to
components. These include the following
the vacuum outlet (2).
components:
Unlike the EPDW, there is no mixed pressure
• EGR valve vacuum canister
present here; rather, it is simply a case of the
• Turbine control valve vacuum canister negative pressure in the system being
forwarded to the vacuum canister.
• Wastegate valve vacuum control unit
The electric change-over valve is used for the
switchable engine mount and the compressor
bypass plate.
The electric change-over valve is activated by
the DDE.
70 - Electropneumatic pressure converter 72 - Electric change-over valve

1 Vacuum connection 1 Vacuum connection
2 Vacuum outlet 2 Vacuum outlet
3 Filter element 3 Electric plug connection
4 Electric plug connection
73 - Graphic symbol
71 - Graphic symbol electric change-over valve
electropneumatic pressure
converter
There is a partial vacuum at the vacuum

connection (1). The ambient pressure reaches
the valve via the filter element (3). The vacuum
outlet (2) may, if necessary, be identified with
75
8
Volume control valve Preheater control unit
74 - Volume control valve
The flow regulating valve is a solenoid valve

that controls the volume of fuel supplied by
the high-pressure pump by characteristic 75 - Preheater control unit
mapping. Surplus fuel is directed into the
return line back to the fuel tank. The preheater control unit fitted to the engine
housing is compatible with diagnostics and
The volume control valve thereby determines
communicates with the DDE via a data
the pressure generated by the pump and
connection.
made available in the rail.
The heat output is determined by the DDE as
In this way, the high-pressure pump does not
a function of specific operating conditions, e.g.
generate unnecessarily high levels of pressure
temperature, engine speed and engine load,
in partial load mode that would then be
and forwarded to the combustion preheating
relieved by the rail-pressure regulating valve.
control unit. The preheater control unit
This reduces the drive output of the high-
implements the request and feeds back
pressure pump and thus the consumption of
diagnostics and status information to the DDE
the engine.
on request.
To activate this, the DDE analyses different
The preheater control unit receives the glow
sensor signals and then activates the flow
requirements (activation profile) for various
regulating valve by characteristic mapping.
glow functions, e.g. preglow, operational or
diagnostics, from the DDE.
76
8
Glow plug
76 - Glow plug

1 Ceramic heater 6 Plug-in contact
2 +pin connection 7 Seal
3 Connecting bolts 8 Plug housing
4 Heating element seal 9 Support tube
5 Insulation ring
The glow plug with ceramic heater allows the

engine to be started even in extremely low
temperatures. It ensures that the required air
temperature is maintained in the combustion
chamber so that the injected fuel can ignite.
77
8
78
9
Test Questions.
Diesel engine.
Questions
This section gives you the opportunity to the diesel engine presented in this Product
check what you have learned. Information.
You will be asked questions on the subject of
1. Which properties of diesel fuel affect its filterability during the colder months?
4 Ignitability
4 Density
4 Behaviour at low temperatures
2. What substance is most prevalent in air?

4 CO2
4 N2
4 O2.
3. The air characteristics λ indicate the ratio between the actual and theoretical air
mass. Which statements are correct?
4 λ > 1 (air surplus)
4 λ < 1 (air surplus)
4 λ < 1 (shortage of air)
4 λ >1 (shortage of air)
4. On which factors does engine output depend?

4 Charge air temperature
4 Boost pressure
4 Air pressure
5. Which statements about swirl flaps are correct?

4 The swirl flaps are fitted in the tangential ducts.
4 The swirl flaps are fitted in the swirl port.
4 The swirl flaps are closed at high engine speeds.
4 The swirl flaps are closed at low engine speeds.
79
9
6. Which statement about exhaust gas recirculation (EGR) is correct?

4 EGR reduces the average combustion temperature.
4 EGR replaces fresh air with exhaust.
4 EGR increases the combustion temperature.
7. What is the function of the filler breather valve?

4 The filler breather valve is used to restrict the maximum fuel level in the fuel tank.
4 The filler breather valve is used to shunt the escaping air during refuelling.
4 The filler breather valve is responsible only for ventilating the fuel tank.
8. What is the function of the rail-pressure regulating valve?

4 The rail-pressure regulating valve is always used to control the rail pressure.
4 The rail-pressure regulating valve is used to control the rail pressure when fuel is cold in
order to warm it up.
4 The rail-pressure regulating valve is used to reduce the rail pressure when the driver
releases the accelerator pedal.
9. Number the connections.
Index Explanation
Vacuum connection
Filter element
Electric plug connection
Vacuum outlet
80
9
Answers to the questions

1. Which properties of diesel fuel affect its filterability during the colder months?
4 Ignitability
4 Density
5 Behaviour at low temperatures
2. What substance is most prevalent in air?

4 CO2
5 N2
4 O2.
3. The air characteristics λ indicate the ratio between the actual and theoretical air
mass. Which statements are correct?
5 λ > 1 (air surplus)
4 λ < 1 (air surplus)
5 λ < 1 (shortage of air)
4 λ >1 (shortage of air)
4. On which factors does engine output depend?

5 Charge air temperature
5 Boost pressure
4 Air pressure
5. Which statements about swirl flaps are correct?

5 The swirl flaps are fitted in the tangential ducts.
4 The swirl flaps are fitted in the swirl port.
4 The swirl flaps are closed at high engine speeds.
5 The swirl flaps are closed at low engine speeds.
81
9
6. Which statement about exhaust gas recirculation (EGR) is correct?

5 EGR reduces the average combustion temperature.
5 EGR replaces fresh air with exhaust.
4 EGR increases the combustion temperature.
7. What is the function of the filler breather valve?

5 The filler breather valve is used to restrict the maximum fuel level in the fuel tank.
5 The filler breather valve is used to shunt the escaping air during refuelling.
4 The filler breather valve is responsible only for ventilating the fuel tank.
8. What is the function of the rail-pressure regulating valve?

4 The rail-pressure regulating valve is always used to control the rail pressure.
5 The rail-pressure regulating valve is used to control the rail pressure when fuel is cold in
order to warm it up.
5 The rail-pressure regulating valve is used to reduce the rail pressure when the driver
releases the accelerator pedal.
9. Number the connections.
Index Explanation
1 Vacuum connection
3 Filter element
4 Electric plug connection
2 Vacuum outlet
82
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Basic Information, Diesel Engines

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Basic Information, Diesel Engines

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Aftersales Training -

Information status: October 2007

Intake air and exhaust system

3 contains information to improve understanding of the systems

1 identifies the end of a note.

Information status and national variants

Additional sources of information

Effect of air ratio Index Explanation

2 - Exhaust gas recirculation rate and air ratio

1 - Exhaust gas recirculation rate and pollutant emissions

Full power Idling

(without exhaust re-treatment). Only a very

Hydrocarbons (HC) Particles

Carbon monoxide (CO)

Air intake and exhaust system

1 - N47D20O0 engine intake and exhaust system

Index Explanation Index Explanation

Fuel supply system

2 - E70 fuel tank with diesel engine

Index Explanation Index Explanation

Fuel conditioning system

3 - N47D20U0 engine system overview

Index Explanation Index Explanation

Engine management electronics

4 - Engine management input and output signals

Index Explanation Index Explanation

Air intake and exhaust system

Air intake system

1 - N47D20T0 engine intake air system

Index Explanation Index Explanation

2 - N47D20O0 engine E81/E87 exhaust system

Index Explanation Index Explanation

The exhaust system takes care of removal of

• Oxidation catalytic converter

Fuel supply system

4 - E70 fuel tank with diesel engine

Index Explanation Index Explanation

5 - Fuel tank for E70 with diesel engine

Index Explanation Index Explanation

Fuel supply system

6 - Fuel supply system for E70 with diesel engine

Index Explanation Index Explanation

7 - Tank ventilation system for E70 with diesel engine

Index Explanation Index Explanation

Fuel conditioning system

Index Explanation Index Explanation

8 - N47D20U0 engine system overview

The high-pressure pump generates high

Engine electrical system

Digital Diesel Electronics DDE

Active anti-jerk damping Switching off

Air intake system

Unfiltered air duct

1 - Unfiltered air duct in M57D30T2 engine

3 - Intake silencer with filter element in M57D30O2 engine

2 - Intake silencer In order to make optimum use of the space

Clean air flow

Index Explanation Index Explanation

Charge-air cooler density of the compressed air, and therefore

Intake manifold ensures optimum cylinder charge, which is

7 - Intake manifold in M67TU engine

Index Explanation Index Explanation

Swirl flaps The position of the swirl flaps is specified by a

8 - Intake and exhaust ducts