04 N52 Engine

Initial Print Date: 03/05
Table of Contents
Subject Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Power Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
BMW 6-Cylinder Engine History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
M20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
M30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
M50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
M50TU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
M52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
M52TU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
M54/M56 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Innovative Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Technical Data (N52B30) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Engine Power Output (N52 3.0 Liter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Engine Designations and Identification . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Bedplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Piston and Connecting Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Cylinder Head Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Valvetrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
VANOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Intake Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Crankcase Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Exhaust Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Gaskets/Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Electric Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Map Controlled Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Oil-to Water Heat Exchanger (5 Series) . . . . . . . . . . . . . . . . . . . . . . . . . .25
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
NewGeneration 6-cylinder N52
Revision Date:
Subject Page
Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Magnesium - new material in engine construction . . . . . . . . . . . . . . . . .36
Electrochemical Properties of Magnesium . . . . . . . . . . . . . . . . . . . . .36
Physical Properties of the Materials . . . . . . . . . . . . . . . . . . . . . . . . . . .37
VALVETRONIC II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Load Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Design/Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
VANOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Differential Intake Air Control (DISA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Stage 1 - Idle/lower engine speed range . . . . . . . . . . . . . . . . . . . . . .43
Stage 2 - Medium engine speed range . . . . . . . . . . . . . . . . . . . . . . . .43
Stage 3 - Upper engine speed range . . . . . . . . . . . . . . . . . . . . . . . . .43
DISA Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Oil Pump Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Electronic Oil Condition Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Function of the Oil Condition Sensor . . . . . . . . . . . . . . . . . . . . . . . . . .49
Faults/Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Electronic Oil Level Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Static oil level measurement at engine OFF . . . . . . . . . . . . . . . . . . .50
Dynamic oil level measurement during vehicle operation . . . . . . . . . . .52
Display Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Heat Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Intelligent Heat Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Cooling System Comparison
(Belt Driven vs. Electric Coolant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Workshop Hints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58
Electronically Controlled Coolant Pump . . . . . . . . . . . . . . . . . . . . . . . . . .58
Thread Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Engine Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Working Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Machining (metal cutting) Magnesium . . . . . . . . . . . . . . . . . . . . . . . . .60
Special Measures for Grinding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Important Precondition: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
3
New Generation 6-Cylinder N52
NewGeneration 6-cylinder N52
Model: E60, E61, E90, E91
Production: All
After completion of this module you will be able to:
Understand new generation engine systems and concepts
Understand the operation of second generation Valvetronic
Understand service operations regarding magnesium
Understand basic engine repairs on the N52
Introduction
Beginning with the N62 V-8 engine,
BMW has introduced a new generation
of engines with advanced concepts.
The primary focus of these engines was
the use of Valvetronic which has revolu-
tionized valvetrain technology. Following
the N62 engine was the new V-12, the
N73 in the new 760i/Li.
To round out the new generation engine
lineup, it was only natural that the 6-cylin-
der engines were included. This new
6-cylinder will be referred to as the N52.
Initially, this engine will be introduced into
the E60, E61 and E90. Later, the N52
will be installed in subsequent model
lines as well.
Initially, the N52 will be offered in the 330i and will be designated N52B30. The B30
variant will also be used in the 325i which will be introduced later in 2005. Although
both vehicles will have a 3.0 liter engine, the power output will differ between models.
The 330i will receive the 255 horsepower version and the 325 engine will have an
output of 215 horsepower.
The engines will be differentiated by the suffix designation. The high output version will
be designated N52B30 OL and the lower output will be N52B30 UL. The UL engine
will have no DISA and will have changes in the DME programming and exhaust system.
The design objectives of the N52 include:
Increased power output and torque
Reduction of fuel consumption
Reduction of overall engine weight
Top position in engine class through
efficient dynamics
Innovations for customer benefit
The simplest way of achieving these objectives is to reduce the weight of the engine.
Since the development of the M50 engine, the aim has always been to achieve ever
lowering fuel consumption. The additional benefits from these goals of the
development process is increased efficiency and improved dynamics.
4
Compared to the previous generation engines (M54/M56), a further reduction in fuel
consumption of 12% and a 10% increase in dynamics have been achieved with the N52.
These increases in efficiency allow the N52 to comply with ULEV II standards.
Power Output
The terms power output per liter and power to weight ratio are used for comparing
individual engine designs with each other. The power output per liter indicates the high-
est effective power output of the engine per liter of displacement (kW/l).
Compared to the M54 at 55kW/l, the power output of the N52 has been further increased
to 61.7 kW/l.
The power to weight ratio indicates the construction weight per kW output (kg/kW). The
lower the construction weight as a function of power output, the more efficient the power
yield. The power to weight ration of the N52 also set new standards. Compared to the
M54 at 1.0kg/kW, the N52 has been further reduced to 0.82kg/kW.
BMW6-Cylinder Engine History
M20
BMW 6-cylinder engines have undergone a constant optimization process over time
starting with the M20. The M20, which used 2-valves per cylinder, also featured a timing
belt for the camshaft drive and adjustable valves. Over the years, The M20 was available
with carbureted as well as fuel injected versions throughout the 1970s and 80s.
M30
The M30 which also featured 2 valve per cylinder technology and adjustable valvetrain,
did not use a timing belt. The M30 was available in larger displacements up to 3.5 liter.
The big six, which the top engine in the BMW engine lineup, would later be succeeded
by the new BMW V-8 engines in 1993.
M50
The successor to the M20, the M50 featured many new innovations when introduced in
1992. The M50 engine technology included 4-valves per cylinder, Dual overhead
camshafts and direct stationary ignition (RZV). This engine also used fully sequential
injection controlled by DME 3.1 engine management.
M50TU
The M50 was technically upgraded with the addition of VANOS in 1993. The new
VANOS system allowed for intake camshaft timing changes which improved horsepower
and torque curves. The TU variant also featured cylinder selective knock control, Hot
Film air mass sensing and secondary ignition monitoring.
M52
The M52, which includes many of the features on the M50TU, utilized Siemens engine
control. It was introduced in 1996 to comply with OBDII regulations. The M52 also
provided a slight increase in horsepower and a large increase in torque over the M50TU.
5
M52TU
In 1999, the M52 was further refined by the addition of Double VANOS and an electroni-
cally controlled throttle. The new TU engine also used innovations such as a variable
intake runner length, near engine catalytic converters and secondary air injection.
The use of aluminum on the M52TU also extended to the crankcase as well. This would
pave the way for future improvements in engine materials.
M54/M56
The M54/M56 variants used much of the technology available at that time, however
customer and legislative demands would mean that further improvements would be
needed.
With these design goals in mind, BMW brought forth the latest engine construction
technology. The new generation 6 innovations include a new composite magne-
sium/aluminum engine block, Valvetronic II, electric coolant pump, volumetric flow con-
trolled oil pump and a 3-stage intake manifold.
The new construction configuration allows a weight savings of 10kg (22 lbs.) over the
previous generation of six cylinder engines.
History Overview
6
Index Explanation Index Explanation
A Nominal engine speed 3 2 valves, ohc
B Year 4 4 valve, dohc
C Mean values 5 4 valve, dohc, VANOS (single - intake)
1 2 valves, sv 6 4 valve, dohc, VANOS (double E/A)
2 2 valves, ohv 7 4 valve, dohc, VANOS (double) Valvetronic
1000
0
1920 1930 1940 1950 1960 1970 1980 1990 2000 2010
2000
3000
4000
5000
6000
7000
(1/min)
1
2
3
4 5
6
7
A
B
C
Innovative Solutions
The N52 engine concept allowed for a substantial weight savings of 10Kg (22lbs.) over
its predecessor the M54. The primary contributors to the total weight savings are the
new composite magnesium-aluminum crankcase and the lightweight exhaust manifold.
Also, the magnesium bedplate and cylinder head cover also played a significant role in
overall weight reduction.
The overall lightweight engine package allows for and improved power to weight ratio as
well as an improvement in fuel consumption.
The N52 engine also features several innovations designed to further improve the overall
engine. Aside from the composite crankcase there is a new Valvetronic II system which
has been improved from the original version. The new 3-stage DISA intake manifold is
constructed from a high temperature lightweight material. The belt driven coolant pump
from previous engines has been replaced by an electric coolant pump. This allows the
addition of a single belt drive. There is also a volumetric flow controlled oil pump to
supply the required oil for VANOS operation.
7
1 Valvetronic II 6 Basic engine, friction reduced
2 Integrated oil-to-water heat exchanger 7 Single belt drive
3 Composite magnesium crankcase 8 Electric coolant pump
4 3-stage intake manifold 9 Weight-optimized VANOS units
5 Volumetric flow controlled oil pump
Technical Data (N52B30)
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Description Value
Engine Type 6 cylinder in-line
Displacement (cm
3
) 2.996
Stroke/bore (mm) 85.0/88.0
Cylinder spacing (mm) 91
Crankshaft main bearing diameter 6 @ 56mm / 1 @ 65mm
Crankshaft big-end (rod) bearing diameter 50mm
Firing Order 1-5-3-6-2-4
Power output (kW/hp) 190/255
@ engine speed 6,600
Torque 300
@ engine speed 2,500 to 4,000
Maximum rpm (governed cutoff) 7,000
Power to weight ratio 0.84
Power output per liter 63.4
Compression ratio 10.7
Valves per cylinder 4
Intake valve diameter (mm) 34.2
Exhaust valve diameter (mm) 29
Minimum intake valve lift (mm) 0.18
Maximum intake valve lift (mm) 9.9
Exhaust valve lift 9.7
Camshaft opening angle, intake (crankshaft degrees) 255
Camshaft opening angle, exhaust (crankshaft degrees) 263
Camshaft spread, intake (crankshaft degrees) 120-50
Camshaft spread, exhaust (crankshaft degrees) 115-60
Engine weight (kg.) 161
Fuel requirement 91 (98 RON)
Engine oil SAE 5W-30
Knock control Yes
Intake manifold 3 Stage Resonance Intake Manifold (DISA)
Engine Management Siemens MSV70
Valvetrain System Valvetronic II
Emissions Certification ULEV 2
Engine Power Output (N52 3.0 Liter)
9
Engine Designations and Identification
The N52 engine uses a similar engine designation to past engines.
The new engine designation is broken down as follows:
The OL designation refers to the upper output stage, the UL designation refers to the
lower output engine which is not available in the US market. Both, the N52B30 and B25
engine will only be available as the OL variant in the US.
The engine identification code is located on the side of the engine block, below the
intake manifold directly between the knock sensors. The designation AF in the engine
code refers to the upper output stage or OL variant.
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N52 B 30 OL
1
2
3
4
5
1 N = New Generation Engine 4 30 = 3.0 Liter Displacement
2 52 = Inline 6 Cylinder Engine 5 OL = Upper Output Stage (High Output)
3 B = Gasoline
Components
The N52 engine consists of the following components/systems:
6-cylinder, 4-valve in-line, friction optimized engine
Two-piece crankcase in composite magnesium-aluminum structure
Trapezoidal connecting rods (weight optimized)
Aluminum silicon (Alusil) cylinder head
Timing case integrated in crankcase and cylinder head
Cylinder head gasket with silicon sealing lip
VALVETRONIC II
Weight-optimized double VANOS
Volumetric flow-controlled oil pump
Electrically controlled coolant pump
Crankcase ventilation with integrated heater
3-stage DISA
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Crankcase
Since magnesium cannot be used in all areas of engine construction, the new N52
crankcase is a composite design. The crankcase consists of an aluminum/silicon insert
which is cast inseparably in a magnesium alloy.
The crankcase is a two piece design with a separate bedplate also cast from magnesium.
Also a notable change from previous designs is the timing cover which is now cast as an
integral part of the engine block.
The aluminum silicon insert provides the threaded connections for the transmission
mounting, cylinder head and crankshaft main bolts. The insert provides the coolant
passages as well. This is to prevent coolant contact with the magnesium portion of the
engine block.
12
The use of magnesium is a new concept for production passenger vehicles. BMW has
developed special processes for the development of the N52 crankcase. A special
magnesium alloy (AJ62) is used which has excellent properties which reduce the possi-
bility of corrosion and allow favorable machining characteristics.
The cylinder bore consists of an Alusil structure, there are no iron cylinder liners as with
previous 6 cylinder designs. The cylinder bores cannot be machined, however this
design still allows for planing of the deck surface if needed.
13
Bedplate
The N52 engine uses a split crankcase, the upper section is made from a composite
magnesium/aluminum structure. The lower portion, which is used to increase rigidity, is
designed as a bedplate structure made from magnesium.
There are sintered steel inlays (arrow) for the main bearings to take up forces which would
not be suitable for magnesium alone.
Between the bedplate and crankcase, a liquid sealer is injected under high pressure into
a machined groove This process is critical in service applications.
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1. Bedplate inlays
2. Bedplate
Crankshaft
The crankshaft is cast iron with 7 main bearing journals. The trigger wheel for the crank-
shaft position sensor is between cylinders 5 and 6. Due to the design of the timing chain
module, the crankshaft snout is modified to facilitate removal during service.
Piston and Connecting Rod
As with previous engine designs, the
pistons are manufactured from aluminum
and have 4 valve reliefs.
The underside of the pistons are cooled
with oil spray jets as in the past.
The connecting rods are weight optimized
by tapering the small end of the rod. This
method reduces weight without reducing
strength.
The big end of the connecting rod is
cracked to create to proper centering of
the bearing cap without the use of dowel
pins. This further contributes to the overall
weight reduction. Each connecting rod
uses pairing codes (1) to allow the correct
rod cap to be matched to the connecting
rod.
The connecting rods are divided into
weight categories and can only be
replaced as a set.
15
16
Cylinder Head
The N52 uses an aluminum (AluSil) cylinder head with a cast bridge to mount the VVT
actuator motor for the Valvetronic II system.
Cylinder Head Cover
The cylinder head cover is also cast from magnesium alloy as well. The cylinder head
cover provides an important mounting point for the VVT motor. The rear of the motor is
supported by an aluminum bolt which attaches to a bracket on the cylinder head cover.
All of the bolts which attach the cylinder head cover to the cylinder head are made from
aluminum. When performing repairs which involve the removal of the cylinder head cover
be sure to replace the bolts and use the the proper torque/angle procedure as outlined in
the repair instructions.
Support point for
VVT motor
Valvetrain
The valvetrain on the N52 uses the familiar 4 valve per cylinder arrangement used on
previous engines. The N52 valvetrain also uses the proven Valvetronic technology which
was introduced on the N62.
17
1 Actuator 9 Exhaust Valve
2 Worm Shaft 10 Roller Cam Follower
3 Return Spring 11 HVA, exhaust
4 Gate Block 12 Roller Cam Follower, Intake
5 Intake Camshaft 13 Intermediate Lever
6 Ramp 14 Eccentric Shaft
7 HVA, Intake 15 Worm Gear
8 Intake Valve 16 Exhaust Camshaft
Camshaft
The total weight of the N52 is additionally reduced by the lighter camshafts. The total
weight of the camshafts has been reduced by approximately 25% using hydroforming
technology during the manufacturing process.
The hydroforming process starts with a steel tube on which hardened camshaft lobe
rings are fitted. The camshaft assembly is then placed into a die. The steel tube is
then subjected to an internal water pressure of up to 4000 bar. The tube then conforms
to the inside of the die and achieves the desired shape. The camshaft lobes are then
polished to the desired finish.
The weight savings is approximately 600 grams (21 oz) per camshaft.
VANOS
Additional weight savings is also found on
the VANOS system as well. The design of
the VANOS is similar to that found on the
N62.
The VANOS units are compact and use the
vane-type construction which is less
complex and easier to service than previous
6-cylinder VANOS designs. The VANOS
units have integrated sprockets and are
attached to the camshaft via a central bolt.
Due to the different spread ranges for the
intake and exhaust camshaft, the VANOS
units cannot be interchanged. Doing so
would cause considerable engine damage.
18
Intake Manifold
The intake manifold is manufactured from lightweight thermo-plastic. The manifold
provides the mounting for the 2 airflap actuators for the three-stage DISA system as well
as the electronic throttle flap actuator.
Crankcase Ventilation
The crankcase ventilation system is attached to the rear of intake manifold. The system
is now heated to prevent moisture from affecting system operation during low ambient
temperatures. The heating system is controlled by the MSV70 engine management
system via a relay.
19
20
Exhaust Manifold
The exhaust manifold has been modified to offer substantial weight savings over the
previous design. The mounting flange has been lightened by using sheet steel with a
new sealing design. The flange is approximately 2mm thick, as compared to the M54
design which is approximately 12mm thick.
The manifold uses a new circular seal which contains graphite. The new design features
a thin-walled catalyst which reaches operating temperature faster. This eliminates the
need for secondary air injection on some applications. The catalysts are also mounted
near the engine as in the past. There are also provisions for the mounting of the pre and
post catalyst oxygen sensors.
Gaskets/Seals
In order to prevent contact corrosion, a non-conductive gasket is placed between select
engine components. This is the function of the oil pan and cylinder head gasket.
The oil pan separates the aluminum oil pan from the magnesium crankcase (bedplate).
The cylinder head gasket separates the aluminum cylinder head from the magnesium
crankcase.
The cylinder head gasket features a sealing lip which protrudes from the block. This lip
prevents dirt and splashing water from bridging the sealed joint, which prevents contact
of these metals.
Particular care must be taken to ensure that the gaskets are not damaged during service.
If gasket damage occurs, contact corrosion could form between the aluminum of the
cylinder head and the magnesium of the crankcase within a relatively short period of time.
If the damage to the gasket were deep enough, the steel in the the core of the gasket
could also have an effect on the corrosion process.
21
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8
T
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Bolts
Due to the magnesium construction, any ancillary components which are attached to the
engine exterior are connected by aluminum bolts.
The aluminum bolts are needed to prevent contact corrosion. Conventional steel cannot
be used in magnesium for any reason. The aluminum bolts can be identified by a blue
colored bolt head and their light weight.
Also, the aluminum bolts can only be used once and must be replaced after each use.
When replacing components requiring aluminum bolts, torquing procedures must be
strictly followed.
Torquing procedures include specific guidelines to prevent under or over torquing of the
attachment bolts.
The procedures are outlined as follows:
The bolt is tightened to a specific application torque to remove any slack between
the components to be joined.
The bolt is then tightened using the angle torquing method using a specific angle
found in the tightening torques section of WebTIS.
Also, during any service procedures which involve coolant such as cylinder head replace-
ment, the bolt holes must be blown dry immediately. Coolant must not be allowed to sit
in any holes, this prevents any corrosion which could be caused by the coolant coming
into contact with magnesium components.
22
Oil Pump
The high oil volume demands of the VANOS system on the N52 create a need for an oil
pump that can deliver a high volume of oil when needed. Also, the pump needs to be
able to cut back on the oil delivery volume when the requirements are not as great.
This occurs when the VANOS is not as active, for instance during cruise situations.
This new oil pump is a volume controlled design which not only meets the oiling
requirements, but also contributes to improved fuel economy and emissions.
The advantages of a volumetric-flow controlled oil pump:
Favorable space/efficiency ratio
Provides sufficient hydraulic pressure and volume for valve control systems
Reduced volumetric flow fluctuations
Hydraulic energy not converted into thermal loss
Reduction of premature oil ageing
Reduced sound emissions
23
Electric Water Pump
The coolant pump on the N52 is designed as an electrically driven centrifugal pump. The
output of the wet-rotor electric motor is controlled electronically by the electronic module
(EWPU) located under the connection cover of the motor.
The EWPU is connected via the bit-serial data interface to the DME engine control unit.
The engine control unit determines the necessary cooling capacity from the engine load,
operating mode and the data from the temperature sensor and sends the corresponding
instruction to the EWPU control unit.
The coolant in the system flows through the motor of the coolant pump, thus cooling
both the motor as well as the electronic module.
The coolant also lubricates the bearings of the electric coolant pump.
Note: Particular care must be taken when performing servicing work to ensure
that the pump does not run dry. When the pump is removed, it should be
stored filled with coolant. The bearing points of the pump could seize if
the pump were not filled with coolant. This could jeopardize subsequent
start-up of the pump thus rendering the entire heat management system
inoperative (the pump not starting up could cause serious engine dam-
age). If the pump should ever run dry, the pump wheel should be turned
by hand before finally connecting the coolant hoses. The systemshould
then be immediately filled with coolant.
Particular care must be taken during assembly to ensure that the connec-
tor is clean and dry and the connections are undamaged. Diagnosis
should be performed only with the approved adapter cables. The infor-
mation provided in the repair instructions must be observed.
24
Map ControlledThermostat
The map controlled thermostat is located externally near the electric water pump.
The thermostat is controlled by the ECM an operates in conjunction with the
N52 Heat Management System.
Oil-to Water Heat Exchanger (5 Series)
The oil-to-water heat exchanger is connected both to the oil circuit as well as to the water
circuit of the engine. This arrangement ensures that the coolant quickly heats up the
engine oil when the engine is cold and the coolant cools the engine oil when the engine
is hot. Shortening the warm-up phase contributes to reducing the overall fuel consump-
tion. The engine oil is cooled in order to extend its service life.
25
VacuumPump
Just as with the N62 engine, the N52 has
little vacuum available in the intake mani-
fold to operate certain components.
The N52 engine uses a vacuum pump dri-
ven by the camshaft chain drive.
The vacuum pump supplies vacuum to the
brake booster and the exhaust flap damper.
The exhaust flap damper system no longer
requires the vacuum storage reservoir used
on past models. This is due to the use of
the vacuum pump. The flap operation is
no longer affected by variations in intake
manifold vacuum.
Alternator
The alternator is a 180 amp unit manufactured by Valeo. The alternator uses a one way
clutch on the pulley. The alternator is capable of over-running when the battery is in a full
state of charge. This prevents the inertia created by the rotating alternator from causing
belt slippage on deceleration. Also, the service life of the belt tensioner is increased.
The alternator communicates with the ECM via the BSD line.
Note: the one way clutch is also used on Bosch alternators as well (N52).
26
Workshop Exercise - N52 Engine
Using an instructor designated engine trainer, remove the VVT motor, cylinder
head(valve) cover and eccentric shaft sensor using proper repair procedures.
What special precautions must be observed when removing VVT motor?
Continue to remove valve cover and eccentric shaft sensor.
Complete the table below and check off which bolts are steel or aluminum:
What are the special concerns regarding the cleaning of the cylinder head or valve cover
sealing surfaces?
What is important regarding the eccentric shaft sensor wheel mounting bolt?
Once the VVT motor, cylinder head cover and eccentric shaft sensor are removed,
rotate the engine so the #1 cylinder is at TDC (compression stroke). Install flywheel
locking tool and camshaft locking tool.
Before continuing, invert engine on stand and remove oil pan.
27
Bolt Description
Aluminum
Bolt
Steel Bolt
Example >
X
Valve Cover Bolts
VVT Motor Flange (to cylinder head)
VVT rear support (to valve cover)
Engine Acoustic Cover (on vehicle)
28
Once oil pan is removed, continue with removal of oil pump pickup tube and oil
deflector.
Invert engine back to upright position and continue with removal of VANOS and
timing chain assembly.
Remove VANOS solenoids and camshaft sensors.
Remove timing chain tensioner. Remove intake and exhaust VANOS units.
Are the exhaust and intake VANOS adjustment units interchangeable? Why or Why not?
Are the camshaft sensor gears interchangeable?
Does the timing chain tensioner have a seal/gasket. Why or why not?
Bolt Description
Aluminum
Bolt
Steel Bolt
Example >
X
Oil pan bolts
Oil deflector bolts
Bolt Description
Aluminum
Bolt
Steel Bolt
Example >
X
VANOS solenoid retaining bolts
Camshaft sensor retaining bolts
Once the VANOS adjustment units are removed, continue with removal of the timing
chain assembly.
Remove upper timing chain guide by unclipping from lower chain guide. Suspend
timing chain using upper guide bolts.
Remove screw plugs from timing case to access timing chain guide retaining bolts.
Remove timing chain guide bolts.
Remove crankshaft central bolt and remove from crankshaft hub. Remove timing
chain, chain guides and crankshaft sprocket as an assembly.
Describe the installation position of the crankshaft sprocket:
What is unique about the front crankshaft hub assembly?
Once the timing chain has been removed, invert engine (crank side up) and remove oil
pump chain module and oil pump.
Proceed with removal of the bedplate assembly. Remove flywheel temporarily to
facilitate bedplate removal. (Do not rotate engine due to possible piston to valve
contact).
Lift out bedplate assembly and note sealant passages in crankcase and bedplate.
29
Bolt Description
Aluminum
Bolt
Steel Bolt
Example >
X
Oil pump chain module bolts
Oil pump mounting bolts.
Bolt Description
Aluminum
Bolt
Steel Bolt
Example >
X
Outer bedplate bolts
Main bearing bolts
Re-install bedplate following proper procedures and sequences. (Do not tighten bolts
to specification. For training purposes, tighten bolts only hand tight.
Complete the chart below using the proper torque specifications:
Re-install flywheel and crankshaft locking pin. Note correct position of locking pin.
Re-install oil pump noting correct position of bolts.
Re-install oil pump drive using proper procedures.
What special tool is used to retain oil pump chain tensioner?
Install bolts on oil pump and vacuum pump sprockets. Re-install oil pump pickup and
deflector plate.
30
Bolt Description JoiningTorque Torque Angle
Outer bedplate bolts (M10X27)
Outer bedplate bolts (M8 X37)
Outer bedplate bolts (M10 X 41)
Main bearing bolts
Oil pump chain module to crankcase and oil pump (M6 X16)
Oil Pump Sprocket
Vacuum Pump Sprocket
Oil deflector bolts
Oil pump to bedplate (M8 X 123)
Oil pump to bedplate (M8 X 31)
31
Invert engine to upright position and reinstall timing chain guides and crankshaft hub.
Be sure to install crankshaft sprocket correctly.
Temporarily install VANOS actuators and upper timing chain guide. Proceed with
removal of the exhaust camshaft.
Temporarily remove camshaft locking tool.
What special procedures should be observed when removing exhaust camshaft bolts?
Remove exhaust camshaft and note position of camshaft followers. Re-install
exhaust camshaft using proper procedures.
What special tool(s) should be installed before the exhaust camshaft and Why?
What other precautions should be taken when installing the exhaust camshaft?
What are the special torquing instructions when installing the exhaust camshaft?
What special tools are used when performing final torque on the exhaust camshaft
mounting bolts?
Note: Ask instructor to explain access to head bolts and special tools.
When the exhaust camshaft installation is complete, continue setting the camshaft
timing.
What special tool is used to align the camshaft sensor trigger wheels?
Do the retaining bolts for the VANOS actuators need to be replaced?
What special tools are needed to pre-tension the timing chain?
Once the camshaft (valve) timing is set, proceed with Valvetronic disassembly.
Remove and install intermediate levers on one cylinder using proper procedures.
What special tool is needed to relieve tension on the retaining spring?
Why is it important to NOT mix up Valvetronic components between cylinders?
32
VANOS actuator retaining bolts
Pre-tension of timing chain using 00 9 250
Crankshaft center bolt
Timing case plug (M18 x1.5)
Chain guide rail (cylinder head M8)
Chain guide rail (crankcase M7)
Why is it important to remove oil from the mounting surfaces of the guide blocks before
re-assembly?
What special tool is used to pre-tension the guide blocks during re-assembly?
Complete the chart below using the proper torque specifications and bolt materials:
Upon completion of the intermediate shaft R&R, proceed with engine assembly.
Invert engine and install oil pan (sump).
Invert engine to the upright position and continue with re-assembly. Install eccentric
shaft sensor (if not already done), cylinder head cover and VVT motor.
33
Bolt Description Bolt Material JoiningTorque Torque Angle
Example Steel 10 nM 90 Degrees
Guide block bolts
Retaining spring bolts
Oil sump (M8 x 26)
Oil sump (M8 x 92)
Oil sump (M8 x 112)
Oil sump (M8 x 24) All Wheel drive only
Re-Install cylinder head cover using proper procedures.
What is important regarding the VVT mounting bolts?
Check over the engine and ensure that all components have been re-installed.
What special procedures should be observed when cleaning gasket surfaces on a mag-
nesium engine?
What special procedures should be followed to allow access to the cylinder head bolts?
34
Cylinder head cover
VVT motor flange to head
VVT motor rear support
Fill in the chart below regarding engine materials
35
Component Material
Crankcase
Bedplate
Cylinder Bore
Cylinder Head
Cylinder Head Cover
Oil Sump (pan)
Head Bolts
Crankshaft
Camshafts
36
Principle of Operation
Magnesium- newmaterial in engine construction
Until now, magnesium has not been explored as an option for a material for engine
construction. Recently, the realization is that the weight savings potential of aluminum
has been exploited to its fullest. This is one of the primary factors in the decision to use
magnesium as engine building material. The light weight and low density of magnesium
make it an outstanding option to aluminum.
Magnesium, which has very good casting properties, makes it possible to manufacture
large components with high surface quality. Despite the high accuracy of the cast parts,
subsequent machining of function areas is, however, in the majority of cases unavoidable.
These excellent properties are, however, offset by several problematic aspects in the use
of magnesium and its alloys. The former serious problem of corrosion has in the mean-
time been substantially alleviated by the development of distinctly more corrosion resis-
tant alloys. The alloy used for the N52 is designated AJ62.
Nevertheless, a distinct corrosion risk still exists if the material-specific fundamentals
described in the following are disregarded. Non-approved materials that come in contact
with magnesium must not be installed.
This means only genuine BMW spare parts must be installed. The materials of the
add-on parts must either be compatible with AJ62 or shielded by a seal/gasket from the
magnesium casing. For these reasons, it is important to strictly adhere to the corre-
sponding information provided in the repair instructions.
Electrochemical Properties of Magnesium
Metals are divided into noble (precious)
and base metals. Gold, for example, is a
noble metal and sodium a very base metal.
The other metals are distributed over this
division. When two metals such as iron and
magnesium in contact with each other are
placed in an electrically conductive liquid,
e.g. a salt solution, the base metal will
break down or dissolve and go into
solution.
At the same time, electric current flows
from the noble metal to the base metal.
Under certain conditions, the base metal
will deposit itself on the noble metal.
37
Magnesium is a base metal. Its surface is therefore very susceptible to other materials.
The magnesium alloy used in the N52, however, is completely different: By mixing other
metals the negative properties of the pure metal are essentially cancelled out so that it is
capable of satisfying the demands made of it.
An electrical voltage occurs between the two metals in the electrolyte. All metals can be
classified based on this voltage. Iron assumes a mid-position in the voltage range while,
on the other hand, aluminum and particularly magnesium are base. The greater the
voltage difference between the metals, the faster electrochemical corrosion takes place.
The described laboratory situation can also easily occur on the engine when two metals
make direct contact and the contact surface is moistened by splash water for instance.
So-called contact corrosion takes place. A gap between the contact surfaces in which
moisture can collect further promotes the occurrence of contact corrosion.
Contact corrosion can be avoided by keeping the contact surfaces dry or wetting them
with electrically non-conductive engine oil. For this reason, all contact surfaces in the
engine involving magnesium, aluminum and steel pose no problems.
Physical Properties of the Materials
Magnesium and aluminum have a virtually identical coefficient of expansion which, how-
ever, is almost double that of steel:
Magnesium: 0.0026% per C
Aluminum: 0.0023% per C
Steel: 0.0011% per C
The melting temperature of magnesium also barely differs from that of aluminum. On the
other hand, the melting point of steel is considerably higher:
Magnesium: 650 C
Aluminum: 660 C
Steel: 1,750 C
The electrical conductivity of aluminum and magnesium is considerably better than that
of steel. These materials are therefore particularly suitable for shielding electromagnetic
interference (e.g. from the ignition spark).
No problems are encountered when connecting aluminum and magnesium as both
materials have the same coefficient of expansion. However, no steel screw/bolts can be
used on the N52 engine due to the fact that the coefficient of expansion of steel is only
half as much. When the engine heats up, a steel bolt expands at only approximately half
the rate of the crankcase. Conversely, there is the risk that a screw connection could
become loose as the engine cools down. For this reason, aluminum bolts/screws are
used at the decisive points.
VALVETRONICII
With the introduction of the N52, the 6-cylinder, engine is now also equipped with the
load control system based on the valve timing gear. The VALVETRONIC I system that
was used on the 8-cylinder and 12-cylinder engines already achieved a substantial
increase in efficiency.
BMW has further developed this concept with the VALVETRONIC II.
The results of this further development are:
Increased engine dynamics
Increased efficiency
Improved emission values
These results underscore BMW-specific standards. This engine that features the follow-
ing optimizations further enhances the Ultimate Driving Machine.
The top engine speed has been increased to 7,000 rpm
The specific power output has been increased to 63.4 kW/l (85 hp/liter).
The specific engine torque is 100 Nm/l over a broad engine speed range
Distinctly increased valve acceleration values and friction-optimized transmission
elements result in an even more responsive engine
CO2 emissions reduced
The world's most stringent exhaust emission regulations are complied with
38
Load Control
The illustration on the left below shows the conventional method with the slightly higher
loss. The reduced loss can be clearly seen in the illustration on the right. The upper area
represents the power gained from the combustion process in the petrol engine. The
lower area illustrates the loss in this process.
The loss area can be equated to the charge cycle, relating to the amount of energy that
must be applied in order to expel the combusted exhaust gasses from the cylinder and
then to draw the fresh gasses again into the cylinder. Apart from the full load setting, the
intake of fresh gasses in a throttle valve controlled engine always takes place against the
resistance offered by the throttle valve to the inflowing gasses. The throttle valve is virtual-
ly always fully opened during intake on the VALVETRONIC-controlled engine. The load is
controlled by the closing timing of the valve.
Compared to the conventional engine where the load is controlled by the throttle valve,
no vacuum occurs in the intake manifold. This means no energy is expended for the
purpose of producing the vacuum. The improved efficiency is achieved by the lower
power loss during the intake process.
A minimum vacuum in the intake system is required for the crankcase ventilation and
evaporative (purge) systems. The throttle valve is slightly adjusted for this purpose.
39
OT Top dead center 4 Exhaust valve opens
UT Bottom dead center 5 Firing point
1 Intake valve opens A Gain
2 Exhaust valve closes B Loss
3 Intake valve closes P Pressure
Design/Function
The VALVETRONIC II consists of the fully variable valve lift control combined with the
variable camshaft control (double VANOS). The valve lift is controlled only on the intake
side while the camshaft is adjusted also on the exhaust side.
The throttle-free load control is implemented by variable valve lift of the intake valve,
variable valve opening timing of the intake valve and variable camshaft spread of the
intake and exhaust camshaft.
In terms of this load control principle, the VALVETRONIC II corresponds to the
VALVETRONIC I introduced on the N62 engine.
System optimization includes modification of the valve gear kinematics, a modified
actuator motor and the adapted spread range of the VANOS units.
The main differences are:
The plain bearing on the intermediate lever to the eccentric shaft has been replaced
by a roller bearing, thus reducing the friction in the valve timing gear.
Guidance of the intermediate lever is more precise. Only one spring is now required
to guide and hold the intermediate lever.
The moved mass of the valve timing gear has been reduced by 13%.
The lift range of the intake valves has been improved. The maximum lift has been
increased to 9.9 mm but more importantly the minimum lift has been further
reduced to 0.18 mm.
The overall result is supported by further improvements in the intake manifold and
exhaust dynamics.
40
Valvetronic at
minimumlift
Valvetronic at
maximumlift
41
VANOS
The N52 is equipped with a compact, infinitely variable vane-type VANOS unit for the
intake and the exhaust side. The VANOS units can be easily disassembled and assem-
bled. They are designed as an integrated component in the chain drive and are mounted
with a central bolt on the respective camshaft. When de-pressurized, a coil spring holds
the VANOS unit in the base position.
The VANOS units are controlled by oil pressure from the 4/3 proportional solenoid valves.
The valves are located in the front of the cylinder head and are controlled by the ECM.
The ECM regulates the VANOS based on factors such as engine RPM, load and coolant
temperature.
The operation of the VANOS units is similar to the N62 engine.
When servicing the VANOS units, the repair instructions must be followed precisely. The
VANOS unit can no longer be dismantled and they must not be interchanged as they
have different spread ranges for the intake camshaft and exhaust camshaft. Installing the
wrong VANOS unit can cause considerable engine damage.
VANOS unit (front view) VANOS unit (rear view)
Differential Intake Air Control (DISA)
The torque developed in an engine greatly depends on the quality of the fresh gas
charge during the induction stroke.
Oscillations are induced in the intake air mass during the induction strokes of the
individual cylinders, i.e. by the downward movement of the pistons. These oscillations are
in turn superimposed by oscillations that arise from pressure peaks as soon as the moved
air mass of an intake cylinder comes up against the closing intake valves.
When two oscillations are superimposed, the resulting oscillation is known as the
resonance oscillation or sympathetic vibration. The resonance can be an amplification or
an attenuation of the initial oscillation or vibration.
Whether a pressure peak or a pressure hole is applied before the intake valves at the
cylinder at the start of the induction stroke depends on the path the superimposed oscil-
lations have covered in the intake area and on the engine speed, i.e. the gas speed.
The desire for high torque over a broad engine speed range necessitates an increasingly
diverse range of air intake systems for internal combustion engines. The geometry and
control of the intake manifold therefore have a considerable influence on the quality of the
charge cycle. An intake manifold with a fixed length would provide an optimum cylinder
charge only at a certain engine speed.
For this purpose, the M54 is equipped with a two-stage differentiated intake manifold
(DISA) with a DISA valve (flap). The DISA valve is activated by means of a solenoid and an
upstream vacuum accumulator.
The options of boosting torque over a defined engine speed window are limited. Since
the N52 reaches a maximum engine speed of 7,000 rpm, the previous 2-stage DISA
would produce a torque lag in the mid engine speed range. The N52 is equipped with a
3-stage DISA in order to provide high torque also in the medium engine speed range.
The result of these three stages is illustrated in the diagram below. The switched stages
of the DISA achieve a high torque over the entire engine speed range. This principle is
realized by means of an intake manifold changeover facility with two DISA actuators and
an overflow pipe in the intake area.
In contrast to the previous system that was controlled with vacuum, the two DISA
actuators are now operated by electric motors.
42
LowRPM Mid-Range RPM High RPM
The electric motors and DISA actuators form one unit. The two DISA actuators differ in
size. The DISA actuator 2 is installed in the overflow pipe and the DISA actuator 1 is
installed in the intake air manifold ahead of the resonating intake runner.
Stage 1 - Idle/lower engine speed range
The DISA actuators 1 and 2 are closed in the idle speed and lower engine speed range.
The air drawn in flows past the throttle valve into the resonance pipe. The air mass is split
in the resonance pipe and is routed further via the collector runner and the intake res-
onating runners into the individual cylinders. In this way, a comparably large air mass is
made available to three cylinders.
Stage 2 - Mediumengine speed range
DISA actuator 2 is open in the medium engine speed range. In this example it is assumed
that the intake valves of the first cylinder are just closing. The gas movement produces
pressure peaks at the closing intake valves.
This is continued via the resonating and manifold runners at the next cylinder in the firing
order thus improving fresh gas charge of the next cylinder to be charged.
Stage 3 - Upper engine speed range
Both DISA actuators are opened in the upper engine speed range. Also in this case it is
assumed that the intake valves of the first cylinder are just closing. The pressure peaks
ahead of the closing intake valves are also utilized in this case. The intake air mass is now
routed via the resonance, overflow and manifold runners.
DISA Actuators
Together with the drive, the DISA valve (flap) forms one unit. The DISA valve is driven by
an electric motor and a gear mechanism.
The electronic control is integrated in the DISA actuator. The DISA actuator is driven by a
pulse width-modulated signal from the DME MSV70.
There are only two possible positions: The valves (flaps) can either be closed or opened,
i.e. when activated, the motor moves the valve to the respective end position.
43
DISA Actuator
DISA Actuator
Lubrication System
To meet the oiling requirements of the N52, a new volumetric-flow controlled oil pump
is utilized. Systems such as VANOS require a large volume of oil, particularly at low
engine speeds.
To keep up with the volume requirements, a conventional oil pump would need to be
3 times as large as the new oil pump design. A larger oil pump would also consume
excess energy and therefore the new pump design allows:
Increased power output
Reduced weight
Optimized fuel consumption
Reduced exhaust emissions
The savings potential of the new optimized pump system is a
good reason to employ this new design.
The tasks of the engine oiling system includes:
The lubrication of friction surfaces in the engine
The cooling of part subject to high load
Carrying away abrasive particles
Provides a hydraulic control medium (for VANOS etc)
Protection against corrosion
44
The VANOS requires a large volume of oil particularly for the purpose of adjusting the
camshaft angle. However, it requires no oil flow when the VANOS retains the set
camshaft angle.
The oil requirement therefore depends on the extent of the required adjustment.
Conventional oil pumps produce the oil pressure necessary for the greatest possible oil
flow that can occur in the engine. In many operating situations this situation represents
unnecessary energy consumption through the oil pump and excessive wear of the oil.
The Valvetronic II and hot idle operation, therefore necessitate a new optimized pump
system.
The highest control demands are placed on the double VANOS at idle speed and small
valve lift rates. The adaptation requirement for the start of opening of the valves is propor-
tionally the greatest under these operating conditions.
For the oil pump this means that it must deliver a large volume of oil to the VANOS units
at relatively low engine speeds.
45
T
O
0
4
-
5
0
1
6
1
7 6 5
2
3 4
1 Vane 5 Pump Shaft
2 Slide Valve 6 Rotor
3 Control Piston with Pendulum Support 7 Pivot
4 Compression Spring
To meet these demands, a conventional oil pump would have to be dimensioned 3 times
as large as the oil pump used on the N52. It would also take up correspondingly more
drive energy.
The N52 is equipped with a volumetric-flow controlled oil pump. This type of pump
deliver only as much oil as is necessary under the respective engine operating conditions.
No surplus quantities of oil are delivered in low load operating ranges. This reduces the
fuel consumption of the engine and slows down the oil wear rate.
The pump is designed as a slide valve-type vane pump. In delivery mode, the pump
shaft is positioned off-center in the housing and the vanes are displaced radially during
rotation. As a result, the vanes form chambers of differing volume. The oil is drawn in as
the volume increases and, conversely, expelled into the oil channels as the volume
decreases.
46
Oil Pump Operation
The crankshaft drives the pump with a chain. The applied oil pressure acts on the
control spool with oblique stop face (pendulum support) against the force of a compres-
sion spring. The pendulum support varies the position of the slide valve. The changes in
volume are small and the delivered volume is low when the pump shaft is positioned
towards the center of the slide valve. The changes in volume and the delivered quantity
are greater than the pump shaft is located off center. If the oil required by the engine
increases, for example, VANOS control intervention, the pressure in the lubricating
system drops and is therefore also reduced at the control spool. In response, the pump
increases the delivery volume and re-establishes the pressure conditions. When the oil
required by the engine decreases, the pump correspondingly reduces the delivery quanti-
ty towards the zero-delivery direction.
47
Spring Pressure
Intake side of pump
Exhaust (output) side of pump
Electronic Oil Condition Monitoring
There is no dipstick including the guide tube on the N52 engine. This represents a
convenience function for the customer while enabling more accurate recording of the
engine oil level.
The engine oil level is measured by an oil condition sensor (OZS) and indicated in the
central information display (CID). The engine oil temperature and the oil condition are
also registered or calculated by the oil condition sensor. The signal from the oil condition
sensor is evaluated in the ECM. The evaluated signal is then routed via the PT-CAN,
SGM and the K-CAN to the instrument cluster and to the CID.
Registering the engine oil level in this way ensures the engine oil level in the engine does
not reach critically low levels thus protecting the engine from the associated damage. By
registering the oil condition, it is also possible to determine when the next engine oil
change is due. Over filling the engine with oil can cause leaks - a corresponding warning
is therefore given.
48
1 Housing 6 Oil Condition Sensor
2 Outer Metal Tube 7 Sensor Electronics
3 Inner Metal Tube 8 Oil Pan
4 Engine Oil 9 Temperature Sensor
5 Oil Level Sensor
Function of the Oil Condition Sensor
The sensor consists of two cylindrical capacitors arranged one above the other. The oil
condition is determined by the lower, smaller capacitor (6). Two metal tubes (2 + 3),
arranged one in the other, serve as the capacitor electrodes. The dielectric is the engine
oil (4) between the electrodes. The electrical property of the engine oil changes as the
wear or ageing increases and the fuel additives break down.
The capacitance of the capacitor (oil condition sensor) changes in line with the change in
the electrical material properties of the engine oil (dielectric). This means that this capaci-
tance value is processed in the evaluation electronics (7) integrated in the sensor to form
a digital signal.
The digital sensor signal is transferred to the DME as an indication of the status of the
engine oil. This actual value is used in the DME to calculate the next oil change service
due.
The engine oil level is determined in the upper part of the sensor (5). This part of the
sensor is located at the same level as the oil in the oil pan. As the oil level drops (dielec-
tric), the capacitance of the capacitor changes accordingly. The electronic circuitry in the
sensor processes this capacitance value to form a digital signal and transfers the signal to
the DME.
A platinum temperature sensor (9) is installed at the base of the oil condition sensor for
the purpose of measuring the engine oil temperature.
The engine oil level, engine oil temperature and engine oil condition are registered
continuously as long as voltage is applied at terminal 15. The oil condition sensor is
powered via terminal 87.
Faults/Evaluation
The electronic circuitry in the oil condition sensor features a self-diagnosis function. A
corresponding error message is sent to the DME in the event of a fault in the oil condition
sensor.
49
Electronic Oil Level Indicator
The oil level is measured in two stages:
Static oil level measurement while the vehicle is stationary
Dynamic oil level measurement during vehicle operation
Static oil level measurement at engine OFF
This is only a reference measurement as the oil condition sensor (OZS) is flooded when
the engine is turned off and can only detect the minimum oil level. The oil level is
measured correctly only when the engine is running (see Dynamic oil level measure-
ment).
After switching on the ignition, the static oil level measurement provides the driver with
the opportunity of checking whether there is sufficient engine oil for safely and reliably
starting the engine.
1. It is important that the vehicle is parked horizontally otherwise the oil level
measurement may be incorrect.
2. Select on-board computer function "Service" -> "Oil level".
If there is sufficient engine oil for safe and reliable engine start, a graphic appears in the
CID in the form of an engine with a green oil sump.
50
If the oil level is close to minimum, the
graphic appears with a yellow oil sump and
an oil dipstick that represents the low oil
level in yellow.
A top-up request +1 liter additionally
appears as a text message. The display
will not change if less than 1 liter of oil is
topped up. MAX is indicated only after top-
ping up a quantity of 1 liter.
If the oil level drops below minimum, the
graphic appears with a red oil sump and an
oil dipstick that represents the low oil level
in red.
A top-up request +1 liter will additionally
appear as a text message.
The display will not change if less than 1
liter of oil is topped up. MAX is indicated
only after topping up a quantity of 1 liter.
If the oil level is above maximum, the
graphic appears with a yellow oil sump and
an oil dipstick that represents the high oil
level in yellow.
A text message is also displayed for the
driver.
51
Dynamic oil level measurement during vehicle operation
Always perform the dynamic oil level measurement (app.. 5minutes driving time) after an
oil change. The oil level could be misinterpreted as the oil level last stored is initially dis-
played after an oil change.
No oil level is initially stored after replacing or reprogramming the engine control unit.
"Oil level below min" is therefore displayed. The correct oil level is indicated after running
the engine for app.. 5 minutes.
1. Start engine.
2. Select on-board computer function -
Check oil level".
3. The oil level is measured. A clock
symbol may appear while the level
measurement is running. The clock
symbol appears for up to 50 seconds
after starting the engine when there is
no measured value or the long-term
value last stored is not within the
tolerance range of the currently
measured oil level.
Dynamic oil level measurement begins when following values are reached:
Engine temperature > 60C
Engine speed > 1000 rpm
Transverse and longitudinal acceleration < 4-5 m/s2
The transverse acceleration signal is supplied by the DSC. The longitudinal acceleration
is calculated from the speed and time factors.
Increase < 5% after covering a distance of app.. 200 m. The increase value is
detected by the ambient pressure sensor in the DME.
On reaching this value, the oil level indicator is updated approximately 5 minutes after
starting vehicle operation. The oil level is then continuously measured. The indicator is
updated at 20 minute intervals. The "Check oil level" menu in connection with the
dynamic oil level measurement is exited while driving (vehicle speed > 0) app.. 15 sec-
onds after the oil level is displayed.
52
Display Options
53
Significance Remark Display
Oil OK with engine
stationary
The oil level appears in the CID in the form
of a graphic together with the "OK"
message, indicating that the oil level is in
the safe operating range.
Oil level OK at idle speed
of a graphic together with the "OK"
message, indicating that the oil level is in
the safe operating range.
A further graphic showing a dipstick
appears above the displayed graphic. It
shows the oil level in green.
Oil level too low
of a graphic together with the request to
top up with 1 liter of oil.
If the oil is not topped up, this request is
repeatedly indicated until the minimum oil
level is exceeded.
Oil level too high
of a graphic together with the indication
that the maximum oil level has been
exceeded. The excess engine oil must be
extracted in the workshop down to the
maximum limit.
If no oil is extracted, this request will be
repeated until the oil level drops below the
maximum limit. This represents an
advantage that extends beyond the user
friendliness of the monitoring system.
Over filling of the engine that can cause
leaks is indicated as a warning in the instru-
ment cluster.
Service
There is a problem with the measurement
system if SERVICE appears in the display.
In this case, the oil level is forecast from the
oil consumption last measured and shown
in the display. It is not necessary to immedi-
ately visit a workshop. The remaining kilo-
meters are shown in the service menu. In
the event of the instrument cluster failing,
the oil level can also be read out with the
diagnosis tester.
54
Cooling System
On most engine systems to date, the delivery capacity of the coolant pump has been
designed with the greatest possible cooling requirement of the engine. In the majority of
cases, this large volume of coolant is not required.
As a result, the excess coolant will circulate through the thermostat ina small circuit. The
new design of the cooling system utilizes an electric coolant pump which minimizes
engine power losses and allows for increased fuel economy by a more efficient method
of engine heat management.
Heat Management
The engine control unit controls the coolant pump according to requirements: low output
in connection with low cooling requirements and low outside temperatures; high output
in connection with high cooling requirements and high outside temperatures.
The coolant pump may also be completely switched off under certain circumstances, e.g.
to allow the coolant to heat up rapidly during the warm-up phase. However, this only
occurs when no heating is required and the outside temperature is within the permitted
range.
The coolant pump also operates differently than conventional pumps when controlling
the engine temperature. To date, only the currently applied temperature could be
controlled by the thermostat. The software in the engine control unit now features a
calculation model that can take into account the development of the cylinder head
temperature based on load.
In addition to the characteristic map control of the thermostat, the heat management
system makes it possible to use various maps for the purpose of controlling the coolant
pump. For instance, the engine control unit can adapt the engine temperature to match
the current driving situation.
This means that four different temperature ranges can be implemented:
112C ECO mode (economy)
105C Normal mode
95C High mode
80C High + mapped thermostat mode
The coolant control sets a higher cylinder head temperature (112C) if the engine control
unit determines ECO mode based on the current operating conditions.
The engine is operated with relatively low fuel consumption in this temperature range as
the internal friction is reduced.
An increase in temperature therefore favors lower fuel consumption in the low load range.
In HIGH and mapped thermostat mode, the driver wishes to utilize the optimum power
development of the engine. The cylinder head temperature is therefore reduced to 80 C.
This results in improved volumetric efficiency, thus increasing the engine torque. The
engine control unit can therefore set a certain operating mode adapted to the respective
driving situation. Consequently, it is possible to influence fuel consumption and power
output by means of the cooling system.
Intelligent Heat Management
This concept of intelligent heat management opens up potentials for engine functions
and the vehicle operator. The previous section dealt with the various operating modes in
connection with heat management. However, an electrically driven coolant pump makes
available even further options. For instance, it is now possible to warm up the engine
without the recirculating the coolant or to allow the pump to continue to operate after
turning off the engine to facilitate heat dissipation.
The advantage offered by this type of pump are listed in the following table:
55
Fuel
Consumption
Faster warm-up as coolant is not recirculated (stationary)
Increased compression ratio through greater cooling capacity
at full load compared to the predecessor engine
Emissions
Faster engine warmup by drastically reduced pump speed and the
resulting lower volumetric flow of coolant.
Reduced friction
Reduced fuel consumption
Reduced exhaust emissions
Power output
Component cooling independent of engine speed
Requirement-controlled coolant pump output
Avoidance of power loss
Comfort
Optimum volumetric flow
- Heating capacity increased as required
- Residual heat with engine stationary
Component
Protection
EWP pump run-on after engine shutoff = more effective heat dissipation from the hot engine
Cooling SystemComparison (Belt Driven vs. Electric Coolant Pump)
The belt driven coolant pump circulates the coolant as a function of engine speed. The
circulated coolant can only be influenced by the mapped thermostat for temperature
control purposes.
The system switches between the small and large circuit. In other words, between the
circuit which flows through the radiator (large circuit) and the circuit which flows only
between the engine block , coolant pump and thermostat.
This means that the cooling capacity is dependent upon engine speed.
The advantages of the conventional cooling system are still utilized in the cooling system
with the electric coolant pump. However this system also provides further options.
56
1 Radiator 5 Outlet temp sensor, cylinder head
2 Mapped Thermostat (KFT) 6 Engine oil to water heat exchanger
3 Belt driven coolant pump 7 Expansion tank
4 Heat exchanger for heating system
For instance, the cooling capacity of the system can now be adapted by means of freely
variable volumetric coolant flow. It is possible to deactivate the coolant pump while the
engine is warming up or to allow it to continue to operate when the engine has been
turned off.
As illustrated in the following graphic, this results in the field in which the speed related to
the cooling capacity can be controlled independently. This field is limited by the MAX and
MIN speed of the coolant pump.
Note: Due to the design of this coolant pump, a special filling and bleeding pro-
cedure is implemented for service. Refer to the Workshop Hints sec-
tion in this training module for more detailed information. Also refer to
the relevant repair instructions in group 17. Refer to WebTISfor the most
updated version of the repair manual.
57
1 Radiator 5 Heat exchanger for heating system
2 Outlet temperature sensor, radiator 6 Outlet temp sensor, cylinder head
3 Mapped Thermostat (KFT) 7 Engine oil to water heat exchanger (MOWWT)
4 Electric coolant pump Expansion tank
Workshop Hints
Electronically Controlled Coolant Pump
Particular care must be taken when performing servicing work to ensure that the pump
does not run dry. When the pump is removed, it should be stored filled with coolant.
The bearing points of the pump could seize if the pump were not filled with coolant.
This could jeopardize subsequent start-up of the pump thus rendering the entire heat
management system inoperative (the pump not starting up could cause serious engine
damage). If the pump should ever run dry, the pump wheel should be turned by hand
before finally connecting the coolant hoses. The system should then be immediately
filled with coolant.
Particular care must be taken during assembly to ensure that the connector is clean and
dry and the connections are undamaged.
Diagnosis should be performed only with the approved adapter cables. The information
provided in the repair instructions must be observed. Due to this coolant pump, a special
filling and bleeding procedure must be implemented for servicing:
1. Fill system with coolant via the expansion tank (AGB). Top up coolant level to lower
edge of expansion tank.
2. Close expansion tank.
3. Switch on ignition.
4. Set heating to maximum (temperature), switch on blower (lowest stage).
5. Press accelerator pedal module to floor for at least 10 seconds. The engine must
NOT be started.
6. Bleeding via EWP takes app.. 12 minutes. Then check coolant level in expansion
tank, top up to MAX marking if necessary.
7. Check cooling circuit and drain plugs for leaks.
8. If the procedure needs to be repeated several times, allow DME to completely
de-energize (remove ignition key for app.. 3 minutes) and then repeat procedure as
from item 3.
Note: Connect battery charger if battery charge level is low.
58
Thread Repair
When repairing threads on magnesium or aluminum components, the repair instructions
recommend the use of Helicoil repair kits. These kits are available with aluminum
repair thread inserts which are available through BMW parts.
Engine Repairs
Any engine repair which involves the replacement/removal of the cylinder head requires
special attention. The bolt holes must be blown dry immediately after cylinder head
removal. It is not acceptable to wait until the engine is ready for reassembly. Leaving the
coolant standing in the head bolt holes until reassembly will increase the possibility of
contact corrosion. Engine coolant should not come into prolonged contact with magne-
sium engine components.
Note: Be sure to wear approved eye protection when using compressed air to
dry the bolt holes.
59
Working Safety
Machining (metal cutting) Magnesium
The jobs that are most frequently carried out in connection with this material as part of
servicing applications are considered to be non-critical. The small amount of metal chips
that occurs, e.g. when recutting threads, requires no special extraction systems or special
facilities.
If, on the other hand, extensive machining is to be performed on magnesium crankcases,
particular care must be taken to ensure that no explosive hydrogen can collect in the col-
lection containers for metal chips and moisture can escape from the container.
Moisture in this context only refers to water or compounds containing water. The following
information must be observed for metal removing machining processes:
Although with regard to metal removal or machining properties magnesium alloys offer
very good prerequisites for dry machining, today wet machining processes are state-of
the-art, involving the use of either cutting oil or emulsion. The greatest hazard potential in
metal removal machining processes is posed by the metal chips (swarf). Particularly wet
or moist metal chips are hazardous while, on the other hand, metal chips moistened in oil
will not ignite easily.
Magnesium and water can react to form magnesium hydroxide and hydrogen. For this
reason, there is a risk of a hydrogen explosion in machining processes involving emulsion
if the hydrogen that is constantly formed can collect and reach a critical concentration.
For this reason, it is important to ensure that the moisture in the collection container can
escape or drain off.
In addition, metal chips and swarf must be conveyed at a very fast rate out of the emul-
sion otherwise a saponification or hardening process may occur making the emulsion
unusable.
The range of cutting materials known from aluminum machining processes can also be
used for magnesium machining, i.e. high speed steel, hard alloy or carbide and polycrys-
talline diamond (PCD).
Special Measures for Grinding
The preconditions for wet machining in grinding processes are to be considered from dif-
ferent aspects than the standard metal cutting machining processes. This is due to the
fact that fine metal chips (grinding dust) are produced in grinding processes. As from a
certain mixing ratio with air, this grinding dust can combust explosively following possible
ignition from spark created from grinding or welding work. If wet grinding is not possible
or too inconvenient, the grinding dust produced must be extracted and precipitated with
water in a separator.
60
Important Precondition:
Any work on magnesium that forms dust must not be performed without a suitable
extraction facility.
The specific surface of the respective product, i.e. the surface-to-volume ratio represents
an important criterion for the hazard potential of the magnesium. Solid components pose
no problems from a safety point of view. Even when subjected to high temperatures for all
intents and purposes they cannot combust.
On the other hand, chips, particles and powder are considerably more reactive. The criti-
cal temperature at which dry, fine metal chips can ignite is at 450 - 500C. Cutting tools
that have improper edge geometries or blunt edges can give rise to such temperature
levels during dry machining processes. Sparks caused by tool collisions or when machin-
ing steel represents a further source of danger. If, despite all precautionary measures, a
magnesium fire occurs, on no account must water or extinguishing agents containing
water be used (release of hydrogen, detonating gas explosion!). ABS powder extinguisher,
carbon dioxide and nitrogen are also unsuitable as extinguishing agents.
Keep suitable metal fire extinguisher ready at hand! The proper classification for a fire
extinguisher capable of handling magnesium fire is Class D. DO NOT use class A, B or
C fire extinguishers in magnesium fires. This could create a more hazardous situation.
61
62
ClassroomExercise - ReviewQuestions
1. Where are aluminum bolts used on the N52 and how are they identified?
2. What type of cylinder bore structure is used on the N52? What is allowable
regarding cylinder bore repairs?
3. What precautions must be taken when machining magnesium?
4. What precautions must be taken when performing engine repairs that involve
removal of the water pump?
5. Describe the cooling system bleeding procedures on vehicles with the N52:
63
ClassroomExercise - ReviewQuestions
6. Describe the methods used to check the oil level on an N52 engine:
7. Which engine components are made from magnesium?
8. What is special about the camshafts on the N52?
9. What precautions must be taken when removing the cylinder head?
10. What special service procedures should be observed regarding aluminum bolts
during service operations?

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