BMW Service

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3DUWLFLSDQW 0DQXDO
NOTE
The information contained in this participant's manual is intended for
participants of the Aftersales Training.
Refer to the relevant "BMW Service" information for any changes/
supplements to the Technical Data.

© 2003 BMW AG
München, Germany. Reprints of this manual or its parts
require the written approval of BMW AG, München
VS-12/VS-42 MFP-HGK-BRK-1300_01-09
Contents
Page

CHAP 1 M57TU-EURO 4 1
Introduction 1
- History 1
- Changes 2
- Engine designation 3
- Exhaust emission limits 4
System overview 6
Components 8
- Exhaust system 8
Digital diesel electronics (DDE) 14
- Introduction 14
- Components 20
- Diagnosis information 28
 M57TU-Engine

M57TU-EURO 4

Introduction
For the first time, the M57TU engine in the E60 will be equipped with a
diesel particle filter (DPF). The diesel particle filter in the E60 is
necessary in order to comply with EURO 4 legislation. Model series with
a smaller engine that fulfil EURO 4 requirements without a diesel particle
filter will not be equipped with this filter. The diesel particle filter filters
out particles contained in the exhaust gas at high filtration
efficiency (> 95%). The diesel particle filter has no influence on nitrogen
oxide (NOx) emissions. These emissions are reduced in the engine. The
second generation filter system newly developed by BMW differs from
the systems known to date from other manufacturers (first generation
diesel particle filters). There are no disadvantages for the customer with
regard to maintenance requirements, fuel consumption and engine
power output. The system is maintenance-free and designed to match
the service life of the vehicle. A fuel additive for filter regeneration is not
necessary in connection with the BMW system.

- History
The M57TU engine is installed in the following model series:

Exhaust
Model Power output Torque Engine
Engine emission
series (kW/bhp) at rpm (Nm) at rpm control
stage

M57D30TU E46 (150/204) 4000 (410) 1500-3250 LHD = EURO 3 DDE 506
RHD = EURO 3

M57D30TU E60 (160/218) 4000 (500) 2000-2750 LHD = EURO 3 DDE508

RHD = EURO 3

M57D30TU E60 (160/218) 4000 (500) 2000-2750 LHD = EURO 4 DDE509

Euro 4 (as from RHD = EURO 4
03/04)

M57D30TU E65 (160/218) 4000 (500) 2000-2750 LHD = EURO 3 DDE 506
RHD = EURO 3

M57D30TU E53 (160/218) 4000 (500) 2000-2750 LHD = EURO 3 DDE 506
RHD = EURO 3

M57D30TU E83 (150/204) 4000 (410) 1500-3250 LHD = EURO 3 DDE 506
RHD = ---

LHD = Left-hand drive, RHD = Right-hand drive

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- Changes
Series of changes were implemented on the M57TU in order to achieve
EURO 4 exhaust emission values in the E60. The diesel particle filter
(DPF) represents only a part of these changes. With the installation of
the M57TU in the E83, the following measures relating to the exhaust
emission have already been implemented on the engine and described
in the E83 trainer background material:

- Introduction of fuel injectors MV+

- Modified valve seat of tangential port in cylinder head
- Gas-tight swirl flaps (swirl port)
- Modified piston crown recess
- Larger exhaust gas recirculating cooler (EGR) with increased cooling
capacity
- Volume mean value adaptation (lambda adaptation)

The following changes are additionally made in the E60 to ensure the
EURO 4 exhaust emission limit values are reliably reached:

- Exhaust system with diesel particle filter (DPF) with catalytic coating
- Digital diesel electronics DDE 509 with:
- Expanded software
- Exhaust pressure sensor
- 2 Exhaust gas temperature sensors
- Throttle valve
- Turbocharger (VNT) with electric actuator

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- Engine designation
To identify the engine, the engine number and the engine designation
are punched on the engine block. The engine designation is located on
the left side of the engine block.

Engine number

The engine number is an 8-digit numerical combination representing

the production location and production data in coded form.

Engine designation

The engine designation provides an indication of the displacement, the

number of cylinders, the engine concept and the distinguishing index of
the respective engine.

KT-12854

Fig. 1: Engine designation

Index Description Index Description

1 Displacement: 3 Engine concept:

3 litres Diesel

2 Number of cylinders: 4 Distinguishing index:

6 1 = M57
2 = M57TU

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- Exhaust emission limits

KT-12955

Fig. 2: Development of the exhaust emission limits EU 1 to EURO 4

Index Description Index Description

1 Exhaust emission standard 5 Nitrogen oxide (NOX)

EU 1 (since 1992)

2 Exhaust emission standard 6 Carbon monoxide (CO)

EU 2 (since 1996)

3 Exhaust emission standard 7 Soot particles (C)

EURO 3 (since 2000)

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Index Description Index Description

4 Exhaust emission standard 8 Hydrocarbons (HC) and nitrogen

EURO 4 (as from 2005) oxide (NOX)

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Exhaust gas composition

The exhaust gases produced by the diesel engine contain the following
constituents:

- Carbon monoxide (CO)

- Uncombusted hydrocarbons (HC)
- Soot (C)
- Carbon dioxide (CO2)
- Nitrogen oxide (NOx)
- Water (H2O)
- Oxygen (O2)
- Sulphur dioxide (SO2)
- Sulphuric acid (H2SO4)

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System overview

KT-12747

Fig. 3: System overview of exhaust treatment

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Index Description Index Description

1 M57TU engine EURO 4 10 Diesel particle filter (DPF)

2 Air cleaner 11 Rear silencer

3 Hot-film air mass meter (HFM) 12 Digital diesel electronics (DDE)

4 Turbocharger (VNT) 13 Throttle valve

5 Exhaust gas temperature sensor 1 14 Exhaust gas recirculation, EGR valve

6 Oxygen sensor 15 Boost pressure sensor

(Bosch LSU 4.9)

7 Pressure sensor 16 Intake air temperature sensor

8 Oxidation catalytic converter 17 Intercooler

9 Exhaust gas temperature sensor 2 18 EGR cooler

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Components
- Exhaust system

KT-12952

Fig. 4: E60 exhaust system with diesel particle filter

Index Description Index Description

1 Pressure sensor 6 Oxidation catalytic converter

2 Hose 7 Decoupling element

3 Oxygen sensor 8 Exhaust gas temperature sensor 2

(Bosch LSU 4.9)

4 Pipe 9 Diesel particle filter (DPF)

5 Exhaust gas temperature 10 Rear silencer

sensor 1

The exhaust system features welded heat shields from the decoupling
element (7) up to the DPF (9).

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 M57TU-Engine

Oxidation catalytic converter

KT-12953

Fig. 5: Oxidation catalytic converter

Index Description Index Description

1 Exhaust gas from engine 5 Exhaust pressure sensor

2 Exhaust gas temperature 6 Feed line to exhaust gas pressure

sensor sensor

3 Oxygen sensor 7 Pre-cleaned exhaust gas to diesel

particle filter

4 Ceramic carrier --- ---

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 M57TU-Engine

The near-engine oxidation catalytic converter is responsible for

converting the following exhaust gas components over the entire
operating range:

- Carbon monoxide (CO) in carbon dioxide (CO2)

- Hydrocarbons (HC) in water (H2O) and carbon dioxide (CO2)
- Nitrogen monoxide (NO) in nitrogen dioxide (NO2)
The soot particles, however, flow through the oxidation catalytic
converter unhindered. The oxidation catalytic converter is additionally
used to increase the temperature during regeneration of the diesel
particle filter. The ceramic carrier (cordierite) features a platinum-based
oxidation coating.

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 M57TU-Engine

Diesel particle filter (DPF)

KT-12954

Fig. 6: Function of diesel particle filter

Index Description Index Description

1 Pre-cleaned exhaust gas from 5 Inlet channel

oxidation catalytic converter
with soot particles

2 Exhaust gas temperature 6 Outlet channel

sensor

3 Diesel particle filter (DPF) 7 Cleaned exhaust gas without soot

particles to rear silencer

4 End of filter element --- ---

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 M57TU-Engine

The diesel particle filter is located downstream of the oxidation catalytic

converter on the vehicle underbody. The filter element consists of a
ceramic monolith made of high temperature-resistant silicon carbide.
The filter element is 50% porous and features a platinum-based
catalytic coating. This coating reduces the soot ignition temperature for
the purpose of ensuring effective regeneration of the diesel particle
filter.

The total weight of the DPF is about 7.5 kg.

The exhaust gasses (1) flow from the oxidation catalytic converter to the
inlet channels of the DPF. The inlet channels (5) of the filter element are
closed at their ends (4). Each inlet channel has four encompassing
outlet channels (6).

The soot particles are deposited on the platinum coating of the inlet
channels. The soot particles remain here until they are combusted by
an increase in the exhaust temperature. The cleaned exhaust gas flows
through the platinum-coated, porous filter walls out of the outlet
channels.

Filter regeneration

1. Immediate conversion of the soot particles takes place within the

operating ranges where the exhaust gas temperature is above the
soot ignition temperature (>300 ºC). During this process, the soot is
converted by slow oxidation to carbon monoxide (CO) and carbon
dioxide (CO2). The nitrogen dioxide (NO2) contained in the exhaust
gas serves as the oxidation agent.
2. If the temperature is not high enough for this process, the particles are
initially collected in the filter element and then burnt off when the
exhaust gas temperature increases.

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 M57TU-Engine

3. Specific regeneration is initiated if vehicle operation, e.g. prolonged

partial load operation (town traffic) and low exhaust temperatures
does not permit automatic regeneration of the diesel particle filter.
This process controlled by the pressure sensor and the two temper-
ature sensors takes place without noticeable effects on the vehicle
performance. Corresponding to the load, this regeneration process is
performed by specifically throttling the intake air combined with 1 or
2 subsequent injection cycles. In this way, the exhaust gas is
increased to a temperature of approx. 620 ºC. The soot is now burnt
off by the residual oxygen content (O2) in the exhaust gas. The regen-
eration process can take several minutes. The regeneration intervals
greatly depend on the load collective of the vehicle over the last
500 kilometres. There is a minimum deposit of soot at high exhaust
temperatures due to continuous burn-off of the soot particles.
Filter regeneration is initiated every 700 - 2500 km (depending on
driving profile) in addition to the sensor measurement. The diesel
particle filter is regenerated every 500 km in the event of the pressure
sensor or the temperature sensors failing.

Note

On no account should fuel additives, e.g. valve cleaner, cold start accel-
erator containing substances that form ashes (metallic compounds) be
used. Such additives produce high levels of ash that result in the diesel
particle filter clogging.

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 M57TU-Engine

Digital diesel electronics (DDE)

- Introduction
The DDE 509 is used in connection with the M57TU Euro 4 engine with
diesel particle filter (DPF). Compared to the previous DDE508, the
DDE509 has been expanded by following functions:

Software

- Evaluation of exhaust gas temperature sensors and of exhaust gas

pressure sensor to calculate the load status of the DPF.
- Control of DPF regeneration.
- Volume mean value adaptation MMA (lambda adaptation same as
DDE506 in E83).
Hardware

- Lambda IC in DDE control unit for evaluating oxygen sensor.

- Exhaust gas temperature sensor upstream of oxidation catalytic
converter.
- Exhaust gas pressure sensor upstream of diesel particle filter (DPF).
- Exhaust gas temperature sensor upstream of DPF.
- Bosch LSU 4.9 oxygen sensor upstream of oxidation catalytic
converter.

History

The following engine control systems are used for the M57TU engine:

Model series DDE

E46 DDE 506

E60 DDE508
as from 03/04 DDE509

E65 DDE 506

E53 DDE 506

E83 DDE 506

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 M57TU-Engine

- System overview

KT-12753
Fig. 7: System overview DDE509

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 M57TU-Engine

Index Explanation Index Explanation

1 DDE control unit 18 Preheating control unit (GSG)

2 1 brake pedal switch and 19 Throttle valve

1 clutch pedal switch

3 Accelerator pedal module (FPM) 20 Car access system (CAS)

4 Thermal oil level sensor 21 DDE main relay

5 Hot-film air mass meter (HFM) 22 E-box fan

6 Camshaft position sensor 23 Auxiliary heater

7 Crankshaft position sensor (KWG) 24 Starter relay

8 Oil pressure switch 25 Starter

9 Coolant temperature sensor 26 Electric fan

10 Boost pressure sensor 27 Air flap control (LKS) E60 only

11 Rail pressure sensor 28 Valve for swirl flaps

12 Charge air temperature sensor 29 Valve for engine mount control

13 Fuel temperature sensor 30 Exhaust gas recirculation valve

14 Oxygen sensor 31 Actuator for turbocharger (VNT)

15 2 Exhaust gas temperature sensors 32 Volume control valve

16 Exhaust pressure sensor 33 Rail pressure control valve

17 Alternator 34 Fuel injectors 1-6

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 M57TU-Engine

KT-12752

Fig. 8: System circuit diagram DDE509, Part 1

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KT-12754

Fig. 9: System circuit diagram DDE509, Part 2

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 M57TU-Engine

Index Explanation Index Explanation

1 DDE control unit 24 Charge air temperature sensor

2 Ground connection 25 Fuel temperature sensor

3 Brake pedal switch 26 Exhaust gas temperature sensor 1

4 Clutch pedal switch 27 Exhaust gas temperature sensor 2

5 Car access system (CAS) 28 Exhaust pressure sensor

6 Diagnosis connector 29 Output, terminal 15 for other

control units

7 Alternator 30 Camshaft position sensor

8 Accelerator pedal module (FPM) 31 Hot-film air mass meter (HFM)

9 Thermal oil level sensor (TÖNS) 32 Engine mount control

10 DDE main relay 33 Exhaust gas recirculation valve

11 Terminal 15 34 Actuator for turbocharger (VNT)

12 E-box fan 35 Valve for swirl flaps

13 Starter relay 36 Rail pressure control valve

14 Auxiliary heater 37 Volume control valve

15 Fan control unit 38 Oxygen sensor

16 Fan motor 39 Rail pressure sensor

17 Throttle valve 40 Fuel injector 1

18 Air-flap control (LKS) 41 Fuel injector 2

19 Preheating control unit 42 Fuel injector 3

20 Oil pressure switch 43 Fuel injector 4

21 Crankshaft sensor (KWG) 44 Fuel injector 5

22 Boost pressure sensor 45 Fuel injector 6

23 Coolant temperature sensor --- ---

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 M57TU-Engine

- Components

Sensors

- Accelerator pedal module

- Hot-film air mass meter (HFM)
- Boost pressure sensor
- Coolant temperature sensor
- Fuel temperature sensor
- Rail pressure sensor
- Charge air temperature sensor
- Camshaft position sensor (NWG)
- Thermal oil level sensor (TÖNS)
- Crankshaft position sensor (KWG)
- Exhaust pressure sensor
- Exhaust gas temperature sensor upstream of oxidation catalytic
converter.
- Exhaust gas temperature sensor upstream of diesel particle filter
(DPF).
- Oxygen sensor (Bosch LSU 4.9 with constant characteristic)

Actuators

- Fuel injectors 1-6

- Volume control valve
- Pressure control valve
- Solenoid valve for turbocharger (VNT)
- Solenoid valve for exhaust gas recirculation
- Solenoid valve for swirl flaps
- Solenoid valve for engine mounts
- Electromagnet for air flap control (LKS) - (E60 only)
- E-box fan
- Electric motor throttle valve actuator

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 M57TU-Engine

Switches

- Brake light switch/brake light test switch

- Oil pressure switch
- Clutch switch

Relays

- Main relay
- Starter relay

Interfaces

- Bit-serial data interface BSD (alternator, preheating control unit)

- PT-CAN

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 M57TU-Engine

Exhaust gas pressure sensor

The exhaust gas pressure sensor is located outside the exhaust system
on the cylinder head. It is connected by means of a hose and pipe to
the exhaust pipe ahead of the diesel particle filter (DPF).

The exhaust gas pressure sensor measures the exhaust backpressure

upstream of the DPF. The maximum permissible exhaust backpressure
is 750 mbar. The DDE initiates regeneration of the diesel particle filter
when the exhaust backpressure is too high (when the DPF has accu-
mulated too many soot particles).

With the aid of a sheet metal diaphragm, the exhaust gas pressure
sensor converts the exhaust backpressure into a travel range. Four
pressure-sensitive resistors convert this travel range in the exhaust gas
pressure sensor into a voltage signal (0 - 5 Volt). The measuring range
of the exhaust gas pressure sensor is 600 to 2000 mbar absolute.

The exhaust gas pressure sensor is connected by means of three pins

to the DDE. The DDE supplies the exhaust gas pressure sensor with
ground and a voltage of 5 Volt. The voltage signal (0 - 5 Volt) is routed
via the third pin to the DDE.

In the event of the sensors (exhaust gas pressure sensor, exhaust gas
temperature sensors) failing, the DDE initiates filter regeneration every
500 km and a corresponding fault code is stored in the DDE fault code
memory.

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 M57TU-Engine

Exhaust gas temperature sensors

The two exhaust gas temperature sensors are located ahead of the
oxidation catalytic converter and downstream of the diesel particle
filter (DPF) in the exhaust system. The DDE uses the exhaust gas
temperature to control the regeneration of the diesel particle filter
(DPF). The exhaust gas temperature sensors are NTC resistors
(the resistance drops as the temperature increases). Their optimum
operating range is between 200 and 700 ºC.

Exhaust gas temperature sensor 1

Filter regeneration may be initiated only after an exhaust gas temper-

ature above 200 ºC has been reached. Initiation of filter regeneration
below a temperature of 200 ºC would cause white smoke in the
exhaust gas due to excess hydrocarbons (HC). The exhaust gas
temperature sensor 1 (upstream of the oxidation catalytic converter)
therefore does not enable filter regeneration before an exhaust gas
temperature of 200 ºC has been reached.

Exhaust gas temperature sensor 2

Measuring the exhaust backpressure by means of the exhaust gas

pressure sensor alone would be load-dependent. For this reason, the
exhaust gas temperature before the diesel particle filter is measures as
a further variable. The DDE determines the exact load of the DPF from
the two signals from the exhaust gas pressure sensor and exhaust gas
temperature sensor 2.

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 M57TU-Engine

Oxygen sensor

As already used on the E83 with M57TU engine and automatic trans-
mission, volume mean value adaptation (lambda adaptation) is also
used on the E60.

In connection with heavy vehicles, such as the E60 for example, it has
proven more difficult to comply with the stipulated emission limits
(EURO 4) with a similarly large safety margin as used on the smaller
model series. This safety margin is necessary due to component toler-
ances and runtime influences of components relevant to emission. The
emission-relevant components are the fuel injectors and the hot-film air
mass meter (HFM). A mean injection volume over all cylinders is deter-
mined depending on the lambda value measured by the oxygen sensor
and on the air mass measured by the hot-film air mass meter. This value
is compared with the injection volume defined by the DDE.

If a variation is determined, by adjusting the EGR valve, the mass of

fresh air is correspondingly adapted to the actual injection volume so
as to establish the correct lambda value.

Volume mean value adaptation is not a "fast" control facility but rather
an adaptive learning process, i.e. the injection volume error is learned
in an adaptive characteristic map that is permanently stored in the
EEPROM of the control unit.

The oxygen sensor (Bosch LSU 4.9 with constant characteristic) is

located in the housing of the oxidation catalytic converter.

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 M57TU-Engine

Throttle valve

KT-12750

Fig. 10: Throttle valve

Index Explanation Index Explanation

1 Exhaust gas recirculation, EGR valve 4 Intake air to engine

2 Vacuum unit 5 Throttle valve housing

3 Electric motor throttle valve actuator 6 Exhaust gas to EGR valve

The intake air is throttled by the electrically operated throttle valve for
regeneration of the diesel particle filter (DPF). Throttling the intake air in
combination with one or two subsequent injection cycles increases the
exhaust temperature for regeneration of the DPF.

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 M57TU-Engine

The throttle valve is located in the intake air line between the intercooler
and the intake manifold. The throttle housing is firmly screwed to the
vacuum-operated EGR valve. The throttle valve is further used to
reduce the shut-down judder. Initially, the throttle valve is completely
closed when the engine is turned off. The injection volume is reduced
with a time delay. The shut-down judder is substantially reduced by the
vacuum that occurs in the intake tract.

The DDE uses a PWM signal to control the electric throttle actuator
motor. The voltage is supplied via terminal 87 and a ground connection
in the engine wiring harness.

The electric throttle actuator motor consists of an electric motor and

electronic circuitry with a Hall sensor. The electronic circuitry is respon-
sible for the internal position control of the throttle valve. In this way, the
throttle valve is set corresponding to the PWM signal. Position
feedback to the DDE is not necessary thanks to the internal position
control.

In the event of the throttle valve malfunctioning, the internal position

control of the throttle valve connects the PWM signal to ground for 0.5
to 2 seconds (depending on the error message) and the DDE recog-
nises a throttle valve fault. A total of four error messages are possible.

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Exhaust turbocharger

As already known from the M67, the M57TU now also features an
exhaust turbocharger with electrical adjustment of the guide vanes
(blades). Compared to pneumatic adjustment, electrical adjustment of
the guide vanes facilitates more exact control of the boost pressure.

Exact boost pressure control is necessary for complying with the

exhaust emission standard EURO 4. The DDE uses a PWM signal to
control the actuator motor. The position regulator and the diagnosis
functions are integrated in the actuator motor (same as M67).

KT-12751
Fig. 11: Exhaust turbocharger with actuator (1)

In the event of a malfunction, the internal position control of the

actuator motor connects the PWM signal to ground for 0.5 to 2 seconds
(depending on the error message) and and the DDE recognises a fault
in the electric guide vane adjustment system.

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 M57TU-Engine

- Diagnosis information
The soot particles, consisting of carbon (C), are burnt at a rate of 100%
to produce CO2 and CO. Nevertheless, approx. 0.6 g of ash remain in
the DPF over every 1000 km. The ash collects in powder form in the
rear third of the diesel particle filter. Consequently, after covering a
distance of approx. 200,000 km, the backpressure slowly increases in
the DPF and, as a result, the regeneration intervals become more and
more frequent.

The remaining runtime of the DPF is calculated as part of condition-

based services (CBS). The remaining time is calculated from the deter-
mined fuel consumption and the measured exhaust backpressure. The
exact indication strategy has currently not yet been defined.

A corresponding entry is made in the fault code memory of the DDE as

the filter generation frequency increases. Failure of signals from the
exhaust gas temperature sensor and exhaust gas pressure sensor are
also stored as fault codes in the DDE fault code memory.

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