Technical Training Product Information.

Advanced Diesel with

BluePerformance.

BMW Service

The information contained in the Product Information and the Workbook form an integral part of
the training literature of BMW Technical Training.
Refer to the latest relevant BMW Service information for any changes/supplements to the
Technical Data.
Information status: June 2008

Contact: [email protected]
2008 BMW AG
Mnchen, Germany
Reprints of this publication or its parts require the written approval of
BMW AG, Mnchen
VH-23, International Technical Training

Product Information.
Advanced Diesel.
Diesel engine for North America
Selective Catalytic Reduction (SCR)
Low pressure exhaust gas recirculation
(LP EGR)

Notes on this Product Information

Symbols used
The following symbols are used in this Product Information to improve
understanding and to highlight important information:

3 contains important safety information as well as information that is

necessary to ensure smooth system operation and must be adhered to.
1 identifies the end of a note.
Information status and national variants
BMW vehicles conform to the highest safety and quality standards.
Changes in terms of environmental protection, customer benefits and
design render necessary continuous development of systems and
components. Consequently, there may be discrepancies between this
Product Information and the vehicles available in the training course.
This documentation describes left-hand drive vehicles.
In right-hand drive vehicles, the arrangement of some controls or
components may differ from the illustrations in this Product Information.
Further differences may arise as the result of the equipment variants used
in specific markets or countries.
Additional sources of information
Further information on the individual topics can be found in the following:
- Owner's Handbook
- Integrated Service Technical Application.

Contents.
Advanced Diesel.
Objectives

Product information and working reference for

practical applications.

Models

Engine variants

Introduction

System components
Engine mechanical system
Air intake and exhaust system
Cooling system
Fuel preparation system
Overview of fuel supply system
Functions of the fuel supply system
Components of the fuel supply system
Overview of selective catalytic reduction
Functions of selective catalytic reduction
system
Components of the selective catalytic
reduction system
Engine electrical system
Automatic transmission

23
23
25
38
41
43
47
51
60
72
95
110
119

6
Objectives.
Advanced Diesel.

Product information and working reference for practical

applications.
This Product Information provides information
on the design and function of the M57D30T2
US engine.
This Product Information is structured as a
working reference and complements the
subject material of the BMW Aftersales
Training seminar. The Product Information is
also suitable for self-study.
As a preparation for the technical training
program, this Product Information provides an

insight into the diesel engine for the US

market. In conjunction with practical exercises
carried out in the training course, its aim is to
enable course participants to carry out
servicing work on the M57D30T2 US engine.
Technical and practical background
knowledge of the current BMW diesel engines
will simplify your understanding of the systems
described here and their functions.

7
Models.
Advanced Diesel.

Engine variants
Models with the M57D30T2 US engine at the
time of market launch in Autumn 2008.

2993

90/84

X5 xDrive35d

E70

M57D30T2

2993

90/84

200/265
4200
200/265
4200

580
1750
580
1750

Market launch

M57D30T2

Torque in
Nm at rpm

Bore/stroke
in mm

E90

Power in
kW/bhp at rpm

Cylinder capacity in cm3

335d

Model

Engine

2 - BMW X5 xDrive35d

Model series

1 - BMW 335d

11/08
11/08

History of the M57 engine

10 years have already passed since its

introduction and many improvements have
been made during this period. In particular the
re-engineering that took place in 2002 and
again in 2005 ensure that the M57 engine is
still state-of-the-art.

Model

Model series

Cylinder capacity
in cm3

Power output
in (kW/bhp)

Torque
in Nm

Engine
management

First used

Last used

The following table shows an overview of the

individual models equipped with the M57
engine.

Engine

The M57 engine is by far one of the most

successful engines at BMW. It is fitted in
numerous models right across the vehicle
range. It plays the part of the extremely
powerful top-of-the-range engine, for example
in the 3 Series just as effectively as the wellbalanced entry class engine in the 7 Series.

M57D30O0
M57D30O0
M57D30O0
M57D25O0
M57D30O0
M57D30O0
M57D30O0
M57D30O1
M57D30O1
M57D30O1
M57D30O1
M57D30O1
M57D25O1
M57D25O1
M57D30O1
M57D30O1
M57D30T1
M57D30T1

530d
730d
330d
525d
530d
730d
X5 3.0d
730d
330d
530d
X3 3.0d
X5 3.0d
525d
525d
530d
530d
535d
535d

E39
E38
E46
E39
E39
E38
E53
E65
E46
E60
E83
E53
E60
E61
E60
E61
E90
E61

2926
2926
2926
2497
2926
2926
2926
2993
2993
2993
2993
2993
2497
2497
2993
2993
2993
2993

135/184
135/184
135/184
120/163
142/193
142/193
135/184
160/218
150/204
160/218
150/204
160/218
130/177
130/177
160/218
160/218
200/272
200/272

390
410
390
350
390
430
410
500
410
500
410
500
400
400
500
500
560
560

DDE4.0
DDE4.1
DDE4.0
DDE4.0
DDE4.0
DDE4.1
DDE4.0
DDE506
DDE506
DDE508
DDE506
DDE506
DDE509
DDE509
DDE509
DDE509
DDE606
DDE606

9/98
9/98
9/99
3/00
3/00
3/00
4/01
9/02
3/03
3/03
9/03
9/03
4/04
4/04
4/04
4/04
9/04
9/04

3/00
3/00
3/03
2/04
5/04
7/01
9/03
3/05
9/06
4/04
9/05
9/06
3/07
3/07
9/05
9/05
3/07
3/07

Torque
in Nm

Engine
management

First used

Last used

M57D30T2

Power output
in (kW/bhp)

730d
330d
330d
530d
530d
730Ld
X3 3.0d
325d
325d
330d
335d
335d
335d
X3 3.0sd
325d
525d
525d
330d
X5 3.0d
535d
535d
325d
635d
635d
X5 3.0sd
X6
xDrive30d
X6
xDrive35d

Cylinder capacity
in cm3

Model

M57D30O2
M57D30O2
M57D30O2
M57D30O2
M57D30O2
M57D30O2
M57D30O2
M57D30U2
M57D30U2
M57D30O2
M57D30T2
M57D30T2
M57D30T2
M57D30T2
M57D30U2
M57D30U2
M57D30U2
M57D30O2
M57D30O2
M57D30T2
M57D30T2
M57D30U2
M57D30T2
M57D30T2
M57D30T2
M57D30O2

Model series

Engine

E65
E90
E91
E61
E61
E66
E53
E90
E91
E92
E90
E91
E92
E83
E92
E60
E61
E93
E70
E60
E61
E93
E63
E64
E70
E71

2993
2993
2993
2993
2993
2993
2993
2497
2497
2993
2993
2993
2993
2993
2497
2497
2497
2993
2993
2993
2993
2497
2993
2993
2993
2993

170/231
170/231
170/231
170/231
170/231
170/231
160/218
145/197
145/197
170/231
210/286
210/286
210/286
210/286
145/197
145/197
145/197
170/231
173/235
210/286
210/286
145/197
210/286
210/286
210/286
173/235

520
500
500
500
500
520
500
400
400
500
580
580
580
580
400
400
400
500
520
580
580
400
580
580
580
520

DDE626
DDE626
DDE626
DDE626
DDE626
DDE626
DDE626
DDE606
DDE606
DDE626
DDE626
DDE626
DDE626
DDE626
DDE606
DDE606
DDE606
DDE626
DDE626
DDE626
DDE626
DDE606
DDE626
DDE626
DDE626
DDE626

3/05
9/05
9/05
9/05
9/05
9/05
9/05
9/06
9/06
9/06
9/06
9/06
9/06
9/06
3/07
3/07
3/07
3/07
3/07
3/07
3/07
9/07
9/07
9/07
9/07
5/08

9/08
9/08
9/08
in production
in production
9/08
in production
in production
in production
in production
in production
in production
in production
in production
in production
in production
in production
in production
in production
in production
in production
in production
in production
in production
in production
in production

E71

2993

210/286

580

DDE626

5/08

in production

8
Introduction.
Advanced Diesel.

A diesel engine for North America

Impressive power and performance as well as
exemplary efficiency have contributed to
making BMW diesel engines an attractive as
well as future-oriented drive technology. This
technology is now being made available to
drivers in North America.
BMW is introducing this diesel technology to
the USA and Canada under the name "BMW
Advanced Diesel". The introduction is an
integral part of the EfficientDynamics

development strategy, which has become a

synonym for extremely low CO2 emissions not surprising when considering its extremely
low fuel consumption. EfficientDynamics is
not solely an instrument for reducing fuel
consumption but rather it is designed as an
intelligent entity with increased dynamics. Not
without good reason the M57D30T2 engine is
referred to as the world's most agile diesel
engine.

History
In 1892, Rudolf Diesel applied for a patent for
his first self-igniting combustion engine.
Initially, this large, slow-running engine was
intended for stationary operation only. The
intricate engine structure and complicated
injection system meant production costs were
high. The first simple diesel engines were not
particularly comfortable and powerful-revving
machines. It was not possible to mistake the
distinctive sound of the harsh combustion
process in the diesel engine when cold (diesel
knock). Compared to the spark ignition engine,
it offered a poorer power/weight ratio,
acceleration characteristics and lower specific
output.
"Miniaturization" could be realized only by
improving materials and the manufacturing
process during the course of commercial
vehicle production. Although the first diesel
vehicle was presented as early as 1936, it was
not before the 1970s that the diesel engine
became accepted as a viable drive source.
The breakthrough came in the 1980s when
the diesel engine was finally refined enough to
be a real alternative to the spark ignition
engine. At this time, in view of the improved
dynamics and acoustics the decision was

made to introduce the diesel engine in series

production vehicles at BMW.

1 - Rudolf Diesel and his engine

1983
The M21D24 engine introduced for the first
time in the E28 as the 524td featured an
exhaust turbocharger and had a displacement
of 2.4 litres. It was derived from the M20 6cylinder petrol engine and developed 85 kW/
115 bhp. Both engines could therefore be
built on the same production facilities.

At that time, the performance with a top speed

of 180 km/h and acceleration from 0 to 100
km/h in 13.5 seconds set new standards in the
dynamics of diesel motor vehicles. The 524td
was therefore given the nickname "Sport
diesel".
This was the first diesel engine at BMW and, at
the same time, the last for a long time in the
US market.

2 - BMW 524td with M21 engine

1985

1987

The M21 was also built as a naturallyaspirated diesel engine as from September
1985, making it possible to offer a costeffective "entry-level engine". This engine
made a name for itself in the 324d (E30) as the
smoothest running auto-ignition engine on the
market.

As the world's first carmaker to do so, BMW

introduced the electronic engine
management system, the so-called Digital
Diesel Electronics (DDE). Faster and more
exact than a mechanical control system, the
electronics effectively controls:
Exhaust emission characteristics
Fuel consumption characteristics
Noise emission
Engine running refinement.

1991
1991 saw the debut of the newly developed
M51D25 engine which, with intercooling and
an output of 105 kW/143 bhp was the most
powerful diesel engine in its class throughout
the world. It replaced the M21 engine and was

fitted with a crankcase based on a completely

new design.
The engine was offered in the output variants
115 bhp and 143 bhp. Exhaust emission and
full load smoke were reduced by a V-shaped
main combustion chamber in the piston.

3 - BMW 525tds with M51 engine

1994
The M41 engine was the first 4-cylinder diesel
engine to be used at BMW. It was derived from
the M51D25 engine and shared 56 % of its
components. New features included the

hollow-cast camshaft mounted in 5 bearings

as well as a cylinder head cover the isolated
structure-borne noise.
This engine was fitted in various models of the
E36 series.

1998
In 1998 BMW built the most powerful 4cylinder diesel engine - the M47 with direct
fuel injection.

With 100 kW developed from 2 litre

displacement, a performance level was
achieved which up until then was the reserve
only of petrol engines. This corresponds to a
specific output of 50 kW or 68 bhp.

4 - BMW 320d with M47 engine

Motor sport provided the best proof of the

efficiency and reliability of the new diesel
technology. BMW celebrated a historic
success on the Nrburg Ring.

5 - BMW 320d touring car with M47 engine

10

With the 320d, a diesel engine won a 24 hour

race for the first time in motor sports history in
1998. This victory came not only due to the
fact that it needed fewer pit stops for refuelling
but also because the BMW drove the fastest
lap times.

1999
The first V8 diesel engine, the M67D40
engine, with 4 litre displacement was
presented in the E38 which developed an
output of 175 kW. BMW proved its technical
authority with the, at that time, world's most
powerful passenger vehicle diesel engine with

common rail fuel injection and 2 exhaust

turbochargers.
The engine is fitted with a crankcase made
from high-strength cast iron with vermicular
graphite (GGV), an aluminium cylinder head
and a two-piece oil sump.

6 - BMW 740d with M67 engine

2001
The M47TU with the second generation
common rail injection system and DDE5
boosted the power output to 110 kW/150 bhp.
The M57D30 engine is a further development
of the M51D25 engine. It has a cast iron
casing fitted with a light alloy cylinder head
with 4-valve technology. The M57 engine is
the world's first 6-cylinder in-line diesel engine
in a passenger vehicle that is equipped with

future-oriented common rail injection

technology.
This new, highly complex electronically
controlled fuel injection system perfectly
satisfies the demands for high and constant
injection pressure over the entire injection
period. The engine offers substantially lower
fuel consumption compared to swirl-chamber
engines, superior performance and smooth
engine operation under extreme conditions.

11

7 - BMW 530d with M57 engine

2004
The M57TU TOP engine with 2-stage
turbocharging is introduced as the most
powerful diesel engine (E60 and E61). One
small and one large turbocharger is used in the
2-stage turbocharging system. The diesel
engine in the 535d develops 40 kW/54 bhp
more than at the same displacement (3.0
litres) in the 530d.

8 - BMW X5 3.0d with M57TU TOP engine

12

The power output is 200 kW/272 bhp. The

maximum torque of 560 Nm is reached at
2000 rpm. With this extraordinary engine, Luc
Alphand won not only the diesel classification
of the Paris-Dakar Rally, but also came fourth
in the overall rankings.

2005
The M57TU2 engine is fitted in the E65. In
addition to the increase in output and torque,
it boasts the following technical features:

Compliance with the exhaust emission

regulation EURO 4 and diesel particulate
filter as standard

Reduced weight through aluminium

crankcase

Optimized electric boost pressure actuator

for the turbocharger with variable turbine
geometry.

3rd generation common rail system with

piezo-injector and a fuel rail pressure of
1600 bar

9 - BMW 730d with M57TU2 engine

2005
The M67 engine in the E65 was
comprehensively reengineered in the same
year. The aim was to achieve a distinct boost
in dynamics by increasing power output and
reducing weight. In the case of the M67
specifically this aim is reflected in an increase

in power output of 16 % while simultaneously

reducing the engine weight by 14 % - and
achieved without increasing fuel consumption.
This was mainly achieved through a new,
lightweight aluminium crankcase and by
increasing the displacement to 4.4 litres.

13

10 - BMW 745d with M67TU engine

2006
In 2006, the M57TU TOP engine was reengineered and equipped with the same
technical details as the M57TU2, such as an
aluminium crankcase and piezo-fuel injectors.
This engine was given the designation
M57D30T2. It was introduced simultaneously
into the 3 Series as the 335d and in the X3 as

11 - X3 3.0sd with M57TU2 TOP engine

14

the 3.0sd. This re-engineering resulted in

further-improved power characteristics,
enhanced smooth operation and a significant
reduction in fuel consumption. This engine
forms the basis for re-introducing diesel
technology into the USA after more than 20
years.

Legislation
Since the first exhaust emission legislation for
petrol engines came into force in the mid1960s in California, the permissible limits for a
range of pollutants have been further and
further reduced. In the meantime, all industrial
nations have introduced exhaust emission
legislation that defines the emission limits for
petrol and diesel engines as well as the test
methods.

limitation of various components in the

exhaust gas. Essentially, the following exhaust
gas constituents are evaluated:

Essentially, the following exhaust emission

legislation applies:

It can generally be said that traditionally more

emphasis is placed on low nitrogen oxide
emissions in US legislation while in Europe the
focus tends to be more on carbon monoxide.

CARB legislation (California Air Resources

Board), California
EPA legislation (Environmental Protection
Agency), USA
EU legislation (European Union) and
corresponding ECE regulations (UN
Economic Commission for Europe), Europe
Japan legislation.
This legislation has lead to the development of
different requirements with regard to the

Carbon monoxide (CO)

Nitrogen oxides (NOx)
Hydrocarbons (HC)
Particulates (PM)

The following graphic compares the standard

applicable to BMW diesel vehicles with the
current standards in Europe. A direct
comparison, however, is not possible as
different measuring cycles are used and
different values are measured for
hydrocarbons.

15

12 - Comparison of exhaust
emission legislation

Standard

Valid from

CO
NOx
HC + NOx* NMHC**
PM
[mg/km]
[mg/km]
[mg/km]
[mg/km]
[mg/km]
EURO 4
01.01.2005
500
250
300
25
EURO 5
01.09.2009
500
180
230
5
EURO 6
01.09.2014
500
80
170
5
LEV II
MY 2005
2110
31
47
6
* In Europe, the sum of nitrogen oxide and hydrocarbons is evaluated, i.e. the higher the HC
emissions, the lower the NOx must be and vice versa.
** In the USA, only the methane-free hydrocarbons are evaluated, i.e. all hydrocarbons with
no methane
Although the European and US standards
cannot be compared 1:1 it is clear that
requirements relating to nitrogen oxide
emissions are considerably more demanding.
Diesel engines generally have higher nitrogen
oxide emission levels than petrol engines as

16

diesel engines are normally operated with an

air surplus.
For this reason, the challenge of achieving
approval in all 50 states of the USA had to be
met with a series of new technological
developments.

Overview of innovations, modifications and special features

The following table provides an overview of
the special features of the M57D30T2 US
engine. They are divided into various
categories.

M57D30T2 US engine but does not

represent a technical innovation.

New development signifies a technology

that has not previously been used on BMW
engines.

Air intake and exhaust

system

Adopted

Modification

Component
Engine mechanical system

New development

Modification signifies a component that was

specifically designed for the

Adopted describes a component that has

already been used in other BMW engines.
This Product Information describes only the
main modifications to the M57D30T2 engine
compared to the Europe version as well as
fundamental vehicle systems specific to diesel
engines.

Remarks
Very few modifications have been made to
the basic engine. The modifications that
have been made focus mainly on ensuring
smooth engine operation.
A significant feature, however, is the OBD
monitoring of the crankcase breather.
The most extensive changes were made to
the air intake and exhaust system. For
instance, low pressure exhaust gas
recirculation (low pressure EGR) is used for
the first time at BMW on the E70.

Cooling system

Fuel preparation system

In addition to other minor adaptations, there

are substantial differences in the sensor and
actuator systems.
In principle, the cooling system corresponds
to that of the Europe versions, however, it
has been adapted to hot climate
requirements.
The functional principle of the fuel
preparation system does not differ from that
of the Europe version, however, individual
components have been adapted to the
different fuel specification.

17

SCR system
(Selective Catalytic
Reduction)

Engine electrical system

Automatic transmission

18

Adopted

Modification

Component
Fuel supply system

New development

Remarks
The fuel supply system is vehicle-specific
and corresponds to the Europe version.
There are, however, significant differences to
petrol engine vehicles.
The SCR system is used for the first time at
BMW. Nitrogen oxide emissions are
drastically reduced by the use of a reducing
agent that is injected into the exhaust system
upstream of a special SCR catalytic
converter. Since the reducing agent is
carried in the vehicle, a supply facility, made
up of two reservoirs, is part of this system.
The engine is equipped with the new DDE7
(digital diesel electronics) control unit that will
be used in the next generation diesel engines
(N47, N57).
The preheater system also corresponds to
the N47/N57 engines.
The automatic transmission corresponds to
that in the ECE variant of the X5 xDrive35d.
The gearbox itself has already been used in
the US version of the X5 4.8i, however, a
different torque converter is used for the
diesel model.

Technical data
The following table compares the M57D30T2
US engine with petrol engines that are offered
for the same models.
Designation
N52B30O1 N54B30O0
N62B48O1
M57D30T2
Type
Straight 6
Straight 6
V8
Straight 6
Displacement
[cm3]
2996
2979
4799
2993
Firing order
1-5-3-6-2-4 1-5-3-6-2-4 1-5-4-8-6-3-7-2 1-5-3-6-2-4
Stroke/bore
[mm]
88.0/85
88.9/84
88.3/93
90.0/84
Output
[kW/hp*]
193/260
225/300
261/350
200/265
at engine speed
[rpm]
6600
5800
6250
4200
Torque
[Nm/lbft]
305/225
407/300
475/350
580/428
at engine speed
[rpm]
2500
1400
3500
1750
Governed engine
[rpm]
7000
7000
6500
4800
speed limit
Power output per
[hp/l]
86.7
100
72.9
89.3
litre
Compression ratio

10.7
10.2
10.5
16.5
Cylinder spacing
[mm]
91
91
98
91
Valves/cylinder
4
4
4
4
Intake valve
[mm]
34.2
31.4
35.0
27.4
Exhaust valve
[mm]
29.0
28.0
29.0
25.9
Main bearing
journal on
[mm]
56
56
70
60
crankshaft
Big-end bearing
journal on
[mm]
50
50
54
45
crankshaft
Fuel specification
[RON]
98
98
98
Fuel
[RON]
91-98
91-98
91-98
Diesel
Engine
MSV80
MSD80
ME9.2.3
DDE7.3
management
Exhaust emission
ULEVII
ULEVII
ULEVII
LEVII
standard US
* SAE-hp

19

Full load diagrams

To get an idea of the performance of the
M57D30T2 US engine, it is compared to

various petrol engines in the following full load

diagrams.

13 - M57D30T2 US engine
compared to
N52B30O1 engine

By comparing these two 3 litre engines it can

be clearly seen that, despite virtually identical

20

power output, the maximum torque of the

diesel is almost double as high.

14 - M57D30T2 US engine
compared to
N54B30O0 engine

This enormous difference in maximum torque

is also apparent when comparing the

turbocharged 3 litre petrol engine that has a

considerably higher nominal power output.

21

15 - M57D30T2 US engine
compared to
N62B48O1 engine

Even the 4.8 litre V8 engine cannot achieve

the maximum torque of the 3 litre diesel
engine.
However, the decisive factor is the low engine
speeds at which the diesel engine develops

22

this high torque. This means that more power

is available in this range. In terms of power
output, the diesel engine is superior to any of
these petrol engines up to an engine speed of
4000 rpm.

9
System components.
Advanced Diesel.

Engine mechanical system

Only slight modifications have been made to
the engine mechanical system compared to
the Europe version.

The modifications include:

Crankcase
Crankshaft and big-end bearings
Pistons
Crankcase breather.

Crankshaft and big-end bearings

Only lead-free crankcase and big-end
bearings are used in the M57D30T2 US
engine. This conforms to requirements

relating to environmental protection and the

disposal of end-of-life vehicles.

Crankcase
In contrast to the Europe version, the
M57D30T2 US engine has a larger
reinforcement panel on the underside of the
crankcase.

In principle, the reinforcement panel serves to

enhance the stability of the crankcase.
However, the enlargement was realized solely
for acoustic reasons.

The reinforcement panel now covers four of

the main bearing blocks for the crankshaft.

3 Never drive the vehicle without the

reinforcement panel. 1

Pistons
The piston pin has a greater offset than in the
Europe version. The offset of the piston pin
means that the piston pin is slightly off centre.
This provides acoustic advantages during

changes in piston contact. The acoustic

advantages of increasing the offset are further
developed particularly at idle speed.

23

Crankcase breather
The crankcase breather in the US version is
generally heated. In addition, operation of the
crankcase breather is OBD monitored (On
Board Diagnosis). This is because a leaking
system would produce emissions.

The only probable reason for a leak in the

system would be that the blow-by pipe is not
connected to the cylinder head cover. To
facilitate protection of this situation by the
OBD, the heating line is routed via a connector
to the cylinder head cover (2). Essentially, this
connector serves only as a bridge so that
actuation of the heating system is looped
through. The plug connection is designed in
such a way that correct contact is made only
when the blow-by pipe has been connected
correctly to the cylinder head cover, i.e. the
contact for the heating system is not closed if
the blow-by pipe is not connected to the
cylinder head cover. OBD recognizes this
situation as a fault.
Index
1
2
3
4
5
6

1 - Blow-by pipe

7
8

Explanation
Cylinder head cover
Blow-by heater connector for OBD
monitoring
Blow-by heater connector at wiring
harness
Filtered air pipe
Intake air from intake silencer
Blow-by heater connector at blowby pipe
Intake air to exhaust turbocharger
Blow-by pipe

If the blow-by pipe is not connected to the

cylinder head correctly, the OBD will activate
the MIL (Malfunction Indicator Lamp). 1

24

Air intake and exhaust system

The M57D30T2 US engine exhibits the
following special features in the air intake and
exhaust system:

Electric swirl flaps

Electric exhaust gas recirculation valve
(EGR valve)
Low pressure EGR
Turbo assembly adapted for low pressure
EGR.

2 - Air intake and exhaust system - M57D30T2 US engine

25

Index
1

Explanation
M57D30T2 US engine

Index
18

Intake silencer

19

3
4
5

20
21
22

10

Hot-film air mass meter (HFM)

Compressor bypass valve
Exhaust turbocharger, low pressure
stage
Exhaust turbocharger, high pressure
stage
Bypass valve for high pressure EGR
cooler
High pressure EGR cooler
Temperature sensor, high pressure
EGR
High pressure EGR valve

11

Throttle valve

28

12
13
14

Charge air temperature sensor

Intercooler
Low pressure EGR valve with
positional feedback
Temperature sensor,
low pressure EGR
Low pressure EGR cooler
Exhaust gas temperature sensor
after oxidation catalytic converter

29
30
31

6
7
8
9

15
16
17

26

23

Explanation
Oxidation catalytic converter and
diesel particulate filter
Exhaust gas temperature sensor
before oxidation catalytic converter
Oxygen sensor
Wastegate
Turbine control valve

24

Exhaust pressure sensor after

exhaust manifold
Swirl flap regulator

25
26

Boost pressure sensor

Exhaust differential pressure sensor

27

NOx sensor before SCR catalytic

converter
Temperature sensor after diesel
particulate filter
Metering module (for SCR)
Mixer (for SCR)
SCR catalytic converter

32
33
34

NOx sensor after SCR catalytic

converter
Digital Diesel Electronics (DDE)
Rear silencer

Air intake system

Intake air system
The intake air system differs on the E70 and
E90. Both vehicles draw in unfiltered air
behind the BMW kidney grille.

3 - Air intake system E70 and E90

Index
A
B
1
2

Explanation
Air intake system E70
Air intake system E90
Intake
Unfiltered air pipe

On the E90, the intake silencer is located at

the front right of the engine compartment fixed

Index
3
4
5
6

Explanation
Intake silencer (air cleaner housing)
Hot-film air mass meter (HFM)
Filtered air pipe
Blow-by pipe

to the vehicle. On the E70, the intake silencer

is fixed over the engine.

27

Swirl flaps
The engine is equipped with the familiar swirl
flaps in the tangential port. A special feature on

the US engine is the electric actuating system

with positional feedback.

4 - Intake manifold with electric swirl flaps

Index
1
2
3
4

Explanation
Linkage for operating the swirl flaps
Connection to throttle valve
Intake manifold
Electric motor

This system provides advantages in terms of

control, however, it is also a prerequisite for
meeting OBD requirements.

28

Index
5
6
7

Explanation
Swirl port
Tangential port
Swirl flaps

Exhaust system

5 - E70 and E90 exhaust systems

29

Index
A
B

Explanation
Exhaust system E70
Exhaust system E90

Index
6
7

Oxygen sensor and concealed

exhaust temperature sensor before
oxidation catalytic converter
Exhaust gas temperature sensor
after oxidation catalytic converter
Differential pressure sensor
NOx sensor before SCR catalytic
converter
Mixer

2
3
4
5

30

9
10
11

Explanation
SCR catalytic converter
NOx sensor after SCR catalytic
converter
Rear silencer
Exhaust gas temperature sensor
after diesel particulate filter
Metering module
Diesel particulate filter

Exhaust gas recirculation (EGR)

Exhaust gas recirculation is one of the
available options for reducing NOx emissions.
Adding exhaust gas to the intake air reduces
the oxygen in the combustion chamber, thus
resulting in a lower combustion temperature.
The EGR systems in the E70 and E90 differ.
Both vehicles are equipped with the familiar
EGR system. Due to its higher weight, the E70
additionally features low pressure EGR, used
for the first time at BMW.
Low pressure EGR

in the heavier E70 as it is often driven in the

higher load ranges.
The advantage is based on the fact that a
higher total mass of exhaust gas can be
recirculated. This is made possible for two
reasons:
Lower exhaust gas temperature
The exhaust gas for the low pressure EGR
is tapped off at a point where a lower
temperature prevails than in the high
pressure EGR. Consequently, the exhaust
gas has a higher density thus enabling a
higher mass.
In addition, the exhaust gas is added to the
fresh intake air before the exhaust
turbocharger, i.e. before the intercooler,
where it is further cooled. The lower
temperature of the total gas enables a
higher EGR rate without raising the
temperature in the combustion chamber.
Recirculation before the exhaust
turbocharger

6 - Low pressure EGR

The known EGR system has been expanded

by the low pressure EGR on the E70. This
system offers advantages particularly at high
loads and engine speeds. This is why it is used

Unlike in the high pressure EGR where the

exhaust gas is fed to the charge air already
compressed, in this system the exhaust gas
is added to the intake air before the exhaust
turbocharger. A lower pressure prevails in
this area under all operating conditions.
This makes it possible to recirculate a large
volume of exhaust gas even at higher
engine speed and load whereas this is
limited by the boost pressure in the high
pressure EGR.

31

The following graphic shows the control of the

EGR system with low pressure EGR:

7 - Control of EGR system

Index
1

Explanation
No exhaust gas recirculation

Only high pressure EGR is active

As already mentioned, the low pressure EGR

has the greatest advantage at higher loads and
is therefore activated, as a function of the
characteristic map, only in this operating
mode. The low pressure EGR, however, is
never active on its own but rather always
operates together with the high pressure EGR.

32

Index
3

Explanation
High and low pressure EGR are
active

Added to this, it is only activated at a coolant

temperature of more than 55 C. The low
pressure EGR valve is closed as from a certain
load level so that only the high pressure EGR
valve is active again. This means the EGR rate
is continuously reduced.

8 - Installation position LP EGR

Index
1
2
3

Explanation
Diesel particulate filter
Turbo assembly
Exhaust turbocharger, low pressure
stage

The low pressure EGR system is located on

the right-hand side on the engine directly next
to the diesel particulate filter and the low
pressure stage of the turbo assembly. The

Index
4
5

Explanation
Low pressure EGR
Exhaust system

exhaust gas is branched off directly after the

diesel particulate filter and fed to the intake air
before the compressor for the low pressure
stage.

33

9 - Low pressure EGR intake

Index
1
2

34

Explanation
Low pressure EGR valve
Compressor, low pressure stage

Index
3
4

Explanation
Low pressure EGR port
Unfiltered air intake

The following graphic shows the components

of the low pressure EGR:

10 - LP EGR components

Index
1
2
3
4

Explanation
Temperature sensor,
low pressure EGR
Low pressure EGR valve
Connection for positional feedback
Vacuum unit for
low pressure EGR valve

There is a fine meshed metal screen filter

located at the exhaust gas inlet from the diesel
particulate filter to the low pressure EGR
system. The purpose of this filter is to ensure
that no particles of the coating particularly in a
new diesel particulate filter can enter the low
pressure EGR system. Such particles would

Index
5

Explanation
Coolant infeed

6
7
8

Coolant return
Low pressure EGR cooler
Sheet metal gasket with filter

adversely affect the compressor blades of the

exhaust turbocharger.

3 The metal screen filter must be installed

when fitting the low pressure EGR cooler to
the diesel particulate filter otherwise there is a
risk of the turbocharger being damaged. 1

35

High pressure EGR

The exhaust gas recirculation known to date is

referred to here as the high pressure EGR in
order to differentiate it from the low pressure
EGR.
Compared to the Europe version, the high
pressure EGR is equipped with the following
special features:
Electric EGR valve with positional feedback
Temperature sensor before high pressure
EGR valve

11 - High pressure EGR

EGR cooler with bypass.

12 - High pressure EGR system

36

Index
1
2

Explanation
Coolant infeed
High pressure EGR valve

Index
5
6

3
4

Throttle valve
Temperature sensor, high pressure
EGR

Explanation
High pressure EGR cooler
Vacuum unit of bypass valve for high
pressure EGR cooler
Coolant return

The electric actuating system of the EGR

valve enables exact metering of the
recirculated exhaust gas quantity. In addition,
this quantity is no longer calculated based
solely on the signals from the hot-film air mass
meter and oxygen sensor but the following
signals are also used:
Travel of high pressure EGR valve
Temperature before high pressure EGR
valve
Pressure difference between exhaust gas
pressure in the exhaust manifold and boost
pressure in the intake manifold.

This enables even more exact control of the

EGR rate.
The EGR cooler serves the purpose of
increasing the efficiency of the EGR system.
However, reaching the operating temperature
as fast as possible has priority at low engine
temperatures. In this case, the EGR cooler can
be bypassed in order to heat up the
combustion chamber faster. For this purpose,
a bypass that diverts the coolant is integrated
in the EGR cooler. This bypass is actuated by
a flap which, in turn, is operated by a vacuum
unit. The bypass is either only in the "Open" or
"Closed" position.

Exhaust turbocharger
The US engine is equipped with the same
variable twin turbo as the Europe version,
however, the turbo assembly is modified due
to the low pressure EGR.

On the one hand, the inlet for the low pressure

EGR is located on the compressor housing for
the low pressure stage. On the other hand, the
compressor wheels are nickel-coated to
protect them from the exhaust gas.

37

Cooling system
The cooling system, is in part, vehicle-specific.
In principle, there are scarcely any differences
between the cooling systems on petrol and
diesel engines.
The two basic differences compared to petrol
engines are:
No characteristic map thermostat
EGR cooler.

38

The E70 and E90 differ with regard to the EGR

cooler. Since the E70 is equipped with a low
pressure EGR system, it has a second EGR
cooler, the low pressure EGR cooler.

13 - X5 xDrive35d cooling system

Index
1

Index
10

Explanation
Heating heat exchanger

11

Duo-valve

3
4

Explanation
Radiator
Coolant-to-air heat exchanger
Gearbox cooler
Coolant-to-air heat exchanger
Electric fan
Thermostat, gearbox oil cooler

12
13

5
6

High pressure EGR cooler

Thermostat

14
15

7
8

Coolant pump
Low pressure EGR cooler

16
17

Auxiliary coolant pump

Engine oil cooler
Engine oil-to-coolant heat exchanger
Expansion tank
Gearbox oil cooler
Gearbox oil-to-coolant heat
exchanger
Ventilation line
Additional radiator
Coolant-to-air heat exchanger

Coolant temperature sensor

39

14 - 335d cooling system

Index
1

Index
9

Explanation
Heating heat exchanger

10

Duo-valve

11

Auxiliary coolant pump

Explanation
Gearbox cooler
Coolant-to-air heat exchanger
Radiator
Coolant-to-air heat exchanger
Additional radiator
Coolant-to-air heat exchanger
Thermostat, gearbox oil cooler

12

5
6

High pressure EGR cooler

Thermostat

13
14

7
8

Coolant pump
Coolant temperature sensor

15
16

Engine oil cooler

Engine oil-to-coolant heat exchanger
Expansion tank
Gearbox oil cooler
Gearbox oil-to-coolant heat
exchanger
Ventilation line
Electric fan

2
3

40

Fuel preparation system

15 - Fuel preparation system, M57D30T2 US engine

41

Index
A
B
C
1
2
3
4
5

Explanation
Fuel feed
Fuel return
Fuel high pressure
Fuel rail pressure sensor
High-pressure line
Leakage oil line
Piezo injector
Fuel rail pressure control valve

The fuel preparation system differs neither in

terms of design layout nor function from the
Europe version. However, some components
have been adapted to the different fuel
specification.

Index
6
7
8
9
10
11
12
13

Explanation
Return line
Feed line
Fuel temperature sensor
High-pressure line
Fuel rail
Restrictor
High-pressure pump
Volume control valve

These components are:

High-pressure pump
Fuel rail
Fuel injectors.
These adaptations are restricted to different
coatings and materials on the inside.

42

Overview of fuel supply system

16 - E90 Diesel fuel supply system

43

Index
1
2
3
4

Explanation
Fuel filler neck
Left-hand service opening
Fuel return line
Fuel filter with heating system

Index
5
6
7

Explanation
Right-hand service opening
Filler vent
Electric fuel pump controller

Design
As for petrol engines, the fuel system is
vehicle-specific. There are, however, several
general and significant differences compared
to petrol engine vehicles.

These are:
The system includes a fuel return line
The breather system is significantly simpler
There is no carbon canister (AKF) and no
fuel tank leakage diagnosis module (DMTL)
There is no pressure regulator
The fuel filter is not located in the fuel tank.
The design layout of the fuel supply systems
in the E70 and E90 are described in the
following.

44

E70 with diesel engine

17 - Fuel tank on E70 with diesel engine

Index
A
B
C
D
E
F
G
H
I
J
K
L

Explanation
Fuel filler cap
Pressure relief valve
Non-return valve
Surge chamber
Fuel tank
Service cap
Lever-type sensor
Filler vent valve
Connection
Maximum fill level
Non-return valve
Filter

In addition to delivering the fuel to the engine,

the fuel supply system also filters the fuel. The
fuel tank contains an additional venting
system.
The fuel tank is divided into two chambers
because of the space available in the vehicle.
The fuel supply system has two delivery units

Index
1
2
3
4
5
6
7
8
9
10
11

Explanation
Initial fill valve
Intake mesh filter
Fuel pump
Pressure relief valve
Feed line
Return line
Leak prevention valve
Suction jet pump
Air inlet valve
Suction jet pump
Pressure relief valve

that are accommodated in the right and left

fuel tank halves.
The fuel pump (3) with intake filter (2) is a part
of the right-hand delivery unit. The surge
chamber including a suction jet pump (10)
with pressure relief valve (11) and initial fill
valve (1) as well as a lever-type sensor (G)
complete this delivery unit.

45

The suction jet pump (8), lever-type sensor

(G), leak prevention valve (7) and air inlet valve
(9) belong to the left-hand delivery unit.

A line leads from the filler vent valve (H) to the

filter (L). The fuel filler pipe is connected to this
line via the non-return valve (K).

E90 with diesel engine

18 - Fuel tank on E90 with diesel engine

Index
A
B
C
D
E
F
G
H
I
J
L

46

Explanation
Fuel filler cap
Pressure relief valve
Non-return valve
Surge chamber
Fuel tank
Service cap
Lever-type sensor
Filler vent valve
Connection
Maximum fill level
Filter

Index
1
2
3
4
5
6
7
8
9
10
11

Explanation
Initial fill valve
Intake mesh filter
Fuel pump
Pressure relief valve
Feed line
Return line
Leak prevention valve
Suction jet pump
Non-return valve
Suction jet pump
Pressure relief valve

Functions of the fuel supply system

Fuel tank

19 - Fuel tank for E70 with diesel engine

Index
A
B
C
D

Explanation
Fuel filler cap
Pressure relief valve
Non-return valve
Surge chamber

A pressure relief valve (B) is integrated in the

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

Index
E
F
G

Explanation
Fuel tank
Service cap
Lever-type sensor

The fuel fill level can be determined via the two

lever-type sensors (G).
The surge chamber (D) ensures that the fuel
pump always has enough fuel available for
delivery.

The components in the fuel tank can be

reached via the two service caps (F).

47

Fuel supply system

20 - Fuel supply system for E70 with diesel engine

Index
1
2
3
4
5
6

48

Explanation
Initial fill valve
Intake mesh filter
Fuel pump
Pressure relief valve
Feed line
Return line

Index
7
8
9
10
11

Explanation
Leak prevention valve
Suction jet pump
Air inlet valve
Suction jet pump
Pressure relief valve

In the event of the surge chamber being

completely empty, the initial filling valve (1)
ensures that fuel enters the surge chamber
while refuelling.
The fuel reaches the fuel pump (3) via the
intake filter (2), then continues through the
delivery line (5) to the fuel filter. The fuel pump
is located in the surge chamber. A pressure
relief valve (4) is integrated in the fuel pump to
prevent pressure in the delivery line from rising
too high. As the engine switches off, the
delivery line is depressurized but cannot run
dry because, provided the system is not
leaking, no air is able to enter it. In addition,
after the fuel pump has switched off, the fuel
pressure/temperature sensor is checked for
plausibility.
Fuel that is required for lubrication and the
function of high pressure generation flows
back into the fuel tank via the return line (7).
The fuel coming from the return line is divided
into two lines downstream of the leak
prevention valve (7). The non-return valve
prevents the fuel tank from draining in the
event of damage to lines on the engine or

underbody. It also prevents the return line

from running dry while the engine is off.
One of the lines guides the fuel into the surge
chamber via a suction jet pump (10). The
suction jet pump transports the fuel from the
fuel tank into the surge chamber. If the fuel
delivery pressure in the return line increases
too much, the pressure relief valve (11) opens
and allows the fuel to flow directly into the
surge chamber.
An air inlet valve is used in the E70. The air
inlet valve (9) ensures that air can enter the line
when the engine is off, preventing fuel from
flowing back from the right-hand half of the
fuel tank to the left.
Instead of the air inlet valve (9) a non-return
valve is used on the E90. The non-return valve
ensures that, while the engine is off, fuel from
the right-hand half of the fuel tank cannot flow
back into the left-hand half. The return system
remains completely filled with fuel.
A further line branches off into the left-hand
half of the fuel tank after the non-return valve
(7) and transports the fuel into the surge
chamber via the suction jet pump (8).

49

Air supply and extraction

21 - Tank ventilation system for E70 with diesel engine

Index
H
I
J

Explanation
Filler vent valve
Connection
Maximum fill level

Fuel ventilation is ensured by means of the

filler vent valve (H).
The filler vent valve is located in the fuel tank
and uses the connection (I) to determine the
maximum fill level (J). The filler vent valve
contains a float that buoys upwards on the fuel
when the vehicle is refuelled and blocks the
filler ventilation. The fuel rises in the fuel filler
and the fuel nozzle switches off.
A roll-over valve is also integrated in the filler
vent valve to block the ventilation line when a
certain angle of incline is reached and
prevents fuel from draining out if the vehicle
were to roll over.

50

Index
K
L

Explanation
Non-return valve
Filter

The non-return valve (K) prevents fuel from

escaping via the ventilation when the vehicle is
refuelled. During operation, air can flow into
the fuel filler pipe and the fuel can flow from
the fuel filler pipe into the tank.
The filter (L) prevents dirt or insects from
entering the ventilation and blocking the line.

If the ventilation line does become

blocked, fuel consumption during operation
would cause negative pressure and the fuel
tank would be compressed and damaged. 1

Components of the fuel supply system

Pressure relief valve in fuel filler cap
Index
1
2
3
4
5
6

Explanation
Valve head
Excess pressure spring
Brace
Bottom section of housing
Pressure relief valve
Sealed housing

The pressure relief valve ensures that, if there

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

22 - Pressure relief valve

51

Protection against incorrect refuelling

23 - Protection against
incorrect refuelling

Index
1
2
3
4

Explanation
Housing
Locking lever
Tension spring
Flap

Index
5
6
7
8

Explanation
Torsion spring
Rivet
Hinged lever
Ground strap

24 - Protection against
incorrect refuelling

Index
Explanation
21 mm Petrol fuel nozzle

52

Index
Explanation
24 mm Diesel fuel nozzle

The protection against incorrect refuelling

feature ensures that the fuel tank cannot be
filled with gasoline. As the previous graphic
shows, only a fuel nozzle with a diameter of
approximately 24 mm can fit. If the diameter is
approximately 21 mm, the flap (4) does not
open as the hinged lever (7) and the locking
lever (2) cannot be pushed apart.
If a diesel fuel nozzle is inserted, this pushes
the locking lever (2) and the hinged lever (7) at

the same time. The hinged lever is pushed

outwards against the tension spring (3) and
releases the flap (4). This is only possible,
however, if the hinged lever cannot move
freely and is also locked in position by the fuel
nozzle.

3 To open the protection against incorrect

refuelling feature in the workshop, a special
tool is required. 1

53

Fuel pump
Today's diesel vehicles are fitted with electric
fuel pumps only. The electric fuel pump is
designed to deliver a sufficient amount of fuel
to lubricate and cool the injectors and the
high-pressure pump and to satisfy the
maximum fuel consumption of the engine. It
has to deliver the fuel at a defined pressure.
That means that when the engine is idling or
running at medium power, the fuel pump

delivers several times more than the amount

of fuel required. The fuel pump delivers
approximately three or four times the volume
of maximum possible fuel consumption.
The electric fuel pump is located in the fuel
tank. There it is well protected against
corrosion and the pump noise is adequately
soundproofed.

25 - Electric fuel pump

Index
1
2
3
4
5

54

Explanation
Impeller
Drive shaft
Electric motor
Pressure relief valve
Pressure connection

Index
6
7
8
9

Explanation
Electrical connection
Sliding contacts
Pressure chamber
Intake section

The fuel pump on BMW diesel engines may

either be a gear pump, a roller-cell pump or a
screw-spindle pump. The following fuel
pumps are used on USA vehicles:
Vehicle
E70
E90

Fuel pump
Screw-spindle pump
Gear pump

The operating principle of each of these types

of pump is described below. The pump itself is
driven by the drive shaft (2) of the electric
motor (3). The electric motor is controlled by
the electrical connection (6) and sliding
contacts (7).
Passing first through the intake filter and then
the remainder of the intake section (9), the fuel
enters the impeller (1). The fuel is pumped
through pressure chamber (8) on the electric
motor, past the pressure connection (5) and
onwards to the fuel filter and engine.
If the fuel delivery pressure increases to an
impermissible value, the pressure relief valve
(4) opens and allows the fuel to flow into the
surge chamber.
Control
In principle, there are three different types of
fuel pump control:
Unregulated:
The fuel pump operates with "ignition ON".
If the engine is not started, the fuel pump
switches off again after a defined period. If
the engine is running, the fuel pump

operates at maximum output and speed.

The fuel is switched off with "engine OFF".
Speed-regulated:
The fuel pump operates with "ignition ON".
If the engine is not started, the fuel pump
switches off again after a defined period.
The fuel pump is controlled by an
interposed control unit (fuel pump
controller) in response to a request signal
from the DDE. The fuel pump controller
monitors and regulates the pump speed. If
the engine is switched off, so too is the fuel
pump.
Pressure-regulated:
The fuel pump operates with "ignition ON".
If the engine is not started, the fuel is
switched off at a specific pressure. When
the engine is running, the fuel pump is
regulated on-demand by the interposed
fuel pump controller in response to a load
signal from the DDE in order to ensure a
uniform fuel pressure at the inlet to the
high-pressure pump.
Both speed regulation and pressure regulation
have improved fuel economy, although it has
been possible to improve fuel economy
further still with pressure regulation. Other
positive side effects include an increase in the
fuel pump's service life, an unloading of the
vehicle electrical system and a reduction in
fuel pump noise.
Vehicle
E70
E90

Control
Pressure control
Speed control

55

Gear pump
The type of gear pump used is a rotor pump.
The rotor pump comprises an outer rotor (1)
with teeth on the inside, and an inner rotor (4)
with teeth on the outside. The inner rotor is
driven by the drive shaft (5) of the electric
motor. The outer rotor is propelled by the
teeth of the inner rotor and thus turns inside
the pump housing.
The inner rotor has one tooth fewer than the
outer rotor, which means that, with each
revolution, fuel is carried into the next tooth
gap of the outer rotor.
During the rotary motion, the spaces on the
intake side enlarge, while those on the
pressure side become proportionately smaller.
The fuel is fed into the rotor pump through two
grooves in the housing, one on the intake side
and one on the pressure side. Together with
the tooth gaps, these grooves form the intake
section (6) and pressure section (3).

56

26 - Gear pump/rotor pump

Index
1
2
3
4
5
6
7

Explanation
Outer rotor
Fuel delivery to the engine
Pressure section
Inner rotor
Drive shaft
Intake section
Fuel from the fuel tank

Screw-spindle pump
With the screw-spindle pump, two screw
spindles intermesh in such a way that the
flanks form a seal with each other and the
housing. In the displacement chambers
between the housing and the spindles, the
fuel is pushed towards the pressure side with
practically no pulsation.
In this way, the screw spindles pump fuel away
from the fuel tank (5). The fuel is then fed to
the engine (3) through the pump housing and
the fuel delivery line.
27 - Screw-spindle pump

Index

Explanation

1
2
3
4
5

Drive shaft screw spindle

Gearwheel
Fuel delivery to the engine
Screw spindle
Fuel from the fuel tank

57

Fuel filter
The fuel filter with heater illustrated here was
used in vehicle models with diesel engine and
distributor injection pump. Later models with
diesel engine and common rail system are
equipped with the following fuel filters.

28 - Fuel filter with heater (later vehicle models)

Index
1
2
3
4
5

58

Explanation
Fuel filter heater connection
Inlet into the fuel filter heating
Locking clamp
Fuel filter
Connection between fuel line and
high-pressure pump

BMW recommends the use of parts and

accessories for the vehicle that have been
approved by BMW for this purpose. These
parts and accessories have been tested by
BMW for their functional safety and
compatibility in BMW vehicles. BMW accepts
product responsibility for them. However,
BMW cannot accept any liability for nonapproved parts or accessories. 1
The job of the fuel filter is to protect the fuel
system against dirt contamination. The highpressure pump and injectors in particular are
very sensitive and can be damaged by even
the tiniest amounts of dirt. The fuel delivered
to the engine is always fed through the fuel
filter. Contaminants are trapped by a paperlike material. The fuel filter is subject to a
replacement interval.

Fuel filter heater

The fuel filter heater is attached to the fuel
filter housing and fixed with a locking clamp.
The fuel flows through the fuel filter heating
into the fuel filter.
Since winter-grade diesel fuel remains thin
even at low temperatures, the fuel filter heater
is not normally active when winter-grade
diesel fuel is used. In order to save energy, the
fuel filter heater is only switched on when the
diesel actually becomes viscous due to low
temperatures.

If the filter is clogged, a corresponding signal is

sent via a diagnosis line to the DDE. This is the
case when, despite a sufficiently high
temperature, the fuel pressure upstream of
the filter does not drop.
Pressure-controlled system
The fuel filter heater is actuated by the DDE. A
combined fuel pressure and temperature
sensor upstream of the high pressure pump is
used.

There are two different control systems

depending on whether the fuel supply system
is speed-controlled or pressure-controlled.

The fuel filter heater is switched on when both

of the following conditions are fulfilled:

Speed-controlled system

The required fuel pressure is not reached

despite increased power intake of the
electric fuel pump.

The fuel filter heater is not controlled by the

DDE. A pressure switch and a temperature
sensor are located in the fuel filter housing.
The fuel filter heater is switched on when both
of the following conditions are fulfilled:
Temperature drops below a defined value

Temperature drops below a defined value

The DDE recognizes a clogged filter when the

target pressure upstream of the high pressure
pump is not reached despite a sufficiently high
fuel temperature and high power intake of the
electric fuel pump.

A defined fuel delivery pressure is

exceeded due to cold, viscous fuel.

59

Overview of selective catalytic reduction

Selective catalytic reduction is a system for
reducing nitrogen oxides (NOx) in the exhaust
gas. For this purpose, a reducing agent (ureawater solution) is injected into exhaust gas
downstream of the diesel particulate filter.
The nitrogen oxide reduction reaction then
takes place in the SCR catalytic converter.

29 - Simplified representation of SCR system

60

The urea-water solution is carried in two

reservoirs in the vehicle. The quantity is
measured out such that it is sufficient for one
oil change interval.
The following graphic shows a simplified
representation of the system:

Index
1
2
3
4
5
6
7
8
9

Explanation
Passive reservoir
Level sensors
Filler pipe, passive reservoir
Metering line
Metering line heater
Pump
Function unit
Heater in active reservoir
Active reservoir

The reason for using two reservoirs is that the

urea-water solution freezes at a temperature
of -11 C. For this reason, the smaller reservoir
is heated but the larger reservoir not. In this
way, the entire volume of the urea-water
solution need not be heated, thus saving
energy. The amount is sufficient, however, to
cover large distances.

Index
10
11
12
13
14
15
16
17

Explanation
Pump
Filter
Transfer line
Metering module
Level sensor
Filler pipe, active reservoir
Exhaust system
SCR catalytic converter

The small, heated reservoir is referred to as

the active reservoir. A pump conveys the ureawater solution from this reservoir to the
metering module. This line is also heated.
The larger, unheated reservoir is the passive
reservoir. A pump regularly transfers the ureawater solution from the passive reservoir to
the active reservoir.

61

Installation locations in the E70

30 - Installations locations, E70 SCR system

62

Index
1
2
3

Explanation
Active reservoir
Delivery module
Filler for active reservoir

Index
8
9
10

Transfer unit

11

5
6

Filter
SCR catalytic converter

12
13

NOx sensor after SCR catalytic

converter

On the E70, the active reservoir, including the

delivery unit, is located on the right-hand side
directly behind the front bumper panel. The
passive reservoir is located on the left in the

Explanation
Passive reservoir
Metering module
Exhaust gas temperature sensor
after diesel particulate filter
NOx sensor before SCR catalytic
converter
Filler for passive reservoir
Oxidation catalytic converter and
diesel particulate filter

underbody, approximately under the driver's

seat. The transfer unit is installed on the right
in the underbody. Both fillers are located in the
engine compartment.

63

Installation locations in the E90

31 - Installations locations, E90 SCR system

64

Index
1
2
3

Explanation
Active reservoir
Delivery module
Filler for active reservoir

Index
8
9
10

Transfer unit

11

5
6

Filter
SCR catalytic converter

12
13

NOx sensor after SCR catalytic

converter

On the E90, both the active reservoir as well as

the passive reservoir are located under the
luggage compartment floor with the active
reservoir being the lowermost of both. The
fillers are located on the left-hand side behind
the rear wheel where they are accessible

Explanation
Passive reservoir
Metering module
Exhaust gas temperature sensor
after diesel particulate filter
NOx sensor before SCR catalytic
converter
Filler for passive reservoir
Oxidation catalytic converter and
diesel particulate filter

through an opening in the bumper panel. The

fillers are arranged in the same way as the
reservoirs, i.e. the lowermost is the filler for the
active reservoir. The transfer unit and the filter
are located behind the filler.

65

Detailed system overview

32 - SCR system overview

66

Index
1
2
3
4
5
6
7
8
9
10
11
12
13
14

Explanation
Operating vent
Passive reservoir
Level sensors
Filler vent
Filler pipe
Transfer line
Delivery module
Delivery module heater
Delivery pump
Reversing valve
Filter
Pressure sensor
Filter
Restrictor

Index
19
20
21
22
23
24
25
26
27
28
29
30
31
32

15

Extractor connections

33

16
17

Filler vent
Non-return valve

34
35

18

Transfer pump

Explanation
Filter
Metering line heater
Metering line
Operating vent
Temperature sensor
Level sensor
Intake line heater
Filter
Active reservoir
Heating element in function unit
Function unit
Filler pipe
Metering module
NOx sensor before SCR catalytic
converter
Exhaust gas temperature sensor
after diesel particulate filter
SCR catalytic converter
NOx sensor after SCR catalytic
converter

67

E70 System circuit diagram

33 - E70 SCR system circuit diagram

68

Index
1

Explanation
Heater module

Index
10

Delivery module with delivery pump,

reversing valve, pressure sensor and
heater
Function unit with level sensor in
active reservoir, temperature sensor
and heater
Active reservoir
Metering line heater
Digital Diesel Electronics (DDE)

11

Explanation
Exhaust gas temperature sensor
after diesel particulate filter
Transfer pump

12

Power distributor, battery

13
14
15

NOx sensor after SCR catalytic

converter
NOx sensor before SCR catalytic
converter
Metering module

16

Passive reservoir
Level sensors in passive reservoir
Evaluator, level sensors in passive
reservoir
DDE main relay

17

Power distributor, junction box

18

Evaluator, level sensor in active

reservoir

3
4
5
6
7
8
9

69

E90 System circuit diagram

34 - E90 SCR system circuit diagram

70

Index
1
2

Explanation
DDE main relay
Digital Diesel Electronics (DDE)

Index
11
12

SCR relay

13

4
5

Power distributor, junction box

Exhaust gas temperature sensor
after diesel particulate filter

14
15

6
7

Metering module
Power distributor, battery

16
17

Passive reservoir

18

9
10

Level sensors in passive reservoir

Evaluator, level sensors in passive
reservoir

19
20

Explanation
Transfer pump
Evaluator, level sensor in active
reservoir
Function unit with level sensor in
active reservoir, temperature sensor
and heater
Active reservoir
Delivery module with delivery pump,
reversing valve, pressure sensor and
heater
Heater module
NOx sensor after SCR catalytic
converter
NOx sensor before SCR catalytic
converter
SCR load relay
Metering line heater

71

Functions of selective catalytic reduction system

Selective catalytic reduction is currently the
most effective system for reducing nitrogen
oxides (NOx). During operation, it achieves an
efficiency of almost 100 % and approx. 90 %
over the entire vehicle operating range. The
difference is attributed to the time the system

requires until it is fully operative after a cold

start.
This system carries a reducing agent, ureawater solution, in the vehicle.

35 - SCR functions

Index
1
2

Explanation
NOx sensor before SCR catalytic
converter
Metering module

The urea-water solution is injected into the

exhaust pipe by the metering module
upstream of the SCR catalytic converter. The
DDE calculates the quantity that needs to be
injected. The nitrogen oxide content in the
exhaust gas is determined by the NOx sensor
before the SCR catalytic converter.
Corresponding to this value, the exact quantity
of the urea-water solution required to fully
reduce the nitrogen oxides is injected.
The urea-water solution converts to ammonia
in the exhaust pipe. In the SCR catalytic
converter, the ammonia reacts with the

72

Index
3
4

Explanation
NOx sensor after SCR catalytic
converter
Temperature sensor after diesel
particulate filter

nitrogen oxides to produce nitrogen (N2) and

water (H2O).
A further NOx sensor that monitors this
function is located downstream of the SCR
catalytic converter.
A temperature sensor in the exhaust pipe after
the diesel particulate filter (i.e. before the SCR
catalytic converter) and the metering module
also influences this function. This is because
injection of the urea-water solution only
begins at a minimum temperature of 200 C.

Chemical reaction
The task of the SCR system is to substantially
reduce the nitrogen oxides (NOx) in the
exhaust gas. Nitrogen oxides occur in two
different forms:
Nitrogen monoxide (NO)
Nitrogen dioxide (NO2).

38 - Urea-water solution

36 - Nitrogen oxides

Ammonia (NH3) is used for the purpose of

reducing the nitrogen oxides in a special
catalytic converter.

The urea-water solution is injected by the

metering system into the exhaust system
downstream of the diesel particulate filter. The
required quantity must be metered exactly as
otherwise nitrogen oxides or ammonia would
emerge at the end. The following description
of the chemical processes explains why this is
the case.
Conversion of the urea-water solution

37 - Ammonia

The ammonia is supplied in the form of a ureawater solution.

The uniform distribution of the urea-water

solution in the exhaust gas and the conversion
to ammonia take place in the exhaust pipe
upstream of the SCR catalytic converter.
Initially, the urea ((NH2)2CO) dissolved in the
urea-water solution is released.

39 - Release of urea from the

urea-water solution

The conversion of urea into ammonia takes

place in two stages.

73

Thermolysis
Explanation:
Initial product:
Result:

During thermolysis, the urea-water solution is split into two products

as the result of heating.
Urea ((NH2)2CO)
Ammonia (NH3)

Chemical formula:

Isocyanic acid (HNCO)

(NH2)2CO NH3 + HNCO

40 - Thermolysis: Urea converts to ammonia and isocyanic acid

This means, only a part of the urea-water

solution is converted into ammonia during
thermolysis. The remainder, which is in the
Hydrolysis
Explanation:

form of isocyanic acid, is converted in a

second step.

Initial products:

The isocyanic acid that was produced during thermolysis is converted

into ammonia and carbon dioxide (CO2) by the addition of water in the
hydrolysis process.
Isocyanic acid (HNCO)

Result:

Water (H2O)
Ammonia (NH3)

Chemical formula:

Carbon dioxide (CO2)

HNCO + H2O NH3 + CO2

41 - Hydrolysis: Isocyanic acid reacts with water to form ammonia and carbon dioxide

The water required for this purpose is also

provided by the urea-water solution.

74

Therefore, following hydrolysis, all the urea is

converted into ammonia and carbon dioxide.

NOx reduction
Nitrogen oxides are converted into harmless
nitrogen and water in the SCR catalytic
converter.
42 - Nitrogen and water

Reduction
Explanation:

Initial products:

The catalytic converter serves as a "docking" mechanism for the

ammonia molecules. The nitrogen oxide molecules meet the
ammonia molecules and the reaction starts and energy is released.
This applies to NO in the same way as to NO2.
Ammonia (NH3)
Nitrogen monoxide (NO)
Nitrogen dioxide (NO2)

Result:

Oxygen (O2)
Nitrogen (N2)

Chemical formulae:

Water (H2O)
NO + NO2 + 2NH3 2N2 + 3H2O
4NO + O2 + 4NH3 4N2 + 6H2O
6NO2 + 8NH3 7N2 + 12H2O

43 - NOx reduction: Nitrogen oxides react with ammonia to form nitrogen and water

It can be seen that each individual atom has

found its place again at the end of the process,
i.e. exactly the same elements are on the left
as on the right. This takes place only when the
ratio of the urea-water solution to nitrogen
oxides is correct. Nitrogen oxides would

emerge if too little urea-water solution were

injected. By the same token, ammonia would
emerge if too much urea-water solution were
injected, resulting in unpleasant odour and
possible damage to the environment.

75

SCR control
The SCR control is integrated in the digital
diesel electronics (DDE). The SCR control is

divided into the metering system control and

the metering strategy.

44 -

76

Index
1
2

Explanation
Digital diesel electronics DDE7
SCR control

Index
10
11

3
4
5
6

Metering system control

Metering strategy
Injection pump
Transfer pump

12
13
14
15

Metering module

16

8
9

Heater
Reversing valve

17

Explanation
Pressure sensor
Temperature sensor in active
reservoir
Outside temperature sensor
Level sensor in active reservoir
Level sensor in passive reservoir
NOx sensor before SCR catalytic
converter
NOx sensor after SCR catalytic
converter
Exhaust temperature sensor

Metering strategy
The metering strategy is an integral part of the
SCR control that calculates how much areawater solution is to be injected at what time.

therefore, is to achieve a minimum of the

sensor value.

During normal operation, the signal from the

NOx sensor before the SCR catalytic
converter is used for the purpose of
calculating the quantity. This sensor
determines the quantity of nitrogen oxide in
the exhaust gas and sends the corresponding
value to the DDE.
However, the NOx sensor must reach its
operating temperature before it can start
measuring. Depending on the temperature,
this can take up to 15 minutes. Until then the
DDE uses a substitute value to determine the
amount of nitrogen oxide in the exhaust gas.
A second NOx sensor is installed after the
SCR catalytic converter for the purpose of
monitoring the system. It measures whether
there are still nitrogen oxides in the exhaust
gas. If so the injected quantity of the ureawater solution is correspondingly adapted.
The NOx sensor, however, measures not only
nitrogen oxides but also ammonia but cannot
distinguish between them.
If too much urea-water solution is injected,
although the nitrogen oxides are completely
reduced so-called "ammonia slip" occurs, i.e.
ammonia emerges from the SCR catalytic
converter. This in turn causes a rise in the
value measured by the NOx sensor. The aim,

45 - Nitrogen and ammonia emission diagram

Index
A
B
1
2
3

Explanation
Value output by NOx sensor
Injected quantity of urea-water
solution
Too little urea-water solution
injected
Correct quantity of little urea-water
solution injected
Too much urea-water solution
injected

This, however, is a long-term adaptation and

not a short-term control process as the SCR
catalytic converter performs a storage function
for ammonia.

77

Metering system control

The metering system control could be
considered as the executing part. It carries out
the requirements set by the metering strategy.
This includes both the metering, i.e. injection
as well as the supply of the urea-water
solution.
The tasks of the metering system control
during normal operation are listed in the
following:
Metering of the urea-water solution:
Implementation of the required target
quantity of urea-water solution

Feedback of the implemented actual

quantity of urea-water solution.
Supplying urea-water solution:
Preparation of metering process (filling lines
and pressure built-up) under corresponding
ambient conditions (temperature)
Emptying lines during afterrunning
Heater actuation.
In addition, the metering system control
recognizes faults, implausible conditions or
critical situations and initiates corresponding
measures.

Metering of the urea-water solution

The metering strategy determines the
quantity of urea-water solution to be injected.
The metering system control executes this
request. A part of the function is metering
actuation that determines the actual opening
of the metering valve.
Depending on the engine load, the metering
valve injects at a rate of 0.5 Hz to 3.3 Hz.
The metering actuation facility calculates the
following factors in order to inject the correct
quantity:
The duty factor of the actuator of the
metering valve in order to determine the
injection duration
Actuation delay to compensate for the
sluggishness of the metering valve.

78

The signal from the pressure sensor in the

metering line is taken into account to ensure
an accurate calculation; the pressure,
however, should remain at a constant 5 bar.
The metering system control also calculates
the quantity actually metered and signals this
value back to the metering strategy.
The metering quantity is also determined over
a longer period of time. This long-term
calculation is reset during refuelling or can be
reset by the BMW diagnosis system.

Supplying urea-water solution

A supply of a urea-water solution is required
for the selective catalytic reduction process. It
is necessary to store this medium in the
vehicle and to make it available rapidly under
all operating conditions. In this case 'making
available' means that the urea-water solution
is applied at a defined pressure at the
metering valve.
Various functions that are described in the
following are required to carry out this task.
Heater
The system must be heated as the urea-water
solution freezes at a temperature of -11 C.
The heating system performs following tasks:
To monitor the temperature in the active
reservoir and the ambient temperature

Surge chamber in active reservoir

Intake line in active reservoir
Delivery module (pump, filter, reversing
valve)
Metering line (from active reservoir to
metering module).
The heating systems for the metering line and
delivery module are controlled dependent on
the ambient temperature.
The heater in the active reservoir is controlled
as a function of the temperature in the active
reservoir.
The heating control is additionally governed by
the following conditions:

To thaw a sufficient quantity of urea-water

solution and the components required for
metering the solution during system startup
To prevent the relevant components
freezing during operation
To monitor the components of the heating
system.
The following components are heated:
Temperature in active reservoir and ambient temperature are the same
Condition 1 Condition 2 Condition 3 Condition 4
Ambient temperature and
> -4 C
< -4 C
< -5 C
< -9 C
temperature in active reservoir
Metering line heater
Not active
Not active
Active
Active
Active reservoir heater
Not active
Active
Active
Active
Metering standby
Established
Established
Established
Delayed

79

Metering standby is delayed at a temperature

below -9 C in the active reservoir, i.e. a
defined waiting period is allowed to elapse
until an attempt to build up pressure begins.
This time is constant from -9 C to -16.5 C as
it is not possible to determine to what extent
the urea-water solution is frozen. At
temperatures below -16.5 C, the heating
time is extended until an attempt to build up
the pressure is made.
Heating the metering line generally takes
place much faster. Therefore, the temperature

in the active reservoir is the decisive factor for

the period of time until an attempt to build up
the pressure is undertaken. However, it is
possible that the heating time for the metering
line is longer at ambient temperature
considerably lower than the temperature in the
active reservoir. In this case, the ambient
temperature is taken for the delay in metering
standby.
The following graphic shows the delay as a
function of the temperature sensor signals.

46 - Diagram - metering
standby delay times

Index
A
t [s]

Explanation
Index
Delay as a function of temperature in B
active reservoir
Delay time in seconds
T [C]

The graphic shows that, with the same

temperature signals, the delay time relating to
the temperature in the active reservoir is
longer than the delay caused by the ambient
temperature.
Only the times at temperatures below -9 C
are relevant as they are shorter than 3 minutes
at temperatures above -9 C. 3 minutes is the
time that the entire system requires to
establish metering standby (e.g. also taking

80

Explanation
Delay as a function of ambient
temperature
Temperature in degrees Celsius

into account the temperature in the SCR

catalytic converter). This is also the time that is
approved by the EPA (Environmental
Protection Agency) as the preliminary period
under all operating conditions. This time is
extended significantly at very low
temperatures.
The following example shows how the delay
time up to metering standby is derived at low
temperatures.

Example: Ambient temperature: -30 C,

temperature in active reservoir: -12 C

temperature in the active reservoir can enable

metering. This means:

The vehicle was driven for a longer period of

time at very low ambient temperatures of 30 C. The heater in the active reservoir has
thawed the urea-water solution. The vehicle is
now parked for a short period of time (e.g. 30
minutes). When restarted, the temperature in
the active reservoir is -12 C.

The delay time initiated by the temperature

in the active reservoir will have elapsed after
18 minutes. No enable is yet provided by
the second delay caused by the ambient
temperature. A second cycle of 18 minutes
now begins.

The delay time that is initiated by the

temperature in the active reservoir is approx.
18 minutes while the delay time initiated by
the ambient temperature is 25 minutes. Since
the delay time initiated by the ambient
temperature is longer, this will give rise to a
longer delay.
Now another condition comes into play. Only
the end of the delay caused by the

The delay time initiated by the ambient

temperature will elapse after 25 minutes
and will send its enable signal. However,
this delay cannot enable metering.
The second cycle of the delay time caused
by the temperature in the active reservoir
will have elapsed after 36 minutes. Since
the enable from the delay caused by the
ambient temperature is now applied,
metering will be enabled.

81

Transfer pumping
So-called transfer pumping is required since
two reservoirs are used for storing the ureawater solution. The term transfer pumping

relates to pumping the urea-water solution

from the passive reservoir into the active
reservoir.

47 - Transfer pumping

Index
1
2
3
4
5

Explanation
Passive reservoir
Level sensors
Extractor connections
Transfer line
Filter

The following conditions must be met for

transfer pumping:
There is a urea-water solution in the passive
reservoir
The ambient temperature is above a
minimum value of -5 C for at least 10
minutes
A defined quantity (300 ml) was used up in
the active reservoir or the reserve level in
the active reservoir was reached.
The solution is then pumped for a certain time
in order to refill the active reservoir. The
transfer pumping procedure is terminated if
the "full" level is reached before the time has
elapsed.

82

Index
6
7
8
9

Explanation
Pump
Non-return valve
Level sensor
Active reservoir

If the passive reservoir was refilled, transfer

pumping will only take place after a quantity of
approx. 3 l has been used up in the active
reservoir. The entire quantity is then pumped
over. The system then waits again until a
quantity of approx. 3 l has been used up in the
active reservoir before again pumping the
entire quantity while simultaneously starting
the incorrect refilling detection function. This
function determines whether the system has
been filled with the wrong medium as it is
present in high concentration in the active
reservoir.
Transfer pumping does not take place in the
event of a fault in the level sensor system.

Delivery

Heater

The urea-water solution is delivered from the

active reservoir to the metering module. This
task is performed by a pump that is integrated
in the delivery unit. The delivery unit
additionally contains:

Pressure sensor
Filter
Return throttle
Reversing valve.

48 - Delivery

Index
1
2
3
4
5
6
7

Explanation
Metering line
Delivery module
Pump
Reversing valve
Filter
Restrictor
Pressure sensor

The pump is actuated by a pulse-width

modulated signal (PWM signal) from the DDE.
The PWM signal provides a speed
specification for the purpose of establishing
the system pressure. The value for the speed
specification is calculated by the DDE based
on the signal from the pressure sensor.

Index
8
9
10
11
12
13

Explanation
Filter
Level sensor
Filter
SCR catalytic converter
Exhaust system
Metering module

When the system starts up, the pump is

actuated with a defined PWM signal and the
line to the metering module is filled. This is
followed by pressure build-up. Only then does
pressure control take place.

83

When the metering line is filled, the opened

metering valve allows a small quantity of the
urea-water solution to be injected into the
exhaust system.
During pressure control, i.e. during normal
operation with metering, the pump is actuated
in such a way that a pressure of 5 bar is applied
in the metering line. Only a small part of the
urea-water solution delivered by the pump is
actually injected. The majority of the solution is
transferred via a throttle back into the active
reservoir. This means, the delivery pressure is
determined by the pump speed together with
the throttle cross section.

The solution is injected four times per second.

The quantity is determined by the opening
time and stroke of the metering valve.
However, the quantity is so low that there is no
noticeable drop in pressure in the metering
line.
Evacuating
After turning off the engine, the reversing valve
switches to reverse the delivery direction of
the pump, thus evacuating the metering line
and metering module.

49 - Evacuating

Index
1
2
3
4
5
6
7

84

Explanation
Metering line
Delivery module
Pump
Reversing valve
Filter
Throttle
Pressure sensor

Index
8
9
10
11
12
13

Explanation
Filter
Level sensor
Filter
SCR catalytic converter
Exhaust system
Metering module

Evacuation also takes place if the system has

to be shut down due to a fault or if the
minimum temperature in the active reservoir
can no longer be maintained.
This is necessary to ensure no urea-water
solution remains in the metering line or
metering module as it can freeze.
The metering valve is opened during
evacuation.
Level measurement
There are level sensors both in the active as
well as in the passive reservoir. However,
these sensors are not continuous sensors as
in the fuel system for example. They can
determine only a specific point, to which a
defined quantity of urea-water solution in the
reservoir is assigned.

This evaluator sends a plausible level signal to

the DDE. It recognizes changes in the fill level
caused, for example, by driving uphill/downhill
or sloshing of the liquid as opposed to an
actual change in the liquid level in the
reservoir. Low level is therefore signalled when
the corresponding sensor is no longer covered
by the urea-water solution for a defined period
of time. Once the level drops below this value,
it can no longer be reached during normal
operation. This means, the liquid sloshing on
the sensor or driving uphill/downhill is no
longer interpreted as a higher liquid level.

Two separate level sensors are fitted in the

passive reservoir, one for "full" and one for
"empty". The signals from the level sensors
are not sent directly to the DDE but rather to
an evaluator.
The active reservoir contains one level sensor
that has various measuring points:
Full
Warning

50 - Example: Level signal OK

Empty.

Index
1
2
3
4
5

Also in this case, there is an evaluator installed

between the sensors and the DDE, which
fulfils the same tasks as for the passive
reservoir.

Level of urea-water solution

Level > Full
Full > Level > Warning
Warning > Level > Empty
Empty > Level

Explanation
Measuring point "Full"
Measuring point "Warning"
Measuring point "Empty"
Reference
Level
Level signal
Full
OK
Warning
Empty

85

The level measurement system must also

recognize when the active and passive
reservoirs are refilled. This is achieved by
comparing the current level with the value last
stored.
The level sensor signal after refilling
corresponds to the signal while driving uphill.
To avoid possible confusion, the refilling
recognition function is limited to a certain
period of time after starting the engine and
driving off - as it can be assumed that refilling
will only take place while the vehicle is
stationary.
A certain vehicle speed must be exceeded to
ensure that sloshing occurs, thus providing a
clear indication that the system has been
refilled.
Refilling the system while the engine is
running can also be detected but with
modified logic. The signals sent by the
sensors while the vehicle is stationary are also
used for this purpose. The vehicle must be
stationary for a defined minimum period in
order to make the filling plausible.
When the urea-water solution is frozen, a level
sensor will show the same value as when it is
not wetted/covered by the solution. A frozen
reservoir is therefore shown as empty. For this
reason, the following sensor signals are used
for measuring the level:
Ambient temperature
Temperature in active reservoir
Heater enable.
Level calculation
This function calculates the quantity of ureawater solution remaining in the active

86

reservoir. The calculation is calibrated

together with the level measurement.
Every time the level drops below a level sensor
the corresponding amount of urea-water
solution in the reservoir is stored. The amount
of urea-water solution actually injected is then
subtracted from this value while the pumped
quantity is added.
This makes it possible to determine the level
more precisely than that would be possible by
simple measurement. In addition, the level can
still be determined in the event of one of the
level sensors failing.
Since it is possible that refilling is not
recognized, the calculation is continued only
until the level ought to drop below the next
lower sensor.
Example:
Once the level drops below the "full" level
sensor, for example, from now on the quantity
of used and repumped urea-water solution is
taken into account and the actual level below
"full" calculated. Normally, the level then drops
below the next lower level sensor at the same
time as determined by the level calculation. An
adjustment takes place at this point and the
calculation is restarted.
If, however, a quantity of urea-water solution is
refilled without it being detected, the actual
level will be higher than the calculated level.
The level calculation is stopped if it calculates
that the level ought to have dropped below the
next level sensor but the level sensor is still
wetted/covered.
By way of exception, a defective level sensor
can cause the calculation to continue until the
reservoir is empty.

SCR system modes

When the ignition is switched on, the SCR
control undergoes a logical sequence of
modes in the DDE. There are conditions that
initiate the change from one mode to the

other. The following graphic shows the

sequence of modes which are subsequently
described.

51 - Sequence of modes in SCR control

87

INIT (SCR initialization)

The control unit is switched on (terminal 15
ON) and the SCR system is initialized.
STANDBY (SCR not active)
STANDBY mode is assumed either after
initialization or in the case of fault.
AFTERRUN mode is assumed if terminal 15 is
switched off in this state or a fault occurs.
NOPRESSURECONTROL (waiting for
enable for pressure control)
NOPRESSURECONTROL mode is assumed
when no faults occur in the system. In this
mode, the system is waiting for the pressure
control enable that is provided by the following
sensor signals:
Temperature in catalytic converter
Temperature in active reservoir
Ambient temperature
Engine status (engine running).
The system also remains in
NOPRESSURECONTROL mode for a
minimum period of time so that a plausibility
check of the pressure sensor can be
performed.
PRESSURECONTROL mode is assumed
once the enable is finally given.

88

STANDBY mode is assumed if terminal 15 is

switched off or a fault occurs in
NOPRESSURECONTROL mode.
PRESSURECONTROL (SCR system
running)
PRESSURECONTROL mode is the normal
operating status of the SCR system and has
four submodes.
PRESSURECONTROL mode is maintained
until terminal 15 is switched off. A change to
PRESSUREREDUCTION mode then takes
place.
A change to PRESSUREREDUCTION mode
also takes place if a fault occurs in the system.
The four submodes of
PRESSURECONTROL are described in the
following:
REFILL
The delivery module, metering line and the
metering module are filled when REFILL
mode is assumed. The pump is actuated
and the metering valve opened by a defined
value. The fill level is calculated.
The mode changes to
PRESSUREBUILDUP when the required fill
level is reached or a defined pressure
increase is detected.
PRESSUREREDUCTION mode is
assumed if terminal 15 is switched off or a
fault occurs in the system.

PRESSUREBUILDUP
In this mode, the pressure is built up to a
certain value. For this purpose, the pump is
actuated while the metering valve is closed.
If the pressure is built up within a certain
time, the system switches to the next mode
of METERINGCONTROL. If the required
pressure built-up is not achieved after the
defined period of time has elapsed, a status
loop is initiated, and VENTILATION mode is
assumed.
If the pressure cannot be built up after a
defined number of attempts, the system
signals a fault and assumes
PRESSUREREDUCTION mode.
PRESSUREREDUCTION mode is also
assumed when terminal 15 is switched off
or another fault occurs in the system.
VENTILATION
If the pressure could not be increased
beyond a certain value in
PRESSUREBUILDUP mode, it is assumed
that there is still air in the pressure line.
The metering valve is opened for a defined
period of time to allow this air to escape.
This status is exited after this time has
elapsed and the system returns to
PRESSUREBUILDUP mode. The loop

between PRESSUREBUILDUP and

VENTILATION varies corresponding to the
condition of the reducing agent. The reason
for this is that a different level is established
after REFILL depending on the ambient
conditions. Repeating the ventilation
function will ensure that the pressure line is
completely filled with reducing agent.
PRESSUREREDUCTION mode is
assumed if terminal 15 is switched off or a
fault occurs in the system.
METERINGCONTROL
The system can enable metering in
METERINGCONTROL mode. This is the
actual status during normal operation. The
urea-water solution is injected in this mode.
In this mode, the pump is actuated in such
a way that a defined pressure is established.
This pressure is monitored. If the pressure
progression overshoots or undershoots
defined parameters, a fault is detected and
the system assumes
PRESSUREREDUCTION mode. These
faults are reset on return to
METERINGCONTROL mode.
PRESSUREREDUCTION mode is also
assumed if terminal 15 is switched off or
another fault occurs in the system.

89

PRESSUREREDUCTION
Metering enable is cancelled on entering
PRESSUREREDUCTION mode.
This status reduces the pressure in the
delivery module, metering line and the
metering module after
PRESSURECONTROL mode. For this
purpose, the reversing valve is opened and the
pump actuated at a certain value, the metering
valve is closed.
PRESSUREREDUCTION mode ends when
the pressure drops below a certain value. The
system assumes NOPRESSURECONTROL
mode if the pressure threshold is reached
(undershot) within a defined time.
The system signals a fault if the pressure does
not drop below the threshold after a defined
time has elapsed. In this case or also in the
case of another fault, the system assumes
NOPRESSURECONTROL mode.
NOPRESSURECONTROL mode is also
assumed when terminal 15 is switched on.
AFTERRUN
The system is shut down in AFTERRUN
mode.
If terminal 15 is switched on again before
afterrun has been completed, afterrun is
cancelled and STANDBY mode is assumed. If
this is not the case the system goes through
the submodes of AFTERRUN.

90

TEMPWAIT (catalytic converter

cooling phase)
In AFTERRUN mode, TEMPWAIT
submode is initially assumed if the system
is filled. This is intended to prevent
excessively hot exhaust gasses being
drawn into the SCR system.
The duration of the cooling phase is
determined by the exhaust gas
temperature. EMPTYING submode is
assumed after this time, in which the
exhaust system cools down, has elapsed.
EMPTYING submode is also assumed if a
fault occurs in the system.
If terminal 15 is switched on in this status,
STANDBY mode is assumed.
EMPTYING
The system assumes
AFTERRUN_EMPTYING submode after
the cooling phase. The pressure line and
the delivery module are emptied in this
submode. The urea-water solution is drawn
back into the active reservoir by opening
the reversing valve, actuating the pump and
opening the metering valve. This is
intended to prevent the urea-water solution
freezing in the metering line or the metering
module.
The level in the metering line is calculated in
this mode.
PRESSURECOMPENSATION mode is
assumed if the metering line is empty.
PRESSURECOMPENSATION mode is
also assumed if a fault occurs in the system.
If terminal 15 is switched on, STANDBY
mode is assumed.

PRESSURECOMPENSATION (intake
line - ambient pressure)
After the system has been completely
emptied, PRESSURECOMPENSATION
submode is assumed. In this status the
pump is switched off, the reversing valve is
then closed followed by the metering valve
after a delay. The time interval between
switching off the pump and closing the
valve prevents a vacuum forming in the
intake line; pressure compensation
between the intake line and ambient
pressure takes place.

After executing the steps correctly the

system assumes
WAITING_FOR_SHUTOFF submode.
WAITING_FOR_SHUTOFF is also
assumed if a fault occurs in the system.
If terminal 15 is switched on, STANDBY
mode is assumed.
WAITING_FOR_SHUTOFF (shutting
down SCR)
The control unit is shut down and switched
off.

Warning and shut-down scenario

The SCR system is relevant to the vehicle
complying with the exhaust emission
regulations - it is a prerequisite for approval/
homologation! If the system fails, the approval
will be invalidated and the vehicle must no
longer be operated. A very plausible case
leading to the system failure is that the ureawater solution runs out.

Vehicle operation is no longer permitted

without the urea-water solution, therefore, the
engine will no longer start.
To ensure the driver is not caught out, a
warning and shut-down scenario is provided
that begins at a sufficiently long time before
the vehicle actually shuts down so that the
driver can either conveniently top up the ureawater solution himself or have it topped up.

91

Warning scenario
The warning scenario begins when the level
drops below the "Warning" level sensor in the
active reservoir. At this point, the active
reservoir is still approximately 50 % full with
urea-water solution. The level is then
determined as a defined volume (depending
on type of vehicle).
From this point on, the actual consumption of
the urea-water solution is subtracted from this
value. The mileage is recorded when the
amount of 2500 ml is reached.
A countdown from 1000 mls now takes place
- irrespective of the actual consumption of the
urea-water solution. The driver receives a
priority 2 (yellow) check control message
showing the remaining range.

53 - CC message in CID, range < 1000 mls

The driver receives a priority 1 (red) check

control message as from 200 mls.

54 - CC message in instrument
cluster, range < 200 mls

52 - CC message in instrument
cluster, range < 1000 mls

In this case the following message is shown in

the CID:

If the vehicle is equipped with an on-board

computer (CID - Central Information Display),
instruction will also be displayed.

55 - CC message in CID, range < 200 mls

92

Shut-down scenario

Exhaust fluid incorrect

If the range reaches 0 mls, similar as to in the

fuel gauge, three dashes are shown instead of
the range.

If the system is filled with an incorrect medium,

this will become apparent after several
hundred miles (kilometres) later by elevated
nitrogen oxide values in the exhaust gas
despite adequate injection of the supposed
urea-water solution. The system recognizes
an incorrect medium when certain limits are
exceeded. From this point on, a warning and
shut-down scenario is also initiated that allows
a remaining range of 200 mls.

56 - CC message in instrument
cluster, range = 0 mls

The check control message in the CID

changes and shows that the engine can no
longer be started.
58 - CC message in instrument
cluster in the case of
incorrect exhaust fluid

The exclamation mark in the symbol identifies

the fault in the system.
In this case, the message in the CID informs
the driver to go to the nearest workshop.

57 - CC message in CID, range = 0 mls

In this case, it will no longer be possible to start

the engine if it has been shut down for longer
than three minutes. This is intended to allow
the driver to move out of a hazardous situation
if necessary.
If the system is refilled only after engine start
has been disabled, the logic of the refill
recognition system is changed in this special
case, enabling faster refill.

59 - CC message in CID in the case of incorrect exhaust fluid

93

Refilling
The active and passive reservoirs can be
refilled with urea-water solution either by the
service workshop or by the customer himself.
The system can be refilled without any
problems with the vehicle on an incline of up to
5 in any direction. In this case, 90 % of the
maximum possible fill is still achieved.
The volume of the urea-water solution
reservoir is designed such that the range is
large enough to cover one oil change interval.
This means the "normal" refill takes place as
part of the servicing work in the workshop. If,
however, the supply of urea-water solution
should run low prematurely due to
extraordinary driving profile, it is possible to top
up a smaller quantity.
Refilling in service workshop
Refilling in the service workshop refers to the
routine refill as part of the oil change
procedure. This takes place at the latest after:

94

13000 mls on the E90,

11000 mls on the E70 or
one year.
In this case, the system must be emptied first
in order to remove older urea-water solution.
This takes place via the extractor connections
in the transfer line. Although a small residual
quantity always remains in the reservoirs, it is
negligible.
Topping up
Any required quantity can be topped up if the
urea-water solution reserve does not last up to
the next oil change. Ideally, this quantity
should only be as much as is required to reach
the next oil change, as the system is then
emptied.

Components of the selective catalytic reduction system

Urea-water solution
The urea-water solution is the carrier for the
ammonia that is used to reduce the nitrogen
oxides (NOx) in the exhaust gas. To protect
persons and the environment from the effects
of ammonia and to make it more easy to
handle for transport and refuelling procedures,
it is provided in an aqueous urea solution for
the SCR process.
The recommended urea-water solution is
AdBlue. The VDA (Association of German
Automobile Industry) holds the rights to the
trademark AdBlue. AdBlue is a high-purity,
water-clear, synthetically manufactured
32.5 % urea solution that is standardized in
accordance with DIN 70070/AUS32.
The urea-water solution used must
correspond to this standard.
Health and safety
The urea-water solution is not toxic. It is an
aqueous solution which, according to valid
European chemical law, poses no special
risks. It is not a hazardous substance and it is
not a dangerous medium as defined by
transport laws.
If small amounts of the product come in
contact with the skin while handling the ureawater solution it is sufficient to simply rinse it
off with ample water. In this way, the possibility
of any ill effects on human health are ruled out.
Degradability and disposal
The urea-water solution can be broken down
by microbes and is therefore easily
degradable. The urea-water solution poses a
minimum risk to water and soil. In Germany,
the urea-water solution is categorized in the
lowest water hazard class (WGK 1). In view of
its excellent degradability properties, small

quantities of spilt urea-water solution can be

flushed into the sewage system with ample
water.
Materials compatibility
Contact of urea-water solution with copper
and zinc as well as their alloys and aluminium
must be avoided as this leads to corrosion. No
problems whatsoever are encountered with
stainless steel and most plastics.
Storage and durability
To avoid adverse effects on quality due to
contamination and high testing expenditure,
the urea-water solution should only be
handled in storage and filling systems
specifically designed for this purpose.
In view of the fact that the urea-water solution
freezes solid at a temperature of -11 C and
decomposes at an accelerated rate at
temperatures above 25 C, the storage and
filling systems should be set up in such a way
that a temperature range from 30 C to -11 C
is ensured.
Provided the recommended storage
temperature of maximum 25 C is maintained,
the urea-water solution meets the
requirements stipulated by the standard DIN
70070 for at least 12 months after its
manufacture. This period of time is shortened
if the recommended storage temperature is
exceeded. The urea-water solution will
become solid if cooled to temperatures below
-11 C. When heated up, the frozen ureawater solution becomes liquid again and can
be used without any loss in quality.
Avoid direct UV radiation.

95

Passive reservoir
The passive reservoir is the larger of the two
supply reservoirs.
Vehicle
E70

Volume
16.5 l

Location
In underbody, approximately
under driver's seat

E90

14.4 l

Under luggage compartment

floor instead of multifunction pan

The name passive reservoir refers to the fact

that it is not heated.
The following components make up the
passive reservoir:

Position of filler neck

On the left in engine
compartment, under unfiltered
air pipe
Left side in rear bumper panel

Level sensors (2x)

Operating vent (2x on E90)
Filler vent.

60 - E90 Passive reservoir

Index
1
2
3
4

96

Explanation
Operating vent
Filler vent
"Full" level sensor
Operating vent

Index
5
6
7

Explanation
Fill line connection
"Empty" level sensor
Passive reservoir

The passive reservoir on the E70 is encased in

insulation as it is positioned near the front of
the exhaust system where the heat transfer to
the urea-water solution would be very high.

61 - Insulation of passive reservoir E70

62 - E70 Passive reservoir

Index
1
2
3
4

Explanation
Connection for transfer line
Operating vent
"Full" level sensor
Passive reservoir

Index
5
6
7

Explanation
Fill line connection
Filler vent
"Empty" level sensor

97

Level sensors
There are two level sensors in the passive
reservoir. One supplies the "Full" signal and
the other the "Empty" signal.
The sensors make use of the conductivity of
the urea-water solution. Two contacts project
into the reservoir. When these contacts are
wetted with urea-water solution the circuit is
closed and current can flow, thus enabling a
sensor signal.
The two level sensors send their signal to an
evaluator. This evaluator filters the signals and
recognizes, for example, sloshing of the ureawater solution and transfers a corresponding
level signal to the digital diesel electronics.

The "Full" level sensor is located at the top of

the passive reservoir. Both contacts are
wetted when the passive reservoir is
completely filled and the sensor sends the
"Full" signal.
The "Empty" level sensor is located at the
bottom end of the passive reservoir. The
reservoir is considered to be "not empty" for
as long as the sensor is covered by urea-water
solution. The evaluator detects that the
passive reservoir is empty when no sensor
signal is received.
Venting
The passive reservoir is equipped with one
operating vent (2 in the E90) and one filler
vent.
The operating vent is directed into
atmosphere. A so-called sintered tablet
ensures that no impurities can enter the
reservoir via the operating vent. This sintered
tablet consists of a porous material and serves
as a filter that allows particles only up to a
certain size to pass through.
The filler vent is directed into the filler pipe and
therefore no filter is required.

63 - Level sensor in passive reservoir

98

Transfer unit
The transfer unit pumps the urea-water
solution from the passive reservoir to the
active reservoir. There is a screen filter in the
inlet port of the pump.

This pump is designed as a diaphragm pump.

It operates in a similar way to a piston pump
but the pump element is separated from the
medium by a diaphragm. This means there are
no problems regarding corrosion.
Index
1
2
3

Explanation
Connection for transfer line to
passive reservoir (inlet)
Pump motor connection
Connection for transfer line to
active reservoir (outlet)

64 - Transfer unit

99

Active reservoir
The active reservoir is the smaller of the two
energy is required to heat the urea-water
reservoirs and its name refers to the fact that it solution.
is heated. In view of its small volume, little
Vehicle
Volume
Location
Position of filler neck
E70
6.4 l
On front right in side panel
On front right in engine
module between bumper panel compartment at the end of the
and wheel arch
support carrier cross member
E90
7.4 l
Behind the rear axle differential Left side in rear bumper panel
directly under the passive
reservoir

65 - E90 Active reservoir

Index
1
2
3

100

Explanation
Active reservoir
Operating vent
Delivery module

Index
4
5
6

Explanation
Filler vent
Fill line connection
Connection of transfer line from
passive reservoir

Index
1
2
3
4
5
6

Explanation
Fill line connection, active reservoir
Delivery module
Metering line
Filler vent
Connection of transfer line from
passive reservoir
Active reservoir

66 - E70 Active reservoir

101

Function unit
The so-called function unit is located in the
active reservoir. It has the external appearance
of a surge chamber and accommodates a
heater, filter and a level sensor. The delivery
unit is attached to it.

Index
1
2
3

Explanation
Operating vent
Bowl
Level sensor

Unlike a surge chamber in the fuel tank, the

lower section of the function unit has slots.
This chamber creates a smaller volume in the
reservoir that scarcely mixes with the ureawater solution outside the chamber. There is a
PTC heating element (positive temperature
coefficient) in the base of the chamber that
can heat up this smaller volume at a relatively
fast rate. The intake line is also heated. In this
way, liquid urea-water solution can be made
available for vehicle operation even at the
lowest temperatures.
The heating element in the chamber is
connected to the heater for the intake line to
form one heating circuit. A power
semiconductor supplies the current for this
heating circuit. The power semiconductor is
controlled by the DDE. The DDE can
determine the current that flows across the
heating elements and can therefore monitor
their operation.

67 - Function unit

102

68 - Sectional view of function

unit

Index
1
2
3

Explanation
Level sensor
Heating element
Filter

Index
4
5

Explanation
Intake line with heater
Operating vent

The temperature sensor provides the signal

for the heating control system. It is designed
as an NTC sensor (negative temperature
coefficient). The temperature sensor is
integrated at the bottom end of the level
sensor.

103

Index
3

Explanation
"Empty" contact

The level sensor in the function unit provides

the level value for the entire active reservoir.
The level sensor in the active reservoir
operates in accordance with the same
principle as the level sensors in the passive
reservoir. In this case, however, there is only
one sensor with several contacts that extend
at different levels into the active reservoir.
The sensor makes use of the conductivity of
the urea-water solution. A total of four
contacts project into the reservoir. When
these contacts are wetted with urea-water
solution the circuit is closed and current can
flow, thus enabling a sensor signal.
Three contacts are responsible for signalling
the different levels. The fourth contact is the
reference, i.e. the contact via which the
electric circuit is closed. This reference
contact cannot be seen in the figure as it is
located directly behind the "Empty" contact
(3).

69 - Level sensor in active reservoir

Index
1
2

104

Explanation
"Full" contact
"Warning" contact

The level sensor sends its signal to an

evaluator. This evaluator filters the signal and
recognizes, for example, sloshing of the ureawater solution and transfers a corresponding
level signal to the digital diesel electronics.

Delivery unit
The delivery unit is located on the active
reservoir at the top end of the function unit.
Among other things, the delivery unit
comprises the pump that transfers the ureawater solution from the active reservoir to the
metering module. The delivery unit is also
heated by a PTC element.

The heating element in the delivery unit is

connected to the heater for the metering line
to form one heating circuit. A power
semiconductor supplies the current for this
heating circuit. The power semiconductor is
controlled by the DDE. The DDE can
determine the current that flows across the
heating elements and can therefore monitor
their operation.

70 - Delivery unit

Index
1
2

Explanation
Index
Pump motor and heater connection 3
Reversing valve connection
4

Explanation
Pressure sensor connection
Metering line connection

Pump

Reversing valve

The pump is a common part with the pump in

the transfer unit. While the engine is running, it
pumps the urea-water solution from the active
reservoir to the metering module. It sucks the
metering line empty when the engine is turned
off.

The reversing valve ensures the delivery

direction in the metering line can be reversed
to empty the metering line while the pump
delivers in the same direction. It is designed as
a 4/2-way valve interchanges the metering line
and intake line to the pump.

Pressure sensor
The pressure sensor measures the pressure
in the delivery line to the metering module.
The value is transferred to the DDE.

The valve is not actuated in intervals and

therefore has only two positions. Since power
is permanently applied to the valve when it is
actuated, the maximum actuation time is
limited in order to avoid overheating.

105

Metering module and mixer

71 - Metering module

Index
1

Explanation
Metering line connection

The metering module is responsible for

injecting the urea-water solution into the
exhaust pipe. It features a valve that is similar
to the fuel injector in a petrol engine with
intake manifold injection.
Although the metering module does not have
a heater, it is still heated by the exhaust system

106

Index
2

Explanation
Metering valve connection

to such an extent that it even requires cooling

fins.
The metering module is actuated by a pulsewidth modulated (PWM) signal from the DDE
such that the pulse duty factor determines the
opening duration of the valve.

72 - Metering module in installed position

Index
1
2
3

Explanation
Mixer
NOx sensor before SCR catalytic
converter
Exhaust gas temperature sensor
after diesel particulate filter

The metering module is equipped with a

tapered insert (6) that prevents urea-water
solution residue drying up and clogging the
valve. Its shape creates a flow that prevents
urea-water solution from collecting on the
walls of the exhaust system. Urea deposits on
the insert are burnt off as it is heated to very
high temperatures by the flow of exhaust gas.

Index
4
5

Explanation
Diesel particulate filter
Metering module

Insert

Mixer
The mixer mounted in the flange connection
of the exhaust pipe is located directly behind
the metering module in the exhaust system. It
swirls the flow of exhaust gas to ensure the
urea-water solution is thoroughly mixed with
the exhaust gas. This is necessary to ensure
the urea converts completely into ammonia.

107

NOx sensors
The nitrogen oxide sensor consists of the
actual measuring probe and the
corresponding control unit. The control unit
communicates via the LoCAN with the engine
control unit.
In terms of its operating principle, the nitrogen
oxide can be compared with a broadband
oxygen sensor. The measuring principle is
based on the idea of basing the nitrogen oxide
measurement on oxygen measurement.
The following graphic shows the functional
principle of this measuring system.
73 - NOx sensor

74 - Function of NOx sensor

108

Index
1
2

Explanation
Pump flow 1st chamber
Catalytic element

Index
5
6

3
4

Nitrogen outlet
Pump flow 2nd chamber

Explanation
Barrier 2
Solid electrolyte zircon dioxide
(ZrO2)
Barrier 1

The exhaust gas flows through the NOx

sensor. Here, only oxygen and nitrogen oxides
are of interest. In the first chamber, the oxygen
is ionized out of this mixture with the aid of the
first pump cell and passed through the solid
electrolyte. A lambda signal can be tapped off
from the pump current of the first chamber. In
this way, the exhaust gas in the NOx sensor is
liberated from free oxygen (not bound to
nitrogen).

The remaining nitrogen oxide then passes

through the second barrier to reach the
second chamber of the sensor. Here, the
nitrogen oxide is split by a catalytic element
into oxygen and nitrogen. The oxygen
released in this way is again ionized and can
then pass through the solid electrolyte. The
pump current that occurs during this process
makes it possible to deduce the quantity of
oxygen and the nitrogen level can be
concluded from this quantity.

109

Engine electrical system

In contrast to the ECE version of the
M57D30T2 engine, the US version of the
engine electrical system features following
differences:
Engine control unit DDE7
Preheating system with LIN-bus link and
ceramic heater plugs

Additional OBD sensors

Electrically operated swirl flap and EGR
valve
Additional actuators and sensors for the low
pressure EGR system.

Engine control unit DDE7.3

The new DDE7 engine control unit that will
otherwise be used in the next generation of
diesel engines (N47, N57) is used in the US
version of the M57D30T2 engine.

The reason for this is that the capacity of the

DDE6 is no longer sufficient for the additional
functions (especially SCR).

Preheating system
The heating system is responsible for
providing reliable cold start properties and
smooth operation when the engine is cold.
The DDE control unit sends the temperature
requirement of the heater plug to the heating
control unit. The heating control unit
implements the request and actuates the
heater plugs with a pulse-width modulated
signal. The heating control unit additionally
sends diagnosis and status information via the
LIN-bus connection back to the digital diesel
electronics.
The LIN-bus is a bi-directional data interface
that operates in accordance with the masterslave principle. The DDE control unit is the
master.

110

Each of the six heating circuits can be

diagnosed individually.
When the heating control unit is switched on
for the first time, the electrical resistance of the
heater plugs is evaluated at the start of the
heating process. A hot heater plug has a much
higher resistance than a cold plug. If hot heater
plugs are detected based on their resistance,
less power is applied to the heater plugs at the
start of the heating cycle. If, on the other hand,
cold heater plugs are detected, the maximum
power is applied to the heater plugs at the start
of the heating cycle. This function is known as
dynamic repeat heating. This function avoids
the situation where too much power is applied
to a heater plug, which is already hot, as the
result of a second heating cycle following
shortly after the first, and therefore overheats.

The DDE control unit determines the

necessary heater plug temperature as a
function of the following operating values:
Engine speed

the preheating time has elapsed. The

preheating time is dependent on the
coolant temperature and is defined in a
characteristic curve.
Coolant
temperature
in C
< -35
-25
-20
-5
0
5
30
> 30

Intake air temperature

Injected quantity
Ambient pressure
System voltage
Status signal, starter enable.
The digital diesel electronics sends the
required heater plug temperature to the
heating control unit to activate heating.
The heating system assumes various
operating modes that are explained in the
following.

Preheating time
in seconds
3.5
2.8
2.8
2.1
1.6
1.1
1.1
0

Preheating

Start standby heating

Preheating is activated after terminal 15 has

been switched on.
The heater system indicator in the instrument
cluster is activated at a coolant temperature of
10 C. Preheating is finished when:

Start standby heating is activated when the

preheating process is terminated by the
preheating time elapsing. Start standby
heating is terminated:

The engine speed threshold of 42 rpm is

exceeded (starter is operated)
or

After 10 seconds
or
when the engine speed threshold of 42 rpm
is exceeded.

111

Start heating

Partial load heating

Start heating is activated during every engine

start procedure when the coolant temperature
is below 75 C. Start heating begins after the
engine speed threshold of 42 rpm has been
exceeded. Start heating is terminated:

Partial load heating can occur at coolant

temperatures below 75 C after starting the
engine. Actuation of the heater plugs depends
on the engine speed and load, thus improving
the exhaust gas characteristics.

After the maximum start heating time of 60

seconds has elapsed

Actuation and fault detection

or
after the engine start operation has been
completed
or
when the coolant temperature of 75 C is
exceeded.
Emergency heating
Emergency heating is triggered for 3 minutes
in the event of communication between the
DDE control unit and heating control unit
failing for more than 1 second. The heating
control unit then uses safe values so as to
prevent damage to the heating system.
Concealed heating
Preheating and start standby heating are
activated as so-called concealed heating up to
a coolant temperature of 30 C.

To avoid damage, the heater control unit shuts

down all heating activities when the
permissible operating temperature of the
heater control unit is exceeded.
The ceramic heater plugs are designed for an
operating voltage of 7.0 to 10.0 V. A voltage of
10 V can be applied to heat up the plug at a
faster rate during the heating process. A PWM
signal is applied to the heater plugs for the
purpose of maintaining the heater plug
temperature. Consequently, an effective
voltage is established at the heater plugs that
is lower than the system voltage.

Concealed heating is triggered a maximum of

4 times and is then not enabled again before
the engine is restarted.

Concealed heating is triggered by the

following signals:

Driver's seat occupancy

Driver's seat belt buckle
Valid key
Terminal R
Clutch operated.

112

The power output stages for heater plug

actuation are located in the heater control unit.
The heater control unit does not have its own
fault code memory. Faults in the heating
system detected by the heater control unit are
signalled via the LIN-bus to the digital diesel
electronics. The corresponding fault codes
are then stored in the DDE fault code memory.

The ceramic heater plugs are susceptible

to impact and bending loads. Heater plugs that
have been dropped may be damaged. 1
A maximum voltage of 7 V may be applied
to the heater plugs when removed. Higher
voltages without cooling air movement can
irreparably damage the heater plugs. 1

Sensors and actuators

In the M57D30T2 US engine, the
modifications to the sensors and actuators are
restricted to the air intake and exhaust system.
Several new components have been added to
Sensors
Outside temperature sensor
Ambient pressure sensor
Hot-film air mass meter (HFM)
Intake air temperature sensor (in HFM)
Charge air temperature sensor
Boost pressure sensor
Exhaust pressure sensor at exhaust manifold
Oxygen sensor
Exhaust gas temperature sensor before
oxidation catalytic converter
Exhaust gas temperature sensor before
diesel particulate filter
Exhaust backpressure sensor before diesel
particulate filter
Exhaust differential pressure sensor
Temperature sensor after
low pressure EGR cooler
Temperature sensor after
high pressure EGR cooler
Exhaust gas temperature sensor before
SCR catalytic converter
NOx sensor before SCR catalytic converter
NOx sensor after SCR catalytic converter
Positional feedback, swirl flaps
Positional feedback
high pressure EGR valve
Positional feedback
low pressure EGR valve
Blow-by connection

this system. The table below provides an

overview. It shows a comparison between the
E70 US and E90 US and the EURO4 version
of the ECE variant.
EURO4
7
7
7
7
7
7
7
7

E70 US
7
7
7
7
7
7
7
7
7

E90 US
7
7
7
7
7
7
7
7
7

7
7

7
-

7
7
7
7

7
7
7
7

113

Actuators
Compressor bypass valve
Turbine control valve
Wastegate
Throttle valve
Swirl flaps
High pressure EGR valve
Low pressure EGR valve
Bypass valve for high pressure EGR cooler
SCR metering valve
EL = Electrically operated

EURO4
EUV
EPDW
EPDW
EL
EUV
EPDW
EL

E70 US
EUV
EPDW
EPDW
EL
EL
EL
EPDW
EUV
EL

E90 US
EUV
EPDW
EPDW
EL
EL
EL
EPDW
EUV
EL

EUV = Pneumatically operated via electric changeover valve

EPDW = Pneumatically operated via electropneumatic pressure converter

OBD function
The engine management has the additional
task of monitoring all exhaust-relevant
systems to ensure they are functioning
correctly. This task is known as OnBoard
Diagnosis (OBD). The malfunction indicator
lamp (MIL) is activated if the onboard
diagnosis registers a fault.
The events specific to US diesel engines that
cause the MIL to light up are described in the
following.
Oxidation catalytic converter
The oxidation catalytic converter is monitored
with regard to its conversion ability which
diminishes with ageing. The conversion of
hydrocarbons (HC) during cold start is used as
the indicator as heat is produced as part of the

114

chemical reaction and it follows a defined

temperature progression after the oxidation
catalytic converter.
The exhaust gas temperature sensor after the
oxidation catalytic converter measures the
temperature. The DDE maps the temperature
progression during cold start and compares it
to calculated models. The result determines
how effective the oxidation catalytic converter
is operating. A reversible fault is stored if the
temperature progression drops below a
predetermined value. If this fault is still
determined after two successive diesel
particulate filter regeneration cycles, an
irreversible fault is stored and the MIL is
activated.

SCR catalytic converter

The effectiveness of the SCR catalytic
converter is monitored by the two NOx
catalytic converters.
The nitrogen mass is measured before and
after the SCR catalytic converter and a sum is
formed over a defined period of time. The
actual reduction is compared with a calculated
value that is stored in the DDE.
The following conditions must be met for this
purpose:
NOx sensors plausible
Metering active
Ambient temperature in defined range
Ambient pressure in defined range
Regeneration of diesel particulate filter not
active
SCR catalytic converter temperature in
defined range (is calculated by means of
exhaust temperature sensor before SCR
catalytic converter)
Flow of exhaust gas in defined range.
Monitoring involves four measuring cycles. A
reversible fault is stored if the actual value is
lower than the calculated value. If the fault is
determined in two successive driving cycles,
an irreversible fault is stored and the MIL is
activated.
Long-term adaptation is implemented, where
the metered quantity of urea-water solution is
adapted, to ensure the effectiveness of the
SCR catalytic converter over a long period of
time. To execute this adaptation procedure,
the signal of the NOx sensor after the SCR
catalytic converter is compared with a

calculated value. If variations occur, the

metered quantity is correspondingly adapted
in the short term. The adaptations are
evaluated and a correction factor is applied to
the metered quantity.
The operating range for the long-term
adaptation is the same as that for
effectiveness monitoring.
A reversible fault is stored if the correction
factor exceeds a defined threshold. If the fault
is determined in two successive driving cycles,
an irreversible fault is stored and the MIL is
activated.
Supplying urea-water solution
A supply of a urea-water solution is required to
ensure efficient operation of the SCR catalytic
converter.
Once the SCR catalytic converter has reached
a certain temperature (calculated by the
exhaust gas temperature sensor before the
SCR catalytic converter), the metering control
system attempts to build up pressure in the
metering line. For this purpose, the metering
module must be closed and the delivery pump
actuated at a certain speed for a defined
period of time.
If the defined pressure threshold cannot be
reached within a certain time, the metering
module is opened in order to vent the
metering line. This is followed by a new
attempt to build up pressure.
A reversible fault is stored if a defined number
of pressure build-up attempts remain
unsuccessful. If the fault is determined in two
successive driving cycles, an irreversible fault
is stored and the MIL is activated.

115

This monitoring takes place only once per

driving cycle before metering begins.
Continuous pressure monitoring begins after
this monitoring run was successful.
A constant pressure of the urea-water solution
(5 bar) is required for the selective catalytic
reduction process. The actual pressure is
measured by the pressure sensor in the
delivery module and compared with a
minimum and a maximum pressure threshold.
A reversible fault is stored if the limits are
exceeded for a certain time. If the fault is
determined in two successive driving cycles,
an irreversible fault is stored and the MIL is
activated.
This monitoring run takes place while
metering is active.
Level measurement in active reservoir
A level sensor with three contacts at different
heights is used for the active reservoir. The
plausibility of the sensor is checked in the
evaluator in that it checks whether the signals
are logical. For example, it is improbable that
the "Full" contact is covered by the solution
while the "Empty" contact is not.
In this case, the evaluator sends a plausibility
error to the DDE. This takes place at a pulse
duty factor of 30 % of the PWM signal. A
reversible fault is set. If the fault is determined
in two successive driving cycles, an

116

irreversible fault is stored and the MIL is

activated.
This monitoring procedure only takes place if
the temperature in the active reservoir is
above a defined value.
If the line between the evaluator and at least
one contact of the level sensor is interrupted,
the fault is signalled to the DDE by a PWM
signal with 40 % pulse duty factor. A reversible
fault is set. If the fault is determined in two
successive driving cycles, an irreversible fault
is stored and the MIL is activated.
Suitable urea-water solution
The SCR system is monitored with regard to
refilling with an incorrect medium. This
monitoring function starts when refilling is
detected. Refilling detection is described in
the section on the SCR system.
Effectiveness monitoring of the SCR catalytic
converter is used for the purpose of
determining whether an incorrect medium has
been used. An incorrect medium is detected if
the effectiveness drops below a certain value
within a defined period of time after refilling. A
reversible fault is set in this case. If the fault is
determined in two successive driving cycles,
an irreversible fault is stored and the MIL is
activated.
In addition, the warning scenario with a
remaining range of 200 mls is started.

NOx sensors
A dew point must be reached for effective
operation and therefore also the monitoring of
the NOx sensor. This ensures that there is no
longer any water in the exhaust system that
could damage the NOx sensors.
A reversible fault is set if the following
monitoring functions detect a fault at the NOx
sensor. If the fault is determined in two
successive driving cycles, an irreversible fault
is stored and the MIL is activated.
Detection signal or correction factor
incorrect
Line break or short-circuit between
measuring probe and control unit of NOx
sensor
Measured value outside the defined range
for a certain period of time
Operating temperature is not reached after
a defined heating time
The distance from the measured value to
zero is too great in overrun mode (no
nitrogen oxides expected)
During the transition from load to overrun
mode, the signal of the NOx sensor does
not drop fast enough from 80 % to 50 %
(only NOx sensor before SCR catalytic
converter)
If, despite a peak in the signal of the NOx
sensor before the SCR catalytic converter,
at least a defined change in the signal of the

NOx sensor after the SCR catalytic

converter is not determined this is
interpreted as implausible.
Exhaust gas recirculation (EGR)
During normal operation, the exhaust gas
recirculation is controlled based on the EGR
ratio. During regeneration of the diesel
particulate filter, it is conventionally controlled
based on the air mass.
The monitoring function also differs in this
way: During normal operation a fault is
detected when the EGR ratio is above or
below defined limits for a certain period of
time. This applies to the air mass during
regeneration of the diesel particulate filter.
In order to monitor the high pressure EGR
cooler, the temperature after the high
pressure EGR cooler is measured with the
bypass valve open and close with the engine
running at idle speed. A fault is detected if the
temperature difference is below a certain
value.
For the low pressure EGR cooler (only E70),
the measured temperature after the low
pressure EGR cooler is compared with a
calculate temperature for this position. A fault
is detected if the difference exceeds a certain
value.
Each of these faults is stored reversible. If the
fault is determined in two successive driving
cycles, an irreversible fault is stored and the
MIL is activated.

117

Diesel particulate filter (DPF)

The diesel particulate filter is monitored by
means of the differential pressure sensor. If
the filter is defective, the differential pressure
before and after the filter will be lower than for
a new filter.
Monitoring starts when the flow of exhaust gas
and the diesel particulate filter temperature
exceed certain values. A fault is detected
when the differential pressure drops below a
defined threshold for a certain period of time.
Conversely, an overloaded/clogged diesel
particulate filter is detected when the
differential pressure exceeds a defined value
for a certain period of time.
When regeneration of the diesel particulate
filter is started, the time required until the
exhaust temperature before the DPF reaches

118

250 C is measured. This time is set to zero if

the engine runs for a longer period of time at
idle speed or in overrun mode. A fault is
detected if a defined time is exceeded before
the temperature of 250 C is reached. In this
way, the response characteristics of the
increase in exhaust temperature for DPF
regeneration are monitored.
The system also monitors whether the
exhaust gas temperature before the diesel
particulate filter corresponds to the expected
value after a defined period of time. If this is not
the case although the control system has
reached its limits, a fault is detected.
Also in this case, each of these faults is stored
reversible. If the fault is determined in two
successive driving cycles, an irreversible fault
is stored and the MIL is activated.

Automatic transmission
In view of the high torque developed by the
M57D30T2 engine, the GA6HP26TU

gearbox is used, which is normally fitted in 8cylinder petrol engine vehicles.

75 - GA6HP26TU gearbox

Twin damper torque converter

The gearbox is identical to that used in the
X5 4.8i; only the torque converter is different.
A so-called turbine torsional damper (TTD) is
used while a twin damper torque converter is
used for diesel engines.
In principle, the twin damper torque converter
is a turbine torsional damper with a further
damper connected upstream.

The primary side of the first damper is

connected to the converter lockup clutch
while the secondary side is connected to the
primary side of the second damper. As in the
turbine torsional damper, the secondary side
is fixed to the turbine wheel of the torque
converter.

119

76 - Twin damper torque converter

Index
1
2
3
4

Explanation
Annular spring
Converter housing
Turbine wheel
Impeller

When the converter lockup clutch is open, the

power flow is equal to that of the turbine
torsional damper. The power is transferred
from the turbine wheel via the second damper
(but without damping) to the transmission
input shaft.
When the converter lockup clutch is closed,
the power is transmitted via the first damper

120

Index
5
6
7

Explanation
Stator
Transmission input shaft
Annular spring assembly

that consists of an annular spring. From here

the power is transmitted to the second
damper which operationally corresponds to
the turbine torsional damper and also consists
of two annular springs.
These further improved damping properties
effectively adapt the transmission to the
operational irregularities of the diesel engine.

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