Table of Contents

N55 Engine

Subject Page

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Engine Components/Systems Overview . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Full Load Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Current Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Engine Designation and Engine Identification . . . . . . . . . . . . . . . . . . . . .11
Engine Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Breakdown of N55 Engine Designation . . . . . . . . . . . . . . . . . . . . . . . .12
Engine Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

Engine Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

Engine Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Engine Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Crankcase and Bedplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Crankshaft Main Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Pistons and Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Connecting Rod and Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Oil Pan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Electrionic Volume-controlled Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . .23
Oil Pump and Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Oil Filtration and Oil Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Oil Spray Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Oil Return . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Cylinder Head Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Crankcase Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Naturally Aspirated Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Boost Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Valvetrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Intake and Exhaust Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Valve Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

Initial Print Date: 02/10 Revision Date:

Subject Page
Camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Valve Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
VANOS System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
VANOS Solenoid Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Cam Sensor Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Valvetronic III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Phasing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Masking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Combustion Chamber Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Valve Lift Adjustment Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Valvetronic Servomotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Belt Drive and Auxiliarly Components . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Vibration Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Air Intake and Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Intake Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Fuel Tank Ventilation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Exhaust Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Function of the twin scroll turbocharger . . . . . . . . . . . . . . . . . . . .65
Diverter valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Catalytic Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67
Vacuum System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Fuel Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Fuel Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
High Pressure Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
N55, Cooling System Components . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Coolant Passages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80

Engine Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82

Circuit Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83
Engine Cooling Circuit Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Digital Motor Electronics (DME/ECM) . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Digital Motor Electronics Circuit Diagram . . . . . . . . . . . . . . . . . . . . . .88
N55, MEVD17.2 Circuit Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Subject Page
Fuel supply system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Fuel quantity control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Boost pressure control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Engine cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
System Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
Crankshaft Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94
Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Oxygen sensor before catalytic converter . . . . . . . . . . . . . . . . . . .96
Oxygen sensor after catalytic converter . . . . . . . . . . . . . . . . . . . . .96
Hot-film air mass meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
High Pressure Fuel Injector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98

Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Cylinder Head Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99
Ignition Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100
N55 Engine
Model: All with N55

Production: From Start of Production

After completion of this module you will be able to:

Describe the features of the N55B30M0 engine

Describe the specifications of the N55 engine

Identify the internal and external components of the N55 engine

Understand the function of the crankcase ventilation on the N55 engine

Understand the function of the electronic volume control oil pump

4
N55 Engine
Introduction
The N55 engine is the successor to the N54. Re-engineering and modifications have
made it possible to now use only one exhaust turbocharger. Against the backdrop of
reduced costs and improved quality, the technical data have remained virtually the same.

N55 Engine

5
N55 Engine
Engine Components/Systems Overview
The following provides an overview of the features of the N55 engine:

Crankcase:
Large longitudinal ventilation holes inter-connect the crankcase lower chambers
and relieve unwanted crankcase pressure between cylinders.
Modified oil galleries enhance the supply of oil to vacuum pump.

Crankshaft: Is light weight design and has an asymmetric counterweight arrangement.

Pistons and connecting rods:

A specially formed bushing/bore in small end of the connecting rods evenly
distributes the force of the pistons on the power stroke.
Lead-free bearing shells are installed on the big-end of the connecting rods.

Cylinder head:
Specially designed water passages intergraded into the cylinder head enhance
injector cooling.
The combustion chambers are machined to work in conjuction with the Valvetronic
III system with regard to promoting air turbulence and mixture formation.

Crankcase ventilation:
In contrast to the N54, the N55 crankcase ventilation does not use cyclone
separators.
The cylinder and head cover have integrated blow-by passages that connect the
crankcase ventilation directly to the intake ports.

VANOS:
The N55 VANOS oil passages are simplified compared to the N54 engine.
The solenoid valves have integrated non-return valve and 3 screen filters.
The VANOS units are of a lightweight design for increased adjustment speed
and have a reduced susceptibility to soiling.

Valvetrain:
The N55 is the first BMW turbo engine to incorporate Valvetronic.
The valvetrain is a new designed that combines Valvetronic III with Double VANOS.
With Valvetronic III the 3rd generation brushless servomotor is introduced.
The position detection sensor of eccentric shaft is now integrated in the servomotor.
6
N55 Engine
Oil supply:
An enhanced and simplified oil circuit design is used.
The inlet pipe, oil deflector, and oil collector are combined in one component.
Oil pump uses a Duroplast slide valve and it is electronically controlled based on
a characteristic map within the engine management.

Forced induction:
The N55 uses a single twin scroll turbocharger with vacuum operated,
electronically controlled wastegate valve.
The electric diverter valve is intergraded into the turbocharger compressor housing.

Air intake and exhaust system:

Air intake system is similar in configuration as the N54 with the exception of the
intake manifold and the use of a single turbo.
The intercooler is an air to air type mounted in the lower area of the front bumper
cover.
The exhaust system uses no underbody catalytic converter.

Vacuum system:
The N55 engine has a two-stage vacuum pump as on the N54.
The vacuum system has the vacuum reservoir built into the cylinder head cover.

Fuel injection:
HDE (high pressure fuel injection) system is installed on the N55.
The HDE system uses solenoid valve fuel injectors instead of the piezoelectric
type used on HPI.
The high pressure pump and pressure sensors are similar in design and function
in both the HDE and HPI systems.

Digital Motor Electronics (DME):

The DME is mounted on the intake manifold and cooled by intake air.
The location of the DME facilitates the installation of the N55 engine in several
current BMW platforms/models.

7
N55 Engine
Technical Data

N54B30O0 (E71/X6 N55B30M0

Unit
xDrive35i) (F07/535i)
Configuration 6 inline 6 inline

Cylinder capacity [cm] 2979 2979

Bore/stroke [mm] 84.0/89.6 84.0/89.6

Power output at
[kW/bhp] [rpm] 225/306 5800 - 6250 225/306 5800 - 6400
engine speed
Power output per liter [kW/l] 75.53 75.53

Torque at engine speed [Nm] [rpm] 400 1300 - 5000 400 1200 - 5000

Compression ratio [] 10.2 10.2

Valves/cylinder 4 4

Fuel consumption,
[l/100 km] 10.9 8.9
EU combined
CO2 emission g/km 262 209

Digital Motor Electronics MSD81 MEVD17.2

Exhaust emission
ULEV ULEV II
legislation, US
BMW Longlife-01 BMW
Engine oil specification Longlife-01 FE BMW -
Longlife-04

Top speed [km/h] 240 250

Acceleration
[s] 6.7 6.3
0 - 100 km/h/62mph

Vehicle curb weight DIN/EU [kg] 2070/2145 1940/2015

* = Electronically governed

8
N55 Engine
Full Load Diagram
Compared to its predecessor, the N55 engine is characterized by lower fuel consumption
with the same power output and torque data.

Full load diagram E90 335i with N54B30O0 engine

compared to the F07 535i with N55B30M0 engine

9
N55 Engine
Current Models
N54B30O0 engine variants

Power
Displace- Stroke/ output in Torque in
Model Version Series ment in bore in
kW/bhp at Nm at rpm
cm mm
rpm
407
300 SAE hp
135i US E82, E88 2979 89.6/84.0 (300 ft-lbs)
5800 - 6250
1400 - 5000

407
E90, E92, 300 SAE hp
335i US 2979 89.6/84.0 (300 ft-lbs)
E93 5800 - 6250
1400 - 5000

407
300 SAE hp
335i xDrive US E90, E92 2979 89.6/84.0 (300 ft-lbs)
5800 - 6250
1400 - 5000

450
320 SAE hp
335is US E92, E93 2979 89.6/84.0 (332 ft-lbs)
5800 - 6250
1400 - 5000

407
300 SAE hp
Z4 sDrive35i US E89 2979 89.6/84.0 (300 ft-lbs)
5800 - 6250
1400 - 5000

450
Z4 335 SAE hp
US E89 2979 89.6/84.0 (332/369 ft-lbs)
sDrive35is 5800 - 6250
*1400 - 5000

407
300 SAE hp
535i US E60 2979 89.6/84.0 (300 ft-lbs)
5800 - 6250
1400 - 5000

407
300 SAE hp
535i xDrive US E60, E61 2979 89.6/84.0 (300 ft-lbs)
5800 - 6250
1400 - 5000

407
300 SAE hp
X6 xDrive35i US E71 2979 89.6/84.0 (300 ft-lbs)
5800 - 6250
1400 - 5000

450
315 SAE hp
740i US F01, F02 2979 89.6/84.0 (330 ft-lbs)
5800 - 6250
1600 - 4500

* The enhanced engine management system of the BMW Z4 sDrive35is and the 335is include
an electronically controlled overboost function to briefly increase torque under full load by
another 37 ft-lbs. This temporary torque peak of 369 ft-lbs gives the car a significant increase
in acceleration for approximately 5 seconds.

10
N55 Engine
Engine Designation and Engine Identification

Engine Designation
This training material describes the N55B30M0 in detail.
In the technical documentation, the engine designation is used for unique identification of
the engine. In the technical documentation you will also find the abbreviated engine des-
ignation, i.e. N55, that only indicates the engine type.

Item Meaning Index / explanation

M, N = BMW Group
P = BMW Motorsport
1 Engine developer
S = BMW M mbH
W = Non-BMW engines

1 = R4 (e.g. N12)
4 = R4 (e.g. N43)
5 = R6 (e.g. N55)
2 Engine type
6 = V8 (e.g. N63)
7 = V12 (e.g. N73)
8 = V10 (e.g. S85)

0 = basic engine
3 Change to the basic engine concept
1 9 = changes, e.g. combustion process

B = Gasoline, longitudinal installation

Working method or fuel type and
4 D = Diesel, longitudinal installation
possibly installation position
H = Hydrogen

5 Displacement in liters 1 = 1 liter (whole number of liters)

6 Displacement in 1/10 liter 8 = 0.8 liter (tenth of liter)

K = Smallest
U = Lower
M = Middle
7 Performance class
O = Upper (standard)
T = Top
S = Super

0 = New development
8 Revision relevant to approval
1 9 = Revision

11
N55 Engine
Breakdown of N55 Engine Designation

Index Explanation
N BMW Group Development

5 Straight 6 engine

5 Engine with direct injection, Valvetronic and exhaust turbocharger

B Gasoline engine, longitudinal

30 3.0-liter capacity

M Medium performance class

0 New development

Engine Identification
The engines are marked on the crankcase with an engine identification code for unique
identification. This engine identifier is also required for approval by the authorities. The
N55 engine further develops this identification system and the code has been reduced
from previously eight to seven characters. The engine serial number can be found under
the engine identifier on the engine. Together with the engine identifier, this consecutive
number enables unique identification of each individual engine.

Item Meaning Index / explanation

M, N = BMW Group
P = BMW Motorsport
1 Engine developer
S = BMW M GmbH
W = Non-BMW engines

1 = R4 (e.g. N12)
4 = R4 (e.g. N43)
5 = R6 (e.g. N55)
2 Engine type
6 = V8 (e.g. N63)
7 = V12 (e.g. N73)
8 = V10 (e.g. S85)

0 = basic engine
3 Change to the basic engine concept
1 9 = changes, e.g. combustion process

B = Gasoline, longitudinal installation

Working method or fuel type and
4 possibly installation position
D = diesel, longitudinal installation
H = hydrogen

5 Displacement in liters 1 = 1 liter (whole number of liters)

6 Displacement in 1/10 liter 8 = 0.8 liter (tenth of liter)

Type test concerns (changes that A = Standard

7 require a new type test) B Z = Depending on requirement, e.g. RON 87

12
N55 Engine
N55 engine, engine identification and engine serial number

Index Explanation

08027053 Individual consecutive engine serial number

N Engine developer, BMW Group

5 Engine type, straight 6

5 Change to basic engine concept, turbocharging, Valvetronic, direct fuel injection

B Operating principle or fuel supply and installation position, petrol engine longitudinal

30 Displacement in 1/10 liter, 3 liter

A Type approval requirements, standard

13
N55 Engine
Engine Components
Engine Housing
The engine housing consists of the engine block (crankcase and bedplate), cylinder
head, cylinder head cover, oil pan and gaskets.

Engine Block
The engine block is made from an aluminum die-casting and consists of the crankcase
with bedplate.

Crankcase and Bedplate

The crankcase features cast iron cylinder liners (2). A new feature is that the webs
between two cylinders on the deck of the block now have a grooved cooling passage
(3). Coolant can flow along these grooves from one side of the crankcase to the other,
thus enhancing cooling of this area.
Five oil return ducts on the exhaust side (4) now permit oil to return from the cylinder
head into the oil pan. These oil return channels extend into the bedplate up to below the
oil deflector. They help reduce churning losses as the returning engine oil can no longer
reach the crankshaft even at high transverse acceleration.
Five oil return channels on the intake side (5) also ensure that the blow-by gasses can
flow unobstructed from the crankshaft area into the cylinder head and to the crankcase
breather in the cylinder head cover.
The cooling duct (1) in the engine block is split and coolant flows directly through it.

14
N55 Engine
N55, crankcase with web cooling

Index Explanation

1 Cooling duct

2 Cylinder liner

3 Grooved cooling passage

4 Oil return ducts, exhaust side

5 Oil return ducts, intake side

15
N55 Engine
The crankcase has large longitudinal ventilation holes bored between the lower chambers
of the cylinders. The longitudinal ventilation holes improve the pressure equalization,
between the oscillating air columns that are created in the crankcase, by the up and down
movement of the pistons.
This enhances power by relieving the unwanted pressure that acts against the downward
movement of the pistons. It also enhances crankcase ventilation and adds to oil service
life by promoting the movement of blow-by gasses within the engine.

N55, ventilation holes in crankcase

16
N55 Engine
Crankshaft
The crankshaft of the N55 is of lightweight design, at 20.3 kg its approximately 3 kg
lighter than the crankshaft in the N54 engine.
The crankshaft is made from cast iron (GGG70). The counterweights are arranged asym-
metrically. There is no incremental wheel installed on the crankshaft. The timing chains
are mounted by means of an M18 central bolt.
N55 Crankshaft

Index Explanation

A Counterweights

1 Main bearing journal 7

2 Oil hole from big-end bearing to main bearing

3 Oil hole from main bearing to big-end bearing

4 Big-end bearing journal, cylinder 4

Crankshaft Main Bearings

As on the N54 engine, the main bearings on the crankshaft are designed as two
component bearings free of lead. The thrust bearing is mounted at the fourth bearing
position.

17
N55 Engine
Pistons and Rings
A full slipper skirt type piston with a diameter of 82.5 mm is used. The first piston ring is a
plain rectangular compression ring with a chrome-ceramic coating on the contact surface.
The second piston ring is a tapered faced Napier type ring. The oil scrape ring is
designed as a steel band ring with spring that is also known as VF system.
N55 piston with piston rings

Index Explanation

1 Plain rectangular compression ring

2 Tapered faced Napier ring

3 VF system ring

4 Steel inlay for first piston ring

5 Groove for first piston ring

6 Groove for second piston ring

7 Groove for oil scraper ring

8 Hole for lubricating oil drain

9 Graphite coating

18
N55 Engine
Connecting Rod and Bearings
The size of the connecting rod of the N55 engine is 144.35 mm. A new feature is the
specially formed hole in the small end of the connecting rod. This formed hole is
machined wider on the lower edges of the wrist pin bushing/bore. This design evenly
distributes the force acting on the wrist pin over the entire surface of the rod bushing and
reduces the load at the edges, as the piston is forced downward on the power stroke.

N55, small end of the connecting rod

Index Explanation

1 Bushing

2 Connecting rod

19
N55 Engine
The following graphic shows the surface load on a standard connecting rod without the
formed hole. Due to combustion pressure, the force exerted by the piston via the wrist
pin is mainly transmitted to the edges of the rod bushing.

N54, connecting rod small end without formed hole

Index Explanation

A Low surface load

B High surface load

20
N55 Engine
The graphic below illustrates the small end of the connecting rod with a formed hole. The
force is more evenly distributed over a larger area and the load on the edges of the rod
bushing is reduced considerably.

N55, connecting rod small with formed hole

Index Explanation

A Low surface load

B High surface load

Lead-free bearing shells are used on the large connecting rod end. The material G-488 is
used on the connecting rod side and the material G-444 on the bearing cap side.
The size M9 x 47 connecting rod bolts are the same on the N55 and N54 connecting
rod.

21
N55 Engine
Oil Pan
The oil pan is made from an aluminum casting. The oil deflector and the intake pipe to
the oil pump are designed as one component. To facilitate attachment to the bedplate,
the oil return ducts are designed so that they extend over the oil deflector. Consequently,
the oil return ducts end in the oil sump.
Ducts are provided for the oil supply to the vacuum pump as it is now lubricated by
filtered oil and not by unfiltered oil as on the N54 engine.

N55, bedplate with oil pump and oil deflector

Index Explanation

1 Oil pump

2 Oil return ducts, intake side

3 Bedplate

4 Oil deflector

5 Intake manifold with oil screen filter

6 Oil return ducts, exhaust side

22
N55 Engine
Electrionic Volume-controlled Oil Pump
A modified version of the volume control oil pump of the N54 engine is used. For the first
time a Duroplast reciprocating slide valve is installed. The volumetric flow control system
operating principle of the oil pump is described in the E71 X6 training material under the
N63 Engine available on TIS and ICP.
This type of pump delivers only as much oil as is necessary under the respective engine
operating conditions. No surplus quantities of oil are delivered in low-load operating
ranges. This operating mode reduces the pump work and therefore the fuel consumption
of the engine while also slowing down the oil aging process. The pump is designed as a
slide valve-type vane pump. In delivery mode, the pump shaft is positioned off-center in
the housing and the vanes are displaced radially during rotation. As a result, the vanes
form chambers of differing volume. The oil is drawn in as the volume increases and
expelled into the oil galleries as the volume decreases.
The oil pressure in the system (downstream of the oil filter) acts on the slide against the
force of a compression springs in the control oil chamber. The slide element rotates
about a pivot axis.

N55, oil pump

Index Explanation Index Explanation

1 Control oil chamber 7 Housing

2 Pressure limiting valve 8 Hole for pressure control valve

3 Rotor 9 Damping oil chamber

4 Vane 10 Compression spring (2x)

5 Duroplast slide valve 11 Pivot axis of rotation

6 Inner rotor

23
N55 Engine
Oil Pump and Pressure Control
The oil pump has been redesigned with regard to the functionality and durability of the
Duroplast reciprocating slide valve. The oil pump used in the N55 engine is a further
development of the shuttle slide valve volume control oil pump. The activation of the oil
pump is adapted by the engine management and controlled through an oil pressure
control valve.
The delivered oil volume is controlled by means of the oil pressure, based on specific
requirements. The modifications, compared to previous pumps, are primarily in the pump
activation system. The oil pressure no longer acts directly on the control piston but rather
directly on the slide valve. The engine management activates the electrohydraulic
pressure control valve, which affects the oil pressure at the slide valve control mechanism
within the oil pump, altering the pump output. This has the advantage of avoiding power
losses by running the oil pump only when needed.
The electrohydraulic pressure control valve controls the pump output and is bolted to the
front of the engine block. It is operated based on a characteristic map within the DME
(ECM) which in turn is based on feedback from the oil pressure sensor. The N55 uses a
special oil pressure sensor for this purpose which functions in the similar way as the HPI
fuel pressure sensor.
Characteristic map-controlled oil pressure

Index Explanation Index Explanation

Characteristic map-controlled
A Oil pressure (bar) 3 oil pressure, no load

B Engine speed (rpm) 4 Saving potential, full load

1 Oil pressure control, hydraulic/ mechanical 5 Saving potential, no load

Characteristic map-controlled
2 oil pressure, full load

24
N55 Engine
The oil pressure generated by the oil pump (2) is delivered to the engines lubricating
points and hydraulic actuators. This system uses oil pressure feed back to control the
desired operating oil pressure. For this purpose, the oil pressure downstream of the oil
filter (7) and engine oil-to-coolant heat exchanger (9) is adjusted by the DME (map-con-
trolled) via the pressure control valve (4) to the pressure control valve (3).
The actual generated oil pressure is registered by the oil pressure sensor (10) and
recognized by the engine management.
In the event of an electrical malfunction, the oil pressure is set to the default control
setting. The pump compression springs are allowed to expand, moving the slide valve to
its maximum oil pressure position.
Hydraulic diagram of the N53 engine oil circuit with electronic pressure control

Index Explanation Index Explanation

1 Oil Pan 8 Filter By-pass valve
2 Volume controlled oil pump 9 Engine oil to coolant heat exchanger
3 Pressure regulating valve 10 Oil Pressure sensor
4 Electro-hydraulic pressure regulating valve 11 Lubricating points, cylinder head
5 Non-return valve 12 Lubricating points, engine block
6 Outlet valve at the filter 13 Oil spray nozzles, piston crowns
7 Oil filter

Note: The N53 hydraulic circuit diagram shown is for explanation of the oil
pressure control only, and does not apply directly to the N55 engine.
25
N55 Engine
N55, oil pump and pressure control valve

Index Explanation

1 Oil pressure control valve

2 Oil pump

3 Oil pressure sensor

26
N55 Engine
Oil Supply
The following graphics show an overview of the oil circuit of the N55. Compared to the
N54 engine, there are considerably fewer oil ducts in the cylinder head. This is mainly due
to the use of the new VANOS solenoid valves.

N55, oil passages rear view

27
N55 Engine
 Index Explanation

1 Intake pipe

2 Oil pump

3 Unfiltered oil duct

4 Oil filter

5 Main oil duct (filtered oil duct)

6 Chain tensioner

7 VANOS solenoid valve, exhaust side

8 VANOS solenoid valve, intake side

9 VANOS adjustment unit, intake side

10 VANOS adjustment unit, exhaust side

11 Oil duct for intake camshaft and eccentric shaft lubrication

12 Hydraulic valve lash adjustment

13 Oil duct for exhaust camshaft lubrication

14 Hydraulic valve lash adjustment

15 Connection to exhaust turbocharger lubrication

16 Connection for oil spray nozzles

17 Crankshaft bearing

18 Oil duct for oil pressure control

20 Oil duct for oil pressure control

21 Oil duct for vacuum pump lubrication

22 Vacuum pump

28
N55 Engine
N55, oil passages front view

29
N55 Engine
 Index Explanation

1 Intake pipe

2 Oil pump

3 Unfiltered oil duct

4 Oil filter

5 Main oil duct (filtered oil duct)

6 Chain tensioner

7 VANOS solenoid valve, exhaust side

8 VANOS solenoid valve, intake side

9 VANOS adjustment unit, intake side

10 VANOS adjustment unit, exhaust side

15 Connection to exhaust turbocharger lubrication

16 Connection for oil spray nozzles

17 Crankshaft bearing

18 Oil duct for oil pressure control

19 Oil pressure control valve

21 Oil duct for vacuum pump lubrication

22 Vacuum pump

Oil Filtration and Oil Cooling

The oil filter housing is made from Duroplast. Based on the application, two types of
engine oil coolers may be used. Depending on the oil temperature, a thermostat on the
oil filter housing controls the oil flow through the oil cooler.

30
N55 Engine
Oil Spray Nozzles
The N55 engine is equipped with oil spray nozzles for the purpose of cooling the piston
crown. A special tool is required for positioning the oil spray nozzles.

Oil Pressure
Since the N55 engine has an oil pump with electronic volumetric flow control, it is neces-
sary to measure the oil pressure precisely. For this reason, a new oil pressure sensor is
installed.
Advantages of the new oil pressure sensor:
It now measures absolute pressure (previous measured relative pressure).
It is characteristic map control in all speed ranges.

Oil Level
The oil quality sensor is used for measuring the oil level as on previous BMW engines.

Oil Return
The following graphics show the integrated oil deflector. It combines the following
components:
Oil deflector (4)
Intake snorkel (5)
The oil sump (1) and crankshaft are separated by the integrated oil deflector. Oil scraper
edges are installed on the bedplate to direct the spray oil from the crankshaft.
Depending on the model, the oil pan can be adapted to different installation configura-
tions by simply changing the intake snorkel. The oil, flowing back from the cylinder head
(2, 6) is directed under the oil deflector. In this way, even under high transverse accelera-
tion conditions, no returning oil can reach the crankshaft and cause churning losses .

31
N55 Engine
Cylinder Head
Direct fuel injection, turbocharging and Valvetronic systems are combined for the first time
on a BMW 6-cylinder engine. The cylinder head of the N55 engine is a new develop-
ment. It features a very compact design and is equipped with third generation Valvetronic.
The combination is referred to as Turbo-Valvetronic-Direct-Injection (TVDI).
This system reduces CO2 emission and fuel consumption by 3 - 6%.
There are now no connections for the VANOS non-return valves as they have been
integrated in the solenoid valves. The cylinder head also features cooling passages
near the fuel injectors; providing indirect cooling.

N55, cylinder head

32
N55 Engine
Cylinder Head Cover
The cylinder head cover is a new development. The accumulator for the vacuum system
is built into the cylinder head cover.
All components for crankcase ventilation and the blow-by channels are also integrated
into the cylinder head cover. The non-return valves ensure that the blow-by gasses are
reliably added to the intake air in both engine modes (NA and Boost)
The N55 engine is equipped with a vacuum-controlled crankcase ventilation system;
therefore, a regulated negative pressure of approximately 38 mbar is maintained.

N55, cylinder head cover with crankcase ventilation

Index Explanation

1 Connection, blow-by gas to clean air pipe

2 Connection, vacuum line to vacuum pump

3 Reserve, vacuum connection

4 Vacuum connection to electropneumatic pressure converter EPDW for wastegate valve

5 Duct for blow-by gas feed into intake system with integrated non-return valve

6 Blow-by gas duct with settling chamber, impact plate, pressure control valve and non-return valves

7 Pressure regulating valve

33
N55 Engine
Crankcase Ventilation
The blow-by gasses flow into the settling chamber of the cylinder head cover through an
opening located in the rear of the cover. Here, the blow-by gasses are directed through
holes on to an impact plate, against which the oil impacts at high speed, and drains off.
The blow-by gasses, cleaned of oil, flow via the pressure control valve (depending on the
operating mode) through the non-return valves into the inlet pipe upstream of the
turbocharger, or via passages in the cylinder head ahead of the intake valves. The sepa-
rated oil is drained via a return flow duct into the oil pan.

Naturally Aspirated Mode

The standard function can only be used as long as a vacuum prevails in the intake air
manifold, i.e. in naturally-aspirated engine mode.
With the engine operating in naturally-aspirated mode, the vacuum in the intake air mani-
fold opens the non-return valve (15) in the blow-by duct within the cylinder head cover.
This draws off blow-by gasses via the pressure control valve. At the same time, the vacu-
um also closes the second non-return valve (12) in the duct to the charge air intake pipe.
The blow-by gasses flow via a distribution rail integrated in the cylinder head cover,
through the intake passages (16) in the cylinder head, which lead directly into the intake
ports, ahead of the valves.

34
N55 Engine
N55, crankcase ventilation, naturally-aspirated mode

35
N55 Engine
 Index Explanation

A Ambient pressure

B Vacuum

C Exhaust gas

D Oil

E Blow-by gas

1 Air cleaner

2 Intake manifold

3 Impact plates

4 Oil return channel

5 Crankcase

6 Oil sump

7 Oil return channel

8 Exhaust turbocharger

9 Oil drain valve

10 Charge air intake line

11 Hose to charge air intake line

12 Non-return valve

13 Pressure regulating valve

14 Throttle valve

15 Non-return valve

16 Passages in cylinder head and cylinder head cover

Boost Mode
As the pressure in the intake air manifold increases in boost mode, blow-by gasses can
no longer be introduced via the passages in the cylinder head, otherwise, the boost pres-
sure could enter the crankcase. A non-return valve (15) in the blow-by channel within the
cylinder head cover closes the connection (16) to the intake air manifold. This protects
the crankcase from excess pressure.
The increased demand for fresh air creates a vacuum in the clean air pipe between the
turbocharger and intake silencer. This vacuum is sufficient to open the non-return valve
(12) and draw the blow-by gasses via the pressure control valve.

36
N55 Engine
N55, crankcase ventilation, turbocharged (boost) mode

37
N55 Engine
 Index Explanation

A Excess pressure

B Vacuum

C Exhaust gas

D Oil

E Blow-by gas

1 Air cleaner

2 Intake manifold

3 Impact plates

4 Oil return channel

5 Crankcase

6 Oil sump

7 Oil return channel

8 Exhaust turbocharger

9 Oil drain valve

10 Charge air intake line

11 Hose to charge air intake line

12 Non-return valve

13 Pressure regulating valve

14 Throttle valve

15 Non-return valve

16 Passages in cylinder head and cylinder head cover

Note: If a customer complains about high oil consumption and oil is

discovered in the turbocharger, it should not be immediately assumed
that the turbocharger is defective. If the oil is present in the fresh air pipe
(before the turbocharger) then the entire engine should be checked.

38
N55 Engine
Valvetrain
The following graphic shows the design of the cylinder head on the N55 engine with
Valvetronic III and direct fuel injection.

N55, overview of valvetrain

Note: Notice the hollow, lightweight design of the camshafts (7)

and the blow-by passages leading into the intake ports (15).

39
N55 Engine
 Index Explanation

1 VANOS unit, intake camshaft

2 VANOS unit, exhaust camshaft

3 Injector well

4 Spark plug well

5 Camshaft housing

6 Valvetronic servomotor

7 Inlet camshaft

8 Torsion spring

9 Gate

10 Eccentric shaft

11 Intermediate lever

12 Roller lever tappet

13 Valve head

14 Oil spray nozzle

15 Passages for introducing blow-by gas into the intake ports

Intake and Exhaust Valves

The valve stems have a diameter of 5 mm on the intake valve and 6 mm on the exhaust
valve. The larger diameter exhaust valve are hollow and filled with sodium. In addition, the
valve seat of the exhaust valves are reinforced.

Valve Springs
The valve springs are different for the intake side and exhaust side.

40
N55 Engine
Camshafts
Lightweight camshafts as well as cast camshafts or a mixture of both were installed in
N54 engines. Only lightweight construction camshafts are used on the N55 engine.
The lightweight camshafts for the N55 are manufactured in an internal high pressure
forming process called hydroforming. The exhaust camshaft features bearing races and
is encapsulated in a camshaft housing. The camshaft housing reduces oil foaming during
operation.

N55, assembled camshaft

Index Explanation

1 Shell-shaped cam

2 Corrugated tube

41
N55 Engine
Valve Timing

N55 valve timing diagram

N54B30O0 N55B30M0

Intake valve [mm] 31.4 32

Exhaust valve [mm] 28 28

Maximum valve lift, intake [mm] 9.7/9.7 9.9/9.7

valve/exhaust valve

Intake camshaft spread (VANOS [crankshaft] 55 70

adjustment range)
Exhaust camshaft spread (VANOS [crankshaft] 45 55
adjustment range)
Intake camshaft opening angle [crankshaft] 125 - 70 120 - 50
(max.-min. spread)
Exhaust camshaft opening angle [crankshaft] 130 - 85 115 - 60
(max.-min. spread)

Opening period intake camshaft [crankshaft] 245 255

Opening period exhaust camshaft [crankshaft] 261 261

Note: The N55 has a larger intake and exhaust VANOS adjustment range
as well as larger intake valve lift, and cam duration than the N54 engine.

42
N55 Engine
VANOS System
N54, VANOS with oil supply

Index Explanation

1 Main oil duct

2 VANOS solenoid valve, intake side

3 VANOS solenoid valve, exhaust side

4 Chain tensioner

5 Non return valve, exhaust side

6 Non return valve, intake side

7 VANOS adjustment unit, exhaust side

8 VANOS adjustment unit, intake side

43
N55 Engine
Overview
The VANOS system has been optimized to provide even faster adjustment speeds of the
VANOS units. The aluminum VANOS units are much lighter and are also less susceptible
to soiling. It can be seen by comparing the N54 VANOS system with the N55 VANOS
that fewer oil passages are required and that the non-return valves are no longer on the
cylinder head but rather incorporated into the solenoid valves on N55.
N55, VANOS with oil supply

Index Explanation

1 Main oil duct

2 VANOS solenoid valve, intake side

3 VANOS solenoid valve, exhaust side

4 Chain tensioner

5 VANOS adjustment unit, exhaust side

6 VANOS adjustment unit, intake side

44
N55 Engine
VANOS Solenoid Valves
The non-return valve with screen filter used on the N54 engine have now been integrat-
ed in the VANOS solenoid valves on the N55 engine. This measure has made it possible
to reduce the number of oil ducts in the cylinder head. The screen filters on the VANOS
solenoid valve ensure trouble-free operation and reliably prevent the VANOS solenoid
valve from sticking due to dirt particles.

Cam Sensor Wheels

The sensor wheels are now deep-drawn sheet metal components and no longer made
from two parts. This design increases production accuracy while reducing manufacturing
costs.

N55, camshaft sensor wheel

Index Explanation

A Rear View

B Front view

45
N55 Engine
Valvetronic III
The main differences between Valvetronic III and Valvetronic II are in the arrangement of
the Valvetronic servomotor and the Valvetronic sensor. As in Valvetronic II, the turbulence
level is increased at the end of the compression cycle for the purpose of optimizing the
mixture formation with the use of phasing and masking measures. This movement of the
cylinder charge improves the combustion during partial load operation and in catalytic
converter heating mode. The quench areas also contribute to mixture formation.

Phasing
Phasing results in a lift difference between both intake valves of up to 1.8 mm in the
lower partial load range. Consequently, the flow of fresh air is distributed asymmetrically.

Masking
Masking refers to the design of the valve seats. This machining ensures that the incoming
fresh air is aligned in such a way as to give rise to the required cylinder charge movement.
The advantage of this measure is that the combustion retardation is reduced by approxi-
mately 10 of crankshaft rotation. The combustion process takes place faster and a larger
valve overlap can be achieved, thus considerably reducing NOx emissions.

46
N55 Engine
N55, Top of the combustion chamber

Index Explanation

1 Quench area

2 Exhaust valves

3 Spark plug

4 Fuel injector

5 Intake valve

6 Masking

7 Quench area

47
N55 Engine
The following graphic shows the effect of the previously described measures. These
measures achieve improved and faster combustion in the red area. Technically, this is
known as the turbulent kinetic energy.
Influence of phasing and masking on flow in the combustion chamber

Index Explanation

A Valvetronic I

B Valvetronic II and III with Phasing and masking

TKE Turbulent knitic energy

Engine response is improved by the combination of Valvetronic III, direct injection and tur-
bocharging. The response up to naturally aspirated full load is shortened on a naturally
aspirated engine with Valvetronic as there is now no need wait for the intake air manifold
to be filled. The subsequent torque buildup as the turbocharger starts up can be acceler-
ated with the partial lift setting at low engine speed. This effectively flushes out residual
gas, thus resulting in faster torque build-up.

48
N55 Engine
Combustion Chamber Geometry
The following graphic shows the arrangement of the individual components in the com-
bustion chamber. It can be seen that the BMW (spray-guided) high precision injection
(HPI) system is not used but rather a Bosch solenoid valve fuel injector with multi-hole
nozzle. The fuel injection is specially adapted to the combination of Valvetronic III and tur-
bocharging. For better illustration, a set of valves has been removed in the graphic.

N55, combustion chamber with components

Index Explanation

1 Valve seat, exhaust valve

2 Exhaust valve

3 Spark plug

4 Fuel injector

5 Intake valve

6 Valve seat, intake valve

49
N55 Engine
Valve Lift Adjustment Overview
As can be seen from the following graphic, the installation location of the servomotor has
changed with Valvetronic III. Another new feature is that the eccentric shaft sensor is no
longer mounted on the eccentric shaft but has been integrated into the servomotor.
N55, valve lift adjustment

Viewed from the

Front View exhaust side

Index Explanation

1 Valvetronic servomotor

2 Oil spray nozzle

3 Eccentric shaft

4 Eccentric shaft minimum stop

5 Eccentric shaft maximum stop

50
N55 Engine
The Valvetronic III servomotor contains a sensor for determining the position of the motor
and the eccentric shaft. The servomotor is lubricated with engine oil by means of an oil
spray nozzle (1) aimed directly at the worm drive and the eccentric shaft mechanism.
N55, design of valve lift adjustment

Index Explanation Index Explanation

1 Oil spray nozzle 10 Intake valve

2 Eccentric shaft 11 Valvetronic servomotor

3 Return spring 12 Exhaust valve

4 Gate block 13 Valve spring

5 Inlet camshaft 14 Hydraulic valve lash adjustment

6 Intermediate lever 15 Roller cam follower, exhaust

7 Roller cam follower, intake 16 Exhaust camshaft

8 Hydraulic valve lash adjustment 17 Sealing sleeve

9 Valve spring 18 Socket

51
N55 Engine
Valvetronic Servomotor
A brushless direct current motor (BLDC motor) is used. The BLCD motor is mainte-
nance-free and very powerful, due to the contactless energy transfer system. The use of
integrated electronic modules ensures precision control.
The Valvetronic servomotor has the following special features:
Open concept (engine oil is directly supplied to the motor).
The eccentric shaft angle is determined by angle increments from the integrated
sensor system.
Power consumption is reduced by about 50%.
Higher actuating dynamics (e.g. cylinder-selective adjustment, idle speed control,
etc.).
Lightweight design is approximately 600 grams.

Function
Actuation of the Valvetronic servomotor is limited to a maximum of 40 amps. A maximum
of 20 amps are available over a period of > 200 milliseconds. The Valvetronic servomotor
is actuated by a pulse width modulated signal. The duty cycle is between 5% and 98%.

Index Explanation Index Explanation

1 Socket 6 Rotor with four magnets

2 Worm shaft 7 Sensor

3 Needle bearing 8 Stator

4 Bearing cover 9 Housing

5 Magnetic sensor wheel 10 Bearing

52
N55 Engine
Belt Drive and Auxiliarly Components
The belt drive has two deflection pulleys and one double ribbed belt.

N55, Belt drive

Index Explanation Index Explanation

1 Belt pulley, alternator 5 Deflection pulley

2 Deflection pulley 6 Vibration absorber with belt pulley

3 Belt pulley, A/C compressor 7 Belt tensioner

4 Belt pulley, power steering pump

53
N55 Engine
Vibration Damper
A single-mass vibration damper is used on the N55 engine. The belt pulley is mounted
on the secondary pulley. Compared to the N54 engine, this design layout additionally
reduces the belt load as the vulcanization decouples the belt pulley with flywheel mass
from the crankshaft.

N54, vibration damper

Index Explanation
A Vibration damper, N55 engine

B Vibration damper, N54 engine

1 Crankshaft

2 Bolts

3 Primary pulley

4 Vulcanization

5 Secondary belt pulley with flywheel mass

6 Primary belt pulley

7 Flywheel mass

54
N55 Engine
N55, vibration damper

Index Explanation

1 Secondary belt pulley with flywheel mass

2 Flange

3 Vulcanization

55
N55 Engine
Air Intake and Exhaust System

Air Intake System

Several functions of the air intake system have been optimized for the N55 engine:
The unfiltered air is routed up to the intake silencer (similar to the N54 engine).
The filtered air duct is completely new and simplified to accommodate the new
turbocharger.
The crankcase ventilation system has been redesigned.
The diverter valve has been integrated into the compressor housing
of the turbocharger.
The fuel tank ventilation has been correspondingly adapted.
The design layout of the air intake system has been simplified, compared to the dual
turbocharger set up of the N54.

N55, Air Intake System

Index Explanation Index Explanation

1 Intake snorkel 9 Charge-air pipe
2 Unfiltered air pipe 10 Intercooler
3 Intake silencer 11 Charge-air pipe
5 Air intake silencer cover 12 Boost pressure-temperature sensor
6 Hot-film air mass meter 13 Throttle valve
7 Crankcase ventilation connection 14 Intake manifold
8 Exhaust turbocharger

56
N55 Engine
N55, Air Intake and Exhaust System

57
N55 Engine
 Index Explanation

A Unfiltered air

B Purified air

C Heated charge air

D Cooled charge air

1 Intake snorkel

2 Unfiltered air pipe

3 Intake silencer

4 Filter element

5 Air intake silencer cover

6 Hot-film air mass meter

7 Crankcase ventilation connection

8 Exhaust turbocharger

9 Charge-air pipe

10 Intercooler

11 Charge air pipe

12 Boost pressure-temperature sensor

14 Intake air manifold

58
N55 Engine
Intake Manifold
The engine control unit is mounted on the intake manifold. The intake air is used to cool
the engine control unit.
Thanks to this arrangement, the engine comes down the assembly line completely
assembled with the control unit, the sensors, and actuators already connected.

N55, intake system with DME control unit

Index Explanation Index Explanation

1 Mounting flange for engine control unit cooling 4 Engine control unit

2 Mounting flange for throttle valve 5 Cooling fins

3 Air intake system

59
N55 Engine
Fuel Tank Ventilation System
The fuel vapors are stored in a charcoal canister and then fed via the fuel tank vent valve
to the combustion process. It was also necessary to adapt this system to all the given
conditions related to turbocharging.

N55, fuel tank ventilation system

Index Explanation

1 Connection to ventilation line from charcoal canister

2 Connection upstream of throttle valve

3 Fuel tank vent valve

4 Connection downstream of throttle valve

5 Connection upstream of turbocharger

60
N55 Engine
Exhaust Manifold
The exhaust manifold is air-gap insulated and designed as a six ports into two chamber
manifold. Dividing six exhaust ports into two exhaust chambers is necessary in order to
ensure optimum flow to the twin scroll turbocharger. The exhaust pulses from the first
three cylinders (1-3) feed one scroll (duct 1) of the turbo, while the last three (4-6) feed
the second scroll (duct 2). The exhaust manifold and turbocharger are welded together to
form one component.

N55, attachment of exhaust manifold and turbocharger to engine block

Index Explanation Index Explanation

1 Exhaust manifold 6 Oil return line

2 Vacuum unit 7 Coolant infeed

3 Connection to intercooler 8 Coolant return

4 Oil feed line 9 Shaft, wastegate valve

5 Diverter valve 10 Connection to exhaust system

61
N55 Engine
Turbocharger
The N55 is equipped with a single twin scroll turbocharger instead of two separate small
turbochargers as on the N54 engine. The following graphics shows the operating princi-
ple of the twin scroll turbocharger.

Twin scroll turbocharger rear view

Index Explanation Index Explanation

A Exhaust duct 1 (cylinders 1 - 3) 2 Lever arm, wastegate valve

B Exhaust duct 2 (cylinders 4 - 6) 3 Vacuum unit for wastegate valve

C Connection to catalytic converter 4 Diverter valve

D Inlet from intake silencer 6 Turbine wheel

E Ring channel 8 Cooling duct

F Outlet to intercooler 10 Oil return

1 Wastegate valve 11 Coolant return

62
N55 Engine
Twin scroll turbocharger front view

Index Explanation Index Explanation

A Exhaust duct 1 (cylinders 1 - 3) 1 Wastegate valve

B Exhaust duct 2 (cylinders 4 - 6) 2 Lever arm, wastegate valve

C Connection to catalytic converter 3 Vacuum unit for wastegate valve

D Inlet from intake silencer 4 Diverter valve

E Ring channel 10 Oil return

F Outlet to intercooler 11 Coolant return

63
N55 Engine
Twin scroll turbocharger

Index Explanation Index Explanation

A Exhaust duct 1 (cylinders 1 - 3) 3 Vacuum unit for wastegate valve

B Exhaust duct 2 (cylinders 4 - 6) 4 Diverter valve

C Connection to catalytic converter 5 By-pass

D Inlet from intake silencer 6 Turbine wheel

E Ring channel 7 Compressor wheel

F Outlet to intercooler 8 Cooling duct

1 Wastegate valve 9 Turbine shaft

2 Lever arm, wastegate valve

64
N55 Engine
 Function of the twin scroll turbocharger
The system is designed so that constant exhaust gas pressure is rearly applied to the tur-
bocharger. At low engine speeds, the exhaust reaches the turbine in tuned pulsed form.
Due to this pulsation, a higher pressure ratio is temporarily reached in the turbine. Since
the efficiency increases as the pressure rises, the pulsation improves the boost pressure
progression and thus the torque progression of the engine. This is the case particularly at
low engine speeds.
To limit the back pressure and ensure that the individual cylinders do not mutually
influence each other during the cylinder charging process, cylinders 1 - 3 (bank 1) and
cylinders 4 - 6 (bank 2) are combined to form two exhaust channels. The exhaust gas
pulses in the exhaust channels (1 and 2) are directed into two scrolls (spirals) within the
turbocharger to drive the turbine wheel. This design layout makes it possible to optimally
use the exhaust pulsations for generating boost pressure based on the firing order of the
engine. This improves engine efficiency by enhancing throttle response and limiting
unwanted turbo lag.
The wastegate valve is used for the purpose of limiting the boost pressure and is already
known from previous BMW turbo engines. It is vacuum operated and electronically con-
trolled through a vacuum control solenoid by the DME (ECM).

Diverter valve
The basic function of the diverter valve remains the same. The difference compared to
the N54 engine is that the diverter valve is not operated pneumatically. The diverter valve
on the N55 engine is an electric actuator that is controlled directly by the DME.
The number of components has been greatly reduced by positioning the diverter valve on
the turbocharger compressor housing.
The diverter valve is designed to release unwanted pressure in the intake by connecting
the pressure side of the induction system to the inlet side under deceleration. The unde-
sirable peaks in the boost pressure that can occur when the throttle valve is quickly
closed are reduced. This means the diverter valve plays an important role in terms of the
engine acoustics while protecting the components of the turbocharger.

65
N55 Engine
Catalytic Converter
Two ceramic honeycomb structures are contained in the catalytic converter housing.
The catalytic converter has a volume of 2.7 liters. Depending on the type of vehicle the
ceramic structures have different coatings.
Ceramic structure 1 has a volume of 1.2 liters, a diameter of 125 mm, and
contains 600 cells.
Ceramic structure 2 has a volume of 1.5 liters, a diameter of 125 mm, and
contains 400 cells.

N55, catalytic converter

Index Explanation Index Explanation

1 Oxygen sensor upstream of catalytic converter 4 Catalytic converter outlet funnel

2 Connection to the turbocharger 5 Ceramic structure 2

3 Ceramic structure 1 6 Oxygen sensor after ceramic structure 1

66
N55 Engine
Exhaust System
With the single twin scroll turbocharger, the design of the exhaust system is less compli-
cated than that of the N54 engine, with two turbochargers. In addition to a near-engine
catalytic converter design, the exhaust system also features a center silencer
and two rear silencers.

N55, exhaust system F07

Index Explanation

1 Exhaust manifold

2 Exhaust turbocharger

3 Catalytic converter

4 Center silencer

5 Rear silencer, right

6 Rear silencer, left

Note: Due to the high efficiency of the near engine three way catalytic
converter, no additional catalytic converters are necessary.

67
N55 Engine
Vacuum System
The N55 engine is equipped with a vacuum pump for generating the vacuum required by
the brake booster and the auxiliary consumers (exhaust flaps and wastegate). A vacuum
accumulator (built into the cylinder head cover) is used to ensure there is sufficient
vacuum for the wastegate valve at all times.

N55, vacuum system

Index Explanation Index Explanation

1 Vacuum pump 5 Non-return valve

Vacuum accumulator
2 Non-return valve 6
(Integrated into the cylinder head cover)
Electropneumatic pressure converter
3 Non-return valve 7 (Vacuum solenoid)

4 Brake servo unit 8 Vacuum unit, wastegate valve

68
N55 Engine
Vacuum Pump
The vacuum pump is similar to that used on the N63 engine. It is a two-stage pump and
therefore has two connections. The first stage is for the brake booster and the second for
the auxiliary consumers.

N55, vacuum pump

Index Explanation

1 Non-return valve for brake booster

2 Non-return valve for auxiliary consumer

3 Connection opening for auxiliary consumers

4 Vacuum pump housing

5 Vane

6 Connection opening for brake booster

The largest area is used for the first stage, ensuring vacuum is built up at a rapid rate for
the brake booster. The last section is the opening stage for the auxiliary consumers. It
therefore takes longer to build up the vacuum here, as shown in the following diagram.

69
N55 Engine
This solution takes into account the different requirements for the brake booster and the
auxiliary consumers.

N55, delivery rate of the two-stage vacuum pump

Index Explanation

1 Vacuum

2 Time

3 Delivery rate for auxiliary consumers

4 Delivery rate for brake booster

70
N55 Engine
Fuel Injection
The high pressure fuel injection system (HDE) is used on the N55 engine. In contrast to
high precision injection (HPI), HDE uses solenoid fuel injectors with multi-hole nozzles.
The following overview shows the complete fuel injection system. The system is similar
to the N54 fuel injection. Although the same high pressure pump, pressure sensor, and
fuel rail are used, the high pressure fuel injection valves are new. The HDE system uses
Bosch high pressure solenoid type fuel injection valves with the designation HDEV5.2.

N55, overview of high pressure fuel injection system

Index Explanation

1 High pressure line

2 Rail

3 High pressure line

4 Fuel rail pressure sensor

5 Solenoid valve fuel injector

71
N55 Engine
Fuel Pressure Sensor
The fuel is supplied at a primary pressure of 5 bar by the electric fuel pump from the fuel
tank via the supply line to the high pressure pump. The primary pressure is monitored by
the fuel pressure sensor (5). The fuel is delivered by the electric fuel pump correspond-
ing to engine requirements. The fuel pressure sensor known from the N54 and N63 is
used.
In the event of the fuel pressure sensor failing, the electric fuel pump continues operation
at 100% delivery rate as from terminal 15 ON.

N55 Engine

Index Explanation Index Explanation

1 Non-return valve for brake booster 6 Fuel supply line

2 Non-return valve for auxiliary consumers 7 Oil pressure sensor

3 Knock sensor 8 Quantity control valve

4 Connection, high pressure line to fuel rail 9 High pressure pump

5 Fuel pressure sensor 10 Vacuum pump

72
N55 Engine
High Pressure Fuel Pump
The fuel is pressurized in the permanently driven three-piston high pressure pump and
delivered to the fuel rail via the high pressure line. The fuel stored under pressure in the
fuel rail is distributed via the high pressure lines to the high pressure fuel injection valves.
The required fuel pressure is determined by the engine management as a function of the
engine load and engine speed. The pressure level is registered by the rail pressure
sensor and sent to the engine control unit. The fuel is regulated by the quantity control
valve based on a target/actual value comparison of the rail pressure. The pressure level is
configured such to achieve the smoothest running properties with the best possible fuel
consumption. A pressure of 200 bar is only required at high load and low engine speed.
The high pressure pump is of the same design as the high pressure pump used on the
N54 engine.

N55, fuel pressure diagram

Index Explanation
m Engine Load

n Engine Speed

p Pressure

73
N55 Engine
Fuel Injectors
The high pressure fuel injection valve Bosch HDEV5.2 is a solenoid type injector. In con-
trast to the piezo-electric injectors used on the current BMW engines, the solenoid valve
fuel injectors are designed as inward-opening multi-hole valves with highly variable jet
angle and form. They operate at a system pressure of up to 200 bar.

Do not open the fuel system if the coolant temperature is

CAUTION!!! above 40C/104F. The residual pressure in the high pres-
sure fuel system could cause bodily injury.

It is essential to observe the utmost cleanliness when working on the high pressure fuel
system and to follow the proper working procedures described in the repair instructions.
Even minute soiling or damage at the thread connections of the high pressure lines could
cause leaks.

Note: Special tool # 13 0 270 must be used to remove the HDEV5.2 high pres-
sure injector valves from the engine. Damage to the injector or the relat-
ed components may occur otherwise. See the Service Information sec-
tion in this training material for more information.

Particular care must be taken when working on the fuel system of the N55 engine to
ensure that the ignition coils are not wet with fuel. The resistance of the silicone insulating
material of the coils is greatly reduced by the contact with fuel. This could result in arcking
at the top of the spark plug and misfiring. See the Service Information section and repair
instructions for more information.

74
N55 Engine
Cooling System
The cooling system of the N55 is enhanced with additional oil cooling.
Two different types of oil cooling systems are used depending on the model and applica-
tion. In the hot climate version, heat transfer from the engine oil to the engine coolant is
avoided by separating the oil cooler from the engine coolant circuit. The other version
uses an auxiliary radiator in combination with an oil to coolant heat exchanger bolted to
the oil filter housing. The auxiliary radiator enhances cooling efficiency by adding surface
area to the cooling system.

N55, cooling system

75
N55 Engine
 Index Explanation
1 Radiator

2 Engine oil to air cooler (hot climate version)

3 Heater coil

4 Characteristic map thermostat

5 Electric coolant pump

6 Exhaust turbocharger

7 Heating heat exchanger

8 Coolant valve

9 Oil-to-coolant heat exchanger

10 Coolant temperature sensor

11 Engine oil thermostat (hot climate version)

12 Expansion tank

13 Coolant level switch

14 Equalization line

15 Auxiliary radiator

16 Electric fan

76
N55 Engine
Components

N55, Cooling System Components

Index Explanation Index Explanation

A Auxiliary radiator 7 Bypass line for small cooling circuit

B Coolant feed line to auxiliary radiator 8 Thermostat

C Oil-to-coolant heat exchanger 9 Electric coolant pump

D Coolant feed line to oil-to-coolant heat exchanger 10 Exhaust turbocharger supply line

E Coolant return line from auxiliary radiator 11 Thermostat for transmission oil cooling

1 Zone 1 feed line, heating heat exchanger 12 Coolant feed line to engine block

2 Zone 2 feed line, heating heat exchanger 14 Transmission oil-to-coolant heat exchanger

3 Coolant valve 15 Connection, transmission oil line

4 Expansion tank 16 Connection, transmission oil line

5 Equalization line 17 Return, heating heat exchanger

6 Radiator

77
N55 Engine
The following graphic shows the connection of the auxiliary radiator to the cooling sys-
tem. The auxiliary radiator is connected to the radiator by means of parallel coolant lines,
thus increasing the cooling surface area. This system is combined with an oil-to-coolant
heat exchanger mounted on the oil filter housing. (See component C in the previous
graphic.)
N55, auxiliary radiator

Index Explanation

1 Radiator

2 Auxiliary Radiator

3 Feed connection to the auxiliary radiator

4 Feed connection at the auxiliary radiator

5 Return connection to the auxiliary radiator

6 Return connection from the auxiliary radiator

Note: If a separate oil to air cooler is not installed, an auxiliary radiator in

conjuction with an oil to coolant heat exchanger is used to cool the
engine oil.
78
N55 Engine
Oil Cooler

N55, engine oil cooling, hot climate

Index Explanation

1 Oil filter module

2 Thermostat

3 Oil cooler lines

4 Engine oil to air heat exchanger (oil cooler)

Note: Most current US vehicles use a separate engine oil to air heat exchanger
to cool the engine oil (hot climate version).

79
N55 Engine
Coolant Passages
The coolant passages in the cylinder head are also used for indirect cooling of the fuel
injectors. The following graphic clearly shows that the coolant flows over the valves and
the fuel injectors, thus reducing the heat transfer to the components to a minimum.

N55, casting of the coolant passages in cylinder head

Index Explanation

1 Channel, intake valves

2 Channel, fuel injectors

3 Channel, exhaust valves

4 Connection, coolant hose to thermostat (small cooling circuit)

5 Connection, coolant hose to radiator (large cooling circuit)

80
N55 Engine
The cast iron cylinder liners are cast into the aluminum die-casting. The deck area (webs)
between the cylinders have grooved coolant passages. Coolant can flow along these
grooves from one side of the block to the other, thus cooling the deck area between the
cylinders.

N55, coolant passages and web cooling of the engine block

Index Explanation

1 Cooling duct

2 Cylinder liner

3 Grooved coolant passage

4 Oil return ducts, exhaust side

5 Oil return ducts, intake side

81
N55 Engine
Engine Electrical System
Connection to vehicle electrical system
For the first time, an engine-mounted Digital Motor Electronics (DME) module is used.
The DME is bolted to the intake manifold and is cooled by the intake air.
The engine mounted DME has the following advantages:
Engine wiring harness is divided into six individual modules
All electrical components on the engine are supplied directly via the DME
The E-box is no longer need
211 pins are available
The plug-in connectors are water-tight

N55, wiring harness routing

82
N55 Engine
Circuit Diagram

N55, circuit diagram, connection to vehicle electrical system

83
N55 Engine
 Index Explanation

1 Digital Motor Electronics

2 Electric air flap control

3 Mechanical air flap control

4 Electric fan

5 Starter

6 A/C compressor

7 Front power distribution box

8 Junction box electronics

9 Junction box

10 Integrated Chassis Management

11 Fuel tank leak diagnostic module

12 Electronic fuel pump controller

14 Rear power distribution box

15 Intelligent battery sensor

16 Battery power distribution box

17 Exhaust flap changeover valve

18 Diagnosis socket (engine speed signal)

19 Accelerator pedal module

20 Instrument cluster

21 Car Access System

22 Central Gateway Module

84
N55 Engine
Engine Cooling Circuit Diagram

N55, circuit diagram, engine cooling

85
N55 Engine
 Index Explanation

1 Instrument cluster

2 Central Gateway Module

3 Coolant level switch

4 Coolant temperature sensor

5 Electric fan

6 Mechanical air flap control

7 Electric air flap control

8 Digital Motor Electronics

9 Front power distribution box

10 Junction box electronics

11 Junction box

12 Electric fan relay

14 Rear power distribution box

15 Electric fan relay (only for 850 Watt and 1000 Watt electric fan)

86
N55 Engine
Digital Motor Electronics (DME/ECM)
The N55 engine is equipped with the Bosch engine management MEVD17.2 :
The MEVD17.2 is integrated in the intake system and is cooled by the intake air.
The MEVD17.2 is FlexRay-compatible and directly supplies voltage to the sensors
and actuators.
The top side of the DME housing also serves as the bottom section of the intake
manifold. The housing is contoured in the area of the intake manifold to ensure optimum
air flow. An O ring type seal is installed between the DME housing and the intake. The
plug connections between the wiring harness and DME are water-tight.

N55, engine management MEVD17.2

Index Explanation
1 Engine wiring harness, sensor 1 (Module 100)

2 Engine wiring harness, sensor 2 (Module 200)

3 Connection, vehicle wiring harness (Module 300)

4 Engine wiring harness, Valvetronic (Module 400)

5 Connection, voltage supply (Module 500)

6 Engine wiring harness, injection and ignition (Module 600)

87
N55 Engine
Digital Motor Electronics Circuit Diagram

N55, MEVD17.2 Circuit Diagram

88
N55 Engine
Index Explanation Index Explanation
Engine electronics Valvetronic,
1 direct injection 17.2 MEVD17.2
35-40 Ignition coils

2 Ambient pressure sensor 41 Engine breather heater

3 Temperature sensor 42 Ground connections

4 Brake light switch 43 Oxygen sensor after catalytic converter

5 Starter 44 Oxygen sensor before catalytic converter

6 Car Access System (CAS) 45 Diagnostic socket

7 Clutch module 46 Low-pressure fuel sensor

8 Electronic fuel pump control (EKPS) 47 Intake manifold pressure sensor after throttle valve

9 Electric fuel pump 48 Fuel rail pressure sensor

10 Terminal 15N relay 49 Charge air temperature and pressure sensor

11 A/C compressor 50 Knock sensor, cylinders 1 - 3

12 Coolant pump 51 Knock sensor, cylinders 4 - 6

13 Valvetronic relay 52 Hot-film air mass meter (HFM)

14 Junction Box Electronics (JBE) 53 Intake camshaft sensor

15 Refrigerant pressure sensor 54 Exhaust camshaft sensor

16 Relay, ignition and injection 55 Crankshaft sensor

17 Terminal 30B relay 56 Accelerator Pedal Module (FPM)

18 Fuel tank leak diagnosis module (DMTL) 57 Throttle valve (MDK)

19 Electric fan relay 58 Coolant temperature sensor at engine outlet

20 Electric fan 59 Oil pressure sensor

21 Characteristic map thermostat 60 Oil temperature sensor

22 Diverter valve 61 Valvetronic servomotor

23 Fuel tank vent valve 62 Oil condition sensor

24 VANOS solenoid valve, intake camshaft 63 Alternator

25 VANOS solenoid valve, exhaust camshaft 64 Active cooling air flap control

26 Oil pressure control valve 65 Intelligent battery sensor (IBS)

Electropneumatic pressure converter

27 (EPDW) for wastegate valve
66 Dynamic stability control (DSC)

28 Quantity control valve 67 Central Gateway Module (ZGM)

29-34 Fuel injectors 68 Integrated Chassis Management (ICM)

89
N55 Engine
Functions
Fuel supply system
The fuel pressure sensor sends a voltage signal, corresponding to the system pressure
applied between the fuel pump and the high pressure pump, to the engine control unit
(DME/ECM). The system pressure (fuel pressure) is determined with the fuel
pressure sensor upstream of the high pressure pump. The target pressure is constantly
compared to the actual pressure in the DME.
If the target pressure deviates from the actual pressure, the engine control unit increases
or decreases the voltage for the electric fuel pump. This voltage is sent in the form of a
message via the PT-CAN to the EKP control unit.
The electric fuel pump (EKP) control unit converts the message into an output voltage
for the electric fuel pump, thus regulating the required delivery pressure for the engine
(or high pressure pump). The electric fuel pump is pilot-controlled in the event of signal
failure (fuel pressure sensor). Should the CAN bus fail the EKP control unit operates the
electric fuel pump with the applied system voltage. The fuel flows via the high pressure
line to the fuel rail. The fuel is buffered in the fuel rail and distributed to the fuel injectors.

Fuel quantity control

The rail pressure sensor measures the current fuel pressure in the rail. The excess fuel is
returned to the inlet of the high pressure pump when the quantity control valve in the
high pressure pump opens. Vehicle operation is restricted in the event of the high pres-
sure pump failing.
The quantity control valve controls the fuel pressure in the rail. The engine management
actuates the quantity control valve with a pulse width-modulated signal. Depending on
the pulse width, a variable throttle cross section is released, thus providing the quantity of
fuel required for the current load status of the engine. It is also possible to reduce the
pressure in the rail.

Boost pressure control

The engine management controls the boost pressure with the wastegate valve at the
turbocharger. An electropneumatic pressure converter (vacuum solenoid) receives the
signals from the engine management and supplies vacuum to open the wastegate valve
when the specified maximum boost pressure is reached.

90
N55 Engine
A diverter valve is installed on the compressor housing of the turbocharger. It connects
the pressure side to the inlet side of the induction system and is controlled directly by the
engine management. The diverter valve eliminates undesirable peaks in the boost pres-
sure that can occur when the throttle valve is quickly closed. Therefore it has a decisive
influence on the engine acoustics while protecting the turbocharger and its related com-
ponents.
A pressure wave is built up from the throttle valve to the turbocharger compressor wheel
when the throttle valve is closed. This pressure wave acts against the throttle plate and
the compressor blades pressing them against the bearings. The diverter valve reduces
this pressure wave and thus the load on these components by diverting air pressure
from the pressure side to the suction side of the compressor housing. This also maintains
the turbocharger spooled (up to speed) for the next acceleration and reduces turbo lag.

Engine cooling
The engine cooling system utilizes an electric coolant pump. The heat management
determines the current cooling requirement and controls the cooling system accordingly.
Under certain circumstances, the coolant pump can be completely switched off, e.g. to
rapidly heat up the coolant during the warm-up phase. The coolant pump continues to
operate when the hot engine is shut down. The coolant capacity can therefore be varied
regardless of the engine speed. In addition to the characteristic map thermostat, the heat
management makes it possible to use various characteristic maps for controlling the
coolant pump. In this way the engine control unit can adapt the engine temperature to
the driving conditions.
The engine control unit regulates the following temperature ranges:
108C/226F = Economy mode
104C/219F = Normal mode
95C/203F = High mode
90C/194F = High mode and control with characteristic map thermostat
The engine management sets a higher temperature (108C) when, based on vehicle
operation, the engine control unit detects Economy mode. The engine is operated with
relatively low fuel requirements in this temperature range. The internal engine friction is
reduced at higher temperatures. The increase in temperature therefore results in low fuel
consumption in the low load range. The driver wishes to utilize the optimum power devel-
oped by the engine in High and control with characteristic map thermostat mode. For
this purpose, the temperature in the cylinder head is reduced to 90C. This temperature
reduction promotes improved volumetric efficiency, thus resulting in an increased engine
torque. Adapted to the relevant driving situation, the engine control unit can now regulate
a defined operating range. In this way it is possible to influence the fuel consumption and
power output through the cooling system.

91
N55 Engine
 System Protection
If the coolant or the engine oil overheat during operation, certain vehicle functions are
influenced to the effect that more energy is available to the engine cooling system.
These measures are divided over two operating modes:
Component protection
- Coolant temperature between 117C/242F and 124C/255F
- Engine oil temperature between 150C/300F and 157C/314F
- Result: The output of the air conditioning system
(up to 100%) and of the engine is reduced
Emergency
- Coolant temperature between 125C/257F and 129C/264F
- Engine oil temperature between 158C/316F and 163C/325F
- Result: The power output of the engine is reduced
(up to 90%)

Crankshaft Sensor
The function of the new crankshaft sensor is identical to that of the crankshaft sensors
used for the automatic engine start-stop function (MSA). The engine reversal detection is
required for the MSA function. (MSA is not currently offered in the US.)

92
N55 Engine
N55, location of crankshaft sensor

Index Explanation

A Direction of view towards crankshaft

B Same view without starter

1 Connector

2 Dust seal

3 Sensor

4 Multi-pole trigger wheel

93
N55 Engine
N55, crankshaft sensor with multipole sensor wheel

Index Explanation

1 Connector

2 Dust seal

3 Sensor

Ignition Coil
New ignition coils have been developed for the N55 engine. The ignition coils have
improved electromagnetic compatibility and are sturdier. The insulation has been rein-
forced with silicone and a metal collar shielding compared to the coils used on previous
engines. See the Service Information section of this training material for more details.

CAUTION!!!
Always remove the ignition coils before opening the fuel system. Gasoline may
damage the silicone insulation on the coils which may lead to arcking and sub-
sequent engine misfiring.

94
N55 Engine
Oil Pressure Sensor
The new oil pressure sensor can now determine
the absolute pressure.
The sensor delivers a more accurate pressure
reading which is required for the electronic volume
control oil pump function.
The sensor design is identical to that of the (high)
fuel pressure sensor. The DME supplies a voltage
of 5 Volt to the oil pressure sensor.
N55, oil pressure sensor
Oxygen Sensors
A new connector is used for the oxygen sensors.
The new connector system provides greatly
improved contacting properties and eliminates
background noise.

N55 engine, catalytic converter

Index Explanation

1 Oxygen sensor upstream of catalytic converter

2 Connection at exhaust turbocharger

3 Ceramic monolith 1

4 Catalytic converter

5 Ceramic monolith 2

6 Oxygen sensor after catalytic converter

95
N55 Engine
 Oxygen sensor before catalytic converter
The Bosch oxygen sensor LSU ADV is used as the control sensor before the catalytic
converter. The abbreviation LSU stands for Lambdasonde Universal and ADV for
Advanced. The function is similar to that of the LSU 4.9 oxygen sensor and is therefore
described in detail in the E71 X6 training material under N63 engine available in TIS
and ICP.
The oxygen sensor before catalytic converter (LSU ADV) offers the following advantages:
High signal stability specially during turbocharged operation due to low dynamic
pressure dependence.
Increased durability due to reduced pump voltage.
Increased accuracy (by a factor of 1.7 compared to LSU 4.9).
Ready for operation in < 5 seconds.
Greater temperature compatibility.
Improved connector with more effective contacting properties.
The LSU ADV has an extended measuring range, making it possible to measure
precisely from lambda 0.65. The new oxygen sensor is ready for operation faster so that
exact measured values are available within 5 seconds of start up.
The higher measuring dynamics of the sensor makes it possible to more effectively
determine and control the fuel-air ratio separately for each cylinder. This results in a
homogeneous exhaust flow that reduces emissions while also having a favorable effect
on long-term emission characteristics.

Oxygen sensor after catalytic converter

The oxygen sensor after catalytic converter is also known as the monitoring sensor.
The familiar Bosch LSF 4.2 monitoring sensor is used.

96
N55 Engine
 Hot-film air mass meter
The Siemens SIMAF GT2 hot-film air mass meter is used. This sensor is equipped with
planar metal resistors on glass. Based on the tried and tested sensor technology used in
the SIMAF GT1 for more than 15 years, the SIMAF GT2 represents a further-develop-
ment and optimization with higher vibration resistance, improved accuracy (at all operating
temperatures), and lower sensitivity to air pulsations and water.

Hot-film air mass meter

High Pressure Fuel Injector Valve

The HDEV5.2 solenoid type injector valves used on the N55 engine are a new
development.
1 Booster phase:
Opening of the HDEV5.2 is initiated in the booster phase by a high booster voltage
from the DME. The booster phase ends on reaching approximately 10 amps.
The high current is achieved by a voltage of up to approximately 65 Volt.
2 Energizing phase:
In the energizing phase, the HDEV5.2 is completely opened by controlling the
current to approximately 6.2 amps. At the end of the energizing phase, the current is
reduced to the holding current level of approximately 2.5 amps.
3 Hold phase:
The energized HDEV5.2 is kept open by controlling the current at approximately
2.5 amps in the hold phase.
4 Switch off phase:
The current is switched off at the end of the injection time (in the switch off phase).
At least 2 milliseconds elapse between two injection cycles.

97
N55 Engine
Function

N55, actuation phases of the HDEV5.2

Index Explanation Index Explanation

A DME actuation signal 1 Booster phase

B Current flow HDEV5.2 2 Energizing phase

C Voltage at HDEV5.2 3 Hold phase

4 Switch off phase

98
N55 Engine
Service Information
Cylinder Head
The combination of exhaust turbocharger, Valvetronic, and direct fuel injection is referred
to as Turbo-Valvetronic-Direct-Injection (TVDI).

Cylinder Head Cover

Note: If a customer complains about high oil consumption and oil is

discovered in the turbocharger, it should not be immediately
assumed that the turbocharger is defective.

If the oil is present in the fresh air pipe after the introduction of the
blow-by gasses then the entire engine should be checked for leaks.
Defective gaskets or crankshaft seals may be the cause of excessively
high blow-by gas output.

Fuel Injectors
In order to remove the N55 fuel injectors from the cylinder head, special tool #13 0 270
must be utilized. Failure to use the special tool will result in damage to the injectors.

Note: Do not open the high pressure fuel injection system if the coolant
temperature is above 40C . The residual pressure in the high pressure
fuel system could cause bodily injury.

99
N55 Engine
Note: It is essential to follow the repair instructions and observe the utmost
cleanliness when working on the high pressure fuel system. Even minute
soiling or damage at the connections of the high pressure lines and
cause leaks.

There is a new tool # 13 0 280 that must be used when replacing the PTFE seals on the
tips of the solenoid valve injectors. As with piezoelectric injectors these seals must be
replaced if and when the injectors are being re-installed.

Ignition Coils
The ignition coils of the N55 have been redesigned for better rigidity and durability.
Particular care must be taken when working on the fuel system to ensure that the ignition
coils are not wet with fuel. The resistance of the silicone material is greatly reduced by
contact with fuel. This could compromise the coils insulation and result in arcking at the
top of the spark plug causing a misfire.
The ignition coils must be removed before working on the fuel system.
When installing new solenoid valve fuel injectors utmost cleanliness must be
observed.
After removing the ignition coils use a rag to prevent fuel from entering the spark
plug well.
Ignition coils that have been saturated with fuel must be replaced.

100
N55 Engine