Table of Contents

ENGINES
Subject Page
M52TU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
O verview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Technical D ata. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
C rankcase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
C rankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Pistons and C onnecting R ods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Flyw heel and Self Adjusting C lutch (SAC ). . . . . . . . . . . . . . . . . . . . . .10
O il Pum p. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Valve Train/VAN O S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
VAN O S C om ponents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
D ouble Vanos O peration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
C ylinder H ead. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
C ooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
M ap C ooling Therm ostat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
R esonance/Turbulence Intake System . . . . . . . . . . . . . . . . . . . . . . . . 18
Idle C ontrol Valve and Turbulence B ores. . . . . . . . . . . . . . . . . . . . . . 19
Exhaust M anifolds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Subject Page
M54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
M echanical C hanges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Technical D ata. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Review Questions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
M52TU B25 ANDB28 ENGINES
Model: E46, 323i and 328i
Production Date: M52TU B28: 6/98-6/00 M52TU B25: 6/98-9/00
3
Engines
Objectives
After com pleting this m odule you should be able to:
List the changes m ade to the M 52TU from the previous M 52 engine.
D escribe the advantages offered by the use of D ouble Vanos valve control.
U nderstand the M echanical, H ydraulic and Electronic controls used in D ouble
Vanos operation.
Explain the cooling system of the M 52TU .
D escribe the operation and advantages of the Turbulence Intake System .
4
Engines
Introduction
The M 52 TU (Technically Updated) engine, is a further developm ent of the M 52 engine used
in E36 and E39 vehicles. It is available in tw o displacem ent versions, the 2.8 liter and the
2.5 liter.
The developm ent objectives w ere to reduce the fuel consum ption and em ission levels,
w hile increasing the pow er output and perform ance characteristics of the previous M 52.
The engine m anagem ent system , Siem ens M S42.0, w as developed, in conjunction w ith the
m echanical changes, to provide the needed electronic control to allow the engine to com -
ply w ith the Low Em ission Vehicle (LEV) standards.
D uring developm ent, particular im portance w as given to im proving quality, engine acoustics
and com fort. Further developm ent criteria w as placed on increasing pow er
achieved by an im proved torque curve.
5
Engines
Overview
The follow ing changes w ere m ade to the M 52 engine to achieve the developm ent goals:
R e-designed crankcase
M odified crankshaft
M odified pistons
O il pum p/oil pressure regulator integrated into the oil sum p deflector
D ouble VAN O S for the cam shaft drive
R e-designed cooling system
M ap controlled therm ostat
Q uick disconnect hoses for cooling system
M otor driven throttle valve
C atalytic converters m ounted in the exhaust m anifold
6
Engines
TECHNICAL DATA
7
Engines
8
Engines
Crankcase
The crankcase of the M 52 TU engine is a new design. It is m ade from the sam e alum inum
alloy as the crankcase for the Z3 R oadster 2.8 liter M 52 engine.
The alum inum crank-
case is 51lbs lighter
than the cast iron block
of the M 52.
The engine has cast
iron liners as the M 52
engine in the Z3.
There is the possibility
for boring the cylinders
once (+.25m m ).
Crankshaft
The crankshaft of the 2.5 liter displacem ent engine is m ade from cast iron. The 2.8 liter
engine uses a forged steel crankshaft due to the higher torque. B oth crankshafts are
m ass balanced. The crankshafts feature seven m ain bearings w ith the thrust bearing locat-
ed at the #6 m ain journal area.
9
Engines
Pistons and Connecting Rods
The piston design is carried over from the M 52 engine. The 2.8 liter uses a graphite coat-
ing on the skirts to reduce friction and noise characteristics. The connecting rods are forged
steel.
The SAC is designed to extend the service life of
the clutch disc w hile keeping the pivot range of the
diaphragm spring consistent throughout its service
life.
To check the clutch disc thickness the clutch m ust
be rem oved. The pressure plate of the SAC con-
figuration incorporates an additional w edgering
that rotates as the disc w ears. As the ring rotates
(1/2total rotation distance) its w edges push the
pressure plate disc forw ard to com pensate for the
w ear of the clutch disc.
W hen a SAC pressure plate is rem oved it m ust be
reset to the new position before installing it into
the vehicle. U sing a new special tool, the w edge
ring (1) is rotated back under the pressure of the
spring (2) to the new reference line on the pres-
sure plate.
CAUTION: A replacem ent pressure plate is
received w ith a shipping star lock. This is to be
rem oved after installation. S A C service and
replacem ent procedures are different and require
new special tools. R efer to the repair m anual in TIS
for com plete procedures.
10
Engines
Flywheel and Self Adjusting Clutch (SAC)
The M 52 TU uses the dual m ass flyw heel w ith the self adjusting clutch introduced on the
E39.
11
Engines
Oil Pump
The duocentric oil pum p w ith oil pressure regulator for the M 52 TU engine is integrated into
the oil deflector in the sum p.
12
Engines
VANOS
The double VAN O S system is used on the M 52 TU engine. D ouble VAN O S w as originally
introduced on the European M 3 engine, how ever, the system for the M 52 TU engine is
designed specifically for series production engines.
The single VAN O S system of the M 52 engine is a sim ple O N /O FF system . W ith the double
VAN O S system , true variable tim ing for both the intake and exhaust cam shafts is possible.
In addition to offering increased pow er, the double VAN O S system offers the follow ing
advantages:
Increase torque in the low er and m edium R PM ranges - w ithout a loss of pow er in the
upper R PM ranges
Less un-burned gas w hen idling due to less cam shaft overlap
Im proved idling characteristics due to less overlap
Internal exhaust gas recirculation in the part load range for low er N O x em issions
Q uicker w arm up cycle for the catalytic converter for faster reduction in em issions
Im proved fuel econom y
13
Engines
VANOS Components
The VAN O S system consists of the follow ing com ponents:
Intake and Exhaust cam shafts w ith helical gear inserts
Adjustable cam shaft drive gears
D ouble VAN O S actuator
2 - three w ay solenoid valves
Tw o cam shaft trigger w heels
Tw o cam shaft position sensors
Engine oil pressure is used to position the VAN O S actuators. The oil pressure is fed from
the pum p up to the three w ay solenoids and drains back to the sum p as the cam shafts are
adjusted during engine operation.
W ith the double VAN O S system , the cam shafts are infinitely adjustable w ithin the m echan-
ical travel lim its of the cam drive gears.
K L 1 5
K L 1 5
M S 4 2 . 0
SOLENOID
OIL TEMP.
SENSOR
TWO POSITION PISTON HOUSING
WITH INTERNAL/EXTERNAL
HELICAL GEAR CUP
TWO POSITION PISTON
HOUSING WITH
INTERNAL/EXTERNAL
HELICAL GEAR CUP
ENGINE
OIL SUPPLY
VENT
VENT
SOLENOID
SENSOR
SENSOR
M S 4 2 . 0
E C M
MS42.0
ECM
14
Engines
Double VANOS Operation
The M S42.0 engine control m odule (EC M ) controls the operation of the D ouble VAN O S sys-
tem . The base setting of the cam shafts w ith the engine off:
Intake cam - retarded
Exhaust cam - advanced
This is also the "fail safe" position in the event of an electronic control failure. B oth
cam shafts are held in these positions by oil pressure from the engine oil pum p. The exhaust
cam shaft is held additionally by a spring in the VAN O S actuator.
W hen the engine is started, the cam shafts w ill rem ain in these positions until the EC M
detects the positions of the cam shafts from the cam shaft sensors (approxim ately 50 rev-
olutions or 2- 5 seconds).
O nce the cam positions are recognized, the EC M w ill m ake an initial cam tim ing adjustm ent
based on R PM and throttle position. Follow ing this initial setting, the intake air and engine
coolant tem perature are used to adjust the tim ing.
W hen the EC M detects that the cam s are in the desired position, the solenoids are m odu-
lated (100 - 220 H z) m aintaining oil pressure on both sides of the actuators to m aintain the
cam shaft tim ing.
15
Engines
Cylinder Head
The cylinder head has been redesigned in the area of the cooling passages. The coolant
circulation through the head has been optim ized, allow ing the head to operate at cooler
tem peratures.
The front of the cylinder head has been redesigned for the double VAN O S system .
The air intake ports have been redesigned in conjunction w ith the redesigned intake m ani-
fold.
Coolant Passage
(casting)
Exhaust
Intake
Turbulence
Mani fol d
Port
Secondary Air
Porting
16
Engines
Cooling System
The cooling system of the M 52 TU engine has been com pletely redesigned. The objective
in redesigning the system w as to optim ize the operating tem peratures in both cylinder head
and block. The cooling system is designed to:
R educe the operating tem peratures of the cylinder head. This has a positive effect on
torque because the low er tem peratures im prove the volum etric efficiency of the engine.
Increase the operating tem perature of the cylinder block (crankcase). This design change
reduces the friction and thereby reduces fuel consum ption.
17
Engines
Map Cooling Thermostat
As a further m easure for controlling the
engine's operating tem perature, the
heated therm ostat, introduced on the
M 62 engine, is carried over to the M 52
TU engine. The heated therm ostat
allow s the engine to be operated at
higher controlled tem peratures during
low and part throttle conditions w hich
reduces the fuel consum ption of the
engine.
The therm ostat heating w hich opens
or closed the therm ostat to control the
engine tem perature is controlled by the
D M E. Any problem s w ill be diagnosed
as part of the D M E system using the
D IS or M oD iC .
These tw o changes w ere achieved in the M 52 TU by having the coolant flow directly to the
cylinder head from the w ater pum p. The system is referred to as a partial engine cooling
concept (M TK).
The coolant is fed by the w ater pum p through a cast coolant feed passage in the cylinder
head to the rear of the cylinder head. From there it flow s forw ard to the therm ostat hous-
ing, radiator and output to the controlled inlet of the heater core.
The w ater passages in the cylinder block are only connected to the coolant supply and
m etered through the holes in the head gasket. A reduced volum e of the coolant flow s
through the cylinder block.
18
Engines
Resonance/Turbulence Intake System
The intake m anifold for the M 52 TU engine w as com pletely redesigned. M anufactured from
m olded plastic, it contained several new innovations and features.
Resonance Charging
The principle of resonance charging is carried over from the M 42 engine. The design of the
m anifold and the use of the resonance charging flap allow the m anifold to operate w ith the
dynam ic effect of long intake runners at low to m id range R PM . Then, w hen the resonance
flap opens during higher R PM , the dynam ic effect is to have six short intake runners for
greater air volum e.
The overall effect is to achieve an optim um torque progression throughout the entire R PM
range.
The resonance system consists of:
The intake m anifold
R esonance m anifold and tubes
M ain m anifold w ith six ram tubes
The resonance flap and controls
Vacuum actuator and vacuum reservoir
Turbulence m anifold and idle control valve
M D K
H F M
MAGNETIC
VALVE
VACUUM
UNIT
M S -4 2
RESONANCE
FLAP
RAM TUBE
MAIN MAINIFOLD
RESONANCE TUBE
IDLE AIR CONTROL VALVE
(ZWD)
RESONANCE MANIFOLD
CRANKCASE VENTILATION
TURBULENCE MANIFOLD
TURBULENCE BORE 0:5.5mm
19
Engines
Idle Control Valve and Turbulence Bores
The intake m anifold incorporates six separate (internal) turbulence bores that channel the
idle and low engine speed air directly into the cylinder head. The turbulence bores m ate up
to m atching 5.5m m bores in the cylinder head.
INLET
TURBULENCE
IDLE AIR
CONTROL VALVE
MDK
INT. EGR
CATALYST
CLOSE TO
ENGINE
SECONDARY
AIR
INJECTION
(AIR FILTER)
OUTLET-VANOS
(228/80-105)
INLET-VANOS
(228/80-120)
20
Engines
Exhaust Manifolds
The exhaust m anifolds incorporate the catalytic converters. M ounting the catalytic
converters close to the engine allow s them to com e up to operating tem perature quicker.
The tw o pre and tw o post catalytic oxygen sensors are also m ounted in the exhaust
m anifold.
PRE-CATALYST SENSORS
POST-CATALYST
SENSORS
21
Engines
M54 B25 ANDB30 ENGINES
Model: E46, 325i and 330i
Production Date: M54 B30: From 6/00 M54 B25: From 9/00
Objectives
After com pleting this m odule you should be able to:
Identify the changes to the M 54 engines over the M 52 TU engine.
List the design objectives for the M 54 engine.
Introduction
The M 54 - 6 cylinder engine w as introduced w ith the 2001 M odel Year E46 330i. The dis-
placem ent of the new engine is 3 liters and the engine replaced the 2.8 liter engine in the
E46 in 6/2000. A 2.5 liter version of the M 54 engine w as introduced starting w ith 9/2000
production in the E46, Z3 and E39 vehicles.
The M 54 - 3 liter displacem ent engine m eets U LEV com pliancy for em ission standards. The
2.5 liter version of the M 54 engine is LEV com pliant.
D esign objectives for the M 54 engine w ere to provide:
Low er Em issions
M aintain Fuel Econom y
M aintain Pow er and Perform ance levels
22
Engines
M54B30 M54B25
HORSE POWER 231@5900RPM 192@6000RPM
TORQUE 300Nm@3500RPM245Nm@3500RPM
BORE 84mm 84mm
STROKE 89.6mm 75mm
COMPRESSION 10.2:1 10.5:1
23
Engines
Mechanical Changes
In addition to the increased displacem ent of the M 54B 30 engine, several m echanical
changes w ere incorporated into the engine for reduced em issions and increased fuel econ-
om y. These changes include:
N EW PISTO N S - The pistons have a shorter skirt com pared to the M 52TU and
continue w ith the graphite coating for friction and em ission reducing m easures. The
piston rings have been m odified to reduce friction.
C R AN KSH AFT - The crankshaft for the 3 liter M 54 is adopted from the S52B 32 -
M 3 engine. The crankshaft for the 2.5 liter is carried over from M 52TU .
C AM SH AFT - The cam shaft for the 3 liter M 54 is m odified w ith m ore lift (9.7 m m )
and new valve springs to accom m odate the increased lift. The cam shaft of the 2.5
liter M 54 is carried over from the M 52TU engine.
IN TAKE M AN IFO LD - The intake m anifold is m odified w ith shorter ram tubes (20m m
shorter on 3 liter/10m m shorter on 2.5 liter). The diam eter of the tubes is increased
slightly.
IN JEC TIO N VALVES - The diam eter of the injection pintle has increased slightly for
the increased displacem ent of the 3 liter engine. The injectors for the 2.5 liter engine
carry over from the M 52TU .
24
Engines
Non-return Fuel Rail system
The M 54 engine w ith M S 43.0 control uses the non return fuel rail system introduced on
the M 62 TU engine. The system m eets running loss com pliance w ithout the use of the 3/2-
w ay (running losses) solenoid valve used on the M 52TU engine.
The regulated fuel supply is controlled by
the fuel pressure regulator integrated in
the fuel filter. The fuel return line is also
located on the filter.
The M 54 engine uses an Electronic
C ontrolled Throttle Valve (ED K) for intake
air control. The idle control valve and tur-
bulence function of the intake m anifold
carries over from the M 52TU engine.
25
Engines
M54B30 ENGINE
231
26
Engines
M54B25 ENGINE
27
Engines
Review Questions
1. W hat position are the cam shafts in w hen the engine is first started? W hat advantages
does this position m ake possible?
2. H ow m uch m echanical m ovem ent does the Vanos assem bly provide?
3. W hy is it advantages to m aintain a w arm crankcase but continue to keep the
cylinder head cool? W hat is the purpose of the transm ission heat exchanger?
4. W hat effect is caused by the turbulence bores in the com bustion cham ber?
5. H ow does the M 52TU /M 54 achieve EG R w ithout using a separate valve?
6. W hy are the C atalytic C onverters m ounted so close to the engine?
7. W hat change w as m ade to the fuel delivery system of the M 54?