Aftersales Training -

Product Information.
N54 Engine.

BMW Service
The information contained in the Product Information forms together with the Workbook an
integral part of the training literature of BMW Aftersales Training.

Refer to the latest relevant BMW Service information for any changes/supplements to the
technical data.

Information status: June 2006

Contact: conceptinfo@bmw.de

© 2006 BMW AG
München, Germany
Reprints of this publication or its parts require the written approval of
BMW AG, München
VS-12 Aftersales Training
Product Information.
N54 Engine.

The Most Powerful in the Family

Bi-turbocharger

Direct Fuel Injection HPI

Notes on this Product Information

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

3 contains information to improve understanding of the systems

described and their function.

1 identifies the end of a note.

Relevance and national versions

BMW vehicles satisfy the highest requirements of safety and quality.
Changes in terms of environmental protection, customer benefits and
design render necessary continuous development of systems and
components. Discrepancies may therefore arise between specific details
provided in this Product Information and the vehicles available during the
training course.
This documentation describes exclusively left-hand-drive vehicles for use
in Europe. In right-hand-drive vehicles some control elements and
components are arranged differently from what is shown in the graphics
in this Product Information. Further discrepancies may arise from market-
or country-specific equipment specifications.

Additional sources of information

Further information on the individual subjects covered can be found:
- in the Owner's Handbook
- in the BMW diagnosis system
- in the Workshop Systems documentation
- in BMW Service Technik.
Contents.
N54 Engine.

Objectives 1
Product information and reference work for
practical applications 1

Introduction 3
New-generation 6-cylinder in-line engine 3
Efficient dynamics 4
Technical data 6

System overview 9
A powerful composition 9

System Components 11
Engine mechanical system 11
Threaded connections 18
Cylinder head 19
VANOS 20
Cooling system 22
Water cooling 24
Air-intake and exhaust systems 31
Fuel system 42
MSD80 engine management 55

Service Information 57
Notes for Service 57
 5
Objectives.
N54 Engine.

Product information and reference work for practical

applications
This Product Information is intended to
provide you with information on the design,
function and interrelationship of the N54
engine.
The Product Information is conceived as a
reference work and supplements the seminar
content imparted by BMW Aftersales Training.
provides an insight into the technical
interrelationships of the N54 turbocharged
direct-injection engine.
The Product Information, in conjunction with
practical exercises carried out in the training
course, will enable the participants to carry out
servicing work on this engine.
Please remember to work through
the SIP (Service Information
Programme) on this subject.
Basic knowledge ensures certainty
and reliability in theory and practice.

The Product Information is also suitable for

private study.
As a means of preparation for the technical
training course, this Product Information
Technical and practical background
knowledge of the current BMW models will
simplify your understanding of the systems
described here and their functions.

SIPs recommended to aid further understanding

• N52 Engine
• N73 Engine

1
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2
 6
Introduction.
N54 Engine.

New-generation 6-cylinder in-line engine

Powerful addition to the engine family

A new member takes its place in the new
generation of the BMW 6-cylinder in-line
engine family in the form of the N54 engine.
This engine in a unique way continues the
development implemented with the N52
engine of high dynamics combined with low
pollutant emissions and low fuel consumption.
Many requirements had to be satisfied in the
development of this engine. These include the
reduction of CO2 emissions and the desire for
more driving thrills thanks to increased power
with low fuel consumption, but also the very
different emissions regulations that govern the
different markets.
With the N54 engine, the design engineers
have succeeded in satisfying these diverse
requirements and delivering an extremely
potent powerplant.
The sheer driving pleasure afforded to the
customer by this new engine makes it worthy
of the Ultimate Driving Machine.
This must be reliably guaranteed by Service.
This is a challenge which must be met with
technical competence and expertise.

1 - N54 engine

3
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Efficient dynamics

Developing new potential

Efficient dynamics Today, however, driving pleasure is derived
not just from the highest possible levels of
Statutory provisions form the framework while
dynamics but also increasingly from increased
the wishes of customers determine the
efficiency. Conscious enjoyment of the
objective. The central impetus in always
Ultimate Driving Machine also includes the
striving for new innovations arises from the
certainty of not having to take pleasure in
way in which the BMW marque sees itself,
dynamics at the cost of excessively high fuel
from the company's technological expertise
consumption. BMW has therefore defined the
and from the derived demands placed on the
overall development of efficient dynamics with
products. The Ultimate Driving Machine is the
very clear specifications. Each new engine
motif that underlies not only the expectations
generation offers the preconditions for still
of the customers but also the challenges
better performance. At the same time,
facing the engineers.
however, each new drive unit also always
provides for increased economy.

Power output

Efficient
dynamics

Weight Consumption

Thus, BMW is opening up further potential for
engine technology with the N54 engine.
The spray-directed direct-injection process of
high-precision injection (HPI) represents a
lasting solution to reducing fuel consumption.
In combination with this injection system,
fundamental drawbacks of petrol-engine
turbocharging such as a reduced compression
ratio and a high tendency to knock are
avoided. This system ensures that the
potential of turbocharging for increasing
power and torque are fully exploited.
The N54 engine operated at λ = 1 opens up
the power potential of an engine with a larger
cubic capacity, but avoids the associated
consumption drawbacks.
Technical innovations at BMW are based on
previous innovations and complement each
other. The N54 engine is used with the
consumption-reducing technologies
introduced in the N52 engine, volumetric-
flow-controlled oil supply and heat
management.

4
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As the top new engine with bi-turbo
technology and petrol direct injection, the N54
engine will in future crown BMW's range of 6-
cylinder in-line engines. With a power output
of 225 kW/306 bhp and a maximum torque of
400 Nm, this new engine variant satisfies even
the most demanding desires for spontaneous
and imperious power development.
The first 6-cylinder in-line engine with bi-
turbocharger, high-precision injection and all-
aluminium crankcase inspires enthusiasm with
a responsiveness previously unexperienced in
turbocharged engines and sustained
propulsive power stretching into high engine-
speed ranges.
At the same time, the new turbocharged
engine impresses with levels of smoothness
typical of BMW 6-cylinder in-line engines. The
particularly efficient achievement of increased
power is all down to BMW's high-precision
injection. The second generation of petrol
direct injection makes an effective
contribution to the economic efficiency of the
bi-turbo engine. With this combination, BMW
engineers, 100 years after the invention of the
turbocharged engine, are writing a new and
particularly appealing chapter in the history of
turbocharged engines.
5
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Technical data

Table overview of the N54 engine

Designation Value
Engine type 6-cylinder in-line engine
Displacement [cm3] 2979
Stroke/bore [mm] 84/89.6
Cylinder spacing [mm] 91
Crankshaft main-bearing dia. [mm] 65
Crankshaft big-end bearing dia. [mm] 50
Firing order 1-5-3-6-2-4
Power output [kW/bhp] 225/306
At engine speed [rpm] 5800
Torque [Nm] 400
At engine speed [rpm] 1300-5000
Governed cut-off speed [rpm] 7000
Power-to-weight ratio [kg/kW] 0.83
Power output per litre [kW/l] 75.5
Compression ratio 10.2
Valves/cylinders 4
Inlet-valve dia. [mm] 31.44
Exhaust-valve dia. [mm] 28
Camshaft opening angle, inlet [crankshaft 125-70
angle]
Camshaft opening angle, exhaust [crankshaft 130-85
angle]
Camshaft spread, inlet [° crankshaft angle] 55
Camshaft spread, exhaust [° crankshaft angle] 45
Engine weight [kg] (assembly 11 to 13) 187
Fuel configuration [RON] 98
Fuel [RON] 95-98
Engine oil Longlife-04 SAE 5W-30
Knock control Yes
Engine management MSD80
EU emission-control legislation EURO4
US emission-control legislation ULEV2

6
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Full-load diagram

2 - Power/torque diagram

7
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The N54 engine develops over a wide speed In combination with high power, it becomes
range a powerful torque which is available clear that this powerplant guarantees highly
already at low engine speeds. powerful and dynamic drive in all operating
states.

Engine identification
The engine number is stamped into the
crankcase above the high-pressure pump.

3 - Engine number

8
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System Overview.
N54 Engine.

A powerful composition

High-precision injection (HPI)

Spray-directed direct injection

1 - High-precision injection (HPI)

High-precision injection represents the key
function in the concept for as economic a use
of fuel as possible. The new generation of
petrol direct injection satisfies the
expectations placed on it with regard to
economic efficiency without compromising on
the engine's dynamic qualities. High-precision
injection provides for a more precise metering
of mixture and higher compression - ideal
preconditions for increasing efficiency and
significantly reducing consumption.
This is made possible by locating the piezo-
injector centrally between the valves.
In this position, the new injector, which opens
in an outward direction, distributes a
particularly uniform amount of tapered-
shaped fuel into the combustion chamber.
The new direct injection of BMW HPI spark-
ignition engines operate according to the
spray-directed process.

9
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Turbo lag is a thing of the past
Bi-turbocharging on the spark-ignition
engine
2 - Bi-turbocharger system
BMW engineers have succeeded with this
new engine variant in eliminating the
drawbacks brought about by the design of
earlier turbocharged engines. Consequently,
the turbocharged BMW 6-cylinder engine
does not even demonstrate the negative
features typical until today of turbocharged
engines. The development of thrust only after
a delay is just as alien to the new engine as the
high fuel consumption of conventional
turbocharged engines. The bi-turbo concept
in particular provides for a clearly more
spontaneous power-output development. A
large turbocharger is replaced by two smaller
chargers, each serving three cylinders.
10
A major advantage of the smaller-sized
turbochargers is their low moment of inertia.
Even the slightest impetus given by the driver
with the accelerator pedal receives a response
with an immediate build-up of pressure. The
lag typically experienced until now in
turbocharged engines - i.e. the time it takes for
the turbocharger to attain its power-delivering
effect - is thus no longer perceptible. The
driver experiences a particularly commanding
form of dynamics which enables him to effect
even rapid accelerating manoeuvres in a
relaxed manner.
 8
System Components.
N54 Engine.

Engine mechanical system

Crankcase
Design from one single material. It is manufactured in
a pressure-diecasting process from AL 226.
The N54 engine has a split crankcase with a
The cylinder liners are made of grey cast iron.
cylinder block and a bedplate. The high drive
Geometrically, the crankcase is extensively the
torques of the N54 engine make it necessary
same as that of the N52 engine.
for the crankcase, in contrast to the inserted
design in the N52 engine, to be manufactured

1 - Crankcase, N54 engine

3 The flange surface to the gearbox is larger necessary to use a special tool to adapt the
than that of the N52 engine, which makes it engine on the assembly stand. 1

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Crankcase breather
Standard function engine oil flows through an oil drain (9) back
into the oil sump. The purified blow-by gas
The blow-by-gas/engine-oil mixture passes
flows through a pressure-control device (7)
through the ventilation duct (2) to an oil
and a duct to the intake manifold (6) and into
separator (8), in which the engine oil is
the clean-air pipe of the air-intake system.
separated from this mixture. The separated

2 - Crankcase breather,
standard function

Index Explanation Index Explanation

1 Throttle valve
2 Ventilation duct
3 Oil return
4 Crankshaft cavity
5 Oil sump
6 Channel to intake manifold
7 Pressure-control device
8 Oil separator
9 Oil drain

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Oil separator
A cyclone oil separator is used in the N54
engine. Here, four of the described cyclones
are integrated into the oil-separator housing.

3 - Cyclone oil separator, N54 engine

The oil mist drawn in from the crankcase is set Crankcase breather, naturally-aspirated
into a spinning motion in the cyclone. As a engine operation
result of the centrifugal forces, the heavier oil
Because of its exhaust-gas turbocharging, the
settles on the cyclone walls and from there
N54 engine is equipped with a special
drips into the oil drain. The lighter blow-by
crankcase breather.
gases are sucked out from the middle of the
cyclone. The purified blow-by gases are then
fed to the air-intake system.

13
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4 - Crankcase breather,
naturally-aspirated engine
operation

14
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Index Explanation Index Explanation

A Overpressure 7 Oil sump
B Vacuum pressure 8 Oil return channel
C Exhaust gas 9 Exhaust turbocharger
D Oil 10 Charge-air suction line, bank 2
E Blow-by gases 11 Hose to charge-air suction line, bank 2
1 Air cleaner 12 Non-return valve, manifold
2 Intake manifold 13 Throttle valve
3 Cyclone oil separator 14 Non-return valve, charge-air suction line
4 Oil discharge valve 15 Channel to manifold
5 Ventilation duct 16 Pressure restrictor
6 Crankshaft cavity

The standard function can only be utilized

while there is a vacuum pressure (B) in the
intake manifold (2), i.e. in naturally-aspirated
engine operation.
As soon as the pressure in the manifold is
increased by turbocharging, the blow-by
gases (E) can no longer be introduced by way
of this route. A non-return valve is
incorporated in the channel to the intake
manifold to prevent the risk of boost pressure
being introduced into the crankcase. In view of
the risk at high vacuum pressures of oil being
5 - Crankcase breather, N54 engine
drawn in through the crankcase breather into
the intake manifold, this area of the crankcase
breather must be provided with a pressure- Index Explanation
limiting facility. This is effected in the N54 1 Non-return valve, charge-air
engine with a restrictor (16), which limits the suction line
throughflow and thus also the pressure level in 2 Ventilation, turbocharged
the crankcase breather. operation
3 Non-return valve, manifold and
pressure restrictor
4 Ventilation, naturally-aspirated
engine operation

Gases and fumes in naturally-aspirated engine

operation (4) are vented via a distributor rail
integrated in the cylinder-head cover directly
to the intake ports in the cylinder head.

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Crankcase breather, turbocharged turbocharger compressor and the intercooler

operation into the manifold. Owing to the fact that very
high gas velocities occur at this point in the
In turbocharged mode, the pressure in the
charge-air suction line and this can cause ice
manifold increases and thus closes the non-
crystals to form when blow-by gases are
return valve (14). Because there is a vacuum
introduced, this connection is fitted with a
pressure in the charge-air suction line in this
PTC heater. The function of this heater is
operating range, it opens the non-return valve
identical to that of the N52 engine.
to the charge-air suction line (12) and the
blow-by gases are directed via the

6 - Crankcase breather,
turbocharged operation

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Index Explanation Index Explanation

A Overpressure 7 Oil sump
B Vacuum pressure 8 Oil return channel
C Exhaust gas 9 Exhaust turbocharger
D Oil 10 Charge-air suction line, bank 2
E Blow-by gases 11 Hose to charge-air suction line, bank 2
1 Air cleaner 12 Non-return valve, manifold
2 Intake manifold 13 Throttle valve
3 Cyclone oil separator 14 Non-return valve, charge-air suction line
4 Oil discharge valve 15 Channel to manifold
5 Venting channel 16 Pressure restrictor
6 Crankshaft cavity

3 If blue smoke occurs at the exhaust

system, it is necessary to check whether the
engine is also drawing oil into the combustion
chamber through the crankcase breather,
which suggest that there is a fault in the
crankcase-breather area. A clear indication
that this is the case is if the bank 2 charge-air
suction line of the turbocharger is fouled with
oil. 1

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Threaded connections
The aluminium bolts familiar from the N52
engine are used. This concept of using
identical parts ensures that there can be no
mix-ups within the 6-cylinder in-line engine
series.
The bolt is first tightened to a defined torque
(I). This torque is selected such that the parts
to be secured no longer have any play or
clearance but the bolt itself is barely under
tension. The bolt is then turned further
through a defined angle (II) to achieve the
necessary tension on the bolt.
3 Aluminium bolts should be used only
once and therefore must be replaced every
time they are released. 1

7 - Aluminium bolts have blue bolt heads

Due to the lower tensile strength of aluminium

compared to steel, aluminium bolts must be
tightened in accordance with a precisely
defined procedure.

8 - Procedure for tightening aluminium bolts

• (I) Torque
• (II) Angle of rotation

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Cylinder head
In addition to the familiar requirements such as
accommodating the air-intake and exhaust
systems, providing a tight combustion-
chamber seal and accommodating the
camshafts with VANOS units, it was also
necessary to meet a further requirement in the
cylinder head of this turbocharged direct-
injection engine. The injector needed to be
located in a central position in the combustion
The combustion heat is dissipated in the
cylinder head with cross-flow cooling.
chamber and also positioned in direct
proximity to the spark plug. This positioning is
essential to realizing the spray-directed
injection concept.
In this way, both the spark plug and the injector
are centrally integrated in the cylinder head
between the overhead camshafts.
9 - Arrangement of injector/
spark plug
Detailed information on the following subjects
can be found in the relevant sections of this
Product Information:
• High-pressure fuel injection (HPI)
• Cooling system
• VANOS.
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VANOS

Infinitely variable double VANOS

The gas exchange in the N54 engine is The VANOS units used here have the
effected with four valves per cylinder, which following timing angles:
are driven by two overhead camshafts.
• VANOS unit, inlet - 55° crankshaft angle
The engine timing can be variably influenced
• VANOS unit, exhaust - 45° crankshaft angle
by means of the two infinitely variable VANOS
units.

10 - Double VANOS

Index Explanation Index Explanation

1 VANOS unit, exhaust 4 Exhaust-camshaft sensor
2 VANOS unit, inlet 5 Solenoid valve
3 Inlet-camshaft sensor 6 Solenoid valve

3 The VANOS units for the inlet and

exhaust camshafts have different adjustment
ranges. They must not be mixed up as engine
damage due to the pistons striking the valves
is likely to result. Therefore, the front plates of
the VANOS units have the respective
identifying marks "AUS/EX" and "EIN/IN"
engraved on them. 1

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21
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Cooling system

Engine cooling
Layout of cooling system isolated oil-cooling circuit ensures that heat is
not introduced via the engine oil into the
The cooling system of the N54 engine
engine's coolant system.
consists of a radiator circuit and an isolated oil-
cooling circuit. The fact that there is an

11 - Cooling system, N54 engine

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Index Explanation Index Explanation

1 Radiator 9 Heat exchanger
(coolant/air heat exchanger)
2 Gearbox-oil cooler 10 Outlet temperature sensor,
(coolant/air heat exchanger) cylinder head
3 Outlet temperature sensor, radiator 11 Thermostat, engine-oil cooler
4 Engine-oil cooler 12 Expansion tank
(engine oil/air heat exchanger)
5 Thermostat, gearbox-oil cooler 13 Vent line
(controlled via gearbox-oil
temperature)
6 Map thermostat 14 Gearbox-oil cooler
(coolant/gearbox oil heat
exchanger)
7 Electric coolant pump 15 Fan
8 Exhaust turbocharger

There is a significantly greater quantity of heat Measures for increasing cooling-system

on account of this engine's increased power of performance:
75.5 kW/l in comparison with other 3-litre
• Coolant pump with increased power - 400
spark-ignition engines. This boundary
W/9000 l/h
condition is satisfied by the engine cooling
system with its increased performance. • Separation of water and engine-oil cooling
This increase in power was to be realized in • Radiator with increased power
spite of some factors less advantageous to
• Electric fan with increased power 600 W for
cooling. Factors to be mentioned here are:
all gearbox variants
• Approx. 15 % less flow area is available on
Charge-air cooling is described in the section
account of the intercooler located below the
dealing with air-intake ducting.
radiator.
• The already small amount of space
provided by the engine compartment is
further limited by the accommodation of
further components.
• Because the exhaust turbochargers are
cooled by the coolant, an additional quantity
of heat is introduced into the system via
these turbochargers.

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Water cooling

System overview

12 - Coolant circuit, N54

engine

The structure of the coolant circuit is the same Radiator

as that of the N52 engine. The engine is
flushed through with coolant in accordance
with the cross-flow concept. Cooling output
can be influenced as a function of load by
activating the following components:
• Electric fan
• Electric coolant pump
• Map thermostat
It is also possible in an N54 engine in
conjunction with an automatic gearbox to
utilize the lower area of the radiator to cool the
gearbox by means of the gearbox-oil cooler.
This is achieved as in the N42 and N52
engines with control sleeves, which are
introduced into the radiator tank.
Design measures have been used to increase
the performance of the radiator itself. The
performance of a radiator is dependent on its
radiation surface. However, the intercooler still
had to be installed underneath the radiator,
and this meant that is was necessary to
compensate for the smaller flow area available.
Compared with the N52 engine, the radiator
used in the N54 engine has a block depth
which has been increased to 32 mm. In
addition, the water pipes are situated closer
together than in previously used radiators. The
upshot of this is an increase in the utilizable
radiation surface.

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Electric coolant pump
13 - Siemens 400 W electric coolant pump
Index Explanation
1 Pump
2 Engine
The coolant pump of the N54 engine is an
electrically driven centrifugal pump with a
power output of 400 W and a max. flow rate of
9000 l/h. This represents a significant increase
in power of the electric coolant pump used in
the N52 engine, which has a power output of
200 W and a max. flow rate of 7000 l/h.
The power of the electric wet-rotor motor is
electronically controlled by the electronic
module (3) in the pump. The electronic
module is connected via the bit-serial data
interface (BSD) to the MSD80 engine control
unit.
Index Explanation
3 Electronic module
The engine control unit uses the engine load,
the operating mode and the data from the
temperature sensors to calculate the required
cooling output. Based on these data, the
engine control unit issues the corresponding
command to the electric coolant pump. The
electric coolant pump regulates its speed in
accordance with this command. The system
coolant flows through the motor of the coolant
pump, thus cooling both the motor as well as
the electronic module. The coolant lubricates
the bearings of the electric coolant pump.
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Service information, electric coolant
pump
3 Particular care must be taken when
performing servicing work to ensure that the
pump does not run dry. When the pump is
removed, it should be stored filled with
coolant. The bearing points of the pump could
stick fast if the pump were not filled with
coolant. This could jeopardize subsequent
start-up of the pump, thus rendering the entire
heat-management system inoperative (the
pump not starting up could cause serious
engine damage).
Engine-oil cooling
14 - Engine-oil cooling of N54 engine
The N54 engine is equipped with a high-
performance engine-oil cooler. The
26
The pump impeller should be turned by hand
before the coolant hoses are fitted. The
system should then be immediately filled with
coolant. 1
3 Particular care must be taken during
assembly to ensure that the plug is clean and
dry and the connections are undamaged.
Diagnosis should be performed only with the
approved adapter cable. 1
3 The information provided in the repair
instructions must be observed. 1
pendulum-slide pump delivers the oil from the
oil sump to the oil filter. A thermostat flanged
to the oil-filter housing admits the oil to the
engine-oil cooler. The engine-oil cooler is
located in the right wheel arch in the E92. The
thermostat can reduce the resistance
opposing the oil by opening the bypass line
between the feed and return lines of the
engine-oil cooler. This ensures that the engine
warms up safely and quickly.
 8

Heat management
Four map-controlled temperature The control system aims to set a higher
ranges cylinder-head temperature (108 °C) if the
engine control unit determines ECO
The engine control unit of the N54 engine
(economy) mode based on the engine
controls the coolant pump according to
performance. The engine is operated with
requirements:
relatively low fuel consumption in this
• Low output in connection with low cooling temperature range as the internal friction is
requirements and low outside reduced.
temperatures
An increase in temperature therefore favours
• High output in connection with high cooling lower fuel consumption in the low load range.
requirements and high outside In HIGH and map-thermostat mode, the driver
temperatures wishes to utilize the optimum power
development of the engine. The cylinder-head
The coolant pump may also be completely
temperature is reduced to 90 °C for this
switched off under certain circumstances, e.g.
purpose. This results in improved volumetric
to allow the coolant to heat up rapidly during
efficiency, thus increasing the engine torque.
the warm-up phase. However, this only occurs
The engine control unit can now set a certain
when no heating is required and the outside
temperature mode adapted to the respective
temperature is within the permitted range.
operating situation. Consequently, it is
The coolant pump also operates differently
possible to influence fuel consumption and
than conventional pumps when controlling the
power output by means of the cooling system.
engine temperature. To date, only the
currently applied temperature could be The temperatures specified only ever
controlled by the thermostat. represent a target value, the attainment of
which is dependent on many factors. These
The software in the engine control unit now
temperatures are first and foremost not
features a calculation model that can take into
attained precisely.
account the development of the cylinder head
temperature based on load. In addition to the The consumption-reducing and power-
characteristic map control of the thermostat, increasing effects arise in each case in a
the heat management system makes it temperature spectrum. The function of the
possible to use various maps for the purpose cooling system is to provide the optimal
of controlling the coolant pump. For instance, cooling output according to the boundary
the engine control unit can adapt the engine conditions under which the engine is being
temperature to match the current operating operated.
situation. This means that four different
temperature ranges can be implemented:
• 108 °C ECO mode
• 104 °C Normal mode
• 95 °C High mode
• 90 °C High + map-thermostat mode

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Intelligent heat management opens up is now possible to warm up the engine without
new potential recirculating the coolant or to allow the pump
to continue to operate after turning off the
The previous section dealt with the various
engine to facilitate heat dissipation. The
temperature ranges in which heat
advantages offered by this type of pump are
management is effected. However, an
listed in the following table:
electrically driven coolant pump makes
available even further options. For instance, it

Consumption • Faster warm-up as coolant is not recirculated

(stationary)
• Increased compression ratio due to greater cooling
output at full load compared with engines without such
heat management
Emissions • Faster engine warm-up by drastically reduced pump
speed (n => 0) and the resulting lower volumetric flow of
coolant
• Reduced friction
• Reduced fuel consumption
• Reduced exhaust emissions
Power output • Component cooling independent of engine speed
• Requirement-controlled coolant pump output
• Avoidance of power loss
Comfort • Optimum volumetric flow
– Heating capacity increased as required
– Residual heat with engine stationary
Component protection • Running-on of electric coolant pump = improved heat
dissipation from the engine switched off when hot and
from the turbochargers

28
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System protection
In the event of the coolant or engine oil being These measures are divided into two
subject to excessive temperatures while the operating modes:
engine is running, certain functions in the
• Component protection
vehicle are influenced so that more energy is
made available to the engine-cooling system, • Emergency
i.e. temperature-increasing loads are avoided.

Measures and displays pertaining to

engine-oil temperature

Engine oil Operating Display in Power- Power- Converter

TOIL (°C) mode instrument output output lockup
Heat cluster reduction, reduction, clutch
management air engine
conditioning
148 Start 0 % Start 0 %
149 . .
. .
150 Component . .
protection . .
151 Component . .
protection . From here
. clear
152 Component
. reduction
protection
End 100 % .
153 Component .
protection .
154 Component .
protection .
.
155 Component .
protection .
156 Component ..
protection .
157 Component End approx.
protection 90 %
158 Emergency Active
159 Emergency Active
160 Emergency Active
161 Emergency Active
162 Emergency Active
163 Emergency Active

29
 8

Measures and displays pertaining to

coolant temperature

Coolant Operating Display in Power- Power- Converter

temp. mode instrument output output lockup
TC (°C) Heat cluster reduction, reduction, clutch
management air engine
conditioning
115
116
117 Component Start 0 % Start 0 %
protection . .
118 Component . .
protection . From here
. clear
119 Component . reduction
protection .
120 Component End 100 % .
protection .
.
121 Component
.
protection
.
122 Component . Active
protection .
123 Component . Active
protection .
End approx.
124 Component Active
90 %
protection
125 Emergency Active
126 Emergency Active
127 Emergency Active
128 Emergency Active
129 Emergency Active

30
 8

Air-intake and exhaust systems

Air-intake system
Air-intake ducting

15 - Air-intake ducting of N54 engine

Index Explanation Index Explanation

1 PTC heater, blow-by gases, 8 Charge-air suction line, bank 1
turbocharged operation
2 Recirculated-air line, bank 2 9 Intercooler
3 Connecting flange, throttle valve 10 Charge-air manifold
4 Air cleaner 11 Turbocharger, bank 1
5 Recirculated-air line, bank 1 12 Turbocharger, bank 2
6 Air-intake snorkel 13 Charge-air suction line, bank 2
7 Charge-air pressure line

Because the N54 is a turbocharged engine,
the air-intake ducting plays a significant role.
The energy of the escaping exhaust gases is
utilized to precompress the inducted fresh air
and thus introduce a greater air mass into the
combustion chamber. This will only work if the
system is not leaking in any way.

31
 8
3 When carrying out installation work on the
air-intake ducting, it is very important to
ensure that the components are installed in
their correct positions and that all pipes are
connected up with tight seals. A leaking
system may result in an erroneous boost
pressure. This would be detected by the
16 - Air-intake ducting (in turbocharged operation)
32
engine-management system and the engine
would in this situation assume limp-home
operating mode (deactivation of boost-
pressure control). In this situation, the engine
would be subject to a noticeable shortage of
power. 1
 8

Index Explanation Index Explanation

1 MSD80 engine control unit 14 Recirculated-air line, bank 1
2 Lines to vacuum pump 15 Charge-air pressure line
3 Electropneumatic pressure 16 Intercooler
transducer
4 PTC heater, blow-by gases 17 Charge-air manifold
5 Blow-by line, turbocharged 18 Charge-air suction line, bank 1
operation
6 Charge-air suction line, bank 2 19 Wastegate flap, bank 1
7 Recirculated-air line, bank 2 20 Wastegate actuator, bank 1
8 Intake-manifold pressure sensor 21 Wastegate flap, bank 2
9 Blow-off valve, bank 2 22 Wastegate actuator, bank 2
10 Air cleaner 23 Turbocharger, bank 1
11 Charge-air pressure and 24 Turbocharger, bank 2
temperature sensor
12 Throttle valve 25 To catalytic converter, bank 2
13 Blow-off valve, bank 1 26 To catalytic converter, bank 1

The fresh air is drawn in via the air cleaner (10)
and the charge-air suction lines (6 + 18) by the
compressors of turbochargers (23 + 24) and
compressed.
Because the turbochargers can get very hot
during operation, they are connected with the
engine's coolant and engine-oil circuits. The
charge air is greatly heated when compressed
in the turbocharger, making it necessary for
the air to be cooled again in an intercooler (16).
The compressed and cooled charge air is
routed from the intercooler via the throttle
valve (12) into the intake manifold.
The system is equipped with several sensors
and actuators in order to ensure that the load
of fresh air is optimally adapted to the engine's
respective operating conditions. How these
complex interrelationships are controlled is
discussed in the following.

33
 8
Exhaust-gas turbocharging
Exhaust turbocharger
17 - Exhaust turbocharger
Index Explanation
A Compressor
B Cooling/lubrication
C Turbine
Principle of operation
The turbocharger is driven by the engine's
exhaust gases, i.e. exhaust gases under
pressure are routed by the turbocharger
turbine and in this way delivers the motive
force to the compressor, which rotates on the
same shaft. It is here that the induction air is
precompressed in such a way that a higher air
mass is admitted into the engine's
combustion chamber. In this way, it is possible
to inject and combust a greater quantity of
fuel, which increases the engine's power
output and torque. The turbine and the
compressor can rotate at speeds of up to
200,000 rpm. The exhaust inlet temperature
can reach max. 1050 °C.
34
Because of these high temperatures, the N54
engine's turbochargers are not only
connected with the engine-oil system but also
integrated in the engine-coolant circuit. It is
possible in conjunction with the N54 engine's
electric coolant pump even after the engine
has been switched off to dissipate the residual
heat from the turbochargers and thus prevent
the lube oil in the bearing housing from
overheating.
3 The coolant pump's running-on function
serves to dissipate the stored heat from the
turbocharger and thereby counteract oil
coking in the bearings. This is an important
component-protecting function. 1
Bi-turbocharging
Utmost importance is attached to
turbocharger response in the N54 engine. A
delayed response to the driver's command, i.e.
the accelerator-pedal position, is not
acceptable. The driver therefore must not
experience any so-called "turbo lag". This
requirement is met in the N54 engine with two
small turbochargers, which are connected in
parallel. Cylinders 1, 2 and 3 (bank 1) drive the
first turbocharger (5) while cylinders 4, 5 and 6
(bank 2) drive the second (2).
The advantage of a small turbocharger lies in
the fact that, as the turbocharger runs up to
speed, the lower moment of inertia of the
turbine causes fewer masses to be
accelerated, and thus the compressor attains
a higher boost pressure in a shorter amount of
time.
 8
18 - Turbocharger components 1
Index Explanation
1 Wastegate actuator, bank 2
2 Turbocharger, bank 2
3 Exhaust manifold, bank 2
4 Exhaust manifold, bank 1
5 Turbocharger, bank 1
6 Coolant return
Boost-pressure control
The boost pressure of the turbochargers is
directly dependent on the flow of exhaust gas
which reaches the turbocharger turbines. Both
the velocity and the mass of the exhaust-gas
flow are directly dependent on engine speed
and engine load. The engine-management
system uses wastegate valves to control the
boost pressure. These valves are operated by
vacuum-pressure actuators, which are
controlled by electropneumatic pressure
transducers via the engine-management
system.
The vacuum pressure is generated by the
permanently driven vacuum pump and stored
in a pressure accumulator. The system is
Index Explanation
7 Coolant supply
8 Planar broad-band oxygen
sensor, bank 1
9 Planar broad-band oxygen
sensor, bank 2
10 Wastegate actuating lever
11 Catalytic converter, bank 1
12 Catalytic converter, bank 2
designed to ensure that these loads/
consumers do not have a negative influence
on the brake-boost function.
The exhaust-gas flow can be completely or
partially directed to the turbine wheel with the
wastegate valves. When the boost pressure
has reached its desired level, the wastegate
valve begins to open and direct part of the
exhaust-gas flow past the turbine wheel. This
prevents the turbine from further increasing
the speed of the compressor.
This control option allows the system to
respond to various operating situations.
35
 8
In the idle phase, the wastegate valves of both
turbochargers are closed. This enables the full
exhaust-gas flow available to be utilized to
speed up the compressor already at these low
engine speeds. When power is then
demanded from the engine, the compressor
can deliver the required boost pressure
without any noticeable time lag.
In the full-load situation, the boost pressure is
maintained at a consistently high level when
the maximum permissible torque is reached
Index Explanation
1 Oil return, bank 1
2 Oil supply
3 Coolant supply
4 Oil return, bank 2
36
by a partial opening of the wastegate valves. In
this way, the compressors are only ever
induced to rotate at a speed which is called for
by the operating situation. The process of the
wastegate valves opening removes drive
energy from the turbine such that no further
increase in boost pressure occurs, which in
turn improves fuel consumption.
At full-load the N54 engine operates at an
overpressure of up to 0.8 bar in the intake
manifold.
19 - Turbocharger
components 2
Index Explanation
5 Coolant return, bank 1
6 Wastegate valve
7 Coolant return, bank 1
 8
Blow-off control
The blow-off valves in the N54 engine reduce
unwanted peaks in boost pressure which can
occur when the throttle valve closes quickly.
20 - Blow-off valves, N54 engine
Index Explanation
1 Blow-off valves
2 Air cleaner (ambient pressure)
3 Intake manifold (intake-manifold
pressure)
A vacuum pressure is generated in the intake
manifold when the throttle valve is closed at
high engine speeds. This leads to a build-up of
high dynamic pressure after the compressor
which cannot escape because the route to the
intake manifold is blocked.
This leads to a "pumping up" of the
turbocharger. This means that
• a clearly noticeable, disruptive pumping
noise can be heard,
• and this pumping noise is accompanied by
a component-damaging load being exerted
on the turbocharger, since high-frequency
pressure waves exert axial load on the
turbocharger bearings
The blow-off valves are mechanically actuated
spring-loaded diaphragm valves which are
activated by the intake-manifold pressure as
follows:
They therefore have an important function
with regard to engine acoustics and help to
protect the turbocharger components.
Index Explanation
4 Throttle valve
5 Control line, blow-off valves
6 Charge-air pressure line (boost
pressure)
In the event of a pressure differential before
and after the throttle valve, the blow-off valves
are opened by the intake-manifold pressure
and the boost pressure is diverted to the
intake side of the compressor. The blow-off
valves open starting from a differential
pressure of 0.3 bar. This process prevents the
disruptive and component-damaging
pumping effect from occurring.
The system design dictates that the blow-off
valves are also opened during operating close
to idle (pressure differential Pcharger/Psuction
= 0.3 bar). However, this has no further effects
on the turbocharging system.
The turbocharger is pressurized with the full
exhaust-gas flow at these low speeds and
already builds up a certain level of induction-air
precharging in the range close to idle. If the
throttle valve is opened at this point, the full
boost pressure required is very quickly made
available to the engine.
37
 8

One of the major advantages of the vacuum- assume the required control position
pressure-actuated wastegate valves is that corresponding to the necessary boost
they can be partially opened in the mid-range pressure.
in order not to allow excessive induction-air
precharging to the detriment of fuel
consumption. In the upper load range, they

Charge-air cooling

21 - Intercooler, N54 engine E92

Cooling the charge air in the N54 engine Load control

serves to increase power output as well as
Load control of the N54 engine is effected by
reduce fuel consumption. The charge air
means of the throttle valve and the wastegate
heated in the turbocharger by its component
valves.
temperature and by compression is cooled in
the intercooler by up to 80 °C. The throttle valve is the primary component in
this process. The wastegate valves are
This increases the density of the charge air,
actuated to bring about a fine tuning of the
which in turn improves the charge in the
boost pressure. At full load the throttle valve is
combustion chamber. This results in a lower
completely open and load control is
level of required boost pressure. The risk of
undertaken by the wastegate valves.
knock is also reduced and the engine operates
with improved efficiency. The load-control graphic shows that the
wastegate valves are integrated in load control
in all operating situations of the N54 engine on
the basis of map control.

38
 8

22 - Load control, N54 engine

Index Explanation Index Explanation

n Engine speed in rpm
p Absolute pressure in intake
manifold in mbar
1 Naturally-aspirated engine
operation
2 Turbocharged operation
3 Wastegate controlled as a
function of boost pressure
4 Wastegate partially opened
5 Wastegate closed
6 Dark = wastegate fully closed
Light = wastegate fully open

Controlled variables • Intake-manifold pressure

The following variables, among others, • Pressure before the throttle valve
influence control of the N54 engine's boost (reference variable)
pressure:
The electropneumatic pressure transducers
• Intake-air temperature are activated by the engine control unit on the
basis of these variables.
• Engine speed
The result of this activation can be checked
• Throttle-valve position
from the boost pressure achieved, which is
• Ambient pressure measured before the throttle valve.

39
 8
There follows a comparison of the boost
pressure achieved with the setpoint data from
the program map, which can if necessary give
rise to an activation correction. The system
therefore controls and monitors itself during
operation.
Limp-home mode
In the event during operation of malfunctions,
implausible values or failure of any of the
sensors involved in turbocharger control,
activation of the wastegate valves is shut down
and the valve flaps are thus fully opened.
Turbocharging ceases at this point.
3 The list below sets out those components
or functional groups of the N54 engine in
which a failure, a malfunction or implausible
values result in boost-pressure control being
deactivated. The driver is alerted to a fault of
this type via an EML indication.
• High-pressure fuel system
• Inlet VANOS
• Exhaust VANOS
• Crankshaft sensor
• Camshaft sensor
• Boost-pressure sensor
• Knock sensors
• Intake-air temperature sensor
1
3 One principle of vehicle repair is
particularly important in this respect:
Work on the causes and not on the effects! 1
With regard to the diagnosis and subsequent
repair of turbocharging components, it is
important to ensure that they are also actually
identified as defective components with the
diagnostic technology available. It is always
vital to ensure that the cause of the fault is
determined and rectified and that if necessary
work is not carried out on symptoms of fault
consequences.
Thus, for instance, a leaking flange on the
intercooler can have far-reaching
consequences.
3 The N54 engine also is governed by three
golden rules of procedure:
1. Do not rashly trace loss of power and
engine malfunctions back to the
turbocharger. Turbochargers in perfect
working order are often unnecessarily
40
removed and replaced. If blue smoke
emerges from the exhaust system, check
whether the air cleaner is contaminated or
the engine is consuming too much oil
because of wear. Only then resort to
checking the turbocharger. If the
turbocharger is running too loud, inspect
all the connections on the turbocharger
pressure side. If black smoke or a loss of
power is detected, in this case too check
the engine and the connecting pipes first.
2. Main causes of turbocharger damage:
• Insufficient lubrication and
consequently bearing failure.
Compressor and turbine wheels will
grind in the housings, the seals will be
damaged and the shaft may also shear
off.
• Foreign bodies damage the turbine
and impeller. The resulting imbalance
will reduce efficiency and may cause
the rotors to burst.
• Contaminated lube oil causes scoring
on shaft journals and bearings. Oilways
and seals will become clogged and
cause high oil leakage losses.
Elements entering the turbocharger
system from the outside such as sand,
dirt, screws and the like will be trapped
by a filter before the compressor.
Service the filters at regular intervals
(service intervals). Take care to keep
the clean-air area of the air cleaner and
the air ducting to the compressors
clean and free from all types of
particulates.
3. Do not make any alterations to the
turbocharger.
Never attempt to alter the boost-pressure
control linkage. The turbocharger has
been optimally configured at the factory. If
the turbocharger operates at higher boost
pressures than permitted by the engine
manufacturer, the engine may run hot and
pistons, cylinder heads or engine
bearings may fail, or the safety function of
the engine electronics may respond and
activate the engine's limp-home program.
1
 8

Exhaust system
E92 vehicles with N54 engines are equipped
with a dual exhaust system. The entire system
is made from austenitic stainless steel, which
ensures that it will function throughout the
vehicle's service life.
Upstream primary catalytic converters with
downstream underfloor catalytic converters
are used.
The lambda oxygen sensors installed are the
same as those in the N52 engine.

23 - E92 exhaust system with M54 engine

Index Explanation Index Explanation

1 Exhaust manifold 5 Exhaust flap
2 Upstream catalyst 2 x 0.7 l 6 Monitor sensors
3 Underfloor catalyst 2 x 0.85 l 7 Planar oxygen sensors (control
sensor)
4 Rear mufflers, each approx. 16 l

41
 8
Fuel system
Direct injection is one of the most decisive
cornerstones in the concept of the N54
engine. The complex requirements of the
combustion process can only be met with this
injection process, which is described in the
following.
Principles of direct injection
In the case of direct injection, the fuel is
injected under high pressure (between 50 and
200 bar) directly into the combustion
chamber. Basically, homogeneous or
Index Explanation
1 Manifold injection
2 Direct injection, homogeneous
The differences arise through the various
mixture-formation processes. The graphic
above entitled "Comparison of mixture
formation" shows the sequence in time of
mixture formation for direct injection in
homogeneous and stratified-charge modes
and by comparison for manifold injection.
The mixture composition is shown as an air
ratio for four points in time. The colours
represent the respective local air ratio
according to the comparison scale.
Direct injection, homogeneous
In the case of direct injection, the fuel injector
leads directly into the combustion chamber.
42
Direct injection achieves a higher
compression ratio when compared with a
turbocharged engine with manifold injection.
At the same time, the exhaust-gas
temperature is reduced under full load.
Another advantage of this injection process is
the improved efficiency in part-load operation.
stratified-charge mixture formation provides
two concepts of petrol direct injection, which
demonstrate distinctive features with regard
to consumption and emissions.
24 - Comparison of mixture
formation
Index Explanation
3 Direct injection, stratified-charge
operation
The fuel vaporizes in the combustion
chamber. The gas movements in the
combustion chamber cause the air to mix with
the injected fuel in such a way that there is a
homogeneous (λ=1) mixture at the point of
injection. The mixture-formation and thus the
combustion process is similar to a
conventional engine with manifold injection.
Because the fuel is introduced first into the
cylinder and vaporizes there, thermal energy is
removed from the cylinder charge by this
vaporization. This improves the knock
characteristics so that the compression ratio
can be increased. Efficiency increases in total
by up to 10 %.
 8

High-precision injection (HPI)

Overview and function

25 - HPI

Index Explanation Index Explanation

1 High-pressure line (rail - injector)
2 Piezo-injector
3 Rail
4 High-pressure sensor
5 Feed line (from el. fuel pump)
6 Low-pressure sensor
7 Fuel-supply control valve
8 Three-plunger high-pressure
pump
9 High-pressure line (pump - rail)

The fuel is delivered from the fuel tank by the If this sensor fails, the electric fuel pump
electric fuel pump via the feed line (5) at an continues to run at 100 % delivery with
admission pressure of 5 bar to the high- terminal 15 ON.
pressure pump. The admission pressure is
monitored by the low-pressure sensor (6). The
fuel is delivered by the electric fuel pump in
line with demand.

43
 8
The fuel is compressed in the permanently
driven three-plunger high-pressure pump (8)
and delivery through the high-pressure line (9)
to the rail (3). The fuel accumulated under
pressure in the rail in this way is distributed via
the high-pressure lines (1) to the piezo-
injectors (2).
26 - Fuel-pressure diagram
Index Explanation
p Pressure
m Engine load
n Engine speed
27 - Warning sticker - working on HPI system
3 Working on this fuel system is only
permitted after the engine has cooled down.
The coolant temperature must not exceed 40
°C. This must be observed without fail
because otherwise there is a danger of fuel
sprayback on account of the residual pressure
in the high-pressure system. 1
44
The required fuel delivery pressure is
determined by the engine-management
system as a function of engine load and
engine speed. The pressure level reached is
recorded by the high-pressure sensor (4) and
communicated to the engine control unit.
Control is effected by the fuel-supply control
valve (7) by way of a setpoint/actual-value
adjustment of the rail pressure.
Configuration of the pressure is geared
towards best possible consumption and
smooth running of the N54 engine. 200 bar is
required only at high load and low engine
speed.
3 When working on the high-pressure fuel
system, take particular care to ensure
conditions of absolute cleanliness and follow
the work sequences described in the repair
instructions. Even the tiniest contaminants
and damage to the screw connections on the
high-pressure lines can cause leaks. 1
 8

Design and function of high-pressure

pump

28 - High-pressure pump with

fuel-supply control valve

Index Explanation Index Explanation

1 Thermal compensator 8 Supply passage, pressure-
limiting valve
2 Low-pressure non-return valve 9 High-pressure non-return valve
3x 3x
3 Connection, engine management 10 Pendulum disc
4 Fuel-supply control valve 11 Drive flange, high-pressure
pump
5 Return, pressure-limiting valve 12 Plunger 3x
6 Supply from el. fuel pump 13 Oil filling, high-pressure pump
7 High-pressure port to rail 14 Fuel chamber 3x

45
 8

The fuel is delivered via the supply passage (6) Pressure generation in plunger-and-
at the admission pressure generated by the barrel assembly of high-pressure pump
electric fuel pump to the high-pressure pump.
From there, the fuel is directed via the fuel-
supply control valve (4) and the low-pressure
non-return valve (2) into the fuel chamber (14)
of the plunger-and-barrel assembly. The fuel
is placed under pressure in this plunger-and-
barrel assembly and delivered via the high-
pressure non-return valve (9) to the high-
pressure port (7). The high-pressure pump is
connected with the vacuum pump via the drive
flange (11) and is thus also driven by the chain
drive, i.e. as soon as the engine is running, the
three plungers (12) are permanently set into
up-and-down motion via the pendulum disc
(10). Fuel therefore continues to be
pressurized for as long as new fuel is supplied
to the high-pressure pump via the fuel-supply
control valve (4). The fuel-supply control valve
is activated by means of the engine-
management connection (3) and thereby
admits the quantity of fuel required. Pressure
control is effected via the fuel-supply control
valve by opening and closing of the fuel supply
channel.
The maximum pressure in the high-pressure
area is limited to 245 bar. If excessive pressure
is encountered, the high-pressure circuit is
relieved by a pressure-limiting valve via the
ports (8 and 5) leading to the low-pressure
area. This is possible without any problems
because of the incompressibility of the fuel, i.e.
the fuel does not change in volume in
response to a change in pressure. The
pressure peak created is compensated for by 29 - Plunger-and-barrel assembly
the liquid volume in the low-pressure area.
Volume changes caused by temperature Index Explanation
changes are compensated for by the thermal Red Oil filling
compensator (1), which is connected with the
Blue Fuel
pump oil filling.
1 Metal diaphragm
2 Plunger

The plunger (2) driven by the pendulum disc

presses oil (red) into the metal diaphragm (1)
on its upward travel. The change in volume of
the metal diaphragm thereby reduces the
available space in the fuel chamber. The fuel
thereby placed under pressure (blue) is forced
into the rail.

46
 8
30 - Schematic representation of HPI
Index Explanation
1 Engine control unit
2 Rail
3 High-pressure sensor
4 Piezo-injectors
5 Electric fuel pump
The fuel-supply control valve controls the fuel
pressure in the rail. It is activated by the
engine-management system via a pulse-
width-modulated (PWM) signal. Depending on
the activation signal, a restrictor cross-section
Limp-home mode
If a fault is diagnosed in the system, such as
e.g. failure of the high-pressure sensor, the
fuel-supply control valve is de-energized; the
fuel then flows via a so-called bypass into the
rail.
3 In the event of HPI limp-home mode,
turbocharging is deactivated by an opening of
the wastegate valves. 1
Index Explanation
6 High-pressure pump
7 Fuel-supply control valve
8 High-pressure pump assembly with
non-return valves
9 Pressure-limiting valve with bypass
of varying size is opened and the fuel-mass
flow required for the respective load point is
set. There is also the possibility of reducing
the pressure in the rail.
3 Causes of HPI limp-home mode can be:
• Implausible high-pressure sensor values
• Failure of the fuel-supply control valve
• Leakage in the high-pressure system
• Failure of the high-pressure pump
• Failure of the high-pressure sensor
1
47
 8

Outward-opening piezo-injectors The piezo-injector is integrated together with

the spark plug centrally between the inlet and
It is the outward-opening piezo-injector that
exhaust valves in the cylinder head. This
renders possible spray-directed direct
installation position prevents the cylinder walls
injection and thus the overall innovations of
or the piston crown from being wetted with
the N54 engine. Because only this component
injected fuel. A uniform formation of the
ensures that the injected fuel spray cone
homogeneous air/fuel mixture is obtained with
remains stable, even under the prevailing
the aid of the gas movement in the
influences of pressure and temperature in the
combustion chamber and a stable fuel spray
combustion chamber. This piezo-injector
cone. The gas movement is influenced on the
permits injection pressures of up to 200 bar
one hand by the geometry of the intake
and extremely quick opening of the nozzle
passages and on the other hand by the shape
needle. In this way, it is possible to inject fuel
of the piston crown. The injected fuel is
into the combustion chamber under
swirled in the combustion chamber with the
conditions released from the power cycles
boost air until a homogeneous mixture is
limited by the valve opening times.
available throughout the compression space
at the point of ignition.
3 When working on the fuel system of the
N54 engine, it is important to ensure that the
ignition coils are not fouled by fuel. The
resistance of the silicone material is
significantly reduced by heavy fuel contact.
This can cause sparkover at the spark-plug
head and with it misfires.
• Before making modifications to the fuel
system, remove the ignition coils without
fail and protect the spark-plug slot against
the ingress of fuel with a cloth.
31 - Outward-opening piezo-injector
• Before refitting the piezo-injector, remove
the ignition coils and ensure conditions of
absolute cleanliness.
• Ignition coils heavily fouled by fuel must be
replaced.

32 - Installation position of outward-opening piezo-injector

48
 8

Design of piezo-injector

33 - Piezo-injector subassemblies

Index Explanation Index Explanation

1 Outward-opening nozzle needle 3 Thermal compensator
2 Piezo-element

The piezo-injector essentially consists of three 3 A piezo-injector provided with a new

subassemblies. The expansion of the Teflon sealing ring should be fitted as quickly
energized piezo-element lifts the nozzle as possible because the Teflon sealing ring
needle outwards from its valve seat. To be could swell up. The information provided in the
able to counter the different operating repair instructions must be observed without
temperatures with comparable valve lifts, the fail. 1
injector has a thermal compensating element.
3 When fitting, make sure that the piezo-
3 Replace the Teflon sealing ring when injector is correctly seated. 1
fitting and removing the piezo-injector. This
also applies when an injector that has just
been fitted has to be removed again after an
engine start. 1

49
 8

3 The holding-down element for securing

the piezo-injectors must rest on both injector
wings as otherwise the necessary force is not
applied to the piezo-injector. 1
3 Do not clean the nozzle-needle tip of the
piezo-injector. 1

Outward-opening nozzle needle

The nozzle needle is pressed outwards from
its tapered valve seat. This opens up an
annular orifice. The pressurized fuel flows
through this annular orifice and forms a hollow
cone, the spray angle of which is not
34 - Outward-opening nozzle needle
dependent on the backpressure in the
combustion chamber.

35 - Spray cone of outward-

opening piezo-injector

Index Explanation Index Explanation

1 Ideal cone 3 Non-permitted divergence of
spray cone
2 Permitted divergence of spray
cone

The spray cone (1) of a piezo-injector can

diverge during operation (2). Due to the
formation of soot inside the engine, such
divergence is perfectly normal and acceptable
to a certain extent. If, however, spray
divergence reaches the stage where it begins
to spray the spark plug wet, the spark plug
may incur damage.

50

Spark-plug views for N54 engine:
• There may be separations in the spark-plug
insulator nose.
36 - View of damage, insulator separation
• The electrode may erode on one side.
37 - View of damage, electrode erosion on one side
• The graphic below shows an intact spark
plug without giving any cause for complaint.
38 - Spark plug OK
8
• The graphic below shows a spark plug to be
replaced after a service life of 100,000 km
(service interval) which gives not cause for
complaint.
39 - Spark plug after 100,000 km without cause for complaint
3 When dealing with spark plugs for the
N54 engine, it must be borne in mind that
there are views of damage which indicate a
fault in the piezo-injectors. Merely replacing
the spark plugs alone in such a case will not
lead to the problem being rectified. 1
51
 8
Injection strategy
Index Explanation
1 One-time injection
2 Two-time injection
Injection of the fuel mass required for the
operating situation can take place in up to
three individual injections. Which option is
used in the relevant operating situation is
dependent on engine load and speed. Here
the actual time resulting from the engine
speed available for metering the fuel is an
important framework quantity.
A special situation during the operation of any
engine is the range in which a high load occurs
at low engine speed, so-called "Low End
Torque" operation. In this operating situation,
the required fuel mass is metered to the
engine in three individual injections. This
results in a highly effective mixture formation
which in the final analysis has the effect of both
increasing power output and saving fuel.
52
40 - Spray cone of outward-
opening piezo-injector
Index Explanation
3 Three-time injection
Operating mode: catalytic-converter
heating
In order to bring the catalytic converters up to
operating temperature as quickly as possible,
the N54 engine has a catalyst-heating mode
for when the engine is started from cold. In this
mode, combustion heat is intentionally
introduced into the exhaust train and not used
first and foremost to develop power output.
The point of ignition is moved to 30° cks after
TDC. The main quantity of the required fuel is
injected before TDC and mixed with the boost
air. The piston is situated after TDC in its
downward travel such that the air/fuel mixture
is already expanding again, which reduces the
ignitability of the mixture. In order to ignite the
mixture reliably, a small residual quantity of fuel
is injected 25° cks after TDC and this
guarantees an ignitable mixture at the spark
plug. This small fuel quantity therefore
provides for ignition of the residual charge in
the combustion chamber. This operating
mode is set by the engine-management
system after a maximum period of 60 s from
engine starting but is terminated if the
catalytic-converter response temperature is
reached earlier.

Piezo-element
The movement of the nozzle needle in the
injector is generated no longer by a solenoid
coil but rather by a piezo-element.
41 - Behaviour of piezo-element when voltage is applied
Index Explanation
1 Piezo-crystal, unenergized
2 Piezo-crystal, energized
Function
A piezo-element is an electromechanical
converter, i.e. it consists of a ceramic material
which converts electrical energy directly into
mechanical energy (force/travel). A familiar
application is the piezo cigarette lighter: when
a piezo-crystal is pressed, voltage is
generated until a spark flashes over and the
gas ignites. In the case of the piezo-actuator,
voltage is generated so that the crystal
expands.
In order to achieve greater travel, it is possible
to design a piezo-element in several layers.
The actuator module consists of layers of the
piezo-ceramic material connected
mechanically in series and electrically in
parallel.
The deflection of a piezo-crystal is dependent
on the applied voltage up to a maximum
deflection; the higher the voltage, the greater
the travel.
8
Index Explanation
3 Layer design of piezo-element
Injector adjustment
When the injectors are manufactured, a
multitude of measurement data is recorded at
specific points in the factory. In this way, the
tolerance ranges for injector-quantity
adjustment are determined and specified in a
six-digit number combination. Information on
the lift performance of the injector is also
added for injector voltage adjustment. Injector
adjustment is required because of the
individual voltage demand of each piezo-
actuator. An allocation is made to a voltage-
demand category, which is included in the
number combination on the injector. These
data are transmitted to the control unit. During
engine operation, these values are used to
compensate for deviations in the metering and
switching performance.
3 When replacing an injector, it is absolutely
essentially to carry out an injector adjustment.
1
53
 8
Injector control and adaptation
The fuel mass required for the operating
situation is injected by the piezo-injector into
the combustion chamber. This mass can be
influenced by three correcting variables:
• the rail pressure
• the injector opening time
• and the injector opening lift
The injector opening time and the injector
opening lift are activated directly at the piezo-
injector. The opening time is controlled via the
signal ti and the opening lift via the energy
quantity in the activation of the piezo-injector.
Injector adaptation
The fuel masses and injection cycles
determined from the load/speed map are
included in a pilot-control program map. Here,
while further framework parameters are taken
into consideration, the energy quantities and
injector opening times required to activate the
injectors are determined. The N54 engine can
be safely and reliably operated with these
program-map values.
54
Optimization
For optimization of:
• Emission values
• Smooth running
• Fuel consumption
• Power output
the controlled variables of energy quantities
and injector opening times are continuously
monitored. This occurs on a bank-selective
basis by way of lambda closed-loop control.
The residual oxygen in the exhaust gas is
measured in each case for cylinder bank 1 and
cylinder bank 2. This measurement result is
compared with the values expected from the
set correcting variables. The result of a
deviation is that the injector opening signal is
adapted. This adaptation is stored in the
control unit and is therefore available for
subsequent engine operation. However, these
stored values are lost when the system is
flashed and must be relearned.
A further adaptation of the injector activation
takes place depending on time and use. This
cylinder-selective adaptation involves a check
of the residual-oxygen content with a
conclusion as to the cylinder causing the
situation. To this end, it is necessary for part of
the exhaust-gas flow not to be swirled in the
turbocharger. For this reason, the flap of the
wastegate valve must be fully opened, i.e.
swung out of the exhaust-gas flow. This
wastegate-flap position extends beyond its
normal opening position in engine operation.
Based on the result of this cylinder-selective
monitoring, the energy quantity is adapted if
necessary to activate the injectors.
Furthermore, the cylinder-selective adaptation
includes if necessary an adaptation of the
injector opening signal based on smooth-
running monitoring of the N54 engine.
Overall adaptation of the injectors is limited to
a 15% additional quantity.
 8

MSD80 engine management

Engine control unit

The MSD80 engine-management system is
used. The control unit is identical to the
MSV80, which has been developed from the
MSV70.
The engine-management system has been
adapted in some details.
The MSD80 has a modified connection for the
digital HFM, which gets by less on a PIN.
The functions of the engine-management
system are described in the respective system
components.

55
 8

56
 9
Service Information.
N54 Engine.

Notes for Service

Engine mechanical system

Crankcase design engine is also drawing oil into the combustion
3 The flange surface to the gearbox is larger
chamber through the crankcase breather,
which suggest that there is a fault in the
than that of the N52 engine, which makes it
crankcase-breather area. A clear indication
necessary to use a special tool to adapt the
that this is the case is if the bank 2 charge-air
engine on the assembly stand. 1
suction line of the turbocharger is fouled with
oil. 1
Crankcase breather, turbocharged
operation
3 If blue smoke occurs at the exhaust
system, it is necessary to check whether the

Threaded connections
3 Aluminium bolts should be used only
once and therefore must be replaced every
time they are removed. 1

VANOS
Infinitely variable double VANOS is likely to result. Therefore, the front plates of
3 The VANOS units for the inlet and
the VANOS units have the respective
identifying marks "AUS/EX" and "EIN/IN"
exhaust camshafts have different adjustment
engraved on them. 1
ranges. They must not be mixed up as engine
damage due to the pistons striking the valves

Water cooling
Service information, electric coolant
pump
3 Particular care must be taken when
performing servicing work to ensure that the
pump does not run dry. When the pump is
removed, it should be stored filled with
coolant. The bearing points of the pump could
stick fast if the pump were not filled with
coolant. This could jeopardize subsequent
start-up of the pump, thus rendering the entire
heat-management system inoperative (the
pump not starting up could cause serious
engine damage).
The pump impeller should be turned by hand
before the coolant hoses are fitted. The
system should then be immediately filled with
coolant. 1
3 Particular care must be taken during
assembly to ensure that the connector is clean
and dry and the connections are undamaged.
Diagnosis should be performed only with the
approved adapter cable. 1
3 The information provided in the repair
instructions must be observed. 1

57
 9
Air-intake and exhaust systems
Air-intake ducting
3 When carrying out installation work on the
air-intake ducting, it is very important to
ensure that the components are installed in
their correct positions and that all pipes are
connected up with tight seals. A leaking
system may result in an erroneous boost
pressure. This would be detected by the
engine-management system and the engine
would in this situation assume limp-home
operating mode (deactivation of boost-
pressure control). In this situation, the engine
would be subject to a noticeable shortage of
power. 1
Principle of operation, exhaust-gas
turbocharging
3 The coolant pump's running-on function
serves to dissipate the stored heat from the
turbocharger and thereby counteract oil
coking in the bearings. This is an important
component-protecting function. 1
Limp-home mode, exhaust-gas
turbocharging
3 The list below sets out those components
or functional groups of the N54 engine in
which a failure, a malfunction or implausible
values result in boost-pressure control being
deactivated. The driver is alerted to a fault of
this type via an EML indication.
• High-pressure fuel system
• Inlet VANOS
• Exhaust VANOS
• Crankshaft sensor
• Camshaft sensor
• Boost-pressure sensor
• Knock sensors
• Intake-air temperature sensor
1
3 One principle of vehicle repair is
particularly important in this respect:
Work on the causes and not on the effects! 1
With regard to the diagnosis and subsequent
repair of turbocharging components, it is
important to ensure that they are also actually
identified as defective components with the
diagnostic technology available. It is always
58
vital to ensure that the cause of the fault is
determined and rectified and that if necessary
work is not carried out on symptoms of fault
consequences.
Thus, for instance, a leaking flange on the
intercooler can have far-reaching
consequences.
3 The N54 engine also is governed by three
golden rules of procedure:
1. Do not rashly trace loss of power and
engine malfunctions back to the
turbocharger. Turbochargers in perfect
working order are often unnecessarily
removed and replaced. If blue smoke
emerges from the exhaust system, check
whether the air cleaner is contaminated or
the engine is consuming too much oil
because of wear. Only then resort to
checking the turbocharger. If the
turbocharger is running too loud, inspect
all the connections on the turbocharger
pressure side. If black smoke or a loss of
power is detected, in this case too check
the engine and the connecting pipes first.
2. Main causes of turbocharger damage:
• Insufficient lubrication and
consequently bearing failure.
Compressor and turbine wheels will
grind in the housings, the seals will be
damaged and the shaft may also shear
off.
• Foreign bodies damage the turbine
and impeller. The resulting imbalance
will reduce efficiency and may cause
the rotors to burst.
• Contaminated lube oil causes scoring
on shaft journals and bearings. Oilways
and seals will become clogged and
cause high oil leakage losses.
Elements entering the turbocharger
system from the outside such as sand,
dirt, screws and the like will be trapped
by a filter before the compressor.
Service the filters at regular intervals
(service intervals). Take care to keep
the clean-air area of the air cleaner and
the air ducting to the compressors
clean and free from all types of
particulates.
 9

3. Do not make any alterations to the
turbocharger.
Never attempt to alter the boost-pressure
control linkage. The turbocharger has
been optimally configured at the factory. If
the turbocharger operates at higher boost
pressures than permitted by the engine
manufacturer, the engine may run hot and
pistons, cylinder heads or engine
bearings may fail, or the safety function of
the engine electronics may respond and
activate the engine's limp-home program.
1

Fuel system
Overview and function
3 Working on this fuel system is only
permitted after the engine has cooled down.
The coolant temperature must not exceed 40
°C. This must be observed without fail
because otherwise there is a danger of fuel
sprayback on account of the residual pressure
in the high-pressure system. 1
3 When working on the high-pressure fuel
system, take particular care to ensure
conditions of absolute cleanliness and follow
the work sequences described in the repair
instructions. Even the tiniest contaminants
and damage to the screw connections on the
high-pressure lines can cause leaks. 1
Limp-home mode
3 In the event of HPI limp-home mode,
turbocharging is deactivated by an opening of
the wastegate valves. 1
3 Causes of HPI limp-home mode can be:
• Implausible high-pressure sensor values
• Failure of the fuel-supply control valve
• Leakage in the high-pressure system
• Failure of the high-pressure pump
• Failure of the high-pressure sensor
1
• Before refitting the piezo-injector, remove
the spark plugs and ensure conditions of
absolute cleanliness in the spark-plug slot.
• Ignition coils heavily fouled by fuel must be
replaced.
Design of piezo-injector
3 Replace the Teflon sealing ring when
fitting and removing the piezo-injector. This
also applies when an injector that has just
been fitted has to be removed again after an
engine start. 1
3 A piezo-injector provided with a new
Teflon sealing ring should be fitted as quickly
as possible because the Teflon sealing ring
could swell up. The information provided in the
repair instructions must be observed without
fail. 1
3 When fitting, make sure that the piezo-
injector is correctly seated. 1
3 The holding-down element for securing
the piezo-injectors must rest on both injector
wings as otherwise the necessary force is not
applied to the piezo-injector. 1
3 Do not clean the nozzle-needle tip of the
piezo-injector. 1

Outward-opening piezo-injectors
3 When working on the fuel system of the
N54 engine, it is important to ensure that the
ignition coils are not fouled by fuel. The
resistance of the silicone material is
significantly reduced by heavy fuel contact.
This can cause sparkover at the spark-plug
head and with it misfires.
• Before making modifications to the fuel
system, remove the ignition coils without
fail and protect the spark-plug slot against
the ingress of fuel with a cloth.

59
 9

Outward-opening nozzle needle • The graphic below shows a spark plug to be

replaced after a service life of 100,000 km
(service interval) which gives not cause for
complaint.

1 - View of damage, insulator separation

• The electrode may erode on one side.

4 - Spark plug after 100,000 km without cause for complaint

3 When dealing with spark plugs for the

N54 engine, it must be borne in mind that
there are views of damage which indicate a
fault in the piezo-injectors. Merely replacing
the spark plugs alone in such a case will not
lead to the problem being rectified. 1

Piezo-element
Injector adjustment
3 When replacing an injector, it is absolutely
essentially to carry out an injector adjustment.
2 - View of damage, electrode erosion on one side 1
• The graphic below shows an intact spark
plug without giving any cause for complaint.

3 - Spark plug OK

60
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