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VS-20 Gernot Nehmeyer
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NOTE
The information contained in this training course manual is intended solely for
the participants of the BMW Service Training course.
Refer to the relevant "Technical Service" information for any
changes/supplements to the Technical Data.
© 2000 BMW AG
München, Germany. Reprints of this manual or its parts
require the written approval of BMW AG, München
VS-42 MFP-HGK-N42
N42 Engine Chapter 1-6
Course contents/Background material
Contents
Page
CHAP 1 N42 engine 3

Introduction 3
New engine generation NG4 8
CHAP 2 N42: notes on documents 14

N42 engine mechanical system 14
Intake system 14
Crankcase ventilation 14
Alternator 14
Characteristic map thermostat 14
Oil pan seal 14
Counterbalance shafts 14
Assembled crankshaft bearing 14
Oil-to-water heat exchanger 14
N42 engine management 15
General 15
Variable-geometry intake system 15
N42 fuel system 15
Mixture control 15
Fuel tank ventilation 15
N42 clutch 15
Self-adjusting clutch (SAC) 15
CHAP 3 N42 engine mechanical system 16

Air ducts 16
Fresh air system 16
Intake silencer with air cleaner 17
Intake system 17
Crankcase ventilation system 20
Exhaust system 21
Ancillary components and belt drive 23
Cylinder head 28
Cooling system 54
Engine block 60
Lubrication system 68
Service notes 74
© BMW AG, Service Training
N42 Engine Chapter 1-6
Course contents/Background material
CHAP 4 N42 engine management 75

New features ME 9.2 75
Introduction 75
Overview ME 9.2 76
Components 82
Functional description ME 9.2 84
VANOS 84
Secondary air system 85
Emission control 86
Ambient pressure sensor 89
Intake pipe pressure sensor 89
Valvetronic 91
General 91
Eccentric shaft sensor 93
Electric motor for eccentric shaft adjustment 94
Functional description Valvetronic 95
Eccentric shaft sensor 95
Electric motor for eccentric shaft adjustment 98
Valvetronic control unit 99
Idle speed control 100
CHAP 5 N42 fuel system 101

Mixture control 101
Fuel tank ventilation 101
CHAP 6 N42 clutch

SAC - Self adjusting clutch 103
Introduction 103
Notes on maintenance and repair 104
N42 Engine Chapter 1 P.1
Course Contents/Background Material
N42 engine
Introduction
History
Today's turbocharged diesel engines with direct fuel injection

are true hightech powerplants. With these engines it has been
possible to further reduce fuel consumption while making
inroads into performance ranges which, to date, were the
reserve of the petrol engine.
In the past years development of the petrol engine has achieved
a high performance level, a fuel reduction of 10% while, at the
same time, achieving no increase in emissions. Instruments in
achieving these objectives include 4-valve technology, friction-
optimized valve timing gear, camshaft adjustment (VANOS),
intake pipe injection and electronic engine management.
Nevertheless, in the meantime, a noticeable gap has developed
with regard to fuel consumption between the petrol engine and
diesel engine. Concepts such as direct fuel injection and
throttle-free load control with fully variable valve timing gear
exhibits such a potential in the petrol engine that they are
approaching the partial load fuel consumption values of modern
diesel engines.
Future
The objectives for the future include the following customer and
legislative requirements:
- Reduced fuel consumption
- Improved performance
- Increased comfort
- Reduced emissions
- Improved cost/benefit ratio
By analyzing the development of the specific fuel consumption

(fuel consumption in gram to achieve an output of one kilowatt
hour) of petrol engines at a defined operating point a wide
scatter range can be determined at approx. 400 g/kWh. The
best values of modern engines are expected to be found at
approx. 385 g/kWh. Improvements of 10% have been achieved
in the last 15 years in this scatter range. Refer to the following
diagram.
Petrol engines
g/kWh
Chamber diesel
DI diesel
Year
KT-6297
Fig. 1: Consumption diagram
valid for partial load operating point 2000 rpm and 0.2 kJ/dm3
Refered to the engine, improvements in fuel consumption mean

an increase in efficiency. There are three technically feasible
options for increasing efficiency:
- Increasing the efficiency of the engine
(e.g. direct injection with air surplus, variable compression
ratio, etc.)
- Reduction of losses attributed to frictional work
(e.g. better oils, roller-type fingers, etc.)
- Avoidance of charge cycle losses
(e.g. fully variable valve timing gear)
Of these three options, avoiding charge cycle losses represents

the greatest improvement potential and, in principle, can be
used on any throttle-controlled engine.
VANOS Valvetronic Petrol-DI

(direct injection)
High pressure efficiency + + ++

Charge cycle work o ++ ++
Emission characteristic + + -
Full load + + +(+)
++ = very good; + = good; o = normal; - = poor
Throttle-free load control with fully variable valve timing gear

represents a potential for reducing fuel consumption
approaching that of the petrol engine with direct injection
without having to make allowances for any weak points in the
functional principle.
At BMW, the fully variable valve timing gear is referred to as
Valvetronic.
Valvetronic allows for a significant improvement in fuel
consumption without the disadvantages of direct injection with
regard to the exhaust emission characteristics.
The principle
Gain Gain
Loss
Loss
KT-6299 KT-6298
Fig. 2: Charge cycle diagram comparison - left without Valvetronic, right with
Valvetronic
Index Explanation Index Explanation
P Pressure AÖ Exhaust valve opens

OT Top dead centre AS Exhaust valve closes
UT Bottom dead centre Z Ignition timing
EÖ Intake valve opens 1 Work output
ES Intake valve closes 2 Compression output
The upper area designated "gain" represents the gained output

during the combustion of fuel. The lower area designated "loss"
represents the charge cycle work. This is the energy that must
be applied in order to expel the combusted exhaust gases from
the cylinder and to draw the fresh gases into the cylinder.
The throttle valve is almost always fully opened during intake in
the Valvetronic engine. Load control is based on the moment the
valve closes. Compared to the standard engine which is load-
controlled by means of the throttle valve, no vacuum occurs in
the intake system, i.e. the energy used for generating the
vacuum is no longer required.
The improved efficiency is achieved by the lower power loss

during the intake operation.
In the previous diagram, the conventional procedure with the
slightly greater loss is shown on the left.
The reduced loss can be clearly seen in the right-hand diagram.
Differing from the diesel engine, in the case of the conventional
petrol engine, the volume of intake air is controlled by means
of the accelerator pedal and the throttle valve and the
corresponding volume of fuel is injected in the stoichiometric
ratio (λ =1).
In contrast to direct fuel injection with layer-type cylinder charge,
the air volume is controlled in the Valvetronic system thus
realizing λ =1 operation.
This renders unnecessary an expensive DeNO x catalytic
converter which is also susceptible to sulphur. Worldwide use
is possible (also in the USA with fuel containing sulphur).
DeNOx is the designation for the catalytic reduction of nitrogen
oxides.
This reduction is achieved in two different ways.
1. Buffer catalytic converter method:
A catalytic converter is installed which is capable of buffering
NOx components. The engine must then be operated for
a short period in "rich" setting in order to break down the
NOx components. The catalytic converter is coated with
vanadium and platinum.
2. Continuous method:
A catalytic converter is installed which is coated with iridium. To
facilitate continuous conversion, the catalytic converter also
contains urea. The iridium and urea now facilitate continuous
breakdown of the NOx components.
New engine generation NG4
NG4 engine family
The new engine generation NG4 will gradually replace the

M43TU engine. The N42 engine is the founding member of the
new 4-cylinder engine family and is a completely new
development. A fully variable valve timing gear, i.e. Valvetronic,
will be introduced for the first time with this engine family.
The name Valvetronic refers to a system with which the valve
timing and the valve lift of the intake valve are set variable.
Engine Special feature

N42B18 Engine with Valvetronic (double VANOS and valve lift adjustment)
N42B20 Engine with Valvetronic (double VANOS and valve lift adjustment)
and DISA
The following table shows the phase-in dates of the N42 engine
in the respective models:
Model Engine Planned phase-in

316ti E46/5 N42B18 04/01
316i E46/4/3 N42B18 03/02
318i E46/2/3/4/C N42B20 09/01
318ti E46/5 N42B20 03/02
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Technical data
Engine N42B18 N42B20
Engine type 4-cyl. in-line 4-cyl. in-line
Displacement (cm3) 1796 1995
Bore/stroke (mm) 84/81 84/90

Cylinder spacing (mm) 91 91
Main bearing Ø of crankshaft (mm) 4 x 56 4 x 56

1 x 65 1 x 65
Big-end bearing Ø of crankshaft (mm) 50 50
Output (kW) 85 105

at engine speed (rpm) 5500 6000
Torque (Nm) 175 200
at engine speed (rpm) 3750 3750
Cutoff speed (rpm) 6500 6500
Compression ratio 10.2 10.0
Valves/cylinder 4 4
Intake valve Ø (mm) 32 32
Exhaust valve Ø (mm) 29 29
Intake valve lift (mm) 0.3 - 9.7 0.3 - 9.7

Exhaust valve lift (mm) 9.7 9.7
Camshaft opening angle I/E (º) 250/258 250/258
Camshaft spread I/E (º) 60-120/60-120 60-120/60-120
Engine weight (kg) (UFG 11 to 13) 120 120
Fuel system (RON) 98 98
Fuel (RON) 91-98 91-98
Knock control Yes Yes
Variable-geometry intake system (DISA) No Yes
Digital motor electronics ME9.2 + ME9.2 +
Valvetronic Valvetronic
control unit control unit
Emission regulation Germany EU3/D4 EU3/D4
Other countries EU3 EU3
Engine length (mm) 490 490
Reduction in fuel consumption compared to 12% 12%
M43TU
Vmax (km/h) E46/5 (provisional) 201 213
Full load diagrams
N42B18
W
k m
n
i N
t n
u i
p
t e
u u
O r
o
T
Engine speed rpm

KT-6611
Fig. 3: Full load diagram N42B18
N42B20
W
k m
n
i N
t n
u i
p
t e
u u
O q
r
o
T
Engine speed rpm

KT-6677
Fig. 4: Full load diagram N42B20, provisional
Views of N42B18 engine
KT-6385
Fig. 5: N42 engine
KT-6383
Fig. 6: N42 engine
KT-6384
Fig. 7: N42 engine
KT-6386
Fig. 8: N42 engine
N42: notes on documents

N42 engine mechanical system
Intake system
For fundamental information on the DISA see M43TU
Crankcase ventilation
For function of the pressure control valve see M44
Alternator
For functional principle see M57 EU3
Characteristic map thermostat

For function of the characteristic map thermostat see M43TU
Oil pan seal

For design and function of the oil pan seal see M54
Counterbalance shafts
For function of counterbalance shafts see M43TU
Assembled crankshaft bearing

For design of assembled crankshaft bearing see M43TU
Oil-to-water heat exchanger

For design and function see M43TU
N42 engine management

General
For functions and components known from the BMW petrol
engines, see BMW petrol engine management Part 1 and Part 2
as well as M54.
Variable-geometry intake system

For functional principle of the DISA see M44, M42, M43
N42 fuel system

Mixture control
For design and function see E46 M54
Fuel tank ventilation

For design and function see E46
N42 clutch
Self-adjusting clutch (SAC)
For design and function see self-adjusting clutch
N42 engine mechanical system

Air ducts
Fresh air system
The complete fresh air system has been newly designed. The
two figures below show the air ducts up to the intake manifold.
KT-6690
Fig. 1: Top view of fresh air duct (arrow = air cleaner housing)
KT-6691
Fig. 2: Bottom view of fresh air duct (arrow = air cleaner housing), resonator (circle)
Intake silencer with air cleaner

The intake system has been newly designed with the aim of
reducing the intake noise and facilitating ease of servicing.
The volume of the air cleaner housing is 9.4 l. The air cleaner
itself has a volume of 1.9 l and is designed as a round filter,
allowing for a service life of approx. 100,000 km. The entire air
cleaner must be removed in order to change it.
A gaiter is fitted between the air cleaner and the throttle valve.
An acoustic resonator is mounted on the gaiter. The resonator is
designed as an empty plastic housing. Its task is to reduce
intake noise in a defined vibration range. The resonator can be
seen in the previous picture (in the circle) located beneath the air
cleaner housing.
Intake system
KT-6385
Fig. 3: N42 engine

The intake system of the N42B18 is made completely of plastic
and, compared to the M43TU engine, it is designed as a single
component.
DISA
The N42B20 engine is equipped with the variable-geometry

intake system (DISA) in order to achieve a robust torque
progression already at low engine speeds without having to
accept losses in engine output in the higher speed ranges.
For this purpose, the self-charging principle can be utilized in
the lower speed range while higher output values are achieved
in the upper engine speed range by switching over to the shorter
intake path.
The function of the DISA of the N42B20 is comparable with that
of the DISA of the M43TU. In the N42B20 engine, the function of
the DISA is realized by one sliding sleeve per cylinder.
Adjustment of the sliding sleeves is controlled by the DME with a
12 V electric motor with integrated gear mechanism. The DME
determines whether a shift up or down has been output.
1
2 3
KT-6770
Fig. 4: DISA sectional view, short intake path (yellow arrow), long intake path
(red arrow)

1 Sliding sleeve 3 Throttle valve connection
2 Electric motor 4 Intake system

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The changeover to the short intake path takes place speed-

dependent at 4500 rpm. The return to the long intake path takes
place delayed at approx. 4400 rpm in order to avoid the DISA
overshooting in the switching range.
The position of the sliding sleeves can be viewed through the
opening in the throttle valve.
In the event of the DISA failing, the system stops in the
respective position. For the driver, such a failure may mean loss
of power and reduced top speed.
After turning off the engine (terminal 15 off), the system is moved
once to the extreme stop positions for the purpose of avoiding
deposits and sticking of the sliding sleeves during longer driving
periods at low engine speeds.
Crankcase ventilation system
4
1
3
2
KT-6399
Fig. 5: Crankcase ventilation system

1 Breather hose 3 Cyclone oil separator
2 Condensation water return line 4 Pressure control valve
The N42 engine features a pressure-controlled crankcase

ventilation system. The crankcase gases at the cylinder head
cover are routed via a plastic hose (1) to the cyclone oil
separator (3). The cyclone oil separator is mounted between the
engine block/cylinder head and the intake system. The conden-
sation water separated at this point flows via the condensation
water return line (2) to a connection at the oil dipstick and via
this back into the oil pan. The remaining gases are fed via the
pressure control valve (4) into the intake system to the engine for
combustion.
The throttle valve is controlled such that there is always a
vacuum of 50 mbar in the intake system.
The pressure control valve regulates a vacuum of 20 mbar
±20 mbar in the crankcase.
Refer to the document M44 engine for a description of the
function of the pressure control valve.
Exhaust system
System overview
1 2 3 4 5 6 7
KT-6722
Fig. 6: Exhaust system E46/4
1 2 3 4 5 6 7
KT-6723
Fig. 7: Exhaust system E46/5

1 2 planar (flat sensors) 5 1 monitor oxygen sensor
wideband oxygen sensors
2 1 monitor oxygen sensor 6 Centre silencer
3 Preliminary catalytic 7 Rear silencer
converters
4 Main catalytic converter
The exhaust system has been newly designed for the N42B18
and N42B20 engines and is identical for both engines.
The exhaust system consists of the exhaust manifold, two metal
carrier preliminary catalytic converters, one main catalytic
converter, one centre silencer and the rear silencer.
Exhaust manifold with catalytic converter
A four in two manifold with two planar (flat sensor elements)

Bosch wideband oxygen sensors (designation LSU 4.2), two
metal carrier preliminary catalytic converters, one monitor
oxygen sensor after the main catalytic converter (designation
LSU 25) as well as one monitor oxygen sensor after the
preliminary catalytic converter (designation LSU 25) are
installed.
Centre silencer and rear silencer
The centre silencer is designed in accordance with the

adsorption principle and has a volume of 7.3 l.
The rear silencer represents a combination of reflection and
absorption system and has a volume of approx. 19 l.
Reflection involves the reflection of sound waves on solid
surfaces, e.g. inlet and outlet of the silencer pipe are offset in
the silencer.
Absorption involves the absorption of sound waves, e.g. use of
steel wool in order to "swallow" the sound waves.
Ancillary components and belt drive
Belt drive
3
4
8 5
7
6
KT-6386
Fig. 8: Belt drive

1 Alternator belt pulley 5 Belt progression without A/C
compressor
2 Deflection pulley 6 Belt progression with A/C
compressor
3 Belt tensioner 7 Crankshaft vibration absorber
4 A/C compressor belt pulley 8 Power steering pump and water pump
belt pulley
KT-6410
Fig. 9: Belt tensioner in installed position with retaining pin (arrow)

The belt tensioner is new. A strong coil spring undertakes the
belt tensioning function. A cone is responsible for damping by
means of friction. The belt tensioner is secured by means of a
central screw to the engine block.
Vibration absorber
KT-6386
Fig. 10: Vibration absorber

The torsional vibration absorber is secured by means of three
screws on the hub of the crankshaft.
Alternator
The alternator is mounted on the left-hand side of the engine. A

new generation of alternators is used. The functional principle of
this alternator is known from the diesel engines.
It has been necessary to modify the regulator of the alternator
due to the implementation of the Valvetronic system. Since the
actuator of the Valvetronic system has a very high power intake
during start-up, the task of the alternator regulator is to very
quickly compensate for these fluctuations occurring in the
vehicle electrical system. If the old regulator were still used,
there would be a noticeable difference in the brightness of the
lighting while driving at night.
The new generation of regulators is now even faster. This rapid
control is only possible outside the load response function.
The general module and the light switch centre have also been
modified to ensure the vehicle lighting does not flicker.
Two different power stages of alternators are fitted. The
manufacturers of the new generation of alternators are Bosch
and Valeo. A 90 A alternator is installed as standard. A 120 A
alternator is fitted when the vehicle is equipped with automatic
transmission and air conditioning or manual transmission with
seat heating.
r
o
t
a
l
u
g
e
R
KT-6675
Fig. 11: Circuit diagram of 90 A alternator

G1 Alternator S1 Ignition/starter switch
DME Engine control unit B1 Battery
L1 Battery charge indicator lamp BSD Bit-serial data interface
The data exchange between the DME and alternator takes place
via the BSD (bit-serial data interface) thus making it possible to
almost completely compensate the load torque at idle speed.
The idle speed control is thus correspondingly supported and
the charge level can be improved by intervention of the engine
management.
Refer to Section "Engine management, idle speed control" for
further information.
Power steering pump
KT-6435
Fig. 12: Power steering pump on right-hand side of engine

The power steering pump is mounted on the right-hand side of
the engine thus rendering it necessary to correspondingly adapt
the power steering lines to the new conditions. The engine has
also been designed for transverse installation.
A/C compressor
The A/C compressor is mounted on the left-hand side of the

engine thus rendering it necessary to rearrange the lines in the
air conditioning system. The new type of A/C compressor is
manufactured by Calsonik.
Starter
KT-6401
Fig. 13: Starter
The starter is located under the intake manifold which must be
removed in order to replace the starter.
The starter is designed as a compact reduction gear starter with
an output of 1.4 kW.
Cylinder head
Ignition coil cover
KT-6674
Fig. 14: Ignition coil cover

The ignition coil cover encompasses the ignition lead wiring
loom, the rod-type ignition coils and the actuator for the
eccentric shaft.
Cylinder head cover
KT-6422
Fig. 15: Cylinder head cover
The cylinder head cover is made of plastic. The sleeves (arrow)
for the rod-type ignition coils are fitted in the cylinder head as
well as in the cylinder head cover and sealed with O-rings.

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Fully variable valve timing gear
The valve timing gear is a new BMW development.

For the first time, a fully variable valve timing gear system,
Valvetronic, is used in automotive engineering.
Function:
The need to draw in air against a partially closed throttle valve
uses up fuel particularly in the partial load range.
Valvetronic is a system which, together with the VANOS and a
valve lift adjustment system, can facilitate fully variable control
of the intake valves. With the throttle valve fully opened, the air
volume is controlled by the valve lift and the VANOS. The valve
lift control is realized by means of an intermediate lever (6)
between the camshaft (4), roller-type finger (9) and eccentric
shaft (5). The required gear ratio is adjusted by means of the
eccentric shaft (5) and the intermediate lever (6). The eccentric
shaft (5) is operated by a worm gear drive powered by an
electric motor. The DME stipulates the setpoint and the
Valvetronic correspondingly sets this setpoint. Feedback is
provided by the eccentric shaft sensor.
KT-6442
Fig. 16: N42 valve timing gear
5
7 6
4
KT-6733
Fig. 17: Graphic representation of valve lift adjustment

4 Intake camshaft 7 Retaining spring for intermediate
lever
5 Eccentric shaft 9 Roller-type finger
6 Intermediate lever
E
KT-6405
Fig. 18: Intake (E) and exhaust camshaft (A)
The exhaust camshaft features round recesses (arrows). They
serve the purpose of providing access to the cylinder head bolt.
It is possible to disassemble the cylinder head without removing
the camshafts.
Double VANOS (variable camshaft control)
The N42 engine features a new, compact, infinitely variable

vane-type VANOS for the intake and exhaust sides. The VANOS
unit is easy to disassemble and install. The VANOS unit is
designed as an integrated component of the chain drive and is
secured to the respective camshaft with a central bolt.
Setting the valve timing has become greatly simplified with the
new VANOS unit as it is locked in the basic setting by means of
a locking pin when no pressure is applied. It is, however,
important that the repair instructions are followed exactly. The
VANOS unit can no longer be dismantled.
1
3
4
2
KT-6421
Fig. 19: Position sensor and VANOS solenoid valves

1 Solenoid valve, exhaust 3 Exhaust camshaft sensor
VANOS
2 Solenoid valve, intake VANOS 4 Intake camshaft sensor
KT-6388
Fig. 20: VANOS unit on the exhaust side
KT-6418
Fig. 21: VANOS with sensor gearwheels and mounting screws
KT-6419
Fig. 22: VANOS on intake side with marking

The letters "EIN IN" can be clearly seen in the figure above. The
VANOS units on the intake and exhaust sides differ and are
identified by this marking. The designation "AUS OUT" is
provided on the VANOS unit for the exhaust side.
When replacing components, particular attention must be
paid to the part number as, in future, engines will feature
VANOS units which can only be differentiated visibly by
the part number. Installing the incorrect VANOS unit can
cause serious engine damage.
13 11
12
KT-6404
Fig. 23: Camshaft with VANOS supply holes
KT-6468
Fig. 24: Sectional view through the camshaft at the VANOS connection

11 Pressure channel A 13 Hook seal
12 Pressure channel B
The hook seal (13) is important for the oil supply of the VANOS
unit. The seal must be installed to ensure effective VANOS
operation. The hook seal (plastic ring) is designed as an open
O-ring with hooks on both ends that engage in each other.

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Uploaded by Iongornistu on Oct 24, 2020

" 100% (3) · 266 views · 107 pages

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VS-20 Gernot Nehmeyer

Improve Your Experience '

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N42 Engine Chapter 1-6

Course contents/Background material

CHAP 1 N42 engine 3

CHAP 2 N42: notes on documents 14

CHAP 3 N42 engine mechanical system 16

© BMW AG, Service Training

N42 Engine Chapter 1-6

Course contents/Background material

CHAP 4 N42 engine management 75

CHAP 5 N42 fuel system 101

CHAP 6 N42 clutch

© BMW AG, Service Training

N42 Engine Chapter 1 P.1

Course Contents/Background Material

Today's turbocharged diesel engines with direct fuel injection

© BMW AG, Service Training

N42 Engine Chapter 1 P.2

Course Contents/Background Material

By analyzing the development of the specific fuel consumption

© BMW AG, Service Training

N42 Engine Chapter 1 P.3

Course Contents/Background Material

Refered to the engine, improvements in fuel consumption mean

Of these three options, avoiding charge cycle losses represents

VANOS Valvetronic Petrol-DI

High pressure efficiency + + ++

Throttle-free load control with fully variable valve timing gear

© BMW AG, Service Training

N42 Engine Chapter 1 P.4

Course Contents/Background Material

Index Explanation Index Explanation

P Pressure AÖ Exhaust valve opens

The upper area designated "gain" represents the gained output

© BMW AG, Service Training

N42 Engine Chapter 1 P.5

Course Contents/Background Material

The improved efficiency is achieved by the lower power loss

© BMW AG, Service Training

N42 Engine Chapter 1 P.6

Course Contents/Background Material

New engine generation NG4

NG4 engine family

The new engine generation NG4 will gradually replace the

Engine Special feature

Model Engine Planned phase-in

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N42 Engine Chapter 1 P.7

Course Contents/Background Material

Engine N42B18 N42B20

Engine type 4-cyl. in-line 4-cyl. in-line

Displacement (cm3) 1796 1995

Bore/stroke (mm) 84/81 84/90