BMW - Diesel Air Intake and Exhaust System

Aftersales Training -
Product information.
Air Intake and Exhaust System -
Diesel.
BMW Service
The information contained in the Product Information and the Workbook form 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: July 2007
Contact: conceptinfo@bmw.de
© 2007 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
Air Intake and Exhaust System -
Diesel.
Peak performance with optimized fresh air
supply
Minimum pollutants
Perfect sound
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.
Information status and national variants

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 document relates exclusively to left-hand drive vehicles with
European specifications. On right-hand drive vehicles, some controls or
components are arranged differently from the illustrations in this Product
Information. Further differences may arise as the result of the equipment
variants used in specific markets or countries.
Additional sources of information

Further information on the individual subjects can be found in the
following:
- Owner's Handbook
- BMW diagnosis system
- Workshop systems documentation
- BMW Service Technology
Contents.
Air Intake and Exhaust
System - Diesel
Objectives 1
Product Information and reference material for
practical applications 1
Introduction 3
General requirements 3
System overview 9
Overview 9
System overviews of current engines 15
System components 27
Unfiltered air duct 27
Intake silencer 28
Exhaust turbocharger 29
Intercooler 35
Sensors - air intake system 38
Throttle valve 41
Intake air manifold 42
Exhaust manifold 44
Exhaust gas recirculation 45
Exhaust turbocharger 53
Sensors - exhaust system 61
Oxidation catalytic converter 70
Diesel particulate filter 74
Particulate trap catalytic converter 79
Silencer 81
Vacuum system 89
Service information 101

System overview 101
System components 102
Summary 103
Points to remember 103
Test questions 109
Questions 109
Answers to questions 113
3
Objectives.
Air Intake and Exhaust System - Diesel.
Product Information and reference material for practical

applications
This Product Information provides detailed As a preparation for the technical training
information on the design and function of the course, this publication provides an insight
various air intake and exhaust systems used in into the air intake and exhaust systems of the
BMW diesel vehicles. current BMW diesel models. In conjunction
with practical exercises carried out in the Please remember to work through
The Product Information is designed as a work the SIP (training and information
training course, its aim is to enable course program) on this topic.
of reference and supplements the contents of
participants to carry out servicing work on the Basic knowledge ensures
the BMW Aftersales Training course. The confidence in theory and practice.
air intake and exhaust systems in BMW diesel
Product Information is also suitable for private
vehicles.
study.
Technical and practical background
knowledge of the current BMW diesel models
will simplify your understanding of the systems
described here and their functions.
1
3
2
4
Introduction.
General requirements
The air intake system supports the charge Formerly, the counterflow cylinder head still
cycle process. The higher the delivery rate, the had the advantage of effective mixture
more effective the charge cycle. The term preheating for cold start by the exhaust
delivery rate refers to the ratio between the manifold arranged below it. However, this
actual and theoretically possible cylinder advantage proved to be a disadvantage once
charge. A large volume of air additionally the engine reached operating temperature.
means a higher oxygen content in the cylinder For this reason, intake air preheating
charge. The oxygen content is also higher in (subsequently also thermostatically It is necessary to implement
air that has been compressed to some extent controlled) has become less and less appropriate design measures on the
air intake and exhaust system in
thus shortening the combustion paths. prevalent. The only remaining disadvantage of order to be able to meet the
the cross-flow cylinder head is the division of emission limits specified throughout
The introduction of the transverse flow the world. The design of the air
the engine into a warm exhaust side and a cold intake and exhaust system differs for
cylinder head was key in achieving an different types of engine.
intake side. Design measures and
improved cylinder charge. In this cylinder
corresponding material selection are required
head, the intake and exhaust are not arranged
to compensate for this disadvantage.
on one side (counterflow cylinder head) but
rather on different sides of the displacement Ever greater significance is being attached to
engine. The incoming fresh gasses are able to the typical sound a specific model makes. In
exit the combustion chamber in virtually the recent years, the significance of the sound
same direction with no flow-back. This design made by the different models can be
layout also made possible the use of multi- measured by the attention paid to this topic in
valve technology with optimum cross sections the motor press.
for the valves and ideal central arrangement of
the injection nozzles.
Exhaust emission legislation

Pollutants Sulphur compounds in the exhaust gas are the
result of the sulphur contained in the fuel. The
Many countries limit the levels of emitted
limits for the sulphur content in diesel fuel
pollutants by way of corresponding exhaust
have therefore been reduced throughout the
emission legislation. The regulations
world.
stipulated by the respective countries are
based on test procedures, measuring The pollutant emissions from the crankcase
technologies and limits that may vary for are relatively low as only clean filtered air is
ecological, economic, climatic and political compressed in the diesel engine. The gasses
reasons. that enter the crankcase during expansion
(combustion stroke) contain only approx. 10 %
Limits are specified for following exhaust
of the pollutant mass that occurs in petrol
emissions:
engines. Nevertheless, a sealed crankcase
• Hydrocarbons (HC), country-specific ventilation system is required by law.
• Non-methane hydrocarbon compounds There is no need to monitor evaporative
(NMHC), country-specific emissions on diesel engines as the diesel fuel
contains no volatile components.
• Carbon monoxide (CO)
• Nitrogen oxides (NOx)
• Particles (PM)
These pollutants are the result of:
• Combustion in the engine
• Sulphur content in fuel
• Crankcase ventilation
• Fuel evaporation
3
4
Consequently, this means that an engine and

therefore also the air intake and exhaust
system need to be adapted to the respective
conditions.
The pollutants hydrocarbon (HC), carbon
monoxide (CO), nitrogen oxides (NOx) and
particle emissions (PM) are measured as part
of the EURO type approval test procedure.
The vehicle to be tested must have covered a
running-in distance of 3000 km.
In the USA, the Federal State of California
1 - Exhaust gas composition of a diesel engine before exhaust treatment
limits the emission of non-methane
The particles (PM) consist of: hydrocarbon compounds (NMHC) to the
average model range of a vehicle
• Carbon manufacturer. The vehicle manufacturer can
• Hydrocarbons use different vehicle concepts that divided into
the following categories depending on their
• Metal abrasion emission values for NMHC, CO, NOx and
• Sulphur compounds particle emissions:
• Water • TLEV (Transitional Low Emission Vehicle)
• LEV (Low Emission Vehicle)
Type approval testing
• ULEV (Ultra-Low Emission Vehicle)
Exhaust emission inspections are the
prerequisite for granting the general type • SULEV (Super Ultra-Low Emission Vehicle)
approval for a specific type of vehicle and/or • ZEV (Zero Emission Vehicle)
engine. For this purpose, test cycles must be
run under defined marginal conditions and For the type approval of a vehicle model, the
emission limits met. The test cycles and manufacturer must verify that the pollutants
emission limits are specific to the respective HC (or NMHC), CO, NOx, particles and smoke
country. emission (turbidity) do not exceed the
emission limits over a distance of 50,000 and/
The following graphics show the different or 100,000 miles. The vehicle manufacturer
exhaust emission limits based on the example must make available two vehicle fleets from
of the EURO specification, US specification production for this type approval test.
and Japan specification. The tables are not
directly comparable as the corresponding test
conditions for determining the pollutant
emissions differ in part quite significantly from
each other.
4
4
Type approval test values, EURO

specification
2 - Exhaust emission limits, EURO specification
Valid from Regulation CO NOx HC + NOx Particles

in mg/km in mg/km in mg/km (PM) in mg/
km
01.07.1992 EURO 1 2720 970 970 140
01.07.1996 EURO 2 1000 700 700 80
01.01.2000 EURO 3 640 500 560 50
01.01.2005 EURO 4 500 250 300 25
planned EURO 5 500 180 230 3
01.09.2009
planned EURO 6 500 80 170 3
01.09.2014
5
4
Type approval test values, Japan
3 - Exhaust emission limits, Japan
Valid from Regulatio CO NOx HC + NOx Particles

n in mg/km in mg/km in mg/km (PM) in mg/
km
01.10.1998 - 2100 400 400 80
01.09.2000 - 2100 400 400 80
01.09.2004 - 630 300 120 56
01.09.2007 LEV 2005 630 150 24 14
planned - 630 80 24 5
01.09.2010
6
4
Type approval test values, US

specification in comparison with EURO
specification and Japan specification
4 - Exhaust emission limits, comparison of EURO specification, US specification and Japan specification
Valid from Regulation CO NOx HC + NOx Particles (PM)

in mg/km in mg/km in mg/km in mg/km
planned EURO 5 500 180 230 3
01.09.2009
01.09.2007 LEV 2005 630 150 24* 14
Japan
Model year 2005 LEV II, 2110 31 47* 6
Tier 2 Bin5
* NMHC is regulated in the USA. NMHC = Non-methane hydrocarbon
7
4
Preconditions
Intake system Exhaust system
The task of the intake system is to supply the The task of the exhaust system is to provide
engine with as much cool fresh air as possible. the necessary noise damping, low exhaust
The lower the flow losses, the higher the backpressure and the necessary exhaust gas
output yield and torque. treatment.
The intake system consists of the following The exhaust system consists of the following
individual components: components:
• Unfiltered air duct • Exhaust manifold
• Intake silencer • Exhaust gas recirculation
• Hot-film air mass meter – Exhaust gas recirculation valve
• Filtered air duct – Exhaust gas recirculation cooler
• Blow-by gas connection – Exhaust gas recirculation bypass
actuator
• Exhaust turbocharger
• Exhaust turbocharger
• Intercooler
• Sensors
• Charge air temperature sensor
– Exhaust temperature sensor
• Throttle valve
– Oxygen sensor
• Inlet for exhaust gas recirculation
– Exhaust backpressure sensor
• Intake air manifold
• Oxidation catalytic converter
• Boost pressure sensor
• Diesel particulate filter
• Swirl flaps
• Primary silencer
• Swirl flap actuator
• Intermediate silencer
In the meantime, the intake system is made
from aluminium or plastic. The plastic material • Rear silencer
is heat resistant up to a temperature of 140 °C
– Tail pipe
and, compared to aluminium, provides a
further weight saving of up to one third. On the – Exhaust flap
inside, the intake system should exhibit
smooth surfaces and no steps. The first
section of the air system and the transition to
the air cleaner also require particular
meticulous design.
The average flow rate in the intake pipe is
approx. 50-200 m/s.
8
5
System overview.
Overview
Air intake system

In addition to reducing the intake noise, the air
intake system ensures an optimum supply of
fresh air to the combustion chamber. A wave
of negative pressure acting against the
direction of flow of the fresh air intake is
created by the movement of the piston after
opening the intake valve. The resulting
pressure fluctuations are radiated in the form
of sound via the mouth of the intake system. In
addition, the pulsation that occurs inside the
The intake system can be divided
air intake system causes the walls of the into two section. The intake snorkel,
components to vibrate, thus also radiating intercooler and, with exceptions, the
intake silencer are specifically
noise. The air intake system is therefore assigned to the vehicle and differ
even in connection with the same
optimized in such a way that no disturbing or type of engine due to the different
annoying vibration can occur thus conforming characteristics of the vehicle
models. The exhaust turbocharger
to the noise emission limits applicable and the intake system with swirl
worldwide. flaps, throttle valve and various
sensors are assigned to the engine.
Apart from the exhaust turbocharger
and exhaust manifold, the exhaust
system is designed vehicle-specific
and differs depending on the type of
vehicle and specification.
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5
N47D20T0 Engine
1 - Air intake system, N47D20T0 engine
Index Explanation Index Explanation

A Unfiltered air 7 Charge-air pipe
B Filtered air 8 Intercooler
C Heated charge air 9 Charge air pipe
D Cooled charge air 10 Charge air temperature sensor
1 Unfiltered air pipe 11 Throttle valve
2 Intake silencer 12 Inlet for exhaust gas recirculation
3 Hot-film air mass meter 13 Boost pressure sensor
4 Filtered air pipe 14 Intake air manifold
5 Blow-by gas connection 15 Swirl flap actuator
6 Exhaust turbocharger
10
5
The unfiltered air (A) that is drawn in reaches From the intercooler, the now cooled charge
intake silencer (2) through the intake snorkel air (D) flows via charge air pipe (9) past charge
(not shown) and unfiltered air pipe (1). In the air temperature sensor (10) to throttle valve
intake silencer, the unfiltered air is filtered to (11). Depending on the position of the throttle
become filtered air (B). The filtered air flows via valve more or less cooled charge air (D) flows
hot-film air mass meter (3) and filtered air pipe into intake manifold (14). The inlet for the
(4) to exhaust turbocharger (6). At the same recirculated exhaust gas (12) also joins the
time, blow-by gases are fed into the filtered air intake manifold.
pipe through blow-by gas connection (5). In
the exhaust turbocharger, the filtered air is
3 If the filtered air pipe downstream of the
blow-by gas connection is heavily oiled, this
compressed and thereby heated. The
could imply increased blow-by gas levels. The
compressed, heated charge air (C) is
cause of this is usually a leak in the engine (e.g.
conveyed in charge air pipe (7) to intercooler
crankshaft seal) or surplus air taken in through
(8).
the vacuum lines. A consequential symptom
would then be an oily exhaust turbocharger,
which does not mean that there is a fault with
the exhaust turbocharger itself. 1
11
5
M57D30T2 Engine
2 - Air intake system, M57D30T2 engine
12
5

A Unfiltered air 5 Exhaust turbocharger
B Filtered air 6 Charge-air pipe
C Heated charge air 7 Intercooler
D Cooled charge air 8 Charge air pipe
1 Unfiltered air snorkel 9 Throttle valve
2 Intake silencer 10 Intake air manifold
3 Hot-film air mass meter 11 Valve cover with swirl ports
4 Filtered air pipe
Exhaust system
3 - E81/E87 Exhaust system, N47D20O0 engine

1 Rear silencer 7 EGR bypass actuator
2 Intermediate silencer 8 Exhaust turbocharger
3 Exhaust backpressure sensor 9 VNT actuator
4 Exhaust manifold 10 Oxidation catalytic converter and
diesel particulate filter (DPF)
5 EGR valve 11 Oxygen sensor
6 EGR cooler 12 Exhaust temperature sensor
13
5
The task of the exhaust system is to direct The notion that an engine with reduced noise
combustion gasses into the atmosphere with damping has a greater power output is
as little noise and as environmentally incorrect and proven by the previous
acceptable as possible. In order to fulfil these information. The design layout of the exhaust
requirements, while also producing a defined system positively influences the flow of
sound, the individual components such as exhaust gasses. The pressure reduction at the
silencer, catalytic converter, diesel particulate point of valve intersection is specifically used
filter, exhaust turbocharger, exhaust manifold for the purpose of initiating the induction
and various sensors are mutually matched. stroke and increasing power output.
3 The exhaust system is designed such that The power output can be influenced by the
the vibrations corresponding to the engine pipe length and position of the silencers
timing (intake and pressure waves) optimize (catalytic converter/diesel particulate filter).
the charge cycle and therefore the engine
Current exhaust systems are equipped with
output. Consequently, in the event of a defect
one catalytic converter, one diesel particulate
in the exhaust system, the vibration-
filter and two silencers.
coordinated charge cycle is influenced
negatively, thus consequently reducing
engine output while increasing fuel
consumption. 1
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System overviews of current engines

Using the N47D20O0 engine, N47D20T2
engine, M57D30O2 engine, M57D30T1
engine, M57D30T2 engine and the
M67D44O1 engine as examples, the following
system overviews illustrate the air intake and
exhaust systems. The graphics demonstrate
the differences between the various types of
engine (4-cylinder engine, 6-cylinder engine
and 8-cylinder engine) together with their
specific characteristics.
The air intake and exhaust systems
differ depending on the type of
engine and exhaust emission
legislation. The system overviews
provide an initial insight into the
complexity and differences of the
individual engine series.
15
5
N47D20O0 Engine
4 - Air intake and exhaust system, N47D20O0 engine
16
5

1 N47D20O0 Engine 11 Rear silencer
2 Intake silencer (air cleaner) 12 Digital diesel electronics (DDE)
3 Hot-film air mass meter (HFM) 13 EGR (exhaust gas recirculation)
valve and position sensor
4 Exhaust turbocharger with VNT 14 Boost pressure sensor
5 Exhaust temperature sensor 15 Throttle valve
6 Oxygen sensor 16 EGR bypass valve
7 Exhaust backpressure sensor 17 EGR cooler
8 Oxidation catalytic converter 18 Intercooler
9 Diesel particulate filter (DPF) 19 Charge air temperature sensor
10 Intermediate silencer
17
5
N47D20T0 Engine
5 - Air intake and exhaust system, N47D20T0 engine
18
5

1 Charge air temperature sensor 12 Oxidation catalytic converter and
diesel particulate filter (DPF)
2 Intercooler 13 Wastegate
3 Intake silencer 14 Exhaust turbocharger, low pressure
stage
4 Hot-film air mass meter (HFM) 15 Turbine control valve
5 Compressor bypass valve 16 Exhaust turbocharger, high pressure
stage
6 EGR cooler with bypass valve 17 N47D20T0 Engine
7 Exhaust temperature sensor 18 Boost pressure sensor
8 Oxygen sensor 19 EGR valve
9 Exhaust backpressure sensor 20 Throttle valve
10 Primary silencer 21 Digital diesel electronics (DDE)
11 Intermediate silencer
19
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M57D30O2 Engine
20
5

1 M57D30O2 Engine 10 Intermediate silencer
2 Intake silencer (air cleaner) 11 Rear silencer
3 Hot-film air mass meter (HFM) 12 Digital diesel electronics (DDE)
4 Exhaust turbocharger with VNT 13 EGR valve
5 Exhaust temperature sensor 14 Boost pressure sensor
6 Oxygen sensor 15 Throttle valve
7 Exhaust backpressure sensor 16 EGR cooler
8 Oxidation catalytic converter 17 Intercooler
9 Diesel particulate filter (DPF) 18 Charge air temperature sensor
21
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M57D30T1/M57D30T2 Engine
7 - Air intake and exhaust system, M57D30T1/M57D30T2 engine
22
5

1 M57D30T1/M57D30T2 Engine 12 Oxidation catalytic converter
2 Intake silencer (air cleaner) 13 Exhaust temperature sensor
3 Hot-film air mass meter (HFM) 14 Diesel particulate filter (DPF)
4 Compressor bypass valve 15 Rear silencer
5 Small exhaust turbocharger 16 Digital diesel electronics (DDE)
6 Large exhaust turbocharger 17 Throttle valve
7 Turbine control valve 18 EGR valve
8 Wastegate 19 Boost pressure sensor
9 Exhaust temperature sensor 20 EGR cooler
10 Oxygen sensor 21 Intercooler
11 Exhaust backpressure sensor 22 Intake air temperature sensor
23
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M67D44O1 Engine
24
5

1 Charge air temperature sensor 11 Diesel particulate filter
2 Intercooler 12 Oxidation catalytic converter
3 Throttle valve 13 Oxygen sensor
5 EGR valve 15 Exhaust backpressure sensor
6 Intake silencer (air cleaner) 16 Digital diesel electronics (DDE)
master
7 Hot-film air mass meter (HFM) 17 Intermediate silencer
8 Exhaust turbocharger with VNT 18 Rear silencer
9 Swirl flaps 19 DDE Slave
10 Boost pressure sensor
25
5
26
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System components.
Unfiltered air duct

The unfiltered air duct consists of the safety of pedestrians in mind. This entails the
unfiltered air snorkel, pipe and the unfiltered air use of especially soft materials and yielding
area of the intake silencer. The unfiltered air connections.
snorkel and pipe are designed with the crash
M57D30T2 Engine The unfiltered fresh air is directed via

the unfiltered air duct into the intake
The M57D30T2 engine draws in the system of the respective engine.
unfiltered air laterally behind the bumper
ahead of the cooling module. The unfiltered air
is routed via coarse-mesh screen (1) via
unfiltered air snorkel (2) and unfiltered air pipe
(3) into the unfiltered air area of intake silencer
(4). The coarse-mesh screen prevents large
particles such as leaves from being drawn in.
The unfiltered air snorkel in the N47 engine is
designed as an unfiltered air intake shroud.
This has a large surface area, but is
exceptionally flat. The air is drawn in by the
cooling module.
1 - Unfiltered air duct, M57D30T2 engine
Index Explanation
1 Coarse-mesh screen
2 Unfiltered air snorkel
3 Unfiltered air pipe
4 Unfiltered air area of intake silencer
5 Filter element
6 Filtered air area of intake silencer
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Intake silencer
The intake silencer houses the filter element requirement. The housing of the intake
and is designed such that the filter element silencer is also designed to deform in the
has as long a service life as possible. The event of impact from above (pedestrian
larger the filter element, the longer the service collision). This means that it compresses by
life and also the greater the space several centimetres.
The intake silencer reduces the

intake noise and houses the filter
element.
M57D30O2 Engine
Index Explanation
1 Filter element
2 Housing
In order to optimally utilize the available space

and not to have to develop a new intake
silencer for each type of vehicle, the intake
silencer is mounted on the engine and part of
the cylinder head cover.
2 - Intake silencer with filter element, M57D30O2 engine
M57TU2 TOP engine

Since the combustion chamber is required for
both turbochargers on twin turbo engines, the
intake silencer is not fitted directly on the
engine. In this case, the intake silencer is
positioned laterally on the wheel well.
3 - Intake silencer, M57TU2 TOP engine
Index Explanation
1 Filter element
2 Housing cover
3 Bottom section of housing
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Exhaust turbocharger
In 1925 Alfred Büchi produced the first Design
exhaust turbocharging system with a 40 %
An exhaust turbocharger consists of a turbine
increase in power output. This development
and a compressor that are connected by a
heralded the step-by-step introduction of
common shaft. Driven by the exhaust gasses,
exhaust turbocharging.
the turbine provides the drive energy for the The exhaust turbocharger uses a
part of the exhaust energy to
In exhaust turbocharging a part of the exhaust compressor. compress the intake air, thus
energy is used to drive a turbine. The exhaust increasing the efficiency of the
The compressors used in BMW engines are engine. A swirl element is used to
energy would simply be wasted without optimize the effect on the fresh air
radial-flow compressors. A compressor side.
exhaust turbocharging.
consists of the impeller and the turbine
Mounted on the turbine shaft, an impeller housing. The speed of the turbine and
(pump wheel) draws in the air and directs it therefore of the impeller draws in air axially
compressed to the engine. which is accelerated to high speeds in the
impeller. The air leaves the impeller in radial
Compared to a naturally aspirated engine of
direction. The speed of the air is reduced
the same size, the engine supercharged with
virtually without loss in the diffuser, resulting in
an exhaust turbocharger has lower fuel
an increase in pressure and air temperature.
consumption as a part of the exhaust energy
The diffuser consists of the sealing plate and a
that would otherwise not be utilized is used to
part of the compressor housing. The air is
increase the engine output.
collected in the compressor housing and the
The torque progression of an engine charged speed is further reduced up to the outlet to the
with an exhaust turbocharger can be laid out intercooler.
more favourably. Due to the sharp rise in
Operation of the exhaust turbocharger is
torque at low engine speed, almost the full
documented under <Exhaust components>.
power output is made available below the
rated engine speed (speed at which the
engine reaches its maximum power output).
This means it is not necessary to shift so often
when driving uphill.
Compared to naturally aspirated engines, the
turbocharged engine looses virtually no power
even at great altitude.
The turbocharged engine can be operated
with a larger air surplus. This is the basis for
low consumption operation of current diesel
engines.
The exhaust turbocharger compresses the
intake air. In this way, significantly more
oxygen can be delivered to the combustion
chamber.
The operation of the exhaust turbocharger is
described in the Exhaust system section.
29
6
4 - Exhaust turbocharger

1 Turbine housing 11 Vacuum unit
2 Turbine wheel 12 Impeller
3 Heat shield 13 Piston ring seal
4 Bearing housing 14 Main bearing
5 Outlet to intercooler 15 Bearing bush
6 Oil inlet 16 Oil return
7 Safety plate 17 Inlet from exhaust manifold
8 Sealing plate 18 Wastegate
9 Compressor housing 19 Outlet to catalytic converter
10 Inlet from intake silencer
30
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Functional principle Index Explanation

The functional principle of an exhaust 1 Surge line
turbocharger is described based on its
characteristic map. It shows the pressure 2 Turbine speed 60,000 rpm
conditions as a function of volumetric flow. 3 Turbine speed 90,000 rpm
The effective characteristic map range of the 4 Turbine speed 120,000 rpm
exhaust turbocharger is limited by 5 Turbine speed 140,000 rpm
• Surge line 6 Turbine speed 160,000 rpm
• Choke line 7 Turbine speed 180,000 rpm
• Maximum permissible turbine speed 8 Turbine speed 200,000 rpm
9 Vη = 0.75
10 Vη = 0.70
11 Vη = 0.68
12 Vη = 0.65
13 Vη = 0.60
Vη = Compressor efficiency, limit on the
right-hand side corresponds to the choke
line
The graphic shows an example of the limits for
different design layouts of the exhaust
turbocharger. For instance, the exhaust
turbocharger reaches the surge limit (1) at a
compressor efficiency of 0.60. At the same
compressor efficiency of 0.60, the choke line
forms the right marking of the limitation Vη =
0.60 (13).
5 - Compressor characteristic map
31
6
Surge line Choke line

The flow detaches from the compressor The maximum volumetric flow (2) of the
blades (3) at too low a volumetric flow and too exhaust turbocharger is limited by the cross
high a pressure, thus interrupting the delivery. section at the compressor inlet. No matter
Due to the vacuum on the intake side, the air how much the speed is raised, the throughput
flows backwards through the compressor (2) cannot be increased beyond a certain value.
until stable pressure conditions are re- This value is reached when the air in the wheel
established and the air flows in forward inlet reaches the speed of sound (3).
direction again.
7 - Choke line
6 - Surge line
Index Explanation
Index Explanation 1 Impeller
1 Impeller 2 Volumetric flow
2 Air flow 3 Flow at the speed of sound
3 Flow stall
The pressure builds up again and the

procedure is repeated in rapid sequence. The
term "search" is derived from the resulting
noise.
32
6
Swirler The graphic shows that the air flow (2) hits the
compressor blade (1) at angle of incidence (3).
The swirler improves the flow at the
Flow stall (4) can occur under certain
compressor blades. The swirler shifts the
conditions.
surge line thus improving pressure build-up.
The following graphic shows the effect of the
The angle at which the air flow hits the impeller
swirler under the same operating conditions.
is changed so that the flow adapts more
effectively to the compressor blades. This The swirler changes the angle of incidence (3)
means flow stall (surge line) occurs later. causing the flow (5) to pass close against the
turbine blade.
8 - Exhaust turbocharger without swirler

9 - Exhaust turbocharger with swirler
Index Explanation
1 Compressor blade Index Explanation
2 Air flow 1 Compressor blade
3 Flow angle of incidence 2 Air flow
4 Flow stall 3 Flow angle of incidence
5 Flow
The swirler is based on a flexible design so that

this function is achieved under various
operating conditions. The following graphics
show the swirler in operation in the range
close to idle speed and under full load.
33
6
10 - Swirler at idle speed
11 - Swirler at full load
The swirler increases efficiency and reduces

flow noise. The reason for this is that the
swirler rotates the intake air into the impeller
thus reducing the resistance of the intake air.
This gives rise to the advantage of the
turbocharging responding earlier from idle
speed. The air resistance through the swirler
would increase substantially at higher speeds,
however, this is avoided by the flexible
deformation of the swirler.
34
6
Intercooler
Overview
The temperature of the air increases as the air density of the compressed air, i.e. so too the
is compressed in the exhaust turbocharger. oxygen content per volume. The intercooler is responsible for
reduced intake air temperatures
This causes the air to expand. This effect compared to a vehicle with no
As a result, a larger volume of fuel-air mixture
undermines the benefits of the exhaust intercooler. This means the power
can be combusted and converted into output can be additionally increased
turbocharger because less oxygen can be as a larger mass of air can be
mechanical energy. conveyed into the combustion
delivered to the combustion chamber. The chamber.
intercooler cools the compressed air, the air's
density increases and thus more oxygen can
be delivered to the combustion chamber.
On BMW diesel engines, charge air is cooled
exclusively by fresh air with an air-to-air heat
exchanger. The charge air cooling rate greatly
depends on the vehicle speed, temperature of
the incoming fresh air and the design of the
intercooler.
The main purpose of turbocharging in a diesel
engine is to boost output. Since more air is
delivered to the combustion chamber as a
consequence of "forced aspiration", it is also
possible to have more fuel injected, which
leads to high output yields. 12 - Intercooler
However, the air density and therefore the Index Explanation

mass of oxygen that can be delivered to the
combustion chamber is reduced because the 1 Heated charge air
air heats up, and thus expands, as it is 2 Cooled charge air
compressed. 3 Cool fresh air
The intercooler counteracts this effect 4 Heated fresh air
because the cooling process increases the
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6
Examples the air is cooled under defined operating

conditions.
Using two examples of the M57D30T2
engine, the following table shows the extent
Mass air flow Charge air Cooling air Charge air

temperature before temperature temperature after
intercooler intercooler
0.17 kg/s 130 °C 25 °C 68 °C
0.18 kg/s 155 °C 35 °C 66 °C
Taking the N47D20O0 engine as an example, at various operating points.

the following table shows the cooling capacity
Operating point Mass cooling air Charge air volume Cooling capacity
flow
Driving uphill 4 kg/m2s 300 kg/h approx. 5.8 kW
Vmax 8 kg/m2s 700 kg/h approx. 11.9 kW
The intercooler is located in the cooling turbocharging process is directed through the
module underneath the coolant radiator. intercooler.
Compressed air flows parallel through the
The intercooler transfers the thermal energy
intercooler in several plates, around which
of the charge air to the ambient air thus
cooling air is circulated.
cooling the charge air.
Intercooler, N47D20O0 engine
The entire volume of fresh air that is delivered
to the engine and heated as part of the
A Unfiltered air 6 Boost pressure sensor
B Filtered air 7 Throttle valve
C Heated charge air 8 Charge air temperature sensor
D Cooled charge air 9 EGR in-feed line
1 Intake silencer 10 Charge-air pipe
2 Blow-by gas connection 11 Intercooler
3 Exhaust turbocharger 12 Charge-air pipe
4 Swirl flap actuator 13 Unfiltered air pipe
5 Intake air manifold
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6
13 - Intake system, N47D20O0 engine
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6
Sensors - air intake system
Hot-film air mass meter

Index Explanation
1 HFM
2 Measurement tube housing
The hot-film air mass meter is located directly

downstream of the intake silencer. It is
secured to its housing. The digital HFM 6 is
used on the current engines.
The HFM signal is used as a basis for fuel
apportioning and for determining the EGR
rate.
Various sensors are used in the air

14 - Hot-film air mass meter
intake system. These include the
hot-film air mass meter, charge air
temperature sensor and the boost
pressure sensor. These sensors are
required for the purpose of
calculating the EGR rate, fuel volume
apportioning and for controlling the
boost pressure.
15 - Sectional view of hot-film

air mass meter

1 Electric connections 5 Partial flow for measurement,
exhaust
2 Measurement tube housing 6 Labyrinth
3 Electronic evaluator 7 Sensor measuring cell
4 Mass air flow 8 Sensor housing
A labyrinth (6) makes sure that only the actual the more energy is required to keep the
air mass is recorded. Thanks to the labyrinth, temperature of the measuring cell constant.
backflow and pulsation are not registered. In
this way, the HFM determines the actual air
mass irrespective of the air pressure and
backflow.
An electrically heated sensor measuring cell
(7) protrudes into the air flow (4). The sensor
measuring cell is always kept at a constant
temperature. The air flow absorbs air from the
measuring cell. The greater the mass air flow,
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6
The evaluator electronics (3) digitizes the temperature influences, the air mass signal is
sensor signals. This digitized sensor signal is referred to the variable temperature signal.
then transferred frequency-modulated to the
The HFM is supplied with on-board voltage
DDE. In order to be able to compensate for
and connected to earth by the DDE.
16 - HFG signal progression
Index Explanation
A Air mass signal
B Air mass
C Temperature signal
1 Air mass signal (A) as a function of air mass (B) and temperature signal (C)
2 The period duration of the air mass signal (A) decreases as the air mass (B)
increases
3 The period duration of the air mass signal (A) is extended as the air mass (B)
reduces
4 When the temperature increases (C) and air mass (B) remains constant, the period
duration of the air mass signal (A) is extended in order to compensate for
temperature influences
5 When air mass (B) increases, the period duration of the air mass signal decreases
while taking the temperature signal (C) into account
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Charge air temperature sensor

The charge-air temperature sensor records The DDE connects the intake temperature
the temperature of the compressed fresh air. It sensor to earth. A further connection is
is located in the boost-pressure pipe, directly connected to a voltage divider circuit in the
upstream of the throttle valve. DDE.
The charge-air temperature is used as a The intake temperature sensor contains a
substitute value for calculating the air mass. temperature-dependent resistor that
This is used to check the plausibility of the protrudes into the flow of intake air and
value of the HFM. If the HFM fails, the assumes the temperature of the intake air.
substitute value is used to calculate the fuel
The resistor has a negative temperature
flow measurement and the EGR rate.
coefficient (NTC). This means that the
resistance decreases as temperature
increases.
The resistor is part of a voltage divider circuit
that receives a 5 V voltage from the DDE. The
electrical voltage at the resistor is dependent
on the air temperature. There is a table stored
in the DDE that specifies the corresponding
temperature for each voltage value; the table is
therefore a solution to compensate for the
non-linear relationship between voltage and
temperature.
17 - Charge air temperature sensor
The resistance changes in relation to
temperature from approx. 75 kΩ to 87 Ω,
corresponding to a temperature of -40 °C to
120 °C.
Boost pressure sensor

information is sent to the DDE on a signal line.
The evaluation signal fluctuates depending on
the pressure. On the M57D30T2 engine, the
measuring range from approx. 0.1 - 0.74 V
corresponds to an absolute pressure from 50
kPa (0.5 bar) to 330 kPa (3.3 bar).
18 - Boost pressure sensor
The boost pressure sensor is required for

boost pressure control. The boost pressure
sensor monitors and controls the boost
pressure in accordance with a characteristic
map resident in the DDE.
The boost pressure is also used for calculating
the volume of fuel.
The sensor is supplied with a 5 V voltage and
connected to earth by the DDE. The
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Throttle valve
Overview
A throttle valve is required in all diesel engines When no power is applied to the drive unit, the
equipped with a diesel particulate filter. By throttle valve is set, spring-loaded, to an The throttle valve is required for
regenerating the diesel particulate
throttling the intake air, the throttle valve emergency operation position. filter in order to increase the exhaust
ensures that the elevated exhaust gas temperature by intervening in the
air-fuel mixture. In addition, the
temperatures required for diesel particulate throttle valve is closed when the
engine is shut down in order to
filter regeneration are achieved. reduce shut-down judder.
The throttle valve also effectively
The throttle valve is closed when the engine is prevents overrevving of the engine.
shut down to avoid engine judder. After the
engine has stopped, the throttle valve is
reopened.
The throttle valves also serves the additional
function of effectively preventing overrevving
of the engine. If the DDE detects overrevving
without an increase in the injection volume,
the throttle valve will close in order to limit the
engine speed. This situation can occur as the
result of combustible substances entering the
combustion chamber. Substances may be
19 - Throttle valve, M57TU2 engine
engine oil from an exhaust turbocharger with
bearing damage. This function can effectively
prevent major damage to the engine. Index Explanation
1 Housing
The throttle valve is located directly upstream
of the intake manifold. 2 Vacuum unit
The DDE calculates the position of the throttle 3 Electric motor with electronics
valve from the position of the accelerator pedal 4 Intake air
and from the torque requirement of other
5 Connection from intercooler
control units. The DDE controls actuation of
the throttle valve by means of a PWM signal 6 EGR connection
with a pulse duty factor of 5 to 95 %.
To achieve optimum control of the throttle
valve, its exact position must be recorded on a
continual basis. The throttle valve position is
monitored contactlessly in the throttle valve
actuator by 2 Hall sensors. The sensor is
supplied with a 5 V voltage and connected to
earth by the DDE. Two data lines guarantee
redundant feedback of the throttle valve
position to the DDE. The second signal is
output as the inverse of the first. The DDE
evaluates the plausibility of the signal through
subtraction.
The actuator motor for operating the throttle
valve is designed as a DC motor. It is driven by
the DDE on demand. An H-bridge is used for
activation which makes it possible to drive the
motor in the opposite direction. The H-bridge
in the DDE is monitored by the diagnostics
system.
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6
Intake air manifold
Design
In most cases, the intake manifold is made of ensures optimum cylinder charge, which is
The intake manifold distributes the plastic. Inside it, the air is branched off the why the tangential port is also referred to as a
filtered air coming from the intake
silencer to the individual cylinders. individual cylinders. In addition, the ports to charge port. The swirl flaps are located in the
The filtered air per cylinder is
additionally divided in a swirl and
each individual cylinder branch off further into tangential ports.
tangential port in order to more swirl ports and tangential ports. In the N47
effectively mix the injected fuel with The swirl port is identifiable by its almost
engines, both ports are routed along the side
the fresh air located in the rectangular cross section, while the tangential
combustion chamber. Additional of the cylinder head.
swirl flaps are fitted in each port is round.
tangential port for this purpose.
The swirl port ensures reliable swirl in the
combustion chamber, and the tangential port
20 - Intake manifold, M67TU engine

1 Intake manifold 5 Actuator motor for swirl flaps
2 EGR port 6 Linkage for swirl flaps
3 Swirl port 7 Swirl flaps
4 Tangential port
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Swirl flaps
The DDE activates the electric motor by
means of a pulse width modulated signal.
Pulse width modulation enables infinitely
variable adjustment of the swirl flaps. The
position of the swirl flaps is defined by a
characteristic map. The position is based on
the driver's load choice, engine speed and the
coolant temperature.
21 - Intake and exhaust ports
Index Explanation
1 Exhaust port
2 Swirl port
3 Tangential port
4 Swirl flap
Swirl flap (4) closes tangential port (3) to

achieve greater turbulence of the air via swirl 22 - Swirl flap, M57D30T2 engine
port (2) in the combustion chamber at low
engine speeds. With increasing engine speed, Index Explanation
it opens to facilitate charging through the
A Swirl flap, opened
tangential ports.
B Swirl flap, closed
The following table shows the type of
activation used for the different engines. 1 Linkage
2 Swirl flap
Engine Electrical Pneumatic
3 Vacuum unit
M67D44O1 X -
4 Swirl port
M57D30T2 - X
5 Tangential port
M57TU2 - X
N47D20T0 X - The swirl flaps are varied by a linkage (1) that
is operated by a DC motor or a vacuum unit (3).
N47 X -
M47TU2 - X
To increase the swirl effect, swirl flaps that

close tight are used on the M57TU engines.
Electrical actuation makes it possible to
assume intermediate positions, thus further
optimizing internal mixture formation.
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Exhaust manifold
The exhaust manifold conjoins the exhaust manifold has an influence on the output yield.
openings in the cylinder head into one or Current exhaust manifolds are made of cast
On current diesel engines, the
exhaust manifold is made from several ports and transfers the exhaust iron and sheet steel.
spherical graphite cast iron. An air
gap insulated exhaust manifold is
gasses. The design layout of the exhaust
used on the M57TU engines.
Cast exhaust manifold

The spheroidal graphite cast iron exhaust the cast exhaust manifold is its cost-effective
manifold (GGG) bundles the exhaust gasses production and high stability as a support for
coming from the cylinder head and transfers the exhaust turbocharger.
them to the exhaust turbocharger. As the
exhaust gasses can reach extremely high
temperatures, it is important that the exhaust
manifold is designed correspondingly
temperature-resistant. The exhaust
turbocharger is mounted at the outlet of the
exhaust manifold. An important advantage of 23 - Cast exhaust manifold, M67D44O0 engine
Air gap insulated exhaust manifold

An air gap insulated exhaust manifold is used
on the M57TU engines.
Advantages:
• Lower weight
• Lower heat absorption and therefore
quicker response of underfloor catalytic
converter
• Favourable exhaust gas flow
• Lower heat input in engine compartment
The air gap insulated exhaust manifold is
made up of individual parts (see graphic). The
inner exhaust pipes carry the exhaust gasses.
The outer sleeve (second shell) shields heat
radiation by means of an air gap between the
shells. Due to the thin material used for the
inner exhaust pipes, the heat absorption
capacity is very low. Consequently, the hot
exhaust gas reaches the catalytic converter
and the diesel particulate filter more quickly.
24 - Air gap insulated exhaust manifold, M57TU engine
However, a cast exhaust manifold was again
used on the successor engine as it was Index Explanation
possible to eliminate the disadvantage of the
slower response of the catalytic converter by A Assembly
arranging it directly downstream of the B Exploded view
exhaust turbocharger.
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Exhaust gas recirculation
Overview
The diesel engine normally operates without • A reduction in the maximum combustion
throttling the intake air. The load is controlled temperature of up to 500 °C. This effect is
by the injected quantity of fuel. Only a slight increased still further if the recirculated
fuel surplus is available at full load, ensuring exhaust gases are cooled.
relatively "clean" combustion. There is an
oxygen surplus when the full power output is M57TU2 Engines
not required. Nitrogen oxides (NOx) are Exhaust gas recirculation is used to
produced in the combustion process at an reduce NOx emissions. The oxygen
content in the cylinder is reduced by
increased rate in connection with a surplus of mixing exhaust gas with the intake
air. Adding exhaust gas means there
oxygen. Exhaust gas recirculation is used to is less oxygen available for
reduce these nitrogen oxides. combustion thus reducing the
combustion temperature.
The average combustion temperature is
reduced by adding exhaust gas to the intake
air and therefore to the combustion chamber.
This has a positive effect on pollutant
emissions.
The following pollutant emissions increase as
the result of air deficiency in connection with a
large volume of recirculated exhaust gas:
• Soot
• Carbon monoxide
• Hydrocarbon
To substantially reduce the nitrogen oxide
emissions by means of exhaust gas
recirculation, exact adaptation of the fuel
quantity to the available air mass is required
also in the partial load range. The recirculated
quantity of exhaust gas must be limited such
that a sufficient quantity of oxygen is available
to ensure effective combustion of the injected
fuel.
25 - EGR system, M57D30O2 engine
Nitrogen oxides are produced in large
amounts if combustion takes place with an air Index Explanation
surplus and at very high temperatures. Oxygen 1 Exhaust manifold
combines with the nitrogen in the combustion
air to form nitrogen monoxide (NO) and 2 EGR cooler
nitrogen dioxide (NO2). 3 EGR valve
The exhaust gas recirculation is occasionally
required at idling speed but always in the
partial load range because this is where the
engine works with a particularly high air
surplus.
The recirculated exhaust gas, which is mixed
with the fresh air and acts as an inert gas,
serves to achieve the following:
• A lower oxygen and nitrogen content in the
cylinder,
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M67D44O1 Engine
26 - EGR system, M67D44O2 engine

1 Cylinder head 4 Coolant connection
2 EGR valve 5 EGR port
3 EGR cooler
The EGR system of the M67D44O2 engine
features EGR ports cast into the cylinder head.
From a flange cast on the exhaust manifold,
the exhaust gas is routed via a port integrated
in the cylinder head to the EGR valve. From
the EGR valve, the exhaust gas is directed
through a further port integrated in the cylinder
head to the EGR cooler and from here via a
port integrated in the cylinder head and a
connecting pipe into the intake system.
The EGR cooler is located in the V-space of
the engine. The EGR valves are mounted on
the cylinder head and the valve seats are
integrated in the cylinder head.
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6
N47D20O0 engine and N47D20T0 EGR valve, which controls the volume of
engine recirculated exhaust gas.
On the N47 engines, the exhaust gas Located downstream of the EGR valve is the
recirculation system begins at the exhaust EGR cooler. Its design differs depending on
manifold. There is a connection at the front the power class and equipment. The EGR
end for this purpose. Connected here is the valve and the EGR cooler are contained in the
EGR module.
27 - EGR module, N47D20O0 engine

1 EGR cooler 5 EGR bypass actuator
2 EGR path sensor 6 Coolant supply
3 EGR valve 7 Coolant return
4 Hot exhaust gas 8 Cooled exhaust gas
The EGR port from the EGR cooler to the

intake manifold is cast into the cylinder head.
At the intake manifold, the exhaust gas is
ultimately mixed with the fresh air.
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6
EGR valve
The required quantity of exhaust gas is valve head into the intake port. The exhaust
directed via the EGR valve to the intake gas now mixes with the intake air from throttle
system. The EGR valve is operated either valve (2) and is directed in the form of a fresh
pneumatically or electrically. air-exhaust gas-air mixture (6) to the engine.
The blade-type sleeve has the advantage that,
M57 Engines when the EGR valve is closed, any deposits
formed on the sleeve are removed by the
The EGR valve opens by applying vacuum at
blade shape, ensuring the EGR valve always
vacuum connection (9). The vacuum presses
closes reliably. In this way, a coking ring is
diaphragm (1) against spring (10) and the EGR
prevented from forming on the surface of the
valve head is lifted from blade-type sleeve (4).
valve seat.
Exhaust gas (5) can now flow past the EGR
28 - EGR valve, M57 engine

1 Diaphragm 6 Fresh air-exhaust gas-air mixture
2 Intake air from throttle valve 7 Guide sleeve
3 EGR valve head 8 EGR housing
4 Blade-type sleeve 9 Vacuum connection
5 Exhaust gas 10 Spring
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6
M67D44O1 Engine The following graphic shows the design of the

EGR valve. Cam disc (2) is moved by electric
motor shaft (10). A spring pushes the cam disc
back into its initial position. A roller (1) rests
against the cam disc. The roller transfers the
movement of the cam disc to stem (8), thus
lifting valve (7) from valve seat (6). The valve is
therefore opened and exhaust gas can flow
past the valve into the port to the EGR cooler.
Plain bearing (4) provides an adequate seal to
the electric motor and ensures the necessary
smooth movement under various operating
conditions. The electric motor is connected to
the DDE via plug connection (9).
29 - EGR valve, M67D44O1 engine
The EGR valve of the M67D44O1 engine is

operated by an electric motor. Electric
actuation enables extremely precise metering
of the exhaust gas recirculation rate. Since the
electronics cannot withstand the same high
temperatures as the vacuum-controlled EGR
valves, the EGR valves of the M67D44O1
engine are cooled.
31 - EGR valve, M67TU engine
Index Explanation
1 Roller
2 Cam disc
3 Cooling channel
4 Plain bearing
5 Exhaust port
6 Valve seat
Index Explanation 7 Valve
1 Socket 8 Stem
2 Cooling channel 9 Plug connection
3 Stem 10 Electric motor shaft
4 Ball
Coolant enters cooling channel (2) of the EGR

valve via socket (1). Ball (4) closes off the hole
necessary to produce the cooling channel.
Stem (3) is moved by the electric motor.
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6
component itself is not cooled. This is not

essential because it is controlled by a vacuum
unit.
The EGR valve is opened in response to
negative pressure. An electropneumatic
pressure converter (EPDW) is controlled by
the DDE by means of a pulse-width-
modulated signal (PWM signal). The EPDW
then places a corresponding negative
pressure on the vacuum unit of the EGR valve.
This causes the EGR valve to open against the
force of a spring.
The PWM signal determines the negative
pressure, and the negative pressure
determines the opening dimension of the
valve. In this way, it is possible to have a
defined volume of exhaust gas recirculated.
With a pulse width of 10 %, the EGR valve is
fully closed and, at 90 %, it is fully open.
If there is no pressure present, the EGR valve
Index Explanation is closed due to the force of the spring. As a
consequence, no exhaust gas can be
2 Cam disc recirculated in the event of an electrical or
7 Valve pneumatic system failure.
A new feature is the sensor on the EGR valve
N47 Engines
that records the opening dimension. This
The EGR valve controls the return of exhaust sensor is a potentiometer. Recording the
gas to the air intake system. It is located opening dimension makes it possible to
upstream of the EGR cooler and therefore regulate the EGR rate much more accurately.
subjected to high thermal loads. However, the
33 - EGR valve, N47 engines
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6

1 Exhaust gas from exhaust manifold 6 Vacuum connection
2 Valve holder 7 Diaphragm
3 Guide 8 Exhaust gas to EGR cooler
4 Valve housing 9 Valve head
5 EGR position sensor
Exhaust gas recirculation cooler

The use of an EGR cooler increases the pipes (almost rectangular cross section). In the
efficiency of exhaust gas recirculation. The process, its thermal energy is transferred to
cooled exhaust gas is able to draw off more the coolant.
thermal energy from the combustion and thus
Different EGR coolers are used for the upper
reduce the maximum combustion
and lower power class. In addition, different
temperature.
EGR coolers are available to the upper power
The EGR cooler in the N47 engines is located class depending on whether the vehicle
downstream of the EGR valve. The engine's concerned has a manual or automatic
coolant flows through it. The exhaust gas is transmission.
fed through this coolant flow in several flat
34 - EGR cooler with bypass

1 Feed from exhaust manifold 4 Bypass
2 Cooling jacket 5 Bypass valve
3 EGR pipe 6 EGR valve
51
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EGR Bypass valve

The EGR cooler for vehicles with manual The vacuum canister is controlled by an
transmission offers a new feature. It is electric changeover valve, which in turn is
equipped with a bypass valve, which allows controlled by the DDE.
the exhaust gas to bypass the EGR cooler
With no negative pressure, the bypass valve is
when required.
closed, i.e. the exhaust gas flows through the
This is useful in the engine warm-up phase for EGR cooler. If no negative pressure is present,
bringing the catalytic converter up to its the bypass valve opens the bypass (located
operating temperature more rapidly. inside the housing of the EGR cooler) and at
the same time closes the supply to the EGR
The bypass valve is adjusted by a vacuum unit.
cooler.
There are two states only: open and closed.
35 - Bypass valve closed and

open

A Bypass valve closed B Bypass valve open
M57D30O2 in X3
The X3 has an exhaust valve (flap) upstream of
the EGR cooler. This flap is closed when the
engine is cold to avoid particles clogging the
EGR cooler.
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The turbocharger is driven by the engine's The speeds of the turbine are between
exhaust gases. The hot, pressurized exhaust 100,000 rpm and 200,000 rpm. The exhaust
gases are directed through the turbine of the inlet temperature may be up to approx. 900
exhaust turbocharger, thus producing the °C.
drive force for the compressor.
The performance of a turbocharged engine
The intake air is precompressed so that a can reach the levels achieved by a naturally
higher air mass enters the combustion aspirated engine with significantly more The exhaust turbocharger consists
chamber in the engine. In this way, it is capacity. However, the boost effect can also of a turbine and compressor
mounted on a common shaft. It
possible to inject and combust a greater be used in a small engine to achieve a certain develops speeds of up to 200,000
quantity of fuel, which increases the engine's output with comparatively reduced rpm and operates at exhaust
temperatures of approx. 900 °C. Up
power output and torque. consumption. to 3 different basic designs of
exhaust turbocharger are used.
These are the exhaust turbocharger
with wastegate, exhaust
Exhaust turbocharger with wastegate turbocharger with VNT and twin
turbocharging with two
turbochargers connected in series.
Wastegate
The simplest form of controlling the boost
pressure is the bypass on the turbine side
which is also known as the wastegate.
The turbine is selected small enough to meet
the requirements in terms of torque at low
engine speeds. Smooth engine operation is
the prerequisite for this system. In this set-up,
more exhaust gas than is required for
developing the boost pressure is fed to the
turbine just before reaching the maximum
torque.
The wastegate allows exhaust gas to flow past
the exhaust turbocharger thus limiting the
boost pressure.
The wastegate is operated by a diaphragm
unit. On the first exhaust turbochargers, this
diaphragm unit was connected to the intake
manifold. The wastegate was opened on
exceeding the boost pressure set at the
control rod and the boost air was
correspondingly limited.
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6
regulate the boost pressure and adapt it to

respective operating conditions over a larger
engine speed range.
Compared to pure pneumatic control that only
limited the boost pressure at full load, flexible
boost pressure control also makes it possible
to set the optimum boost pressure in the
partial load range.
The boost pressure is optimally set as a
function of various parameters such as the
charge air temperature and start of injection.
The wastegate is operated by a diaphragm
unit. Modulated vacuum is applied to this
diaphragm unit, ensuring infinitely variable
control of the wastegate. The vacuum is
modulated by the electropneumatic pressure
converter (EPDW). The electropneumatic
pressure converter is actuated by the DDE.
3 Theoretically, varying the control rod in
"wastegate opens later" direction would
36 - Engine operation line in compressor characteristic map
increase the boost pressure. However, since
the boost pressure is monitored by the DDE
Index Explanation with the aid of a boost pressure sensor, this
A Engine operation line change is detected. A characteristic map
1 Surge line stored in the DDE permits deviations in a
defined range in order to compensate for
2 Turbine speed 60,000 rpm changes in operation. If this range is exceeded
3 Turbine speed 90,000 rpm as the result of manual intervention, a fault will
4 Turbine speed 120,000 rpm be detected as the result of evaluating the
received sensor signals in the DDE. This
5 Turbine speed 140,000 rpm status is indicated by the emission warning
6 Turbine speed 160,000 rpm lamp in the instrument cluster. This will result
in a reduction in the boost pressure and
7 Turbine speed 180,000 rpm
therefore in the engine output. 1
8 Turbine speed 200,000 rpm
9 Vη = 0.75
10 Vη = 0.70
11 Vη = 0.68
12 Vη = 0.65
13 Vη = 0.60
14 Exhaust turbocharger operation
line
Vη = Throughput/efficiency rate yield limit on
the right-hand side corresponds to the choke
line
Since its introduction, the digital diesel
electronics DDE has been responsible for
monitoring and controlling the boost pressure.
The layout of the exhaust turbochargers has
now been redesigned such that the maximum
boost pressure is already reached at lower
engine speeds. This now makes it possible to
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6
VNT
Variable nozzle turbine
(VNT)
In contrast to boost pressure control with the
wastegate where the exhaust gas bypasses
the turbine, with the variable nozzle turbine
system, the entire flow of exhaust gas is
always directed through the turbine.
This is made possible by the variable
geometry of the nozzle turbine, which allows
the flow cross section to be adapted to the
turbine depending on the engine operating
point. This variable configuration enables
effective utilization of the entire exhaust
energy, thus improving the efficiency of the
exhaust turbocharger and therefore of the
engine compared to the wastegate control
system.
The position of the guide vanes is varied by
the boost pressure actuator (diaphragm unit or
electric actuator). The adjustment of the vanes
reduces the flow cross section ("s", see 37 - VNT vane mechanism, "closed"
following graphic). The flow rate of the exhaust
gas and thus the exhaust gas pressure acting
on the turbine wheel increases. The exhaust
gas now additionally acts on the end of the
turbine blades thus additionally boosting the
efficiency by increasing the leverage.
The transfer of power (efficiency
improvement) to the turbine wheel and
compressor is therefore increased, particularly
at low engine speeds. The boost pressure
increases and a higher injection rate can be
authorized by the DDE.
As the engine speed increases, the vanes are
gradually opened so that the power transfer
always remains in equilibrium at the desired
charger speed and required boost pressure
level.
38 - Vane adjustment mechanism
The boost pressure actuator is controlled by
the DDE by means of a pulse width modulated Index Explanation
signal.
1 Control rod
Control rod (1) turns shaft (2) and therefore
displacement ring (3) which in turn moves 2 Shaft
guide vanes (4). The position of the vanes 3 Displacement ring
affects the size of the flow cross section to the 4 Guide vane
turbine wheel.
55
6
40 - Vane adjustment mechanism
This means that there is an additional degree

of freedom in the optimization of
thermodynamic behaviour by comparison with
a conventional exhaust turbocharger (ATL),
which has a permanently constant flow cross
39 - VNT vane mechanism, "open"
section. Furthermore, the exhaust
The guide vanes are wide open when a large turbocharger with VNT does not need a
volume of exhaust gas now flows through the wastegate valve.
turbine at high engine speed. The leverage at
which the exhaust gas hits the turbines is
reduced.
56
6
Twin turbocharging
Due to the operating principle as previously
mentioned, the design of a turbocharger
always involves a conflict of objectives.
A small exhaust turbocharger responds
quickly and provides ample torque at low
engine speeds. However, its power output is
limited as it quickly reaches the surge and
choke line. Although it can generate high
pressures, the volumetric flow is limited due to
its size. 41 - Advantages of two-stage exhaust turbocharging
A large exhaust turbocharger is capable of Index Explanation

producing high power output levels at high
engine speeds. However, it responds P Engine output
sluggishly and is not capable of generating a t Response characteristic
high boost pressure at low engine speeds.
One solution to elevate this conflict of Engine Boost pressure
objectives is the use of variable nozzle turbine (absolute) [bar]
technology as implemented in the majority of N47D20T0 3.0
BMW diesel engines. The flow cross section is
adapted to the engine operating point by N47 2.6
adjusting the vanes of the turbine wheel. M57D30T1 2.85
Nevertheless, the effect of this system is M57D30T2 2.95
limited so that the entire operating range of
the engine cannot be optimally covered. The two turbochargers can be variably
The ideal solution would be to have two combined providing an optimum for the entire
exhaust turbochargers. One small operating range. This interplay is made
turbocharger for quick response and one large possible by various flaps and valves.
turbocharger for maximum output yield. These are:
Precisely this configuration has now been • Turbine control valve (exhaust side)
developed for BMW twin turbo diesel engines.
Two series-connected exhaust turbochargers • Compressor bypass valve (air side)
are used. A small turbocharger for the high • Wastegate (exhaust side)
pressure stage and a larger turbocharger for
the low pressure stage. The two
turbochargers do not have variable vanes.
57
8
Design in 3D animation
To aid understanding, the design and the flap The buttons underneath the graphic can be
position are replicated by means of the used to control the flap position as a function
following animation. of the engine speed range.
The animation is started by clicking on the The animation is supported by Adobe Reader
graphic with your mouse. version 7.08 or more recent versions.

1 High-pressure stage 5 Compressor bypass valve
2 Low-pressure stage 6 Vacuum canister for the
compressor bypass valve
3 Turbine control valve 7 Wastegate valve
4 Vacuum canister for the 8 Vacuum canister for the
turbine control valve wastegate valve
58
6
High pressure stage Turbine control valve
42 - High pressure stage, N47D20T0 engine
44 - Turbine control valve, N47D20T0 engine

The high pressure stage is the smaller of the
two exhaust turbochargers. This is designed The turbine control valve opens a bypass
as a so-called "integral manifold" as the channel on the exhaust side to the low
housing for the exhaust turbocharger and the pressure stage (past the high pressure stage).
exhaust manifold are one single cast unit. It is operated pneumatically by a vacuum unit
The high pressure stage is not connected by a and can be variably adjusted.
valve. An electropneumatic pressure converter
The oil inlet and outlet provides the necessary (EPDW) applies vacuum to the vacuum unit.
lubrication of the bearing. In development, the turbine control valve is
referred to as the main control valve.
Low pressure stage
43 - Low pressure stage, N47D20T0 engine
The large exhaust turbocharger houses the

turbine control valve and wastegate. It is
mounted on the exhaust manifold and is
additionally supported against the crankcase.
The low pressure stage also has a separate oil
supply for the bearing.
59
6
Compressor bypass valve Wastegate
46 - Wastegate, N47D20T0 engine

45 - Compressor bypass valve, N47D20T0 engine
On reaching the nominal engine output, the
The compressor bypass valve controls the
wastegate opens to avoid high boost and
bypass of the high pressure stage on the air
turbine pressures. A part of the exhaust gas
intake side. It is operated pneumatically by a
flows via the tailgate past the turbine of the low
vacuum unit. The compressor bypass valve is
pressure stage. It is operated pneumatically by
either fully opened or completely closed.
a vacuum unit. The wastegate can be variable
An electric changeover valve (EUV) applies adjusted.
vacuum to the vacuum unit.
An electropneumatic pressure converter
(EPDW) applies vacuum to the vacuum unit.
60
6
Sensors - exhaust system
Exhaust temperature sensor

The DDE requires the exhaust temperature for Version with 2 exhaust temperature
controlling regeneration of the diesel sensors (EURO3 + EURO4) Three different types of sensor are
particulate filter. The exhaust temperature used in the exhaust system. These
One exhaust temperature sensor is located sensors detect the exhaust
sensor is designed as an NTC resistor sensor
upstream of the oxidation catalytic converter temperature, exhaust backpressure
(the resistance decreases as temperature and exhaust composition (oxygen
and the other upstream of the diesel sensor). The location and number of
increases). exhaust temperature sensors vary
particulate filter. depending on the type of vehicle.
Temperatur Resistance Voltage An exhaust temperature in excess of 240 °C is
e required for regenerating the filter. Initiating
-40 °C approx. 96 kΩ approx. 4.95 the filter generation procedure at
V temperatures below 240 °C would produce
white smoke caused by excess hydrocarbon
±0 °C approx. 30 kΩ approx. 4.84 (HC). The exhaust temperature sensor
V upstream of the oxidation catalytic converter
+100 °C approx. 2.79 kΩ approx. 3.68 ensures the regeneration procedure is only
V enabled at temperatures above 240 °C.
+800 °C approx. 31.7 kΩ approx. 0.15 The exhaust temperature upstream of the
V diesel particulate filter is registered in order to
control post-injection and therefore the
3 The electrical supply line must not be exhaust temperature itself ahead of the diesel
subjected to a pulling force of more than 80 N. particulate filter. Depending on the type of
Sensors that have been dropped must not be vehicle, the exhaust temperature sensor
used again. 1 upstream of the diesel particulate filter sets a
temperature between 580 °C - 610 °C based
on the post-injection volume.
61
6
47 - E60 Exhaust system with M57D30O1 engine

1 Exhaust temperature sensor 5 Exhaust temperature sensor
2 Oxygen sensor 6 Oxidation catalytic converter
3 Connecting pipe, exhaust 7 Diesel particulate filter
backpressure sensor
4 Exhaust backpressure sensor
Index Explanation
1 Exhaust backpressure connection
2 Oxygen sensor
3 Exhaust temperature sensor
5 Oxidation catalytic converter
6 Diesel particulate filter
48 - Catalytic converter and DPF with sensors, M67D44O1 engine
62
6
Exhaust system with one exhaust upstream of the diesel particulate filter is
temperature sensor (EURO4) replaced by a characteristic map in the DDE.
Currently, however, a second exhaust
In line with the introduction of the oxidation
temperature sensor is again used upstream of
catalytic converter and the diesel particulate
the diesel particulate filter as the characteristic
filter in one housing, only one exhaust
map cannot provide the required degree of
temperature sensor upstream of the oxidation
accuracy.
catalytic converter was used. The sensor
Oxygen sensor
More stringent exhaust emission limits have injection volume by correspondingly adjusting
rendered necessary more accurate control of the EGR valve, thus establishing the correct
the exhaust gasses. The mean quantity fuel-air ratio.
adaptation (MMA) makes it possible to comply
The MMA is not an "instantaneous" regulation
with the specified limits with a corresponding
but an adaptive learning process. In other
safety margin. This is necessary as the
words, the injection volume error is taught into
emission limits must still be maintained
an adaptive characteristic map that is
despite component tolerances and operating
permanently stored in the control unit.
influences.
With mean quantity value adaptation the fuel-
3 The MMA characteristic map must be
reset with the aid of the BMW diagnosis
air ration (lambda) is adjusted by
system after replacing one of the following
corresponding adaptation of the exhaust gas
components:
recirculation. This feature compensates for
any inaccuracies relating to manufacturing • Hot-film air mass meter
tolerances of the hot-film air mass meter or of
• Fuel injector(s)
the fuel injectors. This function was used for
the first time on the E83 with the M57TU • Rail-pressure sensor 1
engine.
For optimum combustion, a diesel engine is
An injection volume averaged across all operated with a fuel-air ratio of λ > 1, i.e. rich in
cylinders is calculated from the fuel-air ration oxygen. λ = 1 signifies a mixture of 1 kg fuel
measured by the oxygen sensor and the air with 14.5 kg air.
mass measured by the HFM. This value is
The oxygen sensor is located at the inlet to the
compared with the injection volume specified
shared housing of the diesel particulate filter
by the DDE. If a discrepancy is detected, the
(DPF) and oxidation catalytic converter.
fresh air mass is adapted to match the actual
63
6
Control sensor with rising characteristic The oxygen pump cell (items 7, 11 and 12)
and the Nernst concentration cell (items 4, 5
and 6) are arranged such that there is a
diffusion gap (8) of about 10 to 50 µm
between them. The diffusion gap is
connected via an exhaust inlet hole (9) to the
exhaust gas. On the one side, the Nernst
concentration cell is connected via a reference
air channel (3) and opening to the surrounding
atmosphere. On the other side, it is exposed to
the exhaust gas over a diffusion gap (8).
The exhaust gas passes through the gas inlet
hole and enters the diffusion gap of the Nernst
49 - Control sensor with rising characteristic
concentration cell. Initially, the same oxygen
concentration as in the exhaust gas is
The control sensor with rising characteristic is established in the diffusion gap. In order to
a type LSU 4.9 broadband oxygen sensor achieve λ = 1 in the diffusion gap, the Nernst
supplied by Bosch. This broadband oxygen concentration cell compares the exhaust gas
sensor is installed upstream of the catalytic in the diffusion gap with the ambient air in the
converter close to the engine. reference air channel.
The oxygen concentration in the exhaust gas 3 It is extremely important to ensure that the
can be determined over a large range with the cable connection to the oxygen sensor is free
broadband oxygen sensor. This makes it of soiling so that the ambient air can enter the
possible to determine the fuel-air ratio in the reference air channel. It is therefore necessary
combustion chamber. to protect the plug connection from soiling,
washing agents, preservatives etc. 1
The broadband oxygen sensor is capable of
providing accurate measurements not only at
λ = 1 but also at λ < 1 (rich) and λ > 1 (lean).
The broadband oxygen sensor supplies a
distinct, steady-state electrical signal from λ =
0.7 to λ = ∞ (λ ∞ = air).
The oxygen sensor is connected by 5 lines to
the connector housing. The following
connections lead into the housing:
• Pump current, positive
• Pump current and Nernst voltage, negative
• Heating, negative
• Heating, positive
• Nernst voltage, positive
3 A compensating resistor that
compensates for production tolerances is
integrated in the oxygen sensor connector.
This resistor is connected to a free contact.
1
The measuring cell of the broadband oxygen
sensor is a zirconium dioxide ceramic material
ZrO2. It is designed as the combination of a
Nernst concentration cell (sensor cell with the
function of an oxygen sensor with erratic
characteristic) and an oxygen pump cell that
transports oxygen ions.
64
6
50 - Design of broadband
oxygen sensor

1 Insulation layer 8 Diffusion gap
2 Heating element 9 Porous diffusion barrier
3 Reference air channel 10 Exhaust inlet hole
4 Inner electrode, reference cell 11 Ceramic layer made of ZrO2
5 Ceramic layer made of ZrO2 12 Outer electrode, oxygen pump cell
6 Outer electrode reference cell 13 Protective layer
7 Inner electrode, oxygen pump cell
65
6
51 - Broadband oxygen sensor with lean mixture

1 Exhaust pipe 7 Connection, oxygen sensor
heater, negative
2 Connection, outer electrode of 8 Pump current in mA
oxygen pump cell, positive (red = positive)
3 Connection, inner electrode of 9 Evaluator circuit
oxygen pump cell, negative
4 Connection, outer electrode of 10 Reference voltage in V (< 450 mV
reference cell, negative = blue)
5 Connection, inner electrode of 11 Oxygen ion flow initiated by pump
reference cell, positive current
6 Connection, oxygen sensor O2 Oxygen ions
heater, positive
By applying a pump voltage to the outer diffusion gap. Conversely, in the case of
electrode (2) and inner electrode (3) of the exhaust gas from rich combustion, the oxygen
oxygen pump cell, oxygen can be pumped in ions, resulting from catalytic decomposition of
or out from the exhaust gas through the CO2 and H2O at the outer electrode of the
porous diffusion barrier into the diffusion gap. pump cell, are pumped out of the surrounding
An evaluator circuit (9) in the DDE controls this exhaust gas into the diffusion gap. No oxygen
voltage applied at the pump cell with the aid of ions need to be transported at λ = 1. The
the Nernst concentration cell such that the pump current is zero. The pump current is
composition of the gas in the diffusion gap is proportional to the oxygen ion concentration in
always at a constant λ = 1. In the case of the exhaust air and therefore a measure for the
exhaust gas from lean combustion, the oxygen fuel-air ratio λ.
pump cell pumps the oxygen ions out of the
66
6
52 - Broadband oxygen sensor with rich mixture

heater, negative
oxygen pump cell, positive (blue = negative)
3 Connection, outer electrode of 9 Evaluator circuit
4 Connection, outer electrode of 10 Reference voltage in V
reference cell, negative (> 450 mV = red)
heater, positive
67
6
53 - Broadband oxygen sensor, λ = 1

heater, negative
oxygen pump cell, positive (grey = zero)
3 Connection, outer electrode of 9 Evaluator circuit
4 Connection, outer electrode of 10 Reference voltage in V
reference cell, negative ( 450 mV = green)
heater, positive
The following diagram shows the correlation
between pump current and fuel-air ratio λ.
68
6
Index Explanation
A Characteristic curve
1 Fuel-air ratio λ
2 Pump current
54 - Pump current/fuel-air ratio diagram
Exhaust backpressure sensor

The DDE requires the exhaust backpressure Absolute pressure Voltage
sensor for controlling regeneration of the
diesel particulate filter. 0.6 bar approx. 1.9 V
The exhaust backpressure sensor is 1.0 bar approx. 2.65 V
connected by means of a hose to the exhaust 2.0 bar approx. 4.5 V
system after the oxidation catalytic converter
and before the diesel particulate filter. The 3 If the sensor fails, the DDE initiates filter
reason for the distance from the exhaust regeneration every 500 km and a fault code
system is the high temperatures radiated by entry is stored in the DDE. 1
the exhaust system and impurities that could
otherwise affect the sensor element. The
hose connection must face downward. The
sensor is mounted on the engine.
The exhaust back pressure sensor measures
the pressure ahead of the diesel particulate
filter. The DDE will initiate regeneration of the
diesel particulate filter if the pressure rises
above a permissible value.
The exhaust backpressure is applied to the
diaphragm with the sensor element (piezo-
element). Ambient pressure acts on the other
side of the diaphragm. The deflection of the
diaphragm is converted by the sensor element
into an electrical signal. The evaluator circuit
processes the signal and sends an analogue
voltage signal to the DDE. The voltage signal
is applied in linear form as the exhaust
backpressure increases.
69
6
Oxidation catalytic converter
Design and function

The oxidation catalytic converter is Ceramic substrate
accommodated in a stainless steel housing
The walls of the monolith are extremely thin to
and is firmly embedded in a damping mat.
minimize resistance to flow. The walls are only
The oxidation catalytic converter
reduces hydrocarbons and carbon
A monolith (ceramic body) or metal substrate approx. 0.3 mm thick.
monoxide under all operating serves as the carrier.
conditions. An important
characteristic is its rapid response.
Its location varies depending on the
An important factor is to ensure as large a
type of vehicle and version. surface as possible so that large quantities of
exhaust gas can be processed. The substrate
is made up of thousands of channels (pores)
through which the exhaust gas flows. The
channels are approx. 1 mm wide.
56 - Ceramic substrate
The advantages of the ceramic substrate are

the improved recovery of the precious metals,
the cost-effective manufacture and the more
constant operating temperature.
The ceramic substrate is made of magnesium
aluminium silicate with low thermal expansion
and high heat resistance. The melting point is
above 1400 °C.
55 - Catalytic converter and DPF with sensors, M67D44O1 engine
Index Explanation
1 Exhaust backpressure connection
2 Oxygen sensor
6 Diesel particulate filter
70
6
Metal substrate substrate (1) to increase the available surface.

This intermediate layer increases the effective
The risk of mechanical damage or burn-
surface of the monolith by a factor of 700. The
through is lower with the metal substrate and
oxygen storage capability is also increased.
the wall thickness can be reduced to approx.
The promoters boost the catalytic effect of the
0.05 mm. The metal substrate is made from
active noble metal layer. This noble metal layer
extremely thin steel foil.
(3) is vaporized microscopically thin onto the
intermediate layer. The noble metal used for
this purpose in oxidation catalytic converters
for diesel engines is platinum and possibly
palladium which enhance the oxidation
processes.
Exhaust composition
57 - Metal substrate
The advantages of the metal substrate can be

found in its impact resistance, heat resistance,
short heating-up phase and the lower
backpressure.
59 - Exhaust gas composition of a diesel engine before exhaust treatment
Design
The following deals with treatment of the
exhaust components illustrated in the above
graphic. To simplify the representation, the
illustration only shows the constituents that
generally undergo a change in the catalytic
converter or diesel particulate filter.
58 - Structure of the oxidation catalytic converter
Index Explanation
1 Ceramic substrate or metal
substrate
2 Intermediate layer
3 Noble metal layer
An intermediate layer (2), consisting of

aluminium oxide (Al2O3) with promoters, is
applied on the ceramic substrate (1) or metal
71
6
Function
60 - Function of the oxidation catalytic converter
Exhaust constituents before the oxidation Exhaust constituents after the oxidation
catalytic converter catalytic converter
61 - Exhaust constituents after the oxidation catalytic converter
Index Explanation
O2 Oxygen 62 - Exhaust constituents before the oxidation catalytic converter
HC Hydrocarbon The exhaust constituents remain in the

CO Carbon monoxide catalytic converter for several hundredths of a
SO2 Sulphur dioxide second. For the gas molecules this is sufficient
time to reach the surface of the catalyst as a
NO Nitrogen monoxide result of the high diffusion pressure and react
H2O Water with the surface. Owing to their size, the
C Carbon particles contained in the exhaust gas have a
lower diffusion rate that is approximately 100
CO2 Carbon dioxide to 1000 times lower than that of molecules.
SO3 Sulphur trioxide This means separation or reaction takes place
only to a limited extent.
NO2 Nitrogen dioxide
72
6
The high propensity of the oxidation catalytic • (2SO2 + O2 => 2SO3) depending on the
converter to convert gaseous substances sulphur content in the fuel!
results in the formation of SO3 from SO2 and
Soot particles flow through the oxidation
therefore in a substantial increase in the total
catalytic converter unimpeded. Due to the
particulate mass depending on the
high oxygen content of the exhaust gas, the
composition of the fuel. In addition, the
oxidation catalytic converter starts to work at
oxidation catalytic converter converts NO to an
approximately 170 °C. Above around 350 °C,
increasing extent to NO2. NO2 is required for
the particle emissions begin to increase again.
the downstream diesel particulate filter or
Sulphates form due to the sulphur content of
particulate trap catalytic converter.
the fuel (sulphur-oxygen compounds).
The near engine oxidation catalytic converter Lowering the sulphur content in the fuel
ensures the conversion of the following contributes to reducing particle formation and
exhaust gas constituents across the entire therefore to reducing the particle mass.
operating range:
• 2NO + O2 => 2NO2
• 2CO + O2 => 2CO2
• CxHy + (x+y/4)O2 => xCO2 + y/2 H2O Application examples
Catalytic converter coating on EU4 vehicles:
Platinum : palladium ratio

in g/dm3 (g/ft3)
Palladium (Pd)
Transmission
Filter volume
Platinum (Pt)
weight in g
weight in g
Coating
Engine
Model
in l
E60/E61 M57D30O2 Manual 1.127 7.06 (200) 5.31 2,65 2:1

E60/E61 M57D30O2 Automatic 1.127 5.30 (150) 3.98 1.99 2:1
E90/E91 M57D30O2 Manual 1.127 7.06 (200) 5.31 2.65 2:1
E90/E91 M57D30O2 Automatic 1.127 5.30 (150) 3.98 1.99 2:1
E70 M57D30O2 Automatic 1.127 5.30 (150) 3.98 1.99 2:1
The oxidation catalytic converter is coated in

zones. This means that the coating at the
catalytic converter inlet is greater than at the
outlet. The reason for this is that the exhaust
gasses at the inlet to the catalytic converter
are hotter and the effect is greater with a
thicker coating at the inlet.
73
6
Diesel particulate filter
Design and function

Design Function
The diesel particulate filter filters the The diesel particulate filter is accommodated The diesel particulate filter ensures the
carbon substances out of the
exhaust gas, buffers them and in a stainless steel housing and is firmly conversion of the following exhaust gas
initiates conversion from carbon to
CO2. Other solid particles contained
embedded in a damping mat. constituents:
in the exhaust gas are permanently
stored. It also supplements the The design of the diesel particulate filter is • C + 2NO2 => CO2 + 2NO
oxidation catalytic converter while very similar to that of the oxidation catalytic
converting CO to CO2. • C + O2 => CO2
converter. A monolith (ceramic body) serves
as the carrier. • 2CO + O2 => 2CO2
In the same way as the oxidation catalytic The coating helps to achieve a reduction in the
converter, the diesel particulate filter is made soot ignition temperature and thus to
up of thousands of channels (pores) through guarantee good regeneration characteristics
which the exhaust gas flows. The difference is of the diesel particulate filter.
that the walls a porous, enabling the gaseous
The exhaust gases flow out of the oxidation
substances to flow through them.
catalytic converter and into the inlet ducts of
As on the oxidation catalytic converter, the the diesel particulate filter. These are closed at
surface is coated with the noble metals their ends. Each inlet duct is surrounded by
platinum and palladium. four exhaust ducts.
The soot particles deposit on the coating of
the inlet ducts and remain there until they are
combusted as a result of an increase in the
exhaust temperature. The cleaned exhaust
gas flows out of the exhaust ducts through the
coated, porous filter walls.
In the long term, the soot particles that collect
on the filter walls would clog up the diesel
particulate filter. It is therefore necessary to
burn off these soot particles. This happens
when the exhaust temperature rises above the
soot ignition temperature. This process is
known as filter regeneration. The carbon
63 - E60 Diesel particulate filter with M57TU2 TOP engine particles are converted to gaseous carbon
dioxide (CO2).
64 - Cross section of the diesel particulate filter
74
6
Soot particles have a relatively high ignition It is necessary to periodically change the filter
temperature. These temperatures are as the deposited ash gradually blocks the
achievable during permanent full load pores thus increasing the backpressure. The
operation. It complements the natural higher backpressure results in shorter
regeneration supported by the upstream regeneration intervals. The DDE calculates the
oxidation catalytic converter through the remaining time from the fuel consumption and
formation of NO2. the measured exhaust backpressure.
The exhaust temperature required is not 3 If the sulphur content in the diesel fuel is
usually achieved if a diesel engine runs > 50 - 100 ppm, there is a possibility of heavy
permanently in the partial load range. The white smoke development and a sulphur
particles retained in the diesel particulate filter odour from the exhaust tailpipe. 1
increase the exhaust backpressure.
A pressure sensor records the increase in
pressure upstream of the diesel particulate
filter, a regeneration can be initiated.
To this end, the intake air is throttled by the
throttle valve so that less cool air flows into the
cylinder, which would otherwise draw heat
away from the exhaust gas. A delayed injection
start and a secondary injection also increase
the exhaust temperature.
The conversion of nitrogen monoxide to
nitrogen dioxide in the oxidation catalytic
converter brings about a reduction in the
ignition temperature of the soot particles,
thereby promoting the regeneration of soot
particles in the diesel particulate filter.
3 The diesel particulate filter retains all
particles. These include non-regenerative
particles, such as oil ash, swarf and additive
residues. The non-regenerative particles
gradually lead to a blockage of the diesel
particulate filter over time. Over a distance of
1000 km, approx. 0.6 grams of powder ash are
deposited in the rear third of the diesel
particulate filter.
The diesel particulate filter is therefore subject
to a replacement interval. The replacement
interval can be anywhere between 160,000
km and 220,000 km. 1
75
6
65 - Diesel particulate filter

M57TU engines

1 Exhaust gas from oxidation 5 Inlet channel
catalytic converter
2 Exhaust temperature sensor 6 Outlet channel
3 Diesel particulate filter 7 Particle-free exhaust to silencer
4 Filter element locking device
76
6
66 - Function of diesel particulate filter
Exhaust constituents before the diesel Exhaust constituents after the oxidation
particulate filter: catalytic converter
68 - Exhaust constituents after the diesel particulate filter
67 - Exhaust constituents before the diesel particulate filter
Index Explanation
O2 Oxygen
SO2 Sulphur dioxide
H2O Water
C Carbon
CO2 Carbon dioxide
SO3 Sulphur trioxide
NO2 Nitrogen dioxide
NO Nitrogen monoxide
77
6
The DDE determines the soot accumulation in sensor and the exhaust temperature
the diesel particulate filter based on the engine sensor(s). Cyclic regeneration takes place in
operating point. Regeneration can take place the same way as continuous regeneration
continuously or cyclically. without any noticeable effects on vehicle
handling.
• Continuous regeneration:
Depending on the load point, this
In a slow oxidation process, the soot
regeneration procedure is carried out by
particles are converted directly to carbon
specifically throttling the intake air
monoxide (CO) carbon dioxide
combined with 1 or 2 post-injection cycles.
(CO<subscript>2</subscript>) in operating
The energy made available by the fuel is
ranges where the exhaust temperature is
converted into heat, raising the exhaust
above the ignition temperature of the soot
temperature to approx. 620 °C. The soot is
(> 350 °C). The nitrogen oxide (NO2) in the
now burned off by the residual oxygen (O2)
exhaust gas is used as the oxidizing agent.
contained in the exhaust gas. The
If the exhaust temperature is not sufficiently regeneration process can take up to several
high for this process, the soot particles are minutes. The regeneration intervals greatly
initially collected in the diesel particulate depend on the load collective of the vehicle
filter and then burnt off the next time the in the last 500 km.
exhaust temperature is elevated.
Depending on the driving profile, a filter
• Cyclic regeneration: regeneration cycle is additionally initiated
every 700 - 2500 kilometres. The diesel
Targeted regeneration is initiated if
particulate filter is regenerated every 500
operating conditions do not allow for
km in the event of the pressure sensor or
continuous regeneration of the diesel
temperature sensors failing.
particulate filter (e.g. prolonged partial load
operation in urban traffic at low exhaust
Application examples
temperatures).
Diesel particulate filter coating on EURO4
This procedure is initiated based on the
vehicles:
signals from the exhaust backpressure
Platinum : palladium ratio

(Zone 1 + Zone 2)
Filter volume in l
Zone 1 : Zone 2
in g/dm3 (g/ft3)
Palladium (Pd)
Transmission
Platinum (Pt)
weight in g
weight in g
Coating
Engine
Model
E60/E61 M57D30O2 Manual 3.94 3.18 (90) : 0.71 (20) 5.31 2.65 2:1
E60/E61 M57D30O2 Automatic 3.94 2.47 (70) : 0.71 (20) 3.98 1.99 2:1
E90/E91 M57D30O2 Manual 3.94 3.18 (90) : 0.71 (20) 5.31 2.65 2:1
E90/E91 M57D30O2 Automatic 3.94 2.47 (70) : 0.71 (20) 3.98 1.99 2:1
E70 M57D30O2 Automatic 3.94 2.47 (70) : 0.71 (20) 3.98 1.99 2:1
The diesel particulate filter is coated in zones.

The diesel particulate filter is divided into two
zones each of 50 %. The coating in zone 1 is
thicker than that in zone 2. The reason for this
is that the exhaust gasses at the inlet to the
diesel particulate filter are hotter and the effect
is greater with a thicker coating at the inlet.
78
6
Particulate trap catalytic converter
Design and function

The particulate trap catalytic converter was • It is not a filter but rather a catalytic
used for the first time on the E87 with converter with soot particle separator.
automatic transmission. The reason was that The particulate trap catalytic
• The maximum filtration efficiency is 50 %
an automatic transmission vehicle has a higher converter makes it possible to
compared to a diesel particulate filter. reduce particle emission by up to 50
mechanical loss and the engine therefore % by simple means. The particulate
trap catalytic converter is a simple
operates under higher load. This has a • Its operation requires no sensors. separator system with no sensors.
negative effect on soot formation and
therefore on particle emissions. Design
For this reason, particulate trap catalytic The particulate trap catalytic converter is
converters were used for E87 and E90 housed near-engine in a stainless steel
vehicles with M47TU2 engine and automatic housing together with the oxidation catalytic
transmission. converter. The particle separator is made of
metal. Layers of corrugated metal alternate
In contrast to the diesel particulate filter, the
with a metal fibre mesh.
particulate trap catalytic converter is designed
as a simple separator system with no sensors.
The particulate trap catalytic converter is
required in order to comply with EURO4
emission legislation with a safety margin in all
operating ranges.
69 - Particulate trap catalytic converter, M47TU2 engines
Index Explanation
1 Particulate trap catalytic converter
3 Particle separator
The particulate trap catalytic converter differs

from the diesel particulate filter by following
features:
79
6
70 - Metal substrate of soot

particle separator

1 Metal fibre mesh 2 Corrugated layer
The particle separator has many openings in

the corrugated layers (2). These openings are
designed as baffles. The openings create
crossconnections to the channels. In this way,
a proportion of the exhaust flow and therefore
approx. 50 % of the particles are diverted over
the baffles through the metal fibre mesh (1).
The particles contained in the exhaust gas
retained by the metal fibre mesh. The soot
particles are converted when the exhaust
temperature increased to above 350 °C.
Through oxidation (oxygen), the soot (carbon)
is converted to carbon dioxide (CO2). The
nitrogen oxide (NO2) produced in the oxidation
catalytic converter is used as the oxidizing
agent.
80
6
Silencer
Silencing
Various silencing options are available. Using the E90 rear silencer as an example, the
Silencing can be achieved by absorption, following describes the function of different
reflection or interference. types of silencing systems.
The design layout of the silencer is adapted to The silencer system contributes to
the respective model and package space. optimum vehicle performance. A
further task is to accommodate the
corresponding systems for reducing
pollutant and noise emissions.
71 - E90 Rear silencer

1 Long exhaust route through two 3 Medium exhaust route through
chambers one chamber
2 Direct exhaust route
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6
Absorption Reflection
The higher (particularly annoying) frequencies Targeted design layout cancels out noise
are absorbed by sound-insulating materials energy by way of echo effects.
(basalt fibres, steel wool) or the sound energy
is converted into frictional heat.
72 - Absorption
Index Explanation
A Sound-insulating material
73 - Reflection
B Outlet pipe
C Inlet pipe Index Explanation
1 Incoming sound A Silencer chamber
2 Noise reduction B Inlet pipe
3 Outgoing sound C Outlet pipe
1 Incoming sound
The incoming sound (1) that occurs at a
certain frequency and amplitude is directed 2 Echo
through the sound insulation material (A). The 3 Result
noise level (2) is reduced in the sound
4 Higher frequency sound
insulation material. The outgoing sound (3)
exits the silencer via the outlet pipe. 5 Lower frequency sound
The silencer chamber (A) in the reflection

system is designed such that the sound is
reflected phase-offset. The sound (1) coming
from the inlet pipe (B) which has a certain
frequency hits the opposite side and is
reflected phase-offset by 180°. An echo (2) is
created. The incoming sound and echo
mutually cancel each other out. The result (3)
is that the corresponding frequency is
eliminated. Higher frequency sound (4) or
lower frequency sound (5) can barely be
influenced.
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6
Interference (inflections) of different length. The paths of

different length are achieved by
A part of the sound energy is cancelled out
corresponding design of the silencers.
when coinciding after passing through turns
74 - Interference

A Inlet pipe, silencer I Chamber 2
B Outlet pipe, silencer J Chamber 3
C Inlet pipe, chamber 3 1 Incoming sound
D Outlet pipe, chamber 3 2 Sound transfer
E Inlet pipe, chamber 1 3 Incoming sound, chamber 3
F Outlet pipe, chamber 1 4 Incoming sound, chamber 1
G Outlet pipe, silencer 5 Outgoing sound, chamber 1
H Chamber 3 6 Result
In the interference system, the incoming

sound (1) via chamber 3 (H) passes through
chamber 1 (J) as outgoing sound chamber 1
(5) and in chamber 2 (I) comes up against the
sound from the sound transfer point (2). Due
to the different length of the path, the sound is
eliminated in a similar way as in the reflection
system. The frequency range is now
substantially reduced as the sound result (6).
83
6
Examples
E87 with M47D20O2 engine
75 - E87 exhaust system with

M47D20O2 engine

A Exhaust system, M47D20O2 2 Decoupling element
engine with manual transmission
B Exhaust system, M47D20O2 3 Intermediate silencer
engine with automatic
transmission
1 Oxidation catalytic converter with 4 Rear silencer
diesel particulate filter or
particulate trap catalytic converter
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6
E87 with N47 engines
76 - E81/E87 Exhaust system, N47 engines

1 Rear silencer 7 EGR bypass actuator
2 Intermediate silencer 8 Exhaust turbocharger
3 Exhaust backpressure sensor 9 VNT actuator
4 Exhaust manifold 10 Oxidation catalytic converter and
diesel particulate filter
5 EGR valve 11 Oxygen sensor
85
6
E60 with M57TU2 engines
77 - E60 Exhaust system, M57TU2 engines

1 Exhaust backpressure sensor 6 Diesel particulate filter
2 Connecting pipe 7 Decoupling element
3 Oxygen sensor 8 Exhaust temperature sensor
4 Oxidation catalytic converter 9 Intermediate silencer
5 Exhaust temperature sensor 10 Rear silencer
86
6
Decoupling element The low frequency noise emission drops by up

to 10 decibels. The perceivable volume is
The decoupling element makes it possible to
halved.
compensate for relative movements of the
engine with respect to the vehicle body in all The frequency and tone increase at higher
directions. engine speeds. There is then no longer any
point in damping the low frequency noise
The freedom of movement is ensured by the
emission. The rolling and driving noise is then
fact that the inner sleeve is secured only at one
prevalent and the low frequency noise
end and the other end can be displaced. The
emission retreats to the background.
gaiter at both ends provides a gas-tight seal.
The most important factor at high engine
speeds is to reduce the exhaust backpressure.
This is made possible by opening the exhaust
flap and the engine can reach its full power
output.
The exhaust flap is controlled by a vacuum unit
(1) mounted on the tailpipe. The vacuum
required for activation is supplied by the
engine vacuum system via a hose line up to
the electrical changeover valve. The electrical
changeover valve is controlled by the DDE and
applies the vacuum to the vacuum unit as
required. The exhaust flap is closed.
78 - Decoupling element, N47 engines
Index Explanation
1 Braided sleeve
2 Gaiter
3 Inner sleeve
79 - Exhaust flap
Tailpipe
The shape and length of the tailpipe are Index Explanation
adapted to the exhaust system. The length of 1 Vacuum unit
the tailpipe also contributes to noise
reduction.
Exhaust flap
A low frequency noise emission prevails at low
engine speeds and in coasting mode.
Approximately two thirds of the low frequency
noise emission is swallowed up when a
tailpipe is closed off at low engine speeds.
87
6
Activation of the exhaust flap depends on the graphic shows the positions of the exhaust
respective operating conditions. The following flap as a function of the operating conditions.
80 - Exhaust flap operating ranges

A Normal engine operation 2 Exhaust flap closed
B Regeneration of diesel particulate 3 Exhaust flap open
filter
1 Load 4 Engine speed
88
6
Vacuum system
System overview
N47D20T0 Engine
The vacuum system is required for

the purpose of actuating various
flaps and valves. The main task is to
provide power assistance for the
braking system. In addition, vacuum
is supplied to various components
on the engine.
81 - Vacuum system, N47D20T0 engine

1 Electric changeover valve (EUV) 9 Electric changeover valve
2 Vacuum unit for EGR bypass valve 10 Vacuum unit for compressor bypass
valve
3 Electropneumatic pressure 11 Electropneumatic pressure
converter (EPDW) converter
4 Vacuum unit for EGR valve 12 Vacuum unit for wastegate
5 Brake booster 13 Vacuum reservoir
6 Non-return valve 14 Non-return valve
7 Electropneumatic pressure 15 Vacuum pump
converter
8 Vacuum unit for turbine control valve
To simplify assignment, the vacuum lines from Component Colour

several valves to the vacuum units are marked
in colour. This colour code is also used for the Turbine control valve Blue
actual components. Compressor bypass valve Red
Wastegate Black
EGR bypass valve Red
EGR valve Blue
89
6
M57D30T1 Engine
82 - Vacuum system, M57D30T1 engine

1 Electropneumatic pressure 11 Vacuum unit for EGR valve
converter
2 Vacuum unit for compressor bypass 12 Electric changeover valve
valve
3 Electric changeover valve 13 Engine mount
4 Vacuum unit for turbine control valve 14 Electric changeover valve
5 Vacuum reservoir 15 Vacuum unit for swirl flaps
6 Electropneumatic pressure 16 Electric changeover valve
converter
7 Vacuum unit for wastegate 17 Vacuum unit for exhaust flap
8 Non-return valve 18 Brake booster
9 Vacuum pump 19 Non-return valve
10 Electropneumatic pressure
converter
90
6
M57D30T2 Engine
83 - Vacuum system, M57D30T2 engine
91
6

1 Brake booster 17 Vacuum line, EPDW wastegate
2 Non-return valve 18 Vacuum unit for wastegate
3 EUV swirl flaps 19 Vacuum line, EUV engine mount
4 Vacuum unit for swirl flaps 20 Engine mount
5 Vacuum line, EUV engine mount 21 Vacuum reservoir
6 Vacuum line, engine mount 22 Vacuum unit, EPDW turbine control
valve
7 Variable engine mount 23 Vacuum line, EPDW turbine control
valve
8 Vacuum distributor 24 Vacuum line, EUV compressor
bypass valve
9 Vacuum unit for EGR valve 25 EUV compressor bypass valve
10 Vacuum line, EPDW wastegate 26 Vacuum line, EUV compressor
bypass valve
11 Vacuum line, vacuum reservoir 27 EPDW wastegate
12 Vacuum line, brake booster 28 EPDW turbine control valve
13 Non-return valve 29 EPDW EGR valve
14 Vacuum pump 30 EUV engine mount
15 Vacuum line, EUV compressor 31 Vacuum line, swirl flaps
bypass valve
16 Vacuum unit for compressor bypass 32 Vacuum line, EUV swirl flaps
valve
To simplify assignment, the vacuum lines from
several valves to the vacuum units are marked
in colour.
Component Colour
Wastegate Blue
Compressor bypass valve Red
Turbine control valve Black
EGR valve Blue
Engine mount Black
Swirl flaps White
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6
84 - Vacuum system, M57TU2 TOP engine

1 Electropneumatic pressure 10 Electropneumatic pressure
converter converter
2 Vacuum unit for compressor bypass 11 Vacuum unit for EGR valve
valve
3 Electric changeover valve 12 Electric changeover valve
4 Vacuum unit for turbine control valve 13 Engine mount
5 Vacuum reservoir 14 Electric changeover valve
6 Electropneumatic pressure 15 Vacuum unit for swirl flaps
converter
7 Vacuum unit for wastegate 16 Brake booster
8 Non-return valve 17 Non-return valve
9 Vacuum pump
93
6
Vacuum pump
Vacuum pump on engine Index Explanation
3 Rotor
4 Housing cover
5 Vacuum connection
6 Housing
7 Non-return valve
The vacuum pump is driven by the exhaust
camshaft that is connected to rotor (3) by
means of a jaw clutch. While the engine is
running, sliding blocks (1) run against housing
cover (4). The engine oil lubrication system
provides a seal to the two different chambers
on both sides of slide valve (2). The air is drawn
in via vacuum connection (5) on the right-hand
side and delivered to the engine via non-return
valve (7) on the left-hand side.
The vacuum pump has a volume of 0.15 litres.
85 - Vacuum pump, M57TU2 TOP engine Evacuation of the vacuum system to a vacuum
(negative pressure) of 500 mbar (absolute)
Index Explanation (depending on type of engine) takes place in
1 Sliding block less than 5 seconds at an engine speed of
approx. 720 rpm. The volume to be evacuated
2 Slide valve amounts to approx. 4.2 litres.
94
6
Vacuum pump in oil pan together with the oil pump and the
reinforcement shell.
The vacuum pump of the N47 engines is fitted
inside the sump and forms a single unit
86 - Oil/vacuum pump with

intake pipe in the N47
engines

1 Oil pump 4 Vacuum pump
2 Intake pipe 5 Oil/vacuum pump sprocket
3 Reinforcement shell
The reason for the unusual installation location The vacuum pump evacuates down to a
is to reduce the engine height dimension. It negative pressure of 500 mbar (absolute) in
was designed in this manner with passive fewer than 5 s.
pedestrian safety in mind.
The negative pressure duct passes through
The pump is a vane-type pump with the oil pump housing and the crankcase. At
aluminium housing (AlSi9Cu3) with a steel the outlet of the crankcases, the main negative
rotor and a plastic vane. It is chain-driven pressure line is connected to the brake force
together with the oil pump by the crankshaft. amplifier and the other loads. A non-return
valve is located at this connection.
95
6
Non-return valve
Non-return valve, vacuum pump Non-return valve, brake booster
The non-return valve is mounted directly on The non-return valve prevents vacuum
the vacuum pump or at the vacuum escaping from the brake booster when the
connection on the crankcase on N47 engines. engine is not running.
The non-return valve prevents vacuum From the vacuum connection to vacuum
escaping via the vacuum pump when the pump (2), the air is drawn out of the brake
engine is not running. booster via valve plate (1) above the brake
booster vacuum connection. To prevent
incorrect installation, direction arrows (3)
indicate the direction of flow (4).
87 - Non-return valve, vacuum pump
Index Explanation
88 - Non-return valve, brake booster
1 Retaining ring
2 Opening Index Explanation
3 Hole 1 Valve plate
4 Housing 2 Vacuum connection to vacuum
5 Seal pump
6 Spring 3 Direction arrow
4 Direction of flow
Retaining ring (1) supports spring (6). The
5 Vacuum connection, brake booster
other end of the spring presses seal (5) against
hole (3). The vacuum built up in the hole and in
the vacuum system firmly sucks the seal onto
the hole, ensuring no vacuum can escape via
the vacuum pump. The seal is forced against
the spring while the vacuum pump is in
operation thus releasing the hole. Air can now
be drawn in via the hole and openings (2) in the
seal.
96
6
Vacuum distributor
The task of the vacuum distributor is to M57D30T2 Engine
distribute the vacuum via lines to various
A distributor with five connections is used on
system. Different sized throttles are built into
the M57D30T2 engine.
the connections of the vacuum distributor.
This makes sure that the majority of the Connection Throttle
vacuum is always available for power assisted
braking. Unused connections are closed off Wastegate ∅ 0.8 mm
with a rubber cap. Compressor bypass valve ∅ 0.8 mm
Turbine control valve
EGR valve ∅ 0.8 mm
Engine mount ∅ 0.5 mm
Swirl flaps ∅ 0.5 mm
89 - Vacuum distributor, M57D30T2 engine
N47D20T0 Engine
A distributor with four connections is used on
the N47D20T0 engine.
Connection Throttle
Turbine control valve ∅ 0.8 mm
Compressor bypass valve
Wastegate ∅ 0.8 mm
EGR bypass valve ∅ 0.8 mm
EGR valve
Not used ∅ 0.5 mm
97
6
Electropneumatic pressure converter

The electropneumatic pressure converter is
used for components that are activated
infinitely variable with vacuum. The
electropneumatic pressure converter is able to
mix the incoming vacuum with ambient air and
set any required negative pressure (mixed
pressure) between these two negative
pressure levels.
The resulting negative pressure is then used
as the control variable for actuating pneumatic
components. These components include:
• Vacuum unit for EGR valve
• Vacuum unit for turbine control valve
• Vacuum unit for wastegate
The vacuum (negative pressure) is applied at
vacuum connection (1). The ambient pressure
passes through filter element (3) into the valve.
Vacuum connection outlet (2) may be marked
in colour (here blue) to prevent confusion with
several components of the same type. The
90 - Electropneumatic pressure converter
mixed pressure is made available via the
vacuum outlet.
Index Explanation
The mixed pressure is used to set infinitely 1 Vacuum connection
variable any position between "open" and
"closed". The DDE actuates the 2 Vacuum outlet
electropneumatic pressure converter pulse 3 Filter element
width modulated at approx. 250 Hz. The
4 Electric plug connection
negative pressure at the vacuum outlet is
infinitely variable depending on the pulse duty
Circuit symbol
factor.
The pulse duty factor may be between 0 and 91 - Circuit symbol
Electropneumatic pressure
100 %. The electropneumatic pressure converter
converter is closed at a pulse duty factor of 6
% and ambient pressure is applied. The
electropneumatic pressure converter is fully
open at a pulse duty factor of 98 % and the
maximum vacuum of the vacuum system is
applied.
98
6
Electric changeover valve

The electric changeover valve is used for
components that switch in two positions. The
electric changeover valve makes it possible to
switch either no vacuum or the maximum
available vacuum from the vacuum connection
(1) to vacuum outlet (2).
In contrast to the electropneumatic pressure
converter, here no mixed pressure is set but
rather the vacuum in the system is switched
through to the vacuum unit.
On the M57D30T2 and N47D20T0 engines
this electric changeover valve is used for the
variable engine mounts and the compressor
bypass valve.
The electric changeover valve is actuated by
the DDE. 92 - Electric changeover valve
Index Explanation
1 Vacuum connection
2 Vacuum outlet
3 Electric plug connection
Circuit symbol
93 - Circuit symbol
Electric changeover valve
Vacuum reservoir
The vacuum reservoir retains a defined maximum. However, the capacity of such a
vacuum for the purpose of making available pump would be fully utilized only very rarely. A
vacuum to meet temporary increases in vacuum reservoir therefore represents the
vacuum requirements. For instance, on twin most efficient option of covering maximum
turbo engines this makes it possible to still vacuum requirements.
control the turbine control valve and the
compressor bypass valve in the event of the
vacuum failing in the system. If this would not
be possible, an immediate drop in engine
output would be noticeable.
A situation in which such a failure in the
vacuum system may occur is when the brake
booster requires large quantities of vacuum.
For this purpose, the vacuum reservoir is
equipped with a non-return valve that prevents
the vacuum escaping in the direction of the
brake booster.
If it were not for this vacuum reservoir, the
vacuum pump would have to be built much
larger so as to make available sufficient
vacuum to control the turbocharger assembly
while the brake booster is operating at
99
6
100
7
Service Information.
System overview
Overview
Air intake system Exhaust system
3 If the filtered air pipe downstream of the 3 The exhaust system is designed such that
blow-by gas connection is heavily oiled, this the vibrations corresponding to the engine You will find this service information
could imply increased blow-by gas levels. The timing (intake and pressure waves) optimize under System Overview.
cause of this is usually a leak in the engine (e.g. the charge cycle and therefore the engine
crankshaft seal) or surplus air taken in through output. Consequently, in the event of a defect
the vacuum lines. A consequential symptom in the exhaust system, the vibration-
would then be an oily exhaust turbocharger, coordinated charge cycle is influenced
which does not mean that there is a fault with negatively, thus consequently reducing
the exhaust turbocharger itself. 1 engine output while increasing fuel
consumption. 1
101
7
System components
Exhaust turbocharger with wastegate changes in operation. If this range is exceeded
3 Theoretically, varying the control rod in
as the result of manual intervention, a fault will
be detected as the result of evaluating the
"wastegate opens later" direction would
You will find this service information received sensor signals in the DDE. This
under System Components. increase the boost pressure. However, since
status is indicated by the emission warning
the boost pressure is monitored by the DDE
lamp in the instrument cluster. This will result
with the aid of a boost pressure sensor, this
in a reduction in the boost pressure and
change is detected. A characteristic map
therefore in the engine output. 1
stored in the DDE permits deviations in a
defined range in order to compensate for
Sensors
Exhaust temperature sensor 3 A compensating resistor that
3 The electrical supply line must not be
compensates for production tolerances is
integrated in the oxygen sensor connector.
subjected to a pulling force of more than >80
This resistor is connected to a free contact.
N. Sensors that have been dropped must not
1
be used again. 1
3 It is extremely important to ensure that the
Oxygen sensor cable connection to the oxygen sensor is free
3 The MMA characteristic map must be
of soiling so that the ambient air can enter the
reference air channel. It is therefore necessary
reset with the aid of the BMW diagnosis
to protect the plug connection from soiling,
system after replacing one of the following
washing agents, preservatives etc. 1
components:
• Hot-film air mass meter Exhaust backpressure sensor
• Fuel injector(s) 3 If the sensor fails, the DDE initiates filter
regeneration every 500 km and a fault code
• Rail-pressure sensor 1
entry is stored in the DDE. 1

Design and function white smoke development and a sulphur
odour from the exhaust tailpipe. 1
3 The diesel particulate filter retains all
particles. These include non-regenerative
particles, such as oil ash, swarf and additive
residues. The non-regenerative particles
gradually lead to a blockage of the diesel
particulate filter over time. Over a distance of
1000 km, approx. 0.6 grams of powder ash are
deposited in the rear third of the diesel
particulate filter.
The diesel particulate filter is therefore subject
to a replacement interval. The replacement
interval can be anywhere between 160,000
km and 220,000 km. 1
3 If the sulphur content in the diesel fuel is
> 50 - 100 ppm, there is a possibility of heavy
102
8
Summary
Points to remember
The table below summarizes the most This list outlines the main points in concise
important information on the subject of air form and provides the opportunity of
intake and exhaust system, diesel rechecking the most important facts provided
in this Product Information.
Introduction
Points to remember for everyday

It is necessary to implement appropriate design measures on the air theoretical and practical
intake and exhaust system in order to be able to meet the emission applications.
limits specified throughout the world. The design of the air intake and
exhaust system differs for different types of engine.
Overview
The intake system can be divided into two sections. The intake
snorkel, intercooler and, with exceptions, the intake silencer are
specifically assigned to the vehicle and differ even in connection with
the same type of engine due to the different characteristics of the
vehicle models. The exhaust turbocharger and the intake system with
swirl flaps, throttle valve and various sensors are assigned to the
engine. Apart from the exhaust turbocharger and exhaust manifold, the
exhaust system is designed vehicle-specific and differs depending on
the type of vehicle and specification.
103
8
System overviews of current engines
The air intake and exhaust systems differ depending on the type of
engine and exhaust emission legislation. The system overviews
provide an initial insight into the complexity and differences of the
individual engine series.
Unfiltered air duct
The unfiltered fresh air is directed via the unfiltered air duct into the
intake system of the respective engine.
Intake silencer
The intake silencer reduces the intake noise and houses the filter
element.
104
8
The exhaust turbocharger uses a part of the exhaust energy to

compress the intake air, thus increasing the efficiency of the engine. A
swirler is used to optimize the effect on the fresh air side.
Intercooler
The intercooler is responsible for reduced intake air temperatures

compared to a vehicle with no intercooler. This means the power
output can be additionally increased as a larger mass of air can be
conveyed into the combustion chamber.
Sensors - air intake system
Various sensors are used in the air intake system. These include the
hot-film air mass meter, charge air temperature sensor and the boost
pressure sensor. These sensors are required for the purpose of
calculating the EGR rate, fuel volume apportioning and for controlling
the boost pressure.
105
8
Throttle valve
The throttle valve is required for regenerating the diesel particulate

filter in order to increase the exhaust temperature by intervening in the
air-fuel mixture. In addition, the throttle valve is closed when the engine
is shut down in order to reduce shut-down judder. The throttle valve
also effectively prevents inadvertent overrevving of the engine.
Intake manifold
The intake manifold distributes the filtered air coming from the intake
silencer to the individual cylinders. The filtered air per cylinder is
additionally divided in a swirl and tangential port in order to more
effectively mix the injected fuel with the fresh air located in the
combustion chamber. Additional swirl flaps are fitted in each tangential
port for this purpose.
Exhaust manifold
On current diesel engines, the exhaust manifold is made from

spherical graphite cast iron. An air gap insulated exhaust manifold is
used on the M57TU engines.
106
8
Exhaust gas recirculation
Exhaust gas recirculation is used to reduce NOx emissions. The

oxygen content in the cylinder is reduced by mixing exhaust gas with
the intake air. Adding exhaust gas means there is less oxygen available
for combustion thus reducing the combustion temperature.
The exhaust turbocharger consists of a turbine and compressor

mounted on a common shaft. It develops speeds of up to 200,000 rpm
and operates at exhaust temperatures of approx. 900 °C. Up to 3
different basic designs of exhaust turbocharger are used. These are
the exhaust turbocharger with wastegate, exhaust turbocharger with
VNT and twin turbocharging with two turbochargers connected in
series.
Sensors
Three different types of sensors are used in the exhaust system.

These sensors detect the exhaust temperature, exhaust backpressure
and exhaust composition (oxygen sensor). The location and number of
exhaust temperature sensors vary depending on the type of vehicle.
Oxidation catalytic converter
The oxidation catalytic converter reduces hydrocarbons and carbon

monoxide under all operating conditions. An important characteristic is
its rapid response. Its location varies depending on the type of vehicle
and version.
107
8
The diesel particulate filter filters the carbon substances out of the
exhaust gas, buffers them and initiates conversion from carbon to
CO2. Other solid particles contained in the exhaust gas are
permanently stored. It also supplements the oxidation catalytic
converter while converting CO to CO2.
Particulate trap catalytic converter
The particulate trap catalytic converter makes it possible to reduce

particle emission by up to 50 % by simple means. The particulate trap
catalytic converter is a simple separator system with no sensors.
Exhaust silencer
The silencer system contributes to optimum vehicle performance. A

further task is to accommodate the corresponding systems for
reducing pollutant and noise emissions.
Vacuum system
The vacuum system is required for the purpose of actuating various

flaps and valves. The main task is to provide power assistance for the
braking system. In addition, vacuum is supplied to various components
on the engine.
108
9
Test questions.
Questions
In this section you have the opportunity to test exhaust system - diesel described in this
the knowledge you have acquired. Product Information.
It contains questions about the air intake and
1. Which exhaust constituents in a diesel engine can be found directly after

combustion?
Consolidate and recheck what you
4 N2 have learned.
4 H2O
4 CO2
4 Cl
4 S
2. What are the tasks of the intake system?

4 To dampen noise
4 To filter air
4 To generate boost pressure
3. Does the engine power output increase if the silencing system is defective
(loud)?
4 Yes
4 No
4. Which of the following statements are correct?

4 In exhaust turbocharging a part of the exhaust energy is used to generate the boost
pressure.
4 The power output of an exhaust turbocharged engine is greatly reduced at high altitude.
4 The swirler improves the flow at the compressor blades.
4 The choke line of the exhaust turbocharger is reached when the air in the compressor inlet
reaches the speed of sound.
4 The surge line can be displaced with the swirler to delay flow stall.
5. What is the task of the intercooler?

4 The intercooler reduces the charge air temperature depending on the outside temperature
and driving speed.
4 The intercooler reduces the charge air temperature by 50 °C.
4 The intercooler reduces the intake air temperature before the exhaust turbocharger in
order to cool it.
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9
6. Why is a hot-film air mass meter (HFM) used?

4 The HFM is used in the regeneration of the diesel particulate filter for the purpose of
controlling the correct exhaust composition.
4 The HFM is used for the purpose of determining the exhaust recirculation rate.
4 The HFM is used for the purpose of apportioning the fuel.
7. What are the functions of the charge air temperature sensor and of the boost
pressure sensor?
4 The charge air temperature sensor is used to drive the electric fan.
4 The charge air temperature sensor is used for calculating a substitute value for air mass.
4 The boost pressure sensor is used for calculating the injection volume.
4 The boost pressure sensor is required for boost pressure control.
8. What is the task of the throttle valve?

4 The throttle valve is used to control power output.
4 The throttle valve is required for regeneration of the diesel particulate filter.
4 The throttle valve reduces engine judder during shut-down.
4 The throttle valve can prevent overrevving of the engine.
9. What is the task of the swirl flaps?

4 The swirl flaps close the tangential ports so that, at low engine speeds, a more powerful
swirl of air is generated in the combustion chamber.
4 The swirl flaps close the swirl ports so that, at low engine speeds, a more powerful swirl of
air is generated in the combustion chamber.
10. Which exhaust manifolds for diesel engines are you familiar with?
4 Cast exhaust manifold
4 Air gap insulated exhaust manifold
4 Aluminium exhaust manifold
110
9
11. What is the task of exhaust gas recirculation?

4 Exhaust gas recirculation is required only under full load.
4 Exhaust gas recirculation reduces the mean combustion temperature and therefore the
formation of pollutants.
4 Exhaust gas recirculation reduces the maximum combustion temperature by up to 500 °C.
12. What is the special feature of the exhaust gas recirculation system for the N47
engines?
4 The exhaust gas recirculation valve is equipped with an angle sensor.
4 A bypass valve is used for manual transmission or upper performance stage vehicles.
4 An exhaust gas recirculation valve with an electric motor is used on the N47D20O0 engine.
13. Which basic types of exhaust turbocharger are used on diesel engines?
4 Turbocharger with wastegate
4 VNT
4 Twin turbocharger
4 Twin scroll turbocharger
14. Which sensors are used in the exhaust system?

4 Oxygen sensor with rising characteristic
4 Oxygen sensor with erratic characteristic
4 Exhaust differential pressure sensor
15. Which pollutants are reduced by the diesel particulate filter?

4 CO2
4 C
4 CO
16. Which types of silencing are used in the exhaust system?

4 Absorption
4 Adaptation
4 Reflection
4 Subtraction
4 Interference
111
9
17. What is the task of the exhaust flap?

4 The exhaust flap reduces low frequency noise emission by up to 10 decibels at low engine
speeds.
4 The exhaust flap supports regeneration of the diesel particulate filter.
4 The exhaust flap increases power output in the lower engine speed range.
18. Which component ensures the vacuum in the vacuum system does not drop
while the engine is not in operation?
_________.
112
9
Answers to questions
1. Which exhaust constituents in a diesel engine can be found directly after
combustion?
5 N2
5 H2O
5 CO2 Check it!
4 Cl
4 S
2. What are the tasks of the intake system?

5 To dampen noise
5 To filter air
5 To generate boost pressure
3. Does the engine power output increase if the silencing system is defective
(loud)?
4 Yes
5 No
4. Which of the following statements is correct?

5 In exhaust turbocharging a part of the exhaust energy is used to generate the boost
pressure.
4 The power output of an exhaust turbocharged engine is greatly reduced at high altitude.
5 The swirler improves the flow at the compressor blades.
5 The choke line of the exhaust turbocharger is reached when the air in the compressor inlet
reaches the speed of sound.
5 The surge line can be displaced with the swirler to delay flow stall.
5. What is the task of the intercooler?

5 The intercooler reduces the charge air temperature depending on the outside temperature
and driving speed.
4 The intercooler reduces the charge air temperature by 50 °C.
4 The intercooler reduces the intake air temperature before the exhaust turbocharger in
order to cool it.
113
9
6. Why is a hot-film air mass meter (HFM) used?

4 The HFM is used in the regeneration of the diesel particulate filter for the purpose of
controlling the correct exhaust composition.
5 The HFM is used for the purpose of determining the exhaust recirculation rate.
5 The HFM is used for the purpose of apportioning the fuel.
7. What are the functions of the charge air temperature sensor and of the boost
pressure sensor?
4 The charge air temperature sensor is used to drive the electric fan.
5 The charge air temperature sensor is used for calculating a substitute value for air mass.
4 The boost pressure sensor is used for calculating the injection volume.
5 The boost pressure sensor is required for boost pressure control.
8. What is the task of the throttle valve?

4 The throttle valve is used to control power output.
5 The throttle valve is required for regeneration of the diesel particulate filter.
5 The throttle valve reduces engine judder during shut-down.
5 The throttle valve can prevent overrevving of the engine.
9. What is the task of the swirl flaps?

5 The swirl flaps close the tangential ports so that, at low engine speeds, a more powerful
swirl of air is generated in the combustion chamber.
4 The swirl flaps close the swirl ports so that, at low engine speeds, a more powerful swirl of
air is generated in the combustion chamber.
10. Which exhaust manifolds for diesel engines are you familiar with?
5 Cast exhaust manifold
5 Air gap insulated exhaust manifold
4 Aluminium exhaust manifold
114
9
11. What is the task of exhaust gas recirculation?

4 Exhaust gas recirculation is required only under full load.
5 Exhaust gas recirculation reduces the mean combustion temperature and therefore the
formation of pollutants.
5 Exhaust gas recirculation reduces the maximum combustion temperature by up to 500 °C.
12. What is the special feature of the exhaust gas recirculation system for the N47
engines?
5 The exhaust gas recirculation valve is equipped with an angle sensor.
5 A bypass valve is used for manual transmission or upper performance stage vehicles.
4 An exhaust gas recirculation valve with an electric motor is used on the N47D20O0 engine.
13. Which basic types of exhaust turbocharger are used on diesel engines?
5 Turbocharger with wastegate
5 VNT
5 Twin turbocharger
4 Twin scroll turbocharger
14. Which sensors are used in the exhaust system?

5 Oxygen sensor with rising characteristic
4 Oxygen sensor with erratic characteristic
4 Exhaust differential pressure sensor
15. Which pollutants are reduced by the diesel particulate filter?

4 CO2
5 C
5 CO
16. Which types of silencing are used in the exhaust system?

5 Absorption
4 Adaptation
5 Reflection
4 Subtraction
5 Interference
115
9
17. What is the task of the exhaust flap?

5 The exhaust flap reduces low frequency noise emission by up to 10 decibels at low engine
speeds.
5 The exhaust flap supports regeneration of the diesel particulate filter.
4 The exhaust flap increases power output in the lower engine speed range.
18. Which component ensures the vacuum in the vacuum system does not drop
while the engine is not in operation?
_____8____.
116
Switch points Lower engine speed range Medium engine speed range Upper engine speed range Nominal engine speed range
The valves are controlled by the DDE for jittery, back and forth switching at the switch (up to 1,500 rpm) (1,500 to 3,000 rpm) (3,000 to 4,000 rpm) (above 4,000 rpm)
optimum turbocharging over the engine's points. Valve position • Turbine control valve closed • The turbine control valve opens continuously • Turbine control valve open • Turbine control valve open
entire operating range. The switch points are with increasing engine speed.
The (highly simplified) illustrations on this fold- • Compressor bypass valve closed • Compressor bypass valve open • Compressor bypass valve open
stored in a characteristic map, which mainly
out page demonstrate the different switching • Compressor bypass valve closed
covers engine speed and engine load. There is • Wastegate valve closed. • Wastegate valve closed. • Wastegate valve opens with increasing engine
positions for two-stage turbocharging under
a gradual transition between switch points. In • Wastegate valve closed. speed.
full load.
addition, a hysteresis behaviour prevents
Description of The exhaust flow is directed via the turbine More and more exhaust gas bypasses the high- Most of the exhaust gas bypasses the high- Most of the exhaust gas bypasses the high-
turbocharging wheels in both the high-pressure and low- pressure stage with increasing engine speed. pressure stage. pressure stage. Some of the exhaust gas also
pressure stage. bypasses the low-pressure stage.
Index Explanation Index Explanation In this engine speed range, both stages The charge air bypasses the compressor of the
1 Turbine control valve 4 High-pressure stage At this low engine speed, the high-pressure turbocharge the engine. The higher the engine high-pressure stage. The charge air still bypasses the compressor of
stage is predominant; it turbocharges the engine. speed, the more exhaust gas is delivered to the the high-pressure stage.
2 Wastegate valve 5 Compressor bypass valve The engine is turbocharged by the low-pressure
The low-pressure stage idles. low-pressure stage.
stage only. The engine is turbocharged by the low-pressure
3 Low-pressure stage stage only. The turbine speed and thus the boost
pressure are limited.
Emergency operation This corresponds to the position for the
medium engine speed range (1,500 to Operating characteristics The high-pressure stage is operating in its The high-pressure stage reaches the pumping The high-pressure stage has reached the choke In this range, the low-pressure stage also reaches
If the negative pressure system fails, the of the turbochargers optimum operating range. limit in this range. The turbine control valve acts line; air is therefore diverted past it. If this were not its pumping limit. Surplus exhaust gas is
3,000 rpm), i.e. the range in which a diesel
turbocharger assembly is brought into the like a wastegate for the high-pressure stage. to happen, the possible flow rate of the charge air therefore diverted through the wastegate valve.
engine is operated during normal driving.
following position by spring force: However, the exhaust gas that is diverted does would be limited.
While this contradicts the BMW strategy of not go unused: it is channelled into the normal
• Turbine control valve open The low-pressure stage is operating in its
creating the conditions for maximum output exhaust gas upstream of the low-pressure stage.
• Compressor bypass valve closed during emergency operation, it does make optimum operating range.
more sense in this case because the vehicle
• Wastegate valve closed.
remains significantly better to drive. Graphical illustration
AKS-PI_N47_TOP_0300_02
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BMW - Diesel Air Intake and Exhaust System

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BMW - Diesel Air Intake and Exhaust System

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Aftersales Training -

Information status: July 2007

3 contains information to improve understanding of the systems

1 identifies the end of a note.

Information status and national variants

Additional sources of information

Service information 101

Product Information and reference material for practical

Exhaust emission legislation

Consequently, this means that an engine and

Type approval test values, EURO

2 - Exhaust emission limits, EURO specification

Valid from Regulation CO NOx HC + NOx Particles

Type approval test values, Japan

3 - Exhaust emission limits, Japan

Valid from Regulatio CO NOx HC + NOx Particles

Type approval test values, US

Valid from Regulation CO NOx HC + NOx Particles (PM)

Air intake system

1 - Air intake system, N47D20T0 engine

Index Explanation Index Explanation

2 - Air intake system, M57D30T2 engine

Index Explanation Index Explanation

3 - E81/E87 Exhaust system, N47D20O0 engine

Index Explanation Index Explanation

System overviews of current engines

4 - Air intake and exhaust system, N47D20O0 engine

Index Explanation Index Explanation

5 - Air intake and exhaust system, N47D20T0 engine

Index Explanation Index Explanation

6 - Air intake and exhaust system, N57D30O2 engine

Index Explanation Index Explanation

7 - Air intake and exhaust system, M57D30T1/M57D30T2 engine

Index Explanation Index Explanation

8 - Air intake and exhaust system, N67D44O1 engine

Index Explanation Index Explanation

Unfiltered air duct

M57D30T2 Engine The unfiltered fresh air is directed via

1 - Unfiltered air duct, M57D30T2 engine

The intake silencer reduces the

In order to optimally utilize the available space

2 - Intake silencer with filter element, M57D30O2 engine

M57TU2 TOP engine

3 - Intake silencer, M57TU2 TOP engine

Index Explanation Index Explanation

Functional principle Index Explanation

5 - Compressor characteristic map

Surge line Choke line

The pressure builds up again and the

8 - Exhaust turbocharger without swirler

The swirler is based on a flexible design so that

10 - Swirler at idle speed

11 - Swirler at full load

The swirler increases efficiency and reduces

However, the air density and therefore the Index Explanation

Examples the air is cooled under defined operating

Mass air flow Charge air Cooling air Charge air

Taking the N47D20O0 engine as an example, at various operating points.

13 - Intake system, N47D20O0 engine

Sensors - air intake system

Hot-film air mass meter

The hot-film air mass meter is located directly

Various sensors are used in the air