BMW engine M54B30

Characteristics of the M54V30 engine

Production	Munich Plant
Engine brand	M54
Release years	2000-2006
Block material	aluminum
Supply system	injector
Type of	in-line
Number of cylinders	6
Valves per cylinder	4
Piston stroke, mm	89.6
Cylinder diameter, mm	84
Compression ratio	10.2
Engine volume, cc	2979
Engine power, hp / rpm	231/5900
Torque, Nm/rpm	300/3500
Fuel	95
Environmental regulations	Euro 3-4
Engine weight, kg	~130
Fuel consumption, l/100 km (for E60 530i) - town - track - mixed.	14.0 7.0 9.8
Oil consumption, g/1000 km	up to 1000
Engine oil	5W-30 5W-40
How much oil is in the engine, l	6.5
Oil change is carried out, km	10000
Working temperature engine, deg.	~95
Engine resource, thousand km - according to the plant - on practice	- ~300
Tuning, HP - potential - no loss of resource	350+ n.a.
The engine was installed	BMW Z3

Reliability, problems and repair of the BMW M54B30 engine

The senior model in the line of engines of the 54th series (which also included, and), developed on the basis of the motor. The cylinder block remained unchanged, aluminum with cast iron sleeves, the crankshaft is new, steel with a stroke of 89.6 mm, new connecting rods (length 135 mm), pistons have changed, now they are lightweight. The compression height of the piston is 28.32 mm.
The cylinder head is an old two-vane one with a new DISA wide-channel intake manifold, which differs from the M54B22 and M54B25 in even shorter channels (-20 mm from the M52TU). The camshafts have changed, now it is 240/244 lift 9.7/9, new nozzles, electronic throttle valve, Siemens MS43/Siemens MS45 control system (Siemens MS45.1 for US).
The M54B30 engine was used onBMW cars with index 30i.
In 2004 BMW company introduced new series inline sixes N52 and 3-liter M54B30 began to give way to a new engine, the same working volume. The generation change process was finally completed in 2006. In the same year, on the basis of the M54, a new powerful turbocharged engine, which has gained immense popularity on cars with the 35i index.

Problems and disadvantages of BMW M54B30 engines

1. Zhor oil M54. The problem is similar to the one in . Again, it's all about piston rings prone to coking. The solution is simple - buy new rings, you can buy piston rings from M52TUB28. Also, check the ventilation valve crankcase gases(KVKG). Perhaps it needs replacement.
2. Engine overheating. Another problem with straight sixes, in case of overheating, you need to check the condition of the radiator and clean it, expel air from the cooling system, check the pump, thermostat and radiator cap. In the end, everything will work like clockwork.
3. Misfires. The problem is similar to TU version M52. The root of evil lurks in coked hydraulic lifters. Buy a new one, replace it and you'll be fine.
4. The red oiler is on. The most common cause is in the oil cup or in the oil pump, check.
Among other things, camshaft position sensors (DPRV) often die, not very reliable threads for cylinder head bolts, a short-lived thermostat, increased quality requirements engine oil, a low hassle-free resource, and so on. Nevertheless, compared with the previous generation M52, the engines of the 54th series added some reliability.
When choosing an M52 or M54, it is advisable to buy a BMW M54B30 - excellent, powerful and reliable motor. Great choice for a swap.

BMW M54B30 engine tuning

camshafts

Considering that the motor is already quite powerful and high-torque, we will not need major modifications, therefore we will limit ourselves to the classic set ... We need to buy sports camshafts e.g. Schrick 264/248 with 10.5/10mm lift (or worse), cold air intake, straight exhaust with equal length exhaust manifold (from Supersprint for example). After tuning, we get about 260-270 hp. and a slightly more evil character of the engine, this is quite enough for the city.
To whom it seems a little, buy forged pistons for a high compression ratio, camshafts with a phase of 280/280, adapt the 6-throttle intake from the S54 and so on.

M54B30 Compressor

The next step on the way to high power may be buying a compressor kit from ESS, G-Power or another manufacturer. These superchargers can be increased maximum power up to 350 hp and more on stock M54B30 pistons. Standard pistons and connecting rods will withstand about 400 hp.
Despite the fact that BMW is famous for its fairly durable piston, but to use more powerful kits, it is recommended to buy forged pistons and connecting rods for a compression ratio of 8.5 - 9.

M54B30 Turbo

One of the most common ways to turbocharge an M54 is to buy a Garrett GT30 based turbo kit. Such kits include an intercooler, turbo manifold, oil supply and oil drain, wastegate, blow-off, fuel regulator, fuel pump, boost controller, boost pressure, oil, temperature sensors exhaust gases(EGT), fuel-air mixture, pipings, injectors 500 cc. You can buy all this yourself and set it up on Megasquirt. As a result, we get 400-450 hp. to the stock piston.

• inline 6-cylinder 24-valve engine
• ALSiCu3 aluminum crankcase with pressed-in gray cast iron cylinder liners
• aluminum cylinder head
• multilayer metal gasket cylinder heads
• modified crankshaft for М54В22/М54В30
• internal ceramic-metal incremental wheel mounted on the crankshaft
• oil pump and separate oil level damper
• cyclone oil separator with a new entry into the intake system
• variable valve timing system for intake and intake camshafts exhaust valves= Doppel-VANOS
• modified camshafts intake valves for M54B30
• modified pistons
• "split" connecting rod (manufactured using fractured technology) for B22 and B25 engines
• programmed thermostat
• electric throttle valve (EDK)
• three-part suction module with electrically adjustable resonant damper and turbulent system
• two-way built-in an exhaust manifold catalytic converters located near the engine
• control lambda probes behind the catalyst
• secondary air supply system - pump and valve (depending on exhaust gas toxicity requirements)
• crankcase ventilation

Characteristics of the BMW M54B22

This basic version bmw motor M54 s electronic control Siemens MS43.0 which debuted in autumn 2000 and was based on the 2 liter M52. M54B22 was installed on:

• /320Ci

Torque curve M54B22 vs M52B20

Characteristics of the BMW M54B25

The 2.5-liter M54B25 was created on the basis of its predecessor and retained the same power characteristics and dimensional parameters.

It was installed on:

• (for USA)
• /325xi
• BMW E46 325Ci
• BMW E46 325ti

Torque curve M54B25 vs M52B25

Characteristics of the BMW M54B30

The top 3-litre version of the M54 engine family. In addition to the increase in volume compared to the most powerful B28 predecessor, the M54B30 has changed mechanically, namely, new pistons have been installed that have a shorter skirt compared to the M52TU and piston rings have been replaced to reduce friction. The crankshaft for the 3-liter M54 was taken from - mounted on . The DOHC valve timing has been changed, lift has been increased to 9.7mm, and new valve springs have been installed to increase lift. The intake manifold has been modified and is 20mm shorter. The diameter of the tubes increased slightly.
M54B30 was used on:

• /330xi
• BMW E46 330Ci

Torque curve M54B30 vs M52B28

Characteristics of the BMW M54 engine

	M54B22	M54B25	M54B30
Volume, cm³	2171	2494	2979
Cylinder diameter / piston stroke, mm	80,0/72,0	84,0/75,0	84,0/89,6
Valves per cylinder	4	4	4
Compression ratio, :1	10,7	10,5	10,2
Power, hp (kW)/rpm	170 (125)/6100	192 (141)/6000	231 (170)/5900
Torque, Nm/rpm	210/3500	245/3500	300/3500
Maximum speed, rpm	6500	6500	6500
Operating temperature, ∼ ºC	95	95	95
Engine weight, ∼ kg	128	129	120

Engine structure

BMW M54 engine structure

crankcase

The crankcase of the M54 engine is borrowed from the M52TU. It can be compared to the 2.8 liter M52 engine of the Z3. It is made of aluminum alloy with molded gray cast iron sleeves.

For these engines, the crankcase is unified for cars in any export version. There is the possibility of one-time processing of the mirror of the cylinders (+0.25).

Engine crankcase M54: 1 - Cylinder block with pistons; 2 — Bolt with a six-sided head; 3 - Threaded plug M12X1.5; 4 - Threaded plug M14X1.5-ZNNIV; five - Sealing ring A14X18-AL; 6 - Centering sleeve D=10.5MM; 7 - Centering sleeve D=14.5MM; 8 - Centering sleeve D=13.5MM; 9 - Mounting pin M10X40; 10 - Mounting pin M10X40; 11 - Threaded plug M24X1.5; 12 - Intermediate insert; 13 — Bolt with a six-sided head with a washer;

Crankshaft

The crankshaft has been adapted for the M54B22 and M54B30 engines. So the M54B22 has a piston stroke of 72 mm, while the M54B30 has 89.6 mm.

The 2.2/2.5 liter engine has a crankshaft made of nodular cast iron. Because of the higher horsepower, the 3.0 liter engines use a forged steel crankshaft. The masses of the crankshafts were optimally balanced. Such an advantage as high strength helps to reduce vibrations and increase comfort.

The crankshaft has (similar to the M52TU engine) 7 main bearings and 12 counterweights. The centering bearing is mounted on the sixth support.

M54 motor crankshaft: 1 - reverse crankshaft with bearing shells; 2 and 3 - Insert thrust bearing; 4 - 7 - Bearing shell; 8 - Wheel pulse sensor; 9 - Locking bolt with a toothed shoulder;

Pistons and connecting rods

The pistons of the M54 engine have been improved in order to reduce exhaust gas toxicity, on all engines (2.2 / 2.5 / 3.0 liters) they have an identical design. The piston skirt is graphitized. This method reduces noise and friction.

M54 motor piston: 1 - Mahle piston; 2 - Spring retaining ring; 3 - repair kit piston rings;

Pistons (i.e. engines) are rated for ROZ 95 (super unleaded) fuel. AT extreme cases you can use fuel grade not lower than ROZ 91.

The connecting rods of the 2.2 / 2.5 liter engine are made of special forged steel capable of forming a brittle fracture.

Connecting rod of the M54 engine: 1 - Turnover set of connecting rod with a break; 2 - Bushing of the lower head of the connecting rod; 3 - Connecting rod bolt; 4 and 5 - Bearing shell;

The length of the connecting rod for M54B22 / M54B25 is 145 mm, and for M54B30 - 135 mm.

Flywheel

On vehicles with automatic transmission gear flywheel - solid steel. On vehicles with mechanical box gears use a dual-mass flywheel (ZMS) with hydraulic damping.

Automatic transmission flywheel in the M54 engine: 1 - Flywheel; 2 - Centering sleeve; 3 - Spacer washer; 4 - Driven disk; 5-6 - Hexagon bolt;

Self-adjusting clutch (SAC - Self Adjusting Chlutch), which is used with one of manual gearboxes first serial production, has a reduced diameter, which leads to a lower mass moment of inertia and thus better gearshiftability.

Manual transmission flywheel in the M54 engine: 1 - Dual-mass flywheel; 3 - Centering sleeve; 4 — Bolt with a six-sided head; 5 - Radial ball bearing;

Vibration damper

For this engine A new vibration damper has been developed. In addition, a vibration damper from another manufacturer is also used.

The torsional vibration damper is single-part, not rigidly fixed. The damper is balanced on the outside.

A new tool will be used to install the center bolt and vibration damper.

Engine damper M54: 1 - Vibration damper; 2 — Bolt with a six-sided head; 3 - Gasket washer; 4 - Asterisk; 5 - Segment key;

Auxiliary and attachments performs a multi-ribbed belt that does not require maintenance. It is tensioned by means of a spring-loaded or (with appropriate special equipment) hydro-cushioned tensioner.

Lubrication system and oil sump

The oil supply is carried out by a two-section rotor type pump with an integrated oil pressure control system. It is powered from crankshaft through the chain.

The oil level damper is installed separately.

To stiffen the crankshaft housing, metal corners are installed on the M54V30.

cylinder head

The M54 aluminum cylinder head is the same as the M52TU cylinder head.

M54 engine cylinder head: 1 - Cylinder head with support bars; 2 — a basic level release party; 3 - Centering sleeve; 4 - Flange nut; 5 - Valve guide sleeve; 6 - Inlet valve seat ring; 7 — a ring of a saddle of the final valve; 8 - Centering sleeve; 9 - Mounting pin M7X95; 10 - Locating pin M7 / 6X29.5; 11 - Mounting pin M7X39; 12 - Mounting pin M7X55; 13 - Mounting pin M6X30-ZN; 14 - Locating pin D=8.5X9MM; 15 - Mounting pin M6X60; 16 - Centering sleeve; 17 - Cover; 18 - Threaded plug M24X1.5; 19 - Threaded plug M8X1; 20 - Threaded plug M18X1.5; 21 - Cover 22.0MM; 22 - Cover 18.0MM; 23 - Threaded plug M10X1; 24 - O-ring A10X15-AL; 25 - Mounting pin M6X25-ZN; 26 - Cover 10.0MM;

To reduce weight, the cylinder head cover is made of plastic. To avoid noise emission, it is loosely connected to the cylinder head.

Valves, valve actuator and gas distribution

The valve actuator as a whole is distinguished not only by its low weight. It is also very compact and rigid. This, among other things, is facilitated by the extremely small size of the hydraulic clearance compensation elements.

The springs have been adapted to the increased valve travel of the M54B30.

The gas distribution mechanism in the M54: 1 - Inlet camshaft; 2 - Exhaust camshaft; 3 - Inlet valve; 4 - Exhaust valve; 5 - Repair kit for oil seals; 6 - Spring plate; 7 - Valve spring; 8 - Spring plate Vx; 9 - Valve cracker; 10 - Hydraulic poppet pusher;

VANOS

Like the M52TU, on the M54 the valve timing of both camshafts is changed using Doppel-VANOS.

The M54B30 intake camshaft has been redesigned. This led to a change in valve timing, which are shown below.

The adjustment stroke of the camshafts of the M54 engine: UT - bottom dead center; OT - top dead center; A - intake camshaft; E - exhaust camshaft;

intake system

suction module

The intake system has been adapted to the changed power ratings and cylinder displacement.

For M54B22/M54B25 engines, the pipes were shortened by 10 mm. The cross section has been enlarged.

M43B30 pipes were shortened by 20 mm. The cross section is also enlarged.

The engines received a new intake air guide.

The crankcase is vented through a pressure valve through a hose to the distribution bar. The connection to the distribution bar has changed. It is now located between cylinders 1 and 2, as well as 5 and 6.

M54 engine intake system: 1 - Inlet pipeline; 2 - Set of profile gaskets; 3 - Air temperature sensor; 4 - O-ring; 5 - Adapter; 6 - O-ring 7X3; 7 - Executive node; 8 - Adjustment valve x.x.T-shaped BOSCH; 9 - Valve bracket idle move; 10 - Rubber socket; 11 - Rubber-metal hinge; 12 - Torx bolt with washer M6X18; 13 - Screw with a semi-secret head; 14 - Hexagon nut with washer; 15 - Cap D=3.5MM; 16 - Cap nut; 17 - Cap D=7.0MM;

exhaust system

The exhaust gas system on the M54 engine uses catalysts, which have been adjusted to the EU4 limit values.

Left hand drive models use two catalytic converters located next to the engine.

Right hand drive vehicles use primary and main catalysts.

Mixture preparation and adjustment system

The PRRS system is similar to the M52TU engine. The current changes are listed below.

• electric throttle (EDK)/idle valve
• compact hot-wire air mass meter (HFM type B)
• angle spray nozzles (M54B30)
• fuel return pipeline:
  • only up to fuel filter
  • there is no return line from the fuel filter to the distribution line
• leak detection function fuel tank(USA)

The M54 engine uses the Siemens MS 43.0 control system taken from . The system includes an electric throttle (EDK) and a pedal position sensor (PWG) to control engine power.

Siemens MS43 engine management system

MS43 is a dual processor the electronic unit control (ECU). It is a redesigned MS42 block with additional components and features.

Dual-processor ECU (MS43) consists of main and control processors. Thanks to this, the concept of safety is implemented. ELL ( electronic system engine power control) is also integrated into the MS43.

The control unit connector has 5 modules in a single-row housing (134 pins).

All variants of the M54 engine use the same MS43 block, which is programmed for use with a particular variant.

Sensors/Actuators

• lambda probes Bosch LSH;
• camshaft position sensor (static Hall sensor);
• crankshaft position sensor (dynamic Hall sensor);
• oil temperature sensor;
• temperature at the outlet of the radiator (electric fan / programmable cooling);
• HFM 72 type B/1 Siemens for M54B22/M54B25
  HFM 82 type B/1 from Siemens for М54В30;
• tempomat function integrated into the MC43 unit;
• solenoid valves of the VANOS system;
• resonant exhaust flap;
• EWS 3.3 with K-Bus connection;
• thermostat with electric heating;
• electric fan;
• auxiliary air blower (depending on the requirements for exhaust gas toxicity);
• fuel tank leak diagnostic module DMTL (USA only);
• EDK - electric throttle;
• resonant damper;
• fuel tank ventilation valve;
• idle speed controller (ZDW 5);
• pedal position sensor (PWG) or accelerator pedal module (FPM);
• height sensor built into the MS43 as an integrated circuit;
• diagnostics of the main relay terminal 87;

Scope of functions

muffler damper

To optimize the noise level, the muffler damper can be controlled depending on the speed and load. This damper is used on BMW E46 cars with the M54B30 engine.

The muffler damper is activated in the same way as for the MS42 unit.

Exceeding the level of misfires

The misfire overshoot control principle is the same as MS42 and applies equally to ECE and USA models. The signal from the crankshaft position sensor is evaluated.

If misfires are detected via the crankshaft position sensor, they are distinguished and evaluated according to two criteria:

• First, misfiring worsens exhaust emissions;
• Secondly, misfires can even damage the catalyst due to overheating;

Misfires damaging the environment

Misfires that worsen exhaust gas performance are monitored at intervals of 1000 engine revolutions.

If the limit set in the computer is exceeded, a malfunction is recorded in the control unit for diagnostic purposes. If, during the second test cycle, this level is also exceeded, the warning light in the instrument cluster (Check-Engine) will turn on, and the cylinder will be turned off.

This lamp is also activated on ECE models.

Misfires Leading to Catalyst Damage

Misfiring, which can damage the catalytic converter, is monitored at intervals of 200 engine revolutions.

As soon as the misfire level set in the computer, depending on the frequency and load, is exceeded, the warning light (Check-Engine) immediately turns on and the injection signal to the corresponding cylinder is turned off.

Information from the fuel level sensor in the tank "Tank empty" is issued to the DIS tester in the form of a diagnostic indication.

The 240 Ω shunt resistor for monitoring the ignition circuits is only an input parameter for monitoring the level of misfires.

As a second function, faults of the ignition system only are recorded in the memory for diagnostic purposes on this wire for monitoring the ignition system circuits.

Travel speed signal (v signal)

The signal v is supplied to the engine management system from the ECU ABS systems(right rear wheel).

Speed ​​limitation (limit v max) is also carried out by closing the throttle valve (EDK) electrically. In the presence of a fault in the EDK, v max is limited by turning off the cylinder.

The second speed signal (the average value of the signals from both front wheels) is transmitted via CAN bus. It is also used by the FGR system (cruise control system), for example.

Crankshaft position sensor (KWG)

The crankshaft position sensor is a dynamic Hall sensor. The signal comes only when the engine is running.

The sensor wheel is mounted directly on the shaft in the region of the 7th main bearing, and the sensor itself is located under the starter. The cylinder-by-cylinder misfire detection is also carried out using this signal. Misfire control is based on crankshaft acceleration control. If a misfire occurs in one of the cylinders, then the crankshaft at the time when it describes a certain segment of the circle, falls angular velocity compared to other cylinders. If the calculated roughness values ​​are exceeded, misfiring is detected individually for each cylinder.

The principle of optimizing toxicity when turning off the engine

After the engine is switched off (terminal 15), the M54 ignition system is not de-energized and the already injected fuel burns out. This has a positive effect on the parameters of exhaust gas toxicity after the engine is turned off and when it is restarted.

Air mass meter HFM

The functions of the Siemens air mass meter have not changed.

М54В22/М54В25	М54В30
HFM diameter	HFM diameter
72 mm	82 mm

idle speed controller

Using the idle speed controller ZWD 5, the MC43 unit determines the idle speed setpoint.

Idling adjustment is carried out using the duty cycle of the pulse with a fundamental frequency of 100 Hz.

The tasks of the idle speed controller are as follows:

• security required amount air at start-up, (at temperature< -15C дроссельная заслонка (EDK) дополнительно открывается с помощью электропривода);
• pre-idle control for the corresponding speed and load setpoint;
• idling adjustment for the corresponding speed values, (quick and precise adjustment is carried out via the ignition);
• turbulent air flow control for idling;
• vacuum limitation (blue smoke);
• increased comfort when switching to forced idle mode;

Pre-load control via the idle speed controller is set at:

• air conditioner compressor on;
• support for starting off;
• various speeds of rotation of the electric fan;
• the inclusion of the "running" position;
• charge balance adjustment;

crankshaft speed limitation

The speed limit of the crankshaft depends on the transmission.

At first, the adjustment is carried out gently and comfortably via the EDK. When the speed becomes > 100 rpm, then it is limited more severely by turning off the cylinder.

That is, at high gear comfort limit. In low gear and at idle, the restriction is more severe.

Intake/exhaust camshaft position sensor

The intake camshaft position sensor is a static Hall effect sensor. It gives a signal even when the engine is off.

The intake camshaft position sensor is used to recognize the cylinder bank for pre-injection, for synchronization purposes, as a speed sensor in the event of a failure of the crankshaft sensor, and to adjust the intake camshaft position (VANOS). The exhaust camshaft position sensor is used to adjust the position of the exhaust camshaft (VANOS).

Caution during assembly work!

Even a slightly bent encoder wheel can lead to incorrect signals and thus to error messages and a negative effect on function.

Tank vent valve TEV

The fuel tank vent valve is activated by a 10 Hz signal and is normally closed. It has a lightweight design and therefore looks a little different, but its functions can be compared with a serial part.

Suction jets and pump

Suction jet pump shut-off valve missing.

Block diagram of suction jet pump M52/M43:
1 — Air filter; 2 - Air flow meter (HFM); 3 - Throttle valve of the engine; 4 - Engine; 5 - Suction pipeline; 6 - Idling valve; 7 - Block MS42; 8 - Pressing the brake pedal; 9 - Brake booster; 10 - Brake mechanisms wheels; 11- Suction jet pump;

Setpoint sensor

The value set by the driver is recorded by a sensor in the footwell. It uses two different components.

The BMW Z3 is fitted with a Pedal Position Sensor (PWG) and all other vehicles with an Accelerator Pedal Module (FPM).

With PWG, the value set by the driver is determined using a double potentiometer, and with FPM, using a Hall sensor.

Electrical signals 0.6 V - 4.8 V for channel 1 and in the range of 0.3 V - 2.6 V for channel 2. The channels are independent of each other, this provides more high reliability systems.

Kick-down mode point for vehicles with automatic transmission recognized during evaluation software voltage limits (approximately 4.3 V).

Setpoint sensor, emergency operation

When a PWG or FPM malfunction occurs, the engine emergency program is started. The electronics limits the motor torque in such a way that further movement only conditionally possible. The EML warning light comes on.

If the second channel also fails, the engine is idling. At idle, two speeds are possible. It depends on whether the brake is pressed or released. Additionally, the Check Engine light comes on.

Electric Throttle (EDK)

EDK movement is carried out by an electric motor direct current with gearbox. Activation is carried out by a signal with pulse-width modulation. The throttle opening angle is calculated from driver input (PWG_IST) signals from the accelerator pedal module (PWG_IST) or pedal position sensor (PWG) and commands from other systems (ASC, DSC, MRS, EGS, idle speed, etc.). d.).

These parameters form the default value on the basis of which the EDK and LLFS (Idle fill control) are controlled via the idle speed controller ZWD 5.

In order to achieve optimum swirl in the combustion chamber, only the ZWD 5 idle speed controller for idle fill control (LLFS) is initially opened.

With a pulse with a duty cycle of -50% (MTCPWM), the electric drive holds the EDK at the idle position stop.

This means that in the lower load range (driving at a constant speed of approx. 70 km/h), the control is carried out only via the idle speed controller.

The tasks of the EDK are as follows:

• conversion of a value set by the driver (signal FPM or PWG), also a system for maintaining a given speed;
• conversion of the emergency mode of the engine;
• load connection conversion;
• limitation Vmax;

The throttle position is determined through potentiometers, the output voltages of which vary inversely with each other. These potentiometers are located on the throttle shaft. The electrical signals vary between 0.3V - 4.7V for Potentiometer 1 and between 4.7V - 0.3V for Potentiometer 2.

EML security concept in relation to EDK

The EML security concept is similar to that of .

Load control via idle valve and throttle

Idle speed adjustment is carried out through the idle speed valve. When more is requested high load, then ZWD and EDK interact.

Throttle emergency operation

The diagnostic functions of the ECU can recognize both electrical and mechanical problems with the throttle valve. Depending on the nature of the fault, the signal lamps EML and Check Engine.

electrical fault

Electrical faults are recognized by the voltage values ​​of the potentiometers. If the signal of one of the potentiometers fails, the maximum permitted throttle opening angle is limited to 20 °DK.

If the signals from both potentiometers are lost, then the position of the throttle valve cannot be recognized. Throttle disengagement occurs in combination with the Emergency Fuel Cut (SKA) function. The speed is now limited to 1300 rpm, so that you can, for example, leave a dangerous area.

Mechanical failure

The throttle may be stiff or stick.

The ECU is also able to recognize this. Depending on how severe and dangerous the failure is, there are two emergency programs. A severe fault causes throttle disengagement in combination with the emergency fuel cut (SKA) function.

Faults that pose a lesser safety risk allow further movement. The speed is now limited depending on the value set by the driver. This emergency mode called the emergency air supply mode.

The emergency air supply mode also occurs when the throttle valve output stage is no longer activated.

Throttle stop memory

After replacing the throttle valve controller, the throttle valve stops must be relearned. This process can be started using the tester. The throttle valve is also adjusted automatically after the ignition is switched on. If the system correction fails, the SKA emergency program is activated again.

Emergency mode of the regulator of idling

With electrical or mechanical failures idling valve, the speed is limited depending on the value set by the driver according to the principle of emergency air supply mode. Additionally, through VANOS and the knock control system, power is noticeably reduced. The EML and Check-Engine warning lights come on.

height sensor

Height sensor detects current pressure environment. This value primarily serves to more accurately calculate the engine torque. Based on parameters such as ambient pressure, intake air mass and temperature, as well as engine temperature, the torque is calculated very accurately.

In addition, the height sensor is used for DMTL operation.

Fuel Tank Leak Diagnostic Module DTML (USA)

The module is used to detect leaks > 0.5 mm in the power supply system.

How DTML works

Purge: Via vane pump in diagnostic module outside air blown through an activated carbon filter. The changeover valve and the fuel tank vent valve are open. Thus, the activated carbon filter is “blown through”.

AKF - activated carbon filter; DK - throttle valve; Filter - filter; Frischluft - outside air; Motor - engine; TEV - fuel tank ventilation valve; 1 - fuel tank; 2 - switching valve; 3 - reference leak;

Reference measurement: using a vane pump, outside air is blown through the reference leak. The current drawn by the pump is measured. The pump current serves as a reference value for the subsequent "leak diagnosis". The current consumed by the pump is about 20-30 mA.

Tank measurement: after a reference measurement with a vane pump, the pressure in the supply system is increased by 25 hPa. The measured pump current is compared with the current reference value.

Measurement in the tank - leak diagnostics:
AKF - activated carbon filter; DK - throttle valve; Filter - filter; Frischluft - outside air; Motor - engine; TEV - fuel tank ventilation valve; 1 - fuel tank; 2 - switching valve; 3 - reference leak;

If the current reference value (+/- tolerance) is not reached, then it is assumed that the power system is faulty.

If the reference current value (+/- tolerance) is reached, then there is a leak of 0.5 mm.

If the current reference value is exceeded, then the power system is sealed.

Note: If refueling starts while the leak diagnostic is running, the system aborts the diagnostic. A malfunction message (such as "major leak"), which may appear when refueling, is erased during the next driving cycle.

Launch conditions diagnostics

Diagnostic instructions

Diagnosis of terminal 87 of the main relay

The load contacts of the main relay are tested by the MS43 for voltage drop. In the event of a fault, the MC43 stores a message in the fault memory.

The test block allows diagnosing the power supply of the relay from plus and minus and recognizing the switching status.

Presumably the test block will be included in DIS (CD21) where it can be called.

BMW M54 engine problems

The M54 engine is considered one of the most successful BMW engines, but nevertheless, as in any mechanical device, something, sometimes fails:

• crankcase ventilation system with differential valve;
• leaks from the thermostat housing;
• cracks on the plastic cover of the engine;
• failure of camshaft position sensors;
• after overheating, there are problems with thread stripping in the block for mounting the cylinder head;
• overheating of the power unit;
• oil waste;

The above depends on how the engine was operated, because bmw car for many, it is not just a means of everyday movement along the home-work-home route.

The M54 226S1 model, released by the concern in 2000, became. Compared to the previous instance, its cylinders were equipped with cast iron inserts and VANOS system, which regulates the valve timing not only at the outlet, but also at the inlet. The introduction of such innovations made it possible for German engineers to achieve greater power in all crankshaft speed ranges and at the same time make it more reliable and economical.

In addition to all this, new lightweight pistons were installed in the M54 engine, the design was partially changed intake manifold and introduced a completely new electronic throttle and control unit.

Characteristics of the BMW M54 engine

With the same volumes (2.2 liters) with a similar unit, the M52 has more power. AT in general terms the M54 power unit came out surprisingly successful, most of the shortcomings of its predecessor were eradicated. BMW models were equipped with such motors: E39 520i, E85 Z4 2.2i, E46320i / 320Ci, E60 / 61 520i, E36 Z3 2.2i.

They are very popular in Russia and CIS countries. It must be said that among the owners of this brand of cars, the M54 226S1 has earned a good reputation and is considered quite reliable and giving good performance. Every day more and more domestic drivers choose BMW and note such qualities as reliability, convenience and economy.
When using such units, it is necessary to pay attention to the quality of oil and fuel.

BMW M54 engine modifications:

Motor M54V22 - V = 2.2 liters, N = 170 l / force / 6100 rpm, torque is 210 Nm / 3500 rpm.
Motor M54V22 - V = 2.5 liters, N = 192 l / force / 6000 rpm, torque is 245Nm / 3500 rpm.
Motor M54V30 - V = 3.0 l., N = 231 l / force / 5900 rpm, torque is 300 Nm / 3500 rpm.

Such a unit was installed on: E60 530i, E39 530i, E83 X3, E53 X5, E36 / 7 Z3, E85 Z4, E46 330Ci / 330i (Xi).

ENGINE BLOCK

Bolts (M10) for fastening the crankshaft main bearing caps (replace the bolts, do not wash off the coating of the bolts and lubricate with engine oil) - 20 N.m + 70 °;
. Rigidity liner (stretch):
- M8 22 N.m;
- M10 43 N.m.
. Plug (M14x1.5) coolant drain - 25 N.m.
. Threaded plug (M12x1.5) of the main lubrication channel - 20 N.m;
- all M16x1.5 34 N.m;
- all M18x1.5 40 N.m.
. Oil nozzle, bolt (M8x1.0) - 12 N.m.

CYLINDER HEAD

Cylinder head cover:
- all Mb 10 N.m;
- all M7 15 N.m.
. Threaded plug (M 12x1.5) of the lubrication channel - 20 N.m;
. Air bleed screw - 2.0 Nm
. Bolts (M10) for fastening the cylinder head (replace the bolts, wash them, do not wash off the coating of the bolts, and lubricate with engine oil) - 40 N.m + 90 ° + 90 °.

OIL PAN

cork oil drain hole:
- all M12x1.5 25 N.m;
- all M18x1.5 30 N.m;
- all M22x1.5 60 N.m;
. Oil sump to cylinder block:
- ace Mb (8.8) 10 N.m;
- all Mb (10.9) 12 N.m;
- all M8 (8.8) 22 N.m.
timing cover
. Timing block and its upper and lower covers:
- all Mb 10 N.m;
- all M7 15 N.m;
- all M8 22 N.m;
- all M10 47 N.m.

CRANKSHAFT WITH SUPPORT

Gear wheel of the speed sensor KSUD to crankshaft, replace bolts:
- all M5 (10.9) 13 N.m;
- all M5 (8.8) 5.5 N.m.

FLYWHEEL

Flywheel to the crankshaft of the engine, replace the bolts, with automatic transmission - 105 N.m.

CONNECTING ROD WITH BEARINGS

Replace connecting rod bolts, wash and lubricate with engine oil - 5.0 N.m + 20 N.m + 70 °;
Camshaft.
bearing cap camshaft:
- all Mb 10 N.m;
- all M7 14 N.m;
- all M8 20 N.m.
. Asterisk k camshaft:
- M54 M7 50 Nm + 20j0 Nm;
. Chain tensioner cap nut:
- all M22x1.5 40 N.m.
. Chain tensioner plunger cylinder:
- M54 M26x1.5 70 N.m;
. Camshaft stud into the block head body:
- all M7 20 N.m.
. Camshaft stud nut:
- all Mb 10 N.m.

INTAKE VALVE PHASE VARIO, VANOS

Hollow bolt (M 14x1.5) of the actuating unit - 32 N.m.
. Threaded plug (M22x1.5) of the actuating unit - 50 N.m.
. Precision bolt (Mb, left-hand thread) of the tensioner plunger in splined shaft-10 N.m.
. Piping to support oil filter- 32 N.m.
. Actuating unit to the camshafts of the intake and exhaust valves (replace the bolts M 10x1.0) - 80 N.m.

LUBRICATION SYSTEM

Oil pump to crankcase, M8 bolt—23.0 N.m.
. Oil pump cover (Mb) - 10 N.m.
. Asterisk k oil pump:
- all Mb 10 N.m;
- all M10x1 25 N.m;
- all M10 45 N.m.
. Full flow oil filter (cap):
- all M8 22 N.m;
- all M10 33 N.m;
- all M12 33 N.m;
- screw cap 25 N.m.
. Oil filter housing and pipelines to the crankcase:
- all M8 22 N.m;
- all M20x1.5 40 N.m.
. Oil line for lubrication of bearing beds and camshaft cams:
- all Mb 10 N.m.
. Camshaft cam lube oil line to cylinder head (hollow bolt):
- all M5 5 N.m;
- all M8x1 10 N.m.
. Oil pipelines oil cooler to the oil filter housing:
- all M8 22 N.m.

COOLING SYSTEM

Coolant pump to crankcase:
- all Mb 10 N.m;
- all M7 15 N.m;
- all M8 22 N.m.
. Fan drive coupling to coolant pump (swivel nut with left-hand thread):
- all 40 N.m.
. Thermostat housing:
- all MB 10.0 N.m.
. bleed valve:
- all M8 8.0 N.m.

INTAKE MANIFOLD

Intake manifold to cylinder head:
- all Mb 10 N.m;
- all M7 15 N.m;
- all M8 22 N.m.

EXHAUST MANIFOLD

Exhaust pipe (manifold) to cylinder head, replace nuts, lubricate threaded connections copper-containing paste of the Molykote-HSC type:
- all Mb 10 N.m;
- all M7 20 N.m;
- all M8 23 N.m;
. Oxygen content sensor in the exhaust gas, M18x1.5—50 N.m.

IGNITION SYSTEM

Spark plug:
- all M12x1.25 23 ± 3 N.m;
- all M 14x1.25 30 ± 3 N.m.
. Ignition ECU
- all 2.5 N.m.
. Knock sensor:
- all 20 N.m.
. The crankshaft speed sensor and its position at the TDC of the first cylinder, the bolt (Mb) must be replaced - 10 N.m.
. Control electronics cover - 4.4 N.m.

GENERATOR

Wires to the generator:
- contact D + Mb 7 N.m;
- contact B + M8 13 N.m.
. Alternator pulley - 45 N.m.
. Clamp rear 3.5 N.m.
. Cylindrical wire retainer bolt - 3.5 N.m.
. Voltage regulator:
- all M4 2.0 N.m;
- all M5 4.0 N.m.

STARTER

Fastening the starter to the gearbox housing - 47 N.m.
. Support bracket to the starter - 5.0 N.m.
. Support bracket to crankcase - 47 N.m.
. Starter wires:
- all M5 5.0 N.m.
- all MB 7.0 N.m.
- all M8 13 N.m.
. Heat shield to starter - 6.0 N.m.

WIRING HARNESS AND ENGINE ELECTRICAL

Conclusion "+" AB to the contact in the engine compartment - 21 N.m;
. Sensors for oil pressure, oil temperature and oil level - 27 N.m;
. Coolant temperature sensor - 20 N.m.
. Inlet air temperature sensor - 13 N.m.
. Air flow meter - 4.5 N.m.
. Camshaft position sensor - 4.5 N.m; Fuel supply system.
. Fuel tank to the body on the tie-down band:
- all (bolt) M8 20 N.m;
- all (nut) M8 19 N.m.
. Coupling tape M8 20 N.m.
. ShS to fuel pump:
- all M4 1.2 N.m;
- all M5 1.6 N.m.
. Hose clamps:
- all (10-16 mm) 2.0 N.m;
- all (18-33 mm) 3.0 N.m;
- all (37-43 mm) 4.0 N.m.
. Filler neck to the body, Mb—9.0 N.m.
. Activated carbon filter - 9.0 N.m.
. Dust filter -1.8 N.m.
. Retaining ring of the sensor of the fuel level indicator - 45 ± 5 N.m.
. Drain plug in the fuel tank:
- all 25 N.m.
. Accelerator pedal module to the body - 19 N.m.

COOLING SYSTEM

Coolant hose clamps, 032-48 mm - 2.5 N.m.
. Screw for removing air from the cooling system - 8.0 N.m.
. Radiator to the body, Mb—10 N.m.
. Radiator drain plug - 2.5 N.m;
. Expansion tank to the body - 9.0 N.m.
. Oil cooler to the body - 14 N.m.
. Pipelines to the automatic transmission oil cooler - 25 N.m.
. Oil cooler pipe brackets - 10.0 N.m.
. Cap hook (M18x1.5) of the oil pipe fitting to the automatic transmission and radiator - 20 N.m.
. Hollow oil pipe bolt:
- M14x1.5 27 N.m;
- M16x1.5 37 N.m.
. Branch pipes (pipelines) of the oil cooler to the automatic transmission
- M14x1.5 37 N.m;
- M16x1.5 37 N.m.
exhaust system.
. Silencer clamp - 15 N.m.
. Front muffler to rear muffler - 30 N.m.
Engine mount.
. Pillow of fastening of the engine to a beam front axle- 19 N.m.
. Engine mounting pad to the engine support bracket - 56 N.m;
- 100 N.m.
. Engine mount bracket to engine:
- all M8 (8.8) 19 N.m;
- all M10 (8.8) 38 N.m.