BMW M54B30 engine

Characteristics of the M54V30 engine

Production	Munich Plant
Engine brand	M54
Release years	2000-2006
Block material	aluminum
Supply system	injector
Type	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) - city - 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
Operating temperature of the engine, hail.	~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 liners, a new crankshaft, 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). Changed camshafts, now it's 240/244 lift 9.7/9, new injectors, electronic throttle, Siemens MS43/Siemens MS45 control system (Siemens MS45.1 for US).
The M54B30 engine was used onBMW cars with index 30i.
In 2004, BMW introduced a new series of N52 inline sixes and the 3-liter M54B30 began to gradually give way to a new engine of 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 was developed and introduced, which 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, the fault is with piston rings prone to coking. The solution is simple - buy new rings, you can buy piston rings from M52TUB28. In addition, check the crankcase ventilation valve (CVKG). 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), not very reliable threads for cylinder head bolts, a short-lived thermostat, increased requirements for engine oil quality, a low problem-free resource, and so on often die. 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 - an excellent, powerful and reliable engine. Great choice for a swap.

BMW M54B30 engine tuning

camshafts

Given 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, for example Schrick 264/248 with a lift of 10.5/10 mm (or worse), cold air intake, straight-through exhaust with an 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 path to high power may be to purchase a compressor kit from ESS, G-Power or another manufacturer. With such superchargers, you can increase the maximum power 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 intercooler, turbo manifold, oil supply and oil drain, wastegate, blow-off, fuel regulator, fuel pump, boost controller, boost pressure, oil, exhaust gas temperature (EGT), air-fuel mixture, piping, 500 cc injectors . You can buy all this yourself and set it up on Megasquirt. As a result, we get 400-450 hp. to the stock piston.

BMW M54B22 engine

Characteristics of the M54V22 engine

Production	Munich Plant
Engine brand	M54
Release years	2001-2006
Block material	aluminum
Supply system	injector
Type	in-line
Number of cylinders	6
Valves per cylinder	4
Piston stroke, mm	72
Cylinder diameter, mm	80
Compression ratio	10.8
Engine volume, cc	2171
Engine power, hp / rpm	170/6100
Torque, Nm/rpm	210/3500
Fuel	95
Environmental regulations	Euro 3-4
Engine weight, kg	~130
Fuel consumption, l/100 km(for E60 520i) - city - track - mixed.	13.0 6.8 9.0
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
Operating temperature of the engine, hail.	~95
Engine resource, thousand km - according to the plant - on practice	- ~300
Tuning, HP - potential - no loss of resource	250+ n.a.
The engine was installed	BMW Z3

Reliability, problems and repair of the BMW M54B22 engine

The younger engine of the M54 series (which also included, and), is an evolution in which the crankshaft was replaced with a new, cast-iron one with a stroke of 72 mm (it used to be 66 mm), light pistons were installed, modified 145 mm forged connecting rods, the cylinder block remained old, aluminum with cast iron sleeves, from M52TU.
Cylinder head similar to M52TU with Double VANOS, changedthe intake manifold of Dees, now it is somewhat shorter with large channels, the control system has been replaced with Siemens MS43 and Siemens MS45 (Siemens MS45.1 for US), an electronic throttle valve with a diameter of 62 mm has been used.
This motor was used on BMW cars with an index of 20i.
The M54B22 engine was used by the Bavarians until 2006, after which it was discontinued and replaced by the four-cylinder N43B20. In the new N52 series of in-line sixes, which replaced the M54, there was no longer a small-volume unit.

Problems and disadvantages of BMW M54B22 engines

Malfunctions of the younger version of the M54 are completely similar to the older motors M54B25 and M54B30, you can find out about them by clicking.

BMW M54B22 engine tuning

Stroker 2.6 l

The first logical step in refining the small 2.2-liter M54 engine is to increase the displacement. The easiest way to increase is by buying a crankshaft and connecting rods from, the pistons remain factory, we buy a thick cylinder head gasket and tuned brains from. All the fuss will give about 20 hp. and this increase will be quite tangible.

M54B22 Turbo

The turbocharging of this motor is similar to the M52B20, it is written about this . In addition, compressor kits from ESS are available for sale, providing 250+ hp. on a piston stock, but the cost of such solutions is quite high.
Speaking well, it is easier for the owner of a car with an M54B22 engine to buy an M54B30 engine for a swap, or another BMW.

• inline 6-cylinder 24-valve engine
• ALSiCu3 aluminum crankcase with pressed-in gray cast iron cylinder liners
• aluminum cylinder head
• laminated metal cylinder head gasket
• 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 exhaust camshafts = Doppel-VANOS
• modified intake camshafts 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
• dual-flow catalytic converters integrated into the exhaust manifold, located next to 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 is the basic version of the BMW M54 electronically controlled Siemens MS43.0 engine, which debuted in the fall of 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; 5 - O-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 - Thrust bearing shell; 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 of piston rings;

Pistons (i.e. engines) are rated for ROZ 95 (super unleaded) fuel. In 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, the flywheel is made of solid steel. Manual transmission vehicles 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;

The Self Adjusting Chlutch (SAC), which has been used with one of the manual gearboxes since the start of series production, has a smaller diameter, which leads to a lower mass moment of inertia and thus better gear shifting.

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

A new vibration damper has been developed for this engine. 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 attached equipment is driven by a V-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 driven by the crankshaft through a 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 - Idling valve bracket; 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:
  • just before the fuel filter
  • there is no return line from the fuel filter to the distribution line
• fuel tank leak diagnostic function (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 electronic control unit (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 engine power control) is also integrated into the MS43 unit.

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 v signal is supplied to the engine management system from the ABS ECU (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 of the signals from both front wheels) is transmitted via the 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, the angular velocity drops in comparison with the rest of the 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:

• providing the required amount of air at start-up, (at a 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, in high gear, the restriction is comfortable. 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 of the 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.

The electrical signals are 0.6V - 4.8V for channel 1 and in the range of 0.3V - 2.6V for channel 2. The channels are independent of each other, which ensures higher system reliability.

The Kick-Down point on automatic transmission vehicles is recognized by software evaluation of 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 engine torque in such a way that further movement is 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)

The movement of the EDK is carried out by a DC motor with a 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 a higher load is requested, the ZWD and EDK cooperate.

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 EML and Check Engine warning lights come on.

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 is called 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

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

height sensor

The altitude sensor detects the current ambient pressure. 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: The vane pump in the diagnostic module blows outside air through the 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 for many a BMW car is not just a means for everyday movement along the home-work-home route.

One of the most successful "Hearts" from BMW

Hello! My review of this motor will be dedicated to those who already have a BMW and want to change something in their pet, and for those who want to buy a Bavar. In order to facilitate and shorten the search for a worthy copy, this review will be written!

The first thing I wanted to say about this motor: this motor is not new, but in its line it has been finalized almost to the ideal, this is the very first and most important thing you need to know!

Second: The engine eats oil and very much, so if you bought a car with this engine, do not be afraid that the oil disappears too quickly. This is absolutely normal for this motor.

Third: These are engine overheating and misfiring, the engine can warm up due to excessive violence or because the radiator or air in the cooling system is tritely clogged.

You just need to keep an eye on the ignition system!

And now the most interesting! For lovers of TUNING, there are many opportunities to squeeze 500hp. without much damage to the motor, 400l. with it is possible to receive by simple installation of the compressor, 500l. with the installation of a turbocharger or, as they say abroad, the kit "Garrett GT30".

So guys and girls, the one who buys a body with such a heart will never regret it. The most important thing is that a car with such an engine is not expensive and the possibilities for revision are very, very attractive!

Video review

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BMW motorist advice. Series 1 - ALL 13 BMW M54 Engine Problems. How not to get on KAPITALKA