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
Mnchen, Germany
Reprints of this publication or its parts require the written approval of
BMW AG, Mnchen
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:
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
Product Information and reference material for

practical applications
Introduction
General requirements
System overview
Overview
System overviews of current engines
9
15
System components
27
Unfiltered air duct

Intake silencer
Exhaust turbocharger
Intercooler
Sensors - air intake system
Throttle valve
Intake air manifold
Exhaust manifold
Exhaust gas recirculation
Sensors - exhaust system
Oxidation catalytic converter
Diesel particulate filter
Particulate trap catalytic converter
Silencer
Vacuum system
27
28
29
35
38
41
42
44
45
53
61
70
74
79
81
89
Service information
101
System overview
System components
101
102
Summary
103
Points to remember
103
Test questions
109
Questions
Answers to questions
109
113
3
Objectives.
Air Intake and Exhaust System - Diesel.
Product Information and reference material for practical

applications
This Product Information provides detailed
information on the design and function of the
various air intake and exhaust systems used in
BMW diesel vehicles.
The Product Information is designed as a work
of reference and supplements the contents of
the BMW Aftersales Training course. The
Product Information is also suitable for private
study.
As a preparation for the technical training

course, this publication provides an insight
into the air intake and exhaust systems of the
current BMW diesel models. In conjunction
with practical exercises carried out in the
training course, its aim is to enable course
participants to carry out servicing work on the
air intake and exhaust systems in BMW diesel
vehicles.
Please remember to work through

the SIP (training and information
program) on this topic.
Basic knowledge ensures
confidence in theory and practice.
Technical and practical background

knowledge of the current BMW diesel models
will simplify your understanding of the systems
described here and their functions.
4
Introduction.
General requirements
The air intake system supports the charge
cycle process. The higher the delivery rate, the
more effective the charge cycle. The term
delivery rate refers to the ratio between the
actual and theoretically possible cylinder
charge. A large volume of air additionally
means a higher oxygen content in the cylinder
charge. The oxygen content is also higher in
air that has been compressed to some extent
thus shortening the combustion paths.
The introduction of the transverse flow
cylinder head was key in achieving an
improved cylinder charge. In this cylinder
head, the intake and exhaust are not arranged
on one side (counterflow cylinder head) but
rather on different sides of the displacement
engine. The incoming fresh gasses are able to
exit the combustion chamber in virtually the
same direction with no flow-back. This design
layout also made possible the use of multivalve technology with optimum cross sections
for the valves and ideal central arrangement of
the injection nozzles.
Formerly, the counterflow cylinder head still

had the advantage of effective mixture
preheating for cold start by the exhaust
manifold arranged below it. However, this
advantage proved to be a disadvantage once
the engine reached operating temperature.
For this reason, intake air preheating
(subsequently also thermostatically
controlled) has become less and less
prevalent. The only remaining disadvantage of
the cross-flow cylinder head is the division of
the engine into a warm exhaust side and a cold
intake side. Design measures and
corresponding material selection are required
to compensate for this disadvantage.
It is necessary to implement
appropriate design measures on the
air intake and exhaust system in
order to be able to meet the
emission limits specified throughout
the world. The design of the air
intake and exhaust system differs for
different types of engine.
Ever greater significance is being attached to

the typical sound a specific model makes. In
recent years, the significance of the sound
made by the different models can be
measured by the attention paid to this topic in
the motor press.
Exhaust emission legislation

Pollutants
Many countries limit the levels of emitted
pollutants by way of corresponding exhaust
emission legislation. The regulations
stipulated by the respective countries are
based on test procedures, measuring
technologies and limits that may vary for
ecological, economic, climatic and political
reasons.
Limits are specified for following exhaust
emissions:
Hydrocarbons (HC), country-specific
Non-methane hydrocarbon compounds
(NMHC), country-specific
Carbon monoxide (CO)
Sulphur compounds in the exhaust gas are the

result of the sulphur contained in the fuel. The
limits for the sulphur content in diesel fuel
have therefore been reduced throughout the
world.
The pollutant emissions from the crankcase
are relatively low as only clean filtered air is
compressed in the diesel engine. The gasses
that enter the crankcase during expansion
(combustion stroke) contain only approx. 10 %
of the pollutant mass that occurs in petrol
engines. Nevertheless, a sealed crankcase
ventilation system is required by law.
There is no need to monitor evaporative
emissions on diesel engines as the diesel fuel
contains no volatile components.
Nitrogen oxides (NOx)

Particles (PM)
These pollutants are the result of:
Combustion in the engine
Sulphur content in fuel
Crankcase ventilation
Fuel evaporation
3
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.
Sulphur compounds
In the USA, the Federal State of California

limits the emission of non-methane
hydrocarbon compounds (NMHC) to the
average model range of a vehicle
manufacturer. The vehicle manufacturer can
use different vehicle concepts that divided into
the following categories depending on their
emission values for NMHC, CO, NOx and
particle emissions:
Water
TLEV (Transitional Low Emission Vehicle)
1 - Exhaust gas composition of a diesel engine before exhaust treatment
The particles (PM) consist of:

Carbon
Hydrocarbons
Metal abrasion
Type approval testing

Exhaust emission inspections are the
prerequisite for granting the general type
approval for a specific type of vehicle and/or
engine. For this purpose, test cycles must be
run under defined marginal conditions and
emission limits met. The test cycles and
emission limits are specific to the respective
country.
The following graphics show the different
exhaust emission limits based on the example
of the EURO specification, US specification
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.
LEV (Low Emission Vehicle)

ULEV (Ultra-Low Emission Vehicle)
SULEV (Super Ultra-Low Emission Vehicle)
ZEV (Zero Emission Vehicle)
For the type approval of a vehicle model, the
manufacturer must verify that the pollutants
HC (or NMHC), CO, NOx, particles and smoke
emission (turbidity) do not exceed the
emission limits over a distance of 50,000 and/
or 100,000 miles. The vehicle manufacturer
must make available two vehicle fleets from
production for this type approval test.
Type approval test values, EURO

specification
2 - Exhaust emission limits, EURO specification
Valid from
Regulation
CO
in mg/km
NOx
in mg/km
HC + NOx
in mg/km
01.07.1992
01.07.1996
01.01.2000
01.01.2005
planned
01.09.2009
planned
01.09.2014
EURO 1
EURO 2
EURO 3
EURO 4
EURO 5
2720
1000
640
500
500
970
700
500
250
180
970
700
560
300
230
Particles
(PM) in mg/
km
140
80
50
25
3
EURO 6
500
80
170
Type approval test values, Japan
3 - Exhaust emission limits, Japan
Valid from
Regulatio
n
CO
in mg/km
NOx
in mg/km
HC + NOx
in mg/km
01.10.1998
01.09.2000
01.09.2004
01.09.2007
planned
01.09.2010
LEV 2005
-
2100
2100
630
630
630
400
400
300
150
80
400
400
120
24
24
Particles
(PM) in mg/
km
80
80
56
14
5
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
planned
01.09.2009
01.09.2007
EURO 5
CO
in mg/km
500
NOx
in mg/km
180
HC + NOx Particles (PM)

in mg/km
in mg/km
230
3
LEV 2005
630
150
24*
Japan
Model year 2005
LEV II,
2110
31
47*
Tier 2 Bin5
* NMHC is regulated in the USA. NMHC = Non-methane hydrocarbon
14
6
Preconditions
Intake system
Exhaust system
The task of the intake system is to supply the

engine with as much cool fresh air as possible.
The lower the flow losses, the higher the
output yield and torque.
The task of the exhaust system is to provide

the necessary noise damping, low exhaust
backpressure and the necessary exhaust gas
treatment.
The intake system consists of the following

individual components:
The exhaust system consists of the following

components:
Unfiltered air duct
Exhaust manifold
Intake silencer
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
Intercooler
Charge air temperature sensor
Throttle valve
Inlet for exhaust gas recirculation
Intake air manifold
Boost pressure sensor
Swirl flaps
Swirl flap actuator
In the meantime, the intake system is made
from aluminium or plastic. The plastic material
is heat resistant up to a temperature of 140 C
and, compared to aluminium, provides a
further weight saving of up to one third. On the
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.
Sensors
Exhaust temperature sensor
Oxygen sensor
Exhaust backpressure sensor
Primary silencer
Intermediate silencer
Rear silencer
Tail pipe
Exhaust flap
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
air intake system causes the walls of the
components to vibrate, thus also radiating
noise. The air intake system is therefore
optimized in such a way that no disturbing or
annoying vibration can occur thus conforming
to the noise emission limits applicable
worldwide.
The intake system can be divided

into two section. 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.
N47D20T0 Engine
1 - Air intake system, N47D20T0 engine
Index
A
B
C
D
1
2
3
4
5
6
10
Explanation
Unfiltered air
Filtered air
Heated charge air
Cooled charge air
Unfiltered air pipe
Intake silencer
Filtered air pipe
Index
7
8
9
10
11
12
13
14
15
Explanation
Charge-air pipe
Intercooler
Charge air pipe
Throttle valve
Inlet for exhaust gas recirculation
Intake air manifold
Swirl flap actuator
The unfiltered air (A) that is drawn in reaches

intake silencer (2) through the intake snorkel
(not shown) and unfiltered air pipe (1). In the
intake silencer, the unfiltered air is filtered to
become filtered air (B). The filtered air flows via
hot-film air mass meter (3) and filtered air pipe
(4) to exhaust turbocharger (6). At the same
time, blow-by gases are fed into the filtered air
pipe through blow-by gas connection (5). In
the exhaust turbocharger, the filtered air is
compressed and thereby heated. The
compressed, heated charge air (C) is
conveyed in charge air pipe (7) to intercooler
(8).
From the intercooler, the now cooled charge

air (D) flows via charge air pipe (9) past charge
air temperature sensor (10) to throttle valve
(11). Depending on the position of the throttle
valve more or less cooled charge air (D) flows
into intake manifold (14). The inlet for the
recirculated exhaust gas (12) also joins the
intake manifold.
If the filtered air pipe downstream of the

blow-by gas connection is heavily oiled, this
could imply increased blow-by gas levels. The
cause of this is usually a leak in the engine (e.g.
crankshaft seal) or surplus air taken in through
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
M57D30T2 Engine
2 - Air intake system, M57D30T2 engine
12
Index
A
B
C
D
1
2
3
4
Explanation
Unfiltered air
Filtered air
Heated charge air
Cooled charge air
Unfiltered air snorkel
Intake silencer
Filtered air pipe
Index
5
6
7
8
9
10
11
Explanation
Charge-air pipe
Intercooler
Charge air pipe
Throttle valve
Intake air manifold
Valve cover with swirl ports
Explanation
EGR bypass actuator
VNT actuator
Oxidation catalytic converter and
diesel particulate filter (DPF)
Oxygen sensor
Exhaust system
3 - E81/E87 Exhaust system, N47D20O0 engine
Index
1
2
3
4
Explanation
Rear silencer
Exhaust manifold
Index
7
8
9
10
5
6
EGR valve
EGR cooler
11
12
13
The task of the exhaust system is to direct

combustion gasses into the atmosphere with
as little noise and as environmentally
acceptable as possible. In order to fulfil these
requirements, while also producing a defined
sound, the individual components such as
silencer, catalytic converter, diesel particulate
filter, exhaust turbocharger, exhaust manifold
and various sensors are mutually matched.
The exhaust system is designed such that

the vibrations corresponding to the engine
timing (intake and pressure waves) optimize
the charge cycle and therefore the engine
output. Consequently, in the event of a defect
in the exhaust system, the vibrationcoordinated charge cycle is influenced
negatively, thus consequently reducing
engine output while increasing fuel
consumption. 1
14
The notion that an engine with reduced noise

damping has a greater power output is
incorrect and proven by the previous
information. The design layout of the exhaust
system positively influences the flow of
exhaust gasses. The pressure reduction at the
point of valve intersection is specifically used
for the purpose of initiating the induction
stroke and increasing power output.
The power output can be influenced by the
pipe length and position of the silencers
(catalytic converter/diesel particulate filter).
Current exhaust systems are equipped with
one catalytic converter, one diesel particulate
filter and two silencers.

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
N47D20O0 Engine
4 - Air intake and exhaust system, N47D20O0 engine
16
Index
1
2
3
Explanation
N47D20O0 Engine
Intake silencer (air cleaner)
Hot-film air mass meter (HFM)
Index
11
12
13
4
5
6
7
8
9
10
Exhaust turbocharger with VNT

Oxygen sensor
Diesel particulate filter (DPF)
14
15
16
17
18
19
Explanation
Rear silencer
Digital diesel electronics (DDE)
EGR (exhaust gas recirculation)
valve and position sensor
Throttle valve
EGR bypass valve
EGR cooler
Intercooler
17
N47D20T0 Engine
5 - Air intake and exhaust system, N47D20T0 engine
18
Index
1
Explanation
Index
12
2
3
Intercooler
Intake silencer
13
14
4
5

Compressor bypass valve
15
16
6
7
8
9
10
EGR cooler with bypass valve

Oxygen sensor
Primary silencer
17
18
19
20
21
11
Explanation
diesel particulate filter (DPF)
Wastegate
Exhaust turbocharger, low pressure
stage
Turbine control valve
Exhaust turbocharger, high pressure
stage
N47D20T0 Engine
EGR valve
Throttle valve
19
M57D30O2 Engine
20
Index
1
2
3
4
5
6
7
8
9
Explanation
M57D30O2 Engine
Oxygen sensor
Index
10
11
12
13
14
15
16
17
18
Explanation
Rear silencer
EGR valve
Throttle valve
EGR cooler
Intercooler
21
M57D30T1/M57D30T2 Engine
7 - Air intake and exhaust system, M57D30T1/M57D30T2 engine
22
Index
1
2
3
4
5
6
7
8
9
10
11
Explanation
M57D30T1/M57D30T2 Engine
Small exhaust turbocharger
Large exhaust turbocharger
Wastegate
Oxygen sensor
Index
12
13
14
15
16
17
18
19
20
21
22
Explanation
Rear silencer
Throttle valve
EGR valve
EGR cooler
Intercooler
Intake air temperature sensor
23
M67D44O1 Engine
24
Index
1
2
3
4
5
6
Explanation
Intercooler
Throttle valve
EGR cooler
EGR valve
Index
11
12
13
14
15
16
7
8
9
10

Swirl flaps
17
18
19
Explanation
Oxygen sensor
master
Rear silencer
DDE Slave
25
26
6
System components.
Unfiltered air duct

The unfiltered air duct consists of the
unfiltered air snorkel, pipe and the unfiltered air
area of the intake silencer. The unfiltered air
snorkel and pipe are designed with the crash
safety of pedestrians in mind. This entails the

use of especially soft materials and yielding
connections.
M57D30T2 Engine
The M57D30T2 engine draws in the
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 fresh air is directed via

the unfiltered air duct into the intake
system of the respective engine.
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
1
2
3
4
5
6
Explanation
Coarse-mesh screen
Unfiltered air snorkel
Unfiltered air pipe
Unfiltered air area of intake silencer
Filter element
Filtered air area of intake silencer
27
Intake silencer
The intake silencer houses the filter element
and is designed such that the filter element
has as long a service life as possible. The
larger the filter element, the longer the service
life and also the greater the space
The intake silencer reduces the
intake noise and houses the filter
element.
requirement. The housing of the intake

silencer is also designed to deform in the
event of impact from above (pedestrian
collision). This means that it compresses by
several centimetres.
M57D30O2 Engine
Index
1
2
Explanation
Filter element
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
1
2
3
28
Explanation
Filter element
Housing cover
Bottom section of housing
In 1925 Alfred Bchi produced the first
exhaust turbocharging system with a 40 %
increase in power output. This development
heralded the step-by-step introduction of
exhaust turbocharging.
In exhaust turbocharging a part of the exhaust
energy is used to drive a turbine. The exhaust
energy would simply be wasted without
exhaust turbocharging.
Mounted on the turbine shaft, an impeller
(pump wheel) draws in the air and directs it
compressed to the engine.
Compared to a naturally aspirated engine of
the same size, the engine supercharged with
an exhaust turbocharger has lower fuel
consumption as a part of the exhaust energy
that would otherwise not be utilized is used to
increase the engine output.
The torque progression of an engine charged
with an exhaust turbocharger can be laid out
more favourably. Due to the sharp rise in
torque at low engine speed, almost the full
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.
Design
An exhaust turbocharger consists of a turbine
and a compressor that are connected by a
common shaft. Driven by the exhaust gasses,
the turbine provides the drive energy for the
compressor.
The compressors used in BMW engines are
radial-flow compressors. A compressor
consists of the impeller and the turbine
housing. The speed of the turbine and
therefore of the impeller draws in air axially
which is accelerated to high speeds in the
impeller. The air leaves the impeller in radial
direction. The speed of the air is reduced
virtually without loss in the diffuser, resulting in
an increase in pressure and air temperature.
The diffuser consists of the sealing plate and a
part of the compressor housing. The air is
collected in the compressor housing and the
speed is further reduced up to the outlet to the
intercooler.
The exhaust turbocharger uses a

part of the exhaust energy to
compress the intake air, thus
increasing the efficiency of the
engine. A swirl element is used to
optimize the effect on the fresh air
side.
Operation of the exhaust turbocharger is

documented under <Exhaust components>.
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
4 - Exhaust turbocharger
Index
1
2
3
4
5
6
7
8
9
10
30
Explanation
Turbine housing
Turbine wheel
Heat shield
Bearing housing
Outlet to intercooler
Oil inlet
Safety plate
Sealing plate
Compressor housing
Inlet from intake silencer
Index
11
12
13
14
15
16
17
18
19
Explanation
Vacuum unit
Impeller
Piston ring seal
Main bearing
Bearing bush
Oil return
Inlet from exhaust manifold
Wastegate
Outlet to catalytic converter
Functional principle
The functional principle of an exhaust
turbocharger is described based on its
characteristic map. It shows the pressure
conditions as a function of volumetric flow.
The effective characteristic map range of the
exhaust turbocharger is limited by
Surge line
Choke line
Maximum permissible turbine speed
Index
1
2
3
4
5
6
7
8
9
10
11
12
Explanation
Surge line
Turbine speed 60,000 rpm
V = 0.75
V = 0.70
V = 0.68
V = 0.65
13
V = 0.60
V = 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 V =
0.60 (13).
5 - Compressor characteristic map
31
Surge line
Choke line
The flow detaches from the compressor

blades (3) at too low a volumetric flow and too
high a pressure, thus interrupting the delivery.
Due to the vacuum on the intake side, the air
flows backwards through the compressor (2)
until stable pressure conditions are reestablished and the air flows in forward
direction again.
The maximum volumetric flow (2) of the

exhaust turbocharger is limited by the cross
section at the compressor inlet. No matter
how much the speed is raised, the throughput
cannot be increased beyond a certain value.
This value is reached when the air in the wheel
inlet reaches the speed of sound (3).
7 - Choke line
6 - Surge line
Index
1
2
3
Explanation
Impeller
Air flow
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
Index
1
2
3
Explanation
Impeller
Volumetric flow
Flow at the speed of sound
Swirler
The swirler improves the flow at the
compressor blades. The swirler shifts the
surge line thus improving pressure build-up.
The angle at which the air flow hits the impeller
is changed so that the flow adapts more
effectively to the compressor blades. This
means flow stall (surge line) occurs later.
The graphic shows that the air flow (2) hits the
compressor blade (1) at angle of incidence (3).
Flow stall (4) can occur under certain
conditions.
The following graphic shows the effect of the
swirler under the same operating conditions.
The swirler changes the angle of incidence (3)
causing the flow (5) to pass close against the
turbine blade.
8 - Exhaust turbocharger without swirler

9 - Exhaust turbocharger with swirler
Index
Explanation
1
2
3
4
Compressor blade
Air flow
Flow angle of incidence
Flow stall
Index
1
2
3
5
Explanation
Compressor blade
Air flow
Flow angle of incidence
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
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
Intercooler
Overview
The temperature of the air increases as the air
is compressed in the exhaust turbocharger.
This causes the air to expand. This effect
undermines the benefits of the exhaust
turbocharger because less oxygen can be
delivered to the combustion chamber. The
intercooler cools the compressed air, the air's
density increases and thus more oxygen can
be delivered to the combustion chamber.
density of the compressed air, i.e. so too the

oxygen content per volume.
As a result, a larger volume of fuel-air mixture
can be combusted and converted into
mechanical energy.
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.
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.
However, the air density and therefore the
mass of oxygen that can be delivered to the
combustion chamber is reduced because the
air heats up, and thus expands, as it is
compressed.
The intercooler counteracts this effect
because the cooling process increases the
12 - Intercooler
Index
1
2
3
4
Explanation
Heated charge air
Cooled charge air
Cool fresh air
Heated fresh air
35
Examples
Using two examples of the M57D30T2
engine, the following table shows the extent
Mass air flow
0.17 kg/s
0.18 kg/s
Charge air
temperature before
intercooler
130 C
155 C
the air is cooled under defined operating

conditions.
Cooling air
temperature
25 C
35 C
Charge air
temperature after
intercooler
68 C
66 C
Taking the N47D20O0 engine as an example,

the following table shows the cooling capacity
at various operating points.
Operating point
Charge air volume
Cooling capacity
300 kg/h
700 kg/h
approx. 5.8 kW
approx. 11.9 kW
Driving uphill
Vmax
Mass cooling air

flow
4 kg/m2s
8 kg/m2s
The intercooler is located in the cooling

module underneath the coolant radiator.
Compressed air flows parallel through the
intercooler in several plates, around which
cooling air is circulated.
turbocharging process is directed through the

intercooler.
The intercooler transfers the thermal energy
of the charge air to the ambient air thus
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
Index Explanation
A
Unfiltered air
B
Filtered air
C
Heated charge air
D
Cooled charge air
1
Intake silencer
2
3
4
Swirl flap actuator
5
Intake air manifold
36
Index
6
7
8
9
10
11
12
13
Explanation
Throttle valve
EGR in-feed line
Charge-air pipe
Intercooler
Charge-air pipe
Unfiltered air pipe
13 - Intake system, N47D20O0 engine
37

Index
1
2
Explanation
HFM
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
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.
14 - Hot-film air mass meter
15 - Sectional view of hot-film

air mass meter
Index
1
Explanation
Electric connections
Index
5
2
3
4
Measurement tube housing

Electronic evaluator
Mass air flow
6
7
8
A labyrinth (6) makes sure that only the actual

air mass is recorded. Thanks to the labyrinth,
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,
38
Explanation
Partial flow for measurement,
exhaust
Labyrinth
Sensor measuring cell
Sensor housing
the more energy is required to keep the

temperature of the measuring cell constant.
The evaluator electronics (3) digitizes the

sensor signals. This digitized sensor signal is
then transferred frequency-modulated to the
DDE. In order to be able to compensate for
temperature influences, the air mass signal is

referred to the variable temperature signal.
The HFM is supplied with on-board voltage
and connected to earth by the DDE.
16 - HFG signal progression
Index
A
B
C
1
2
Explanation
Air mass signal
Air mass
Temperature signal
Air mass signal (A) as a function of air mass (B) and temperature signal (C)
The period duration of the air mass signal (A) decreases as the air mass (B)
increases
The period duration of the air mass signal (A) is extended as the air mass (B)
reduces
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
When air mass (B) increases, the period duration of the air mass signal decreases
while taking the temperature signal (C) into account
39

The charge-air temperature sensor records
the temperature of the compressed fresh air. It
is located in the boost-pressure pipe, directly
upstream of the throttle valve.
The DDE connects the intake temperature

sensor to earth. A further connection is
connected to a voltage divider circuit in the
DDE.
The charge-air temperature is used as a

substitute value for calculating the air mass.
This is used to check the plausibility of the
value of the HFM. If the HFM fails, the
substitute value is used to calculate the fuel
flow measurement and the EGR rate.
The intake temperature sensor contains a

temperature-dependent resistor that
protrudes into the flow of intake air and
assumes the temperature of the intake air.
17 - Charge air temperature sensor
The resistor has a negative temperature

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.
The resistance changes in relation to
temperature from approx. 75 k to 87 ,
corresponding to a temperature of -40 C to
120 C.

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
40
Throttle valve
Overview
A throttle valve is required in all diesel engines
equipped with a diesel particulate filter. By
throttling the intake air, the throttle valve
ensures that the elevated exhaust gas
temperatures required for diesel particulate
filter regeneration are achieved.
When no power is applied to the drive unit, the

throttle valve is set, spring-loaded, to an
emergency operation position.
The throttle valve is closed when the engine is

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
engine oil from an exhaust turbocharger with
bearing damage. This function can effectively
prevent major damage to the engine.
The throttle valve is located directly upstream
of the intake manifold.
The DDE calculates the position of the throttle
valve from the position of the accelerator pedal
and from the torque requirement of other
control units. The DDE controls actuation of
the throttle valve by means of a PWM signal
with a pulse duty factor of 5 to 95 %.
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 overrevving of the engine.
19 - Throttle valve, M57TU2 engine
Index
1
2
3
4
5
6
Explanation
Housing
Vacuum unit
Electric motor with electronics
Intake air
Connection from intercooler
EGR connection
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.
41
Intake air manifold

Design
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.
In most cases, the intake manifold is made of

plastic. Inside it, the air is branched off the
individual cylinders. In addition, the ports to
each individual cylinder branch off further into
swirl ports and tangential ports. In the N47
engines, both ports are routed along the side
of the cylinder head.
ensures optimum cylinder charge, which is

why the tangential port is also referred to as a
charge port. The swirl flaps are located in the
tangential ports.
The swirl port is identifiable by its almost
rectangular cross section, while the tangential
port is round.
The swirl port ensures reliable swirl in the

combustion chamber, and the tangential port
20 - Intake manifold, M67TU engine
Index
1
2
3
4
42
Explanation
Intake manifold
EGR port
Swirl port
Tangential port
Index
5
6
7
Explanation
Actuator motor for swirl flaps
Linkage for swirl flaps
Swirl flaps
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
1
2
3
4
Explanation
Exhaust port
Swirl port
Tangential port
Swirl flap
Swirl flap (4) closes tangential port (3) to

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

is operated by a DC motor or a vacuum unit (3).
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.
43
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.
The exhaust manifold conjoins the exhaust

openings in the cylinder head into one or
several ports and transfers the exhaust
gasses. The design layout of the exhaust
manifold has an influence on the output yield.

Current exhaust manifolds are made of cast
iron and sheet steel.
Cast exhaust manifold

The spheroidal graphite cast iron exhaust
manifold (GGG) bundles the exhaust gasses
coming from the cylinder head and transfers
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
the cast exhaust manifold is its cost-effective

production and high stability as a support for
the exhaust turbocharger.
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.
However, a cast exhaust manifold was again
used on the successor engine as it was
possible to eliminate the disadvantage of the
slower response of the catalytic converter by
arranging it directly downstream of the
exhaust turbocharger.
44
24 - Air gap insulated exhaust manifold, M57TU engine
Index
A
B
Explanation
Assembly
Exploded view

Overview
The diesel engine normally operates without
throttling the intake air. The load is controlled
by the injected quantity of fuel. Only a slight
fuel surplus is available at full load, ensuring
relatively "clean" combustion. There is an
oxygen surplus when the full power output is
not required. Nitrogen oxides (NOx) are
produced in the combustion process at an
increased rate in connection with a surplus of
oxygen. Exhaust gas recirculation is used to
reduce these nitrogen oxides.
A reduction in the maximum combustion

temperature of up to 500 C. This effect is
increased still further if the recirculated
exhaust gases are cooled.
M57TU2 Engines
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 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.
Nitrogen oxides are produced in large
amounts if combustion takes place with an air
surplus and at very high temperatures. Oxygen
combines with the nitrogen in the combustion
air to form nitrogen monoxide (NO) and
nitrogen dioxide (NO2).
25 - EGR system, M57D30O2 engine
Index
1
2
3
Explanation
Exhaust manifold
EGR cooler
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,
45
M67D44O1 Engine
26 - EGR system, M67D44O2 engine
Index
1
2
3
Explanation
Cylinder head
EGR valve
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.
46
Index
4
5
Explanation
Coolant connection
EGR port
N47D20O0 engine and N47D20T0

engine
EGR valve, which controls the volume of

recirculated exhaust gas.
On the N47 engines, the exhaust gas

recirculation system begins at the exhaust
manifold. There is a connection at the front
end for this purpose. Connected here is the
Located downstream of the EGR valve is the

EGR cooler. Its design differs depending on
the power class and equipment. The EGR
valve and the EGR cooler are contained in the
EGR module.
27 - EGR module, N47D20O0 engine
Index
1
2
3
4
Explanation
EGR cooler
EGR path sensor
EGR valve
Hot exhaust gas
Index
5
6
7
8
Explanation
EGR bypass actuator
Coolant supply
Coolant return
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.
47
EGR valve
The required quantity of exhaust gas is
directed via the EGR valve to the intake
system. The EGR valve is operated either
pneumatically or electrically.
M57 Engines
The EGR valve opens by applying vacuum at
vacuum connection (9). The vacuum presses
diaphragm (1) against spring (10) and the EGR
valve head is lifted from blade-type sleeve (4).
Exhaust gas (5) can now flow past the EGR
valve head into the intake port. The exhaust

gas now mixes with the intake air from throttle
valve (2) and is directed in the form of a fresh
air-exhaust gas-air mixture (6) to the engine.
The blade-type sleeve has the advantage that,
when the EGR valve is closed, any deposits
formed on the sleeve are removed by the
blade shape, ensuring the EGR valve always
closes reliably. In this way, a coking ring is
prevented from forming on the surface of the
valve seat.
28 - EGR valve, M57 engine
Index
1
2
3
4
5
48
Explanation
Diaphragm
Intake air from throttle valve
EGR valve head
Blade-type sleeve
Exhaust gas
Index
6
7
8
9
10
Explanation
Fresh air-exhaust gas-air mixture
Guide sleeve
EGR housing
Vacuum connection
Spring
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
1
2
3
4
Explanation
Socket
Cooling channel
Stem
Ball
Index
1
2
3
4
5
6
7
8
9
10
Explanation
Roller
Cam disc
Cooling channel
Plain bearing
Exhaust port
Valve seat
Valve
Stem
Plug connection
Electric motor shaft
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.
49
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-widthmodulated 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.
Index
2
7
Explanation
Cam disc
Valve
N47 Engines
The EGR valve controls the return of exhaust
gas to the air intake system. It is located
upstream of the EGR cooler and therefore
subjected to high thermal loads. However, the
If there is no pressure present, the EGR valve

is closed due to the force of the spring. As a
consequence, no exhaust gas can be
recirculated in the event of an electrical or
pneumatic system failure.
A new feature is the sensor on the EGR valve
that records the opening dimension. This
sensor is a potentiometer. Recording the
opening dimension makes it possible to
regulate the EGR rate much more accurately.
33 - EGR valve, N47 engines
50
Index
1
2
3
4
5
Explanation
Exhaust gas from exhaust manifold
Valve holder
Guide
Valve housing
EGR position sensor
Index
6
7
8
9
Explanation
Vacuum connection
Diaphragm
Exhaust gas to EGR cooler
Valve head
Exhaust gas recirculation cooler

The use of an EGR cooler increases the
efficiency of exhaust gas recirculation. The
cooled exhaust gas is able to draw off more
thermal energy from the combustion and thus
reduce the maximum combustion
temperature.
The EGR cooler in the N47 engines is located
downstream of the EGR valve. The engine's
coolant flows through it. The exhaust gas is
fed through this coolant flow in several flat
pipes (almost rectangular cross section). In the

process, its thermal energy is transferred to
the coolant.
Different EGR coolers are used for the upper
and lower power class. In addition, different
EGR coolers are available to the upper power
class depending on whether the vehicle
concerned has a manual or automatic
transmission.
34 - EGR cooler with bypass
Index
1
2
3
Explanation
Feed from exhaust manifold
Cooling jacket
EGR pipe
Index
4
5
6
Explanation
Bypass
Bypass valve
EGR valve
51
EGR Bypass valve

The EGR cooler for vehicles with manual
transmission offers a new feature. It is
equipped with a bypass valve, which allows
the exhaust gas to bypass the EGR cooler
when required.
This is useful in the engine warm-up phase for
bringing the catalytic converter up to its
operating temperature more rapidly.
The bypass valve is adjusted by a vacuum unit.
There are two states only: open and closed.
The vacuum canister is controlled by an

electric changeover valve, which in turn is
controlled by the DDE.
With no negative pressure, the bypass valve is
closed, i.e. the exhaust gas flows through the
EGR cooler. If no negative pressure is present,
the bypass valve opens the bypass (located
inside the housing of the EGR cooler) and at
the same time closes the supply to the EGR
cooler.
35 - Bypass valve closed and

open
Index
A
Explanation
Bypass valve closed
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.
52
Index
B
Explanation
Bypass valve open
The turbocharger is driven by the engine's
exhaust gases. The hot, pressurized exhaust
gases are directed through the turbine of the
exhaust turbocharger, thus producing the
drive force for the compressor.
The intake air is precompressed so that a
higher air mass enters the combustion
chamber in the engine. In this way, it is
possible to inject and combust a greater
quantity of fuel, which increases the engine's
power output and torque.
The speeds of the turbine are between

100,000 rpm and 200,000 rpm. The exhaust
inlet temperature may be up to approx. 900
C.
The performance of a turbocharged engine
can reach the levels achieved by a naturally
aspirated engine with significantly more
capacity. However, the boost effect can also
be used in a small engine to achieve a certain
output with comparatively reduced
consumption.
Exhaust turbocharger with wastegate
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.
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.
53
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
36 - Engine operation line in compressor characteristic map
Index
A
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Explanation
Engine operation line
Surge line
V = 0.75
V = 0.70
V = 0.68
V = 0.65
V = 0.60
Exhaust turbocharger operation
line
V = 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
54
Theoretically, varying the control rod in

"wastegate opens later" direction would
increase the boost pressure. However, since
the boost pressure is monitored by the DDE
with the aid of a boost pressure sensor, this
change is detected. A characteristic map
stored in the DDE permits deviations in a
defined range in order to compensate for
changes in operation. If this range is exceeded
as the result of manual intervention, a fault will
be detected as the result of evaluating the
received sensor signals in the DDE. This
status is indicated by the emission warning
lamp in the instrument cluster. This will result
in a reduction in the boost pressure and
therefore in the engine output. 1
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
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.
37 - VNT vane mechanism, "closed"
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.
The boost pressure actuator is controlled by
the DDE by means of a pulse width modulated
signal.
Control rod (1) turns shaft (2) and therefore
displacement ring (3) which in turn moves
guide vanes (4). The position of the vanes
affects the size of the flow cross section to the
turbine wheel.
38 - Vane adjustment mechanism
Index
1
2
3
4
Explanation
Control rod
Shaft
Displacement ring
Guide vane
55
40 - Vane adjustment mechanism
39 - VNT vane mechanism, "open"
The guide vanes are wide open when a large

volume of exhaust gas now flows through the
turbine at high engine speed. The leverage at
which the exhaust gas hits the turbines is
reduced.
56
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
section. Furthermore, the exhaust
turbocharger with VNT does not need a
wastegate valve.
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

producing high power output levels at high
engine speeds. However, it responds
sluggishly and is not capable of generating a
high boost pressure at low engine speeds.
Index
P
t
One solution to elevate this conflict of

objectives is the use of variable nozzle turbine
technology as implemented in the majority of
BMW diesel engines. The flow cross section is
adapted to the engine operating point by
adjusting the vanes of the turbine wheel.
Nevertheless, the effect of this system is
limited so that the entire operating range of
the engine cannot be optimally covered.
Engine
The ideal solution would be to have two

exhaust turbochargers. One small
turbocharger for quick response and one large
turbocharger for maximum output yield.
Precisely this configuration has now been
developed for BMW twin turbo diesel engines.
Two series-connected exhaust turbochargers
are used. A small turbocharger for the high
pressure stage and a larger turbocharger for
the low pressure stage. The two
turbochargers do not have variable vanes.
Explanation
Engine output
Response characteristic
N47D20T0
N47
M57D30T1
M57D30T2
Boost pressure
(absolute) [bar]
3.0
2.6
2.85
2.95
The two turbochargers can be variably

combined providing an optimum for the entire
operating range. This interplay is made
possible by various flaps and valves.
These are:
Turbine control valve (exhaust side)
Compressor bypass valve (air side)
Wastegate (exhaust side)
57
Design in 3D animation
58
To aid understanding, the design and the flap

position are replicated by means of the
following animation.
The buttons underneath the graphic can be

used to control the flap position as a function
of the engine speed range.
The animation is started by clicking on the

graphic with your mouse.
The animation is supported by Adobe Reader

version 7.08 or more recent versions.
Index
1
2
Explanation
High-pressure stage
Low-pressure stage
Index
5
6
3
4

Vacuum canister for the
turbine control valve
7
8
Explanation
compressor bypass valve
Wastegate valve
wastegate valve
High pressure stage
42 - High pressure stage, N47D20T0 engine
The high pressure stage is the smaller of the

two exhaust turbochargers. This is designed
as a so-called "integral manifold" as the
housing for the exhaust turbocharger and the
exhaust manifold are one single cast unit.
The high pressure stage is not connected by a
valve.
The oil inlet and outlet provides the necessary
lubrication of the bearing.
Low pressure stage
44 - Turbine control valve, N47D20T0 engine
The turbine control valve opens a bypass

channel on the exhaust side to the low
pressure stage (past the high pressure stage).
It is operated pneumatically by a vacuum unit
and can be variably adjusted.
An electropneumatic pressure converter
(EPDW) applies vacuum to the vacuum unit.
In development, the turbine control valve is
referred to as the main control valve.
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
Wastegate
46 - Wastegate, N47D20T0 engine

45 - Compressor bypass valve, N47D20T0 engine
The compressor bypass valve controls the

bypass of the high pressure stage on the air
intake side. It is operated pneumatically by a
vacuum unit. The compressor bypass valve is
either fully opened or completely closed.
An electric changeover valve (EUV) applies
vacuum to the vacuum unit.
60
On reaching the nominal engine output, the

wastegate opens to avoid high boost and
turbine pressures. A part of the exhaust gas
flows via the tailgate past the turbine of the low
pressure stage. It is operated pneumatically by
a vacuum unit. The wastegate can be variable
adjusted.
An electropneumatic pressure converter
(EPDW) applies vacuum to the vacuum unit.
Sensors - exhaust system

The DDE requires the exhaust temperature for
controlling regeneration of the diesel
particulate filter. The exhaust temperature
sensor is designed as an NTC resistor sensor
(the resistance decreases as temperature
increases).
Version with 2 exhaust temperature

sensors (EURO3 + EURO4)
Temperatur Resistance
e
-40 C
approx. 96 k
An exhaust temperature in excess of 240 C is

required for regenerating the filter. Initiating
the filter generation procedure at
temperatures below 240 C would produce
white smoke caused by excess hydrocarbon
(HC). The exhaust temperature sensor
upstream of the oxidation catalytic converter
ensures the regeneration procedure is only
enabled at temperatures above 240 C.
0 C
+100 C
+800 C
Voltage
approx. 4.95
V
approx. 30 k approx. 4.84
V
approx. 2.79 k approx. 3.68
V
approx. 31.7 k approx. 0.15
V
The electrical supply line must not be

subjected to a pulling force of more than 80 N.
Sensors that have been dropped must not be
used again. 1
One exhaust temperature sensor is located

upstream of the oxidation catalytic converter
and the other upstream of the diesel
particulate filter.
Three different types of sensor 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.
The exhaust temperature upstream of the

diesel particulate filter is registered in order to
control post-injection and therefore the
exhaust temperature itself ahead of the diesel
particulate filter. Depending on the type of
vehicle, the exhaust temperature sensor
upstream of the diesel particulate filter sets a
temperature between 580 C - 610 C based
on the post-injection volume.
61
47 - E60 Exhaust system with M57D30O1 engine
Index
1
2
3
Explanation
Oxygen sensor
Connecting pipe, exhaust
backpressure sensor
Index
5
6
7
Index
1
2
3
4
5
6
48 - Catalytic converter and DPF with sensors, M67D44O1 engine
62
Explanation
Explanation
Exhaust backpressure connection
Oxygen sensor
Exhaust system with one exhaust

temperature sensor (EURO4)
In line with the introduction of the oxidation
catalytic converter and the diesel particulate
filter in one housing, only one exhaust
temperature sensor upstream of the oxidation
catalytic converter was used. The sensor
upstream of the diesel particulate filter is

replaced by a characteristic map in the DDE.
Currently, however, a second exhaust
temperature sensor is again used upstream of
the diesel particulate filter as the characteristic
map cannot provide the required degree of
accuracy.
Oxygen sensor
More stringent exhaust emission limits have
rendered necessary more accurate control of
the exhaust gasses. The mean quantity
adaptation (MMA) makes it possible to comply
with the specified limits with a corresponding
safety margin. This is necessary as the
emission limits must still be maintained
despite component tolerances and operating
influences.
With mean quantity value adaptation the fuelair ration (lambda) is adjusted by
corresponding adaptation of the exhaust gas
recirculation. This feature compensates for
any inaccuracies relating to manufacturing
tolerances of the hot-film air mass meter or of
the fuel injectors. This function was used for
the first time on the E83 with the M57TU
engine.
An injection volume averaged across all
cylinders is calculated from the fuel-air ration
measured by the oxygen sensor and the air
mass measured by the HFM. This value is
compared with the injection volume specified
by the DDE. If a discrepancy is detected, the
fresh air mass is adapted to match the actual
injection volume by correspondingly adjusting

the EGR valve, thus establishing the correct
fuel-air ratio.
The MMA is not an "instantaneous" regulation
but an adaptive learning process. In other
words, the injection volume error is taught into
an adaptive characteristic map that is
permanently stored in the control unit.
The MMA characteristic map must be

reset with the aid of the BMW diagnosis
system after replacing one of the following
components:
Fuel injector(s)
Rail-pressure sensor 1
For optimum combustion, a diesel engine is

operated with a fuel-air ratio of > 1, i.e. rich in
oxygen. = 1 signifies a mixture of 1 kg fuel
with 14.5 kg air.
The oxygen sensor is located at the inlet to the
shared housing of the diesel particulate filter
(DPF) and oxidation catalytic converter.
63
Control sensor with rising characteristic
49 - Control sensor with rising characteristic
The control sensor with rising characteristic is

a type LSU 4.9 broadband oxygen sensor
supplied by Bosch. This broadband oxygen
sensor is installed upstream of the catalytic
converter close to the engine.
The oxygen concentration in the exhaust gas
can be determined over a large range with the
broadband oxygen sensor. This makes it
possible to determine the fuel-air ratio in the
combustion chamber.
The broadband oxygen sensor is capable of
providing accurate measurements not only at
= 1 but also at < 1 (rich) and > 1 (lean).
The broadband oxygen sensor supplies a
distinct, steady-state electrical signal from =
0.7 to = ( = 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
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
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 m
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
concentration cell. Initially, the same oxygen
concentration as in the exhaust gas is
established in the diffusion gap. In order to
achieve = 1 in the diffusion gap, the Nernst
concentration cell compares the exhaust gas
in the diffusion gap with the ambient air in the
reference air channel.
It is extremely important to ensure that the

cable connection to the oxygen sensor is free
of soiling so that the ambient air can enter the
reference air channel. It is therefore necessary
to protect the plug connection from soiling,
washing agents, preservatives etc. 1
50 - Design of broadband
oxygen sensor
Index
1
2
3
4
5
6
7
Explanation
Insulation layer
Heating element
Reference air channel
Inner electrode, reference cell
Ceramic layer made of ZrO2
Outer electrode reference cell
Inner electrode, oxygen pump cell
Index
8
9
10
11
12
13
Explanation
Diffusion gap
Porous diffusion barrier
Exhaust inlet hole
Ceramic layer made of ZrO2
Outer electrode, oxygen pump cell
Protective layer
65
51 - Broadband oxygen sensor with lean mixture
Index
1
Explanation
Exhaust pipe
Index
7
Connection, outer electrode of

oxygen pump cell, positive
Connection, inner electrode of
oxygen pump cell, negative
reference cell, negative
reference cell, positive
Connection, oxygen sensor
heater, positive
3
4
5
6
By applying a pump voltage to the outer

electrode (2) and inner electrode (3) of the
oxygen pump cell, oxygen can be pumped in
or out from the exhaust gas through the
porous diffusion barrier into the diffusion gap.
An evaluator circuit (9) in the DDE controls this
voltage applied at the pump cell with the aid of
the Nernst concentration cell such that the
composition of the gas in the diffusion gap is
always at a constant = 1. In the case of
exhaust gas from lean combustion, the oxygen
pump cell pumps the oxygen ions out of the
66
9
10
11
O2
Explanation
heater, negative
Pump current in mA
(red = positive)
Evaluator circuit
Reference voltage in V (< 450 mV
= blue)
Oxygen ion flow initiated by pump
current
Oxygen ions
diffusion gap. Conversely, in the case of

exhaust gas from rich combustion, the oxygen
ions, resulting from catalytic decomposition of
CO2 and H2O at the outer electrode of the
pump cell, are pumped out of the surrounding
exhaust gas into the diffusion gap. No oxygen
ions need to be transported at = 1. The
pump current is zero. The pump current is
proportional to the oxygen ion concentration in
the exhaust air and therefore a measure for the
fuel-air ratio .
52 - Broadband oxygen sensor with rich mixture
Index
1
Explanation
Exhaust pipe
Index
7

heater, positive
3
4
5
6
9
10
11
O2
Explanation
heater, negative
Pump current in mA
(blue = negative)
Evaluator circuit
Reference voltage in V
(> 450 mV = red)
current
Oxygen ions
67
53 - Broadband oxygen sensor, = 1
Index
1
Explanation
Exhaust pipe
Index
7

heater, positive
3
4
5
6
The following diagram shows the correlation

between pump current and fuel-air ratio .
68
9
10
11
O2
Explanation
heater, negative
Pump current in mA
(grey = zero)
Evaluator circuit
Reference voltage in V
( 450 mV = green)
current
Oxygen ions
Index
A
1
2
Explanation
Characteristic curve
Fuel-air ratio
Pump current
54 - Pump current/fuel-air ratio diagram

The DDE requires the exhaust backpressure
sensor for controlling regeneration of the
diesel particulate filter.
The exhaust backpressure sensor is
connected by means of a hose to the exhaust
system after the oxidation catalytic converter
and before the diesel particulate filter. The
reason for the distance from the exhaust
system is the high temperatures radiated by
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.
Absolute pressure
0.6 bar
1.0 bar
2.0 bar
Voltage
approx. 1.9 V
approx. 2.65 V
approx. 4.5 V
If the sensor fails, the DDE initiates filter

regeneration every 500 km and a fault code
entry is stored in the DDE. 1
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 (piezoelement). 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

Design and function
The oxidation catalytic converter is
accommodated in a stainless steel housing
and is firmly embedded in a damping mat.
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.
A monolith (ceramic body) or metal substrate

serves as the carrier.
Ceramic substrate
The walls of the monolith are extremely thin to
minimize resistance to flow. The walls are only
approx. 0.3 mm thick.
An important factor is to ensure as large a

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
1
2
3
4
5
6
70
Explanation
Exhaust backpressure connection
Oxygen sensor
Metal substrate
The risk of mechanical damage or burnthrough is lower with the metal substrate and
the wall thickness can be reduced to approx.
0.05 mm. The metal substrate is made from
extremely thin steel foil.
substrate (1) to increase the available surface.

This intermediate layer increases the effective
surface of the monolith by a factor of 700. The
oxygen storage capability is also increased.
The promoters boost the catalytic effect of the
active noble metal layer. This noble metal layer
(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
1
2
3
Explanation
Ceramic substrate or metal
substrate
Intermediate layer
Noble metal layer
An intermediate layer (2), consisting of

aluminium oxide (Al2O3) with promoters, is
applied on the ceramic substrate (1) or metal
71
Function
60 - Function of the oxidation catalytic converter
Exhaust constituents before the oxidation

catalytic converter
Exhaust constituents after the oxidation

catalytic converter
61 - Exhaust constituents after the oxidation catalytic converter
Index
O2
HC
CO
SO2
NO
H2O
C
CO2
SO3
NO2
72
Explanation
Oxygen
Hydrocarbon
Carbon monoxide
Sulphur dioxide
Nitrogen monoxide
Water
Carbon
Carbon dioxide
Sulphur trioxide
Nitrogen dioxide
62 - Exhaust constituents before the oxidation catalytic converter
The exhaust constituents remain in the

catalytic converter for several hundredths of a
second. For the gas molecules this is sufficient
time to reach the surface of the catalyst as a
result of the high diffusion pressure and react
with the surface. Owing to their size, the
particles contained in the exhaust gas have a
lower diffusion rate that is approximately 100
to 1000 times lower than that of molecules.
This means separation or reaction takes place
only to a limited extent.
The high propensity of the oxidation catalytic

converter to convert gaseous substances
results in the formation of SO3 from SO2 and
therefore in a substantial increase in the total
particulate mass depending on the
composition of the fuel. In addition, the
oxidation catalytic converter converts NO to an
increasing extent to NO2. NO2 is required for
the downstream diesel particulate filter or
particulate trap catalytic converter.
The near engine oxidation catalytic converter
ensures the conversion of the following
exhaust gas constituents across the entire
operating range:
(2SO2 + O2 => 2SO3) depending on the

sulphur content in the fuel!
Soot particles flow through the oxidation
catalytic converter unimpeded. Due to the
high oxygen content of the exhaust gas, the
oxidation catalytic converter starts to work at
approximately 170 C. Above around 350 C,
the particle emissions begin to increase again.
Sulphates form due to the sulphur content of
the fuel (sulphur-oxygen compounds).
Lowering the sulphur content in the fuel
contributes to reducing particle formation and
therefore to reducing the particle mass.
2NO + O2 => 2NO2

2CO + O2 => 2CO2
CxHy + (x+y/4)O2 => xCO2 + y/2 H2O
Application examples
Model
Engine
Transmission
Filter volume
in l
Coating
in g/dm3 (g/ft3)
Platinum (Pt)
weight in g
Palladium (Pd)
weight in g
Platinum : palladium ratio
Catalytic converter coating on EU4 vehicles:
E60/E61
E60/E61
E90/E91
E90/E91
E70
M57D30O2
M57D30O2
M57D30O2
M57D30O2
M57D30O2
Manual
Automatic
Manual
Automatic
Automatic
1.127
1.127
1.127
1.127
1.127
7.06 (200)
5.30 (150)
7.06 (200)
5.30 (150)
5.30 (150)
5.31
3.98
5.31
3.98
3.98
2,65
1.99
2.65
1.99
1.99
2:1
2:1
2:1
2:1
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

Design and function
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.
Design
Function
The diesel particulate filter is accommodated

in a stainless steel housing and is firmly
embedded in a damping mat.
The diesel particulate filter ensures the

conversion of the following exhaust gas
constituents:
The design of the diesel particulate filter is

very similar to that of the oxidation catalytic
converter. A monolith (ceramic body) serves
as the carrier.
C + 2NO2 => CO2 + 2NO
In the same way as the oxidation catalytic

converter, the diesel particulate filter is made
up of thousands of channels (pores) through
which the exhaust gas flows. The difference is
that the walls a porous, enabling the gaseous
substances to flow through them.
As on the oxidation catalytic converter, the
surface is coated with the noble metals
platinum and palladium.
C + O2 => CO2
2CO + O2 => 2CO2
The coating helps to achieve a reduction in the
soot ignition temperature and thus to
guarantee good regeneration characteristics
of the diesel particulate filter.
The exhaust gases flow out of the oxidation
catalytic converter and into the inlet ducts of
the diesel particulate filter. These are closed at
their ends. Each inlet duct is surrounded by
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.
63 - E60 Diesel particulate filter with M57TU2 TOP engine
64 - Cross section of the diesel particulate filter
74
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
particles are converted to gaseous carbon
dioxide (CO2).
Soot particles have a relatively high ignition

temperature. These temperatures are
achievable during permanent full load
operation. It complements the natural
regeneration supported by the upstream
oxidation catalytic converter through the
formation of NO2.
It is necessary to periodically change the filter

as the deposited ash gradually blocks the
pores thus increasing the backpressure. The
higher backpressure results in shorter
regeneration intervals. The DDE calculates the
remaining time from the fuel consumption and
the measured exhaust backpressure.
The exhaust temperature required is not

usually achieved if a diesel engine runs
permanently in the partial load range. The
particles retained in the diesel particulate filter
increase the exhaust backpressure.
If the sulphur content in the diesel fuel is

> 50 - 100 ppm, there is a possibility of heavy
white smoke development and a sulphur
odour from the exhaust tailpipe. 1
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.
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
65 - Diesel particulate filter

M57TU engines
76
Index
1
Explanation
Exhaust gas from oxidation
catalytic converter
Index
5
Explanation
Inlet channel
2
3
4

Filter element locking device
6
7
Outlet channel
Particle-free exhaust to silencer
66 - Function of diesel particulate filter
Exhaust constituents before the diesel

particulate filter:
Exhaust constituents after the oxidation

catalytic converter
68 - Exhaust constituents after the diesel particulate filter
67 - Exhaust constituents before the diesel particulate filter
Index
O2
SO2
H2O
C
CO2
SO3
NO2
NO
Explanation
Oxygen
Sulphur dioxide
Water
Carbon
Carbon dioxide
Sulphur trioxide
Nitrogen dioxide
Nitrogen monoxide
77
The DDE determines the soot accumulation in

the diesel particulate filter based on the engine
operating point. Regeneration can take place
continuously or cyclically.
Continuous regeneration:
In a slow oxidation process, the soot
particles are converted directly to carbon
monoxide (CO) carbon dioxide
(CO<subscript>2</subscript>) in operating
ranges where the exhaust temperature is
above the ignition temperature of the soot
(> 350 C). The nitrogen oxide (NO2) in the
exhaust gas is used as the oxidizing agent.
If the exhaust temperature is not sufficiently
high for this process, the soot particles are
initially collected in the diesel particulate
filter and then burnt off the next time the
exhaust temperature is elevated.
Cyclic regeneration:
Targeted regeneration is initiated if
operating conditions do not allow for
continuous regeneration of the diesel
particulate filter (e.g. prolonged partial load
operation in urban traffic at low exhaust
temperatures).
Depending on the driving profile, a filter

regeneration cycle is additionally initiated
every 700 - 2500 kilometres. The diesel
particulate filter is regenerated every 500
km in the event of the pressure sensor or
temperature sensors failing.
Application examples
Engine
Transmission
Filter volume in l
(Zone 1 + Zone 2)
Coating
Zone 1 : Zone 2
in g/dm3 (g/ft3)
Platinum (Pt)
weight in g
Palladium (Pd)
weight in g
Platinum : palladium ratio
Diesel particulate filter coating on EURO4

vehicles:
E60/E61
E60/E61
E90/E91
E90/E91
E70
M57D30O2
M57D30O2
M57D30O2
M57D30O2
M57D30O2
Manual
Automatic
Manual
Automatic
Automatic
3.94
3.94
3.94
3.94
3.94
3.18 (90) : 0.71 (20)

2.47 (70) : 0.71 (20)
3.18 (90) : 0.71 (20)
2.47 (70) : 0.71 (20)
2.47 (70) : 0.71 (20)
5.31
3.98
5.31
3.98
3.98
2.65
1.99
2.65
1.99
1.99
2:1
2:1
2:1
2:1
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
Depending on the load point, this

regeneration procedure is carried out by
specifically throttling the intake air
combined with 1 or 2 post-injection cycles.
The energy made available by the fuel is
converted into heat, raising the exhaust
temperature to approx. 620 C. The soot is
now burned off by the residual oxygen (O2)
contained in the exhaust gas. The
regeneration process can take up to several
minutes. The regeneration intervals greatly
depend on the load collective of the vehicle
in the last 500 km.
Model
This procedure is initiated based on the

signals from the exhaust backpressure
sensor and the exhaust temperature

sensor(s). Cyclic regeneration takes place in
the same way as continuous regeneration
without any noticeable effects on vehicle
handling.

Design and function
The particulate trap catalytic converter was
used for the first time on the E87 with
automatic transmission. The reason was that
an automatic transmission vehicle has a higher
mechanical loss and the engine therefore
operates under higher load. This has a
negative effect on soot formation and
therefore on particle emissions.
It is not a filter but rather a catalytic

converter with soot particle separator.
For this reason, particulate trap catalytic

converters were used for E87 and E90
vehicles with M47TU2 engine and automatic
transmission.
The particulate trap catalytic converter is

housed near-engine in a stainless steel
housing together with the oxidation catalytic
converter. The particle separator is made of
metal. Layers of corrugated metal alternate
with a metal fibre mesh.
In contrast to the diesel particulate filter, the

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.
The maximum filtration efficiency is 50 %

compared to a diesel particulate filter.
Its operation requires no sensors.
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.
Design
69 - Particulate trap catalytic converter, M47TU2 engines
Index
1
2
Explanation
Particle separator
The particulate trap catalytic converter differs

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

particle separator
Index
1
Explanation
Metal fibre mesh
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
Index
2
Explanation
Corrugated layer
Silencer
Silencing
Various silencing options are available.
Silencing can be achieved by absorption,
reflection or interference.
Using the E90 rear silencer as an example, the

following describes the function of different
types of silencing systems.
The design layout of the silencer is adapted to

the respective model and package space.
The silencer system contributes to

optimum vehicle performance. A
further task is to accommodate the
corresponding systems for reducing
pollutant and noise emissions.
71 - E90 Rear silencer
Index
1
2
Explanation
Long exhaust route through two
chambers
Direct exhaust route
Index
3
Explanation
Medium exhaust route through
one chamber
81
Absorption
Reflection
The higher (particularly annoying) frequencies

are absorbed by sound-insulating materials
(basalt fibres, steel wool) or the sound energy
is converted into frictional heat.
Targeted design layout cancels out noise

energy by way of echo effects.
72 - Absorption
Index
A
B
C
1
2
3
Explanation
Sound-insulating material
Outlet pipe
Inlet pipe
Incoming sound
Noise reduction
Outgoing sound
The incoming sound (1) that occurs at a

certain frequency and amplitude is directed
through the sound insulation material (A). The
noise level (2) is reduced in the sound
insulation material. The outgoing sound (3)
exits the silencer via the outlet pipe.
73 - Reflection
Index
A
B
C
1
2
3
4
5
Explanation
Silencer chamber
Inlet pipe
Outlet pipe
Incoming sound
Echo
Result
Higher frequency sound
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.
82
Interference
A part of the sound energy is cancelled out
when coinciding after passing through turns
(inflections) of different length. The paths of

different length are achieved by
corresponding design of the silencers.
74 - Interference
Index
A
B
C
D
E
F
G
H
Explanation
Inlet pipe, silencer
Outlet pipe, silencer
Inlet pipe, chamber 3
Outlet pipe, chamber 3
Inlet pipe, chamber 1
Outlet pipe, chamber 1
Outlet pipe, silencer
Chamber 3
Index
I
J
1
2
3
4
5
6
Explanation
Chamber 2
Chamber 3
Incoming sound
Sound transfer
Incoming sound, chamber 3
Incoming sound, chamber 1
Outgoing sound, chamber 1
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
Examples
E87 with M47D20O2 engine
75 - E87 exhaust system with

M47D20O2 engine
Index
A
B
84
Explanation
Exhaust system, M47D20O2
engine with manual transmission
Exhaust system, M47D20O2
engine with automatic
transmission
Oxidation catalytic converter with
diesel particulate filter or
particulate trap catalytic converter
Index
2
Explanation
Decoupling element
Rear silencer
E87 with N47 engines
76 - E81/E87 Exhaust system, N47 engines
Index
1
2
3
4
Explanation
Rear silencer
Exhaust manifold
Index
7
8
9
10
5
6
EGR valve
EGR cooler
11
12
Explanation
EGR bypass actuator
VNT actuator
diesel particulate filter
Oxygen sensor
85
E60 with M57TU2 engines
77 - E60 Exhaust system, M57TU2 engines
Index
1
2
3
4
5
86
Explanation
Connecting pipe
Oxygen sensor
Index
6
7
8
9
10
Explanation
Decoupling element
Rear silencer
Decoupling element
The decoupling element makes it possible to
compensate for relative movements of the
engine with respect to the vehicle body in all
directions.
The freedom of movement is ensured by the
fact that the inner sleeve is secured only at one
end and the other end can be displaced. The
gaiter at both ends provides a gas-tight seal.
The low frequency noise emission drops by up

to 10 decibels. The perceivable volume is
halved.
The frequency and tone increase at higher
engine speeds. There is then no longer any
point in damping the low frequency noise
emission. The rolling and driving noise is then
prevalent and the low frequency noise
emission retreats to the background.
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
1
2
3
Explanation
Braided sleeve
Gaiter
Inner sleeve
Tailpipe
The shape and length of the tailpipe are
adapted to the exhaust system. The length of
the tailpipe also contributes to noise
reduction.
79 - Exhaust flap
Index
1
Explanation
Vacuum unit
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
Activation of the exhaust flap depends on the

respective operating conditions. The following
graphic shows the positions of the exhaust

flap as a function of the operating conditions.
80 - Exhaust flap operating ranges
Index
A
B
1
88
Explanation
Normal engine operation
Regeneration of diesel particulate
filter
Load
Index
2
3
Explanation
Exhaust flap closed
Exhaust flap open
Engine speed
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
Index
1
2
Explanation
Electric changeover valve (EUV)
Vacuum unit for EGR bypass valve
Index
9
10
Electropneumatic pressure
converter (EPDW)
Vacuum unit for EGR valve
Brake booster
Non-return valve
converter
Vacuum unit for turbine control valve
11
4
5
6
7
8
To simplify assignment, the vacuum lines from

several valves to the vacuum units are marked
in colour. This colour code is also used for the
actual components.
12
13
14
15
Explanation
Electric changeover valve
Vacuum unit for compressor bypass
valve
converter
Vacuum unit for wastegate
Vacuum reservoir
Non-return valve
Vacuum pump
Component
Wastegate
EGR bypass valve
EGR valve
Colour
Blue
Red
Black
Red
Blue
89
M57D30T1 Engine
82 - Vacuum system, M57D30T1 engine
Index
1
Explanation
converter
Index
11
Explanation

valve
Vacuum reservoir
converter
Non-return valve
Vacuum pump
converter
12
13
14
15
16
Engine mount
Vacuum unit for swirl flaps
17
18
19
Vacuum unit for exhaust flap

Brake booster
Non-return valve
3
4
5
6
7
8
9
10
90
M57D30T2 Engine
83 - Vacuum system, M57D30T2 engine
91
Index
1
2
3
4
5
6
Explanation
Brake booster
Non-return valve
EUV swirl flaps
Vacuum line, EUV engine mount
Vacuum line, engine mount
Index
17
18
19
20
21
22
Variable engine mount
23
Vacuum distributor
24
9
10

Vacuum line, EPDW wastegate
25
26
11
12
13
14
15
Vacuum line, vacuum reservoir

Vacuum line, brake booster
Non-return valve
Vacuum pump
Vacuum line, EUV compressor
bypass valve
27
28
29
30
31
16
Vacuum unit for compressor bypass 32

valve
To simplify assignment, the vacuum lines from

several valves to the vacuum units are marked
in colour.
Component
Wastegate
EGR valve
Engine mount
Swirl flaps
92
Colour
Blue
Red
Black
Blue
Black
White
Explanation
Vacuum line, EPDW wastegate
Vacuum line, EUV engine mount
Engine mount
Vacuum reservoir
Vacuum unit, EPDW turbine control
valve
Vacuum line, EPDW turbine control
valve
bypass valve
EUV compressor bypass valve
bypass valve
EPDW wastegate
EPDW turbine control valve
EPDW EGR valve
EUV engine mount
Vacuum line, swirl flaps
Vacuum line, EUV swirl flaps
84 - Vacuum system, M57TU2 TOP engine
Index
1
Explanation
converter
Index
10
Explanation
converter

valve
Vacuum reservoir
converter
Non-return valve
Vacuum pump
11
12
13
14
15

Engine mount
16
17
Brake booster
Non-return valve
3
4
5
6
7
8
9
93
Vacuum pump
Vacuum pump on engine
Index
3
4
5
6
7
Explanation
Rotor
Housing cover
Vacuum connection
Housing
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.
85 - Vacuum pump, M57TU2 TOP engine
Index
1
2
94
Explanation
Sliding block
Slide valve
The vacuum pump has a volume of 0.15 litres.

Evacuation of the vacuum system to a vacuum
(negative pressure) of 500 mbar (absolute)
(depending on type of engine) takes place in
less than 5 seconds at an engine speed of
approx. 720 rpm. The volume to be evacuated
amounts to approx. 4.2 litres.
Vacuum pump in oil pan

The vacuum pump of the N47 engines is fitted
inside the sump and forms a single unit
together with the oil pump and the

reinforcement shell.
86 - Oil/vacuum pump with

intake pipe in the N47
engines
Index
1
2
3
Explanation
Oil pump
Intake pipe
Reinforcement shell
The reason for the unusual installation location

is to reduce the engine height dimension. It
was designed in this manner with passive
pedestrian safety in mind.
The pump is a vane-type pump with
aluminium housing (AlSi9Cu3) with a steel
rotor and a plastic vane. It is chain-driven
together with the oil pump by the crankshaft.
Index
4
5
Explanation
Vacuum pump
Oil/vacuum pump sprocket
The vacuum pump evacuates down to a

negative pressure of 500 mbar (absolute) in
fewer than 5 s.
The negative pressure duct passes through
the oil pump housing and the crankcase. At
the outlet of the crankcases, the main negative
pressure line is connected to the brake force
amplifier and the other loads. A non-return
valve is located at this connection.
95
Non-return valve
Non-return valve, vacuum pump
Non-return valve, brake booster
The non-return valve is mounted directly on

the vacuum pump or at the vacuum
connection on the crankcase on N47 engines.
The non-return valve prevents vacuum

escaping from the brake booster when the
engine is not running.
The non-return valve prevents vacuum

escaping via the vacuum pump when the
engine is not running.
From the vacuum connection to vacuum

pump (2), the air is drawn out of the brake
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
1
2
3
4
5
6
Explanation
Retaining ring
Opening
Hole
Housing
Seal
Spring
Retaining ring (1) supports spring (6). The

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
88 - Non-return valve, brake booster
Index
Explanation
1
2
Valve plate
Vacuum connection to vacuum
pump
Direction arrow
Direction of flow
Vacuum connection, brake booster
3
4
5
Vacuum distributor
The task of the vacuum distributor is to
distribute the vacuum via lines to various
system. Different sized throttles are built into
the connections of the vacuum distributor.
This makes sure that the majority of the
vacuum is always available for power assisted
braking. Unused connections are closed off
with a rubber cap.
M57D30T2 Engine
A distributor with five connections is used on
the M57D30T2 engine.
Connection
Wastegate
EGR valve
Engine mount
Swirl flaps
Throttle
0.8 mm
0.8 mm
0.8 mm
0.5 mm
0.5 mm
89 - Vacuum distributor, M57D30T2 engine
N47D20T0 Engine
A distributor with four connections is used on
the N47D20T0 engine.
Connection
Wastegate
EGR bypass valve
EGR valve
Not used
Throttle
0.8 mm
0.8 mm
0.8 mm
0.5 mm
97
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:
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
mixed pressure is made available via the
vacuum outlet.
The mixed pressure is used to set infinitely
variable any position between "open" and
"closed". The DDE actuates the
electropneumatic pressure converter pulse
width modulated at approx. 250 Hz. The
negative pressure at the vacuum outlet is
infinitely variable depending on the pulse duty
factor.
The pulse duty factor may be between 0 and
100 %. The electropneumatic pressure
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
90 - Electropneumatic pressure converter
Index
1
2
3
4
Explanation
Vacuum connection
Vacuum outlet
Filter element
Electric plug connection
Circuit symbol
91 - Circuit symbol
converter

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
1
2
3
Explanation
Vacuum connection
Vacuum outlet
Electric plug connection
Circuit symbol
93 - Circuit symbol
Vacuum reservoir
The vacuum reservoir retains a defined
vacuum for the purpose of making available
vacuum to meet temporary increases in
vacuum requirements. For instance, on twin
turbo engines this makes it possible to still
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.
maximum. However, the capacity of such a

pump would be fully utilized only very rarely. A
vacuum reservoir therefore represents the
most efficient option of covering maximum
vacuum requirements.
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
100
7
Service Information.
System overview
Overview
Air intake system
Exhaust system
3 The exhaust system is designed such that

the vibrations corresponding to the engine
timing (intake and pressure waves) optimize
the charge cycle and therefore the engine
output. Consequently, in the event of a defect
in the exhaust system, the vibrationcoordinated charge cycle is influenced
negatively, thus consequently reducing
engine output while increasing fuel
consumption. 1
If the filtered air pipe downstream of the

blow-by gas connection is heavily oiled, this
could imply increased blow-by gas levels. The
cause of this is usually a leak in the engine (e.g.
crankshaft seal) or surplus air taken in through
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
You will find this service information

under System Overview.
101
System components
Exhaust turbocharger with wastegate
3
You will find this service information
under System Components.
Theoretically, varying the control rod in

"wastegate opens later" direction would
increase the boost pressure. However, since
the boost pressure is monitored by the DDE
with the aid of a boost pressure sensor, this
change is detected. A characteristic map
stored in the DDE permits deviations in a
defined range in order to compensate for
changes in operation. If this range is exceeded

as the result of manual intervention, a fault will
be detected as the result of evaluating the
received sensor signals in the DDE. This
status is indicated by the emission warning
lamp in the instrument cluster. This will result
in a reduction in the boost pressure and
therefore in the engine output. 1
Sensors
The electrical supply line must not be

subjected to a pulling force of more than >80
N. Sensors that have been dropped must not
be used again. 1
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 MMA characteristic map must be

reset with the aid of the BMW diagnosis
system after replacing one of the following
components:
It is extremely important to ensure that the

cable connection to the oxygen sensor is free
of soiling so that the ambient air can enter the
reference air channel. It is therefore necessary
to protect the plug connection from soiling,
washing agents, preservatives etc. 1
Fuel injector(s)
Oxygen sensor
Rail-pressure sensor 1
If the sensor fails, the DDE initiates filter

regeneration every 500 km and a fault code
entry is stored in the DDE. 1

Design and function
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
If the sulphur content in the diesel fuel is

> 50 - 100 ppm, there is a possibility of heavy
102
white smoke development and a sulphur

odour from the exhaust tailpipe. 1
8
Summary
Points to remember
The table below summarizes the most
important information on the subject of air
intake and exhaust system, diesel
This list outlines the main points in concise

form and provides the opportunity of
rechecking the most important facts provided
in this Product Information.
Introduction
It is necessary to implement appropriate design measures on the air
intake and exhaust system in order to be able to meet the emission
limits specified throughout the world. The design of the air intake and
exhaust system differs for different types of engine.
Points to remember for everyday

theoretical and practical
applications.
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

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
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.

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
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

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.

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

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.

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
the knowledge you have acquired.
It contains questions about the air intake and
exhaust system - diesel described in this

Product Information.
1. Which exhaust constituents in a diesel engine can be found directly after

combustion?
4
N2
H2O
CO2
Cl
Consolidate and recheck what you

have learned.
2. What are the tasks of the intake system?

4
To dampen noise
To filter air
To generate boost pressure
3. Does the engine power output increase if the silencing system is defective
(loud)?
4
Yes
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.
The power output of an exhaust turbocharged engine is greatly reduced at high altitude.
The swirler improves the flow at the compressor blades.
The choke line of the exhaust turbocharger is reached when the air in the compressor inlet
reaches the speed of sound.
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.
The intercooler reduces the charge air temperature by 50 C.
The intercooler reduces the intake air temperature before the exhaust turbocharger in
order to cool it.
109
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.
The HFM is used for the purpose of determining the exhaust recirculation rate.
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.
The charge air temperature sensor is used for calculating a substitute value for air mass.
The boost pressure sensor is used for calculating the injection volume.
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.
The throttle valve is required for regeneration of the diesel particulate filter.
The throttle valve reduces engine judder during shut-down.
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.
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?
110
Aluminium exhaust manifold
11. What is the task of exhaust gas recirculation?

4
Exhaust gas recirculation is required only under full load.
Exhaust gas recirculation reduces the mean combustion temperature and therefore the
formation of pollutants.
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.
A bypass valve is used for manual transmission or upper performance stage vehicles.
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
VNT
Twin turbocharger
Twin scroll turbocharger
14. Which sensors are used in the exhaust system?

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

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

4
Absorption
Adaptation
Reflection
Subtraction
Interference
111
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.
The exhaust flap supports regeneration of the diesel particulate filter.
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
Answers to questions
1. Which exhaust constituents in a diesel engine can be found directly after
combustion?
5
N2
H2O
CO2
Cl
Check it!
2. What are the tasks of the intake system?

5
To dampen noise
To filter air
To generate boost pressure
3. Does the engine power output increase if the silencing system is defective
(loud)?
4
Yes
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.
The power output of an exhaust turbocharged engine is greatly reduced at high altitude.
The swirler improves the flow at the compressor blades.
The choke line of the exhaust turbocharger is reached when the air in the compressor inlet
reaches the speed of sound.
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.
The intercooler reduces the charge air temperature by 50 C.
The intercooler reduces the intake air temperature before the exhaust turbocharger in
order to cool it.
113
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.
The HFM is used for the purpose of determining the exhaust recirculation rate.
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.
The charge air temperature sensor is used for calculating a substitute value for air mass.
The boost pressure sensor is used for calculating the injection volume.
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.
The throttle valve is required for regeneration of the diesel particulate filter.
The throttle valve reduces engine judder during shut-down.
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.
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?
114
Aluminium exhaust manifold
11. What is the task of exhaust gas recirculation?

4
Exhaust gas recirculation is required only under full load.
Exhaust gas recirculation reduces the mean combustion temperature and therefore the
formation of pollutants.
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.
A bypass valve is used for manual transmission or upper performance stage vehicles.
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
VNT
Twin turbocharger
Twin scroll turbocharger
14. Which sensors are used in the exhaust system?

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

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

5
Absorption
Adaptation
Reflection
Subtraction
Interference
115
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.
The exhaust flap supports regeneration of the diesel particulate filter.
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
The valves are controlled by the DDE for
optimum turbocharging over the engine's
entire operating range. The switch points are
stored in a characteristic map, which mainly
covers engine speed and engine load. There is
a gradual transition between switch points. In
addition, a hysteresis behaviour prevents
jittery, back and forth switching at the switch

points.
Index
1
2
3
Index
4
5
Explanation
Wastegate valve
Low-pressure stage
Emergency operation
If the negative pressure system fails, the
turbocharger assembly is brought into the
following position by spring force:
Turbine control valve open
Compressor bypass valve closed
Wastegate valve closed.
Valve position
The (highly simplified) illustrations on this foldout page demonstrate the different switching
positions for two-stage turbocharging under
full load.

Explanation
High-pressure stage
While this contradicts the BMW strategy of

creating the conditions for maximum output
during emergency operation, it does make
more sense in this case because the vehicle
remains significantly better to drive.
Medium engine speed range

(1,500 to 3,000 rpm)
The turbine control valve opens continuously
with increasing engine speed.
Upper engine speed range

(3,000 to 4,000 rpm)
Nominal engine speed range

(above 4,000 rpm)
Compressor bypass valve open
Compressor bypass valve open
Wastegate valve opens with increasing engine

speed.
More and more exhaust gas bypasses the highpressure stage with increasing engine speed.
Most of the exhaust gas bypasses the highpressure stage.
In this engine speed range, both stages

turbocharge the engine. The higher the engine
speed, the more exhaust gas is delivered to the
low-pressure stage.
The charge air bypasses the compressor of the

high-pressure stage.
Most of the exhaust gas bypasses the highpressure stage. Some of the exhaust gas also
bypasses the low-pressure stage.
The high-pressure stage reaches the pumping

limit in this range. The turbine control valve acts
like a wastegate for the high-pressure stage.
However, the exhaust gas that is diverted does
not go unused: it is channelled into the normal
exhaust gas upstream of the low-pressure stage.
The high-pressure stage has reached the choke

line; air is therefore diverted past it. If this were not
to happen, the possible flow rate of the charge air
would be limited.

Description of
turbocharging
This corresponds to the position for the

medium engine speed range (1,500 to
3,000 rpm), i.e. the range in which a diesel
engine is operated during normal driving.
Lower engine speed range

(up to 1,500 rpm)
Turbine control valve closed
The exhaust flow is directed via the turbine

wheels in both the high-pressure and lowpressure stage.
At this low engine speed, the high-pressure
stage is predominant; it turbocharges the engine.
The low-pressure stage idles.
Operating characteristics The high-pressure stage is operating in its

of the turbochargers
optimum operating range.
The engine is turbocharged by the low-pressure

stage only.
The charge air still bypasses the compressor of

the high-pressure stage.
The engine is turbocharged by the low-pressure
stage only. The turbine speed and thus the boost
pressure are limited.
In this range, the low-pressure stage also reaches
its pumping limit. Surplus exhaust gas is
therefore diverted through the wastegate valve.
The low-pressure stage is operating in its

optimum operating range.
Graphical illustration
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Diesel Air Intake and Exhaust System

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Aftersales Training Product information.

Air Intake and Exhaust System Diesel.

Notes on this Product Information

contains information to improve understanding of the systems

Product Information and reference material for

Unfiltered air duct

Product Information and reference material for practical

As a preparation for the technical training

Please remember to work through

Technical and practical background

Formerly, the counterflow cylinder head still

Ever greater significance is being attached to

Exhaust emission legislation

Sulphur compounds in the exhaust gas are the

Nitrogen oxides (NOx)

Consequently, this means that an engine and

In the USA, the Federal State of California

TLEV (Transitional Low Emission Vehicle)

1 - Exhaust gas composition of a diesel engine before exhaust treatment

The particles (PM) consist of:

Type approval testing

LEV (Low Emission Vehicle)

Type approval test values, EURO

2 - Exhaust emission limits, EURO specification

Type approval test values, Japan

3 - Exhaust emission limits, Japan

Type approval test values, US

HC + NOx Particles (PM)

The task of the intake system is to supply the

The task of the exhaust system is to provide

The intake system consists of the following

The exhaust system consists of the following

Unfiltered air duct

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

The intake system can be divided

1 - Air intake system, N47D20T0 engine

The unfiltered air (A) that is drawn in reaches

From the intercooler, the now cooled charge

If the filtered air pipe downstream of the

2 - Air intake system, M57D30T2 engine

3 - E81/E87 Exhaust system, N47D20O0 engine

The task of the exhaust system is to direct

The exhaust system is designed such that

The notion that an engine with reduced noise

System overviews of current engines

The air intake and exhaust systems

4 - Air intake and exhaust system, N47D20O0 engine

Exhaust turbocharger with VNT

5 - Air intake and exhaust system, N47D20T0 engine

Hot-film air mass meter (HFM)

EGR cooler with bypass valve

6 - Air intake and exhaust system, N57D30O2 engine

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

8 - Air intake and exhaust system, N67D44O1 engine

Hot-film air mass meter (HFM)

Unfiltered air duct

safety of pedestrians in mind. This entails the

The unfiltered fresh air is directed via