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Table of Contents
Cooling Systems

Subject Page

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Cooling System N54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Electric Coolant Pump (EWP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Cooling System N55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Engine Cooling Circuit Diagram (N55) . . . . . . . . . . . . . . . . . . . . . . . . .14
Cooling System N63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Coolant Pumps N63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Main coolant pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Auxiliary coolant pump for turbocharger cooling . . . . . . . . . . . . .18
System Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Cooling System N74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Coolant Pumps N74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Main coolant pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Auxiliary water pump for exhaust turbochargers . . . . . . . . . . . . .20
Expansion Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

Charge Air Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Charge Air Cooling N63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Intercoolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Electric Coolant Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Charge Air Cooling N74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Auxiliary Coolant Pump for Charge Air Cooling . . . . . . . . . . . . . . . . .24
Charge-air Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

Engine Oil Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Engine Oil Cooling (N54) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Oil Pump and Pressure Control (N55) . . . . . . . . . . . . . . . . . . . . . . . . .28
Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Electronic Oil Condition Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Function of the Oil Condition Sensor . . . . . . . . . . . . . . . . . . . . . . . . . .33
Faults/Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

Initial Print Date: 03/11 Revision Date:

Subject Page
Electronic Oil Level Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Static Oil Level Measurement at Engine OFF . . . . . . . . . . . . . . . . .34
Dynamic Oil Level Measurement During Vehicle Operation . . . . . .36
Display Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37

Heat Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Intelligent Heat Management Options . . . . . . . . . . . . . . . . . . . . . . . . . . .41
System Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Measures and Displays for Engine Oil Temperature . . . . . . . . . . . .42
Measures and Displays for Coolant Temperature . . . . . . . . . . . . . . .43
Subject Page

BLANK
PAGE
Cooling Systems
Model: All

Production: All

After completion of this module you will be able to:

Understand the operation of the main components in the cooling system

Understand the different charge air cooling systems

Understand the principles of Heat Management

Understand the difference between static and dynamic oil measurement

List the advantages of EWP

4
Cooling Systems
Introduction
Cooling System N54
The cooling system of the N54 engine consists of a radiator circuit and an isolated
oil cooling circuit. The fact that there is an isolated oil-cooling circuit ensures that heat
is not introduced via the engine oil into the engine's coolant system.
There is a significantly greater quantity of heat on account of this engine's increased
power of 75.5 kW/l in comparison with the N52.
This boundary condition is satisfied by the engine cooling system with its increased
performance. This increase in power was to be realized in spite of some factors less
advantageous to cooling.
Factors to be mentioned here are:
Approximately 15% less flow area is available on account of the intercooler located
below the radiator.
The already small amount of space provided by the engine compartment is further
limited by the accommodation of further components.
Because the exhaust turbochargers are cooled by the coolant, an additional quanti-
ty of heat is introduced into the system via these turbochargers.
Measures for increasing cooling-system performance:
Coolant pump with increased power 400 W/9000 l/h
Separation of water and engine-oil cooling
Radiator with increased power
Electric fan with increased power 600W for all gearbox variants
Charge-air cooling is described in the section dealing with air-intake ducting.

5
Cooling Systems
N54 Cooling System

6
Cooling Systems
Index Explanation Index Explanation

1 Radiator 9 Heat exchanger

2 Gear-box oil cooler 10 Outlet temperature sensor, cylinder head

3 Outlet temperature sensor 11 Thermostat, engine oil cooler

4 Engine oil cooler 12 Coolant expansion tank

5 Thermostat for gearbox oil cooler 13 Vent line

6 Map thermostat 14 Gearbox oil cooler

7 Electric coolant pump 15 Fan

8 Exhaust turbocharger

Layout
The structure of the coolant circuit on the N54 is the same as that of the N52 engine.
The engine is flushed through with coolant in accordance with the cross-flow concept.
Cooling output can be influenced as a function of load by activating the following com-
ponents:
Electric fan
Electric coolant pump
Map thermostat
It is also possible in an N54 engine in conjunction with an automatic gearbox to utilize
the lower area of the radiator to cool the gearbox by means of the gearbox-oil cooler.
This is achieved as in the N52 engine with control sleeves, which are introduced into
the radiator tank.

Radiator
Design measures have been used to increase the performance of the radiator itself.
The performance of a radiator is dependent on its radiation surface. However, the
intercooler still had to be installed underneath the radiator, and this meant that is was
necessary to compensate for the smaller flow area available.
Compared with the N52 engine, the radiator used in the N54 engine has a block depth
which has been increased to 32 mm. In addition, the water pipes are situated closer
together than in previously used radiators. The upshot of this is an increase in the
utilizable radiation surface.

7
Cooling Systems
Electric Coolant Pump (EWP)
The coolant pump of the N54 engine is an electrically driven centrifugal pump with a
power output of 400W and a maximum flow rate of 9000 l/h. This represents a signifi-
cant increase in power of the electric coolant pump used in the N52 engine, which has
a power output of 200 W and a maximum flow rate of 7000 l/h.

Index Explanation Index Explanation

1 Pump 3 Electronics for coolant pump
2 Motor

The power of the electric wet-rotor motor is electronically controlled by the electronic
module (3) in the pump. The electronic module is connected via the bit-serial data
interface (BSD) to the ECM engine control unit.
The engine control unit uses the engine load, the operating mode and the data from the
temperature sensors to calculate the required cooling output. Based on this data, the
engine control unit issues the corresponding command to the electric coolant pump.
The electric coolant pump regulates its speed in accordance with this command.
The system coolant flows through the motor of the coolant pump, thus cooling both
the motor as well as the electronic module. The coolant lubricates the bearings of the
electric coolant pump.

The same rules apply to all Electric Coolant Pumps (EWP). The pump
must be filled with coolant when removed for service to prevent any
corrosion. Also, the pump impeller must be turned by hand before
installation to ensure the pump is not seized.

8
Cooling Systems
Particularcaremustbetakenwhenperformingservicingworktoensurethat
thepumpdoesnotrundry.Whenthepumpisremoved,itshouldbestored
filledwithcoolant.Thebearingpointsofthepumpcouldstickfastifthepump
werenotfilledwithcoolant.Thiscouldjeopardizesubsequentstart-upofthe
pumpthusrenderingtheentireheatmanagementsysteminoperative(the
pump not starting up could cause serious engine damage).Ifthepump
shouldeverrundry,thepumpwheelshouldbeturnedbyhandbeforefinally
connectingthecoolanthoses.Thesystemshouldthenbeimmediatelyfilled
withcoolant.

Particularcaremustbetakenduringassemblytoensurethatthe
connectoriscleananddryandtheconnectionsareundamaged.
Diagnosisshouldbeperformedonlywiththeapprovedadaptercables.
Theinformationprovidedintherepairinstructionsmustbeobserved.

Due to this coolant pump, a special filling and bleeding procedure

must be implemented for servicing:
1. Fill system with coolant via the expansion tank (AGB).
Top up coolant level to lower edge of expansion tank.
2. Close expansion tank.
3. Switch on ignition.
4. Set heating to maximum (temperature), switch on blower
(lowest stage).
5. Press accelerator pedal module right down for at least
10 seconds. The engine must NOT be started.
6. Bleeding via EWP takes approx. 12 minutes. Then check coolant
level in expansion tank, top up to MAX marking if necessary.
7. Check cooling circuit and drain plugs for leaks.
8. If the procedure needs to be repeated several times, allow DME
to completely de-energize (remove ignition key for approx.
3 minutes) and then repeat procedure as from Point 3.
Connectbatterychargerifbatterychargelevelislow.

9
Cooling Systems
Cooling System N55
The cooling system of the N55 is enhanced with additional oil cooling.
Two different types of oil cooling systems are used depending on the model and appli-
cation. In the hot climate version, heat transfer from the engine oil to the engine
coolant is avoided by separating the oil cooler from the engine coolant circuit. The other
version uses an auxiliary radiator in combination with an oil to coolant heat exchanger
bolted to the oil filter housing. The auxiliary radiator enhances cooling efficiency by
adding surface area to the cooling system.

N55 Cooling System

10
Cooling Systems
Index Explanation

1 Radiator

2 Engine oil to air cooler (hot climate version)

3 Heater coil

4 Characteristic map thermostat

5 Electric coolant pump

6 Exhaust turbocharger

7 Heating heat exchanger

8 Coolant valve

9 Oil-to-coolant heat exchanger

10 Coolant temperature sensor

11 Engine oil thermostat (hot climate version)

12 Expansion tank

13 Coolant level switch

14 Equalization line

15 Auxiliary radiator

16 Electric fan

11
Cooling Systems
N55 Cooling System

Index Explanation Index Explanation

A Auxiliary radiator 7 Bypass line for small cooling circuit

B Coolant feed line to auxiliary radiator 8 Thermostat

C Oil-to-coolant heat exchanger 9 Electric coolant pump

D Coolant feed line to oil-to-coolant heat exchanger 10 Exhaust turbocharger supply line

E Coolant return line from auxiliary radiator 11 Thermostat for transmission oil cooling

1 Zone 1 feed line, heating heat exchanger 12 Coolant feed line to engine block

2 Zone 2 feed line, heating heat exchanger 14 Transmission oil-to-coolant heat exchanger

3 Coolant valve 15 Connection, transmission oil line

4 Expansion tank 16 Connection, transmission oil line

5 Equalization line 17 Return, heating heat exchanger

6 Radiator

12
Cooling Systems
Thefollowinggraphicshowstheconnectionoftheauxiliaryradiatortothecoolingsys-
tem.Theauxiliaryradiatorisconnectedtotheradiatorbymeansofparallelcoolantlines,
thusincreasingthecoolingsurfacearea.Thissystemiscombinedwithan
oil-to-coolant heat exchanger mountedontheoilfilterhousing.
(SeecomponentCinpage12.)

N55 Auxiliary Radiator

Index Explanation

1 Radiator

2 AuxiliaryRadiator

3 Feedconnectiontotheauxiliaryradiator

4 Feedconnectionattheauxiliaryradiator

5 Returnconnectiontotheauxiliaryradiator

6 Returnconnectionfromtheauxiliaryradiator

If a separate oil to air cooler is not installed, an auxiliary radiator in

conjuction with an oil to coolant heat exchanger is used to cool the
engine oil.

13
Cooling Systems
Engine Cooling Circuit Diagram (N55)

14
Cooling Systems
Index Explanation

1 Instrument cluster

2 Central Gateway Module

3 Coolant level switch

4 Coolant temperature sensor

5 Electric fan

6 Mechanical air flap control

7 Electric air flap control

8 Digital Motor Electronics

9 Front power distribution box

10 Junction box electronics

11 Junction box

12 Electric fan relay

14 Rear power distribution box

15 Electric fan relay (only for 850 Watt and 1000 Watt electric fan)

15
Cooling Systems
Cooling System N63
Due to the exhaust turbocharging system and the compact arrangement of the tur-
bochargers in the V-space, the heat output of the N63 engine is very high.
Correspondingly, great significance is attached to the cooling system. In addition, an
indirect charge air cooling system has been developed for the first time where the
charge air is cooled by an air-to-coolant heat exchanger. There are two separate cooling
circuits for engine and charge air cooling.

N63 Cooling System

16
Cooling Systems
Index Explanation Index Explanation

1 Radiator 12 Vent line

2 Radiator for transmission cooling 13 Coolant temperature sensor at engine outlet

3 Coolant temperature sensor at radiator outlet 14 Expansion tank

4 Electric fan 15 Vent line

5 Characteristic map thermostat 16 Transmission fluid-to-coolant heat exchanger

Electric auxiliary coolant pump

6 for turbocharger cooling
17 Auxiliary coolant radiator

7 Coolant pump A Electric coolant pump for charge air cooling

8 Exhaust turbocharger B Vent line

9 Heating heat exchanger C Intercooler

10 Duo-valve D Expansion tank for charge air cooling

Electric auxiliary coolant pump

11 for vehicle heating
E Radiator for charge air cooling

17
Cooling Systems
The engine cooling system undertakes the classic task of carrying heat away from the
engine and maintaining a defined operating temperature as constant as possible. As on
the N54 engine, the two turbochargers are also cooled.

Coolant Pumps N63

Main coolant pump
The N63 engine features a conventional coolant pump that is driven by the belt drive.
This pump cannot be used to continue cooling the turbochargers after the engine has
been shut down. For this reason the N63 is also equipped with an auxiliary coolant
pump.

Auxiliary coolant pump for turbocharger cooling

The electric coolant pump on the N54 engine features an after-running function to carry
away the heat build-up from the turbochargers after the engine has been shut down.
For this function, the N63 engine is equipped with an additional electrically operated
coolant pump with an output of 20 W. This pump is also used during engine operation to
assist turbocharger cooling.
The auxiliary electric coolant pump cuts in, taking the following factors into consideration:
Coolant temperature at engine outlet
Engine oil temperature
Injected fuel quantity
The heat input into the engine is calculated based on the injected fuel quantity. This
function is similar to the heat management function on 6-cylinder engines.
The after-running period of the auxiliary electric coolant pump can extend up to 30 min-
utes. The electric fan also cuts in to improve the cooling effect.

As in previous systems, the electric fan runs for a maximum

of 11 minutes, however, it now operates more frequently.

System Protection
As on the N54 engine, the N63 in the event of the coolant or engine oil being subject to
excessive temperatures, certain functions in the vehicle are influenced in such a way that
more energy is made available to the engine cooling system, i.e. temperature increasing
loads are avoided.

18
Cooling Systems
Cooling System N74
Because of the turbocharging and indirect charge air cooling, the N74 engine has the
same cooling requirements as the N63 engine. Consequently it too has two separate
cooling circuits. One is for cooling the engine and exhaust turbochargers, the other is for
charge air cooling and for cooling the two engine control units.
The engine cooling system performs the task of drawing heat off the engine and
maintaining the operating temperature as constant as possible. As on the N54 and N63
engines, the two exhaust turbochargers are also cooled.
On the N74 engine, the coolant passages have been integrated mainly in the engine
block. Optimizations to the engine cooling circuit have enabled a significant reduction in
the coolant quantity for the bypass mode, thus shortening the warm-up phase.
The coolant feed line downstream of the coolant pump is routed directly beside the
engines main oil duct. The oil in the main oil duct flows in the opposite direction to the
coolant. This enhances the heat exchange between the two media, and has a positive
effect on the engine oil temperature. The overall cooling effect is comparable with that
of an engine oil-coolant heat exchanger.
The coolant passages in the cylinder heads are similar to the N63 engine. The coolant
flows through the cylinder heads diagonally from the outside to the inside, whereby it
flows in at the rear (outside) and flows out at the front (inside). This is also known as
diagonal cooling.

As on the N63 engine, an additional electric coolant pump is used

which supplies the bearings of the exhaust turbochargers with
coolant.

19
Cooling Systems
N74 Cooling System

Coolant Pumps N74

Main coolant pump
The main coolant pump is a conventional coolant pump driven mechanically by the belt
drive.

Auxiliary water pump for exhaust turbochargers

Like the N63 engine, the N74 engine has an electric auxiliary water pump which allows
heat to be dissipated from the exhaust turbochargers even after the engine has been
switched off. This coolant pump has an electrical power output of 20 W. It is also used
during engine operation to support exhaust turbocharger cooling. The electric auxiliary
coolant pump is activated based on the following factors:
Coolant temperature at the engine outlet
Engine oil temperature
Injected volume of fuel

20
Cooling Systems
 Index Explanation

1 Radiator

2 Radiator for transmission cooling

3 Coolant temperature sensor at radiator outlet

4 Electric cooling fan

5 Characteristic map thermostat

6 Electric auxiliary coolant pump for turbocharger cooling

7 Coolant pump (mechanical)

8 Exhaust turbocharger

9 Heater core

10 Duo Heater valve

11 Electric auxiliary coolant pump for vehicle heating

12 Coolant temperature sensor at engine outlet

13 Filling canister

14 Expansion tank

15 Vent line

16 Transmission fluid thermostat and the fluid-to-coolant heat exchanger

The injected volume of fuel is used to calculate the heat contribution to the engine.
Operation is similar to that of the heat management system on the 6-cylinder engines.
The after-running period of the electrical auxiliary coolant pump can last up to 30
minutes.

To improve the cooling effect, the electric fan is also switched on.
As in previous systems, the electric fan runs for a maximum of
11 minutes, however, it now operates more frequently.

Expansion Tank
For space reasons, the expansion tank is located in the front fender behind the wheel
arch. A separate filling canister bolted to the front of the engine enables filling. The
expansion tank and filling canister are interconnected by an expansion and tank ventila-
tion line.

21
Cooling Systems
 NOTES
PAGE

22
Cooling Systems
Charge Air Cooling
Charge Air Cooling N63
With the introduction of the N63 engine, indirect charge air cooling is used for the first
time at BMW. Heat is taken from the charge air by means of an air-to-coolant heat
exchanger. This heat is then given off via a coolant-to-air heat exchanger into the ambi-
ent air. For this purpose, the charge air cooling system has its own low temperature
cooling circuit, which is independent of the engine cooling circuit.

N63 Charge Air Cooling System

Index Explanation Index Explanation

A Electric coolant pump for charge air cooling D Expansion tank for charge air cooling

B Vent line E Radiator for charge air cooling

C Intercooler

23
Cooling Systems
Intercoolers
The intercoolers are installed on the end faces of the cylinder heads. They operate in
accordance with the counterflow principle and cool the charge air by up to 80C.

Electric Coolant Pump

The coolant circuit for charge air coolant is operated with a 50 W pump. This pump
does not run automatically when the engine is turned on.
Pump actuation depends on the following values:
Outside temperature
Difference between charge air temperature and outside temperature

Venting
A separate venting routine is provided for the purpose of venting the low-temperature
circuit of the charge air cooling system. This venting is initiated in the same way as for
the cooling circuit on 6-cylinder engines.
The venting test module can be found in the Service Functions section of the diagnos-
tic program.

Charge Air Cooling N74

The N63 engine was the first BMW engine to use indirect charge air cooling; this has
now also been adopted for the N74 engine. The heat is extracted from the charge air by
means of an air to coolant heat exchanger. This heat is then released to the ambient air
across a coolant to air heat exchanger. To achieve this, the charge air cooling has its own
low-temperature cooling circuit. This is independent of the engine cooling circuit.

Auxiliary Coolant Pump for Charge Air Cooling

The cooling circuit for charge air cooling is operated with a 50 W pump. It does not run
automatically when the engine is switched on.
The following parameters are used for the auxiliary pump activation:
Outside temperature
Difference between charge-air temperature and outside temperature.

Charge-air Cooler
The charge air coolers (intercoolers) are attached to the intake system near the rear of
the cylinder heads. They enable efficient cooling of the charge air by extracting heat
energy from the air charge and carrying it away to the coolant to air heat exchanger
located in the front of the vehicle.

24
Cooling Systems
N74 Charge Air Cooling System

Index Explanation

1 Radiator for charge air cooling

2 Electric coolant pump for charge air cooling

3 Engine control unit

4 Expansion tank

5 Charge-air cooler

25
Cooling Systems
 NOTES
PAGE

26
Cooling Systems
Engine Oil Cooling
One of the main purposes of the ECM is to monitor and control the Engine-Oil Cooling
which includes the actuation of several components. In the following pages you will find a
generic explanation on how this system works. For more detailed information please
access BMW Training Reference Manuals found on-line.

Engine Oil Cooling (N54)

The N54 engine is equipped with a high performance engine-oil cooler. The pendulum-
slide pump delivers the oil from the oil sump to the oil filter. A thermostat flanged to the
oil-filter housing admits the oil to the engine-oil cooler. The engine-oil cooler is located
in the right wheel arch. The thermostat can reduce the resistance opposing the oil by
opening the bypass line between the feed and return lines of the engine-oil cooler. This
ensures that the engine warms up safely and quickly.

27
Cooling Systems
OilPumpandPressureControl(N55)
Theoilpumphasbeenredesignedwithregardtothefunctionalityanddurabilityofthe
Duroplastreciprocatingslidevalve.TheoilpumpusedintheN55 engineisafurther
developmentoftheshuttleslidevalvevolumecontroloilpump.Theactivationoftheoil
pumpisadaptedbytheenginemanagementandcontrolledthroughanoilpressure
controlvalve.
Thedeliveredoilvolumeiscontrolledbymeansoftheoilpressure,basedonspecific
requirements.Themodifications,comparedtopreviouspumps,areprimarilyinthepump
activationsystem.Theoilpressurenolongeractsdirectlyonthecontrolpistonbut
ratherdirectlyontheslidevalve.Theenginemanagementactivatestheelectrohydraulic
pressurecontrolvalve,whichaffectstheoilpressureattheslidevalvecontrolmecha-
nismwithintheoilpump,alteringthepumpoutput.Thishastheadvantageofavoiding
powerlossesbyrunningtheoilpumponlywhenneeded.
Theelectrohydraulicpressurecontrolvalvecontrolsthepumpoutputandisboltedto
thefrontoftheengineblock.Itisoperatedbasedonacharacteristicmapwithinthe
DME(ECM)whichinturnisbasedonfeedbackfromtheoilpressuresensor.TheN55
usesaspecialoilpressuresensorforthispurposewhichfunctionsinthesimilarwayas
theHPIfuelpressuresensor.
Characteristicmap-controlledoilpressure(N55)

Index Explanation Index Explanation

Characteristicmap-controlled
A Oilpressure(bar) 3 oilpressure,noload

B Enginespeed(rpm) 4 Savingpotential,fullload

1 Oilpressurecontrol,hydraulic/mechanical 5 Savingpotential,noload

Characteristicmap-controlled
2 oilpressure,fullload

28
Cooling Systems
Theoilpressuregeneratedbytheoilpump(2)isdeliveredtotheengineslubricating
pointsandhydraulicactuators.Thissystemusesoilpressurefeedbacktocontrolthe
desiredoperatingoilpressure.Forthispurpose,theoilpressuredownstreamoftheoil
filter(7)andengineoil-to-coolantheatexchanger(9)isadjustedbytheDME(map-con-
trolled)viathepressurecontrolvalve(4)tothepressurecontrolvalve(3).
Theactualgeneratedoilpressureisregisteredbytheoilpressuresensor(10)and
recognizedbytheenginemanagement.
Intheeventofanelectricalmalfunction,theoilpressureissettothedefaultcontrol
setting.Thepumpcompressionspringsareallowedtoexpand,movingtheslidevalve
toitsmaximumoilpressureposition.
HydraulicdiagramoftheN53engineoilcircuitwithelectronicpressurecontrol

Index Explanation Index Explanation

1 OilPan 8 FilterBy-passvalve
2 Volumecontrolledoilpump 9 Engineoiltocoolantheatexchanger
3 Pressureregulatingvalve 10 OilPressuresensor
4 Electro-hydraulicpressureregulatingvalve 11 Lubricatingpoints,cylinderhead
5 Non-returnvalve 12 Lubricatingpoints,engineblock
6 Outletvalveatthelter 13 Oilspraynozzles,pistoncrowns
7 Oillter

Note: TheN53hydrauliccircuitdiagramshownisforexplanationoftheoil
pressurecontrolonly,anddoesnotapplydirectlytotheN55engine.
29
Cooling Systems
N55,oilpumpandpressurecontrolvalve

Index Explanation

1 Oilpressurecontrolvalve

2 Oilpump

3 Oilpressuresensor

30
Cooling Systems
OilPressure
SincetheN55 enginehasanoilpumpwithelectronicvolumetricflowcontrol,itisnec-
essarytomeasuretheoilpressureprecisely.Forthisreason,anewoilpressuresensor
isinstalled.
Advantagesofthenewoilpressuresensor:
Itnowmeasuresabsolutepressure(previousmeasuredrelativepressure).
Itischaracteristicmapcontrolinallspeedranges.

OilPressureSensor
Thenewoilpressuresensorcannowdeterminethe
absolutepressure.
Thesensordeliversamoreaccuratepressurereadingwhich
isrequiredfortheelectronicvolumecontroloilpumpfunc-
tion.
Thesensordesignisidenticaltothatofthe(high)fuelpres-
suresensor.TheDMEsuppliesavoltageof5Volttotheoil N55,oilpressuresensor
pressuresensor.

Electronic Oil Condition Monitoring

TheoilqualitysensorisusedformeasuringtheoillevelasonpreviousBMWengines.
NooildipstickisusedinmostBMWNGEngines.
ThereisnodipstickincludingtheguidetubeonmostBMWNGengines.Thisrepre-
sentsaconveniencefunctionforthecustomerwhileenablingmoreaccuraterecording
oftheengineoillevel.
Theengineoillevelismeasuredbyanoilcondition/qualitysensorandindicatedinthe
centralinformationdisplay(CID)orKOMBI.Theengineoiltemperatureandtheoilcondi-
tionarealsoregisteredorcalculatedbytheoilconditionsensor.Thesignalfromtheoil
conditionsensorisevaluatedintheECM.Theevaluatedsignalisthenroutedviathe
properBustotheinstrumentclusterandtotheCID.
Registeringtheengineoillevelinthiswayensurestheengineoillevelintheenginedoes
notreachcriticallylowlevelsthusprotectingtheenginefromtheassociateddamage.By
registeringtheoilcondition,itisalsopossibletodeterminewhenthenextengineoil
changeisdue.Overfillingtheenginewithoilcancauseleaks-acorrespondingwarning
isthereforegiven.

31
Cooling Systems
Oil condition sensor

Index Explanation Index Explanation

1 Housing 6 OilConditionSensor

2 OuterMetalTube 7 SensorElectronics

3 InnerMetalTube 8 OilPan

4 EngineOil 9 TemperatureSensor

5 OilLevelSensor

32
CoolingSystems
Function of the Oil Condition Sensor
The sensor consists of two cylindrical capacitors arranged one above the other. The oil
condition is determined by the lower, smaller capacitor (6). Two metal tubes (2 + 3),
arranged one in the other, serve as the capacitor electrodes. The dielectric is the engine
oil (4) between the electrodes. The electrical property of the engine oil changes as the
wear or aggiing increases and the fuel additives break down.
The capacitance of the capacitor (oil condition sensor) changes in line with the change in
the electrical material properties of the engine oil (dielectric). This means that this capaci-
tance value is processed in the evaluation electronics (7) integrated in the sensor to form
a digital signal.
The digital sensor signal is transferred to the ECM as an indication of the status of the
engine oil. This actual value is used in the ECM to calculate the next oil change service
due.
The engine oil level is determined in the upper part of the sensor (5). This part of the
sensor is located at the same level as the oil in the oil pan. As the oil level drops (dielec-
tric), the capacitance of the capacitor changes accordingly. The electronic circuitry in the
sensor processes this capacitance value to form a digital signal and transfers the signal
to the ECM.
A platinum temperature sensor (9) is installed at the base of the oil condition sensor for
the purpose of measuring the engine oil temperature.
The engine oil level, engine oil temperature and engine oil condition are registered
continuously as long as voltage is applied at terminal KL_15. The oil condition sensor is
powered via terminal KL_87.

Faults/Evaluation
The electronic circuitry in the oil condition sensor features a self-diagnosis function. A
corresponding error message is sent to the ECM in the event of a fault in the oil condi-
tion sensor.
33
CoolingSystems
Electronic Oil Level Indicator
The oil level is measured in two stages:
Static oil level measurement while the vehicle is stationary
Dynamic oil level measurement during vehicle operation

Static Oil Level Measurement at Engine OFF

This is only a reference measurement as the oil condition sensor
(OZS) is flooded when the engine is turned off and can only detect
the minimum oil level. The oil level is measured correctly only when
the engine is running (see Dynamic oil level measurement).

After switching on the ignition, the static oil level measurement provides the driver with
the opportunity of checking whether there is sufficient engine oil for safely and reliably
starting the engine.
1. It is important that the vehicle is parked horizontally otherwise the oil level
measurement may be incorrect.
2. Select on-board computer function "Service" -> "Oil level".
If there is sufficient engine oil for safe and reliable engine start, a graphic appears in the
CID in the form of an engine with a green oil sump.

34
CoolingSystems
Iftheoillevelisclosetominimum,the
graphicappearswithayellow oil sump
andanoildipstickthatrepresentsthelow
oillevelinyellow.
Atop-uprequest+1literadditionally
appearsasatextmessage.Thedisplay
willnotchangeiflessthan1literofoilis
toppedup.MAXisindicatedonlyaftertop-
pingupaquantityof1liter.
Iftheoilleveldropsbelowminimum,the
graphicappearswithared oil sump and
anoildipstickthatrepresentsthelowoil
levelinred.
Atop-uprequest+1literwilladditionally
appearasatextmessage.
Thedisplaywillnotchangeiflessthan1
literofoilistoppedup.MAXisindicated
onlyaftertoppingupaquantityof1liter.
Iftheoillevelisabovemaximum,the
graphicappearswithayellowoilsumpand
anoildipstickthatrepresentsthehighoil
levelinyellow.
Atextmessageisalsodisplayedforthe
driver.

35
CoolingSystems
Dynamic Oil Level Measurement During Vehicle Operation
Always perform the dynamic oil level measurement (approx. 5 min-
utes driving time) after an oil change. The oil level could be misinter-
preted as the oil level last stored is initially displayed after an oil
change. No oil level is initially stored after replacing or reprogram-
ming the engine control unit. "Oil level below min" is therefore dis-
played. The correct oil level is indicated after running the engine for
approx. 5 minutes.

1. Start engine.
2. Select on-board computer
function - Check oil level".
3. The oil level is measured. A clock
symbol may appear while the level
measurement is running. The clock
symbol appears for up to 50 sec-
onds after starting the engine when
there is no measured value or the
long-term value last stored is not
within the tolerance range of the cur-
rently measured oil level.
Dynamic oil level measurement begins when following values are reached:
Engine temperature > 60C
Engine speed > 1000 rpm
Transverse and longitudinal acceleration < 4-5 m/s2.
The transverse acceleration signal is supplied by the DSC. The longitudinal acceler-
ation is calculated from the speed and time factors.
Increase < 5% after covering a distance of approx. 200 m. The increase value is
detected by the ambient pressure sensor in the ECM.
On reaching this value, the oil level indicator is updated approx. 5 minutes after starting
vehicle operation. The oil level is then continuously measured. The indicator is updated
at 20 minute intervals. The "Check oil level" menu in connection with the dynamic oil
level measurement is exited while driving (vehicle speed > 0) approx. 15 seconds after
the oil level is displayed.

36
CoolingSystems
Display Options

Significance Remark Display

The oil level appears in the CID in the

Oil OK with engine form of a graphic together with the "OK"
stationary message, indicating that the oil level is in
the safe operating range.

The oil level appears in the CID in the

form of a graphic together with the "OK"
message, indicating that the oil level is in
the safe operating range.
Oil level OK at idle speed
A further graphic showing a dipstick
appears above the displayed graphic. It
shows the oil level in green.

The oil level appears in the CID in the

form of a graphic together with the
request to top up with 1 liter of oil.
Oil level too low If the oil is not topped up, this request is
repeatedly indicated until the minimum oil
level is exceeded.

The oil level appears in the CID in the

form of a graphic together with the indica-
tion that the maximum oil level has been
exceeded. The excess engine oil must be
extracted in the workshop down to the
maximum limit.
Oil level too high If no oil is extracted, this request will be
repeated until the oil level drops below the
maximum limit. This represents an
advantage that extends beyond the user
friendliness of the monitoring system.
Over filling of the engine that can cause
leaks is indicated as a warning in the
instrument cluster.

There is a problem with the measurement

system if SERVICE appears in the display.
In this case, the oil level is forecast from
the oil consumption last measured and
shown in the display. It is not necessary to
Service immediately visit a workshop. The remain-
ing kilometers are shown in the service
menu. In the event of the instrument clus-
ter failing, the oil level can also be read out
with the diagnosis tester.

37
CoolingSystems
 NOTES
PAGE
38
CoolingSystems
Heat Management
The engine control unit of the N54 engine controls the coolant pump according to
requirements:
Low output in connection with low cooling requirements and low outside
temperatures
High output in connection with high cooling requirements and high outside
temperatures
The coolant pump may also be completely switched off under certain circumstances,
e.g. to allow the coolant to heat up rapidly during the warm-up phase. However, this
only occurs when no heating is required and the outside temperature is within the per-
mitted range.
The coolant pump also operates differently than conventional pumps when controlling
the engine temperature. To date, only the currently applied temperature could be
controlled by the thermostat.
The software in the engine control unit now features a calculation model that can take
into account the development of the cylinder head temperature based on load.
In addition to the characteristic map control of the thermostat, the heat management
system makes it possible to use various maps for the purpose of controlling the coolant
pump. For instance, the engine control unit can adapt the engine temperature to match
the current operating situation.
This means that four different temperature ranges can be implemented:
108C ECO mode
104C Normal mode
95C High mode
90C High + map-thermostat mode
The control system aims to set a higher cylinder-head temperature (108C) if the
engine control unit determines ECO (economy) mode based on the engine perfor-
mance.
The engine is operated with relatively low fuel consumption in this temperature range as
the internal friction is reduced.

39
Cooling Systems
An increase in temperature therefore favors slower fuel consumption in the low load
range. In HIGH and map-thermostat mode, the driver wishes to utilize the optimum
power development of the engine. The cylinder-head temperature is reduced to 90C
for this purpose. This results in improved volumetric efficiency, thus increasing the
engine torque. The engine control unit can now set a certain temperature mode adapted
to the respective operating situation. Consequently, it is possible to influence fuel
consumption and power output by means of the cooling system.
The temperatures specified only ever represent a target value, the attainment of which is
dependent on many factors. These temperatures are first and foremost not attained
precisely.
The consumption-reducing and power increasing effects arise in each case in a
temperature spectrum. The function of the cooling system is to provide the optimal
cooling output according to the boundary conditions under which the engine is being
operated.
The temperatures specified only ever represent a target value, the attainment of which is
dependent on many factors. These temperatures are first and foremost not attained
precisely.
The consumption-reducing and power increasing effects arise in each case in a
temperature spectrum. The function of the cooling system is to provide the optimal
cooling output according to the boundary conditions under which the engine is being
operated.

40
Cooling Systems
Intelligent Heat Management Options
The previous section dealt with the various temperature ranges in which heat
management is effected. However, an electrically driven coolant pump makes available
even further options. For instance, it is now possible to warm up the engine without
recirculating the coolant or to allow the pump to continue to operate after turning off the
engine to facilitate heat dissipation. The advantages offered by this type of pump are
listed in the following table:

Faster warm-up as coolant is not recirculated

until needed
Consumption Increased compression ratio due to greater
cooling output all full load as compared to simi-
lar engines without this option

Faster engine warm-up by drastically reduced

pump speed and the lower volumetric flow of
coolant
Emissions Reduced friction
Reduced fuel consumption
Reduced exhaust emissions

Component cooling independent of engine

speed
Power Output Requirement controlled coolant pump output
Avoidance of power loss

Optimum volumetric flow

Comfort - Heating capacity reduced as required
- Residual heat with engine stationary

After-running of electric coolant pump =

improved heat dissipation from engine switch
Component Protection off point. Allows protection of turbochargers
by reduced oil coking during heat soak.

41
Cooling Systems
System Protection
In the event of the coolant or engine oil being subject to excessive temperatures while
the engine is running, certain functions in the vehicle are influenced so that more energy
is made available to the engine-cooling system, i.e. temperature-increasing loads are
avoided. These measures are divided into two operating modes:
Component protection
Emergency
Measures and Displays for Engine Oil Temperature

Engine oil Power output Power output Torque

Operating Display in
temp reduction, reduction, converter
mode Cluster
(T-oil C) Air conditioning Engine clutch lockup

148 Start 0 % Start 0 %

149 _

Component
150 Protection
_

Component From here =

151 Protection
_
clear reduction
Component
152 Protection
End - 100 %

Component
153 Protection
Component
154 Protection
Component
155 Protection
Component
156 Protection
Component
157 Protection
End @ 90 %

158 Emergency Active

159 Emergency Active

160 Emergency Active

161 Emergency Active

162 Emergency Active

163 Emergency Active

42
Cooling Systems
Measures and Displays for Coolant Temperature

Power output Power output Torque

Coolant Operating Display in
reduction, reduction, converter
(T-Coolant) mode Cluster
Air conditioning Engine clutch lockup

115

116
Component
117 Protection
Start 0 % Start 0 %

Component From here =

118 Protection
_
clear reduction
Component
119 Protection
_ _

Component
120 Protection
End - 100 % _

Component
121 Protection
_

Component
122 Protection
_ Active

Component
123 Protection
_ Active

Component
124 Protection
End @ 90 % Active

125 Emergency Active

126 Emergency Active

127 Emergency Active

128 Emergency Active

129 Emergency Active

43
Cooling Systems
 NOTES
PAGE

44
Cooling Systems