Aftersales Training -

Product Information.
N54 Engine.

BMW Service
The information contained in the Product Information forms together with the Workbook 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: June 2006

Contact: conceptinfo@bmw.de

© 2006 BMW AG
München, Germany
Reprints of this publication or its parts require the written approval of
BMW AG, München
VS-12 Aftersales Training
Product Information.
N54 Engine.

The Most Powerful in the Family

Bi-turbocharger

Direct Fuel Injection HPI

Notes on this Product Information

Symbols used
The following symbols are used in this Product Information to improve
understanding and to highlight important information:

3 contains information to improve understanding of the systems

described and their function.

1 identifies the end of a note.

Relevance and national versions

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 documentation describes exclusively left-hand-drive vehicles for use
in Europe. In right-hand-drive vehicles some control elements and
components are arranged differently from what is shown in the graphics
in this Product Information. Further discrepancies may arise from market-
or country-specific equipment specifications.

Additional sources of information

Further information on the individual subjects covered can be found:
- in the Owner's Handbook
- in the BMW diagnosis system
- in the Workshop Systems documentation
- in BMW Service Technik.
Contents.
N54 Engine.

Objectives 1
Product information and reference work for
practical applications 1

Introduction 3
New-generation 6-cylinder in-line engine 3
Efficient dynamics 4
Technical data 6

System overview 9
A powerful composition 9

System Components 11
Engine mechanical system 11
Threaded connections 18
Cylinder head 19
VANOS 20
Cooling system 22
Water cooling 24
Air-intake and exhaust systems 31
Fuel system 42
MSD80 engine management 55

Service Information 57
Notes for Service 57
 5
Objectives.
N54 Engine.

Product information and reference work for practical

applications
This Product Information is intended to provides an insight into the technical
provide you with information on the design, interrelationships of the N54 turbocharged
function and interrelationship of the N54 direct-injection engine.
engine.
The Product Information, in conjunction with Please remember to work through
The Product Information is conceived as a practical exercises carried out in the training the SIP (Service Information
Programme) on this subject.
reference work and supplements the seminar course, will enable the participants to carry out Basic knowledge ensures certainty
content imparted by BMW Aftersales Training. servicing work on this engine. and reliability in theory and practice.

The Product Information is also suitable for

Technical and practical background
private study.
knowledge of the current BMW models will
As a means of preparation for the technical simplify your understanding of the systems
training course, this Product Information described here and their functions.

SIPs recommended to aid further understanding

• N52 Engine
• N73 Engine

1
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2
 6
Introduction.
N54 Engine.

New-generation 6-cylinder in-line engine

Powerful addition to the engine family

A new member takes its place in the new different emissions regulations that govern the
generation of the BMW 6-cylinder in-line different markets.
engine family in the form of the N54 engine.
With the N54 engine, the design engineers
This engine in a unique way continues the
have succeeded in satisfying these diverse
development implemented with the N52
requirements and delivering an extremely
engine of high dynamics combined with low
potent powerplant.
pollutant emissions and low fuel consumption.
Many requirements had to be satisfied in the The sheer driving pleasure afforded to the
development of this engine. These include the customer by this new engine makes it worthy
reduction of CO2 emissions and the desire for of the Ultimate Driving Machine.
more driving thrills thanks to increased power
This must be reliably guaranteed by Service.
with low fuel consumption, but also the very
This is a challenge which must be met with
technical competence and expertise.

1 - N54 engine

3
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Efficient dynamics

Developing new potential

Efficient dynamics Today, however, driving pleasure is derived
not just from the highest possible levels of
Statutory provisions form the framework while
dynamics but also increasingly from increased
the wishes of customers determine the
efficiency. Conscious enjoyment of the
objective. The central impetus in always
Ultimate Driving Machine also includes the
striving for new innovations arises from the
certainty of not having to take pleasure in
way in which the BMW marque sees itself,
dynamics at the cost of excessively high fuel
from the company's technological expertise
consumption. BMW has therefore defined the
and from the derived demands placed on the
overall development of efficient dynamics with
products. The Ultimate Driving Machine is the
very clear specifications. Each new engine
motif that underlies not only the expectations
generation offers the preconditions for still
of the customers but also the challenges
better performance. At the same time,
facing the engineers.
however, each new drive unit also always
provides for increased economy.

Power output

Efficient
dynamics

Weight Consumption

Thus, BMW is opening up further potential for The N54 engine operated at λ = 1 opens up
engine technology with the N54 engine. the power potential of an engine with a larger
cubic capacity, but avoids the associated
The spray-directed direct-injection process of
consumption drawbacks.
high-precision injection (HPI) represents a
lasting solution to reducing fuel consumption. Technical innovations at BMW are based on
In combination with this injection system, previous innovations and complement each
fundamental drawbacks of petrol-engine other. The N54 engine is used with the
turbocharging such as a reduced compression consumption-reducing technologies
ratio and a high tendency to knock are introduced in the N52 engine, volumetric-
avoided. This system ensures that the flow-controlled oil supply and heat
potential of turbocharging for increasing management.
power and torque are fully exploited.

4
 6

As the top new engine with bi-turbo At the same time, the new turbocharged
technology and petrol direct injection, the N54 engine impresses with levels of smoothness
engine will in future crown BMW's range of 6- typical of BMW 6-cylinder in-line engines. The
cylinder in-line engines. With a power output particularly efficient achievement of increased
of 225 kW/306 bhp and a maximum torque of power is all down to BMW's high-precision
400 Nm, this new engine variant satisfies even injection. The second generation of petrol
the most demanding desires for spontaneous direct injection makes an effective
and imperious power development. contribution to the economic efficiency of the
bi-turbo engine. With this combination, BMW
The first 6-cylinder in-line engine with bi-
engineers, 100 years after the invention of the
turbocharger, high-precision injection and all-
turbocharged engine, are writing a new and
aluminium crankcase inspires enthusiasm with
particularly appealing chapter in the history of
a responsiveness previously unexperienced in
turbocharged engines.
turbocharged engines and sustained
propulsive power stretching into high engine-
speed ranges.

5
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Technical data

Table overview of the N54 engine

Designation Value
Engine type 6-cylinder in-line engine
Displacement [cm3] 2979
Stroke/bore [mm] 84/89.6
Cylinder spacing [mm] 91
Crankshaft main-bearing dia. [mm] 65
Crankshaft big-end bearing dia. [mm] 50
Firing order 1-5-3-6-2-4
Power output [kW/bhp] 225/306
At engine speed [rpm] 5800
Torque [Nm] 400
At engine speed [rpm] 1300-5000
Governed cut-off speed [rpm] 7000
Power-to-weight ratio [kg/kW] 0.83
Power output per litre [kW/l] 75.5
Compression ratio 10.2
Valves/cylinders 4
Inlet-valve dia. [mm] 31.44
Exhaust-valve dia. [mm] 28
Camshaft opening angle, inlet [crankshaft 125-70
angle]
Camshaft opening angle, exhaust [crankshaft 130-85
angle]
Camshaft spread, inlet [° crankshaft angle] 55
Camshaft spread, exhaust [° crankshaft angle] 45
Engine weight [kg] (assembly 11 to 13) 187
Fuel configuration [RON] 98
Fuel [RON] 95-98
Engine oil Longlife-04 SAE 5W-30
Knock control Yes
Engine management MSD80
EU emission-control legislation EURO4
US emission-control legislation ULEV2

6
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Full-load diagram

2 - Power/torque diagram

7
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The N54 engine develops over a wide speed In combination with high power, it becomes
range a powerful torque which is available clear that this powerplant guarantees highly
already at low engine speeds. powerful and dynamic drive in all operating
states.

Engine identification
The engine number is stamped into the
crankcase above the high-pressure pump.

3 - Engine number

8
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System Overview.
N54 Engine.

A powerful composition

High-precision injection (HPI)

Spray-directed direct injection

1 - High-precision injection (HPI)

High-precision injection represents the key This is made possible by locating the piezo-
function in the concept for as economic a use injector centrally between the valves.
of fuel as possible. The new generation of
In this position, the new injector, which opens
petrol direct injection satisfies the
in an outward direction, distributes a
expectations placed on it with regard to
particularly uniform amount of tapered-
economic efficiency without compromising on
shaped fuel into the combustion chamber.
the engine's dynamic qualities. High-precision
injection provides for a more precise metering The new direct injection of BMW HPI spark-
of mixture and higher compression - ideal ignition engines operate according to the
preconditions for increasing efficiency and spray-directed process.
significantly reducing consumption.

9
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Turbo lag is a thing of the past

Bi-turbocharging on the spark-ignition
engine

2 - Bi-turbocharger system

BMW engineers have succeeded with this A major advantage of the smaller-sized
new engine variant in eliminating the turbochargers is their low moment of inertia.
drawbacks brought about by the design of Even the slightest impetus given by the driver
earlier turbocharged engines. Consequently, with the accelerator pedal receives a response
the turbocharged BMW 6-cylinder engine with an immediate build-up of pressure. The
does not even demonstrate the negative lag typically experienced until now in
features typical until today of turbocharged turbocharged engines - i.e. the time it takes for
engines. The development of thrust only after the turbocharger to attain its power-delivering
a delay is just as alien to the new engine as the effect - is thus no longer perceptible. The
high fuel consumption of conventional driver experiences a particularly commanding
turbocharged engines. The bi-turbo concept form of dynamics which enables him to effect
in particular provides for a clearly more even rapid accelerating manoeuvres in a
spontaneous power-output development. A relaxed manner.
large turbocharger is replaced by two smaller
chargers, each serving three cylinders.

10
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System Components.
N54 Engine.

Engine mechanical system

Crankcase
Design from one single material. It is manufactured in
a pressure-diecasting process from AL 226.
The N54 engine has a split crankcase with a
The cylinder liners are made of grey cast iron.
cylinder block and a bedplate. The high drive
Geometrically, the crankcase is extensively the
torques of the N54 engine make it necessary
same as that of the N52 engine.
for the crankcase, in contrast to the inserted
design in the N52 engine, to be manufactured

1 - Crankcase, N54 engine

3 The flange surface to the gearbox is larger necessary to use a special tool to adapt the
than that of the N52 engine, which makes it engine on the assembly stand. 1

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Crankcase breather
Standard function engine oil flows through an oil drain (9) back
into the oil sump. The purified blow-by gas
The blow-by-gas/engine-oil mixture passes
flows through a pressure-control device (7)
through the ventilation duct (2) to an oil
and a duct to the intake manifold (6) and into
separator (8), in which the engine oil is
the clean-air pipe of the air-intake system.
separated from this mixture. The separated

2 - Crankcase breather,
standard function

Index Explanation Index Explanation

1 Throttle valve 6 Channel to intake manifold
2 Ventilation duct 7 Pressure-control device
3 Oil return 8 Oil separator
4 Crankshaft cavity 9 Oil drain
5 Oil sump

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Oil separator
A cyclone oil separator is used in the N54
engine. Here, four of the described cyclones
are integrated into the oil-separator housing.

3 - Cyclone oil separator, N54 engine

The oil mist drawn in from the crankcase is set Crankcase breather, naturally-aspirated
into a spinning motion in the cyclone. As a engine operation
result of the centrifugal forces, the heavier oil
Because of its exhaust-gas turbocharging, the
settles on the cyclone walls and from there
N54 engine is equipped with a special
drips into the oil drain. The lighter blow-by
crankcase breather.
gases are sucked out from the middle of the
cyclone. The purified blow-by gases are then
fed to the air-intake system.

13
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4 - Crankcase breather,
naturally-aspirated engine
operation

14
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Index Explanation Index Explanation

A Overpressure 7 Oil sump
B Vacuum pressure 8 Oil return channel
C Exhaust gas 9 Exhaust turbocharger
D Oil 10 Charge-air suction line, bank 2
E Blow-by gases 11 Hose to charge-air suction line, bank 2
1 Air cleaner 12 Non-return valve, manifold
2 Intake manifold 13 Throttle valve
3 Cyclone oil separator 14 Non-return valve, charge-air suction line
4 Oil discharge valve 15 Channel to manifold
5 Ventilation duct 16 Pressure restrictor
6 Crankshaft cavity

The standard function can only be utilized

while there is a vacuum pressure (B) in the
intake manifold (2), i.e. in naturally-aspirated
engine operation.
As soon as the pressure in the manifold is
increased by turbocharging, the blow-by
gases (E) can no longer be introduced by way
of this route. A non-return valve is
incorporated in the channel to the intake
manifold to prevent the risk of boost pressure
being introduced into the crankcase. In view of
the risk at high vacuum pressures of oil being
5 - Crankcase breather, N54 engine
drawn in through the crankcase breather into
the intake manifold, this area of the crankcase
breather must be provided with a pressure- Index Explanation
limiting facility. This is effected in the N54 1 Non-return valve, charge-air
engine with a restrictor (16), which limits the suction line
throughflow and thus also the pressure level in 2 Ventilation, turbocharged
the crankcase breather. operation
3 Non-return valve, manifold and
pressure restrictor
4 Ventilation, naturally-aspirated
engine operation

Gases and fumes in naturally-aspirated engine

operation (4) are vented via a distributor rail
integrated in the cylinder-head cover directly
to the intake ports in the cylinder head.

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Crankcase breather, turbocharged turbocharger compressor and the intercooler

operation into the manifold. Owing to the fact that very
high gas velocities occur at this point in the
In turbocharged mode, the pressure in the
charge-air suction line and this can cause ice
manifold increases and thus closes the non-
crystals to form when blow-by gases are
return valve (14). Because there is a vacuum
introduced, this connection is fitted with a
pressure in the charge-air suction line in this
PTC heater. The function of this heater is
operating range, it opens the non-return valve
identical to that of the N52 engine.
to the charge-air suction line (12) and the
blow-by gases are directed via the

6 - Crankcase breather,
turbocharged operation

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Index Explanation Index Explanation

A Overpressure 7 Oil sump
B Vacuum pressure 8 Oil return channel
C Exhaust gas 9 Exhaust turbocharger
D Oil 10 Charge-air suction line, bank 2
E Blow-by gases 11 Hose to charge-air suction line, bank 2
1 Air cleaner 12 Non-return valve, manifold
2 Intake manifold 13 Throttle valve
3 Cyclone oil separator 14 Non-return valve, charge-air suction line
4 Oil discharge valve 15 Channel to manifold
5 Venting channel 16 Pressure restrictor
6 Crankshaft cavity

3 If blue smoke occurs at the exhaust

system, it is necessary to check whether the
engine is also drawing oil into the combustion
chamber through the crankcase breather,
which suggest that there is a fault in the
crankcase-breather area. A clear indication
that this is the case is if the bank 2 charge-air
suction line of the turbocharger is fouled with
oil. 1

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Threaded connections
The aluminium bolts familiar from the N52 The bolt is first tightened to a defined torque
engine are used. This concept of using (I). This torque is selected such that the parts
identical parts ensures that there can be no to be secured no longer have any play or
mix-ups within the 6-cylinder in-line engine clearance but the bolt itself is barely under
series. tension. The bolt is then turned further
through a defined angle (II) to achieve the
necessary tension on the bolt.
3 Aluminium bolts should be used only
once and therefore must be replaced every
time they are released. 1

7 - Aluminium bolts have blue bolt heads

Due to the lower tensile strength of aluminium

compared to steel, aluminium bolts must be
tightened in accordance with a precisely
defined procedure.

8 - Procedure for tightening aluminium bolts

• (I) Torque
• (II) Angle of rotation

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Cylinder head
In addition to the familiar requirements such as chamber and also positioned in direct
accommodating the air-intake and exhaust proximity to the spark plug. This positioning is
systems, providing a tight combustion- essential to realizing the spray-directed
chamber seal and accommodating the injection concept.
camshafts with VANOS units, it was also
In this way, both the spark plug and the injector
necessary to meet a further requirement in the
are centrally integrated in the cylinder head
cylinder head of this turbocharged direct-
between the overhead camshafts.
injection engine. The injector needed to be
located in a central position in the combustion

9 - Arrangement of injector/
spark plug

The combustion heat is dissipated in the Detailed information on the following subjects
cylinder head with cross-flow cooling. can be found in the relevant sections of this
Product Information:
• High-pressure fuel injection (HPI)
• Cooling system
• VANOS.

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VANOS

Infinitely variable double VANOS

The gas exchange in the N54 engine is The VANOS units used here have the
effected with four valves per cylinder, which following timing angles:
are driven by two overhead camshafts.
• VANOS unit, inlet - 55° crankshaft angle
The engine timing can be variably influenced
• VANOS unit, exhaust - 45° crankshaft angle
by means of the two infinitely variable VANOS
units.

10 - Double VANOS

Index Explanation Index Explanation

1 VANOS unit, exhaust 4 Exhaust-camshaft sensor
2 VANOS unit, inlet 5 Solenoid valve
3 Inlet-camshaft sensor 6 Solenoid valve

3 The VANOS units for the inlet and

exhaust camshafts have different adjustment
ranges. They must not be mixed up as engine
damage due to the pistons striking the valves
is likely to result. Therefore, the front plates of
the VANOS units have the respective
identifying marks "AUS/EX" and "EIN/IN"
engraved on them. 1

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Cooling system

Engine cooling
Layout of cooling system isolated oil-cooling circuit ensures that heat is
not introduced via the engine oil into the
The cooling system of the N54 engine
engine's coolant system.
consists of a radiator circuit and an isolated oil-
cooling circuit. The fact that there is an

11 - Cooling system, N54 engine

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Index Explanation Index Explanation

1 Radiator 9 Heat exchanger
(coolant/air heat exchanger)
2 Gearbox-oil cooler 10 Outlet temperature sensor,
(coolant/air heat exchanger) cylinder head
3 Outlet temperature sensor, radiator 11 Thermostat, engine-oil cooler
4 Engine-oil cooler 12 Expansion tank
(engine oil/air heat exchanger)
5 Thermostat, gearbox-oil cooler 13 Vent line
(controlled via gearbox-oil
temperature)
6 Map thermostat 14 Gearbox-oil cooler
(coolant/gearbox oil heat
exchanger)
7 Electric coolant pump 15 Fan
8 Exhaust turbocharger

There is a significantly greater quantity of heat Measures for increasing cooling-system

on account of this engine's increased power of performance:
75.5 kW/l in comparison with other 3-litre
• Coolant pump with increased power - 400
spark-ignition engines. This boundary
W/9000 l/h
condition is satisfied by the engine cooling
system with its increased performance. • Separation of water and engine-oil cooling
This increase in power was to be realized in • Radiator with increased power
spite of some factors less advantageous to
• Electric fan with increased power 600 W for
cooling. Factors to be mentioned here are:
all gearbox variants
• Approx. 15 % less flow area is available on
Charge-air cooling is described in the section
account of the intercooler located below the
dealing with air-intake ducting.
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 quantity
of heat is introduced into the system via
these turbochargers.

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Water cooling

System overview

12 - Coolant circuit, N54

engine

The structure of the coolant circuit is the same Radiator

as that of the N52 engine. The engine is
Design measures have been used to increase
flushed through with coolant in accordance
the performance of the radiator itself. The
with the cross-flow concept. Cooling output
performance of a radiator is dependent on its
can be influenced as a function of load by
radiation surface. However, the intercooler still
activating the following components:
had to be installed underneath the radiator,
• Electric fan and this meant that is was necessary to
compensate for the smaller flow area available.
• Electric coolant pump
Compared with the N52 engine, the radiator
• Map thermostat
used in the N54 engine has a block depth
It is also possible in an N54 engine in which has been increased to 32 mm. In
conjunction with an automatic gearbox to addition, the water pipes are situated closer
utilize the lower area of the radiator to cool the together than in previously used radiators. The
gearbox by means of the gearbox-oil cooler. upshot of this is an increase in the utilizable
This is achieved as in the N42 and N52 radiation surface.
engines with control sleeves, which are
introduced into the radiator tank.

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Electric coolant pump

13 - Siemens 400 W electric coolant pump

Index Explanation Index Explanation

1 Pump 3 Electronic module
2 Engine

The coolant pump of the N54 engine is an The engine control unit uses the engine load,
electrically driven centrifugal pump with a the operating mode and the data from the
power output of 400 W and a max. flow rate of temperature sensors to calculate the required
9000 l/h. This represents a significant increase cooling output. Based on these data, the
in power of the electric coolant pump used in engine control unit issues the corresponding
the N52 engine, which has a power output of command to the electric coolant pump. The
200 W and a max. flow rate of 7000 l/h. electric coolant pump regulates its speed in
accordance with this command. The system
The power of the electric wet-rotor motor is
coolant flows through the motor of the coolant
electronically controlled by the electronic
pump, thus cooling both the motor as well as
module (3) in the pump. The electronic
the electronic module. The coolant lubricates
module is connected via the bit-serial data
the bearings of the electric coolant pump.
interface (BSD) to the MSD80 engine control
unit.

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Service information, electric coolant The pump impeller should be turned by hand
pump before the coolant hoses are fitted. The
3 Particular care must be taken when
system should then be immediately filled with
coolant. 1
performing servicing work to ensure that the
pump does not run dry. When the pump is 3 Particular care must be taken during
removed, it should be stored filled with assembly to ensure that the plug is clean and
coolant. The bearing points of the pump could dry and the connections are undamaged.
stick fast if the pump were not filled with Diagnosis should be performed only with the
coolant. This could jeopardize subsequent approved adapter cable. 1
start-up of the pump, thus rendering the entire
heat-management system inoperative (the
3 The information provided in the repair
instructions must be observed. 1
pump not starting up could cause serious
engine damage).

Engine-oil cooling
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 in the E92. The
thermostat can reduce the resistance
opposing the oil by opening the bypass line
between the feed and return lines of the
14 - Engine-oil cooling of N54 engine engine-oil cooler. This ensures that the engine
warms up safely and quickly.
The N54 engine is equipped with a high-
performance engine-oil cooler. The

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Heat management
Four map-controlled temperature The control system aims to set a higher
ranges cylinder-head temperature (108 °C) if the
engine control unit determines ECO
The engine control unit of the N54 engine
(economy) mode based on the engine
controls the coolant pump according to
performance. The engine is operated with
requirements:
relatively low fuel consumption in this
• Low output in connection with low cooling temperature range as the internal friction is
requirements and low outside reduced.
temperatures
An increase in temperature therefore favours
• High output in connection with high cooling lower fuel consumption in the low load range.
requirements and high outside In HIGH and map-thermostat mode, the driver
temperatures wishes to utilize the optimum power
development of the engine. The cylinder-head
The coolant pump may also be completely
temperature is reduced to 90 °C for this
switched off under certain circumstances, e.g.
purpose. This results in improved volumetric
to allow the coolant to heat up rapidly during
efficiency, thus increasing the engine torque.
the warm-up phase. However, this only occurs
The engine control unit can now set a certain
when no heating is required and the outside
temperature mode adapted to the respective
temperature is within the permitted range.
operating situation. Consequently, it is
The coolant pump also operates differently
possible to influence fuel consumption and
than conventional pumps when controlling the
power output by means of the cooling system.
engine temperature. To date, only the
currently applied temperature could be The temperatures specified only ever
controlled by the thermostat. represent a target value, the attainment of
which is dependent on many factors. These
The software in the engine control unit now
temperatures are first and foremost not
features a calculation model that can take into
attained precisely.
account the development of the cylinder head
temperature based on load. In addition to the The consumption-reducing and power-
characteristic map control of the thermostat, increasing effects arise in each case in a
the heat management system makes it temperature spectrum. The function of the
possible to use various maps for the purpose cooling system is to provide the optimal
of controlling the coolant pump. For instance, cooling output according to the boundary
the engine control unit can adapt the engine conditions under which the engine is being
temperature to match the current operating operated.
situation. This means that four different
temperature ranges can be implemented:
• 108 °C ECO mode
• 104 °C Normal mode
• 95 °C High mode
• 90 °C High + map-thermostat mode

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

Consumption • Faster warm-up as coolant is not recirculated

(stationary)
• Increased compression ratio due to greater cooling
output at full load compared with engines without such
heat management
Emissions • Faster engine warm-up by drastically reduced pump
speed (n => 0) and the resulting lower volumetric flow of
coolant
• Reduced friction
• Reduced fuel consumption
• Reduced exhaust emissions
Power output • Component cooling independent of engine speed
• Requirement-controlled coolant pump output
• Avoidance of power loss
Comfort • Optimum volumetric flow
– Heating capacity increased as required
– Residual heat with engine stationary
Component protection • Running-on of electric coolant pump = improved heat
dissipation from the engine switched off when hot and
from the turbochargers

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

Measures and displays pertaining to

engine-oil temperature

Engine oil Operating Display in Power- Power- Converter

TOIL (°C) mode instrument output output lockup
Heat cluster reduction, reduction, clutch
management air engine
conditioning
148 Start 0 % Start 0 %
149 . .
. .
150 Component . .
protection . .
151 Component . .
protection . From here
. clear
152 Component
. reduction
protection
End 100 % .
153 Component .
protection .
154 Component .
protection .
.
155 Component .
protection .
156 Component ..
protection .
157 Component End approx.
protection 90 %
158 Emergency Active
159 Emergency Active
160 Emergency Active
161 Emergency Active
162 Emergency Active
163 Emergency Active

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Measures and displays pertaining to

coolant temperature

Coolant Operating Display in Power- Power- Converter

temp. mode instrument output output lockup
TC (°C) Heat cluster reduction, reduction, clutch
management air engine
conditioning
115
116
117 Component Start 0 % Start 0 %
protection . .
118 Component . .
protection . From here
. clear
119 Component . reduction
protection .
120 Component End 100 % .
protection .
.
121 Component
.
protection
.
122 Component . Active
protection .
123 Component . Active
protection .
End approx.
124 Component Active
90 %
protection
125 Emergency Active
126 Emergency Active
127 Emergency Active
128 Emergency Active
129 Emergency Active

30
 8

Air-intake and exhaust systems

Air-intake system
Air-intake ducting

15 - Air-intake ducting of N54 engine

Index Explanation Index Explanation

1 PTC heater, blow-by gases, 8 Charge-air suction line, bank 1
turbocharged operation
2 Recirculated-air line, bank 2 9 Intercooler
3 Connecting flange, throttle valve 10 Charge-air manifold
4 Air cleaner 11 Turbocharger, bank 1
5 Recirculated-air line, bank 1 12 Turbocharger, bank 2
6 Air-intake snorkel 13 Charge-air suction line, bank 2
7 Charge-air pressure line

Because the N54 is a turbocharged engine, The energy of the escaping exhaust gases is
the air-intake ducting plays a significant role. utilized to precompress the inducted fresh air
and thus introduce a greater air mass into the
combustion chamber. This will only work if the
system is not leaking in any way.

31
 8

3 When carrying out installation work on the engine-management system and the engine
air-intake ducting, it is very important to would in this situation assume limp-home
ensure that the components are installed in operating mode (deactivation of boost-
their correct positions and that all pipes are pressure control). In this situation, the engine
connected up with tight seals. A leaking would be subject to a noticeable shortage of
system may result in an erroneous boost power. 1
pressure. This would be detected by the

16 - Air-intake ducting (in turbocharged operation)

32
 8

Index Explanation Index Explanation

1 MSD80 engine control unit 14 Recirculated-air line, bank 1
2 Lines to vacuum pump 15 Charge-air pressure line
3 Electropneumatic pressure 16 Intercooler
transducer
4 PTC heater, blow-by gases 17 Charge-air manifold
5 Blow-by line, turbocharged 18 Charge-air suction line, bank 1
operation
6 Charge-air suction line, bank 2 19 Wastegate flap, bank 1
7 Recirculated-air line, bank 2 20 Wastegate actuator, bank 1
8 Intake-manifold pressure sensor 21 Wastegate flap, bank 2
9 Blow-off valve, bank 2 22 Wastegate actuator, bank 2
10 Air cleaner 23 Turbocharger, bank 1
11 Charge-air pressure and 24 Turbocharger, bank 2
temperature sensor
12 Throttle valve 25 To catalytic converter, bank 2
13 Blow-off valve, bank 1 26 To catalytic converter, bank 1

The fresh air is drawn in via the air cleaner (10) The compressed and cooled charge air is
and the charge-air suction lines (6 + 18) by the routed from the intercooler via the throttle
compressors of turbochargers (23 + 24) and valve (12) into the intake manifold.
compressed.
The system is equipped with several sensors
Because the turbochargers can get very hot and actuators in order to ensure that the load
during operation, they are connected with the of fresh air is optimally adapted to the engine's
engine's coolant and engine-oil circuits. The respective operating conditions. How these
charge air is greatly heated when compressed complex interrelationships are controlled is
in the turbocharger, making it necessary for discussed in the following.
the air to be cooled again in an intercooler (16).

33
 8

Exhaust-gas turbocharging
Exhaust turbocharger Because of these high temperatures, the N54
engine's turbochargers are not only
connected with the engine-oil system but also
integrated in the engine-coolant circuit. It is
possible in conjunction with the N54 engine's
electric coolant pump even after the engine
has been switched off to dissipate the residual
heat from the turbochargers and thus prevent
the lube oil in the bearing housing from
overheating.
3 The coolant pump's running-on function
serves to dissipate the stored heat from the
turbocharger and thereby counteract oil
coking in the bearings. This is an important
component-protecting function. 1

Bi-turbocharging
Utmost importance is attached to
17 - Exhaust turbocharger turbocharger response in the N54 engine. A
delayed response to the driver's command, i.e.
Index Explanation the accelerator-pedal position, is not
A Compressor acceptable. The driver therefore must not
experience any so-called "turbo lag". This
B Cooling/lubrication requirement is met in the N54 engine with two
C Turbine small turbochargers, which are connected in
parallel. Cylinders 1, 2 and 3 (bank 1) drive the
Principle of operation first turbocharger (5) while cylinders 4, 5 and 6
(bank 2) drive the second (2).
The turbocharger is driven by the engine's
exhaust gases, i.e. exhaust gases under The advantage of a small turbocharger lies in
pressure are routed by the turbocharger the fact that, as the turbocharger runs up to
turbine and in this way delivers the motive speed, the lower moment of inertia of the
force to the compressor, which rotates on the turbine causes fewer masses to be
same shaft. It is here that the induction air is accelerated, and thus the compressor attains
precompressed in such a way that a higher air a higher boost pressure in a shorter amount of
mass is admitted into the engine's time.
combustion chamber. 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 turbine and the
compressor can rotate at speeds of up to
200,000 rpm. The exhaust inlet temperature
can reach max. 1050 °C.

34
 8

18 - Turbocharger components 1

Index Explanation Index Explanation

1 Wastegate actuator, bank 2 7 Coolant supply
2 Turbocharger, bank 2 8 Planar broad-band oxygen
sensor, bank 1
3 Exhaust manifold, bank 2 9 Planar broad-band oxygen
sensor, bank 2
4 Exhaust manifold, bank 1 10 Wastegate actuating lever
5 Turbocharger, bank 1 11 Catalytic converter, bank 1
6 Coolant return 12 Catalytic converter, bank 2

Boost-pressure control designed to ensure that these loads/

consumers do not have a negative influence
The boost pressure of the turbochargers is
on the brake-boost function.
directly dependent on the flow of exhaust gas
which reaches the turbocharger turbines. Both The exhaust-gas flow can be completely or
the velocity and the mass of the exhaust-gas partially directed to the turbine wheel with the
flow are directly dependent on engine speed wastegate valves. When the boost pressure
and engine load. The engine-management has reached its desired level, the wastegate
system uses wastegate valves to control the valve begins to open and direct part of the
boost pressure. These valves are operated by exhaust-gas flow past the turbine wheel. This
vacuum-pressure actuators, which are prevents the turbine from further increasing
controlled by electropneumatic pressure the speed of the compressor.
transducers via the engine-management
This control option allows the system to
system.
respond to various operating situations.
The vacuum pressure is generated by the
permanently driven vacuum pump and stored
in a pressure accumulator. The system is

35
 8

In the idle phase, the wastegate valves of both by a partial opening of the wastegate valves. In
turbochargers are closed. This enables the full this way, the compressors are only ever
exhaust-gas flow available to be utilized to induced to rotate at a speed which is called for
speed up the compressor already at these low by the operating situation. The process of the
engine speeds. When power is then wastegate valves opening removes drive
demanded from the engine, the compressor energy from the turbine such that no further
can deliver the required boost pressure increase in boost pressure occurs, which in
without any noticeable time lag. turn improves fuel consumption.
In the full-load situation, the boost pressure is At full-load the N54 engine operates at an
maintained at a consistently high level when overpressure of up to 0.8 bar in the intake
the maximum permissible torque is reached manifold.

19 - Turbocharger
components 2

Index Explanation Index Explanation

1 Oil return, bank 1 5 Coolant return, bank 1
2 Oil supply 6 Wastegate valve
3 Coolant supply 7 Coolant return, bank 1
4 Oil return, bank 2

36
 8

Blow-off control They therefore have an important function

with regard to engine acoustics and help to
The blow-off valves in the N54 engine reduce
protect the turbocharger components.
unwanted peaks in boost pressure which can
occur when the throttle valve closes quickly.

20 - Blow-off valves, N54 engine

Index Explanation Index Explanation

1 Blow-off valves 4 Throttle valve
2 Air cleaner (ambient pressure) 5 Control line, blow-off valves
3 Intake manifold (intake-manifold 6 Charge-air pressure line (boost
pressure) pressure)

A vacuum pressure is generated in the intake In the event of a pressure differential before
manifold when the throttle valve is closed at and after the throttle valve, the blow-off valves
high engine speeds. This leads to a build-up of are opened by the intake-manifold pressure
high dynamic pressure after the compressor and the boost pressure is diverted to the
which cannot escape because the route to the intake side of the compressor. The blow-off
intake manifold is blocked. valves open starting from a differential
pressure of 0.3 bar. This process prevents the
This leads to a "pumping up" of the
disruptive and component-damaging
turbocharger. This means that
pumping effect from occurring.
• a clearly noticeable, disruptive pumping
The system design dictates that the blow-off
noise can be heard,
valves are also opened during operating close
• and this pumping noise is accompanied by to idle (pressure differential Pcharger/Psuction
a component-damaging load being exerted = 0.3 bar). However, this has no further effects
on the turbocharger, since high-frequency on the turbocharging system.
pressure waves exert axial load on the
The turbocharger is pressurized with the full
turbocharger bearings
exhaust-gas flow at these low speeds and
The blow-off valves are mechanically actuated already builds up a certain level of induction-air
spring-loaded diaphragm valves which are precharging in the range close to idle. If the
activated by the intake-manifold pressure as throttle valve is opened at this point, the full
follows: boost pressure required is very quickly made
available to the engine.

37
 8

One of the major advantages of the vacuum- assume the required control position
pressure-actuated wastegate valves is that corresponding to the necessary boost
they can be partially opened in the mid-range pressure.
in order not to allow excessive induction-air
precharging to the detriment of fuel
consumption. In the upper load range, they

Charge-air cooling

21 - Intercooler, N54 engine E92

Cooling the charge air in the N54 engine Load control

serves to increase power output as well as
Load control of the N54 engine is effected by
reduce fuel consumption. The charge air
means of the throttle valve and the wastegate
heated in the turbocharger by its component
valves.
temperature and by compression is cooled in
the intercooler by up to 80 °C. The throttle valve is the primary component in
this process. The wastegate valves are
This increases the density of the charge air,
actuated to bring about a fine tuning of the
which in turn improves the charge in the
boost pressure. At full load the throttle valve is
combustion chamber. This results in a lower
completely open and load control is
level of required boost pressure. The risk of
undertaken by the wastegate valves.
knock is also reduced and the engine operates
with improved efficiency. The load-control graphic shows that the
wastegate valves are integrated in load control
in all operating situations of the N54 engine on
the basis of map control.

38
 8

22 - Load control, N54 engine

Index Explanation Index Explanation

n Engine speed in rpm 3 Wastegate controlled as a
function of boost pressure
p Absolute pressure in intake 4 Wastegate partially opened
manifold in mbar
1 Naturally-aspirated engine 5 Wastegate closed
operation
2 Turbocharged operation 6 Dark = wastegate fully closed
Light = wastegate fully open

Controlled variables • Intake-manifold pressure

The following variables, among others, • Pressure before the throttle valve
influence control of the N54 engine's boost (reference variable)
pressure:
The electropneumatic pressure transducers
• Intake-air temperature are activated by the engine control unit on the
basis of these variables.
• Engine speed
The result of this activation can be checked
• Throttle-valve position
from the boost pressure achieved, which is
• Ambient pressure measured before the throttle valve.

39
 8

There follows a comparison of the boost removed and replaced. If blue smoke
pressure achieved with the setpoint data from emerges from the exhaust system, check
the program map, which can if necessary give whether the air cleaner is contaminated or
rise to an activation correction. The system the engine is consuming too much oil
therefore controls and monitors itself during because of wear. Only then resort to
operation. checking the turbocharger. If the
turbocharger is running too loud, inspect
Limp-home mode all the connections on the turbocharger
pressure side. If black smoke or a loss of
In the event during operation of malfunctions,
power is detected, in this case too check
implausible values or failure of any of the
the engine and the connecting pipes first.
sensors involved in turbocharger control,
activation of the wastegate valves is shut down 2. Main causes of turbocharger damage:
and the valve flaps are thus fully opened.
• Insufficient lubrication and
Turbocharging ceases at this point.
consequently bearing failure.
3 The list below sets out those components Compressor and turbine wheels will
or functional groups of the N54 engine in grind in the housings, the seals will be
which a failure, a malfunction or implausible damaged and the shaft may also shear
values result in boost-pressure control being off.
deactivated. The driver is alerted to a fault of
• Foreign bodies damage the turbine
this type via an EML indication.
and impeller. The resulting imbalance
• High-pressure fuel system will reduce efficiency and may cause
the rotors to burst.
• Inlet VANOS
• Contaminated lube oil causes scoring
• Exhaust VANOS
on shaft journals and bearings. Oilways
• Crankshaft sensor and seals will become clogged and
cause high oil leakage losses.
• Camshaft sensor
Elements entering the turbocharger
• Boost-pressure sensor system from the outside such as sand,
dirt, screws and the like will be trapped
• Knock sensors
by a filter before the compressor.
• Intake-air temperature sensor Service the filters at regular intervals
(service intervals). Take care to keep
1
the clean-air area of the air cleaner and
3 One principle of vehicle repair is the air ducting to the compressors
particularly important in this respect: clean and free from all types of
particulates.
Work on the causes and not on the effects! 1
3. Do not make any alterations to the
With regard to the diagnosis and subsequent
turbocharger.
repair of turbocharging components, it is
important to ensure that they are also actually Never attempt to alter the boost-pressure
identified as defective components with the control linkage. The turbocharger has
diagnostic technology available. It is always been optimally configured at the factory. If
vital to ensure that the cause of the fault is the turbocharger operates at higher boost
determined and rectified and that if necessary pressures than permitted by the engine
work is not carried out on symptoms of fault manufacturer, the engine may run hot and
consequences. pistons, cylinder heads or engine
bearings may fail, or the safety function of
Thus, for instance, a leaking flange on the
the engine electronics may respond and
intercooler can have far-reaching
activate the engine's limp-home program.
consequences.
1
3 The N54 engine also is governed by three
golden rules of procedure:
1. Do not rashly trace loss of power and
engine malfunctions back to the
turbocharger. Turbochargers in perfect
working order are often unnecessarily
40
 8

Exhaust system
E92 vehicles with N54 engines are equipped Upstream primary catalytic converters with
with a dual exhaust system. The entire system downstream underfloor catalytic converters
is made from austenitic stainless steel, which are used.
ensures that it will function throughout the
The lambda oxygen sensors installed are the
vehicle's service life.
same as those in the N52 engine.

23 - E92 exhaust system with M54 engine

Index Explanation Index Explanation

1 Exhaust manifold 5 Exhaust flap
2 Upstream catalyst 2 x 0.7 l 6 Monitor sensors
3 Underfloor catalyst 2 x 0.85 l 7 Planar oxygen sensors (control
sensor)
4 Rear mufflers, each approx. 16 l

41
 8

Fuel system
Direct injection is one of the most decisive Direct injection achieves a higher
cornerstones in the concept of the N54 compression ratio when compared with a
engine. The complex requirements of the turbocharged engine with manifold injection.
combustion process can only be met with this At the same time, the exhaust-gas
injection process, which is described in the temperature is reduced under full load.
following. Another advantage of this injection process is
the improved efficiency in part-load operation.

Principles of direct injection

In the case of direct injection, the fuel is stratified-charge mixture formation provides
injected under high pressure (between 50 and two concepts of petrol direct injection, which
200 bar) directly into the combustion demonstrate distinctive features with regard
chamber. Basically, homogeneous or to consumption and emissions.

24 - Comparison of mixture
formation

Index Explanation Index Explanation

1 Manifold injection 3 Direct injection, stratified-charge
operation
2 Direct injection, homogeneous

The differences arise through the various The fuel vaporizes in the combustion
mixture-formation processes. The graphic chamber. The gas movements in the
above entitled "Comparison of mixture combustion chamber cause the air to mix with
formation" shows the sequence in time of the injected fuel in such a way that there is a
mixture formation for direct injection in homogeneous (λ=1) mixture at the point of
homogeneous and stratified-charge modes injection. The mixture-formation and thus the
and by comparison for manifold injection. combustion process is similar to a
conventional engine with manifold injection.
The mixture composition is shown as an air
Because the fuel is introduced first into the
ratio for four points in time. The colours
cylinder and vaporizes there, thermal energy is
represent the respective local air ratio
removed from the cylinder charge by this
according to the comparison scale.
vaporization. This improves the knock
characteristics so that the compression ratio
Direct injection, homogeneous
can be increased. Efficiency increases in total
In the case of direct injection, the fuel injector by up to 10 %.
leads directly into the combustion chamber.

42
 8

High-precision injection (HPI)

Overview and function

25 - HPI

Index Explanation Index Explanation

1 High-pressure line (rail - injector) 6 Low-pressure sensor
2 Piezo-injector 7 Fuel-supply control valve
3 Rail 8 Three-plunger high-pressure
pump
4 High-pressure sensor 9 High-pressure line (pump - rail)
5 Feed line (from el. fuel pump)

The fuel is delivered from the fuel tank by the If this sensor fails, the electric fuel pump
electric fuel pump via the feed line (5) at an continues to run at 100 % delivery with
admission pressure of 5 bar to the high- terminal 15 ON.
pressure pump. The admission pressure is
monitored by the low-pressure sensor (6). The
fuel is delivered by the electric fuel pump in
line with demand.

43
 8

The fuel is compressed in the permanently The required fuel delivery pressure is
driven three-plunger high-pressure pump (8) determined by the engine-management
and delivery through the high-pressure line (9) system as a function of engine load and
to the rail (3). The fuel accumulated under engine speed. The pressure level reached is
pressure in the rail in this way is distributed via recorded by the high-pressure sensor (4) and
the high-pressure lines (1) to the piezo- communicated to the engine control unit.
injectors (2). Control is effected by the fuel-supply control
valve (7) by way of a setpoint/actual-value
adjustment of the rail pressure.
Configuration of the pressure is geared
towards best possible consumption and
smooth running of the N54 engine. 200 bar is
required only at high load and low engine
speed.

26 - Fuel-pressure diagram

Index Explanation
p Pressure
m Engine load
n Engine speed

27 - Warning sticker - working on HPI system

3 Working on this fuel system is only 3 When working on the high-pressure fuel
permitted after the engine has cooled down. system, take particular care to ensure
The coolant temperature must not exceed 40 conditions of absolute cleanliness and follow
°C. This must be observed without fail the work sequences described in the repair
because otherwise there is a danger of fuel instructions. Even the tiniest contaminants
sprayback on account of the residual pressure and damage to the screw connections on the
in the high-pressure system. 1 high-pressure lines can cause leaks. 1

44
 8

Design and function of high-pressure

pump

28 - High-pressure pump with

fuel-supply control valve

Index Explanation Index Explanation

1 Thermal compensator 8 Supply passage, pressure-
limiting valve
2 Low-pressure non-return valve 9 High-pressure non-return valve
3x 3x
3 Connection, engine management 10 Pendulum disc
4 Fuel-supply control valve 11 Drive flange, high-pressure
pump
5 Return, pressure-limiting valve 12 Plunger 3x
6 Supply from el. fuel pump 13 Oil filling, high-pressure pump
7 High-pressure port to rail 14 Fuel chamber 3x

45
 8

The fuel is delivered via the supply passage (6) Pressure generation in plunger-and-
at the admission pressure generated by the barrel assembly of high-pressure pump
electric fuel pump to the high-pressure pump.
From there, the fuel is directed via the fuel-
supply control valve (4) and the low-pressure
non-return valve (2) into the fuel chamber (14)
of the plunger-and-barrel assembly. The fuel
is placed under pressure in this plunger-and-
barrel assembly and delivered via the high-
pressure non-return valve (9) to the high-
pressure port (7). The high-pressure pump is
connected with the vacuum pump via the drive
flange (11) and is thus also driven by the chain
drive, i.e. as soon as the engine is running, the
three plungers (12) are permanently set into
up-and-down motion via the pendulum disc
(10). Fuel therefore continues to be
pressurized for as long as new fuel is supplied
to the high-pressure pump via the fuel-supply
control valve (4). The fuel-supply control valve
is activated by means of the engine-
management connection (3) and thereby
admits the quantity of fuel required. Pressure
control is effected via the fuel-supply control
valve by opening and closing of the fuel supply
channel.
The maximum pressure in the high-pressure
area is limited to 245 bar. If excessive pressure
is encountered, the high-pressure circuit is
relieved by a pressure-limiting valve via the
ports (8 and 5) leading to the low-pressure
area. This is possible without any problems
because of the incompressibility of the fuel, i.e.
the fuel does not change in volume in
response to a change in pressure. The
pressure peak created is compensated for by 29 - Plunger-and-barrel assembly
the liquid volume in the low-pressure area.
Volume changes caused by temperature Index Explanation
changes are compensated for by the thermal Red Oil filling
compensator (1), which is connected with the
Blue Fuel
pump oil filling.
1 Metal diaphragm
2 Plunger

The plunger (2) driven by the pendulum disc

presses oil (red) into the metal diaphragm (1)
on its upward travel. The change in volume of
the metal diaphragm thereby reduces the
available space in the fuel chamber. The fuel
thereby placed under pressure (blue) is forced
into the rail.

46
 8

30 - Schematic representation of HPI

Index Explanation Index Explanation

1 Engine control unit 6 High-pressure pump
2 Rail 7 Fuel-supply control valve
3 High-pressure sensor 8 High-pressure pump assembly with
non-return valves
4 Piezo-injectors 9 Pressure-limiting valve with bypass
5 Electric fuel pump

The fuel-supply control valve controls the fuel of varying size is opened and the fuel-mass
pressure in the rail. It is activated by the flow required for the respective load point is
engine-management system via a pulse- set. There is also the possibility of reducing
width-modulated (PWM) signal. Depending on the pressure in the rail.
the activation signal, a restrictor cross-section

Limp-home mode
If a fault is diagnosed in the system, such as 3 Causes of HPI limp-home mode can be:
e.g. failure of the high-pressure sensor, the
• Implausible high-pressure sensor values
fuel-supply control valve is de-energized; the
fuel then flows via a so-called bypass into the • Failure of the fuel-supply control valve
rail.
• Leakage in the high-pressure system
3 In the event of HPI limp-home mode,
• Failure of the high-pressure pump
turbocharging is deactivated by an opening of
the wastegate valves. 1 • Failure of the high-pressure sensor
1

47
 8

Outward-opening piezo-injectors The piezo-injector is integrated together with

the spark plug centrally between the inlet and
It is the outward-opening piezo-injector that
exhaust valves in the cylinder head. This
renders possible spray-directed direct
installation position prevents the cylinder walls
injection and thus the overall innovations of
or the piston crown from being wetted with
the N54 engine. Because only this component
injected fuel. A uniform formation of the
ensures that the injected fuel spray cone
homogeneous air/fuel mixture is obtained with
remains stable, even under the prevailing
the aid of the gas movement in the
influences of pressure and temperature in the
combustion chamber and a stable fuel spray
combustion chamber. This piezo-injector
cone. The gas movement is influenced on the
permits injection pressures of up to 200 bar
one hand by the geometry of the intake
and extremely quick opening of the nozzle
passages and on the other hand by the shape
needle. In this way, it is possible to inject fuel
of the piston crown. The injected fuel is
into the combustion chamber under
swirled in the combustion chamber with the
conditions released from the power cycles
boost air until a homogeneous mixture is
limited by the valve opening times.
available throughout the compression space
at the point of ignition.
3 When working on the fuel system of the
N54 engine, it is important to ensure that the
ignition coils are not fouled by fuel. The
resistance of the silicone material is
significantly reduced by heavy fuel contact.
This can cause sparkover at the spark-plug
head and with it misfires.
• Before making modifications to the fuel
system, remove the ignition coils without
fail and protect the spark-plug slot against
the ingress of fuel with a cloth.
31 - Outward-opening piezo-injector
• Before refitting the piezo-injector, remove
the ignition coils and ensure conditions of
absolute cleanliness.
• Ignition coils heavily fouled by fuel must be
replaced.

32 - Installation position of outward-opening piezo-injector

48
 8

Design of piezo-injector

33 - Piezo-injector subassemblies

Index Explanation Index Explanation

1 Outward-opening nozzle needle 3 Thermal compensator
2 Piezo-element

The piezo-injector essentially consists of three 3 A piezo-injector provided with a new

subassemblies. The expansion of the Teflon sealing ring should be fitted as quickly
energized piezo-element lifts the nozzle as possible because the Teflon sealing ring
needle outwards from its valve seat. To be could swell up. The information provided in the
able to counter the different operating repair instructions must be observed without
temperatures with comparable valve lifts, the fail. 1
injector has a thermal compensating element.
3 When fitting, make sure that the piezo-
3 Replace the Teflon sealing ring when injector is correctly seated. 1
fitting and removing the piezo-injector. This
also applies when an injector that has just
been fitted has to be removed again after an
engine start. 1

49
 8

3 The holding-down element for securing

the piezo-injectors must rest on both injector
wings as otherwise the necessary force is not
applied to the piezo-injector. 1
3 Do not clean the nozzle-needle tip of the
piezo-injector. 1

Outward-opening nozzle needle

The nozzle needle is pressed outwards from
its tapered valve seat. This opens up an
annular orifice. The pressurized fuel flows
through this annular orifice and forms a hollow
cone, the spray angle of which is not
34 - Outward-opening nozzle needle
dependent on the backpressure in the
combustion chamber.

35 - Spray cone of outward-

opening piezo-injector

Index Explanation Index Explanation

1 Ideal cone 3 Non-permitted divergence of
spray cone
2 Permitted divergence of spray
cone

The spray cone (1) of a piezo-injector can

diverge during operation (2). Due to the
formation of soot inside the engine, such
divergence is perfectly normal and acceptable
to a certain extent. If, however, spray
divergence reaches the stage where it begins
to spray the spark plug wet, the spark plug
may incur damage.

50
 8

Spark-plug views for N54 engine: • The graphic below shows a spark plug to be
replaced after a service life of 100,000 km
• There may be separations in the spark-plug
(service interval) which gives not cause for
insulator nose.
complaint.

36 - View of damage, insulator separation

39 - Spark plug after 100,000 km without cause for complaint

• The electrode may erode on one side.

3 When dealing with spark plugs for the
N54 engine, it must be borne in mind that
there are views of damage which indicate a
fault in the piezo-injectors. Merely replacing
the spark plugs alone in such a case will not
lead to the problem being rectified. 1

37 - View of damage, electrode erosion on one side

• The graphic below shows an intact spark

plug without giving any cause for complaint.

38 - Spark plug OK

51
 8

Injection strategy

40 - Spray cone of outward-

opening piezo-injector

Index Explanation Index Explanation

1 One-time injection 3 Three-time injection
2 Two-time injection

Injection of the fuel mass required for the Operating mode: catalytic-converter
operating situation can take place in up to heating
three individual injections. Which option is
In order to bring the catalytic converters up to
used in the relevant operating situation is
operating temperature as quickly as possible,
dependent on engine load and speed. Here
the N54 engine has a catalyst-heating mode
the actual time resulting from the engine
for when the engine is started from cold. In this
speed available for metering the fuel is an
mode, combustion heat is intentionally
important framework quantity.
introduced into the exhaust train and not used
A special situation during the operation of any first and foremost to develop power output.
engine is the range in which a high load occurs The point of ignition is moved to 30° cks after
at low engine speed, so-called "Low End TDC. The main quantity of the required fuel is
Torque" operation. In this operating situation, injected before TDC and mixed with the boost
the required fuel mass is metered to the air. The piston is situated after TDC in its
engine in three individual injections. This downward travel such that the air/fuel mixture
results in a highly effective mixture formation is already expanding again, which reduces the
which in the final analysis has the effect of both ignitability of the mixture. In order to ignite the
increasing power output and saving fuel. mixture reliably, a small residual quantity of fuel
is injected 25° cks after TDC and this
guarantees an ignitable mixture at the spark
plug. This small fuel quantity therefore
provides for ignition of the residual charge in
the combustion chamber. This operating
mode is set by the engine-management
system after a maximum period of 60 s from
engine starting but is terminated if the
catalytic-converter response temperature is
reached earlier.

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Piezo-element
The movement of the nozzle needle in the
injector is generated no longer by a solenoid
coil but rather by a piezo-element.

41 - Behaviour of piezo-element when voltage is applied

Index Explanation Index Explanation

1 Piezo-crystal, unenergized 3 Layer design of piezo-element
2 Piezo-crystal, energized

Function Injector adjustment

A piezo-element is an electromechanical When the injectors are manufactured, a
converter, i.e. it consists of a ceramic material multitude of measurement data is recorded at
which converts electrical energy directly into specific points in the factory. In this way, the
mechanical energy (force/travel). A familiar tolerance ranges for injector-quantity
application is the piezo cigarette lighter: when adjustment are determined and specified in a
a piezo-crystal is pressed, voltage is six-digit number combination. Information on
generated until a spark flashes over and the the lift performance of the injector is also
gas ignites. In the case of the piezo-actuator, added for injector voltage adjustment. Injector
voltage is generated so that the crystal adjustment is required because of the
expands. individual voltage demand of each piezo-
actuator. An allocation is made to a voltage-
In order to achieve greater travel, it is possible
demand category, which is included in the
to design a piezo-element in several layers.
number combination on the injector. These
The actuator module consists of layers of the
data are transmitted to the control unit. During
piezo-ceramic material connected
engine operation, these values are used to
mechanically in series and electrically in
compensate for deviations in the metering and
parallel.
switching performance.
The deflection of a piezo-crystal is dependent
on the applied voltage up to a maximum
3 When replacing an injector, it is absolutely
essentially to carry out an injector adjustment.
deflection; the higher the voltage, the greater
1
the travel.

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Injector control and adaptation Optimization

The fuel mass required for the operating For optimization of:
situation is injected by the piezo-injector into
• Emission values
the combustion chamber. This mass can be
influenced by three correcting variables: • Smooth running
• the rail pressure • Fuel consumption
• the injector opening time • Power output
• and the injector opening lift the controlled variables of energy quantities
and injector opening times are continuously
The injector opening time and the injector
monitored. This occurs on a bank-selective
opening lift are activated directly at the piezo-
basis by way of lambda closed-loop control.
injector. The opening time is controlled via the
The residual oxygen in the exhaust gas is
signal ti and the opening lift via the energy
measured in each case for cylinder bank 1 and
quantity in the activation of the piezo-injector.
cylinder bank 2. This measurement result is
Injector adaptation compared with the values expected from the
set correcting variables. The result of a
The fuel masses and injection cycles
deviation is that the injector opening signal is
determined from the load/speed map are
adapted. This adaptation is stored in the
included in a pilot-control program map. Here,
control unit and is therefore available for
while further framework parameters are taken
subsequent engine operation. However, these
into consideration, the energy quantities and
stored values are lost when the system is
injector opening times required to activate the
flashed and must be relearned.
injectors are determined. The N54 engine can
be safely and reliably operated with these A further adaptation of the injector activation
program-map values. takes place depending on time and use. This
cylinder-selective adaptation involves a check
of the residual-oxygen content with a
conclusion as to the cylinder causing the
situation. To this end, it is necessary for part of
the exhaust-gas flow not to be swirled in the
turbocharger. For this reason, the flap of the
wastegate valve must be fully opened, i.e.
swung out of the exhaust-gas flow. This
wastegate-flap position extends beyond its
normal opening position in engine operation.
Based on the result of this cylinder-selective
monitoring, the energy quantity is adapted if
necessary to activate the injectors.
Furthermore, the cylinder-selective adaptation
includes if necessary an adaptation of the
injector opening signal based on smooth-
running monitoring of the N54 engine.
Overall adaptation of the injectors is limited to
a 15% additional quantity.

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MSD80 engine management

Engine control unit

The MSD80 engine-management system is The MSD80 has a modified connection for the
used. The control unit is identical to the digital HFM, which gets by less on a PIN.
MSV80, which has been developed from the
The functions of the engine-management
MSV70.
system are described in the respective system
The engine-management system has been components.
adapted in some details.

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56
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Service Information.
N54 Engine.

Notes for Service

Engine mechanical system

Crankcase design engine is also drawing oil into the combustion
3 The flange surface to the gearbox is larger
chamber through the crankcase breather,
which suggest that there is a fault in the
than that of the N52 engine, which makes it
crankcase-breather area. A clear indication
necessary to use a special tool to adapt the
that this is the case is if the bank 2 charge-air
engine on the assembly stand. 1
suction line of the turbocharger is fouled with
oil. 1
Crankcase breather, turbocharged
operation
3 If blue smoke occurs at the exhaust
system, it is necessary to check whether the

Threaded connections
3 Aluminium bolts should be used only
once and therefore must be replaced every
time they are removed. 1

VANOS
Infinitely variable double VANOS is likely to result. Therefore, the front plates of
3 The VANOS units for the inlet and
the VANOS units have the respective
identifying marks "AUS/EX" and "EIN/IN"
exhaust camshafts have different adjustment
engraved on them. 1
ranges. They must not be mixed up as engine
damage due to the pistons striking the valves

Water cooling
Service information, electric coolant The pump impeller should be turned by hand
pump before the coolant hoses are fitted. The
3 Particular care must be taken when
system should then be immediately filled with
coolant. 1
performing servicing work to ensure that the
pump does not run dry. When the pump is 3 Particular care must be taken during
removed, it should be stored filled with assembly to ensure that the connector is clean
coolant. The bearing points of the pump could and dry and the connections are undamaged.
stick fast if the pump were not filled with Diagnosis should be performed only with the
coolant. This could jeopardize subsequent approved adapter cable. 1
start-up of the pump, thus rendering the entire
heat-management system inoperative (the
3 The information provided in the repair
instructions must be observed. 1
pump not starting up could cause serious
engine damage).

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Air-intake and exhaust systems

Air-intake ducting vital to ensure that the cause of the fault is
3 When carrying out installation work on the
determined and rectified and that if necessary
work is not carried out on symptoms of fault
air-intake ducting, it is very important to
consequences.
ensure that the components are installed in
their correct positions and that all pipes are Thus, for instance, a leaking flange on the
connected up with tight seals. A leaking intercooler can have far-reaching
system may result in an erroneous boost consequences.
pressure. This would be detected by the
engine-management system and the engine
3 The N54 engine also is governed by three
golden rules of procedure:
would in this situation assume limp-home
operating mode (deactivation of boost- 1. Do not rashly trace loss of power and
pressure control). In this situation, the engine engine malfunctions back to the
would be subject to a noticeable shortage of turbocharger. Turbochargers in perfect
power. 1 working order are often unnecessarily
removed and replaced. If blue smoke
Principle of operation, exhaust-gas emerges from the exhaust system, check
turbocharging whether the air cleaner is contaminated or
3 The coolant pump's running-on function
the engine is consuming too much oil
because of wear. Only then resort to
serves to dissipate the stored heat from the
checking the turbocharger. If the
turbocharger and thereby counteract oil
turbocharger is running too loud, inspect
coking in the bearings. This is an important
all the connections on the turbocharger
component-protecting function. 1
pressure side. If black smoke or a loss of
power is detected, in this case too check
Limp-home mode, exhaust-gas
the engine and the connecting pipes first.
turbocharging
3 The list below sets out those components
2. Main causes of turbocharger damage:
or functional groups of the N54 engine in • Insufficient lubrication and
which a failure, a malfunction or implausible consequently bearing failure.
values result in boost-pressure control being Compressor and turbine wheels will
deactivated. The driver is alerted to a fault of grind in the housings, the seals will be
this type via an EML indication. damaged and the shaft may also shear
off.
• High-pressure fuel system
• Foreign bodies damage the turbine
• Inlet VANOS
and impeller. The resulting imbalance
• Exhaust VANOS will reduce efficiency and may cause
the rotors to burst.
• Crankshaft sensor
• Contaminated lube oil causes scoring
• Camshaft sensor
on shaft journals and bearings. Oilways
• Boost-pressure sensor and seals will become clogged and
cause high oil leakage losses.
• Knock sensors
Elements entering the turbocharger
• Intake-air temperature sensor system from the outside such as sand,
dirt, screws and the like will be trapped
1
by a filter before the compressor.
3 One principle of vehicle repair is Service the filters at regular intervals
particularly important in this respect: (service intervals). Take care to keep
the clean-air area of the air cleaner and
Work on the causes and not on the effects! 1
the air ducting to the compressors
With regard to the diagnosis and subsequent clean and free from all types of
repair of turbocharging components, it is particulates.
important to ensure that they are also actually
identified as defective components with the
diagnostic technology available. It is always

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3. Do not make any alterations to the manufacturer, the engine may run hot and
turbocharger. pistons, cylinder heads or engine
bearings may fail, or the safety function of
Never attempt to alter the boost-pressure
the engine electronics may respond and
control linkage. The turbocharger has
activate the engine's limp-home program.
been optimally configured at the factory. If
the turbocharger operates at higher boost 1
pressures than permitted by the engine

Fuel system
Overview and function • Before refitting the piezo-injector, remove
3 Working on this fuel system is only
the spark plugs and ensure conditions of
absolute cleanliness in the spark-plug slot.
permitted after the engine has cooled down.
The coolant temperature must not exceed 40 • Ignition coils heavily fouled by fuel must be
°C. This must be observed without fail replaced.
because otherwise there is a danger of fuel
sprayback on account of the residual pressure Design of piezo-injector
in the high-pressure system. 1
3 Replace the Teflon sealing ring when
3 When working on the high-pressure fuel fitting and removing the piezo-injector. This
system, take particular care to ensure also applies when an injector that has just
conditions of absolute cleanliness and follow been fitted has to be removed again after an
the work sequences described in the repair engine start. 1
instructions. Even the tiniest contaminants
and damage to the screw connections on the
3 A piezo-injector provided with a new
Teflon sealing ring should be fitted as quickly
high-pressure lines can cause leaks. 1
as possible because the Teflon sealing ring
could swell up. The information provided in the
Limp-home mode
repair instructions must be observed without
3 In the event of HPI limp-home mode, fail. 1
turbocharging is deactivated by an opening of
the wastegate valves. 1
3 When fitting, make sure that the piezo-
injector is correctly seated. 1
3 Causes of HPI limp-home mode can be:
3 The holding-down element for securing
• Implausible high-pressure sensor values the piezo-injectors must rest on both injector
wings as otherwise the necessary force is not
• Failure of the fuel-supply control valve
applied to the piezo-injector. 1
• Leakage in the high-pressure system
3 Do not clean the nozzle-needle tip of the
• Failure of the high-pressure pump piezo-injector. 1
• Failure of the high-pressure sensor
1

Outward-opening piezo-injectors
3 When working on the fuel system of the
N54 engine, it is important to ensure that the
ignition coils are not fouled by fuel. The
resistance of the silicone material is
significantly reduced by heavy fuel contact.
This can cause sparkover at the spark-plug
head and with it misfires.
• Before making modifications to the fuel
system, remove the ignition coils without
fail and protect the spark-plug slot against
the ingress of fuel with a cloth.

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Outward-opening nozzle needle • The graphic below shows a spark plug to be

replaced after a service life of 100,000 km
(service interval) which gives not cause for
complaint.

1 - View of damage, insulator separation

• The electrode may erode on one side.

4 - Spark plug after 100,000 km without cause for complaint

3 When dealing with spark plugs for the

N54 engine, it must be borne in mind that
there are views of damage which indicate a
fault in the piezo-injectors. Merely replacing
the spark plugs alone in such a case will not
lead to the problem being rectified. 1

Piezo-element
Injector adjustment
3 When replacing an injector, it is absolutely
essentially to carry out an injector adjustment.
2 - View of damage, electrode erosion on one side 1
• The graphic below shows an intact spark
plug without giving any cause for complaint.

3 - Spark plug OK

60
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