80% found this document useful (5 votes)
21K views184 pages

B37B47 Engine PDF

Uploaded by

djiki21
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
80% found this document useful (5 votes)
21K views184 pages

B37B47 Engine PDF

Uploaded by

djiki21
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
You are on page 1/ 184

Technical�qualification.

Product�information.
B37/B47�Engine.

BMW�Service
General�information

Symbols�used

The�following�symbol�is�used�in�this�document�to�facilitate�better�comprehension�or�to�draw�attention
to�very�important�information:

Contains�important�safety�information�and�information�that�needs�to�be�observed�strictly�in�order�to
guarantee�the�smooth�operation�of�the�system.

Information�status�and�national-market�versions

BMW�Group�vehicles�meet�the�requirements�of�the�highest�safety�and�quality�standards.�Changes
in�requirements�for�environmental�protection,�customer�benefits�and�design�render�necessary
continuous�development�of�systems�and�components.�Consequently,�there�may�be�discrepancies
between�the�contents�of�this�document�and�the�vehicles�available�in�the�training�course.

This�document�basically�relates�to�the�European�version�of�left-hand�drive�vehicles.�Some�operating
elements�or�components�are�arranged�differently�in�right-hand�drive�vehicles�than�shown�in�the
graphics�in�this�document.�Further�differences�may�arise�as�a�result�of�the�equipment�specification�in
specific�markets�or�countries.

Additional�sources�of�information

Further�information�on�the�individual�topics�can�be�found�in�the�following:

• Owner's�Handbook
• Integrated�Service�Technical�Application.

Contact:�[email protected]

©2013�BMW�AG,�Munich

Reprints�of�this�publication�or�its�parts�require�the�written�approval�of�BMW�AG,�Munich

The�information�contained�in�this�document�forms�an�integral�part�of�the�technical�training�of�the
BMW�Group�and�is�intended�for�the�trainer�and�participants�in�the�seminar.�Refer�to�the�latest�relevant
information�systems�of�the�BMW�Group�for�any�changes/additions�to�the�technical�data.

Contact:
Sebastian�Riedel
Tel.:�+49�(0)�89�382�65044
E-mail:�[email protected]

Information�status:�November�2013
Technical�qualification.
B37/B47�Engine.
Contents.
1. History.............................................................................................................................................................................................................................................................. 1
1.1. W17�engine�(Toyota)........................................................................................................................................................................................ 2
1.2. W16�engine�(PSA)................................................................................................................................................................................................3
1.3. N47TU�engine............................................................................................................................................................................................................ 4

2. Introduction............................................................................................................................................................................................................................................ 6
2.1. Engine�designation............................................................................................................................................................................................. 6
2.1.1. Engine�identification........................................................................................................................................................ 6
2.2. Highlights............................................................................................................................................................................................................................ 8
2.3. Modular�design..................................................................................................................................................................................................... 10
2.4. Technical�data......................................................................................................................................................................................................... 14
2.5. Performance�diagrams.............................................................................................................................................................................. 14
2.5.1. Full�load�diagram�for�B37C15K0.............................................................................................................15
2.5.2. Full�load�diagram�for�B37C15U0............................................................................................................ 16
2.6. Engine�acoustics................................................................................................................................................................................................ 16
2.6.1. Models............................................................................................................................................................................................... 16
2.6.2. Acoustics....................................................................................................................................................................................... 17
2.6.3. Active�Sound�Design................................................................................................................................................. 22

3. Engine�mechanics................................................................................................................................................................................................................. 24
3.1. Engine�housing..................................................................................................................................................................................................... 24
3.1.1. Cylinder�head�cover..................................................................................................................................................... 24
3.1.2. Cylinder�head......................................................................................................................................................................... 28
3.1.3. Crankcase.....................................................................................................................................................................................31
3.1.4. Oil�sump......................................................................................................................................................................................... 36
3.2. Crankshaft�drive................................................................................................................................................................................................... 43
3.2.1. Crankshaft....................................................................................................................................................................................43
3.2.2. Connecting�rod.................................................................................................................................................................... 51
3.2.3. Piston...................................................................................................................................................................................................52
3.2.4. Counterbalance�shafts.............................................................................................................................................55
3.2.5. Counterbalance�shafts�in�B37�engine............................................................................................ 62
3.2.6. Counterbalance�shaft�of�B47�engine............................................................................................... 68
3.2.7. Belt�pulley.................................................................................................................................................................................... 72
3.2.8. Chain�drive.................................................................................................................................................................................. 74
3.3. Valve�gear.......................................................................................................................................................................................................................77
3.3.1. Technical�data........................................................................................................................................................................78
3.3.2. Camshaft........................................................................................................................................................................................78
3.3.3. Roller�cam�follower........................................................................................................................................................ 79
3.3.4. Hydraulic�valve�clearance�compensation................................................................................... 80
3.3.5. Valves.................................................................................................................................................................................................. 80
3.4. Belt�drive......................................................................................................................................................................................................................... 81
B37/B47�Engine.
Contents.
3.5. Sound�insulation................................................................................................................................................................................................. 83
3.5.1. B37�engine................................................................................................................................................................................. 83
3.5.2. B47�engine................................................................................................................................................................................. 84

4. Oil� supply............................................................................................................................................................................................................................................... 85
4.1. Oil�circuit......................................................................................................................................................................................................................... 85
4.1.1. Map-controlled�oil�supply................................................................................................................................... 87
4.1.2. Intake�pipe................................................................................................................................................................................... 89
4.1.3. Vane-type�compressor............................................................................................................................................ 89
4.1.4. Oil�filter�module.................................................................................................................................................................. 95
4.1.5. Oil�spray�nozzles............................................................................................................................................................... 97

5. Cooling�system.......................................................................................................................................................................................................................100
5.1. Cooling�circuit.....................................................................................................................................................................................................100
5.1.1. System�overview�diagram.............................................................................................................................. 100
5.1.2. System�overview�of�vehicle......................................................................................................................... 101
5.1.3. Cooling�module.............................................................................................................................................................. 102
5.1.4. Coolant�pump.................................................................................................................................................................... 103
5.1.5. Switchable�coolant�pump............................................................................................................................... 104
5.1.6. Expansion�tank................................................................................................................................................................ 108
5.1.7. Exhaust-gas�recirculation�cooler......................................................................................................... 109
5.1.8. Coolant......................................................................................................................................................................................... 110

6. Intake�air�&�exhaust�emission�syst..................................................................................................................................................... 111
6.1. Intake�air�system............................................................................................................................................................................................ 113
6.1.1. Intake�silencer................................................................................................................................................................... 114
6.1.2. Charging�pressure�control.............................................................................................................................114
6.1.3. Charge�air�cooling...................................................................................................................................................... 115
6.1.4. Throttle�valve...................................................................................................................................................................... 116
6.1.5. Differentiated�air�intake�system............................................................................................................ 117
6.2. Exhaust�emission�system................................................................................................................................................................ 118
6.2.1. Exhaust�manifold.......................................................................................................................................................... 118
6.2.2. Exhaust�turbocharger............................................................................................................................................119
6.2.3. Exhaust-gas�recirculation................................................................................................................................123
6.2.4. Exhaust�re-treatment............................................................................................................................................. 128

7. Vacuum�supply........................................................................................................................................................................................................................ 140
7.1. System�overview............................................................................................................................................................................................ 140
7.1.1. Function...................................................................................................................................................................................... 141
7.1.2. Vacuum�pump................................................................................................................................................................... 141
7.1.3. Electric�changeover�valve............................................................................................................................... 142
B37/B47�Engine.
Contents.
8. Fuel�system................................................................................................................................................................................................................................... 143
8.1. Diesel�fuel..................................................................................................................................................................................................................143
8.2. Fuel�supply.............................................................................................................................................................................................................. 143
8.2.1. Fuel�pump�control...................................................................................................................................................... 145
8.2.2. Electric�fuel�pump...................................................................................................................................................... 145
8.2.3. Fuel�filter.................................................................................................................................................................................... 146
8.3. Fuel�preparation...............................................................................................................................................................................................147
8.3.1. Actuator�of�the�high-pressure�fuel�system..........................................................................148
8.3.2. High�pressure�pump............................................................................................................................................... 150
8.3.3. Injector.......................................................................................................................................................................................... 151
8.3.4. Common�rail.........................................................................................................................................................................158
8.3.5. Leakage�oil�line............................................................................................................................................................... 159

9. Engine�electrical�system...................................................................................................................................................................................... 160
9.1. System�wiring�diagram�for�the�B47�engine......................................................................................................... 160
9.1.1. System�overview�for�engine�electrical�system...............................................................164
9.2. Digital�Diesel�Electronics�(DDE)............................................................................................................................................ 167
9.2.1. Functions�of�the�Digital�Diesel�Electronics�7.01.........................................................167
9.3. Preheating�system....................................................................................................................................................................................... 169
9.3.1. Combustion�chamber�pressure�sensor.................................................................................... 171
B37/B47�Engine.
1.�History.
The�new�BMW�engines�will�be�introduced�on�the�market�from�March�2014�in�the�F56�MINI.�Hence�why
in�this�documentation�the�engines�are�described�on�the�basis�of�the�MINI�models.�The�new�engines
will�be�introduced�in�the�BMW�models�at�a�later�stage.�The�technical�descriptions,�as�well�as�the
images�from�this�product�information�bulletin,�can�also�be�used�for�the�later�BMW�series�launches.

The�history�of�the�MINI�diesel�engines�dates�back�to�2003.�The�first�MINI�diesel�engine�with�the
designation�W17�came�from�Toyota�and�was�used�at�MINI�in�March�2003.�Thanks�to�a�technical
update�of�the�W17�engine�in�2005,�the�exhaust�emissions�standards�of�EURO�4�were�able�to�be
satisfied.

The�engine�supplier�changed�in�2007.�The�next�engine�generation�with�the�designation�W16�was
supplied�by�PSA�Peugeot�Citroën�in�two�different�power�stages.�With�the�change�MINI�obtained�its
first�diesel�particulate�filter.�The�new�technology�contributed�to�the�reduction�of�particle�emissions�and
also�environmental�pollution.

MINI�receives�its�first�BMW�diesel�engine�in�the�middle�of�2010.�With�help�of�the�MINI�MINIMALISM
strategy�and�the�BMW�EfficientDynamics�strategy,�the�power�and�the�torque�were�increased,�and�the
consumption�was�reduced.�With�the�N47TU�engine�the�CO2�emissions�fell�to�a�value�below�100�g/
km�for�the�first�time.�The�exhaust�emissions�standards�of�EURO�5�were�also�satisfied.�A�total�of�three
different�power�stages�were�used.

In�this�documentation�the�MINI�MINIMALISM�and�the�BMW�EfficientDynamics�strategies�are
described�as�EfficientDynamics�strategy.

The�document�describes�the�special�features�of�the�new�3-�and�4-cylinder�diesel�engines�and�serves
to�support�the�technical�services.�Due�to�the�huge�similarities,�the�two�engines�are�described�in�the
one�document.�The�images�shown�relate�to�the�3-cylinder�diesel�engine.�Differences�to�the�4-cylinder
diesel�engine�are�shown�and�described�separately.�However,�the�similarities�are�not�repeated.�The
engines�are�distinguished�as�follows�in�this�document:

• B37�=�3-cylinder�diesel�engine
• B47�=�4-cylinder�diesel�engine
• Bx7�=�3-�and�4-cylinder�diesel�engine

1
B37/B47�Engine.
1.�History.
1.1.�W17�engine�(Toyota)
Engine W17D14O0
Series R50
Models MINI�ONE�D
Power�in�[kW] 55
at�[rpm] 4000
Torque�in�[Nm] 180
at�[rpm] 2000
Design�and In-line
number�of�cylinders 4
Displacement�in 1363
[cm³]
Bore�hole/Stroke 73/81.5
in�[mm]
Compression�ratio 18.5�:�1
Valves�per�cylinder 2
Deployment�period 03/03�–�09/05
Engine�control DDE6

Engine W17D14O1
Series R50
Models MINI�ONE�D
Power�in�[kW] 65
at�[rpm] 3800
Torque�in�[Nm] 190
at�[rpm] 1800�–�3000
Design�and In-line
number�of�cylinders 4
Displacement�in 1364
[cm³]
Bore�hole/Stroke 73/81.5
in�[mm]
Compression�ratio 17.9�:�1
Valves�per�cylinder 2
Deployment�period 08/05�–�11/06
Engine�control DDE6

2
B37/B47�Engine.
1.�History.
1.2.�W16�engine�(PSA)
Engine W16D16U0
Series R56
Models MINI�ONE�D
Power�in�[kW] 66
at�[rpm] 4000
Torque�in�[Nm] 215
at�[rpm] 1750
Design�and In-line
number�of�cylinders 4
Displacement�in 1560
[cm³]
Bore�hole/Stroke 75/88.3
in�[mm]
Compression�ratio 18�:�1
Valves�per�cylinder 4
Deployment�period 03/07�–�07/10
Engine�control DDE6.08

Engine W16D16O0
Series R55,�R56
Models MINI�COOPER�D
Power�in�[kW] 80
at�[rpm] 4000
Torque�in�[Nm] 240�(260�overboost)
at�[rpm] 1750�–�2000
Design�and In-line
number�of�cylinders 4
Displacement�in 1560
[cm³]
Bore�hole/Stroke 75/88.3
in�[mm]
Compression�ratio 18�:�1
Valves�per�cylinder 4
Deployment�period 08/07�–�08/10
Engine�control DDE6.08

3
B37/B47�Engine.
1.�History.
1.3.�N47TU�engine
Engine N47C16K1
Series R55,�R56,�R60
Models MINI�ONE�D
Power�in�[kW] 66
at�[rpm] 4000
Torque�in�[Nm] 215
at�[rpm] 1500�–�2500
Design�and In-line
number�of�cylinders 4
Displacement�in 1598
[cm³]
Bore�hole/Stroke 78/83.6
in�[mm]
Compression�ratio 16.5�:�1
Valves�per�cylinder 4
Deployment�period from�08/10
Engine�control DDE7.01

Engine N47C16U1
Series R55,�R56,
R57,�R60,�R61
Models MINI�COOPER�D
Power�in�[kW] 82
at�[rpm] 4000
Torque�in�[Nm] 270
at�[rpm] 1750�–�2250
Design�and In-line
number�of�cylinders 4
Displacement�in 1598
[cm³]
Bore�hole/Stroke 78/83.6
in�[mm]
Compression�ratio 16.5�:�1
Valves�per�cylinder 4
Deployment�period from�09/10
Engine�control DDE7.01

4
B37/B47�Engine.
1.�History.
Engine N47C20K1
Series R55,�R56,
R57,�R60,�R61
Models MINI�COOPER�D
Power�in�[kW] 82
at�[rpm] 4000
Torque�in�[Nm] 270
at�[rpm] 1750�–�2250
Design�and In-line
number�of�cylinders 4
Displacement�in 1995
[cm³]
Bore�hole/Stroke 84/90
in�[mm]
Compression�ratio 16.5�:�1
Valves�per�cylinder 4
Deployment�period from�03/11
Engine�control DDE7.01

Engine N47C20U1
Series R55,�R56,�R57,
R58,�R59,�R60,�R61
Models MINI�COOPER�SD
Power�in�[kW] 105
at�[rpm] 4000
Torque�in�[Nm] 305
at�[rpm] 1750�–�2700
Design�and In-line
number�of�cylinders 4
Displacement�in 1995
[cm³]
Bore�hole/Stroke 84/90
in�[mm]
Compression�ratio 16.5�:�1
Valves�per�cylinder 4
Deployment�period from�03/11
Engine�control DDE7.2.1

5
B37/B47�Engine.
2.�Introduction.
2.1.�Engine�designation
In�the�technical�documentation,�the�engine�designation�is�used�to�ensure�unambiguous�identification
of�the�engine.�Frequently,�only�a�short�designation�is�used,�which�is�explained�in�the�following�table.

Position Meaning Index Explanation


1 Engine�developer N,�B BMW�Group�engine
W Third-party�engine
2 Engine�type 3 3-cylinder�in-line�engine
4 4-cylinder�in-line�engine
3 Change�to�the�basic 7 Diesel�direct�fuel�injection�with�turbocharging
engine�concept 8 Turbo-Valvetronic�direct�injection�(TVDI)
4 Working�method�or�fuel A Petrol�engine,�transverse�mounting
and�installation�position B Petrol�engine,�longitudinal�mounting
C Diesel�engine,�transverse�mounting
D Diesel�engine,�longitudinal�mounting
K Petrol,�horizontal�mounting
5�+�6 Displacement�in�1/10 12 1.2 litre�displacement
litre 15 1.5 litre�displacement
16 1.6�litres�displacement
20 2.0�litres�displacement
7 Performance�classes K Lowest
U Lower
M Middle
O Upper
T Top
S Super
8 Revision�relevant�to 0 New�development
approval 1 First�revision
2 Second�revision

2.1.1.�Engine�identification
The�7-digit�engine�identification�is�on�the�crankcase.�The�first�6�digits�of�the�engine�identification�are
deduced�from�the�engine�type.�Only�the�seventh�digit�is�different.�With�the�engine�identification�the
test�number�of�the�type�approval�certification�is�located�at�the�7th�position.

The�consecutive�engine�number�is�embossed�above�the�engine�identification.�Using�these�two
numbers�the�engine�can�be�clearly�identified�by�the�manufacturer.

6
B37/B47�Engine.
2.�Introduction.

Engine�identification�for�B37�engine

Index Explanation
1 Engine�number
2 Engine�identification

7
B37/B47�Engine.
2.�Introduction.

Engine�identification�for�B47�engine

Index Explanation
1 Engine�number
2 Engine�identification

2.2.�Highlights
For�the�first�time�at�the�BMW�Group�there�is�a�3-cylinder�diesel�engine.�The�new�3-cylinder�diesel
engines�replace�the�small�N47�4-cylinder�engines�with�a�displacement�of�1.6�litres.�The�new�engines
offer�maximum�drive�variants,�as�well�as�installation�variety.�The�following�options�are�possible:

• Longitudinal�mounting
For�rear-wheel�drives
For�four-wheel�drives
• Transverse�mounting
For�front-wheel�drives
For�four-wheel�drives
• Manual�gearbox
• Automatic�transmission.

The�reduction�of�the�number�of�cylinders�brings�with�it�the�following�advantages:

8
B37/B47�Engine.
2.�Introduction.
• less�weight
• fewer�moving�masses
• less�spatial�requirement
• reduction�of�internal�engine�friction.

The�following�graphic�provides�an�overview�of�the�visible�distinguishing�features�of�the�Bx7�engines�in
relation�to�their�installation�position.

Distinguishing�features�of�the�installation�position

Index Explanation
A Longitudinal�mounting
B Transverse�mounting
1 Exhaust-gas�recirculation�cooler
2 Intake�pipe
3 Oil�filter�module
4 Coolant�pump�with�ancillary�component�carrier

The�Bx7�engines�are�derived�from�the�familiar�N47�engines.�In�comparison�to�the�N�engines,�the�new�B
engine�generation�characterises�a�significantly�higher�number�of�common�parts�and�synergy�parts�with
the�B38/B48�petrol�engine�range.

The�new�engine�generation�is�mainly�characterised�by�lower�fuel�consumption�and�fewer�exhaust
emissions�(EURO�6).�In�order�to�realise�the�low�fuel�consumption,�a�common�rail�system�with�a�further
developed�solenoid�valve�injector�and�2000�bar�fuel�injection�pressure,�a�map-controlled�oil�pump,
a�diamond-like�carbon-coated�gudgeon�pin,�as�well�as�electric�arc�wire-sprayed�cylinder�barrels,�are
used.�The�use�of�tensioned�counterbalance�shaft�gears�is�also�new�in�the�area�of�BMW�diesel�engines.

9
B37/B47�Engine.
2.�Introduction.
A�exhaust�turbocharger�supported�by�roller�bearings�is�the�highlight�of�the�4-cylinder�diesel�engines
in�the�upper�performance�class.�All�engines�also�receive�an�automatic�engine�start-stop�function�and
intelligent�generator�control�as�a�further�EfficientDynamics�measure.�Combustion�chamber�pressure
monitoring�and�a�switchable�coolant�pump�are�available�as�options.

The�following�table�provides�an�overview�of�the�different�engine�versions�and�the�respective
components�and�systems.

Engine B37 B37�CO2- B47 B47�Upper


optimised performance
class
Common�rail�system 2000 bar 2000 bar 2000 bar 2000 bar
Solenoid�valve�injector X X X X
CRI�2.20
Map-controlled�oil�pump X X X X
Coated�gudgeon�pin X X X X
Electric�arc�wire-sprayed X X - -
cylinder�barrels
Tensioned X X - -
counterbalance�shaft
gears
Exhaust�turbocharger - - - X
supported�by�roller
bearings
Combustion�chamber - X X X
pressure�sensor
Switchable�coolant - X - -
pump

2.3.�Modular�design
With�the�EfficientDynamics�strategy�of�the�N�engine�generation,�a�large�number�of�various�new
technologies�is�used�in�the�BMW�engine�world.�The�strategy�for�the�simplification�of�inspection�work�is
also�pursued�with�the�B�engine�generation.

10
B37/B47�Engine.
2.�Introduction.

BMW�EfficientDynamics�strategy�of�the�Bx7�engine�generation

Designation Explanation
BMW�EfficientDynamics EfficientDynamics�strategy
More�performance Mehr�Leistung
Less�fuel�consumption Weniger�Kraftstoffverbrauch
Fewer�CO2�emissions Weniger�CO2�Ausstoß

With�the�new�engine�generation,�BMW�EfficientDynamics�also�represents�more�power,�less
consumption,�as�well�as�fewer�CO2�emissions.�With�the�additional�modular�strategy,�other�objectives
such�as�lower�costs,�greater�flexibility,�as�well�as�enhanced�customer�satisfaction,�are�now�also
desired.

11
B37/B47�Engine.
2.�Introduction.

Modular�strategy�of�the�Bx7�engine�generation

Designation Explanation
Modular Modular�strategy
Enhanced�customer�satisfaction Erhöhung�der�Kundenzufriedenheit
Greater�flexibility Erhöhung�der�Flexibilität
Less�costs Reduzierung�der�Kosten

The�modular�strategy�aims�for�different�effects�throughout�the�product�development�process�and
product�life�cycle.�For�example,�research�and�manufacturing�costs�can�be�lowered�through�the
use�of�standard�processes.�In�production�the�complexity�for�planning�and�implementation�of�the
manufacturing�process�is�reduced.�In�Service�the�warehousing�is�simplified�as�a�result�of�the�reduction
of�part�variety,�and�the�safe�handling�of�products�is�increased.

The�new�engine�generation�features�a�variety�of�common�and�synergy�parts�with�the�B38/B48�petrol
engine�family.�Common�parts�are�understood�to�be�the�use�of�components�which�are�used�in�an
unmodified�form�in�various�products,�but�are�not�standard�parts.�In�contrast,�synergy�parts�are�identical
in�their�operating�principle,�but�are�adapted�to�the�different�engine�requirements.

The�following�tables�provide�an�overview�of�the�common�and�synergy�parts�of�the�new�engine
generation.

12
B37/B47�Engine.
2.�Introduction.

Overview�of�common�and�synergy�parts

Index Explanation
A Common�parts
B Synergy�parts
B37 3-cylinder�diesel�engine
B38 3-cylinder�petrol�engine
B47 4-cylinder�diesel�engine
B48 4-cylinder�petrol�engine
1 Oil�sump
2 Crankcase�end�cover
3 Crankcase
4 Counterbalance�shaft
5 Oil�and�vacuum�pump
6 Coolant�pump
7 Oil�filter�module
8 Chain�drive
9 Belt�drive
10 Engine�oil�cooler

13
B37/B47�Engine.
2.�Introduction.
Common�interfaces�are�the�basis�of�a�modular�system.�For�this�reason,�the�B37/B38�engines�use�a
standard�crankcase�body�part,�only�the�processing�leads�to�the�distinction�between�a�petrol�and�diesel
engine.�The�positions�of�the�mounted�parts�at�the�crankcase�are�identical�for�all�four�engines�(B37,
B38,�B47,�B48).�The�number�of�different�special�tools�was�able�to�be�reduced.

2.4.�Technical�data
In�this�product�information�bulletin�the�following�three�engine�versions�are�described.

B37C15K0 B37C15U0 B47C20O0


Power�in�[kW]�at�[rpm] 70/4000 85/4000
Torque�in�[Nm]�at 220/1750�–�2250 270/1750�–�2250
[rpm]
Design/Number�of 3-Series 3-Series 4-Series
cylinders
Displacement�in�[cm³] 1496 1496 1995
Bore�hole/Stroke�in 84/90 84/90 84/90
[mm]
Compression�ratio 16.5�:�1 16.5�:�1 16.5�:�1
Valves�per�cylinder 4 4 4
Used�as�of 03/2014 03/2014 07/2014
Engine�control DDE�7.01 DDE�7.01 DDE�7.01

No�official�performance�diagrams�for�the�4-cylinder�diesel�engine�were�available�at�the�time�of�creation
of�the�documentation.

2.5.�Performance�diagrams
The�following�diagrams�show�the�performance�curves�by�way�of�a�direct�comparison�of�the�two�engine
generations.�In�addition�to�a�power�and�torque�increase,�the�new�engines�satisfy�the�exhaust�emissions
standards�of�EURO�6.

14
B37/B47�Engine.
2.�Introduction.
2.5.1.�Full�load�diagram�for�B37C15K0

Full�load�diagram�for�N47C16K1�and�B37C15K0

15
B37/B47�Engine.
2.�Introduction.
2.5.2.�Full�load�diagram�for�B37C15U0

Full�load�diagram�for�N47C16U1�and�B37C15U0

2.6.�Engine�acoustics

2.6.1.�Models
The�following�table�provides�an�overview�of�the�models�in�which�the�new�engine�is�offered.

16
B37/B47�Engine.
2.�Introduction.
Model Exhaust Development Engine Market
emissions code introduction
legislation
MINI�ONE�D EURO�6 F56 B37C15K0 03/2014
MINI�COOPER�D EURO�6 F56 B37C15U0 03/2014
MINI�COOPER EURO�6 F56 B47C20O0 07/2014
SD

2.6.2.�Acoustics
A�special�feature�of�the�new�3-cylinder�diesel�engines�in�comparison�to�the�4-cylinder�diesel�engines
is�their�acoustics.�For�instance,�the�3-cylinder�diesel�engines�impresses�with�a�surprisingly�sporty
sound.�In�order�to�understand�the�origin�of�the�acoustic�differences,�we�must�take�a�look�at�the�engine
mechanics�and�compare�the�design�specifications�of�the�two�engines.�The�following�graphics�illustrate
the�origin�of�the�different�acoustics.

17
B37/B47�Engine.
2.�Introduction.

Firing�interval�of�B47�engine

Index Explanation
1 Connecting�rod�bearing�journal,�cylinder�1
2 Connecting�rod�bearing�journal,�cylinder�2
3 Connecting�rod�bearing�journal,�cylinder�3
4 Connecting�rod�bearing�journal,�cylinder�4

The�graphic�shows�a�4-cylinder�in-line�engine�with�a�firing�interval�of�180°�and�a�firing�order�of�1–3–4–
2.�A�crankshaft�revolution�(360°)�results�in�2�work�cycles�for�the�4-cylinder�in-line�engine.

18
B37/B47�Engine.
2.�Introduction.

Firing�interval�of�B37�engine

Index Explanation
1 Connecting�rod�bearing�journal,�cylinder�1
2 Connecting�rod�bearing�journal,�cylinder�2
3 Connecting�rod�bearing�journal,�cylinder�3

The�graphic�shows�a�3-cylinder�in-line�engine�with�a�firing�interval�of�240°�and�a�firing�order�of�1–3–2.
A�crankshaft�revolution�(360°)�results�in�1.5�work�cycles�for�the�3-cylinder�in-line�engine.

The�acoustic�differences�therefore�have�their�origin�in�the�different�firing�intervals.

19
B37/B47�Engine.
2.�Introduction.

Acoustic�oscillations�of�the�Bx7�engines

Index Explanation
A Acoustic�oscillation�of�the�4-cylinder�engine
B Acoustic�oscillation�of�the�3-cylinder�engine

If�one�compares�the�acoustic�oscillations�of�the�two�engines�as�a�result�of�the�ignition�process,�there
are�two�different�engine�sounds.�The�4-cylinder�engine�is�perceived�as�harmonious�and�smooth,�the�3-
cylinder�engine�as�sporty�and�rough.

20
B37/B47�Engine.
2.�Introduction.

Acoustics�diagram

Index Explanation
A 6-cylinder�engine
B 4-cylinder�engine
C 3-cylinder�engine
Hz Dominant�firing�frequency�[f]
rpm Revolutions�per�minute

The�dominant�firing�frequencies�[f]�can�be�calculated�as�follows:

• 6-cylinder�engine�(firing�order�3)
f�=�Engine�speed�:�60�∙�3
• 4-cylinder�engine�(firing�order�2)
f�=�Engine�speed�:�60�∙�2
• 3-cylinder�engine�(firing�order�1.5)
f�=�Engine�speed�:�60�∙�1.5.

The�previous�graphic�shows�the�development�of�the�acoustics�across�the�entire�engine�speed�range.
It�is�interesting�to�note�that�the�3-cylinder�engine�and�the�6-cylinder�engine�have�similar�acoustics.
The�reason�for�this�is�the�uneven�firing�order�of�the�two�engines.�As�already�described�above,�the�3-
cylinder�engine�works�1.5�times�per�crankshaft�revolution.�The�6-cylinder�engine�works�3�times�in�the
same�period,�i.e�twice�as�high.�Due�to�the�common�uneven�firing�order,�the�3-cylinder�engines�have�the
acoustic�fingerprint�of�a�6-cylinder�engine.

21
B37/B47�Engine.
2.�Introduction.
Overview�of�firing�interval

Engine Number�of�cylinders Firing�order Firing�interval


B37 3 1–3–2 240°
B47 4 1–3–4–2 180°

2.6.3.�Active�Sound�Design
Depending�on�the�vehicle�type�and�the�vehicle�equipment,�the�acoustics�of�the�engine�can�be�adapted
using�the�audio�system.�With�the�help�of�the�audio�system�installed�in�the�vehicle,�the�vehicle�sound
pattern�is�supported�by�the�use�of�the�Active�Sound�Design.�The�sound�pattern�is�achieved�with�the
reinforcement�of�the�acoustic�components,�which�are�generated�by�the�engine.�In�the�process�the
acoustics�of�the�3-cylinder�engine�are�not�imitated,�but�the�sporty,�yet�typical�4-cylinder�engine�sound
is�generated,�which�the�customer�expects.

The�following�graphic�provides�a�system�overview.

Bus�structure�of�Active�Sound�Design

Index Explanation
1 Engine�speed
2 Load
3 Audio�signal�of�the�Active�Sound�Design�(ASD)
4 Speaker

22
B37/B47�Engine.
2.�Introduction.
Index Explanation
5 Audio�signal�of�the�headunit
ASD Active�Sound�Design
BDC Body�Domain�Controller
DDE Digital�Diesel�Electronics
Headunit Control�unit�for�entertainment�and�infotainment�functions
K-CAN/K-CAN2 Body�controller�area�network�(2)
PT-CAN Powertrain�controller�area�network

The�Digital�Diesel�Electronics�(DDE)�engine�control�unit�sends�information�about�the�engine�speed
and�load�via�the�PT-CAN�to�the�Body�Domain�Controller�(BDC).�The�Body�Domain�Controller�(BDC)
transmits�this�information�from�the�PT-CAN�to�the�K-CAN/K-CAN2.�Via�the�K-CAN/K–CAN2�the
information�reaches�the�Active�Sound�Design�(ASD)�control�unit.�The�Active�Sound�Design�(ASD)
control�unit�generates�an�audio�signal�with�this�information.�This�audio�signal�is�modulated�to�the�audio
signal�of�the�headunit�and�output�at�the�loudspeaker.�An�engine�sound�corresponding�to�the�driving
condition�is�output�to�the�driver�via�the�speaker.

The�Active�Sound�Design�(ASD)�can�be�muted�via�the�ISTA�diagnosis�system.

23
B37/B47�Engine.
3.�Engine�mechanics.
3.1.�Engine�housing

Engine�housing�of�B37�engine

Index Explanation
1 Cylinder�head�cover
2 Cylinder�head
3 Cylinder�head�gasket
4 Crankcase
5 Oil�sump

3.1.1.�Cylinder�head�cover
The�cylinder�head�cover�seals�up�the�cylinder�head�at�the�top.�An�important�task�of�the�cylinder�head
cover�is�the�regulation�of�the�crankcase�pressure.�The�so-called�crankcase�ventilation�is�integrated�in
the�cylinder�head�cover.�The�crankcase�ventilation�assumes�the�following�tasks:

24
B37/B47�Engine.
3.�Engine�mechanics.
• Regulation�of�the�internal�engine�pressure
• Cleaning�the�blow-by�gases
• Recirculation�of�the�cleaned�blow-by�gases�in�the�intake�area.

Vacuum-controlled�crankcase�ventilation,�Bx7�engine

Index Explanation
1 Exhaust�turbocharger
2 Charge�air�cooler
3 Pressure�control�valve
4 Spring�tab�separator
5 Blow-by�duct
6 Oil�return�duct
7 Air�cleaner

25
B37/B47�Engine.
3.�Engine�mechanics.
During�engine�operation�gases�(so-called�blow-by�gases)�flow�from�the�cylinder�to�the�crankcase.
These�blow-by�gases�contain�unburnt�fuel�and�all�elements�of�the�exhaust�gas.�In�the�crankcase�they
are�mixed�with�engine�oil�which�is�available�there�in�the�form�of�oil�mist.

The�volume�of�the�blow-by�gases�is�dependent�on�the�engine�speed�and�the�load.�Without�crankcase
ventilation�excess�pressure�would�arise�in�the�crankcase.�This�excess�pressure�would�lie�in�all�cavities
associated�with�the�crankcase�(e.g.�oil�return�duct,�chain�shaft,�etc.)�and�lead�to�an�oil�leakage�at�the
seals.

The�crankcase�ventilation�prevents�this.�It�returns�to�a�large�extent�blow-by�gases�free�of�engine�oil�to
the�clean�air�pipe�upstream�from�the�exhaust�turbocharger�and�the�separated�oil�flows�back�via�an�oil
return�pipe�to�the�oil�sump.�The�crankcase�ventilation�also�ensures�with�help�of�a�pressure�control�valve
that�impermissible�high�excess�pressure�does�not�arise�in�the�housing.

Overview�of�the�engine�ventilation�of�the�B37�engine

26
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
1 Exhaust�turbocharger,�compressor�side,�input
2 Connection�for�blow-by�gases�to�the�clean�air�pipe
3 Pressure�control�valve
4 Exhaust�turbocharger,�compressor�side,�output
5 Exhaust�turbocharger,�turbine�side,�input
6 Exhaust�turbocharger,�turbine�side,�output
7 Oil�return,�blow-by�gases
8 Blow-by�gas,�infeed�to�the�cylinder�head�cover
9 Clean�air�pipe�with�connection�opening�at�the�air�cleaner
10 Sealing�cap�of�the�oil�filler�neck
11 Cylinder�head�cover�with�integrated�oil�separator�for�blow-by�gas

The�Bx7�engine�is�equipped�with�vacuum-controlled�crankcase�ventilation.�Using�the�pressure
control�valve�a�vacuum�of�37�mbar�is�adjusted�in�the�crankcase.�The�suction�power�of�the�exhaust
turbocharger�also�creates�a�vacuum�in�the�clean�air�pipe.�The�blow-by�gas�is�drawn�into�the�cylinder
head�cover�by�the�pressure�difference�between�the�clean�air�pipe�and�the�crankcase.

Ensure�absolute�cleanliness�when�filling�the�engine�with�engine�oil.�Clean�the�oil�filler�neck�before
you�screw�on�the�sealing�cap.�Engine�oil�residue�at�the�sealing�cap�may�lead�to�misdiagnosis�at�the
crankcase�ventilation.

Operating�principle�of�the�oil�separation�for�Bx7�engine

27
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
A Unfiltered�blow-by�gas�(oil�mixture)
B Engine�oil
C Clean�blow-by�gas
1 First�settling�chamber
2 Fine�separator
3 Second�settling�chamber
4 Pressure�control�valve
5 Sealing�cap�of�the�oil�filler�neck
6 Blow-by�gas�connection�at�the�clean�air�pipe
7 Leaf�springs

The�unfiltered�blow-by�gases�enter�the�cylinder�head�cover�via�an�opening.�In�the�first�settling�chamber
coarse�contamination�is�filtered.�Then�the�blow-by�gases�pass�through�the�fine�separator.�With�help
of�the�so-called�leaf�spring�separators,�the�heavy�oil�parts�are�separated�from�the�gases.�The�oil�parts
hit�off�the�inner�wall�of�the�cylinder�head�covers�and�from�there�flow�back�to�the�oil�circuit.�The�cleaned
blow-by�gases�are�led�to�a�second�settling�chamber.�This�is�necessary�so�that�it�loses�its�high�flow�rate
and�thus�no�more�oil�drops�can�be�carried�along.

3.1.2.�Cylinder�head
The�cylinder�head�seals�the�combustion�chamber�at�the�top.�It�is�thus�a�central�component�of�every
engine.�The�gas�exchange�between�fresh�air-fuel-air�mixture�and�exhaust�gas�takes�place�here.�It�thus
has�an�influence�on�the�power�development,�torque,�exhaust�emissions�behaviour,�fuel�consumption
and�acoustics.�The�cylinder�head�has�the�following�technical�features:

• Material:�AlSi7MgCU0.5
• Camshaft�support
• Cross-flow�cooling
• Four�valves�per�cylinder
• Parallel�valve�arrangement�(parallel�to�the�cylinder�axes)
• Tangential�and�swirl�ports.

28
B37/B47�Engine.
3.�Engine�mechanics.

Overview�of�the�cylinder�head�for�the�B37�engine

Index Explanation
1 Camshaft�support
2 Cylinder�head

Camshaft�support

The�camshaft�support�is�screwed�on�at�the�cylinder�head.�The�intake�and�exhaust�camshafts�are
positioned�in�the�camshaft�support.�The�camshaft�support�is�made�from�die-cast�aluminium.�The
engine�oil�reaches�the�lubrication�points�of�the�two�camshafts�via�oil�ducts�in�the�inside�of�the�camshaft
support.

29
B37/B47�Engine.
3.�Engine�mechanics.
Gas�exchange�ports

Gas�exchange�ports�in�the�cylinder�head�for�Bx7�engine

Index Explanation
1 Exhaust�ports
2 Exhaust�valves
3 Injector
4 Intake�valve
5 Swirl�port
6 Glow�element
7 Tangential�port

A�distinction�is�made�in�the�case�of�the�intake�ports�between�the�swirl�port�and�the�tangential�port,
which�provide�for�optimum�mixture�preparation�and�cylinder�charge.�The�swirl�and�tangential�ports
are�already�separated�in�the�intake�manifold�and�are�routed�separately�from�each�other�in�the�cylinder
head.

The�exhaust�ports�for�each�cylinder�are�already�joined�in�the�cylinder�head�so�that�only�one�exhaust
port�feeds�into�the�exhaust�manifold.

Cooling�concept�of�cylinder�head

The�Bx7�engines�have�cylinder�heads�with�cross-flow�cooling.�In�the�case�of�cross-flow�cooling�the
coolant�flows�from�the�hot�exhaust�side�to�the�cool�intake�side.�This�has�the�advantage�of�providing
uniform�heat�distribution�in�the�overall�cylinder�head.�Loss�of�pressure�in�the�cooling�circuit�is�also
prevented.

30
B37/B47�Engine.
3.�Engine�mechanics.
Cylinder�head�gasket

In�order�to�satisfy�the�high�demands�of�the�Bx7�engines,�a�triple-layer�metal�gasket�is�used.

Cylinder�head�gasket�in�B37�engine

Index Explanation
1 Triple-layer�metal�gasket
2 Sealing�area�of�the�chain�shaft
3 Identification�of�thickness�of�the�cylinder�head�gasket
4 Sealing�area,�combustion�chamber,�cylinder�3
5 Sealing�area,�combustion�chamber,�cylinder�2
6 Sealing�area,�combustion�chamber,�cylinder�1

The�cylinder�head�gasket�comes�in�three�different�thicknesses,�depending�on�the�respective�piston
protrusion.�The�thickness�is�identified�in�the�cylinder�head�gasket�by�holes,�where�one�hole�signifies
the�thinnest�and�three�holes�signify�the�thickest.

A�cylinder�head�gasket�which�has�already�been�used�cannot�be�installed�a�second�time.�Ensure�the
correct�thickness�is�used,�which�corresponds�to�the�size�of�the�piston�protrusion,�when�replacing�the
cylinder�head�gasket.

3.1.3.�Crankcase
The�crankcase�is�responsible�for�housing�the�cylinder�head,�storing�the�crankshaft�drive�and
integrating�the�cylinder�barrels.�The�crankcase�also�houses�various�oil�and�coolant�ducts�which�are
used�for�the�lubrication�and�cooling�of�the�components.

The�following�table�provides�an�overview�of�the�technical�data�of�the�different�engine�versions.

31
B37/B47�Engine.
3.�Engine�mechanics.
Technical�data Unit B37C15K0 B37C15U0 B47C20O0
Displacement [cm³] 1496 1496 1995
Bore�hole [mm] 84 84 84
Stroke [mm] 90 90 90
Single�cylinder�volumes [cm³] 498.75 498.75 498.75
Block�height [mm] 289 289 289
Compression�ratio 16.5�:�1 16.5�:�1 16.5�:�1
Distance�between�cylinders [mm] 91 91 91

Special�features�of�the�B37�crankcase:

The�crankcase�is�a�completely�new�design,�with�which�the�different�requirements�for�petrol�and�diesel
engines�in�a�common�body�part�have�been�taken�into�consideration.

• Petrol�and�diesel�engine�variants�from�a�body�part�casting�geometry
• Distinction�between�the�installation�and�petrol�and�diesel�variants�by�different�processing�of
the�crankcase
• Heat-treated�all�aluminium�crankcase�made�from�AlSiMgCu�0.5
• Electric�arc�wire-sprayed�cylinder�barrels
• Weight-optimised�sinter�bearing�cap�with�embossed�teeth
• Two-part�jacket�for�optimal�cooling�also�at�maximum�temperatures
• Closed�Deck�and�Deep�Skirt�design�for�secure�handling�of�high�loads
• Oil�ducts�for�the�use�of�a�map-controlled�oil�pump
• Storage�of�the�counterbalance�shaft�in�a�precast�tunnel,�directly�in�the�crankcase.

32
B37/B47�Engine.
3.�Engine�mechanics.
Electric�arc�wire�spraying�(LDS)

Electric�arc�wire�spraying�procedure�at�BMW

For�the�first�time�in�BMW�diesel�engines�thermally�sprayed�cylinder�liners�replace�the�grey�cast�iron
bushes�used�up�to�now.�LDS�stands�for�electric�arc�wire�spraying.�In�this�procedure�a�conductive�metal
wire�is�heated�until�it�melts�in�an�electric�arc.�The�melt�is�then�sprayed�onto�the�cylinder�liners�at�high
pressure.�The�roughly�0.33�thick�layer�made�from�iron-based�material�is�extremely�wear-resistant�and
offers�good�heat�transfer�from�the�combustion�chambers�to�the�crankcase�and�then�to�the�coolant
ducts.�The�advantages�of�LDS�technology�are:

• Lower�weight
• High�wear�resistance
• Good�heat�dissipation�to�the�crankcase
• Lower�internal�engine�friction�thanks�to�excellent�sliding�properties.

Due�to�the�thin�material�application�during�the�electric�arc�wire-spraying�procedure,�subsequent
processing�of�the�cylinder�barrels�is�not�possible.

Special�features�of�the�B47�crankcase:

• Heat-treated�full�aluminium�crankcase�made�from�AlSi8Cu3
• Closed�Deck�and�Deep�Skirt�designs�for�secure�handling�of�high�loads
• Storage�of�counterbalance�shafts�in�two�precast�tunnels,�directly�in�the�crankcase
• Moulded�grey�cast�iron�cylinder�barrels

33
B37/B47�Engine.
3.�Engine�mechanics.
• Weight-optimised�sinter�bearing�cap�with�embossed�teeth
• Two-part�jacket�for�robustness�also�at�maximum�temperatures
• Oil�ducts�for�the�use�of�a�map-controlled�oil�pump.

In�contrast�to�the�B37�engine,�the�B47�engine�does�not�have�any�electric�arc�wire-sprayed�cylinder
barrels.�The�body�part�casting�geometries�of�the�4-cylinder�engines�(B47,�B48)�are�different.

Overview�of�the�mounted�parts

Overview�of�the�Bx7�engine�crankcase.

Side�view�of�the�crankcase�of�the�Bx7�engine

Index Explanation
A Crankcase�of�B47�engine
B Crankcase�of�B37�engine
C Belt�drive�side
D Clutch�side
1 Closed�deck
2 Sealing�surface,�coolant�pump
3 Cylinder�barrels
4 Coolant�outlet
5 Connection�for�high�pressure�pump�CP4.1
6 Bore�hole�for�oil�pressure�sensor
7 Bore�hole�for�vacuum�duct
8 Bore�hole�for�map-controlled�valve�of�the�oil�pump
9 Sealing�surface,�oil�filter�module

34
B37/B47�Engine.
3.�Engine�mechanics.
As�can�be�seen�in�the�previous�graphic,�the�different�components�at�the�crankcase�are�located�in�the
same�positions.�Due�to�the�modular�concept,�this�also�applies�to�the�B38�and�B48�(petrol�engines).

Closed�Deck

Due�to�the�high�ignition�pressure�the�crankcase�is�closed�at�the�top.�The�so-called�"Closed�Deck"
design�reduces�the�deformation�of�the�combustion�chamber�area.

Bottom�view�of�the�crankcase�of�the�Bx7�engine

Index Explanation
A Crankcase�of�B47�engine
B Crankcase�of�B37�engine
1 Bearing,�counterbalance�shaft�1
2 Cylinder�barrel
3 Main�bearing�cap�with�embossed�teeth

35
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
4 Main�bearing�seat
5 Ventilation�holes
6 Bearing,�counterbalance�shaft�2
7 Bearing,�counterbalance�shaft

Bearing,�counterbalance�shaft

A�striking�distinction�between�the�3-�and�4-cylinder�engine�crankcase�is�the�number�of�counterbalance
shafts.�Due�to�the�odd�number�of�cylinders,�different�types�of�forces�occur�at�the�crankcase.�In�the�4-
cylinder�diesel�engine�these�forces�are�reduced�by�two�rotating�counterbalance�shafts�and�in�the�3-
cylinder�diesel�engine�by�just�one�rotating�counterbalance�shaft.�The�special�features�are�explained�in
more�detail�in�the�chapter�"Counterbalance�shafts".

Deep�Skirt

With�the�so-called�"Deep�Skirt"�design�the�crankcase�is�pulled�downwards�at�the�sides.

Embossed�main�bearing�cap

The�main�bearing�caps�with�moulding�are�already�known�from�the�N47�engine.�The�key�thing�to�note
here�is�that�the�positive�locking�created�by�the�initial�tightening�moulds�the�crankcase�and�fits�the�main
bearing�caps�exactly.�A�replacement�of�the�main�bearing�cap,�also�from�one�bearing�seat�to�another,�is
therefore�not�allowed.

The�main�bearing�caps�of�the�crankshaft�have�embossed�teeth�and�cannot�be�interchanged.

Ventilation�bore�holes

The�combustion�chambers�are�connected�via�ventilation�bore�holes�located�below�the�cylinder�barrels.
The�air�flows,�which�arise�as�a�result�of�the�upward�and�downward�movement�of�the�pistons,�can�thus
escape�easier�via�the�ventilation�bore�holes.�This�reduces�the�blow-by�gas�volume,�as�the�air�flows�do
not�reach�the�oil�collection�area.�In�addition,�the�upward�and�downward�movements�of�the�pistons�is
facilitated�by�the�suppression�of�the�air�volume�via�the�ventilation�bore�holes.

3.1.4.�Oil�sump
The�oil�sump�is�manufactured�from�die-cast�aluminium.

The�oil�sump�performs�the�following�tasks:

• Collection�area�for�returning�engine�oil
• Reinforcing�component�in�the�engine-transmission�combination
• Mounting�of�the�oil�dipstick�guide�tube,�the�oil-level�sensor�and�the�oil�drain�plug
• Connection�of�the�anti-roll�bar�link�for�transverse�mounting.

36
B37/B47�Engine.
3.�Engine�mechanics.

Side�view�of�B37�engine

Index Explanation
1 Attachment�points,�crankcase�at�transmission
2 Timing�case�cover
3 Seal�plug�for�bore�hole�of�the�holding�fixture
4 Attachment�points,�oil�sump�at�transmission
5 Oil�sump
6 Anti-roll�bar�link�(only�for�transverse�mounting)
7 Oil�level�sensor
8 Oil�dipstick

The�sealing�of�the�engine�block�is�effected�in�the�area�of�the�timing�case�cover�(transmission�end)�and
crankcase�using�a�Loctite�silicone�gasket�5970�(adopted�from�N47,�N57).

The�engine�can�be�disconnected�via�a�bore�hole�in�the�oil�sump�for�adjusting�the�timing.�During�the
installation�of�the�oil�sump�when�the�transmission�is�removed�ensure�that�the�transmission�contact
surface�of�the�oil�sump�and�the�timing�case�cover�are�planar.�Always�use�the�corresponding�special
tool.�If�a�gap�arises�between�the�two�areas�when�tightening�the�mounting�bolts�of�the�transmission,�it
causes�damage�to�the�oil�sump.

Despite�the�use�of�an�oil-level�sensor,�the�Bx7�engines�have�an�additional�oil�dipstick.�In�Service�the�oil
level�can�be�identified�easily�and�quickly.

37
B37/B47�Engine.
3.�Engine�mechanics.

Disconnecting�the�engine�is�only�possible�when�the�oil�sump�is�installed.

B37�engine

Oil�sump�of�B37�engine

Index Explanation
1 Anti-roll�bar�link�(only�for�transverse�mounting)
2 Oil�drain�plug
3 Oil�sump
4 Oil�level�sensor
5 Reinforcing�ribs
6 Connection�of�anti-roll�bar�link�at�oil�sump
7 Oil�return�to�the�oil�sump
8 Crankcase�end�cover�(belt�side)

If�the�engine�is�mounted�transversely,�an�anti-roll�bar�link�is�used.�The�forces�occurring�while�the�drive
is�transversely�mounted�are�forwarded�to�the�housing�of�the�oil�sump�via�reinforcing�ribs.

The�engine�oil�used�for�the�lubrication�of�the�exhaust�turbocharger�returns�to�the�oil�sump�via�an�oil
return�in�the�crankcase.

38
B37/B47�Engine.
3.�Engine�mechanics.

Crankcase�end�cover�of�B37�engine

Index Explanation
1 Radial�shaft�seal
2 Crankcase�end�cover
3 Elastomer�seal
4 "Triangular�area"�crankcase�end�cover,�crankcase�and�oil�sump

The�sealing�on�the�belt�side�is�effected�with�a�crankcase�end�cover,�in�which�an�elastomer�seal�is
integrated.�This�must�be�replaced�after�the�crankcase�end�cover�is�removed.�The�radial�shaft�seal
is�integrated�in�the�crankcase�end�cover�and�cannot�be�replaced�separately.�The�sealing�area�of�the
"triangular�area"�crankcase�end�cover,�crankcase�and�oil�sump�must�be�examined�critically�in�relation
to�leaks.�This�is�why�the�procedure�for�the�installation�of�the�crankcase�end�cover�must�be�observed�in
accordance�with�the�current�repair�instructions.

In�order�to�prevent�leaks�at�the�engine,�the�crankcase�end�cover�must�be�replaced�each�time�it�is
removed.�To�avoid�damage�to�the�radial�shaft�seal�in�the�crankcase�end�cover,�the�intended�special�tool
must�be�used.

39
B37/B47�Engine.
3.�Engine�mechanics.

Engine�oil�sump�seal�for�B37�engine

Index Explanation
1 Radial�shaft�seal
2 Oil�sump
3 Oil�dipstick
4 Silicone�bead
5 Sealing�surface,�oil�sump
6 Sealing�surface�area�of�the�crankcase�end�cover�without�phase

With�the�silicone�used�(Loctite�5970)�a�phase�around�the�inner�edge�of�the�sealing�surface�area�of�the
oil�sump�is�required.�The�excess�sealing�compound�with�the�screw�connection�may�emerge�in�the
space�provided�(phase).�Removal�of�the�sealing�compound�by�oil�splashes�is�thus�prevented.�In�the
sealing�area�of�the�crankcase�end�cover�there�is�no�phase�on�the�inside�of�the�oil�sump.�This�area�is�not
sealed�using�the�sealing�compound�silicone�Loctite�5970,�but�via�an�elastomer�seal�integrated�in�the
crankcase�end�cover.

If�the�oil�sump�is�disassembled�and�the�crankcase�end�cover�remains�at�the�crankcase,�sealing�of
the�sealing�surface�area�at�the�crankcase�end�cover�is�no�longer�guaranteed.�In�this�case�the�silicone
Loctite�phase�must�be�applied�around�the�entire�sealing�surface�area�of�the�oil�sump�(see�the�following
graphic�on�the�4-cylinder�engine).�Refer�to�the�repair�instructions�for�the�exact�procedure.

40
B37/B47�Engine.
3.�Engine�mechanics.
B47�engine

Engine�oil�sump�seal�for�B47�engine

Index Explanation
1 Radial�shaft�seal
2 Oil�sump
3 Oil�dipstick
4 Silicone�bead
5 Sealing�surface,�oil�sump

Another�difference�between�the�B37�and�B47�engine�is�the�crankcase,�which�is�fully�enclosed�in�the
B47�engine.�A�crankcase�end�cover�is�therefore�not�required�on�the�belt�side.�The�radial�shaft�seal�for
the�sealing�of�the�belt�pulley�is�located�directly�at�the�crankcase.

The�phase�on�the�inside�of�the�oil�sump�encloses�the�entire�oil�sump�area.�Therefore,�the�silicone�bead
for�the�sealing�also�has�to�be�used�in�the�entire�sealing�surface�area.

41
B37/B47�Engine.
3.�Engine�mechanics.
Principle�of�oil�sump�sealing

Schematic�diagram�for�oil�sump�sealing

Index Explanation
A Components�without�silicone�bead
B Components�with�silicone�bead
C Components�bolted�with�silicone�bead
1 Crankcase
2 Silicone�bead
3 Oil�sump�with�phase
4 Emergence�of�silicone�through�the�screw�connection�into�the�provided�space
in�the�oil�sump

To�ensure�absolute�tightness,�it�is�essential�in�service�situations�to�follow�the�repair�instructions
exactly.

42
B37/B47�Engine.
3.�Engine�mechanics.
3.2.�Crankshaft�drive

3.2.1.�Crankshaft

Overview�of�the�B37�engine

Crankshaft�of�B37�engine

Index Explanation
K Clutch�side,�crankshaft
1 High-pressure�pump�sprocket
2 Crankshaft�gear
3 Gear,�counterbalance�shaft
4 Oil�and�vacuum�pump
5 Oil�pump�sprocket

The�timing�chain�of�the�B37�engine�is�located�on�the�clutch�side,�similar�to�the�N47�engines.�In
contrast,�the�counterbalance�shaft�is�driven�via�gears�on�the�opposite�belt�side.

43
B37/B47�Engine.
3.�Engine�mechanics.
Overview�of�the�B47�engine

Crankshaft�of�B47�engine

Index Explanation
K Clutch�side,�crankshaft
1 High-pressure�pump�sprocket
2 Gear,�counterbalance�shaft�1
3 Crankshaft�gear
4 Gear,�counterbalance�shaft�2
5 Intermediate�gear�(change�in�direction�of�rotation�of�counterbalance�shaft�2)
6 Oil�and�vacuum�pump
7 Camshaft�sprocket,�oil�and�vacuum�pump

In�contrast�to�the�B37�engine,�in�the�B47�engine�both�the�timing�chain�and�the�drive�for�the
counterbalance�shafts�are�located�on�the�clutch�side�of�the�crankshaft.

44
B37/B47�Engine.
3.�Engine�mechanics.
Crankshaft Unit B37�engine B47�engine
Manufacture Forged Forged
Diameter�of�the�main [mm] 55 55
bearing�journal
Width�of�the�main [mm] 25 25
bearing�journal
Diameter�of�the [mm] 45 50
connecting�rod
bearing�journal
Stroke�of�the [mm] 90 90
connecting�rod
bearing�journal
Throw�angle [°] 120 180
Number�of 4 4
counterweights
Number�of�main 4 5
bearing�positions
Position�of�the�thrust Bearing�3 Bearing�3
bearing

45
B37/B47�Engine.
3.�Engine�mechanics.
Crankshaft�bearing�in�B37�engine

Overview�of�bearing�shells�at�the�B37�engine

Index Explanation
A Bearing�shell�in�main�bearing�seat
B Bearing�shell�in�main�bearing�cap
C Axial�guide�bearing
K Clutch]�side
1 Crankshafts,�main�bearing
2 Connecting�rod�bearing�journal
3 Counterweights
4 Main�bearing�seat
5 Main�bearing�cap

The�counterweights�generate�an�overall�symmetry�around�the�crankshaft�axis,�thus�enabling�smooth
engine�running.

46
B37/B47�Engine.
3.�Engine�mechanics.
The�crankshaft�is�mounted�using�different�bearing�shells.�The�bearing�shells�in�the�unloaded�zone�of
the�bearing�seat�have�oil�holes�and�a�circulating�groove�for�the�fresh�oil�supply.

The�bearing�shells�of�the�crankshaft�of�the�B37�engine�and�the�B47�engine�differ�as�follows:

• B37�crankshaft�bearings
Bearing�seat�=�Aluminium�two-layer�bearing
Main�bearing�cap�=�Aluminium�two-layer�bearing
• B47�Crankshaft�bearings
Bearing�seat�=�Aluminium�two-layer�bearing
Main�bearing�cap�=�Galvanic�three-layer�bearing.

Due�to�the�very�low�tolerances,�special�attention�must�be�paid�to�cleanliness�when�handling�bearing
shells.

The�axial�guide�bearing�is�located�in�the�centre�bearing�area�of�the�crankshaft.�This�bearing�holds
the�crankshaft�in�the�axial�direction�and�must�absorb�forces�in�the�longitudinal�direction,�which,�for
example,�may�arise�during�the�operation�the�clutch.

Before�the�completion�of�the�engine,�check�the�axial�bearing�play�in�accordance�with�the�repair
instructions.�Excessive�axial�bearing�play�may�cause�faults�or�damage�to�the�components.

Bearing�shell�classification

So�that�the�crankshaft�can�carry�out�its�main�task�effectively,�incorporation�of�the�lifting�movement�and
conversion�to�a�rotational�movement,�it�must�be�positioned�correctly.�The�dimension�to�be�adjusted
can�also�be�called�a�fit�and�is�generated�using�crankshaft�bearing�shells�with�varying�degrees�of
thickness.

Bearing�shell�classification�in�B37�engine

47
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
1 Bore�hole
2 Shaft

A�distinction�is�made�between�three�types�of�fit�in�the�design:

• Clearance�fit
• Transition�fit
• Interference�fit.

The�fit�is�viewed�as�an�accurate�relationship�between�the�bore�hole�and�the�shaft.�The�crankcase
represents�the�bore�hole�and�the�crankshaft�represents�the�shaft.�This�is�why�the�numbers�for�the
classification�of�the�bearing�shells�are�located�on�the�crankcase�and�the�crankshaft.�In�the�case�of�a
dimension�being�adjusted,�this�is�a�so-called�clearance�fit.�A�clearance�fit�is�characterised�by�the�fact
that�in�each�case�the�minimum�dimension�of�the�bore�hole�is�greater�than�the�maximum�dimension�of
the�shaft.�This�creates�the�necessary�play�between�the�shaft�and�the�bore�hole,�which�is�needed�for
the�bearing�of�the�crankshaft.

Bearing�shell�classification�of�the�bearing�seat

48
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
I Bearing�seat�1
II Bearing�seat�2
III Bearing�seat�3
IV Bearing�seat�4
K Clutch�side
R Belt�side
1 Crankcase
2 Stamped�letters

The�stamped�letters�on�the�crankcase�are�used�to�determine�the�bearing�shell�sizes�of�the�bearing
seat.�The�following�letters�are�used�for�the�classification:

• A�=�Smallest�bore�hole�(thinnest�bearing�shell)
• B�=�Average�bore�hole�(average�bearing�shell)
• C�=�Largest�bore�hole�(thickest�bearing�shell).

The�letter�K�stands�for�the�clutch�side�of�the�crankcase.�It�also�specifies�the�counting�order�for�the
assignment.

If�there�is�a�K�before�the�stamped�letters,�then�the�first�letter�of�the�code�refers�to�the�bearing�shell�of
bearing�seat�4,�which�is�located�on�the�clutch�side.�The�subsequent�letters,�read�from�left�to�right,�refer
to�the�bearing�seat�3,�2�and�1.�The�areas�marked�with�"0"�are�placeholders�for�larger�engines�and�can
be�ignored�for�the�bearing�shell�classification.

The�following�combination�arises�when�assigning�the�letters�to�the�bearing�positions:

• K�=�Clutch�side
• Bearing�seat�1�=�A
• Bearing�seat�2�=�B
• Bearing�seat�3�=�B
• Bearing�seat�4�=�C.

If�there�is�no�K�before�the�stamped�letters,�then�the�first�letter�of�the�code�refers�to�the�bearing�shell�of
bearing�seat�1,�which�is�located�opposite�the�clutch�side�on�the�belt�side.�The�subsequent�letters,�read
from�left�to�right,�refer�to�bearing�seat�2,�3�and�4.

The�following�combination�arises�when�assigning�the�letters�to�the�bearing�positions:

• Bearing�seat�1�=�C
• Bearing�seat�2�=�B
• Bearing�seat�3�=�B
• Bearing�seat�4�=�A.

49
B37/B47�Engine.
3.�Engine�mechanics.

Bearing�shell�classification�of�the�main�bearing�cap

Index Explanation
I Main�bearing�cap�1
II Main�bearing�cap�2
III Main�bearing�cap�3
IV Main�bearing�cap�4
K Clutch�side
R Belt�side
1 Crankshaft
2 Stamped�digits

The�stamped�digits�on�the�crankshaft�are�used�to�determine�the�bearing�shell�sizes�of�the�main�bearing
cap.�The�following�numbers�are�used�for�the�classification:

• 1�=�Thickest�shaft�(thinnest�bearing�shell)
• 2�=�Average�shaft�(average�bearing�shell)
• 3�=�Thinnest�shaft�(thickest�bearing�shell).

The�crankshaft�is�not�marked�with�the�letter�K�before�the�stamped�digits.�The�first�digit�on�the
crankshaft�refers�to�main�bearing�cap�1,�which�is�located�opposite�the�clutch�side�on�the�belt�side.�The
subsequent�digits,�read�from�left�to�right,�refer�to�the�main�bearing�cap�2,�3�and�4.

50
B37/B47�Engine.
3.�Engine�mechanics.
The�following�combinations�arise�when�assigning�the�digits�to�the�bearing�positions:

• Main�bearing�cap�1�=�1
• Main�bearing�cap�2�=�2
• Main�bearing�cap�3�=�2
• Main�bearing�cap�4�=�3.

The�letter�and�digit�combination�of�the�main�bearing�shells�can�be�decrypted�using�a�table�in�the�repair
instructions.�The�correct�bearing�shell�sizes�are�determined�with�help�of�the�colour�codes.

3.2.2.�Connecting�rod
Overview�of�connecting�rod�data:

Connecting�rod Unit B37C15K0 B37C15U0 B47C20O0


Connecting�rod cracked cracked cracked
eye
Connecting�rod [mm] 142.5 142.5 138
length

Connecting�rod�of�Bx7�engine

51
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
1 Piston
2 Force-transmitting�surface
3 Gudgeon�pin�(diamond-like�carbon�coating)
4 Connecting�rod�bearing�bush�with�shaped�bore�hole
5 Connecting�rod
6 Connecting�rod�bush
7 Small�connecting�rod�eye�(trapezoidal�shape)
8 Large�connecting�rod�eye�(cracked)
9 Connecting�rod�bolts�of�the�connecting�rod�bearing�cap
10 Connecting�rod�bearing�shell�of�the�connecting�rod
11 Connecting�rod�bearing�shell�of�the�connecting�rod�bearing�cap

The�familiar�drop-forged�cracked�connecting�rods�are�used.

If�a�connecting�rod�bearing�cap�is�mounted�the�wrong�way�round�or�on�another�connecting�rod,�the
fracture�structure�of�both�parts�is�destroyed�and�the�connecting�rod�bearing�cap�is�not�centred.�In�this
event�the�entire�connecting�rod�set�must�be�replaced�with�new�parts.�In�Service�please�observe�the
specified�jointing�torques�and�angle�of�rotation�specifications�in�the�repair�instructions.

Weight�classification

To�guarantee�smooth�engine�running,�the�connecting�rods�are�divided�into�weight�classes.�The�large
and�small�connecting�rod�eyes�are�weighed�separately�and�divided�into�various�classes�according�to
their�weight.

In�Service�only�connecting�rods�of�the�same�weight�class�can�be�used.�This�is�why�only�a�full�set�of
connecting�rods�is�available�in�the�event�of�a�replacement.�This�set�comprises�the�corresponding
number�of�connecting�rods�of�a�weight�classification.

3.2.3.�Piston
Overview�of�piston�data:

Unit B37C15K0 B37C15U0 B47C20O0


Compression�height [mm] 42 42 47
Fire�land�height [mm] 10 10 9.12

52
B37/B47�Engine.
3.�Engine�mechanics.

Piston�of�Bx7�engine

Index Explanation
1 Combustion�bowl
2 Piston�crown
3 1st�piston�ring
4 2nd�piston�ring
5 3rd�piston�ring
6 Gudgeon�pin
7 Piston�skirt
8 Ring�bar
9 Fire�land

53
B37/B47�Engine.
3.�Engine�mechanics.
Piston�rings

Piston�rings�of�Bx7�engine

Index Explanation
A Plain�rectangular�compression�ring�with�sharp�lower�edge
B Taper�faced�piston�ring
C Oil�scraper�ring�with�spiral�expander
1 Sealing�surface�at�the�cylinder�wall
2 Contact�surface
3 Sealing�surface�at�the�flank�of�the�piston�ring�groove

The�piston�rings�are�located�in�the�piston�ring�grooves�of�the�various�pistons�and�assume�the�following
tasks:

• Sealing�of�the�combustion�chamber
• Dissipation�of�the�combustion�heat�at�the�cylinder�barrel
• Metering�of�the�lubricating�oil�between�the�piston�ring�and�the�cylinder�barrel.

To�perform�their�functions,�it�is�necessary�for�the�piston�rings�to�touch�the�cylinder�wall�and�the�flank
of�the�piston�ring�groove.�Contact�with�the�cylinder�wall�is�effected�by�the�radially�acting�spring�force�of
the�ring.�The�oil�scraper�ring�is�supported�by�an�additional�ring.

The�piston�rings�rotate�in�the�grooves�while�the�engine�is�running�and�thereby�alter�the�position�of�the
gap.�This�stems�from�the�lateral�force�which�acts�on�the�piston�rings�during�change�of�contact.�This
process�removes�deposits�from�the�ring�grooves.�It�also�prevents�the�piston�ring�gap�from�cutting�into
the�cylinder�barrel.

Like�all�BMW�diesel�engines,�the�Bx7�engines�have�two�compression�rings�and�one�oil�scraper�ring.

54
B37/B47�Engine.
3.�Engine�mechanics.
The�plain�rectangular�compression�ring�sits�in�the�first�piston�ring�groove�and�is�used�as�a�plain
compression�ring.

The�taper�faced�piston�ring�is�also�a�compression�ring.�A�sharp�wiper�edge�develops�through�the�lug
for�controlling�the�oil�supply.�The�undercut�of�the�lug�implies�that�the�oil�scraped�from�the�running�edge
is�diverted�and�an�oil�blockage�does�not�form�there,�which�would�otherwise�reduce�the�scraping�effect.

The�taper�faced�piston�ring�cannot�be�mounted�the�wrong�way�around.�The�recess�must�be�pointed
downwards.�Incorrect�installation�will�result�in�engine�damage.

The�oil�scraper�ring�with�spiral�expander�is�a�pure�oil�scraper�ring.�The�two�lands�and�in�particular�the
chamfer�create�a�high�surface�contact�pressure,�which�promotes�the�oil-scraping�effect.�Small�bore
holes�around�the�circumference�facilitate�transportation�of�the�scraped�oil�into�the�piston�annular
groove.�This�features�small�bore�holes�which�allow�the�oil�to�flow�back.�The�spring,�which�is�located�in
the�round�locating�groove�of�the�cast�ring,�acts�uniformly�over�the�full�circumference,�ensuring�among
other�things�the�high�surface�contact�pressure.

A�damaged�or�broken�oil�scraper�ring�cannot�be�detected�while�it�is�mounted.�The�effects�when�driving
only�become�apparent�after�a�certain�number�of�miles/kilometres�have�been�driven.

3.2.4.�Counterbalance�shafts
Due�to�the�operating�principle�of�the�piston�engine,�undesired�oscillations�occur�when�driving�at
the�engine�housing,�which�can�be�transmitted�into�the�passenger�compartment.�To�counteract�this
negative�effect,�BMW�has�installed�so-called�counterbalance�shafts�since�the�M47D20TU�engine.
Their�operating�principle�was�to�date�the�deletion�of�free�inertia�forces�in�an�effort�to�increase�ride
comfort.�In�addition�to�the�inertia�forces,�there�are,�however,�so-called�torques,�which�also�have�a
negative�effect�on�the�ride�comfort.�Depending�on�the�engine�design�and�number�of�cylinders,�varying
degrees�of�free�inertia�forces�and�torques�occur.

Counterbalance�shaft�system�of�the�B37/B47�engines

55
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
A Counterbalance�shafts�for�the�reduction�of�free�inertia�forces�in�the�B47�engine
B Counterbalance�shaft�for�the�reduction�of�free�inertia�torques�in�the�B37
engine

The�mass�balance�is�used�to�offset�structural�imbalances.�In�contrast,�the�offset�of�production-related
imbalances�is�called�balancing.�The�task�of�the�mass�balance�is�to�improve�the�running�and�noise
characteristics�of�the�engine,�by�neutralising�the�free�inertia�forces�and�torques.�For�this�reason�a�brief
description�of�the�special�features�of�forces�and�torques�is�provided�below.

Forces

Static�force

Index Explanation
F1 First�force�with�upwards�operating�direction
F2 Second�force�with�downwards�operating�direction
S Static
1 Intensity�of�force
2 Point�of�action

Forces�are�invisible�and�can�only�be�noticed�by�their�effects.�They�consist�of�a�point�of�action�and�an
operating�direction.�Their�state�can�be�dynamic�or�static.�The�forces�are�illustrated�in�the�form�of�an
arrow�(vector).�The�arrowhead�provides�information�on�the�operating�direction�of�the�force.�At�the
other�end�of�the�arrow,�opposite�the�arrowhead,�is�the�point�of�action.�The�intensity�of�the�force�is
determined�by�the�arrow�length.�The�physical�unit�of�the�force�is�[N]�and�the�symbol�is�[F].

The�previous�graphic�shows�two�forces�acting�in�exactly�opposite�directions�with�the�same�intensity.
The�system�is�balanced�(static)�as�both�forces�cancel�each�other.

56
B37/B47�Engine.
3.�Engine�mechanics.
Torques

Static�torque

Index Explanation
F1 Contact�force�[F]
F2 Large�counterforce�[F]
F3 Small�counterforce�[F]

M1 Contact�torque�[M]
M2 Counter-torque�[M]
r1 Small�lever�arm�[r]
r2 Large�lever�arm�[r]

Torques�occur�if�a�force�is�transmitted�at�its�point�of�action�via�a�lever�arm.�The�physical�unit�of�the
torque�is�[Nm]�and�its�symbol�is�[M].�The�lever�arm�and�the�force�acting�at�the�point�of�action�are
decisive�for�the�size�of�the�torque.�The�following�mathematical�context�emerges:

• M�=�F�x�r

The�previous�graphic�shows�two�torques�which�cancel�each�other�out.�If�the�contact�force�is�increased,
without�increasing�the�counterforce�to�the�same�degree,�the�two�torques�are�no�longer�at�equilibrium.
The�pendant�would�fall�to�the�floor.�To�re-establish�the�static�equilibrium�of�the�system,�either�the
counterforce�has�to�be�increased�or�the�lever�arm�extended�at�which�the�counterforce�acts.

57
B37/B47�Engine.
3.�Engine�mechanics.
Oscillating�and�rotating�forces

The�upwards�and�downwards�movement�of�the�pistons,�as�well�as�the�connecting�rods,�is�called�an
oscillating�force�and�the�rotational�movement�of�the�crankshaft�is�called�a�rotating�force.�These�two
different�forces�also�cause�the�undesired�oscillations�when�the�engine�is�running.

Oscillating�forces�in�the�B37�engine

Index Explanation
F1 Force�directed�upwards
F2 Force�directed�downwards
1 Piston
2 Connecting�rod

Oscillating�forces�occur�in�the�piston�engine�as�a�result�of�the�change�of�direction�when�the�bottom
and�top�dead�centre�are�reached.�Due�to�the�seismic�masses�of�the�pistons�and�the�connecting�rod,�a
force�directed�upwards�or�downwards�arises.�This�is�why�the�lower�the�masses�of�the�pistons�and�the
connecting�rod,�the�lower�the�arising�oscillating�forces.

58
B37/B47�Engine.
3.�Engine�mechanics.
In�order�to�reduce�the�fuel�consumption�according�to�the�EfficientDynamics�strategy,�the�power�output
per�litre�is�increased.�Through�the�use�of�exhaust�turbochargers�more�power�is�obtained�from�the�same
displacement.�This�means�the�pistons�and�the�connecting�rod�are�exposed�to�higher�ignition�pressures
and�must�have�a�more�solid�design.�The�masses�of�the�components�subsequently�increase,�and�thus
the�oscillating�forces.

Rotating�forces�in�the�B37�engine

Index Explanation
A Piston�stroke�(offset�of�connecting�rod�bearing�journal)
Fx Rotating�forces
1 Connecting�rod�bearing�journal
2�+�3 Counterweights

In�order�to�generate�a�lifting�movement�at�the�piston�from�the�rotating�movement�of�the�crankshaft,�the
connecting�rod�bearing�journals�for�the�fixture�of�the�large�connecting�rod�eye�are�not�located�at�the
axis�of�rotation�of�the�crankshaft.�An�imbalance�when�turning�the�crankshaft�occurs�by�the�offset�of�the
connecting�rod�bearing�journals.�The�arising�imbalance�is�counteracted�by�the�use�of�counterweights.

59
B37/B47�Engine.
3.�Engine�mechanics.

Counterweights�of�crankshaft�of�B37�engine

Index Explanation
F1 Force�of�the�crankshaft�weight�directed�to�the�left
F2 Force�of�the�crankshaft�weight�directed�to�the�right

The�rotating�inertia�forces�can�be�completely�neutralised�with�help�of�the�counterweights�at�the
crankshaft.�Some�of�the�weight�at�the�crankshaft�is�also�used�to�reduce�the�oscillating�inertia�forces
(change�of�direction�of�the�piston�and�connecting�rod).�If�the�entire�oscillating�inertia�forces�are
reduced�by�counterweights�at�the�crankshaft,�the�forces�or�torques�(depending�on�the�design�and
number�of�cylinders)�in�the�top�and�bottom�dead�centre�of�the�pistons�are�neutralised.�However,�this
would�also�mean�that�in�the�piston�intermediate�position�(piston�between�top�dead�centre�and�bottom
dead�centre)�the�inertia�forces�of�the�counterweights�work�in�a�lateral�direction.�The�result�is�vibrations
which�are�transmitted�via�the�crankshaft�bearing�to�the�crankcase�and�finally�to�the�entire�vehicle.

This�conflict�can�be�resolved�through�the�use�of�counterbalance�shafts,�as�well�as�clever�weight
classification�of�the�counterweights�at�the�crankshaft.

60
B37/B47�Engine.
3.�Engine�mechanics.
Oscillating�torques

Oscillating�torques

Index Explanation
A 3-cylinder�engine
B 4-cylinder�engine
M Torque

This�example�shows�why�the�design�plays�a�role�in�which�forces�or�torques�occur�during�engine
operation.

The�differences�between�the�two�engines�become�clear�when�the�crankshaft�is�examined�from
the�side.�With�the�3-cylinder�engine�a�torque�occurs�at�the�crankshaft�due�to�the�positions�of�the
connecting�rod�bearing�journals�when�the�engine�is�running.�This�torque�is�absorbed�via�the�crankshaft
bearing�and�transmitted�at�the�crankcase.�Unpleasant�vibrations�are�caused�at�the�vehicle.

In�contrast,�the�forces�which�occur�at�the�crankshaft�of�the�4-cylinder�engine�when�the�engine�is
running�cancel�each�other�out.�Therefore,�no�free�torques�occur.

Order

The�inertia�forces�are�divided�into�"orders".�The�more�frequent�a�free�inertia�force�occurs�for�each
engine�revolution�(360°),�the�greater�its�order.

• 1st�order�=�Once�per�crankshaft�revolution
• 2nd�order�=�Twice�per�crankshaft�revolution.

Only�the�1st�and�2nd�orders�are�examined�in�the�engine�production.�The�free�forces�and�torques�are
divided�as�follows:

• Inertia�forces,�1st�order
• Inertia�forces,�2nd�order
• Inertia�torques,�1st�order
• Inertia�torques,�2nd�order.

61
B37/B47�Engine.
3.�Engine�mechanics.
The�following�table�provides�an�overview�of�the�arising�forces�and�torques�depending�on�the�design
and�number�of�cylinders.

Design�and Inertia�forces, Inertia�forces, Inertia�torques, Inertia�torques,


number�of 1st�order 2nd�order 1st�order 2nd�order
cylinders
3-cylinder�in-line — — X X
engine
4-cylinder�in-line — X — —
engine
6-cylinder�in-line — — — —
engine

The�specifications�in�the�table�provide�information�on�which�force�and�torque�occur�in�which�order.�The
forces�and�torques�occurring�in�the�2nd�order�are�therefore�less�intensive�than�those�of�the�1st�order.

The�table�shows�that�the�best�engine�design�in�terms�of�smooth�running�is�the�6-cylinder�in-line
engine.�All�forces�cancel�each�other�out.�Therefore,�with�this�engine�design�no�additional�measures�for
neutralising�the�rotating�or�oscillating�masses�have�to�be�implemented.

3.2.5.�Counterbalance�shafts�in�B37�engine
As�can�be�seem�from�the�previous�table,�no�free�inertia�forces�occur�in�the�3-cylinder�in-line�engine.
The�following�graphic�highlights�the�reason�for�this.

62
B37/B47�Engine.
3.�Engine�mechanics.

Inertia�forces�in�B37�engine

Index Explanation
F1 Oscillating�and�rotating�inertia�force�with�operating�direction�0°�crank�angle
F2 Oscillating�and�rotating�inertia�force�with�operating�direction�120°�crank�angle
F3 Oscillating�and�rotating�inertia�force�with�operating�direction�240°�crank�angle
1 Inertia�forces�in�equilibrium�(static)

Due�to�the�uniform�arrangement�of�the�connecting�rod�bearing�journals�at�a�distance�of�120°
crankshaft�angle,�all�forces�occurring�in�the�various�operating�directions�at�the�crankshaft�cancel�each
other�out.�The�crankshaft�is�thus�in�equilibrium�(static)�when�examined�from�the�front.

If�the�crankshaft�is�examined�from�the�side,�the�following�schematic�diagram�of�various�forces�arises.

63
B37/B47�Engine.
3.�Engine�mechanics.

Side�view,�inertia�torques�in�B37�engine

Index Explanation
F1 Force�directed�downwards
F2 Force�directed�upwards
M1 Torque
r Lever�arm
1 Neutral�torque�point

Due�to�the�positions�of�the�connecting�rod�bearing�journals,�in�the�B37�engine�torques�of�the�1st�and
2nd�order�occur.

As�the�free�torques�of�the�1st�order�are�more�intensive�than�those�of�the�2nd�order,�in�the�B37�engine�it
is�limited�to�the�neutralisation�of�the�free�inertia�torques�of�the�1st�order.

64
B37/B47�Engine.
3.�Engine�mechanics.

Top�view�of�operating�principle�of�counterbalance�shaft�in�B37�engine

65
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
F1 Free�inertia�force�of�the�crankshaft
F2 Free�inertia�force�of�the�counterbalance�shaft
M1 Torque�of�the�crankshaft

M2 Torque�of�the�counterbalance�shaft
r Lever�arm

Side�view�of�operating�principle�of�counterbalance�shaft�in�B37�engine

66
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
1 Crankshaft
2 Counterbalance�shaft
F1 Force�of�counterbalance�shaft�directed�upwards
F2 Force�of�counterbalance�shaft�directed�downwards
M1 Torque�at�the�crankshaft

M2 Torque�at�the�counterbalance�shaft

A�counterbalance�shaft,�which�rotates�at�engine�speed,�is�used.�The�two�weights�of�the
counterbalance�shaft�are�located�at�the�outer�sides�of�the�counterbalance�shaft�in�order�to�generate
a�high�torque�at�the�least�possible�weight.�The�radial�mounting�holds�two�needle�bearings,�which�are
lubricated�via�the�oil�spray�from�the�oil�sump.

Service�information

Tensioned�counterbalance�shaft�gear�in�the�B37�engine

Index Explanation
1 Snap�ring
2 Disc
3 Idler�(inside)
4 Spring�circlip
5 Fixed�gear�(outer�side)

The�counterbalance�shaft�gear�is�made�up�of�two�parts,�an�idler�and�a�fixed�gear.�The�fixed�gear�is
connected�to�the�shaft�and�is�primarily�used�for�the�power�transmission.�The�idler�is�mounted�radially
at�the�fixed�gear.�Via�a�preloaded�spring,�which�is�supported�on�one�side�at�the�fixed�gear�and�on�the
other�at�the�idler,�the�tooth�flanks�of�the�idler�and�fixed�gear�expand�in�the�teeth�of�the�sprocket�at�the
crankshaft.�This�results�in�perfect�play�compensation�at�the�tooth�flanks�and�quiet�rolling�of�the�straight
(spur)�gears.�With�help�of�the�straight�(spur)�gears,�efficiency�losses�are�reduced�in�comparison�to
helical�gears.

The�connection�between�shaft�and�gear�is�effected�similar�to�the�N47�engine�via�a�taper.

67
B37/B47�Engine.
3.�Engine�mechanics.

Counterbalance�shaft�with�transportation�retainer�in�B37�engine

When�working�at�the�counterbalance�shaft�ensure�that�it�is�a�pretensioned�counterbalance�shaft
gear.�The�pretensioned�gear�is�supplied�with�a�transportation�retainer,�which�must�be�removed�after
installation.�The�correct�procedure�in�Service�is�noted�in�the�current�repair�instructions.

A�correct�setting�of�the�counterbalance�shaft�is�a�prerequisite�for�the�neutralisation�of�the�oscillations.
Using�a�special�tool�the�counterbalance�shaft�can�be�secured�in�its�specified�installation�position�in
Service.

In�the�case�of�an�incorrect�setting�of�the�counterbalance�shaft,�damage�may�occur�to�the�engine.
Therefore,�always�set�the�counterbalance�shaft�in�accordance�with�the�current,�valid�repair
instructions.

3.2.6.�Counterbalance�shaft�of�B47�engine
Free�inertia�forces�of�the�2nd�order�occur�in�the�4-cylinder�in-line�engine.�The�following�graphic�shows
how�the�forces�of�the�1st�order�cancel�each�other.

68
B37/B47�Engine.
3.�Engine�mechanics.

Inertia�forces,�1st�order,�B47�engine

Index Explanation
F1 Oscillating�and�rotating�inertia�force�with�operating�direction�0°�crank�angle
F2 Oscillating�and�rotating�inertia�force�with�operating�direction�0°�crank�angle
F3 Oscillating�and�rotating�inertia�force�with�operating�direction�180°�crank�angle
F4 Oscillating�and�rotating�inertia�force�with�operating�direction�180°�crank�angle
1 Inertia�forces�in�equilibrium�(static)

If�you�take�a�look�at�the�crankshaft�from�the�front,�then�all�forces�of�the�1st�order�cancel�each�other.
However,�free�inertia�forces�of�the�2nd�order�occur,�which�can�be�explained�as�follows:

69
B37/B47�Engine.
3.�Engine�mechanics.

Inertia�forces,�2nd�order,�B47�engine

Index Explanation
A Position�line,�piston�1
B Position�line,�piston�2
C Travel�path�of�piston�1
D Travel�path�of�piston�2
1 Piston�1
2 Piston�2
3 Crankshaft�angle�0°
4 Crankshaft�angle�45°�after�top�dead�centre

As�can�be�seen�in�the�previous�graphic,�both�pistons�are�located�at�the�same�time�in�the�top�or�bottom
dead�centre�position.�If�the�crankshaft�is�rotated�45°�counterclockwise�and�the�two�piston�positions�are
compared,�it�becomes�clear�that�the�paths�covered�by�both�pistons�differ.�Piston�1,�which�started�from
the�top�dead�centre�position,�covers�a�greater�distance�than�piston�2�from�the�bottom�dead�centre

70
B37/B47�Engine.
3.�Engine�mechanics.
position.�As�both�pistons�cover�a�different�distance�in�the�same�period,�the�difference�has�to�lie�in�their
speed.�This�speed�difference�affects�the�acceleration�and�deceleration�of�the�oscillating�masses,�thus
leading�to�undesired�oscillations.�As�this�process�occurs�twice�for�each�crankshaft�revolution,�one�talks
about�inertia�forces�of�the�2nd�order.

Counterbalance�shafts�of�B47�engine

Index Explanation
1 Drive�gear,�crankshaft
2 Needle�bearing
3 Crankshaft
4 Counterbalance�shaft
5 Sprocket,�counterbalance�shaft
6 Intermediate�gear

The�previous�graphic�shows�the�crankcase�from�the�side�emitting�the�force.

The�B47�engine�has�two�counterbalance�shafts,�which�rotate�at�double�the�engine�speed.�The�gears�of
the�counterbalance�shafts�have�48�teeth.�The�gear�of�the�crankshaft�has�96�teeth.

Helical�gears�are�currently�installed�in�the�B47.�An�advantage�of�the�helical-cut�splines�is�silent�rolling
of�the�tooth�flanks.

71
B37/B47�Engine.
3.�Engine�mechanics.
A�correct�setting�of�the�two�counterbalance�shafts�is�a�prerequisite�for�the�neutralisation�of�the
oscillations.�Using�a�special�tool�the�counterbalance�shafts�can�be�secured�in�their�specified
installation�position�in�Service.

In�the�event�of�incorrect�setting�of�the�two�counterbalance�shafts,�damage�may�occur�to�the�engine.
Therefore,�always�set�the�two�counterbalance�shafts�in�accordance�with�the�current,�valid�repair
instructions.

An�intermediate�gear�is�located�between�the�crankshaft�and�the�counterbalance�shaft�for�the�change
of�the�direction�of�rotation�of�the�right�counterbalance�shaft.�The�intermediate�gear�has�a�special
coating�on�the�tooth�flanks�in�an�unused�state.�With�help�of�this�coating,�in�Service�when�installing�the
counterbalance�shafts�the�tooth�backlash�between�the�intermediate�shaft,�the�counterbalance�shaft
and�the�crankshaft�can�be�adjusted.�An�incorrectly�adjusted�tooth�backlash�can�lead�to�running�noises
of�the�gears�when�the�engine�is�running.

A�newly�coated�intermediate�gear�must�be�installed�for�setting�the�counterbalance�shafts.

3.2.7.�Belt�pulley
A�belt�pulley�with�torsional�vibration�damper�is�used�at�the�front�crankshaft�end�of�the�Bx7�engines.
The�torsional�vibration�damper�assumes�the�following�tasks:

• Reduction�of�the�torsional�oscillations�of�the�crankshaft
• Reduction�of�the�rotational�deformity�of�the�ancillary�components.

72
B37/B47�Engine.
3.�Engine�mechanics.

Torsional�vibration�damper�for�Bx7�engine

Index Explanation
1 Belt�pulley
2 Plain�bearing
3 Belt�pulley�rubber�isolation�element
4 Disconnected�belt�pulley�hub
5 Pressure�hub
6 Vibration�damper�hub
7 Vibration�damper�rubber�part
8 Flywheel

73
B37/B47�Engine.
3.�Engine�mechanics.
Vibration�damper

The�vibration�damper�comprises�a�hub,�a�rubber�element,�which�has�a�damping�effect,�and�a�flywheel,
which�serves�as�weight.�The�torsional�oscillations�of�the�crankshaft�are�reduced�by�the�interaction�of
the�rubber�element�and�the�flywheel.�This�reduces�the�load�of�the�crankshaft�and�the�noises�emitted
by�the�engine.

Disconnected�belt�pulley

The�disconnected�belt�pulley�is�important�for�an�equal�drive�of�ancillary�components.�The�belt�pulley�is
separated�from�the�hub�by�the�rubber�isolation�element.�The�rubber�isolation�element�tolerates�strong
bending.�This�reduces�the�forces�in�the�belt�drive�by�decoupling�the�belt�pulley�and�the�crankshaft.

To�avoid�damage�to�the�disconnected�belt�pulley,�the�engine�cannot�be�operated�without�drive�belts.

3.2.8.�Chain�drive
The�chain�drive�of�the�Bx7�engines�has�the�following�special�features�and�key�figures:

• Chain�drive�at�the�side�of�the�engine�emitting�the�forces
• Two-part�chain�drive�for�driving�the�high-pressure�pump�and�the�camshafts
• Simple�sleeve-type�chains
• Electric�motor�of�the�combined�oil-vacuum�pump�via�a�separate�chain
• Plastic�tensioning�rails�and�guide�rails
• Hydraulic�chain�tensioner�with�spring�preload.

74
B37/B47�Engine.
3.�Engine�mechanics.

Chain�drive�of�B37�engine

Index Explanation
1 Upper�timing�chain
2 Intake�camshaft�sprocket
3 Upper�guide�rail
4 Upper�tensioning�rail
5 Lower�timing�chain
6 High-pressure�pump�camshaft�sprocket
7 Oil�spray�nozzle
8 Lower�tensioning�rail
9 Lower�guide�rail
10 Crankshaft�with�multi-pole�sensor�gear�for�crankshaft�sensor
11 Chain�oil-vacuum�pump

75
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
12 Oil-vacuum�pump�camshaft�sprocket
13 Lower�chain�tensioner
14 Upper�chain�tensioner
15 Exhaust�camshaft�gear

One�advantage�of�locating�the�chain�drive�at�the�side�emitting�the�force�is�that�the�torsional�oscillations
are�significantly�reduced�by�the�seismic�mass�of�the�transmission�at�this�end.�This�means�that�an
enormous�load�is�removed�from�the�chain�drive.

The�arrangement�basically�tries�to�keep�the�unguided�length�of�the�timing�chain�as�short�as�possible.
The�timing�chain�is�always�tensioned�on�the�unloaded�side.�This�is�performed�by�a�tensioning�rail�on
which�a�chain�tensioner�acts.�Lubrication�is�performed�by�an�oil�spray�nozzle�which�sprays�engine�oil
onto�the�timing�chain.�In�the�Bx7�engines�the�combined�oil-vacuum�pump�is�also�driven�via�a�drive
chain�by�the�crankshaft.

The�Bx7�engines�are�equipped�with�simple�sleeve-type�chains.�On�a�sleeve-type�chain�the�tooth�flanks
of�the�sprocket�always�touch�the�fixed�sleeves�at�the�same�point.�It�is�therefore�particularly�important
for�such�chain�drives�to�be�correctly�lubricated.�While�having�the�same�pitch�and�breaking�force,
sleeve-type�chains�have�a�larger�joint�surface�than�the�equivalent�roller�chains.�A�larger�joint�surface
delivers�a�lower�joint�surface�contact�pressure�and�thus�less�wear�in�the�joints.

The�timing�chain�is�subject�to�elongation�for�different�reasons.�This�either�results�from�the�operating
conditions�(thermal�expansion),�setting�operations�(run-in�behaviour)�or�is�wear-related.�In�the�Bx7
engine�a�new�generation�of�chains�is�used,�which�reduces�the�wear�to�a�fraction�of�the�previous
values.�To�ensure�that�the�timing�chain�matches�the�engine's�service�life,�it�is�necessary�to�match�the
tensioning�element�and�guidance�to�the�engine.�The�chain�tensioner�ensures�that�the�timing�chain
is�pre-tensioned�to�a�specific�load�in�all�operating�ranges�on�the�unloaded�side.�It�also�has�a�damping
effect�and�reduces�vibrations�to�a�permissible�level.�In�the�Bx7�engines�hydraulic�chain�tensioners�are
used.�Here�the�tensioning�rail�is�pushed�against�the�timing�chain�by�the�chain�tensioner�piston.�The
oil�in�the�chain�tensioner�achieves�directional�damping�by�means�of�a�non-return�valve.�When�used�in
conjunction�with�hydraulic�chain�tensioners�and�tensioning�rails�with�a�plastic�friction�lining,�the�chain
drive�does�not�require�any�maintenance�over�the�engine's�full�service�life.�Guidance�is�provided�by
plastic�rails�which�are�bent�to�varying�degrees,�depending�on�the�route�of�the�chain.�Tensioning�rails
are�guides�which�are�pressed�by�the�chain�tensioner�against�the�timing�chain.�They�are�pivoted�at�one
end�for�this�purpose.

76
B37/B47�Engine.
3.�Engine�mechanics.
3.3.�Valve�gear

Valve�gear�of�Bx7�engine

Index Explanation
1 Exhaust�camshaft
2 Roller�cam�follower
3 Hydraulic�valve�clearance�compensation�element
4 Valve�spring
5 Exhaust�valve
6 Intake�camshaft
7 Intake�valve

77
B37/B47�Engine.
3.�Engine�mechanics.
The�engines�have�a�so-called�DOC�valve�gear.�This�stands�for�"double�overhead�camshaft"�and�means
that�the�engine�has�a�hanging�valve�arrangement�with�two�camshafts�mounted�overhead.�The�valve
gear�of�this�engine�comprises�an�intake�and�exhaust�camshaft.�A�roller�cam�follower�transfers�the�lift
motion�from�the�cam�to�the�valves.�Hydraulic�valve�clearance�compensation�ensures�backlash-free
contact�between�the�cam�and�the�roller.

3.3.1.�Technical�data
The�table�below�sets�out�the�technical�data�for�the�valve�gear�of�Bx7�engines.

Explanation Unit Intake Exhaust


Valve�diameter [mm] 27.2 24.6
Max.�valve�lift [mm] 8.5 8.5
Steering�axis�inclination [crankshaft�degrees] 100 105
Valve�opens [crankshaft�degrees] 352.4 140.7
Valve�closes [crankshaft�degrees] 567.1 363.9
Valve�opening�period [crankshaft�degrees] 214.7 223.1

3.3.2.�Camshaft
Similar�to�the�N47TU�engine,�the�Bx7�engines�have�two�camshafts.�The�cam�profiles�are�attached
to�the�shaft�profiles�using�the�so-called�Presta�procedure.�There�is�a�weight�advantage�of�30%�-
40%�in�comparison�to�conventional�camshafts.�Another�advantage�vis-a-vis�conventional�camshafts
is�the�freedom�in�design�of�the�surface�quality.�In�order�to�obtain�the�necessary�wear�resistance
with�simultaneous�absorption�of�torsional�oscillations,�the�surface�of�conventional�camshafts�was
hardened.�However,�this�represents�a�comprise�between�the�elasticity�of�the�shaft�profile�with
simultaneous�hardness�of�the�camshaft�profile.�The�shafts�subsequently�shrink�due�to�insufficient
hardness�or�break�due�to�insufficient�elasticity.�As�this�compromise�does�not�have�to�be�addressed
with�the�camshafts�installed,�the�characteristics�of�the�camshafts�can�be�adapted�perfectly.�This
means�the�shaft�itself�is�particularly�flexible�in�order�to�be�able�to�absorb�the�torsional�oscillations.�In
contrast,�the�pressed-on�cam�profile�has�an�excellent�surface.

The�camshaft�consists�of�a�pipe,�the�cams�and�the�gears.�The�bearing�positions�are�ground�directly
onto�the�pipe.�The�axial�mounting�is�effected�using�an�axial�bearing�ring�at�the�gear�and�a�groove�in�the
camshaft�support.�The�gears�have�the�following�special�features:

• sensor�geometry�for�the�function�of�the�camshaft�sensor
• mounting�flange�for�the�camshaft�sprocket
• mounting�flats�for�adjusting�the�timing.

For�the�installation�process�and�repair�work,�the�exhaust�camshaft�has�a�hexagon�socket�for�holding
down�and�twisting.�The�oil�supply�for�the�bearing�positions�is�effected�via�the�camshaft�support.

78
B37/B47�Engine.
3.�Engine�mechanics.

Camshafts�in�B37�engine

Index Explanation
1 Camshaft�support
2 Intake�camshaft
3 Exhaust�camshaft
4 Exhaust�camshaft�gear
5 Intake�camshaft�sprocket
6 Intake�camshaft�gear

The�drive�of�the�intake�camshaft�is�effected�via�the�chain�drive.�The�exhaust�camshaft�is�driven�by
the�gear�on�the�intake�camshaft�and�the�gear�on�the�exhaust�camshaft.�The�setting�of�the�intake�and
exhaust�camshafts�during�the�installation�process�is�effected�with�marks�on�the�end�face�at�the�gear.

The�sprocket�is�screwed�to�the�intake�camshaft�using�three�screws.�The�camshaft�sprocket�has
elongated�holes�for�adjusting�the�timing.�The�triple�screw�connection�can�be�accessed�without
twisting�the�camshaft.

3.3.3.�Roller�cam�follower
In�the�roller�cam�follower�the�movement�of�the�cam�is�transmitted�not�via�a�sliding�surface,�but�rather
via�an�antifriction-bearing�roller.�In�comparison�to�the�sliding�area�drag�levers�or�bucket�tappet�valve
gears,�this�leads�to�a�reduction�of�the�friction�loss.�This�effect�can�be�noticed�in�particular�in�the�lower
engine�speeds�relevant�for�the�reduction�in�consumption.�A�reduction�in�friction,�however,�also�results
in�a�reduction�in�the�damping�effect�on�the�cams.

79
B37/B47�Engine.
3.�Engine�mechanics.
3.3.4.�Hydraulic�valve�clearance�compensation
The�familiar�components�of�the�hydraulic�valve�clearance�compensation�are�used.

3.3.5.�Valves

Valve�in�Bx7�engine

Index Explanation
1 Keepers
2 Valve�stem�seal
3 Lower�valve�spring�cap
4 Gas�exchange�port

80
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
5 Valve�seat�insert
6 Cylinder�head
7 Valve�guide
8 Valve�spring
9 Upper�valve�spring�cap

Both�Bx7�engines�receive�the�valves�known�from�the�N47�engine.�They�are�common�parts.

3.4.�Belt�drive

Belt�drive�for�transverse�mounting�of�Bx7�engine

Index Explanation
A With�air�conditioning�compressor
B Without�air�conditioning�compressor
1 Drive�belt
2 Alternator
3 Coolant�pump

81
B37/B47�Engine.
3.�Engine�mechanics.
Index Explanation
4 Air�conditioning�compressor
5 Torsional�vibration�damper
6 Deflecting�element
7 Tensioning�pulley

The�belt�layout�is�distinguished�by�longitudinal�and�transverse�mounting.�In�each�case�it�is�a�so-called
single-belt�drive,�with�which�all�ancillary�components�are�driven�via�one�belt�only.

Even�the�drive�belt�is�subject�to�elongation�on�account�of�thermal�expansion�and�expansion�over�its
service�life.�To�be�able�to�transmit�the�required�torque�over�the�entire�service�life,�the�drive�belt�must
constantly�rest�against�the�belt�pulleys�with�a�specific�force.�To�this�end�the�belt�tension�is�exerted�by
an�automatic�tensioning�pulley�which�compensates�for�belt�elongation�over�the�full�service�life.

The�drive�belt�is�a�common�part�between�petrol�and�diesel�engines.�A�standard�belt�with�6�ribs�is�used
(6�PK).

A�special�tool�is�required�for�the�installation�of�the�belt.�Follow�the�procedure�in�accordance�with�the
repair�instructions.

82
B37/B47�Engine.
3.�Engine�mechanics.
3.5.�Sound�insulation

3.5.1.�B37�engine

Sound�insulation�in�transverse�mounting�of�B37C�engine

Index Explanation
1 Engine�cover
2 Absorption�mat
3 Acoustic�cover,�front
4 Acoustic�cover,�oil�sump

The�engine�cover�is�the�top�cover�of�the�engine�and�must�satisfy�certain�design�requirements�in�order
to�guarantee�a�standard�BMW�engine�design.�Fleece�is�attached�as�an�additional�acoustic�measure�on
the�bottom.

83
B37/B47�Engine.
3.�Engine�mechanics.
All�covers�must�satisfy�the�specified�acoustics�requirements�and�are�mounted�in�a�disconnected
state�at�various�engine�components.�The�absorption�mat�has�an�additional�sealing�function�to�protect
against�moisture�and�dirt�contamination�in�the�injector�area.

3.5.2.�B47�engine

Sound�insulation�in�longitudinal�mounting�of�B47D�engine

Index Explanation
1 Engine�cover
2 Absorption�mat
3 Acoustic�cover,�front
4 Acoustic�cover,�rear
5 Acoustic�cover,�oil�sump

The�cover�components�may�differ�depending�on�the�installation�position�and�the�construction�period.

Always�ensure�correct�installation�of�all�covers��A�cover�which�has�been�incorrectly�fitted�may�cause
unpleasant�interference�noises.

84
B37/B47�Engine.
4.�Oil�supply.
4.1.�Oil�circuit

Schematic�diagram�of�the�oil�circuit�in�Bx7�engine

Index Explanation
1 Intake�pipe
2 Oil�and�vacuum�pump
3 Control�element�(built-in�to�pump)
3�a Chamber�for�second-level�control�(emergency�operation)
3�b Chamber�for�map-controlled�operation�(normal�operation)
4 Pressure�limiting�valve�(built-in�to�pump)
5 Non-return�valve�(only�with�longitudinal�mounting)
6 Engine�oil�cooler
7 Radiator�bypass�valve

85
B37/B47�Engine.
4.�Oil�supply.
Index Explanation
8 Oil�filter
9 Filter�bypass�valve
10 Oil�filter�discharge�valve�(only�with�longitudinal�mounting)
11 Map-controlled�valve
12 Lower�chain�tensioner
13 Upper�chain�tensioner
14 Oil�pressure�sensor
15 Lubrication�points�in�cylinder�head
16 Lubrication�points�in�crankcase
17 Piston�cooling�valves

With�force-fed�circulation�lubrication�the�oil�is�drawn�out�of�the�oil�sump�by�the�oil�pump�through
an�intake�pipe�and�forwarded�into�the�circuit.�The�oil�passes�through�the�engine�oil�cooler�with�an
integrated�full-flow�oil�filter�and�from�there�into�the�main�oil�duct,�which�runs�in�the�engine�block�parallel
to�the�crankshaft.�Branch�ducts�lead�to�the�crankshaft�main�bearings.�The�connecting�rod�bearing
journals�are�supplied�from�the�main�bearings�with�oil,�as�the�crankshaft�has�appropriate�bore�holes.

Some�of�the�oil�is�diverted�from�the�main�oil�gallery�and�directed�to�the�cylinder�head�to�the�relevant
lubrication�points.�When�the�engine�oil�flows�through�the�consumers,�it�either�returns�to�the�oil�sump
via�the�return�ducts�or�it�drips�back�freely.

In�order�to�protect�the�various�engine�components�against�wear�and�overloading,�only�engine�oils
approved�by�BMW�can�be�used.�Also�ensure�the�correct�oil�service�intervals�are�observed.�The�oil�level
can�be�determined�using�an�oil�dipstick.

86
B37/B47�Engine.
4.�Oil�supply.
4.1.1.�Map-controlled�oil�supply

System�overview�of�map-controlled�oil�supply�of�Bx7�engine

Index Explanation
A Oil�pressure�sensor�signal
B Activation�of�map-controlled�valve
1 Main�oil�duct�to�the�oil�pressure�sensor
2 Oil�pressure�sensor
3 DDE�control�unit�(Digital�Diesel�Electronics)
4 Vane-type�compressor
5 Volume�oil�flow�for�the�control�of�the�vane-type�compressor
6 Map-controlled�valve

For�the�first�time�BMW�diesel�engines�are�receiving�a�map-controlled�vane-type�compressor.�This
enables�demand-oriented�oil-pressure�control.�The�drive�power�of�the�oil�pump�was�thus�reduced�and
the�fuel�consumption�lowered.

Map�control

The�map-controlled�valve�is�a�proportional�valve,�which�can�infinitely�adjust�the�valve�spool.�The
system�guarantees�the�optimised�operating-point�supply�of�the�engine�with�oil.

87
B37/B47�Engine.
4.�Oil�supply.

Overview�of�map-controlled�valve�in�Bx7�engine

Index Explanation
A Voltage�curve,�maximum�delivery�rate
B Voltage�curve,�minimum�delivery�rate
C Voltage�curve,�50%�delivery�rate
1 Oil�duct�to�the�vane-type�compressor
2 Oil�duct�from�the�oil�filter
3 Sealing�ring
4 Solenoid�coil
5 Electrical�connection
6 Valve�spool
7 Filter

The�oil�pressure�sensor�is�connected�to�the�main�oil�duct�and�supplies�the�actual�oil�pressure�at�the
Digital�Diesel�Electronics�(DDE).�The�Digital�Diesel�Electronics�(DDE)�calculates�the�required�setpoint
oil�pressure�according�to�the�engine�speed�and�the�fuel�injection�rate.�A�pulse-width�modulated
signal�is�sent�to�the�map-controlled�valve�based�on�the�determined�setpoint�deviation.�Depending�on
the�pulse-width�modulated�signal,�the�valve�spool�in�the�map-controlled�valve�is�opened�at�varying
degrees.�As�a�result�of�the�position�of�the�valve�spool,�the�eccentricity�and�thus�the�delivery�rate�of

88
B37/B47�Engine.
4.�Oil�supply.
the�oil�pump�with�variable�volume�flow�is�modified�using�a�hydraulic�actuator,�thereby�adjusting�the�oil
pressure�in�the�main�oil�duct.�The�supply�of�the�hydraulic�actuator�with�filtered�oil�is�effected�by�the�oil
circuit.

For�simplified�removal,�disassembly�brackets�are�attached�at�the�map-controlled�valve.

4.1.2.�Intake�pipe
The�oil�pump�draws�oil�from�the�oil�sump�through�the�intake�pipe.�The�intake�pipe�is�positioned�so�that
the�suction�opening�is�below�the�oil�level�under�all�operating�conditions.�The�intake�pipe�incorporates
an�oil�strainer,�which�prevents�coarse�dirt�particles�from�getting�into�the�oil�pump.

Intake�pipe�in�Bx7�engine

The�intake�pipe�is�a�separate�component�which�is�screwed�on�to�the�oil�pump.

4.1.3.�Vane-type�compressor
The�oil�pump�plays�a�central�role�in�modern�combustion�engines.�The�high�power�and�the�enormous
torque�already�at�low�engine�speeds�make�it�necessary�to�ensure�permissible�oil�pressure.�This�is
necessary�on�account�of�the�high�component�temperatures�and�heavily�loaded�bearings.�On�the�other
hand,�a�power-optimised�oil�pump�must�be�used�to�achieve�low�fuel�consumption.�There�are�different
types�of�oil�pumps�for�achieving�these�requirements.

A�fully�variable�vane-type�compressor�is�used.�The�drive�is�effected�via�a�chain�from�the�crankshaft.
The�ratio�is�21:�23�(crankshaft:�oil�pump).�The�theoretical�delivery�volume�is�27.4�cm³�per�revolution�of
the�oil�pump.

A�vacuum�pump�is�integrated�at�the�vane-type�compressor.

89
B37/B47�Engine.
4.�Oil�supply.

Vane-type�compressor�in�Bx7�engine

Index Explanation
1 Vacuum�duct,�vacuum�pump
2 Input,�map-controlled�duct�to�the�map-controlled�chamber
3 Input,�second-level�control�duct�to�the�second-level�control�chamber
4 Pressure�outlet,�oil�pump
5 Discharge�valves,�vacuum�pump
6 Housing
7 Sealing�strip
8 Chamber�for�second-level�control�(emergency�operation)
9 Sealing�strip
10 Adjusting�ring�spring
11 Intake�port
12 Guide�ring
13 Drive�shaft

90
B37/B47�Engine.
4.�Oil�supply.
Index Explanation
14 Vane
15 Rotor
16 Chamber�of�the�map-controlled�operation
17 Adjusting�ring

Functional�description

A�rotor�with�vane�rotates�as�shown�in�the�graphic�counterclockwise�at�the�pump�shaft�in�a�larger
cylinder.�A�crescent-shaped�cavity�arises�through�the�eccentric�position.�As�the�vanes�are�pressed
against�the�cylinder�by�the�centrifugal�force�and�sealed�there,�an�expanding�space�(intake�side)
develops�on�the�right�and�a�decreasing�space�on�the�left�(pressure�side).�The�intake�and�pressure
side�join�in�large�pockets�in�the�housing.�They�are�designed�so�that�on�the�one�hand�the�vanes�do
not�hook�on�and�on�the�other�hand�so�that�ram�pressure�does�not�arise�in�the�inside�of�the�vane-type
compressor.

The�vane-type�compressor�has�two�separate�control�loops�in�order�to�guarantee�normal�operation
(map-controlled�operation)�and�emergency�operation�(second-level�control�operation).

Normal�operation

Oil�circuit�in�normal�operation

This�control�loop�works�with�an�external�map-controlled�valve.�The�Digital�Diesel�Electronics�(DDE)
records�the�actual�pressure�via�the�oil�pressure�sensor�and�compares�it�to�a�nominal�pressure�stored�in
the�characteristic�map.�Using�a�pulse-width�modulated�signal�the�map-controlled�valve�is�activated�and
the�nominal�pressure�is�adjusted.�As�a�result�of�the�change�of�the�oil�pressure�in�the�map-controlled

91
B37/B47�Engine.
4.�Oil�supply.
chamber,�the�oil�pressure�in�the�main�oil�duct�is�changed�at�the�same�time.�Increasing�the�oil�pressure
in�the�map-controlled�chamber�means�that�the�adjusting�ring�is�pressed�further�against�the�adjusting
ring�spring�and�the�pump�eccentricity�is�reduced.�This�results�in�a�lower�volumetric�flow.

Emergency�operation

Oil�circuit�in�emergency�operation

This�control�loop�works�independently�and�does�not�need�any�actuators.�This�control�loop�is
responsible�for�independently�maintaining�the�vane-type�compressor�at�a�constant�upper�oil�pressure
level�across�the�entire�engine�speed�range.�The�oil�pressure�is�guided�directly�from�the�main�oil�duct
to�the�second-level�control�chamber.�This�leads�to�an�adjustment�of�the�adjusting�ring�against�the
adjusting�ring�spring�and�thus�a�reduction�of�the�volumetric�flow.�As�a�result�of�no�actuators,�this
control�loop�cannot�be�negatively�influenced�or�switched�off.

92
B37/B47�Engine.
4.�Oil�supply.

Operating�principle�of�vane-type�compressor�in�Bx7�engine

Index Explanation
A Minimum�delivery�rate
B Maximum�delivery�rate

The�minimum�delivery�rate�can�only�be�achieved�in�map-controlled�operation.

The�maximum�delivery�rate�can�either�be�achieved�in�map-controlled�operation�or�in�second-level
control�operation.

In�order�to�reach�the�requested�pressure�level,�the�second-level�control�area�and�the�map-control�area
are�designed�in�various�sizes.�The�size�of�the�map�control�area�and�the�spring�rate�of�the�adjusting�ring
spring�is�decisive�for�the�minimum�pressure,�which�the�vane-type�compressor�can�reach.�This�pump
concept�can�never�reach�the�zero�position�during�operation.�To�adjust�the�adjusting�ring,�a�certain
pressure�is�always�required�at�the�map�control�area,�which�works�against�the�adjusting�ring�spring.�The
larger�the�map�control�area�and�the�softer�the�adjusting�ring�spring�of�the�adjusting�ring,�the�lower�the
minimum�oil�pressure�which�can�be�reached�by�the�vane-type�compressor.

The�second-level�control�area�and�the�spring�rate�of�the�adjusting�ring�spring�are�decisive�for�the
maximum�oil�pressure�which�can�be�built�up�by�the�vane-type�compressor.�The�smaller�the�area�and
the�harder�the�adjusting�ring�spring�of�the�adjusting�ring�is,�the�higher�the�maximum�oil�pressure�which
can�be�achieved.�The�reason�for�this�is�the�lower�force�acting�on�the�adjusting�ring�spring�via�the�oil
pressure.

93
B37/B47�Engine.
4.�Oil�supply.
Pressure-limiting�valve

Pressure�limiting�valve�in�oil�circuit�in�Bx7�engine

Index Explanation
A Oil�pressure�<�11�bar
B Oil�pressure�>�11�bar
C Engine�oil�volumetric�flow
1 Pressure�limiting�valve�closed
2 Pressure�limiting�valve�open

The�pressure�limiting�valve�is�responsible�for�protecting�the�vane-type�compressor�and�the�oil�circuit
against�overloading.�This�valve�opens�at�an�oil�pressure�of�>�11�bar�and�directs�the�excess�engine
oil�back�to�the�oil�sump.�This�valve�is�used�if�necessary�when�starting�the�engine�at�cold�ambient
temperatures�(values�<�0�°C),�as�the�viscosity�of�the�engine�oil�is�very�high�here.

94
B37/B47�Engine.
4.�Oil�supply.
4.1.4.�Oil�filter�module

Oil�filter�module�in�Bx7�engine

Index Explanation
1 Engine�oil�cooler
2 Oil�filter�housing
3 Oil�filter�cover
4 Hexagon�head�for�opening�the�oil�filter�cover
5 Hexagon�head�for�opening�the�oil�drain�plug

The�oil�filter�module�is�a�common�part,�for�which�the�housing�with�all�valves,�filter�element,�gaskets�and
retaining�elements�are�always�designed�the�same.�Due�to�the�construction�space,�the�oil�filter�housing
is�suspended�in�the�transverse�mounting.�The�inspection�is�carried�out�from�the�bottom�of�the�vehicle.
Using�an�oil�drain�plug�the�Service�employee�can�drain�the�engine�oil�from�the�oil�filter�module�before
opening�the�oil�filter�cover.

95
B37/B47�Engine.
4.�Oil�supply.

In�Service�take�note�of�the�specified�torques�for�the�oil�drain�plug�and�the�oil�filter�cover.�At�each�oil
filter�change�replace�the�corresponding�O-rings�and�the�oil�drain�plug�of�the�oil�filter�module.�The
necessary�material�is�included�in�the�oil�filter�service�kit.

In�order�to�avoid�unnecessary�engine�repairs�due�to�a�slight�leak,�it�is�recommended�to�thoroughly
clean�the�thread�and�the�respective�seal�of�the�oil�drain�plug�and�the�oil�filter�cover�using�a�lint-free
cloth�before�the�installation.

Overview�of�valves�in�the�oil�filter�module�in�the�Bx7�engine

Index Explanation
1 Filter�bypass�valve
2 Heat�exchanger�bypass�valve

96
B37/B47�Engine.
4.�Oil�supply.
Filter�bypass�valve

When�a�filter�is�blocked,�the�filter�bypass�valve�ensures�that�engine�oil�reaches�the�lubrication�points�of
the�engine.�It�opens�when�the�differential�pressure�upstream�and�downstream�of�the�oil�filter�is�2.5�bar
±�0.3�bar.

Heat�exchanger�bypass�valve

The�heat�exchanger�bypass�valve�has�the�same�function�as�the�filter�bypass�valve.�If,�on�account�of�a
blocked�oil-to-water�heat�exchanger,�the�oil�pressure�rises,�the�heat�exchanger�bypass�valve�opens�at
an�oil�pressure�of�2.5�bar�±�0.3�bar�and�the�lubricating�oil�can�flow�uncooled�to�the�lubrication�points.

A�non-return�valve�is�not�required�thanks�to�the�suspended�mounting.�The�filter�cannot�run�empty�after
the�engine�is�stopped�due�to�its�position.

4.1.5.�Oil�spray�nozzles

Piston�cooling

Piston�cooling�in�Bx7�engine

Index Explanation
1 Piston�crown
2 Cooling�duct
3 Oil�spray�nozzles

The�piston�ring�zone�features�a�cooling�duct�(ring�duct)�to�enable�the�heat�to�be�dissipated�effectively
from�the�piston�crown.�An�oil�spray�nozzle�supplies�the�underside�of�the�piston�with�cooling�oil.�It
is�pointed�directly�at�a�bore�hole�in�the�piston�which�leads�to�the�cooling�duct.�The�piston�stroke

97
B37/B47�Engine.
4.�Oil�supply.
circulates�the�oil�and�provides�the�so-called�"shaker�effect".�The�oil�vibrates�in�the�duct,�thus�improving
the�cooling�effect,�as�more�heat�can�be�transferred�to�the�oil.�The�oil�flows�through�a�drain�bore�hole
back�into�the�crank�chamber.

Piston�cooling�valve

Piston�cooling�valve�in�Bx7�engine

Index Explanation
1 Housing
2 Valve
3 Compression�spring

The�oil�spray�nozzle�forms�one�unit�with�the�piston�cooling�valve.�The�minimum�oil�pressure�for
opening�the�piston�cooling�valves�is�1.8�bar.�If�the�oil�pressure�in�the�oil�circuit�is�lower�than�1.8�bar,
the�oil�spray�nozzles�do�not�receive�any�lubricating�oil�for�cooling�the�piston�crown.�There�are�different
reasons�for�this:

• If�the�oil�pressure�were�too�low,�the�oil�spray�would�not�reach�the�piston�crown�anyway.
• At�an�insufficient�oil�pressure�additional�oil�pressure�is�prevented�from�being�lost�through�the
oil�spray�nozzles.

98
B37/B47�Engine.
4.�Oil�supply.
Chain�drive

Oil�spray�nozzle�for�chain�lubrication�in�Bx7�engine

Index Explanation
A Timing�chain,�high�pressure�pump�to�the�camshaft
B Timing�chain,�crankshaft�to�the�high�pressure�pump
C Drive�chain,�oil�and�vacuum�pump
1 Lubricant�oil�opening�for�timing�chain,�crankshaft�to�the�high�pressure�pump
2 Lubricant�oil�opening�for�timing�chain,�high�pressure�pump�to�the�camshaft
3 Lubricant�oil�opening�for�timing�chain,�crankshaft�to�the�high�pressure�pump

Oil�spray�nozzles�are�installed�to�provide�the�timing�chain�with�optimum�lubrication.�In�contrast�to�the
oil�spray�nozzle�of�the�piston�crown�cooling,�no�valve�is�located�inside�the�oil�spray�nozzle�for�the�chain
lubrication.�When�the�oil�pressure�is�sufficient,�oil�is�sprayed�through�small�bore�holes�onto�the�two
timing�chains�(timing�chain�between�crankshaft�and�high-pressure�pump,�timing�chain�between�high-
pressure�pump�and�camshaft).�The�drive�chain�of�the�oil�and�vacuum�pump�is�lubricated�by�the�oil
spray�within�the�oil�sump.

99
B37/B47�Engine.
5.�Cooling�system.
In�order�to�protect�the�thermally�loaded�engine�components,�the�engine�oil�and�the�transmission�oil
from�overheating,�they�are�cooled�using�coolant.�A�mechanical�coolant�pump�circulates�the�coolant�in
the�cooling�circuit.�The�heat�quantities�introduced�to�the�coolant�are�emitted�to�the�ambient�air�again
using�a�radiator.�An�electric�fan�assists�the�radiator�output.

5.1.�Cooling�circuit

5.1.1.�System�overview�diagram

Cooling�circuit�principle�in�B37C�engine

Index Explanation
1 Radiator
2 Electric�fan
3 Thermostat
4 Coolant�pump
5 Coolant�temperature�sensor
6 Engine�housing
7 Exhaust-gas�recirculation�cooler
8 Heat�exchanger

100
B37/B47�Engine.
5.�Cooling�system.
Index Explanation
9 Engine�oil-to-coolant�heat�exchanger
10 Tank�ventilation�line�from�the�cylinder�head
11 Expansion�tank
12 Tank�ventilation�line�from�the�radiator

5.1.2.�System�overview�of�vehicle

Cooling�circuit�in�vehicle�with�B37C�engine

101
B37/B47�Engine.
5.�Cooling�system.
Index Explanation
A Cold�coolant
B Warm�coolant
C Hot�coolant
I Coolant�flow�from�the�radiator�to�the�coolant�pump
II Hot�coolant�from�engine�to�radiator
III Warm�coolant�to�thermostat�(bypass)
IV Coolant�from�exhaust-gas�recirculation�cooler�to�coolant�pump
1 Coolant�pump�with�ancillary�component�carrier
2 Radiator
3 Expansion�tank
4 Heat�exchanger

5.1.3.�Cooling�module

Cooling�module�in�Bx7�engine

Index Explanation
1 Charge�air�cooler
2 Air�conditioning�condenser
3 Radiator
4 Electric�fan

102
B37/B47�Engine.
5.�Cooling�system.
5.1.4.�Coolant�pump

Overview�of�coolant�pump�with�thermostat�in�Bx7�engine

Index Explanation
A Cold�coolant
B Warm�coolant
C Hot�coolant
1 Coolant�duct�from�the�crankcase
2 Ancillary�component�carrier
3 Feed�from�expansion�tank,�EGR�cooler�and�heat�exchanger
4 Feed�from�the�radiator
5 Thermostat
6 Coolant�duct�to�the�crankcase

103
B37/B47�Engine.
5.�Cooling�system.
The�coolant�pump�forms�one�unit�with�the�thermostat.�The�coolant�pump�housing�is�made�from�the
aluminium�alloy�ALSi9Cu3,�the�impeller�and�the�thermostat�cover�are�made�from�plastic.

5.1.5.�Switchable�coolant�pump

Ancillary�component�support�with�coolant�pump�and�thermostat�in�B37�engine

Index Explanation
A Coolant�pump�without�shift�element
B Coolant�pump�with�shift�element

In�the�B47�engines�only�coolant�pumps�without�a�shift�element�are�used.

In�the�B37�engines�two�different�coolant�pumps�are�used.�Models�with�the�optional�equipment�CO2-
optimised�measures�also�have�a�switchable�coolant�pump.�All�other�models�have�the�coolant�pump
without�a�shift�element.

104
B37/B47�Engine.
5.�Cooling�system.

Switchable�coolant�pump�in�the�B37�engine

Index Explanation
A Cold�coolant
B Warm�coolant
C Hot�coolant
1 Belt�pulley
2 Linkage
3 Shift�element
4 Vacuum�line
5 Electrical�connection
6 Electric�changeover�valve
7 Connection�for�vacuum�supply
8 Vacuum�unit

105
B37/B47�Engine.
5.�Cooling�system.
The�basic�structure�of�the�coolant�pump�is�identical�with�and�without�a�shift�element.�The�differences
only�become�apparent�in�the�electric�changeover�valve,�the�vacuum�line�with�vacuum�unit�and�the
linkage�with�shift�element.

Shift�element�of�coolant�pump�open

Index Explanation
A Cold�coolant
B Warm�coolant
C Hot�coolant
1 Vacuum�unit
2 Impeller
3 Shift�element
4 Coolant�duct�to�the�exhaust-gas�recirculation�cooler
5 Coolant�duct�to�the�crankcase
6 Coolant�duct�from�the�crankcase

As�long�as�there�is�no�vacuum�in�the�vacuum�unit,�the�shift�element�of�the�coolant�pump�remains�open.
In�this�state�the�cooling�circuit�is�identical�to�the�vehicles�without�a�switchable�coolant�pump.

106
B37/B47�Engine.
5.�Cooling�system.

Shift�element�of�coolant�pump�closed

Index Explanation
A Cold�coolant
B Warm�coolant
C Hot�coolant
1 Vacuum�unit
2 Impeller
3 Shift�element
4 Coolant�duct�to�the�exhaust-gas�recirculation�cooler
5 Coolant�duct�to�the�crankcase
6 Coolant�duct�from�the�crankcase

Using�the�electric�changeover�valve�the�Digital�Diesel�Electronics�(DDE)�can�shift�through�the�vacuum
from�the�connection�of�the�vacuum�supply�to�the�vacuum�unit.�The�vacuum�pulls�the�linkage�in�the
direction�of�the�vacuum�unit.�The�coolant�duct�to�the�crankcase�on�the�pressure�side�of�the�coolant
pump�is�closed�via�the�shift�element.

In�the�warm-up�phase�of�the�engine�the�radiator�is�disconnected�from�the�bypass�via�the�thermostat.
The�coolant�is�only�circulated�via�the�cooling�circuit�of�the�crankcase�(small�cooling�circuit).

Using�the�shift�element�the�cooling�circuit�for�the�crankcase�is�closed.�The�cooling�circuit�for�the
exhaust-gas�recirculation�valve�cannot�be�closed�and�therefore�remains�permanently�open.�When
closing�the�coolant�duct�for�the�crankcase�a�minimum�cooling�circuit,�which�flows�through�the�exhaust-

107
B37/B47�Engine.
5.�Cooling�system.
gas�recirculation�cooler�and�engine�oil�cooler,�is�retained.�As�a�result,�the�function�of�the�exhaust-
gas�recirculation�cooler�is�retained�and�the�coolant�is�quickly�brought�to�the�right�temperature�via�the
engine�oil�which�flows�through�the�engine�oil�cooler.

The�switchable�coolant�pump�shortens�the�warm-up�phase,�which�in�turn�reduces�the�consumption
and�thus�the�pollutant�emissions.

The�belt�pulley�of�the�coolant�pump�is�firmly�connected�and�cannot�be�disconnected�from�the�coolant
pump.�The�efficiency�losses�upon�closing�the�pressure�side�are�small�despite�the�drive�via�the�belt
pulley.�With�increasing�engine�speed�the�flow�dynamics�of�the�coolant�change�so�that�the�driving
power�decreases�via�the�impeller.

In�the�event�of�a�leak�in�the�vacuum�system,�as�well�as�a�failure�of�the�electric�changeover�valve,�the
cooling�circuit�can�no�longer�be�interrupted.�In�this�case�the�cooling�circuit�is�only�adjusted�via�the
thermostat.

5.1.6.�Expansion�tank

Expansion�tank�in�Bx7�engine

Index Explanation
1 Connection,�coolant�expansion�tank
2 Connection,�tank�ventilation�line�from�the�cylinder�head
3 Connection,�tank�ventilation�line�from�the�radiator
4 Sealing�cap
5 Visible�filling�level�indicator�"Minimum"
6 Visible�filling�level�indicator�"Maximum"

108
B37/B47�Engine.
5.�Cooling�system.
The�expansion�tank�is�used�as�a�reservoir�for�the�coolant.�The�expansion�tank�ensures�that�there�is
always�a�sufficient�quantity�of�coolant�available�in�the�cooling�circuit.

In�the�sealing�cap�there�is�a�pressure�relief�valve�which�restricts�the�pressure�in�the�system.

The�sealing�cap�should�never�be�opened�when�the�engine�is�hot.�The�reason�for�this�is�not�just�the�risk
of�burning.�In�higher�areas�of�the�cooling�circuit,�such�as�the�cylinder�head,�gas�bubbles�may�develop
as�a�result�of�the�loss�of�pressure.�Sufficient�heat�dissipation�is�not�guaranteed�in�this�situation.�The
result�is�overheating.

There�is�a�visible�filling�level�indicator�in�the�expansion�tank.�The�filling�level�can�be�read�when�the�tank
is�open.�The�filling�level�should�be�between�maximum�and�minimum�for�correct�filling.

Never�open�the�sealing�cap�when�the�engine�is�hot�

5.1.7.�Exhaust-gas�recirculation�cooler

Cooling�circuit�of�exhaust-gas�recirculation�cooler�in�Bx7�engine

109
B37/B47�Engine.
5.�Cooling�system.
Index Explanation
A Cooling�circuit�of�electronics,�exhaust-gas�recirculation�valve
B Cooling�circuit�of�exhaust-gas�recirculation�cooler
1 Exhaust-gas�recirculation�valve
2 Input,�exhaust-gas�recirculation�cooler�(supply�of�cooling�system)
3 Heat�exchanger
4 Output,�exhaust-gas�recirculation�cooler�(return�of�cooling�system)

The�cooling�circuit�of�the�exhaust-gas�recirculation�cooler�is�divided�into�two�different�circuits�and�has
the�following�tasks:

• Cooling�the�electronics
• Cooling�the�exhaust�gas.

The�exhaust-gas�recirculation�valve�adjusts�the�recirculation�of�exhaust�gas�to�the�intake�air�system
and�is�located�upstream�from�the�exhaust-gas�recirculation�cooler�(hot).�It�is�therefore�subject�to�a�high
temperature�and�must�be�cooled�to�protect�the�electronic�components.

Exhaust�gas�flows�through�the�heat�exchanger�package�in�a�longitudinal�direction.�The�exhaust
gas�emits�heat�energy�to�the�coolant�of�the�cooling�circuit,�which�flows�through�the�exhaust-gas
recirculation�cooler.

5.1.8.�Coolant
The�familiar�coolant�with�a�silicone�base�is�used.�The�coolant�is�not�subject�to�a�change�interval.�The
filling�is�designed�for�the�entire�service�life�of�the�engine.�For�work�which�requires�an�opening�of�the
cooling�circuit�the�coolant�must�be�replaced.�The�precise�procedure�for�ventilating�the�cooling�circuit
can�be�found�in�the�current�repair�instructions.

An�incorrectly�ventilated�cooling�system�may�cause�damage�to�the�engine.�Therefore,�always�proceed
in�accordance�with�the�current�repair�instructions�for�the�ventilation�procedure�

110
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst

System�overview�of�intake�air�and�exhaust�emission�system�in�the�B37�engine

Index Explanation
1 B37�engine
2 Digital�Diesel�Electronics�(DDE)
3 Intake�silencer
4 Hot�film�air�mass�meter
5 Charge�air�cooler
6 Charge-air�temperature�sensor
7 Throttle�valve

111
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Index Explanation
8 Charging�pressure�sensor
9 Swirl-flap�controller
10 Exhaust-gas�temperature�sensor�downstream�of�exhaust-gas�recirculation
cooler
11 Exhaust-gas�recirculation�cooler
12 Bypass�valve,�EGR
13 Exhaust-gas�recirculation�valve
14 Exhaust�gas�pressure�sensor�upstream�of�exhaust�turbocharger
15 Exhaust�turbocharger�with�variable�turbine�geometry
16 Housing�for�catalytic�converter�and�diesel�particulate�filter
17 Exhaust�temperature�sensor�upstream�of�catalytic�converter
18 Broadband�oxygen�sensor�upstream�of�catalytic�converter
19 Differential�pressure�sensor,�diesel�particulate�filter
20 Exhaust-gas�temperature�sensor�downstream�of�catalytic�converter
21 Broadband�oxygen�sensor�downstream�of�diesel�particulate�filter
22 Catalytic�converter
23 Rear�silencer

112
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
6.1.�Intake�air�system

Intake�air�system�in�transverse�mounted�B37C�engine

Index Explanation
A Unfiltered�air
B Clean�air
C Heated�charge�air
D Cooled�charge�air
1 Line,�blow-by�gases

113
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Index Explanation
2 Exhaust�turbocharger
3 Clean�air�pipe�with�resonator
4 Hot�film�air�mass�meter
5 Intake�silencer�with�air�cleaner
6 Electromotive�throttle�controller
7 Charge-air�temperature�sensor
8 Charge�air�hose
9 Unfiltered�air�line�with�intake�air�grille
10 Charge�air�cooler
11 Charge�air�hose
12 Intake�air�system

The�air�duct�of�the�differentiated�air�intake�system�differs�depending�on�the�installation�position.�This
documentation�only�deals�with�the�air�duct�in�the�transverse�mounted�Bx7C�engine.

The�intake�unfiltered�air�reaches�the�intake�silencer�with�air�cleaner�via�the�unfiltered�air�line�with�intake
air�grille.�The�unfiltered�air�is�filtered�in�the�intake�silencer�with�air�cleaner�and�becomes�clean�air.�Then
the�clean�air�is�directed�to�the�exhaust�turbocharger�via�the�hot�film�air�mass�meter�and�the�clean�air
pipe�with�resonator.�The�blow-by�gases�coming�from�the�crankcase�are�also�introduced�to�the�clean�air
pipe�upstream�from�the�exhaust�turbocharger.

The�clean�air�is�compressed�and�heated�in�the�exhaust�turbocharger.�The�compressed,�warm�charge
air�is�further�directed�to�the�charge�air�cooler�in�the�charge�air�hose.�From�the�charge�air�cooler�the
now�cooled�charge�air�is�directed�to�the�throttle�valve�via�an�additional�charge�air�hose�and�the�adapter
pipe�with�intake�air�temperature�sensor.�The�cooled�charge�air�is�taken�to�the�intake�air�system�via�the
throttle�valve.

6.1.1.�Intake�silencer
The�intake�silencer�is�mounted�on�the�engine�and�contains�the�air�cleaner.�Air�which�has�been�inducted
up�to�the�air�cleaner�is�referred�to�as�fresh�air.�After�leaving�the�air�cleaner�the�cleaned�air�is�referred�to
as�clean�air.

6.1.2.�Charging�pressure�control

Accumulation�of�setpoint�value�for�charging�pressure

The�operating�characteristics�of�an�exhaust�turbocharger�can�be�described�in�a�characteristic�map,
which�is�defined�via�the�charging�pressure�and�air�flow�rate.�The�usable�characteristic�map�range�is
limited�by:

• Maximum�exhaust�turbocharger�speed
• Pump�limit
• Choke�limit.

114
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
The�pump�limit�is�reached�if�the�flow�eases�as�a�result�of�a�very�low�volumetric�flow�and�excessive
pressure�ratios�of�the�compressor�guide�vanes�and�the�already�compressed�air�flows�back�through�the
exhaust�turbocharger.�This�behaviour�causes�extreme�noise�emissions�("pumps")�and�high�component
stress.

The�choke�limit�is�reached�if�the�velocity�of�sound�is�reached�at�the�compressor�inlet�as�a�result�of�a
very�low�cross-section�and�a�further�increase�in�the�air�flow�rate�is�thus�no�longer�possible.

The�aim�in�the�accumulation�of�the�setpoint�value�is�not�to�exceed�these�operating�limits�through�a
suitable�design�and�programming�of�the�engine�control�unit.

Model-based�charging�pressure�control

A�new�feature�in�the�Bx7�engines�is�that�the�charging�pressure�generated�by�the�exhaust�turbocharger
is�now�adjusted�for�the�first�time�via�a�model-based�control.�A�calculation�model�(Model�Boost�Control)
integrated�in�the�Digital�Diesel�Electronics�(DDE)�enables�the�control.

The�model-based�charging�pressure�control�also�takes�all�operating�and�environmental�influences�into
consideration�so�that�correction�characteristic�maps�could�be�deleted�in�the�Digital�Diesel�Electronics
(DDE).�Charging�pressure�control�deviations�are�recognised�straight�away�by�the�Digital�Diesel
Electronics�(DDE)�and�adjusted.

6.1.3.�Charge�air�cooling

Charge�air�cooler�in�the�Bx7�engine

Because�the�air�heats�up�during�compression�in�the�exhaust�turbocharger�and�thus�expands,�the
amount�of�oxygen�which�can�be�routed�into�the�combustion�chamber�is�reduced�again.�The�charge
air�cooler�has�a�counteractive�effect�in�that�it�cools�the�compressed�air.�The�density�is�thus�increased
and�the�oxygen�content�per�volume�is�also�increased.�The�charge�air�cooler�is�located�in�the�cooling
module�below�the�radiator.�It�is�an�air-air�heat�exchanger.�The�compressed�air�flows�through�the�charge
air�cooler�in�several�plates,�around�which�for�their�part�the�cooling�air�flows.

115
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
6.1.4.�Throttle�valve

Throttle�valve�in�the�Bx7�engine

Index Explanation
1 Electrical�actuator
2 Throttle�valve
3 Electrical�connection

All�diesel�engines�equipped�with�a�diesel�particulate�filter�require�a�throttle�valve.�The�following
functions�are�assumed�by�the�throttle�valve:

• Throttling�of�the�intake�air�during�the�diesel�particulate�filter�regeneration
• Throttling�of�the�intake�air�for�adjusting�the�necessary�pressure�drop�during�the�EGR
• Closing�the�intake�air�system�during�an�engine�shutdown�in�order�to�reduce�engine�agitation
• Closing�the�intake�air�system�and�thus�shutting�down�the�engine�in�the�event�of�an�implausible
load�and�engine�speed�states�in�order�to�protect�the�engine.

116
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
6.1.5.�Differentiated�air�intake�system

Differentiated�air�intake�system�in�the�B37�engine

Index Explanation
A Basic�swirl
B Swirl�in�opposite�direction
1 Connection�for�EGR
2 Mixing�tube
3 Tangential�port
4 Swirl�port
5 Electrical�connection
6 Electrical�swirl-flap�controller

The�differentiated�air�intake�system�is�made�of�plastic.�The�cooled�exhaust�gas�is�directed�from�the
exhaust-gas�recirculation�cooler�to�the�mixing�tube.�In�the�mixing�tube�the�recirculated�exhaust�gas
is�mixed�with�the�charge�air.�Due�to�the�high�temperatures,�a�heat�shield�made�from�temperature-
resistant�plastic�is�installed�on�the�inside�in�this�area.�The�air-exhaust�gas�mixture�is�distributed�to�the
individual�cylinders�via�the�differentiated�air�intake�system.

The�ducts�of�each�individual�cylinder�are�designed�as�swirl�and�tangential�ports.�Both�ducts�are
directed�at�the�side�to�the�cylinder�head�upstream�from�the�intake�valves.

In�operating�conditions�with�low�engine�speeds�the�swirl�flaps�are�closed.�The�approximately
rectangular�tangential�port�cannot�be�closed.�It�ensures�the�basic�swirl�of�the�charge�air�in�all�operating
conditions.�Through�the�one-sided�use�of�the�tangential�port�in�the�lower�engine�speed�range,�the
flow�rate�of�the�charge�air�increases�which�leads�to�a�swirl�in�the�different�cylinders.�The�injected�fuel
is�optimally�distributed�in�the�entire�combustion�chamber�with�help�of�the�swirl.�The�advantages�of�this
configuration�are�as�follows:

117
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
• The�injected�fuel�does�not�condense�at�the�cylinder�wall
• Low�particle�emissions�due�to�good�fuel�distribution
• Higher�efficiency�and�therefore�lower�fuel�consumption.

The�flow�rate�of�the�charge�air�increases�at�increasing�engine�speed.�The�optimal�swirl�in�the
combustion�chamber�for�combustion�and�the�cylinder�filling�are�controlled�via�the�swirl�flaps�integrated
in�the�round�swirl�port.�The�swirl�flaps�are�also�infinitely�adjustable�via�an�electrical�swirl-flap�controller
by�the�Digital�Diesel�Electronics�(DDE).�The�following�objectives�are�pursued�with�the�infinite�opening
of�the�swirl�flaps:

• Increase�of�the�cylinder�filling�with�charge�air�volumes
• Reduction�of�the�basic�swirl�via�a�swirl�acting�in�the�opposite�direction.

Perfect�cylinder�filling�and�the�necessary�swirl�are�provided�by�a�map-controlled�adjustment�of�the
swirl-flap�system�in�every�engine�speed�and�load�condition.

The�electrical�swirl-flap�controller�can�be�replaced�separately.�After�the�replacement�the�end�stops
of�the�swirl�flaps�must�undergo�a�new�teach-in�operation�with�help�of�a�service�function.�For�further
information�on�the�teach-in�operation�of�the�electrical�swirl-flap�controller,�please�refer�to�the�current,
valid�repair�instructions.

6.2.�Exhaust�emission�system

6.2.1.�Exhaust�manifold

Exhaust�manifold�in�B37�engine

118
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Index Explanation
1 Connection�for�EGR
2 Mounting�bolts,�heat�shield
3 Connection�for�exhaust�gas�pressure�sensor�upstream�from�the�exhaust
turbocharger

The�Bx7�engines�have�a�cast�exhaust�manifold�with�a�connection�for�the�EGR�and�a�connection�for�the
exhaust�gas�pressure�sensor.

6.2.2.�Exhaust�turbocharger
The�B37�and�B47�engines�have�an�exhaust�turbocharger,�which�is�equipped�with�adjustable�guide
vanes�on�the�turbine�side.�Nevertheless,�the�exhaust�turbochargers�were�adapted�to�the�different
engine�concepts.

Exhaust�turbocharger�in�the�B37�engine

Exhaust�turbocharger�in�the�B37�engine

119
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Index Explanation
1 Electrical�actuator
2 Adjustable�guide�vanes
3 Turbine�wheel
4 Exhaust�turbocharger�shaft
5 Plain�bearing
6 Compressor

The�exhaust�turbocharger�shaft�of�the�3-cylinder�diesel�engine�is�positioned�using�a�plain�bearing.
The�supply�with�oil�is�guaranteed�via�the�oil�circuit�of�the�engine.�In�the�case�of�sufficient�oil�supply�the
exhaust�turbocharger�shaft�floats�on�the�oil�film�and�is�thus�positioned�wear-free.

Ensure�sufficient�lubrication�of�the�exhaust�turbocharger�shaft.�If�the�supply�or�return�line�is�blocked
with�lubricating�oil,�this�may�cause�damage�to�the�exhaust�turbocharger.

The�adaptations�to�the�engine�concept�include�the�following:

• Newly�developed�compressor
• Redesign�of�the�turbine�guide�vane�geometry�and�the�turbine�wheel.

The�adaptations�have�the�following�advantages:

• Improved�efficiency�when�the�guide�vanes�are�closed
• Improved�exhaust�turbocharger�acoustics
• Higher�pump�limit.

120
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Exhaust�turbocharger�in�the�B47�engine

Exhaust�turbocharger�supported�by�roller�bearings�in�the�B47x20O0

Index Explanation
1 Electrical�actuator
2 Adjustable�guide�vanes
3 Turbine�wheel
4 Exhaust�turbocharger�shaft
5 Roller�bearing�(ball�bearing)
6 Compressor

In�the�4-cylinder�diesel�engine�for�the�first�time�at�BMW�an�exhaust�turbocharger�supported�by�roller
bearings�is�used�in�the�power�stage�B47x20O0.

121
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst

Roller�bearing�in�B47x20O0�engine

Index Explanation
1 Inner�ring,�compressor�side
2 Oil�spray�nozzle
3 Metal�cage
4 Ceramic�balls
5 Inner�ring,�turbine�side
6 Outer�ring

The�exhaust�turbocharger�shaft�is�positioned�using�a�roller�bearing.�The�exhaust�turbocharger�shaft
does�not�float�in�the�oil.�The�roller�bearing�is�supplied�with�lubricating�oil�via�the�oil�circuit.�The�balls�of
the�roller�bearing�are�made�from�ceramic�and�the�ball�bearing�cage�is�made�from�metal.

Ensure�sufficient�lubrication�of�the�roller�bearing.�If�the�supply�or�return�line�is�blocked�with�lubricating
oil,�this�may�cause�damage�to�the�exhaust�turbocharger.

The�following�effects�can�be�noticed�with�the�use�of�an�exhaust�turbocharger�supported�by�roller
bearings:

• Improved�turbine�efficiency�in�the�partial�load�and�full�load�range
• Increase�of�the�pump�limit.

This�results�in�the�following�advantages:

• Fuel�economy�in�the�partial�load�range
• Higher�torque�in�the�full�load�range.

122
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Electrical�actuator

The�electrical�actuator�ensures�precise�and�quick�adjustment�of�the�variable�guide�vanes�and�thus
optimal�charging�pressure�control.

6.2.3.�Exhaust-gas�recirculation
The�EGR�is�a�measure�for�the�reduction�of�the�nitrogen�oxide�(NOx).�Nitrogen�oxide�is�created�in
larger�quantities�when�combustion�occurs�with�excess�air�and�at�a�very�high�temperature.�Oxygen
(O2)�combines�with�the�nitrogen�(N2)�of�the�combustion�air�to�become�nitrogen�monoxide�(NO)�and
nitrogen�dioxide�(NO2).�In�diesel�engines�the�EGR�is�required�occasionally�when�idle�and�always�in�the
partial�load�range.�The�reason�for�this�is�the�particularly�high�excess�air�in�these�operating�ranges.

Through�the�recirculated�exhaust�gas�which�is�added�to�the�fresh�air�and�which�behaves�like�an�inert
gas,�the�following�are�obtained:

• A�lower�oxygen�(O2)�and�nitrogen�percentage�(N2)�in�the�combustion�chamber
• A�lowering�of�the�maximum�combustion�temperature�by�up�to�500°�C�(when�the�exhaust�gas�is
not�cooled).

The�combustion�temperatures�can�be�further�lowered�by�cooling�the�recirculated�exhaust�gas.

System�overview�of�the�EGR�in�the�B37�engine

123
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Index Explanation
A Uncooled�exhaust�gas
B Cooled�exhaust�gas
C Clean�air
D Mixture�of�clean�air�and�exhaust�gas
1 Throttle�valve
2 Exhaust-gas�temperature�sensor�downstream�of�exhaust-gas�recirculation
cooler
3 Mixing�tube
4 Vacuum�hose
5 Differentiated�air�intake�system
6 Charging�pressure�sensor
7 Exhaust�gas�pressure�sensor�upstream�of�exhaust�turbocharger
8 Exhaust�manifold
9 Flexible�exhaust-gas�recirculation�pipe
10 Exhaust-gas�recirculation�valve
11 Bypass�flap
12 Vacuum�unit
13 Exhaust-gas�recirculation�cooler
14 Coolant�connection,�exhaust-gas�recirculation�cooler,�output

The�exhaust�gas�is�taken�directly�at�the�exhaust�manifold�for�the�EGR�in�the�Bx7�engine.�The
exhaust�gas�recirculation�module�is�made�up�of�the�exhaust-gas�recirculation�pipe,�the�exhaust-gas
recirculation�valve�and�the�exhaust-gas�recirculation�cooler.

The�exhaust�gas�recirculation�module�is�responsible�on�the�one�hand�for�regulating�the�exhaust�gas
flowing�from�the�exhaust�manifold�by�means�of�the�exhaust-gas�recirculation�valve,�and�on�the�other
hand�for�adapting�the�exhaust�gas�to�the�operating�condition�and�introducing�it�to�the�differentiated
air�intake�system�in�a�cooled�or�uncooled�state.�The�functions�are�controlled�by�the�Digital�Diesel
Electronics�(DDE).

124
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Exhaust-gas�recirculation�valve

Exhaust-gas�recirculation�valve�in�the�Bx7�engine

Index Explanation
1 Sensor�unit
2 Drive�pinion
3 Permanent�magnet
4 Return�spring

125
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Index Explanation
5 Valve�head
6 Coolant�connections
7 Electric�motor
8 Electrical�connection

The�exhaust-gas�recirculation�valve�adjusts�the�recirculation�of�exhaust�gas�to�the�intake�air�system
and�is�located�upstream�from�the�exhaust-gas�recirculation�cooler�(hot).�It�is�therefore�subject�to�a�high
temperature�and�must�be�cooled�to�protect�the�electronic�components.

The�recirculated�volume�of�exhaust�gas�can�be�metered�precisely�by�means�of�electronic�activation
of�the�exhaust-gas�recirculation�valve.�There�is�a�position�sensor�in�the�components�which�provides
information�on�the�opening�cross-section�released�by�the�valve.�The�valve�has�a�spring-loaded
closing�function,�which�brings�it�back�to�the�closed�position�(fail�save�position)�from�all�positions.�This
automatic�closing�function�prevents�exhaust�gas�being�recirculated�in�the�event�of�an�electrical�fault�or
system�failure.

When�replacing�the�exhaust-gas�recirculation�valve�a�service�function�must�be�carried�out�in�order�to
teach�in�the�limit�positions�again.

Exhaust�gas�recirculation�module

The�efficiency�of�exhaust-gas�recirculation�can�be�increased�by�using�an�exhaust-gas�recirculation
cooler.�The�cooled�exhaust�gas�is�able�to�remove�more�thermal�energy�from�combustion�and�thereby
lower�the�maximum�combustion�temperature.

Exhaust�gas�recirculation�module�in�the�Bx7�engine

126
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Index Explanation
A Uncooled�exhaust�gas
B Cooled�exhaust�gas
1 Valve�head
2 Exhaust�gas-coolant�heat�exchanger
3 Vacuum�line
4 Connection,�intake�pipe�side
5 Electric�changeover�valve
6 Bypass�channel
7 Bypass�flap
8 Connection,�exhaust�manifold

The�exhaust-gas�recirculation�cooler�is�attached�directly�downstream�of�the�exhaust-gas�recirculation
valve�in�the�Bx7�engines�and�is�made�up�of�several�so-called�plate�heat�exchangers.�These�enable�a
very�high�heat�transfer�rate�with�comparably�low�installation�space.�Exhaust�gas�flows�through�the�heat
exchanger�package�in�a�longitudinal�direction.�The�exhaust�gas�emits�heat�energy�to�the�coolant�of
the�cooling�circuit,�which�flows�through�the�exhaust�gas�recirculation�module.�The�cooling�circuit�is
responsible�for�the�following:

• Cooling�the�electronics
• Cooling�the�exhaust�gas.

The�discs�in�the�plate�heat�exchanger�are�wavelike.�On�the�one�hand,�this�increases�the�heat
dissipation�and,�on�the�other�hand,�the�tendency�for�blockages�as�a�result�of�condensate�deposits�is
reduced.

The�exhaust�gas�cooled�by�a�few�hundred�degrees�is�supplied�to�the�fresh�air�in�the�differentiated�air
intake�system.

Exhaust-gas�recirculation�makes�it�possible�to�introduce�cooled�or�uncooled�exhaust�gases�into�the
differentiated�air�intake�system.�It�is�useful�to�introduce�uncooled�exhaust�gases�in�the�engine�warm-up
phase.�The�vacuum-controlled�bypass�plate�opens�or�closes�the�bypass�channel.

EGR�control

The�control�of�the�EGR�is�model-based,�similar�to�the�charging�pressure�control�(MCC�=�Model-Based
Charge�Control).�When�the�engine�is�running,�comparable�setpoint�values�of�static�amounts�of�air�are
formed�via�a�characteristic�map�in�the�Digital�Diesel�Electronics�(DDE)�which�correspond�to�the�current
engine�operation.�These�are�then�transferred�to�the�dynamic�operation�taking�into�consideration�the
physical�control�limits.

The�advantages�of�map-controlled�regulation�are:

• Lower�application�effort�in�the�development�phase
• Very�few�corrections�as�exact�control�with�the�characteristic�map.

127
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
On�the�activation�side�the�system�works�with�two�different�actuators�(multivariable�control).�Depending
on�the�calculated�characteristic�map�variables,�the�throttle�valve�and�the�exhaust-gas�recirculation
valve�are�activated�at�the�same�time.

The�advantages�of�the�parallel�activation�via�the�two�different�actuators�are:

• Excessive�throttling�of�the�intake�air�is�avoided,�which�increases�the�efficiency
• The�transition�between�throttle�operation�for�the�particle�filter�regeneration�and�EGR�operate
can�be�perfectly�coordinated
• Disturbance�variables�such�as�a�clogged�exhaust-gas�recirculation�cooler�can�be�adjusted�by
the�multivariable�control.

Using�an�exhaust-gas�temperature�sensor�downstream�of�the�exhaust-gas�recirculation�cooler�and�the
exhaust�gas�pressure�sensor�at�the�exhaust�manifold,�the�volumes�of�recirculated�exhaust�gases�can
be�determined�very�precisely.�This�is�important�mainly�in�rich�operation,�as�here�the�volumes�of�fresh
air�and�the�recirculated�exhaust�gas�must�be�coordinated�with�each�other�exactly.

6.2.4.�Exhaust�re-treatment
The�following�table�provides�an�overview�of�the�different�emissions�threshold�values�of�diesel�engines.

Legislation Introduction CO�g/km HC+NOx NOx�g/km PM�g/km


g/km
EURO�1 07/92 2.72 0.97 - 0.14
EURO�2 01/96 1 0.7 - 0.08
EURO�3 01/00 0.64 0.56 0.5 0.05
EURO�4 01/05 0.5 0.3 0.25 0.025
EURO�5 09/09 0.5 0.23 0.18 0.005
EURO�6 09/14 0.5 0.17 0.08 0.005

In�the�basic�version�the�engines�are�supplied�with�the�exhaust�emission�standards�EURO�6.�Depending
on�the�market,�optional�equipment�(SA�161)�with�the�exhaust�emission�standards�EURO�5�is�available.
The�following�graphic�provides�an�overview�of�the�exhaust�emission�system�in�the�MINI�F56�with�the
exhaust�emission�standards�EURO�6.

128
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst

Overview�of�the�exhaust�system�in�the�MINI�F56

Index Explanation
1 Upstream�catalytic�converter
2 Diesel�particulate�filter
3 Isolation�element
4 Connection�clamp
5 H2S�catalytic�converter
6 Muffler

The�exhaust�emission�system�is�primarily�characterised�by�a�simple�structure.�The�internal�engine
measures�such�as�the�increase�of�the�fuel�injection�pressures�to�2000�bar�and�the�use�of�a�new
solenoid�valve�injector�benefit�the�exhaust�re-treatment.

129
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst

Housing�of�the�exhaust�re-treatment�in�the�Bx7�engine

Index Explanation
1 Differential�pressure�sensor
2 Exhaust�temperature�sensor�upstream�of�catalytic�converter
3 Broadband�oxygen�sensor�upstream�of�catalytic�converter�(universal�oxygen
sensor�5.1)
4a Oxidation�catalytic�converter�EURO�5�version
4b NOx�catalyst�storage�EURO�6�version
5 Exhaust-gas�temperature�sensor�downstream�of�catalytic�converter�(only
EURO�6�version)
6 Diesel�particulate�filter
7 Broadband�oxygen�sensor�downstream�of�diesel�particulate�filter�(universal
oxygen�sensor�5.1/only�EURO�6�version)

In�order�to�be�able�to�comply�with�the�particle�emissions�required�in�the�exhaust�emissions�legislation
EURO�5�and�EURO�6,�all�Bx7�engines�have�a�diesel�particulate�filter.

130
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
The�system�for�the�exhaust�re-treatment�offers�the�following�advantages:

• Very�little�system�complexity
• Quick�system�readiness�after�engine�start
• Low�exhaust�gas�pressure.

EURO�5�version

In�the�EURO�5�version�the�engines�have�a�diesel�particulate�filter�and�an�oxidation�catalytic�converter.
Both�components�are�located�in�a�common�housing.�The�housing�is�divided�as�follows:

• 2�l�volume�for�the�oxidation�catalytic�converter
• 4�l�volume�for�the�diesel�particulate�filter.

The�EURO�5�version�has�the�following�sensor�system:

• Broadband�oxygen�sensor�upstream�of�catalytic�converter
• Exhaust�temperature�sensor�upstream�of�catalytic�converter
• Differential�pressure�sensor.

EURO�6�version

The�nitrogen�oxide�(NOx)�arising�during�combustion�is�a�big�challenge.�To�date,�two�different�systems
are�used�at�BMW�for�the�reduction�of�nitrogen�oxide�(NOx)�in�the�area�of�the�exhaust�re-treatment

• Selective�Catalytic�Reduction�(SCR)
• Nitrogen�oxide�catalyst�storage.

The�EURO�6�versions�also�have�a�diesel�particulate�filter.�The�oxidation�catalytic�converter�is,�however,
replaced�with�a�nitrogen�oxide�catalyst�storage.�The�housing�is�divided�as�follows:

• 2�l�volume�for�the�nitrogen�oxide�catalyst�storage
• 4�l�volume�for�the�diesel�particulate�filter.

The�EURO�6�version�has�the�following�sensor�system:

• Broadband�oxygen�sensor�upstream�of�catalytic�converter
• Exhaust�temperature�sensor�upstream�of�catalytic�converter
• Exhaust-gas�temperature�sensor�downstream�of�catalytic�converter
• Broadband�oxygen�sensor�downstream�of�diesel�particulate�filter
• Differential�pressure�sensor.

131
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Operating�principle�of�the�nitrogen�oxide�catalyst�storage

Load�status�of�the�nitrogen�oxide�catalyst�storage

Index Explanation
A Reduction�gases
B Reaction�gases
C Oxidation�gases
H2 Hydrogen
CO Carbon�monoxide
HC�LAD Hydrocarbon

132
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Index Explanation
N2 Nitrogen
H2O Dihydrogen�oxide�(water)
CO2 Carbon�dioxide
NO Nitrogen�monoxide
NOx Nitrogen�dioxide
O2 Oxygen

The�nitrogen�oxide�(NOx)�occurring�in�lean�operation�is�stored�in�the�catalyst�storage.�The�nitrogen
oxide�catalyst�storage�also�assumes�the�function�of�an�oxidation�catalytic�converter.�A�small�amount�of
nitrogen�monoxide�(NO)�is�produced�during�combustion�in�addition�to�the�nitrogen�oxide�(NOx).�This
nitrogen�monoxide�(NO)�must�be�oxidised�before�storage�in�the�catalyst�storage�for�nitrogen�oxide
(NOx).

During�the�rich�combustion�process�so-called�reduction�gases�are�produced�by�cyclical�grease�phases
(oxygen�sensor�<�1).�They�are�used�for�the�evacuation�of�the�nitrogen�oxide�(NOx)�from�the�catalyst
storage.�The�following�serve�as�reduction�gases:

• Hydrogen�(H2)
• Carbon�monoxide�(CO)
• Hydrocarbon�(HC).

The�stored�nitrogen�oxide�(NOx)�and�the�reduction�gases�react�to:

• Nitrogen�(N2)
• Water�(H2O)
• Carbon�dioxide�(CO2).

The�system�can�be�described�in�a�simplified�manner�as�follows:

• Oxidation�gases�are�gases�enriched�with�oxygen�which�react�further�with�the�help�of�energy.
The�more�oxygen�that�is�added�with�the�help�of�oxidation,�the�more�reactive�the�compound.
• Reduction�gases�are�compounds�which�are�low�in�oxygen.�With�help�of�energy�these�react�to
new�compounds.
• With�sufficient�energy�the�compounds�emit�oxygen�and�the�others�absorb�it.�The�compounds
react�with�each�other�to�the�so-called�reaction�gases.

The�nitrogen�oxide�catalyst�storage�obtains�the�energy�required�for�the�reaction�of�the�compounds
from�the�exhaust-gas�temperature�during�engine�operation.�The�typical�working�range�of�the�nitrogen
oxide�catalyst�storage�is�between�150�°C�and�500�°C.

Operating�phases�of�the�nitrogen�oxide�catalyst�storage

The�system�is�operated�cyclically�in�rich�or�lean�operation.�The�two�operating�phases�have�the
following�tasks:

133
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
• Nitrogen�oxide�(NOx)�is�stored�in�lean�operation
• Nitrogen�oxide�(NOx)�is�evacuated�in�rich�operation.

In�the�diesel�engine�a�challenge�for�the�use�of�a�nitrogen�oxide�catalyst�storage�is�the�rich�operation
(oxygen�sensor�<�1),�which�is�required�for�the�regular�regeneration�of�the�system�(DeNOx�phase).�The
following�measures�initiate�the�rich�operation:

• Volume�of�fresh�air�is�throttled�via�the�throttle�valve
• Exhaust-gas�recirculation�rate�is�increased�via�the�exhaust-gas�recirculation�valve
• Post-injection�quantity�is�increased�via�the�injector.

An�additional�exhaust-gas�temperature�sensor�downstream�of�the�exhaust-gas�recirculation�cooler
is�required�to�meet�the�enhanced�control�requirements�of�the�exhaust-gas�recirculation�rates�in�rich
operation.�The�control�in�rich�operation�is�effected�by�reducing�the�volume�of�fresh�air�using�the
throttle�valve�and�increasing�the�exhaust-gas�recirculation�rate�via�the�exhaust-gas�recirculation�valve
(EGR�valve).

The�periodic�changeovers�between�the�cyclical�grease�phases�and�the�lean�operation�are
inconspicuous�in�terms�of�acoustics�and�torque-neutral.�Through�a�clever�coordination�of�the�grease
impulses,�as�well�as�the�simultaneous�control�via�the�throttle�valve�and�the�exhaust-gas�recirculation
valve,�the�fuel�consumption�is�almost�balanced�in�comparison�to�the�exhaust�gas�post-treatment
system�without�nitrogen�oxide�catalyst�storage.

For�successful�evacuation�of�the�nitrogen�oxide�(DeNOx�phase),�the�exhaust-gas�recirculation�rates
and�the�volumes�of�fresh�air�must�be�observed�precisely.�This�is�guaranteed�by�an�oxygen�sensor
controller�integrated�in�the�Digital�Diesel�Electronics�(DDE).�The�grease�operating�range�extends�in�an
engine�speed�range�from�900�rpm�to�3,000�rpm�which�is�used�very�frequently�for�the�diesel�engine�and
a�torque�to�almost�below�full�load.

Load�limit�for�nitrogen�oxide�catalyst�storage.

The�load�limit�of�the�nitrogen�oxide�catalyst�storage�is�calculated�using�a�calculation�model�stored�in
the�Digital�Diesel�Electronics�(DDE).

134
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Evacuation�of�the�nitrogen�oxide�(NOx)

Start�of�the�evacuation�of�the�nitrogen�oxide�(NOx)

Index Explanation
A Reduction�gases
B Reaction�gases
C Oxidation�gases
H2 Hydrogen
CO Carbon�monoxide

135
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Index Explanation
HC�LAD Hydrocarbon
N2 Nitrogen
H2O Dihydrogen�oxide�(water)
CO2 Carbon�dioxide
NO Nitrogen�monoxide
NOx Nitrogen�oxide
O2 Oxygen
t Time�axis
1 Air�ratio
2 Signal,�broadband�oxygen�sensor�upstream�of�catalytic�converter
3 Signal,�broadband�oxygen�sensor�downstream�of�diesel�particulate�filter

The�evacuation�of�the�nitrogen�oxide�(NOx)�consists�of�the�following�two�phases:

1 Start�of�the�evacuation
2 End�of�the�evacuation.

1 Start�of�the�evacuation�phase:
Reduction�gases�which�react�with�the�stored�nitrogen�oxide�(NOx)�are�produced�by�the�rich
engine�operation�during�evacuation.�The�reduction�gases�which�are�low�in�oxygen�are�registered
by�the�broadband�oxygen�sensor�upstream�of�the�catalytic�converter.�The�air�ratio�falls�to�<�1.
Reaction�gases�are�produced�in�the�nitrogen�oxide�catalyst�storage.�The�broadband�oxygen
sensor�downstream�of�the�diesel�particulate�filter�detects�a�stoichiometric�air�ratio�from�oxygen
sensor�1.�The�Digital�Diesel�Electronics�(DDE)�detects�the�initiated�evacuation.
2 Ending�the�evacuation�phase.
The�reactions�of�the�compounds�end�as�soon�as�there�is�no�more�oxygen�available�for�the
enriched�gases.�The�reduction�gases�are�guided�through�the�system�untreated.�The�second
broadband�oxygen�sensor�downstream�of�the�diesel�particulate�filter�now�registers�the�rich�engine
operation.�The�air�ratio�falls�to�<�1.�The�Digital�Diesel�Electronics�ends�the�evacuation.

136
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst

Ending�of�the�evacuation�of�the�nitrogen�oxide�catalyst�storage

Index Explanation
A Reduction�gases
B Reaction�gases
C Oxidation�gases
H2 Hydrogen
CO Carbon�monoxide
HC�LAD Hydrocarbon

137
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Index Explanation
N2 Nitrogen
H2O Dihydrogen�oxide�(water)
CO2 Carbon�dioxide
NO Nitrogen�monoxide
NOx Nitrogen�dioxide
O2 Oxygen
t Time�axis
1 Air�ratio
2 Signal,�broadband�oxygen�sensor�upstream�of�catalytic�converter
3 Signal,�broadband�oxygen�sensor�downstream�of�diesel�particulate�filter
4 Area�between�the�oxygen�sensor�signals

Conclusions�can�be�drawn�about�the�efficiency�of�the�nitrogen�oxide�catalyst�storage�from�the
enclosed�area�between�the�two�oxygen�sensor�signals.�In�the�case�of�a�high�absorption�capacity�of�the
nitrogen�oxide�catalyst�storage,�a�longer�time�lapses�during�the�evacuation�until�the�broadband�oxygen
sensor�registers�the�rich�engine�operation.�With�a�decreasing�absorption�capacity�the�time�is�reduced
which�the�broadband�oxygen�sensor�downstream�of�the�diesel�particulate�filter�requires�to�detect�the
rich�engine�operation.�The�area�can�therefore�be�interpreted�as�follows:

• Large�area�means�high�absorption�capacity
• Small�area�means�low�absorption�capacity.

A�nitrogen�oxide�catalyst�storage�system�with�a�healthy�absorption�capacity�requires�roughly�three
grease�phases�during�the�European�driving�cycle�(NEFZ).�The�duration�of�a�grease�phase�is�maximum
ten�seconds.

Desulphurisation�of�the�nitrogen�oxide�catalyst�storage

The�sulphur�in�the�diesel�fuel�causes�sulphur�poisoning�of�the�nitrogen�oxide�catalyst�storage�over�the
operating�time�of�the�vehicle.�The�sulphur�is�stored�as�barium�sulphate�in�the�nitrogen�oxide�catalyst
storage�and�can�no�longer�be�removed�at�exhaust-gas�temperatures�typical�during�customer�operation.
A�discharge�of�the�sulphur�is�only�possible�from�component�temperatures�of�580°�C.�As�a�significant
efficiency�disadvantage�can�only�be�noticed�after�several�thousand�kilometres�have�been�travelled,�it
is�sufficient�to�combine�desulphurisation�with�the�cyclical�particle�filter�regeneration.�The�grease�pulse
duration�is�set�so�that�with�the�sulphur�discharge�the�foul�smelling�hydrogen�oxide�H2S�does�not�arise
or�the�exhaust-gas�temperature�in�the�component�does�not�cause�thermal�ageing�or�damage�during�or
after�the�grease�phase.

For�this�purpose,�in�the�Digital�Diesel�Electronics�(DDE)�a�sulphur�loading�and�unloading�model,�as
well�as�a�temperature�forecast�model,�are�implemented.�Due�to�the�low�desulphurisation�temperature
by�way�of�comparison�to�today's�coating�technologies�and�further�developed�engine�software,�the
ageing�of�the�nitrogen�oxide�catalyst�storage�was�improved�considerably�and�thus�the�function�was
guaranteed�over�the�entire�service�life�of�the�vehicle.

138
B37/B47�Engine.
6.�Intake�air�&�exhaust�emission�syst
Diesel�particulate�filter�regeneration

As�the�diesel�particulate�filter�has�a�limited�soot�loading�capacity,�it�must�be�regenerated�regularly.
The�loading�level�of�the�diesel�particulate�filter�is�therefore�calculated�by�the�Digital�Diesel�Electronics
(DDE).�The�regeneration�process�starts�from�a�certain�limit�of�the�soot�loading.

The�regeneration�start�is�dependent�on�the�following�parameters:

• Differential�pressure�in�the�diesel�particulate�filter
• Driving�profile�since�the�last�regeneration.

In�order�to�oxidise�the�soot�collected�on�the�inside�of�the�diesel�particulate�filter,�the�exhaust-gas
temperature�must�be�raised�to�580°�C.�In�order�to�be�able�to�increase�the�exhaust-gas�temperature
under�all�marginal�conditions,�temperature�measures�are�included�in�the�Digital�Diesel�Electronics
(DDE).

During�the�regeneration�of�the�diesel�particulate�filter�the�following�sensor�information�is�required:

• Air�mass�meter�signal
• Coolant�temperature�sensor�signal
• Engine�speed�signal
• Intake�air�temperature�signal
• Ambient�pressure/temperature�signal
• Charging�pressure�signal
• Differential�pressure�sensor�signal�of�diesel�particulate�filter
• Fuel�pressure�signal
• Gear�engaged/Drive�position
• Exhaust�temperature�sensor�upstream�of�catalytic�converter
• Exhaust-gas�temperature�sensor�downstream�of�catalytic�converter
• Driving�speed
• Fuel�level.

The�diesel�particulate�filter�is�equipped�with�a�differential�pressure�sensor�which�constantly�monitors
the�pressure�difference�applied.�The�soot�loading�in�the�diesel�particulate�filter�is�calculated�from�the
differential�pressure�and�the�calculated�exhaust�gas�mass�flow.�The�input�variables�for�the�calculation
of�the�soot�loading�consist�of:

• Exhaust�gas�mass�flow
Calculated�from�the�measured�air�mass�flow,�the�exhaust-gas�recirculation�rates�and�the�fuel
injection�rate
• Exhaust-gas�temperature�upstream�of�diesel�particulate�filter
• Absolute�internal�pressure�in�the�diesel�particulate�filter
Calculated�from�the�pressure�loss�model�in�the�exhaust�emission�system,�the�ambient
pressure�sensor�and�the�differential�pressure�sensor.

139
B37/B47�Engine.
7.�Vacuum�supply.
The�vacuum�system�is�another�system�on�top�of�the�electrical�system�for�activating�different
components.�Here�a�vacuum�pump�generates�the�vacuum�and�makes�it�available�in�the�system.

7.1.�System�overview

Schematic�diagram�of�vacuum�supply�in�the�Bx7�engine

Index Explanation
A 3-cylinder�diesel�engine�without�CO2-optimised�measures
B 3-cylinder�diesel�engine�with�CO2-optimised�measures
C 4-cylinder�diesel�engine�with�switchable�engine�mount
1 Electric�changeover�valve�for�bypass�flap�at�the�exhaust-gas�recirculation
cooler
2 Vacuum�unit�for�bypass�flap�at�the�exhaust-gas�recirculation�cooler
3 Brake�servo
4 Vacuum�pump
5 Non-return�valve
6 Electric�changeover�valve�for�switchable�coolant�pump�(CO2-optimised
measure)
7 Vacuum�unit�for�switchable�coolant�pump�(CO2-optimised�measure)
8 Electric�changeover�valve�for�switchable�engine�mount
9 Vacuum�unit�for�switchable�engine�mount

140
B37/B47�Engine.
7.�Vacuum�supply.
7.1.1.�Function
To�activate�the�components�the�vacuum�is�applied�to�a�vacuum�unit.�The�vacuum�unit�converts�the
vacuum�into�a�movement.

In�order�to�switch�the�vacuum�to�the�vacuum�unit,�electric�changeover�valves�are�used.�These�are
electrically�activated.�A�non-return�valve�prevents�the�vacuum�from�escaping�via�the�vacuum�pump
when�the�engine�is�shut�down.

7.1.2.�Vacuum�pump

Installation�location�of�the�vacuum�pump

Index Explanation
A Vacuum,�main�volume
B Vacuum,�secondary�volume
1 Vacuum�line�for�secondary�volume
2 Crankcase
3 Oil�and�vacuum�pump
4 Non-return�valve
5 Vacuum�line�for�main�volume�with�non-return�valve�(brake�servo)

141
B37/B47�Engine.
7.�Vacuum�supply.
The�vacuum�pump�in�the�Bx7�engines�and�the�oil�pump�are�located�in�a�common�housing.

The�vacuum�duct�runs�through�the�oil�pump�housing�and�the�crankcase.�The�main�vacuum�line�is�at
the�output�of�the�crankcase.�The�brake�servo�and�the�other�consumers�are�connected�here.�The�non-
return�valve�is�located�directly�at�this�connection.

Vacuum�pump�in�the�Bx7�engine

Index Explanation
1 Vacuum�duct
2 Discharge�valves,�vacuum�pump
3 Steel�rotor
4 Plastic�vane

It�is�a�vane-type�compressor�with�a�steel�rotor�and�a�plastic�vane.�It�is�driven�together�with�the�oil�pump
via�a�chain�from�the�crankshaft.

The�vacuum�pump�has�an�evacuating�output�of�500�mbar�vacuum�(absolute)�in�less�than�5�seconds.

7.1.3.�Electric�changeover�valve
Electric�changeover�valves�are�used�for�the�activation�of�the�bypass�flap�of�the�exhaust-gas
recirculation�cooler�and�the�switchable�coolant�pump�or�the�switchable�engine�mount.�The�electric
changeover�valve�either�connects�through�the�vacuum�to�the�vacuum�unit�or�shuts�it�off.�It�is�not�an
infinitely�variable�control,�but�a�"black/white"�control.

142
B37/B47�Engine.
8.�Fuel�system.
8.1.�Diesel�fuel
A�special�feature�in�diesel�engines�is�the�lubrication�of�the�components�of�the�fuel�system�with�diesel
fuel.�Due�to�the�increasing�higher�fuel�injection�pressures,�as�well�as�the�associated�component
tolerances,�the�importance�of�the�lubrication�and�thus�the�quality�of�the�diesel�fuel�are�increasing.

It�is�essential�to�ensure�that�only�approved�fuel�(standardised�fuel)�is�used�in�the�vehicle.�The�complete
fuel�system�is�designed�for�approved�fuels�and�many�be�damaged�if�non-approved�fuels�are�used.

Because�diesel�fuel�separates�paraffin�crystals�at�low�temperatures,�this�may�result�in�the�fuel�filter
being�clogged.�Diesel�fuels�must�therefore�be�specially�conditioned�for�winter�application�and�provided
with�flow�improvers.�Thus�so-called�"winter-grade�diesel"�in�Germany�is�cold-resistant�down�to�at�least
-22 °C.

The�addition�of�petrol�is�no�longer�permitted�in�today's�engines,�as�this�may�cause�engine�damage.
Petrol�has�a�low�cetane�number,�whereby�the�combustibility�is�reduced�considerably.�The�poor
lubrication�properties�of�petrol�lead�to�damage�at�the�high�pressure�pump�and�at�the�injectors.

8.2.�Fuel�supply
The�fuel�system�is�made�up�of�the�fuel�supply�and�fuel�preparation�systems.�The�fuel�supply�system
includes�the�fuel�tank�with�all�the�mounted�parts,�the�fuel�lines�leading�to�the�engine�compartment�and
the�fuel�filter�with�the�fuel�filter�heating.

The�fuel�filter�lines�in�the�engine�compartment�and�all�the�fuel�system�parts�on�the�engine�belong�to
the�fuel�preparation�system.

The�fuel�supply�is�described�in�the�respective�product�information�bulletins�for�the�models�(F56).

143
B37/B47�Engine.
8.�Fuel�system.

System�overview�for�the�fuel�system�in�the�B37�engine�in�the�F56

144
B37/B47�Engine.
8.�Fuel�system.
Index Explanation
A Fuel�preparation
B Fuel�supply
1 Digital�Diesel�Electronics�(DDE)
2 Fuel�pump�control�module
3 Electric�fuel�pump�(three-phase�motor)
4 Fuel�filler�neck
5 Fuel�filler�cap,�emergency�operation
6 Fuel�tank
7 Fuel�filter�heating
8 Fuel�filter
9 Rail�pressure�sensor�(fuel�high-pressure�sensor)
10 Rail�pressure�regulating�valve
11 Combined�fuel�temperature�and�fuel�pressure�sensor�(fuel�low-pressure
sensor)
12 Fuel�quantity�control�valve
13 Actuating�wire�of�the�fuel�quantity�control�valve�(pulse-width�modulated�signal)
14 Sensor�line�of�the�rail�pressure�sensor�(fuel�high-pressure�sensor)
15 Actuating�wire�of�the�rail�pressure�regulating�valve�(pulse-width�modulated
signal)
16 Sensor�line�of�the�combined�fuel�temperature�and�fuel�pressure�sensor�(fuel
low-pressure�sensor)
17 Actuating�wire�of�the�fuel�filter�heating�(pulse-width�modulated�signal)
18 Data�line�to�the�fuel�pump�control�module�(pulse-width�modulated�signal)
19 Actuating�wires�of�electric�fuel�pump�(three-phase�line�U,�V,�W�to�the�three-
phase�motor)

8.2.1.�Fuel�pump�control
In�contrast�to�the�EKPS�control�unit�previously�used,�the�new�diesel�engines�have�a�fuel�pump�control
module.�The�control�unit�does�not�have�a�diagnosis�capability.�The�fuel�pump�control�module�is�located
below�the�seat�bench.�The�fuel�pump�control�module�is�responsible�for�preparing�information�about
the�fuel�pressure�required�by�the�Digital�Diesel�Electronics�(DDE)�and�to�activate�the�electric�fuel�pump
as�required�in�accordance�with�these�specifications�via�three-phase�AC�voltage.

8.2.2.�Electric�fuel�pump
The�electric�fuel�pump�is�activated�as�required.�The�requirement�calculation�is�carried�out�in�the
Digital�Diesel�Electronics�(DDE).�With�help�of�a�pulse-width�modulated�signal�the�fuel�low�pressure
requirement�is�sent�to�the�fuel�pump�control�module.�The�fuel�pump�control�module�processes�the
pulse-width�modulated�signal�and�with�help�of�an�inverter�generates�three-phase�AC�voltage�U,�V,�W

145
B37/B47�Engine.
8.�Fuel�system.
for�the�appropriate�activation�of�the�three-phase�motor�of�the�electric�fuel�pump.�The�Digital�Diesel
Electronics�(DDE)�receives�the�confirmation�about�the�actual�low�fuel�pressure�from�the�combined�fuel
temperature�and�fuel�pressure�sensor.

The�following�table�provides�information�on�the�technical�data�of�the�electric�fuel�pump.

Electric�fuel�pump Technical�data
Engine�speed�range 1000�–�2800�rpm
Pressure�area 2.5�-�6.0�bar
Operating�voltage�range 12�V
Voltage�type AC�voltage
Minimum�operating�pressure�at�1000�rpm 2.5 bar
Maximum�operating�pressure�at�2800�rpm 5.3 bar
Delivery�rate�at�1000�rpm�and�2.5�bar 40�l/60�minutes
Delivery�rate�at�2800�rpm�and�5.3�bar 210�l/60�minutes
Power�requirement�at�1000�rpm�and�5.3�bar 85 W
Power�requirement�at�2800�rpm�and�5.3�bar 120 W

The�electric�fuel�pump�is�impermissibly�hot�at�excessive�dry�running�>�1�minute.�There�is�a�risk�of�a
component�fault�

8.2.3.�Fuel�filter
The�function�of�the�fuel�filter�is�to�protect�the�fuel�system�against�contamination.�Especially�the�high
pressure�pump�and�the�injectors�are�highly�sensitive�and�may�even�incur�damage�with�the�slightest
contamination.�The�fuel�delivered�to�the�engine�is�always�routed�through�the�fuel�filter.�Contamination
is�retained�by�a�paper-like�material.�The�fuel�filter�is�subject�to�a�replacement�interval.

Fuel�filter�heating

The�fuel�filter�heating�is�connected�to�the�fuel�filter�housing�and�secured�with�a�retaining�clip.�The�fuel
flows�through�the�fuel�filter�heating�into�the�fuel�filter.

The�fuel�filter�heating�is�switched�on�when�a�certain�temperature�is�not�reached�and�if�it�is�assumed�the
fuel�filter�is�obstructed�or�clogged�beyond�a�high�power�consumption�of�the�electric�fuel�pump.�The
limit�temperature�for�switching�on�is�0�°C.

Because�winter-grade�diesel�also�remains�thin�at�low�temperatures,�the�fuel�heating�unit�is�normally
not�active�during�operation�with�winter-grade�diesel.

146
B37/B47�Engine.
8.�Fuel�system.
8.3.�Fuel�preparation
Compared�to�the�N47D20U1�and�N47D20O1�engines,�the�fuel�preparation�system�was�adapted�to
the�requirements�of�the�emissions�legislation.�The�maximum�fuel�injection�pressure�was�increased
from�1800�to�2000�bar.�For�3-cylinder�engines�specific�data�also�had�to�be�taken�into�consideration�in
hydraulics�and�geometry.

System�overview�of�common�rail�injection�system�in�the�B37�engine

Index Explanation
1 Fuel�return�line
2 Fuel�feed
3 Rail�pressure�sensor
4 Rail
5 Solenoid�valve�injectors�(CRI�2.20)
6 Rail�pressure�regulating�valve

147
B37/B47�Engine.
8.�Fuel�system.
Index Explanation
7 Leakage�oil�line
8 Electric�motor,�high�pressure�pump
9 High�pressure�pump�(CP�4.1)
10 Fuel�feed�to�the�high�pressure�pump
11 Fuel�quantity�control�valve
12 Fuel�return�line�from�the�high�pressure�pump
13 High�pressure�line�between�high�pressure�pump�and�rail
14 Combined�fuel�temperature�and�fuel�pressure�sensor

Similar�to�the�previous�BMW�diesel�systems,�a�twin�actuator�system�is�also�used�in�the�Bx7�engines.
Depending�on�the�engine�operating�points,�a�rail�pressure�control�takes�place�via�the�fuel�quantity
control�valve�of�the�high�pressure�pump,�as�well�as�the�rail�pressure�regulating�valve�at�the�rail.�The�two
electronic�pressure�control�valves�are�activated�via�pulse�width�modulated�signals.�The�distribution
of�the�control�between�the�fuel�quantity�control�valve�and�the�rail�pressure�regulating�valve�is�carried
out�depending�on�the�fuel�temperature.�With�increasing�fuel�temperature�the�control�part�of�the�rail
pressure�regulating�valve�falls.�This�form�of�control�has�the�following�advantages:

• Quicker�heating�of�the�fuel�and�thus�breakup�of�any�paraffin
• Reduction�of�the�pump�motor�power�by�needs-based�delivery�when�engine�operating
temperature�is�reached.

The�following�adaptations�were�implemented:

• Modified�leakage�oil�lines
• Changes�to�the�high�pressure�pump�CP4.1
• Use�of�new�solenoid�valve�injectors�CRI�2.20
• Weight-optimised�and�pressure-adapted�forged�rail
• Adaptation�of�the�high�pressure�lines.

8.3.1.�Actuator�of�the�high-pressure�fuel�system
The�following�table�describes�the�operating�principle�of�the�actuator�of�the�high-pressure�fuel�system.

The�information�about�the�rail�pressure�in�the�table�always�relates�to�the�state�of�an�actuator.�This
means�a�fuel�quantity�control�valve�which�is�not�supplied�with�current�is�fully�open�and�in�this�state
would�allow�the�entire�fuel�in�the�high�pressure�area�of�the�high�pressure�pump�with�maximum�volume
to�flow.�Due�to�the�lack�of�control,�the�fuel�could�theoretically�rise�above�the�permissible�rail�pressure.
With�adjustment�systems�a�pressure�limiting�valve�which�is�located�at�the�rail�and�opens�mechanically
prevents�this�happening�if�the�rail�pressure�should�rise�above�the�maximum�permissible�range.�As�the
system�described�here�is�a�twin�actuator�system,�the�rail�pressure�is�controlled�via�the�second�actuator,
the�rail�pressure�regulating�valve.�The�information�in�the�table�about�the�"maximum�pump�delivery
volume"�does�not�take�this�control�into�consideration.

148
B37/B47�Engine.
8.�Fuel�system.
Status Function Rail�pressure Engine�start
possible
Fuel�quantity�control Closed No�pressure 0 bar No
valve�continuously build-up
supplied�with�current possible
(duty�cycle�100%)
Fuel�quantity�control Intermediate Pressure 300�-�2000�bar Yes
valve�supplied�with position build-up
current�via�pulse-width- possible
modulated�signal
Fuel�quantity�control Open Pressure Maximum Yes
valve�not�supplied�with build-up pump�delivery
current possible volume
Rail�pressure�regulating Closed Pressure Maximum Yes
valve�continuously build-up pump�delivery
supplied�with�current possible volume
(duty�cycle�100%)
Rail�pressure�regulating Intermediate Pressure 300�-�2000�bar Yes
valve�supplied�with position build-up
current�via�pulse-width- possible
modulated�signal
Rail�pressure�regulating Open No�pressure 0 bar No
valve�not�supplied�with build-up
current possible

149
B37/B47�Engine.
8.�Fuel�system.
8.3.2.�High�pressure�pump

High�pressure�pump�CP�4.1�in�Bx7�engine

Index Explanation
1 Support,�high�pressure�pump
2 Connection�for�high�pressure�line�to�rail
3 Plastic�cover�of�cylinder�head�of�high�pressure�pump
4 Fuel�quantity�control�valve
5 Fuel�feed
6 Fuel�return�line

The�Bx7�engines�receive�the�high�pressure�pump�introduced�in�the�N47�engine�(CP4.1)�with
adaptations�to�the�engine�concept.�The�abbreviation�CP4.1�means�the�following:

• C�=�common�rail
• P�=�high�pressure�pump
• 4�=�latest�pump�generation
• 1�=�1–piston�pump
• 2�=�2–piston�pump

The�following�table�provides�an�overview�of�the�application�ranges�of�the�different�high�pressure
pumps.

150
B37/B47�Engine.
8.�Fuel�system.
3-cylinder 4-cylinder 6-cylinder
diesel�engine diesel�engine diesel�engine
CP4.1 X X -
CP4.2 - - X

The�high�pressure�pump�CP4.1�receives�a�change�to�the�camshaft�in�terms�of�stroke�and�cam�profile
in�order�to�increase�the�delivery�volume.�In�addition,�the�control�geometry�of�the�fuel�quantity�control
valve�was�adapted�to�provide�the�necessary�volume.�The�pump�cylinder�head�was�rotated�180°�to
reduce�the�length�of�the�high�pressure�line.�A�quick�connector�is�used�for�the�low�pressure�connection
for�simpler�installation�due�to�the�narrow�installation�space.

The�lubrication�of�the�high�pressure�pump�is�effected�via�the�diesel�fuel�of�the�low�pressure�range.
Long�attempts�to�start�the�engine�due�to�a�lack�of�fuel�pressure�in�the�low�pressure�range�lead�to
increased�wear�of�the�high�pressure�pump.

8.3.3.�Injector

Overview�of�the�solenoid�valve�injectors�at�BMW

151
B37/B47�Engine.
8.�Fuel�system.
Index Explanation
A Fuel�high�pressure
B Fuel�return�pressure�(low�pressure�range)
C Reduced�fuel�high�pressure
D Injector�leakage
1 Ball-controlled�shift�element
2 Pressure-balanced�shift�element

The�Bx7�engines�receive�a�new�solenoid�valve�injector�(CRI�2.20),�which�is�designed�for�maximum�fuel
injection�pressures�of�2000�bar.�The�nominal�resistance�of�the�ferromagnetic�core�is�0.39�Ω.

The�previous�graphic�shows�the�solenoid�valve�injectors�used�at�BMW.�In�older�documentation�the
CRI�2.16�solenoid�valve�injectors�were�called�CRI�2.2�and�the�CRI�2.18�were�called�CRI�2.5.�With�the
introduction�of�the�new�solenoid�valve�injector,�the�designation�of�the�original�generation�designation
was�modified�to�a�pressure-related�designation.�The�designations�of�the�different�solenoid�valve
injectors�have�the�following�meaning:

• CRI�2.16�=�common�rail�injector,�2nd�generation�(solenoid�valve)�for�maximum�fuel�injection
pressures�of�1600�bar
• CRI�2.18�=�common�rail�injector,�2nd�generation�(solenoid�valve)�for�maximum�fuel�injection
pressures�of�1800�bar
• CRI�2.20�=�common�rail�injector,�2nd�generation�(solenoid�valve)�for�maximum�fuel�injection
pressures�of�2000�bar.
• CRI3.18�=�common�rail�injector,�3rd�generation�(Piezo)�for�maximum�fuel�injection�pressures�of
1800�bar.
• CRI3.20�=�common�rail�injector,�3rd�generation�(Piezo)�for�maximum�fuel�injection�pressures�of
2000�bar.
• CRI3.22�=�common�rail�injector,�3rd�generation�(Piezo)�for�maximum�fuel�injection�pressures�of
2200�bar.

Overview�of�injectors

Engine�type Engine�designation CRI2.16 CRI2.18 CRI2.20 CRI3.18 CRI3.20 CRI3.22


B37 B37C15K0 X
B37C15U0 X
B37D15U0 X
B47 B47C20O0 X
B47D20O0 X
N47 N47D20K0 X
N47D20U0 X
N47D20O0 X
N47D20T0 X

152
B37/B47�Engine.
8.�Fuel�system.
Engine�type Engine�designation CRI2.16 CRI2.18 CRI2.20 CRI3.18 CRI3.20 CRI3.22
N47TU N47C16K1 X
N47C16U1 X
N47C20K1 X
N47C20U1 X
N47D20O1 X
N47C16�(EURO�6) X
N47C20�(EURO�6) X
N57 N57D30O0 X
N57D30T0 X
N57TÜ N57D30O1 X
N57D30T1 X
N57D30S1 X

In�order�to�show�the�advantages�of�the�new�solenoid�valve�injector,�a�comparison�to�the�previous
solenoid�valve�injectors�is�offered.�The�following�considerations�play�a�decisive�role�in�the�process:

• Maximum�injection�pressures
• Shifting�times
• Leakage�quantities.

Short�shifting�times�of�the�solenoid�valve�injector�benefit�the�fuel�consumption�directly�and�thus
lower�exhaust�emissions;�leakage�quantities,�in�contrast,�only�have�an�indirect�benefit.�A�high�leakage
quantity�also�means�a�high�drive�power�of�the�high�pressure�pump.�As�the�leakage�quantity�is�taken�to
the�return�line�unused,�this�means�a�reduction�in�the�efficiency.�A�big�advantage�of�the�3rd�generation
common�rail�injectors�(Piezo�injectors)�is�their�extremely�high�maximum�fuel�injection�pressures�of
currently�2200�bar,�as�well�as�their�extremely�short�shifting�times�and�very�low�leakage�quantities.�The
following�explanations�show�the�further�development�of�the�solenoid�valve�injectors�in�the�direction�of
these�advantages.

CRI�2.16

The�CRI�2.16�has�a�ball-controlled�shift�element.�An�increase�in�the�maximum�fuel�injection�pressure
would�lead�to�a�reduction�in�the�injector�dynamics�and�thus�very�long�shifting�times.�There�is�high
pressure�above�and�below�the�nozzle�needle.�The�nozzle�needle�is�surrounded�by�fuel�which�is�applied
with�low�pressure.�One�disadvantage�arising�from�the�pressure�differences�is�the�leakage�quantity.
Therefore,�depending�on�the�design,�the�CRI�2.16�has�the�following�sources�of�leaks:

• Leakage�when�opening�the�ball-controlled�shift�element
• Permanent�leak�above�the�nozzle�needle
• Permanent�leak�below�the�nozzle�needle.

153
B37/B47�Engine.
8.�Fuel�system.
CRI�2.18

The�CRI�2.18�has�a�further-developed�shift�element.�Through�the�use�of�a�pressure-balanced
shift�element�the�maximum�fuel�injection�pressure�was�able�to�be�increased�to�1800�bar,�with�a
simultaneous�increase�in�the�dynamics�and�thus�a�reduction�of�the�shifting�times.�The�maximum�fuel
injection�pressure�is,�however,�not�restricted�by�the�shift�element�of�the�solenoid�valve�injector,�but�by
the�design-related�leakage�sources.�Depending�on�the�design,�the�CRI�2.18�has�the�following�sources
of�leaks:

• Leakage�when�opening�the�pressure-balanced�shift�element
• Permanent�leak�above�the�nozzle�needle
• Permanent�leak�below�the�nozzle�needle.

154
B37/B47�Engine.
8.�Fuel�system.
CRI�2.20

CRI�2.20�solenoid�valve�injector�in�the�Bx7�engine

Index Explanation
1 Return�connection�(leakage�oil�line)
2 Electrical�connection,�solenoid�coil
3 Feed�line�connection�(high-pressure�connection)
4 Mini�rail
5 Nozzle�needle

155
B37/B47�Engine.
8.�Fuel�system.
The�new�CRI�2.20�solenoid�valve�injector�is�from�Bosch�and�is�a�further�development�of�the�CRI�2.18.
As�an�internal�engine�measure�to�reduce�fuel�consumption�and�thus�pollutant�emissions,�numerous
design-related�changes�to�the�solenoid�valve�injector�play�a�role.

A�common�feature�between�the�two�injectors�is�the�pressure-balanced�shift�element.�The�leakage
quantity�had�to�be�reduced�to�raise�the�maximum�fuel�injection�pressures.�A�comparison�of�the
injectors�shows�that�in�the�case�of�the�CRI�2.20�the�entire�nozzle�needle�is�surrounded�by�fuel�high
pressure.�A�leakage�above�and�below�the�nozzle�needle�does�not�occur.�Depending�on�the�design,�the
CRI�2.20�has�the�following�sources�of�leaks:

• Leakage�when�opening�the�pressure-balanced�shift�element.

The�new�CRI�2.20�solenoid�valve�injector�offers�the�following�advantages:

• High�maximum�fuel�injection�pressures
• High�dynamics�and�thus�few�shift�signals�(7�injection�processes�per�work�cycle)
• Low�leakage�quantities�and�thus�low�power�losses
• Needle�guide�close�to�nozzle�and�thus�high�squirt�quality
• Mini�rail�and�thus�lower�pressure�wave�influences�on�the�rail�pressure.

In�addition�to�the�increased�maximum�fuel�injection�pressure,�special�attention�was�also�paid�to�an
improved�atomisation�quality.�This�was�able�to�be�achieved�with�the�introduction�of�a�needle�guide
close�to�the�nozzle.�The�measures�mentioned�lead�to�a�reduction�of�the�hydrocarbon�(HC)�and�carbon
monoxide�(CO)�emissions�with�a�simultaneous�reduction�of�the�fuel�consumption.

The�mini�rail�also�causes�a�reduction�of�the�pressure�wave�influences�on�the�rail�pressure�through�the
additional�volume�located�in�the�injector.�This�favours�a�more�precise�metering�of�the�fuel�injection�rate
of�the�various�individual�injections.

Pressure�fluctuations�normally�occur�in�the�rail�when�the�nozzle�needle�is�opened�as�a�result�of�the
volume�withdrawal.�The�volume�injected�depends�on�the�actuation�time�and�the�rail�pressure�applied
at�the�injector.�The�fuel�injection�generates�a�pressure�wave�which�influences�the�subsequent�fuel
injection�at�the�same�injector�(multiple�fuel�injection).

This�effect�was�compensated�in�the�injectors�previously�used�by�complex�calculation�models.�The�mini
rail�introduced�with�the�CRI�2.20�leads�to�a�significant�damping�action�of�the�pressure�waves�and�thus
a�reduction�of�the�application�effort.

With�help�of�the�cleaning�agent�Keropur�(TNr.�83�19�2�296�922),�contamination�on�the�injectors�can�be
eliminated.�The�cleaning�agent�reaches�the�injectors�via�the�fuel.

156
B37/B47�Engine.
8.�Fuel�system.

Injection�quantity�compensation�code

Index Explanation
1 Seven-digit�code�(IMA)

As�already�known�from�the�injectors�previously�used,�for�the�replacement�of�the�new�CRI�2.20�solenoid
valve�injector�the�modified�injection�quantity�compensation�code�must�also�be�input�via�a�service
function�in�ISTA�in�the�Digital�Diesel�Electronics�(DDE).�Only�this�way�is�it�guaranteed�that�production-
related�tolerances�are�compensated�via�the�Digital�Diesel�Electronics�and�that�every�injector�injects�the
requested�fuel�quantities�at�each�operating�point.

157
B37/B47�Engine.
8.�Fuel�system.
8.3.4.�Common�rail

Forged�rail�in�the�B37�engine

Index Explanation
1 High�pressure�line,�cylinder�1
2 High�pressure�line,�cylinder�2
3 High�pressure�line,�cylinder�3
4 Connection�of�the�fuel�return�line
5 Rail�pressure�regulating�valve
6 Mounting�bore
7 Forged�rail
8 High�pressure�line�from�the�high�pressure�pump
9 Rail�pressure�sensor

In�contrast�to�the�Nx7�engines,�the�Bx7�engines�receive�a�weight-optimised�and�pressure-adapted
forged�rail.

158
B37/B47�Engine.
8.�Fuel�system.
The�rail�is�secured�using�two�screws�at�the�cylinder�head�over.�The�high�pressure�lines�were�unable�to
be�taken�over�from�the�Nx7�engine�generation.�Characteristic�and�interface�adaptations�to�the�modified
positions�of�rail�and�high�pressure�pump�were�required.

The�rail�pressure�sensor�located�at�the�rail�and�the�rail�pressure�regulating�valve�have�an�edge�seal.
This�form�of�sealing�is�characterised�primarily�by�an�excellent�sealing�function�at�high�pressures.
This�gasket�can,�however,�only�be�used�once�and�must�be�replaced�each�time�after�it�is�removed.
This�means:�If�one�of�the�two�components�is�removed,�this�cannot�be�reused,�but�has�to�be�replaced.
Ensure�the�specified�torque�is�applied,�particularly�at�the�rail�pressure�sensor.�The�characteristic�curve
of�the�sensor�is�moved�in�the�event�of�an�incorrect�torque�so�that�the�Digital�Diesel�Electronics�does
not�receive�incorrect�information�about�the�current�rail�pressure.

Due�to�the�extremely�high�pressures�opening�the�fuel�injection�lines�when�the�engine�is�running�is�not
permitted.�Also�pay�particular�attention�to�cleanliness�when�working�on�the�high-pressure�fuel�system
and�ensure�the�specified�torques�are�applied.

8.3.5.�Leakage�oil�line

Connection�of�leakage�oil�line�at�injector

Similar�to�the�other�lines�in�the�low-pressure�fuel�system,�the�leakage�oil�lines�are�adapted�to�the
increased�requirements�of�the�fuel�system�in�terms�of�material�selection.�The�connection�with�the
injector�is�the�same�as�the�N47D20O1�engine.�This�enables�excellent�sealing�at�high�pressures.

159
B37/B47�Engine.
9.�Engine�electrical�system.
9.1.�System�wiring�diagram�for�the�B47�engine
The�following�graphic�shows�the�system�wiring�diagram�for�the�B47�engine.

The�sensors�and�actuators�are�already�known�from�the�N47�engines�and�are�therefore�not�described�in
detail�in�this�documentation.

160
B37/B47�Engine.
9.�Engine�electrical�system.

System�wiring�diagram�(EURO�6�version)�for�the�B47�engine

161
B37/B47�Engine.
9.�Engine�electrical�system.
Index Explanation
1 DDE�control�unit�(Digital�Diesel�Electronics)
2 Temperature�sensor�in�the�Digital�Diesel�Electronics�(DDE)
3 Main�relay,�Digital�Diesel�Electronics
4 Electronic�transmission�control�(EGS)�control�unit
5 Body�Domain�Controller�(BDC)
6 Starter�motor
7 Active�air-flap�control
8 Intelligent�battery�sensor�(IBS)
9 Alternator
10 Injectors,�cylinders�1-4
11 Rail�pressure�regulating�valve
12 Charging�pressure�actuator
13 Fuel�quantity�control�valve
14 Map-controlled�valve,�oil�pump
15 Electric�changeover�valve�for�bypass�flap�at�the�exhaust-gas�recirculation
cooler
16 Electric�changeover�valve�for�switchable�engine�mount
17 Electric�fan
18 Relay�for�electric�fan
19 Diagnostic�socket
20 Blow-by�heating�(optional�equipment�for�northern�version)
21 Fuel�filter�heating
22 Electric�fuel�pump�(three-phase�current�pump,�low�pressure�circuit)
23 Fuel�pump�control
24 Glow�elements
25 Preheating�control�unit
26 Ground�connection
27 Clutch�module
28 Brake�vacuum�sensor�(only�for�manual�gearbox�with�automatic�engine�start-
stop�function)
29 Gear�sensor
30 Accelerator�pedal�module
31 Crankshaft�sensor
32 Camshaft�sensor
33 Exhaust�gas�pressure�sensor
34 Oil�pressure�sensor

162
B37/B47�Engine.
9.�Engine�electrical�system.
Index Explanation
35 Differential�pressure�sensor
36 Oil�level�sensor
37 Oil�pressure�sensor
38 Broadband�oxygen�sensor�upstream�of�catalytic�converter�(universal�oxygen
sensor�5.1)
39 Hot�film�air�mass�meter
40 Fuel�pressure�and�temperature�sensor
41 Charging�pressure�sensor
42 Broadband�oxygen�sensor�downstream�of�diesel�particulate�filter�(universal
oxygen�sensor�5.1/only�EURO�6�version)
43 Exhaust-gas�recirculation�valve�with�path�feedback
44 Throttle�valve�with�path�feedback
45 Swirl-flap�controller�with�path�feedback
46 Combustion�chamber�pressure�sensor
47 Coolant�temperature�sensor
48 Exhaust-gas�temperature�sensor�downstream�of�exhaust-gas�recirculation
cooler
49 Charge-air�temperature�sensor
50 Exhaust�temperature�sensor�upstream�of�catalytic�converter
51 Exhaust-gas�temperature�sensor�downstream�of�catalytic�converter�(only
EURO�6�version)

163
B37/B47�Engine.
9.�Engine�electrical�system.
9.1.1.�System�overview�for�engine�electrical�system

System�overview�for�electrical�system�in�the�B37�engine,�transmission�side

Index Explanation
1 Swirl-flap�controller
2 Exhaust�gas�pressure�sensor�upstream�of�exhaust�turbocharger
3 Broadband�oxygen�sensor�upstream�of�catalytic�converter
4 Exhaust�temperature�sensor�upstream�of�catalytic�converter
5 Differential�pressure�sensor
6 Exhaust-gas�recirculation�valve
7 Digital�Diesel�Electronics�(DDE)
8 Fuel�filter�heating
9 Starter�motor
10 Crankshaft�sensor
11 Electromotive�throttle�controller
12 Charge-air�temperature�sensor
13 Exhaust-gas�temperature�sensor�downstream�of�exhaust-gas�recirculation
cooler
14 Preheating�control�unit

164
B37/B47�Engine.
9.�Engine�electrical�system.

System�overview�for�electrical�system�in�the�B37�engine,�top�view

Index Explanation
1 Electrical�actuator�for�the�exhaust�turbocharger
2 Exhaust�gas�pressure�sensor�upstream�of�exhaust�turbocharger
3 Broadband�oxygen�sensor�upstream�of�catalytic�converter
4 Exhaust�temperature�sensor�upstream�of�catalytic�converter
5 Camshaft�sensor
6 Rail�pressure�regulating�valve
7 Digital�Diesel�Electronics�(DDE)
8 Hot�film�air�mass�meter
9 Battery,�positive�wire
10 Electric�fan
11 Electric�changeover�valve�for�exhaust-gas�recirculation�cooler
12 LIN�bus�(Local�Interconnect�Network)

165
B37/B47�Engine.
9.�Engine�electrical�system.
Index Explanation
13 Preheating�control�unit
14 Charging�pressure�sensor
15 Swirl-flap�controller
16 Rail�pressure�sensor

System�overview�for�electrical�system�in�the�B37�engine,�belt�side

Index Explanation
1 Electrical�actuator�for�the�exhaust�turbocharger
2 Exhaust�gas�pressure�sensor�upstream�of�exhaust�turbocharger
3 Coolant�temperature�sensor
4 Swirl-flap�controller
5 Oil�level�sensor
6 Solenoid�switch�for�starter�motor
7 Broadband�oxygen�sensor�downstream�of�diesel�particulate�filter
8 Exhaust�gas�temperature�sensor�downstream�of�catalytic�converter

166
B37/B47�Engine.
9.�Engine�electrical�system.
9.2.�Digital�Diesel�Electronics�(DDE)
The�designation�of�the�Digital�Diesel�Electronics�is�DDE�7.01.�The�Digital�Diesel�Electronics�(DDE)
is�the�computing�and�switching�centre�of�the�engine�control.�Sensors�on�the�engine�and�the�vehicle
deliver�the�input�signals,�the�actuators�implement�the�commands.�The�Digital�Diesel�Electronics
(DDE)�calculates�the�corresponding�activation�signals�for�the�actuators�from�the�input�signals�and�the
computing�models�and�characteristic�maps�stored�in�the�Digital�Diesel�Electronics.

The�operating�voltage�range�of�the�DDE�is�between�6�and�16 V.

An�ambient�pressure�sensor�and�a�temperature�sensor�are�integrated�in�the�Digital�Diesel�Electronics
(DDE).

The�ambient�pressure�sensor�permits�precise�determination�of�the�density�of�the�ambient�air.�This
information�is�required�for�various�diagnostic�functions.�In�addition,�in�the�event�of�a�failure�of�the�hot
film�air�mass�meter�a�precise�substitute�value�can�be�calculated�for�the�cylinder�filling�with�help�of
additional�input�variables.

The�temperature�sensor�measures�the�temperature�inside�the�control�unit.�If�the�temperature�there
rises�too�sharply,�multiple�fuel�injection�is�reduced�for�example�in�order�to�cool�the�output�stages
slightly�and�to�keep�the�temperature�inside�the�control�unit�in�a�non-critical�range.

9.2.1.�Functions�of�the�Digital�Diesel�Electronics�7.01
The�following�table�provides�an�overview�of�the�functions�and�adaptations,�as�well�as�relevant�service
functions�of�the�Digital�Diesel�Electronics�(DDE).

System Function/Adaptations Task Service�functions�in


ISTA
Alternator Start�load-response Prevents�the�current
function output�of�the�alternator
during�engine�start
Load-response�function Keeps�the�engine
speed�stable,�also�when
activating�consumers
Intelligent�generator Load-dependent�voltage
control control�of�the�gas
generator
Starter Automatic�engine�start/ Automatically�switches�off
motor stop�function the�engine
Start�torque�control Controls�the�fuel�injection Fuel�injection�rates�can
rate�during�engine�start be�adapted�(start�torque
depending�on�the�start increase)
current
Intake�air Charging�pressure�control Model-based�charging
pressure�control�(MBC�=
Model�Boost�Control)

167
B37/B47�Engine.
9.�Engine�electrical�system.
System Function/Adaptations Task Service�functions�in
ISTA
Swirl-flap�control Generates�a�swirl�of�the End�stops�must�be�taught
charge�air�for�optimal in
mixture�distribution�in�the
combustion�chamber
Cooling Temperature Controls�corresponding
system management temperature�characteristic
maps�via�various
actuators�such�as�the
active�air-flap�control,�the
fan�control,�the�injectors
and�the�switchable
coolant�pump
Fuel Low�pressure�control Needs-based�delivery�of Delete�adaptation�values
the�fuel�low�pressure after�replacement
High-pressure�control Needs-based�delivery�of Delete�adaptation�values
the�fuel�high�pressure after�replacement
Load�control Injection-rate�control�i.a.w.
load�requirements
Idle�speed�control Ensures�stable�idle Can�be�adapted�in�Service
position
Cutoff�speed�control Restricts�the�engine
speed
Combustion�control Monitors�the�combustion
process
Quantity�compensation Distributes�the�entire
control injection�quantity�to�the
various�cylinders�for
optimal�smooth�running
Zero�adjustment Determination�of�the Can�be�reset�via�"Delete
smallest�possible�fuel adaptations"
injection�rate
Mean�quantity�adaptation Adaptation�of�the�air-fuel Can�be�reset�via�"Delete
ratio�by�changing�the�hot adaptations"
film�air�mass�meter�signal
Variable�Close�Control Monitoring�of�the�closing
(VCC) function�of�the�solenoid
valve�injector�with
pressure-balanced�shift
element�(CRI�2.18/CRI
2.20)
Oxygen�sensor�adaptation Compensates�for�some Can�be�reset�via�"Delete
(additive�and�multiplicative age-related�processes adaptations"
mixture�adaptation) and�error-related�causes

168
B37/B47�Engine.
9.�Engine�electrical�system.
System Function/Adaptations Task Service�functions�in
ISTA
Exhaust Exhaust-gas�recirculation Map�control�of�the Exhaust-gas�recirculation
gas control exhaust-gas�recirculation rates�can�be�marginally
rates�(MCC�=�Model- adapted
Based�Charge�Control)
Particle�filter�regeneration Function�for�cleaning�the Can�be�manually
diesel�particulate�filter requested
Nitrogen�oxide�catalyst –�Control�the�storage�and
storage�control evacuation�of�nitrogen
oxide�(NOx)
–�Sulphur�loading�and
unloading�model
Comfort Cruise�control Automatically�keeps�the
driving�speed�specified�by
the�driver
Anti-jerk�control Monitors�irregular�engine
running�and�automatically
exits�abnormal�engine
speed�range
Consumption�calculation Provides�information�on Fuel�consumption�values
current�or�average�fuel displayed�can�be�adapted
consumption
Manual Engine�speed�adaptation Automatically�adapts
gearbox the�engine�speed�during
the�gear�shift�to�the
new�transmission�ratio
(smooth�engaging)
Braking Load�adaptation�(engine Prevents�the�sprockets
system drag�torque�control) blocking�by�automatically
(DSC) increasing�the�load�in
critical�driving�situations
during�the�overrun�phase

9.3.�Preheating�system
The�preheating�control�unit�receives�the�temperature�specifications�used�for�the�activation�of�the�glow
elements�from�the�engine�control�unit�via�the�local�interconnect�network�bus.�The�glow�elements�are
activated�as�required�according�to�the�temperature�specifications�via�a�pulse-width�modulated�signal.
The�preheating�control�unit�is�located�at�the�intake�air�system,�similar�to�earlier�engine�generations.

169
B37/B47�Engine.
9.�Engine�electrical�system.

Overview�of�the�preheating�system�in�the�B37�engine

Index Explanation
A Preheating�system�without�combustion�chamber�pressure�monitoring
B Preheating�system�with�combustion�chamber�pressure�monitoring
1 Grounding�cable
2 Preheating�control�unit
3 Glow�element,�cylinder�1
4 Glow�element,�cylinder�2
5 Glow�element,�cylinder�3
6 Digital�Diesel�Electronics�(DDE)
7 Electrical�connection�for�combustion�chamber�pressure�sensor�(3�pins)
8 Glow�element,�cylinder�2�with�combustion�chamber�pressure�monitoring
9 Connecting�cable�for�combustion�chamber�pressure�sensor�with�the�Digital
Diesel�Electronics�(DDE)
LIN Local�Interconnect�Network�(LIN�message)

A�special�feature�of�the�new�Bx7�engines�is�the�use�of�a�combustion�chamber�pressure�sensor.�A�total
of�two�different�preheating�systems�are�used

• Preheating�system�without�combustion�chamber�pressure�monitoring
• Preheating�system�with�combustion�chamber�pressure�monitoring.

Furthermore,�in�the�3-cylinder�diesel�engine�different�glow�elements�are�used�than�in�the�4-cylinder
diesel�engine.�The�following�table�provides�an�overview�of�the�different�variants.

170
B37/B47�Engine.
9.�Engine�electrical�system.
B37�basic�engine B37�engine, B47�basic�engine
CO2-optimised
Combustion�chamber - X X
pressure�monitoring
Steel�glow�element X X -
Ceramic�glow�element - - X

The�activation�voltage�of�the�steel�glow�elements�of�the�B37�engine�is�4.4�V.�In�contrast,�the�activation
voltage�of�the�ceramic�glow�elements�of�the�B47�engine�is�7.0V.�This�is�why�the�glow�elements
cannot�be�replaced�in�Service.�An�overloading�of�the�glow�elements�by�excess�voltage�may�cause
temperature-related�destruction�of�the�glow�element.�A�huge�risk�for�the�engine�is�that�glow�element
parts�may�fall�into�the�combustion�chamber�and�damage�the�cylinder�liners.

Different�glow�element�materials�are�used.�Due�to�the�different�activation,�there�must�be�a�guarantee
that�the�correct�glow�element�is�installed.

9.3.1.�Combustion�chamber�pressure�sensor
The�combustion�chamber�pressure�sensor�is�located�in�the�glow�element.�It�converts�the�combustion
chamber�pressure�to�a�voltage�signal.�The�transmission�of�the�analogue�signal�of�the�combustion
chamber�pressure�sensor�and�the�activation�of�the�glow�element�take�place�via�a�common�plug
connection.�In�contrast�to�other�manufacturers,�at�BMW�the�combustion�chamber�pressure�is�only
determined�at�one�cylinder.�As�the�other�cylinders�are�subject�to�the�same�time�drift,�combustion
chamber�pressure�monitoring�of�the�individual�cylinders�is�not�necessary.

Two�different�manufacturers�are�used�for�the�3-cylinder�diesel�engine�and�the�4-cylinder�diesel�engine.
The�following�table�provides�an�overview�of�the�technical�data�of�the�different�combustion�chamber
pressure�sensors.

B37�engine,�CO2-optimised B47�engine
Manufacturer Beru Bosch
Operating Strain�gauge Quartz�crystal�sensor�element
principle
Material Steel�glow�element�with�combustion Ceramic�glow�element�with
chamber�pressure�sensor combustion�chamber�pressure
sensor
Quantity 1 1
Installation Second�cylinder Second�cylinder
location
Working�area 0�-�200�bar 0�-�200�bar
Maximum 210 bar 250 bar
pressure

171
B37/B47�Engine.
9.�Engine�electrical�system.
B37�engine,�CO2-optimised B47�engine
Voltage 5 V 5 V
Signal�voltage 0.5�–�4.5�V 0.5�–�4.5�V
Signal�shape Analogue Analogue

The�following�reasons�were�decisive�for�the�use�of�a�combustion�chamber�pressure�sensor�in�some
engines:

• Higher�exhaust-gas�recirculation�rates
• Different�diesel�fuel�quality.

B37�engine

Glow�element�with�combustion�chamber�pressure�sensor�in�the�B37�engine

Index Explanation
1 Movable�glow�element
2 Sealing�diaphragm
3 Thread
4 Sensor�module�(strain�gauge)
5 Electronics�module
6 Electrical�conductor�glow�element
7 Electrical�connection

172
B37/B47�Engine.
9.�Engine�electrical�system.
The�combustion�chamber�pressure�is�transmitted�in�the�3-cylinder�diesel�engine�via�the�movable�glow
element�to�a�strain�gauge�element.�The�deformation�of�the�strain�gauge�is�recorded�by�the�sensor
element�as�a�modifying�variable�proportional�to�the�combustion�pressure�and�forwarded�to�the�DDE.
The�sensor�has�three�electrical�connections:�positive�terminal�and�negative�terminal�for�the�voltage
supply�and�a�signal�line�for�the�data�transfer.

The�sealing�diaphragm�enables�glow�element�movement�and�seals�the�sensor�module�in�the
combustion�chamber�pressure�sensor�to�the�combustion�chamber�pressure.

B47�engine

Glow�element�with�combustion�chamber�pressure�monitoring�in�the�B47�engine

Index Explanation
1 Movable�glow�element
2 Sealing�diaphragm
3 Sensor�module�(Piezo�element)
4 Electronics�module
5 Electrical�connection

The�combustion�chamber�pressure�is�transmitted�in�the�4-cylinder�diesel�engine�via�a�movable
glow�element�to�a�piezoelectric�element.�The�glow�element�movement�arising�from�the�combustion
pressure�is�transmitted�to�the�Piezo�element�in�the�form�of�a�force.�The�pressure�on�the�Piezo�element
creates�an�electrical�charge�in�the�quartz�crystal.�The�signal�amplification�and�generation�of�signal
voltage�are�effected�in�the�electronics�module.�The�sensor�has�three�electrical�connections:�positive
terminal�and�negative�terminal�for�the�voltage�supply�and�a�signal�line�for�the�data�transfer.

The�sealing�diaphragm�enables�glow�element�movement�and�seals�the�sensor�module�in�the
combustion�chamber�pressure�sensor�to�the�combustion�chamber�pressure.

173
B37/B47�Engine.
9.�Engine�electrical�system.
Signals�of�the�combustion�chamber�pressure�sensor

2-channel�measurement�of�the�combustion�chamber�pressure�sensor�signal�and�fuel�injection�signal

Index Explanation
A Voltage�signal,�combustion�chamber�pressure�sensor
B Current�course,�solenoid�valve�injector
t Time�axis
1 Pre-injection
2 Main�injection
3 Combustion�process
4 Ignition�delay

The�very�small�nozzle�holes�of�the�solenoid�valve�injectors�are�prone�to�contamination.�The
contamination�resulting�at�the�nozzle�holes�from�higher�exhaust-gas�recirculation�rates�and�poor�diesel
fuel�quality�shifts�the�combustion�process�in�the�"late"�direction.�A�reason�for�the�shift�is�that�the
injector�is�in�fact�opened�at�the�correct�time,�but�the�entire�diesel�volume�is�available�too�late�in�the
combustion�chamber�for�the�combustion�due�to�the�lower�flow�rates.�The�following�effects�can�be
expected�in�the�event�of�a�non-optimal�combustion�process:

• Increased�fuel�consumption
• Increased�nitrogen�oxide�(NOx)�emissions
• Increased�particle�mass
• Increased�combustion�noises.

174
B37/B47�Engine.
9.�Engine�electrical�system.

Combustion�control�in�the�Bx7�engine

Index Explanation
A Fuel�injection�signal
B Combustion�chamber�pressure�signal
C Speed�signal
1 Solenoid�valve�injector
2 Combustion�chamber�pressure�sensor
3 Digital�Diesel�Electronics�(DDE)
4 Active�crankshaft�sensor

The�combustion�chamber�pressure�monitoring�enables�combustion�control�by�adapting�the�start�of
injection�to�the�combustion�chamber�pressure�process.�The�key�sensor�signals�for�the�combustion
control�are:

• The�crankshaft�engine�speed�signal�for�the�determination�of�the�piston�position
• The�combustion�chamber�pressure�signal�for�the�determination�of�the�combustion�process.

On�the�activation�side�the�DDE�activates�the�solenoid�valve�injector�at�the�determined�time.�The
crankshaft�engine�speed�signal�is�used�for�the�orientation�of�the�start�of�activation.

The�combustion�control�thus�reduces�the�fuel�consumption�and�the�pollutant�emissions.

175
B37/B47�Engine.
9.�Engine�electrical�system.

If�the�permissible�maximum�tightening�torque�is�exceeded,�it�may�cause�damage�to�the�combustion
chamber�pressure�sensor.

176
Bayerische�Motorenwerke�Aktiengesellschaft
Händlerqualifizierung�und�Training
Röntgenstraße�7
85716�Unterschleißheim,�Germany

You might also like