Technical�training.

Product�information.
N74TU2�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:�November�2018

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.

The�information�contained�in�the�training�course�materials�is�solely�intended�for�participants�in�this
training�course�conducted�by�BMW�Group�Technical�Training�Centers,�or�BMW�Group�Contract
Training�Facilities.

This�training�manual�or�any�attached�publication�is�not�intended�to�be�a�complete�and�all�inclusive
source�for�repair�and�maintenance�data.�It�is�only�part�of�a�training�information�system�designed�to
assure�that�uniform�procedures�and�information�are�presented�to�all�participants.

For�changes/additions�to�the�technical�data,�repair�procedures,�please�refer�to�the�current�information
issued�by�BMW�of�North�America,�LLC,�Technical�Service�Department.

This�information�is�available�by�accessing�TIS�at�www.bmwcenternet.com.

Additional�sources�of�information

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

• Owner's�Handbook
• Integrated�Service�Technical�Application
• Aftersales�Information�Research�(AIR)

The�information�contained�in�this�manual�is�not�to�be�resold,�bartered,�copied,�or�transferred
without�the�express�written�consent�of�BMW�of�North�America,�LLC�(“BMW�NA”).

©2019�BMW�of�North�America,�LLC

The�BMW�name�and�logo�are�registered�trademarks.�All�rights�reserved.
N74TU2�Engine
Contents
1. Introduction............................................................................................................................................................................................................................................. 1
1.1. Models..................................................................................................................................................................................................................................... 1
1.2. History...................................................................................................................................................................................................................................... 1
1.3. Technical�data............................................................................................................................................................................................................. 2
1.3.1. Full�load�diagram................................................................................................................................................................... 3
1.3.2. Engine�identification........................................................................................................................................................ 4
1.4. Overview............................................................................................................................................................................................................................... 5

2. Engine�Mechanical..................................................................................................................................................................................................................... 6
2.1. Cylinder�head............................................................................................................................................................................................................... 6
2.2. Camshafts.......................................................................................................................................................................................................................... 7
2.2.1. Camshafts........................................................................................................................................................................................ 7

3. Oil� Supply................................................................................................................................................................................................................................................... 8

4. Cooling............................................................................................................................................................................................................................................................. 9

5. Fuel�Preparation......................................................................................................................................................................................................................... 10
5.1. Overview.......................................................................................................................................................................................................................... 10
5.2. Fuel�pump�control............................................................................................................................................................................................ 12
5.3. High�pressure�pump..................................................................................................................................................................................... 12
5.4. Injectors.............................................................................................................................................................................................................................12

6. Fuel� Supply......................................................................................................................................................................................................................................... 15
6.1. Carbon�canister.................................................................................................................................................................................................... 15

7. Engine�Electrical�System.......................................................................................................................................................................................... 16
7.1. Engine�control�unit.......................................................................................................................................................................................... 16
7.1.1. DME�Generation�8..........................................................................................................................................................16
7.1.2. Engine�control,�cylinder�bank�1.................................................................................................................18
7.1.3. Engine�control,�cylinder�bank�2.................................................................................................................21
N74TU2�Engine
1.�Introduction
With�the�BMW�M760i�xDrive�the�revised�12-cylinder�N74TU2�engine�with�M-Performance�TwinPower
turbo�technology�will�be�brought�to�market�in�March�of�2019�in�the�G12�LCI.

The�N74TU2�engine�is�the�successor�to�the�N74TU�engine,�but�has�many�technological�similarities.
This�results�in�an�increase�in�the�fuel�injection�pressure�from�200 bar�to�350 bar,�making�us�of�a
new�Digital�Motor�Electronics�system�(DME).�Furthermore,�the�N74TU2�engine�contains�additional
changes�to�details�in�the�engine�electrical�system.

Only�the�differences�between�the�N74TU2�engine�and�N74TU�engine�are�described�in�this�document.

1.1.�Models
Models�with�a�N74TU2�engine�for�launch�in�March�2019:

Model Series Engine Power�in Torque�in�Nm/lb-ft/rpm

kW/HP
BMW�M760i�xDrive G12�LCI N74B66U2 448/600 850/627/1550-5000

1.2.�History
BMW�12-cylinder�gasoline�engines:

Engine Model Series Displacement Power�in Torque Used

in�cc kW/hp in�Nm as�of
M70B50 750i E32 4988 220/300 450 05/87
M70B50 850i E31 4988 220/300 450 04/90
M70B50 750i E32 4988 220/300 450 09/90
M73B54 750i E38 5379 240/326 490 09/94
M73B54 850Ci E31 5379 240/326 490 09/94
N73B60 760i E65 5972 327/445 600�rpm 09/02
N73B60 760Li E66 5972 327/445 600�rpm 09/02
N74B60 760Li F01 5972 400/544 750 09/09
N74B60 760Li F02 5972 400/544 750 09/09
M760i
N74B66U1 G12 6592 448/600 800 11/16
xDrive

1
N74TU2�Engine
1.�Introduction
1.3.�Technical�data
G12/M760i�xDrive G12/M760i�xDrive
N74B66U1 N74B66U2
Design V12�60° V12�60°
Firing�order 1-7-5-11-3-9- 1-7-5-11-3-9-
6-12-2-8-4-10 6-12-2-8-4-10
Displacement [cc] 6592 6592
Bore�hole/Stroke [mm] 89/88.3 89/88.3
Power�output [kW/hp] 448/600 448/600
at�engine�speed [rpm] 5500 5500-6500
Torque [Nm/lb-ft] 800/590 850/627
at�engine�speed [rpm] 1550-5000 1550-5000
Cutoff�speed [rpm] 6500 6500
Compression�ratio [ε] 10.0 10.0
Distance�between [mm] 98 98
cylinders
Valves�per�cylinder 4 4
Intake�valve�diameter [mm] 33.2 33.2
Exhaust�valve�diameter [mm] 29 29
Diameter�of�crankshaft [mm] 65 65
main�bearing�journals
Diameter�of�crankshaft [mm] 54 54
connecting�rod�bearing
journals
Engine�control 2�x�DME�8.C0 2�x�DME�8.CT
Acceleration�0‐60�mph Seconds 3,6 3.6
Maximum�speed mph 155 155
Exhaust�emission Ultra�Low�Emission Ultra�Low�Emission
standards Vehicle�(ULEV)�II Vehicle�(ULEV)�II

2
N74TU2�Engine
1.�Introduction
1.3.1.�Full�load�diagram
The�full�load�diagram�shows�the�performance�data�of�the�N74TU2�engine.

N74TU2�engine,�full�load�diagram�in�comparison�to�the�N74TU1�engine

3
N74TU2�Engine
1.�Introduction
1.3.2.�Engine�identification

Engine�designation

In�the�technical�documentation�the�engine�designation�is�used�to�ensure�clear�identification�of
engines.

The�N74TU2�engine�market�launch�has�the�following�specifications:�N74B66U2.

The�technical�documentation�also�contains�the�short�form�of�the�engine�designation�N74TU2,
which�only�indicates�the�engine�type.

This�is�broken�down�as�follows:

Index Explanation
N BMW�Group�"New�Generation"
7 12-cylinder�engine
4 Engine�with�high-pressure�injection�and
turbocharging
B Gasoline�engine
66 6.6�liter�capacity
U Lower�power�stage
2 Second�revision

Engine�identification�and�engine�number

The�engines�have�an�identification�mark�on�the�crankcase�to�ensure�unambiguous�identification
and�classification.�Engine�identification�is�also�necessary�for�approval�by�the�authorities.�The�first�7
characters�are�relevant�here.�The�N74TU2�engine�identification�corresponds�to�the�new�standard,
whereby�the�first�6�characters�match�those�of�the�engine�designation.�The�seventh�character�is
a�sequential�letter�that�can�be�used�for�different�distinctions,�such�as�the�power�stage�or�exhaust
emission�standard.�A�fixed�correlation�is�not�possible�–�though�an�"A"�generally�refers�to�the�basic
model.

The�engine�number�is�a�sequential�number�that�permits�unique�identification�of�individual�engines.
Engine�identification�and�number�are�located�on�the�crankcase�behind�the�mounting�bracket�for�the�air
conditioning�compressor.

4
N74TU2�Engine
1.�Introduction
1.4.�Overview
The�following�table�lists�the�most�important�changes�to�the�N74TU2�engine�in�comparison�to�the
N74TU�engine.�More�detailed�information�can�be�found�in�the�thematic�chapters.

Assembly N74TU�engine N74TU2�engine

Cylinder�heads Adaptation�to�the�solenoid�valve Geometric�adaptation�of�the�cylinder
injectors heads�(HDE�6)
Camshafts New�intake�camshafts�with�adapted
cam�shape�(HDP�6)
Cooling Analog�activation�of�the�electric LIN-Bus�activation�of�the�electric
coolant�pumps coolant�pumps
Exhaust Engine-proximate�catalytic Engine-proximate�catalytic
gas�after- converters converters
treatment
Exhaust Turbine�housing�as�integrally-cast�manifold�/�turbine�housing�unit.
turbocharger Electromechanical�wastegate�valve�actuator�and�air-diverter�valves.
Fuel High-pressure�injection�with�solenoid High-pressure�injection�HDE�6�with
preparation valve�injectors�HDEV�5.2 up�to�350 bar�and�solenoid�valve
injectors�HDEV�6
Engine�control DME�8.C0 DME�8.CT�(not�cooled�by�coolant)

5
N74TU2�Engine
2.�Engine�Mechanical
The�engine�mechanics�of�the�N74TU2�engine�conforms�to�a�large�extent�to�the�engine�mechanics�of
the�N74TUengine.�The�engine�mechanics�of�the�N74TU2�include�the�following�changes:

• Geometric�adaptation�of�the�cylinder�head�to�the�HDE�6�with�up�to�350 bar.
• Geometric�adaptation�of�the�intake�camshaft�to�the�HDE�6�with�up�to�350 bar.

2.1.�Cylinder�head
The�design�of�the�cylinder�head�in�the�N74TU2�engine�is�also�characterized�by�the�central�location
of�the�injector�and�spark�plug�in�the�combustion�chamber.�The�cylinder�head�in�the�N74TU2�engine
has�the�same�design�concept�as�that�of�the�N74TU�engine,�but�has�been�re-adapted�for�the�N74TU2
engine.

To�support�the�new�HDEV�6�injectors,�the�holes�in�the�cylinder�head�had�to�be�adapted.�Furthermore,
the�supports�and�roller�tappets�for�the�HDP�6�high�pressure�pump�have�been�adapted�to�the�cylinder
head.

N74TU2�engine,�cylinder�head

Index Explanation
1 Mounting�for�high�pressure�pump
2 Injector�hole

6
N74TU2�Engine
2.�Engine�Mechanical
2.2.�Camshafts

2.2.1.�Camshafts
The�N74TU2�engine�possesses�the�known�camshafts�in�a�lightweight�construction.�All�cams�are
forced�onto�knurled�points.�The�intake�camshafts�also�each�have�one�triple�cam�to�drive�the�high
pressure�pumps.�The�geometry�of�the�triple�cam�has�been�widened�on�the�inlet�side�to�comply�with
the�requirements�of�the�350-bar�high-pressure�injection.

N74TU2�engine,�intake�camshaft�comparison

Index Explanation
1 Intake�camshaft�N74TU�engine
2 Intake�camshaft�N74TU2�engine

7
N74TU2�Engine
3.�Oil�Supply
The�oil�supply�of�the�N74TU2�engine�is�the�same�as�the�oil�supply�of�the�N74TU�engine.

8
N74TU2�Engine
4.�Cooling
Apart�from�some�minor�changes,�the�cooling�system�is�the�same�as�the�cooling�system�of�the�N74TU
engine.�The�following�changes�have�been�made�to�the�cooling�system�in�the�N74TU2�engine:

• Connection�of�the�electric�coolant�pumps�to�the�Digital�Motor�Electronics�(DME)�via�LIN�bus.
(N74TU�engine�=�PWM)
• In�the�charge�air�cooling�circuit,�the�cooling�of�the�two�control�units�of�the�Digital�Motor
Electronics�(DME)�has�been�discontinued.

9
N74TU2�Engine
5.�Fuel�Preparation
For�the�N74TU2�engine,�the�high-pressure�injection�HDE�6�is�used.

Changes�were�made�in�regard�to�the�fuel�injection�pressure,�which�can�now�range�up�to�350�bar.
Increasing�the�fuel�injection�pressure�from�200�bar�to�350�bar�results�in�the�following�advantages:

• Improved�fuel�atomization
• More�efficient�mixture
• Reduced�fuel�wall�film�formation
• Shorter�injection�periods

These�advantages�due�to�the�fuel�injection�pressure�increase�to�350�bar�led�to�the�following
improvements:

• Reduction�in�particle�emissions
• Improved�engine�response�under�high�engine�load
• Improved�throttle�response�with�dynamic�engine�operation.

5.1.�Overview
The�following�overview�shows�the�fuel�preparation�of�the�N74TU2�engine.�It�essentially�corresponds�to
the�systems�with�direct�fuel�injection�familiar�in�BMW�models.�Only�the�routing�of�the�fuel�feed�line�to
the�high�pressure�pumps�has�been�modified�and�adapted.

10
N74TU2�Engine
5.�Fuel�Preparation

N74TU2�engine,�fuel�preparation

Index Explanation
1 Rail�pressure�sensor
2 Rail
3 High�pressure�line,�rail�-�injector
4 Fuel�quantity�control�valve
5 High�pressure�pump
6 Fuel�low-pressure�sensor
7 Fuel�delivery�line
8 Injector

11
N74TU2�Engine
5.�Fuel�Preparation
5.2.�Fuel�pump�control
The�electric�fuel�pump�delivers�the�fuel�from�the�fuel�tank�via�the�feed�line�to�the�high�pressure
pump�at�a�primary�pressure�of�5.9 bar.�The�on-load�speed�control�is�effected�via�the�Digital�Motor
Electronics.

5.3.�High�pressure�pump
The�well-known�Bosch�HDP�6�high�pressure�pump�is�used.�This�is�a�single-piston�pump�driven�from
the�exhaust�camshaft�via�a�triple�cam.�So�that�sufficient�fuel�pressure�is�guaranteed�in�each�load
condition�of�the�engine,�a�high�pressure�pump�is�used�in�the�N74TU2�engine�for�each�cylinder�bank.
The�pump�piston�and�the�tappet�have�been�modified�on�the�high-pressure�pump,�along�with�material
adaptations.�Its�structural�shape�is�already�known�from�the�4,�8�and�12-cylinder�engines.

5.4.�Injectors
Bosch�high-pressure�fuel�injection�valves�with�the�designation�HDEV�6�with�CVO�are�used.�Due�to�the
fuel�system�pressure�increase�from�200 bar�to�350 bar,�the�HDEV�6�solenoid�valve�injectors�have�been
optimized�using�suitable�materials�and�coatings.

12
N74TU2�Engine
5.�Fuel�Preparation

N74TU2�engine,�injector

Work�on�the�fuel�system�is�only�permitted�after�the�engine�has�cooled�down.�The�coolant�temperature
must�not�exceed�40�°C�/�104�°F.�This�stipulation�must�be�observed�without�fail,�as�otherwise�there�is�a
risk�of�fuel�being�sprayed�back�on�account�of�the�residual�pressure�in�the�high-pressure�fuel�system.

When�working�on�the�high-pressure�fuel�system,�it�is�essential�to�adhere�to�conditions�of�absolute
cleanliness�and�to�observe�the�work�sequences�described�in�the�repair�instructions.�Even�the�slightest
contamination�and�damage�to�the�screw�connections�of�the�high-pressure�lines�can�cause�leaks.

When�working�on�the�fuel�system�of�the�N74TU2�engine,�it�is�important�to�ensure�that�the�ignition�coils
are�not�fouled�with�fuel.�The�resistance�of�the�silicone�material�is�greatly�reduced�by�sustained�contact
with�fuel.�This�may�result�in�flashovers�on�the�spark�plug�head�and�thus�in�misfires.

• Before�making�any�modifications�to�the�fuel�system,�without�fail�remove�the�ignition�coils�and
protect�the�spark�plug�shaft�against�ingress�of�fuel�by�covering�with�a�cloth.
• Prior�to�a�new�installation�of�the�solenoid�valve�injectors,�the�ignition�coils�must�be
disassembled�and�the�highest�possible�level�of�hygiene�ensured.
• Ignition�coils�heavily�fouled�by�fuel�must�be�replaced.

13
N74TU2�Engine
5.�Fuel�Preparation
• The�CVO�function�comprises�the�"injector"�and�"Digital�Motor�Electronics"�(DME)�system
components.�These�components�therefore�have�to�be�identified�with�the�vehicle�identification
number�in�the�EPC�in�the�event�of�a�replacement.
• Where�injectors�and�DME�support�the�CVO�function,�the�injection�quantity�compensation
during�the�replacement�of�one�of�the�components�is�omitted.
• An�excessive�rotational�angle�at�the�injector�shank,�and�excessive�tensile�and�compressive
forces�during�removal�and�installation�can�lead�to�damage�and�therefore�leaks�in�the�fuel
system.
• The�stems�of�the�solenoid�valve�injectors�can�only�withstand�a�certain�tensile�force�and�a
certain�torque.�When�removing�and�installing�the�injectors�it�is�essential�to�follow�the�specific
procedure�set�out�in�the�repair�instructions,�as�otherwise�the�injectors�may�be�damaged.
• Due�to�the�design,�dirt�particles,�grains�of�sand,�etc.�may�enter�the�shafts�of�the�injectors�and
spark�plugs�during�operation,�particularly�in�dusty�environments�with�poor�road�surfaces.
Before�disassembly,�the�shafts�must�be�blown�out�with�a�sharp�jet�of�compressed�air�from�all
possible�angles�and�positions�using�the�longest�available�lance.�Once�the�injector�or�spark
plug�has�been�removed,�any�particles�should�also�be�cleared�from�the�edge�of�the�bore�hole.
• For�any�service�work�required,�the�current�information�and�specifications�in�the�documents�in
the�Integrated�Service�Technical�Application�(ISTA)�must�be�observed�in�each�case.

14
N74TU2�Engine
6.�Fuel�Supply
The�fuel�supply�system�corresponds�to�the�fuel�supply�system�of�the�N74TUengine,�except�for�some
minor�changes.�The�following�changes�have�been�made�to�the�fuel�supply�system�in�the�N74TU2:

• Introduction�of�a�larger�active�carbon�filter�to�satisfy�exhaust�emission�standards.

6.1.�Carbon�canister
The�basic�function�of�the�carbon�canister�has�not�changed.�The�greater�volume�only�serves�to�hold�a
greater�quantity�of�fuel�vapors�and�to�achieve�a�longer�intermediate�storage�before�flushing�by�the�tank
vent�valve.

N74TU2�engine;�active�carbon�filter

Index Explanation
1 Carbon�canister
2 Ventilation�to�atmosphere
3 Tank�ventilation
4 To�tank�vent�valve

15
N74TU2�Engine
7.�Engine�Electrical�System
7.1.�Engine�control�unit
The�Digital�Motor�Electronics�(DME)�is�the�computing�and�switching�center�of�the�engine�control
system.�Sensors�on�the�engine�and�on�the�vehicle�deliver�the�input�signals.�The�signals�for�activating
the�actuators�are�calculated�from�the�input�signals,�the�setpoint�values�calculated�using�a�computing
model�in�the�DME�control�unit�and�the�stored�characteristic�maps.�The�DME�control�unit�activates�the
actuators�directly�or�via�relays.

The�DME�control�unit�is�woken�up�via�the�wake-up�line�(terminal�15�Wake�up).

The�after-run�begins�once�the�terminal�is�switched�to�OFF.�The�adaptation�values�are�stored�during�the
after-run.�The�DME�control�unit�uses�a�bus�signal�to�signal�its�readiness�to�"go�to�sleep".�When�all�the
participating�control�units�have�signalled�their�readiness�to�"go�to�sleep",�the�bus�master�outputs�a�bus
signal�and�the�control�units�terminate�communication�5�seconds�later.

The�printed�circuit�board�in�the�DME�control�unit�accommodates�2�sensors:�a�temperature�sensor
and�an�ambient�pressure�sensor.�The�temperature�sensor�is�used�to�monitor�the�temperature�of�the
components�in�the�DME�control�unit.�The�ambient�pressure�is�required�for�calculating�the�mixture
composition.

7.1.1.�DME�Generation�8
A�new�generation�of�Bosch�engine�control�units�is�used�in�the�N74TU2�engine.�The�8th�generation�of
engine�electronics�(DME)�represents�a�joint�control�unit�platform�for�petrol�and�diesel�engines�and�is
already�used�for�modular�engines.�Its�appearance�is�characterized�by�a�uniform�housing�and�a�uniform
connector�strip.�However,�the�hardware�inside�has�been�adapted�to�the�various�applications.

The�control�unit�code�(DME�8.CT.0)�can�be�decoded�as�follows:

Abbreviation Meaning
DME Digital�Motor�Electronics
8 Control�unit�generation
C Number�of�cylinders�as�hexadecimal�figure
T Technical�update
0 Vehicle�electrical�system�architecture

Number�of�cylinders�as�hexadecimal�figure:

• 4�=�4-cylinder�engine
• 6�=�6-cylinder�engine
• 8�=�8-cylinder�engine
• C�=�12-cylinder�engine.

Hardware�variant:

• T�=�TU1�(technical�revision�1)

16
N74TU2�Engine
7.�Engine�Electrical�System
Vehicle�electrical�system�architecture:

• 0�=�variant�electrical�system�2015
• 1�=�variant�electrical�system�2018

Examples�for�petrol�engines:

• DME�8.6.1�=�B58�(variant�electrical�system�2)
• DME�8.8.0�=�N63TU2�(variant�electrical�system�1)
• DME�8.8T.0�=�N63TU3�(variant�electrical�system�1)
• DME�8.CT.0�=�N74TU2�(vehicle�electrical�system�variant�1).

This�is�why�the�N74TU2�engine�features�Bosch�Digital�Motor�Electronics�with�the�designation�DME
8.CT.0.�A�separate�engine�control�unit�is�fixed�to�the�engine�for�every�cylinder�bank.�The�actuators�and
sensors�of�cylinder�bank�1�are�assigned�to�the�DME�1�control�unit;�accordingly,�the�DME�2�control�unit
is�responsible�for�the�functions�of�cylinder�bank�2.�DME�1�is�the�primary�control�unit�and�receives�all
information�concerning�the�entire�engine,�such�as�regarding�the�crankshaft�sensor,�and�provides�it�to
the�DME�2�control�unit�directly�or�via�the�bus�system.�Due�to�the�variety�of�sensors�and�actuators�it
was�deemed�necessary�to�use�2�control�units.

17
N74TU2�Engine
7.�Engine�Electrical�System
7.1.2.�Engine�control,�cylinder�bank�1

N74TU2�engine,�DME�1�system�wiring�diagram�for�DME�8.CT
18
N74TU2�Engine
7.�Engine�Electrical�System
Index Explanation
1 Engine�electronics�DME�1�8.C
2 Ambient�pressure�sensor
3 Temperature�sensor
4 FlexRay
5 PT-CAN
6 PT‐CAN2
7 Coupler�CAN
8 Tank�leak�diagnosis,�Natural�Vacuum�Leak�Detection�(NVLD)
9 Body�Domain�Controller�(BDC)
10 Power�distribution�box
11 Fuel�pump�control�module�(EKPS)
12 Relay�for�electric�fan
13 Electric�fan
14 Data-map�thermostat
15 Electric�coolant�pump,�charge�air�cooler
16 Oil�pressure�control�valve
17 Blow-off�valve
18 Tank�vent�valve
19 VANOS�solenoid�valve,�intake�camshaft
20 VANOS�solenoid�valve,�exhaust�camshaft
21 Electric�coolant�pump,�exhaust�turbocharger
22 Electrical�exhaust�flap�controller�(EAKS)
23 Quantity�control�valve
24-29 Injectors�(cylinders�1-6)
30-35 Ignition�coils�(cylinders�1-6)
36 Earth
37 Electric�wastegate�valve�controller
38 Oxygen�sensor�LSF�4.2
39 Oxygen�sensor�LSU�ADV
40 Diagnostic�connector
41 Charging�pressure�sensor�after�throttle�valve
42 Rail�pressure�sensor
43 Charge�air�temperature�and�charging�pressure
sensor�upstream�of�throttle�valve
44 Knock�sensors�1–2

19
N74TU2�Engine
7.�Engine�Electrical�System
Index Explanation
45 Knock�sensors�3–4
46 Knock�sensors�5–6
47 Hot�film�air�mass�meter�7
48 Camshaft�sensor,�intake�camshaft
49 Camshaft�sensor,�exhaust�camshaft
50 Crankshaft�sensor�(Y-cabling�at�DME�1�and�DME�2)
51 Accelerator�pedal�module
52 Throttle�valve
53 Engine�temperature�(sensor�at�housing�of�coolant�pump)
54 Coolant�temperature�sensor�at�radiator�outlet
55 Oil�temperature�sensor
56 Oil�pressure�sensor
57 DME-1-/DME-2�coding
58 Oil-level�sensor
59 Intelligent�Battery�Sensor�(IBS)
60 Alternator

20
N74TU2�Engine
7.�Engine�Electrical�System
7.1.3.�Engine�control,�cylinder�bank�2

N74TU2�engine,�DME�2�system�wiring�diagram�for�DME�8.CT
21
N74TU2�Engine
7.�Engine�Electrical�System
Index Explanation
1 Engine�electronics�DME�2�8.C
2 Ambient�pressure�sensor
3 Temperature�sensor
4 FlexRay
5 PT-CAN
6 PT‐CAN2
7 Coupler�CAN
8 Body�Domain�Controller�(BDC)
9 Power�distribution�box
10 VANOS�solenoid�valve,�intake�camshaft
11 VANOS�solenoid�valve,�exhaust�camshaft
12 Quantity�control�valve
13 Electrical�exhaust�flap�controller�(EAKS)
14 Blow-off�valve
15 Tank�vent�valve
16-21 Injectors�(cylinders�7-12)
22-27 Ignition�coils�(cylinders�7-12)
28 Earth
29 Electric�wastegate�valve�controller
30 Oxygen�sensor�LSF�4.2
31 Oxygen�sensor�LSU�ADV
32 Charging�pressure�sensor�after�throttle�valve
33 Rail�pressure�sensor
34 Charge�air�temperature�and�charging�pressure
sensor�upstream�of�throttle�valve
35 Knock�sensors�7–8
36 Knock�sensors�9–10
37 Knock�sensors�11–12
38 Hot�film�air�mass�meter�7
39 Camshaft�sensor,�intake�camshaft
40 Camshaft�sensor,�exhaust�camshaft
41 Crankshaft�sensor
42 DME-1-/DME-2�coding
43 Alternator
44 Throttle�valve

22
N74TU2�Engine
7.�Engine�Electrical�System

Do�not�attempt�any�trial�replacement�of�control�units.

Because�of�the�electronic�immobilizer,�a�trial�replacement�of�control�units�from�other�vehicles�must�not
be�attempted�under�any�circumstances.

The�connector�concept�is�identical�to�that�on�the�modular�engines�and�features�a�Nano�MQS
connector�system�(Micro�Quadlock�System).�There�is�a�logical�division�into�6�modules.

Measurements�on�the�wiring�harness�may�only�be�taken�using�measuring�procedures�approved�by
BMW.�Use�of�the�incorrect�tools,�such�as�measuring�probes,�can�damage�the�plug-in�contacts.

N74TU2�engine,�connections�for�DME�8.CT

Index Explanation
1 Engine�electronics�DME�8.CT
2 Module�600,�injection�and�ignition
3 Module�500,�DME�supply
4 Module�400,�Valvetronic�servomotor
5 Module�300,�sensors�and�actuators�2
6 Module�200,�sensors�and�actuators�1
7 Module�100,�vehicle�connection

23