Table of Contents M Engines Subject Page Motorsport Engines History.6 Motorsport Engine History .6 S38 (M88) .6 S14 .7 S50 (US).8 S52 .8 S54 .9 S62.10 Formula One Engine.11 S65 .14 S85B50 Engine.18 Engine Block and Bedplate.18 Bedplate Sealing .19 Oil Pan .19 Crankshaft.19 Connecting Rods.19 Pistons .20 Cylinder Head and Valvetrain .20 Cylinder Head Cover.20 Valves.20 Valve Springs .21 Valve Keepers .21 Initial Print Date: 05/09 Revision Date: Table of Contents Subject Page Hydraulic Valve Actuators (HVA).21 Camshaft.22 Camshaft Drive.22 VANOS .22 VANOS Actuators .24 VANOS Gear Mechanism.26 VANOS High Pressure Pump .29 Lubrication System.32 Oil Pumps .33 Electric Oil Pumps.35 Oil Spray Nozzles.35 Oil Filter Housing.35 Cooling System.36 Radiator .36 Thermostat .36 Water Pump .36 Throttle Valves .37 Idle Control .37 Secondary Air System .38 Exhaust System.38 S65B40 Engine.59 Engine Block with Bedplate Construction.59 Crankshaft .60 Connecting Rods .60 Pistons.60 Oil Supply.61 Table of Contents Subject Page Cylinder Head .63 Hydraulic Bucket Tappet .64 Camshaft Drive .64 VANOS .65 Individual Throttle Body System .68 Air Intake System .69 Secondary Air System .70 Oil Separators .70 Cooling System.71 Fuel System.73 Exhaust System.74 S54B32 Engine.76 Engine Block .77 Crankshaft and Bearings.77 Connecting Rods and Bearings.78 Pistons and Piston Rings.78 Oil Pump.79 Testing Oil Pressure .79 Crankcase Ventilation.80 Cylinder Head .81 Camshaft Drive .82 Camshafts .82 Valve Train.83 Valves .85 Valve Springs.85 VANOS .86 Table of Contents Subject Page VANOSUnit .86 VANOS Hydraulic System.90 Workshop Hints .91 Intake Air Plenum .92 Intake Air System .92 Fuel Supply .93 Clutch Assembly.93 Exhaust System.93 M Engines Model: E9X M3, E60 M5, E63/E64 M6, E85/E86 M Roadster and M Coupe Production: From Start of Production After completion of this module you will be able to: • Understand the construction of the current Motorsport engines. • Identify engine components. • Perform basic engine services on the S85 and S54 engines. M Engines 5 6 M Engines Motorsport Engines History Motorsport Engine History Since 1972, BMW M GmbH, the “motorsport” division of BMW has been turning out some of the most powerful and legendary engine packages in the auto industry. The letter “M” has been referred to as “the most powerful letter in the world”. Customers who are familiar with the “M” badge know that when the buy an M-car, they have come to expect something special under the hood. Ml S38 (M88) The first BMW motorsport engine was the in-line 6-cylinder known then as the M88. This engine was introduced with the legendary Ml in 1978. Since then, the M88 engine has been known as the S38 in production vehicles. In the Ml, the M88 produced 277hp which was impressive for a 6-cylinder engine in 1978. The S38 engine, which was a slightly “de-tuned” version of the M88, was first introduced into the US market in the E28 M5 in 1988. The 256 hp S38 featured some of the BMW motorsport philosophy which is still in use today. Innovations such as individual throttles, 4 valves per cylinder, light¬ weight valvetrain and steel crankshaft are still in use on current M engines. The E24 M6 also took advantage of the S38 engine technology through its production life. The M6 was available in the US in 1987 and 1988. S14 BMW produced a “Motorsport” version of the E30 which was intro¬ duced a year before the M5. The first M3 featured a Formula One derived race bred powerplant that came to be known as the SI 4. The SI 4 was a 2.3 liter, 4-cylinder engine capable of 192 hp at 6750 rpm. Considering that this is a “naturally aspired” engine, a 4-cylinder engine producing 192 horsepower was impressive especially in 1987. The SI 4 engine was a further development of the 4-cylinder engine which was used to propel the BMW Brabham FI car to the 1983 FI World Championship. The Formula 1 engine (Ml 2/MI 3) was derived from the “stock block” Ml 0 engine. The Ml 2/MI 3 FI engine displaced 1.5 liters, was turbocharged and capable of pro¬ ducing in excess of 1100 bhp. This is an impressive feat for an engine which was developed from a stock powerplant. The exten¬ sive research and development of the Formula 1 engine led to the SI 4 engine ultimate production of the SI 4. SI 4 engine Formula 1 engine (Ml2/MI3) M Engines 7 8 M Engines S50 (US) The E30 M3 was discontinued in 1991. The next generation M3 would not be available until 1995. The E36 M3 was based on the new 3 series coupe introduced in 1991. This was the first time that a 6-cylinder was available in the M3. The new S50 (US) engine was derived from the M50TU already in use at that time. The new M3 engine produced 240 hp and dif¬ fered considerably from the European version. The S50 (US) engine was only available for one year (1995). In order to comply with OBD II regulations, the S50 was discontinued in favor of the S52 in 1996. The S52 was a 3.2 liter engine using Siemens engine management. S52 In 1996, the M3 received the new S52 3.2 liter engine which pro¬ duced 240 hp. This was the first OBDII compliant “M” engine and also the first to use Siemens engine management instead of Bosch. The engine was based on the M52 production engine and used much of the same technology as the previous (S50 US) engine. The S52 was also used in the “M” Roadster and Coupe. The S52 would be in use until 2001, when it was replaced by the S54. S54 The S54 would be the powerplant of choice for the 3rd generation M3. The new in-line 6-cylinder “M” engine marked a major leap in engine technology for that time. For the first time in a production “M” car, the S54 achieved the elusive goal of 100 hp per liter. With 333 hp at 7900 RPM, S54 propelled the E46 M3 to 0-60 times of 4.8 seconds. The engine is also installed in the M Roadster and M Coupe. The S54 was the first Motorsport 6-cylinder to use the “High- Pressure Double VANOS” system. Some of the other engine highlights include: • 11.5 to 1 compression • 6 individual throttle assemblies with electronic throttle control • A unique lightweight valve actuating mechanism • Forged steel crankshaft with “nitro-carburized” heat treatment • “Semi-dry sump” lubrication system • Light weight one-piece cylinder head • High-strength cast iron engine block Together with the Motorsport designed engine management sys¬ tem, the S54 also meets the required LEV emission standards as well. M Engines 9 10 M Engines S62 Another first time achievement for the Motorsport division, was the introduction of the first V-8 “M” engine. The 5 liter S62 was also the most powerful production “M” engine with an output of 394hp. The S62 was first used in the third generation M5, the E39. Also, the S62 was used in the Z8 which marks only the second time in which an “M” engine was used in a non-”M” vehicle. The first time being the S70 in the E31 850Csi. Features of the S62 engine include: • 8 individual throttle controlled electronically via two throttle motors • Hi-pressure Double VANOS • Lightweight aluminum block and cylinder heads • Lightweight valvetrain • “Semi-dry sump” oiling system E39M5 E39 M5 S62 engine Formula One Engine The S85 engine has benefitted greatly from the lessons learned in Formula 1. The FI counterpart of the S85 is known as the P84/5. This is a 3 liter V-10 which consists of approximately 5000 parts and requires around 100 hours of assembly time. The engine block and cylinder heads are constructed of aluminum alloy and are designed to withstand the demands and stresses of an FI race. The titanium connecting rods are just one example of components which allow the P84/5 to reach engine speeds of more than 19,000 RPM. Some interesting facts of the FI V-10: • During the design of the FI V-10 approximately 1000 technical drawings are created. • The total engine weighs less than 195 pounds. M 11 • The exhaust temperature can reach up to 1620°F. • The air temperature in the pneumatic valve system can reach 450°F. • Before the recent changes in FI rules regarding engines, BMW produced about 200 engines per race season. • The P84/5 engine propels the FW27 FI car to 120mph in five seconds. • At 19,000 RPM the following events occur in one second - The engine rotates 316.7 revolutions, the ignition system fires 1,583 times, 9,500 engine speed measurements are made, the pistons covers a distance of 75 yards and nearly 140 gal¬ lons of air are drawn into the engine. 12 M Engines S85 For the first time in a road-going BMW, a Formula 1 inspired V-10 has been developed for the new M5 and M6. The S85 engine benefits from the knowledge gained from FI racing development. The all aluminum V-10 produces in excess of 500 horsepower at 7750 RPM. One of the concepts adapted from FI is the “High RPM Power Concept” which allows the S85 to achieve a maximum RPM of 8250. Other features of the S85 include a light alloy, 2-piece crankcase which uses a bedplate design for additional reinforcement. The familiar High-Pressure Double VANOS is carried over from previous BMW Motorsport engine designs. The S85 is naturally aspirated and “breathes” through 10 individual throttle assemblies which are actuated by two throttle motors (One per bank). Together with all of the other engine concepts in this design, the S85 propels the E6x M5 and M6 to sub-5 second 0-60 mph times. The M5 offers the best power to weight ratio in comparison with the other vehicles in it’s class. S85B50 Engine Statistics Mm 750 700 650 600 550 500 450 400 350 300 250 200 ! 5 >Q7 PS/7750 1/min / 52 0 Nrn/6100 1/min PS^HP 600 550 500 450 400 300 250 150 100 50 2000 4000 6000 1/min 8000 10000 Description S85V-10 P84/5 FI V-10 Engine Configuration 90 Degree V-10, 4 valves per cylinder 90 Degree V-1 0, 4 valves per cylinder Displacement 4,999 cm 3 (5.0 Liter) 2,999 cm 3 (3.0 Liter) Bore and Stroke 92mm X 75.2 mm Unknown Horsepower 373kW (500bhp) @7750 900 hp + Torque 520Nm @ 6100RPM Unknown Maximum engine RPM 8250 19,200 Compression 12 to 1 Unknown M Engines 13 14 M Engines S65 For the first time ever a V8 engine has been fitted in a series pro¬ duction M3. The main concept behind this high-rewing, high per¬ formance engine with a sporty sound is the extremely light, rigid and robust construction which is capable of reaching extreme engine speeds of up to 8,400 rpm. The engine achieves an impressive 414 hp (roughly 100 hp per liter). The S65B40 is derived from its big brother, the S85B50. The main changes can be seen in the engine oil system, VANOS valve gear system and air intake system. Special consideration has also been given to engine weight optimization. The engine with all its assemblies is built in the special engine pro¬ duction area of the Munich BMW plant. The M engineers consider the high engine speed concept to be the most intelligent strategy of obtaining the maximum thrust from a vehicle. For example, in a modern formula 1 engine, the crankshaft works at up to 19,000 rpm (resulting in piston speeds of over 25 meters per second). Description S85V-10 S65 V-8 Engine Configuration 90 Degree V-10, 4 valves per cylinder 90 Degree V-8, 4 valves per cylinder Displacement 4,999 cm 3 (5.0 Liter) 3,999 cm 3 (4.0 Liter) Bore and Stroke 92mm X 75.2 mm 92mm X 75.2 mm Horsepower 373kW (500bhp) @7750 414 hp @ 8,400 RPM Torque 520Nm @ 6100RPM 400 Nm @ 3,900 rpm Maximum engine RPM 8250 8,400 Compression 12 to 1 12 to 1 The actual thrust at the driven wheels is the decisive factor for car The S65B40 attains 8,400 rpm, and therefore a value that was pre¬ acceleration. This thrust is achieved by the engine speed, the viously only reserved for racing car engines or exotic custom vehi- torque and the short gear ratio. cles. This concept has been adopted for vehicles in the M range from motor sport. The fully variable M limited-slip differential means that the thrust is optimally distributed to the live axle. Furthermore, the S65B40 also includes the established M-specific features such as double VANOS, individual throttle butterflies and high-performance engine electronics (MSS60 control unit). S65 eight individual throttle valves Technical workarounds by increasing the cylinder capacity or boosting become excessive, thus avoiding the increased engine weight and consumption often associated with these methods. The high engine speed concept helps to achieve dynamically agile handling and the maximum in sports driving performance charac¬ teristics. A maximum torque of 400 Newton meters at 3,900 rpm is reached. Approx. 85 percent (340 Nm) can be utilized beyond the enormous engine speed range of 6,500 rpm. Nm PS/HP SOD 750 700 650 600 550 500 450 400 350 300 250 200 0 2000 4000 6000 3000 10000 1/min Note: For safety reasons, due to the engine dynamics when the vehicle is stationary (i.e. without a road-speed signal), the rev limit is set to 7,000 rpm to prevent the engine from over revving. M Engines 15 16 M Engines BMW Motorsport Engine Summary Designation # of cyl. Displacement (Liters) Output (horsepower) Vehicle (year) Comments S14 1-4 2.3 192 hp E30 M3 (87-91) First 4-cylinder Motorsport engine S38 (M88) 1-6 3.5 (Ml) 3.5 (E28/E24) 3.6 (E34) 277hp 256 hp 310hp Ml (1978-81) E28 (88)/E24 (87-88) E34 (91-93) First production Motorsport engine. S50US 1-6 3.0 240 hp E36 M3 (95) Used in 1995 only S52 1-6 3.2 240 hp E36 M3 (96-99) E36/7 M Roadster E36/7 M Coupe OBD II compliant S54 1-6 3.2 333 hp E46 M3 (01-05) E86 M Coupe and E85 M Roadster Adjustable Valvetrain S62 V-8 5.0 394 hp E39 M5 (00-04) E52 Z8 First V-8 motorsport engine S85 V-10 5.0 500 hp E60 M5 (07-) E63/E64 M6 (07-) First V-10 motorsport engine S70 V-12 5.6 375 hp E31 850CSI (94-95) Used in the 850Csi M12/M13 1-4 1.5 over 1100 hp Brabham BMW FI BT53 1983 1983 Formula 1 championship winning engine P84/5 V-10 3.0 over 900 hp BMW Williams FI Formula 1 V-10 engine S65 V-8 4.0 414hp E9X M3 (08-) Low pressure Vanos, first V8 in an M3 S63 V-8 5.0 550hp X6 M and X5 M (09-) Twin scroll twin turbos in the engine valley, first xDrive M vehicle 18 M Engines S85B50 Engine Engine Block and Bedplate Similar in design to the N52 engine, the S85 takes advantage of the additional stiffening properties of the 2-piece crankcase. The 10 cylinder crankcase uses the familiar Alusil construction which is split at the crankshaft centerline. The bedplate is machined together with the crankcase and is mounted to the upper section of the crankcase when the engine is assembled. This design contributes to improved torsional stiffness. Better engine acoustics are also attributed to the improved stiffness. Some of the other benefits of the bedplate include the ability to accommodate additional assemblies and to facilitate the assembly of the crankshaft main bearings. The bedplate assembly contains cast iron bearing bridges which take up additional forces from the pistons and connecting rods. The engine serial number is stamped on the bedplate assembly. Cutaway of S85 Engine The bedplate is secured to the upper section of the crankcase with the main bearing bolts. The positions are fixed with fitted sleeves. Strict adherence to the bolt tightening procedure is nec¬ essary to prevent engine failure. Cutaway of S85 Engine Bedplate Sealing As with the N52 engine, the S85 uses the same technique for bed¬ plate sealing. There is a machined groove (1) in the upper part of the crankcase. A liquid sealant is injected into the groove through ports (2) on each side of the crankcase. Oil Pan The oil pan is an all aluminum one-piece design. Due to the con¬ figuration of the front subframe crossmember, the pan has a front and rear sump. The oil pan provides the mounting for the electric oil pumps and the oil lines. When removing and installing the oil pan, note the location of the oil pan bolts. There are 4 different types of bolts, each requiring a specific installation location. Crankshaft The S85 crankshaft is forged steel and has 5 crankpins (journal) each offset 72 degrees apart. The crankshaft is also “nitro-carbur- ized” for increased surface hardness. The sprocket for the primary chain drive is integrally cast as part of the crankshaft. Also, the drive sprocket for that VANOS high pressure pump is bolted to the crankshaft snout. The color codes for the main bearing classification are stamped onto the crankshaft. The connecting rods weigh 582 grams +/- 2 grams. The rods are also of asymmetrical construc¬ tion which allows for a narrower connecting rod. The narrower rods contribute to the overall reduction in engine length. The rods can only be installed one way. Refer to repair instructions during installation. Connecting Rods The connecting rods are forged steel and use the “cracked” configuration on the “big end”. For weight reduction, the small end of the connecting rod is trapezoidal and uses a tapered piston pin. P=- SK5 M Engines 19 20 M Engines Pistons The pistons are cast from aluminum alloy. To promote the opti¬ mum friction partner with the cylinder bore, the piston skirt is coat¬ ed. There is a galvanic ferrous layer at a thickness of approximately 10 microns. There is an additional tin layer of 2 microns that act as the run-in layer. Cylinder Head and Valvetrain The cylinder head is an aluminum one-piece design to improve overall rigidity. The idle air port and secondary air channel are inte¬ grated into the head. The familiar 4-valve per cylinder arrangement is used on the S85. However there are some additional refinements carried over from racing applications. Cylinder Head Cover The cylinder head cover is cast aluminum with provisions for mounting the ionic current control units as well as the camshaft sensors and components for the crankcase ventilation system. Valves Both the intake and exhaust valves are designed as solid valves with a 5mm stem diameter. The reduced stem diameter not only reduces weight, but also improves airflow qualities. The intake valve is a one-piece design made from a steel alloy (X45CrSi9-3). In contrast, the exhaust valve is a two piece design. The stem is made from the same steel alloy as the intake valve and is friction welded to the valve head, which is made from different alloy (NiCr20TiAI). Note: It is important to note that the valve guides are not replaceable and the cylinder head cannot be machined. Valve Springs The valve springs are the conical design familiar from past engine designs. The single row keeper is also 50% lighter than the three row design. In addition, the single row design pro¬ vides less stress on the 5mm valve stems for increased reliability. Valve Keepers The valve keepers are a single row design rather than the three row design. The single row design is a “clamping type” which prevent the valve from turning during engine operation. The valve turning method is not needed due to the clean efficient combustion and close \ \ production tolerances. Hydraulic Valve Actuators (HVA) The HVA assemblies are differently configured from past designs to save weight and improve the frictional characteristics. The new tappet design is referred to as the “box” type tappet. This style of tappet has been used in racing applications. The box tappet does not rotate in the cylinder head, therefore a groove is milled to pre¬ vent rotation. A corresponding “anti-torsion” pin is part of the tap¬ pet. M Engines 21 22 M Engines Camshaft The camshaft is a “hollow chill” casting (GGG60). In contrast to previous designs, the camshaft sensor trigger wheel is cast as one piece with the camshaft. An Ml 2X1 thread is integrated into the camshaft for the VANOS gear mounting. Camshaft Drive The primary camshaft drive is provided by two timing chains to drive the intake camshafts (one chain for each intake camshaft). The exhaust camshafts are driven by a “gear-to-gear” connection between the intake camshaft sprocket and the exhaust camshaft sprocket. VANOS The VANOS system on the S85 is carried over from previous “M- engine” designs with some minor changes. The adjustment range of the intake camshafts is 60 degrees of crankshaft angle and the exhaust camshaft can be adjusted up to 37 degrees (crankshaft). The S85 VANOS system is operated on the “high-pressure” concept which uses up to 115 bar for VANOS operation. The VANOS high pressure pump is driven directly from the crank¬ shaft via a gear-to-gear connection. The pressurized oil is routed from the pump via two delivery lines to the two VANOS units. A “T-connection” provides high pressure oil to the pressure accumulator. (See arrow below) Vanos Hydraulic Diagram M Engines 23 Index Explanation A Exhaust B Intake C Advance D Retard 1 Engine oil pump (1 -5 bar) 2 Filter (80 micron) 3 High pressure pump (115 bar - HDP) 4 Filter (50 micron) 5 Check valve (optional) 6 Proportional valve 7 Adjustment piston, pressure accumulator 8 Pressure accumulator shut-off valve 9 Pressure accumulator 10 Pressure relief valve HDP VANOS hydraulic units 24 M Engines VANOS Actuators Separate adjustment units are provided for each cylinder bank for the purpose of adjusting the VANOS gear mechanism. These adjustment units are known as the actuators. The VANOS high pressure pump supplies them with oil under high pressure. Since the exhaust camshaft is driven via a gear-to-gear connection, the intake and exhaust camshaft rotate in opposing directions, the intake is adjusted towards advance and the exhaust towards retard when the plunger extends. (See arrows.) The adjustment pistons are designed as double-acting cylinders and differ with regard to the adjustment range for the intake and exhaust camshafts. The stroke range on the exhaust side of maximum 14.25 mm cor¬ responds to 18.5° camshaft angle (37° crankshaft angle). The stroke on the intake side of maximum 25.25 mm corresponds to 30° camshaft angle (60° crankshaft angle). Index Explanation Index Explanation 1 Adjustment direction, advance 4 Exhaust 2 Intake 5 Adjustment direction, retard 3 Plug contacts for solenoid valves When extended into the two piston chambers, the adjustment pistons are subject to a system pressure of 115 bar. They there¬ fore extend only due to the different piston surface areas. Stroke range of adjustment piston The oil from the small piston chamber is transferred into the high pressure circuit. The proportional valve must be fully actuated in order to extend the adjustment piston. * + Adjustment piston extending The holding function and piston retraction are achieved by reduc¬ ing the oil feed on the side with the largest piston surface area by partly actuating the proportional valve. The reduced oil feed decreases the oil pressure, thus initiating a change in the forces exerted on the adjustment pistons. Adjustment piston retracting The retraction movement of the adjustment pistons is supported by the camshafts as they push back the spline shafts in the hydraulic units due to the helical gearing in the VANOS gear mechanism. Engines 25 26 M Engines VANOS Gear Mechanism The VANOS gear mechanism (transmission) connects the crank¬ shaft with the intake camshafts via a chain sprocket. The intake VANOS gear mechanism also provides the drive mechanism for the exhaust camshaft via a gear-to-gear connection. The gear mecha¬ nism also permits "torsion" of the camshafts. The gear mecha¬ nisms for the intake and exhaust sides differ in terms of the exterior structure of the gear and chain drive while the adjustment mecha¬ nism on the inner side is identical. The gear mechanism is driven by the drive gearwheel that interacts with the helical gearing on the inner sleeve. The threaded connec¬ tions for the gearing connects the inner sleeve to the outer sleeve. With (wide) helical gearing, the inner sleeve acts on the bearing assembly for the drive gearwheel that is firmly secured to the camshaft with the central bolt. Index Explanation Index Explanation 1 Drive gearwheel assembly 3 Outer sleeve 2 Inner sleeve 4 Bearing for drive gearwheel Index Explanation Index Explanation 1 Exhaust 2 Intake The actuator (adjustment unit) is connected to the outer and inner sleeve by the screw connection of the gear mechanism. During adjust¬ ment, the inner sleeve and outer sleeve are pulled out of and pushed into the gear mechanism. The inner sleeve is turned by the helical gearing on the "fixed" drive gearwheel (timing chain drive). Due to the non-positive screw con¬ nection of the outer sleeve, this sleeve also turns. In connection with a further helical gear, the outer sleeve now turns the bearing for the drive gearwheel and in turn the camshaft connected with the central bolt. The gear units are mounted in their base position, i.e. pulled apart. The camshafts are adjusted when the gear units are pushed together. The drive gearwheel and bearing for the drive gearwheel are connected by a torsion spring to assist the return movement. Intake gear mechanism adjustment direction Direction of rotation during adjustment M Engines 27 28 M Engines The mounting screws for the gear mechanism are tightened only lightly when assembling the actuators. As a result, no force is transmitted from the outer sleeve to the inner sleeve when sliding the actuators onto the cylinder head (to facilitate the sliding move¬ ment of the gear unit). Due to the "fixed" drive gearwheel, the outer sleeve turns in the direction of engine rotation. At the same time the "fixed" bearing for the drive gearwheel turns the inner sleeve opposite the direction of engine rotation. The exhaust camshaft is driven by the intake camshaft in connec¬ tion with a gear drive mechanism. The drive gearwheel is split in two in order to avoid gearing noises caused by a change in the driving tooth profile in connection with a change in load. A disc spring turns the two halves of the gearwheel in opposing directions (functional principle similar to dual-mass flywheel) so that both tooth profiles of the exhaust gearwheel always rest on the intake gearwheel under all load conditions. Index Explanation Index Explanation 1 Annular spring 3 Lock screw 2 Torsion spring VANOS High Pressure Pump The high pressure pump is designed as a radial piston pump with five pump plungers. It is driven via a gear mechanism directly by the crankshaft. To avoid gearing noise, when mounting the sprock¬ et of the high pressure pump, the coated part must face towards the crankshaft without any clearance. The correct gear clearance is then established automatically by the coating scraping off. The high pressure pump receives its oil supply from the bedplate. An 80 micron fine filter is installed in the transition hole from the bedplate to the high pressure pump. This filter has the sole pur¬ pose of holding back any impurities that may accumulate during series production and is not replaced during vehicle operation. M Engines 29 A feed valve in the high pressure pump ensures a constant supply of oil over the entire pressurized engine oil range. 30 M Engines The high pressure pump consists of the fixed stator about which the rotor rotates. Five moving plungers are mounted in the rotor. The stator and rotor are installed off-center in the pump housing. The plungers are guided radially as the rotor rotates thus producing the pump stroke motion. Index Explanation Index Explanation 1 Rotor 4 Engine oil is supplied by the stator and taken up by the pistons 2 Stator 5 Engine oil is compressed and returned to the stator at 115 bar. 3 Pump housing The pressure relief valve integrated in the high pressure pump opens in response to pressure peaks in the high pressure system and opens up a bypass to the oil pan. The oil pressurized at 115 bar is routed via three delivery lines to the two VANOS control units and to the pressure accumulator. M Engines 31 32 M Engines Lubrication System The S85 is equipped with a quasi-dry sump. For this reason, a suction pump is used to pump the oil out of the oil pan in the area ahead of the rack and pinion power steering gear into the rear oil sump. From here, a controllable slide valve pump conveys the oil at a maximum pressure of 5 bar into the oil filter. A thermostat that enables the path to the engine cooler is additionally located in the oil filter head. The oil is then routed from the oil filter into the engine. Here it is divided over three lines to the two cylinder heads and to the crankcase. A special feature of this system are the two electrically driven oil pumps that are located on the left and right of the oil pan. The electric oil pumps start up at a transverse acceleration of 0.8 G and pump the oil from the cylinder heads which, under these centrifu¬ gal force conditions, would otherwise no longer flow back into the oil pan. The crankcase is ventilated by a cyclone separator in the intake air manifold. The return flow line from the oil separator and the con¬ densation return flow lines from the intake air manifolds are routed along the 6-10 cylinder bank of the crankcase into the oil sump. Oil Pumps Due to the race-inspired design of the S85 engine, the lubrication system has been adapted to meet the oiling needs during all oper¬ ating conditions. The primary oil pump is driven from a chain connected to the high pressure VANOS pump (which is driven via the gear-to-gear con¬ nection with the crankshaft). The oil pump housing accommo¬ dates two oil pumps. One of the pumps is a duocentric design which pumps oil from the front oil sump to the rear oil sump. This ensures that oil is in the rear sump at all times especially during hard braking. The other pump is a slide-valve design which has a variable dis¬ placement capability. The slide valve pump takes the oil from the rear sump and conveys it to the oil filter at a variable pressure of up to 5 bar. Duocentric Oil Pump Slide Valve Oil Pump M Engines 33 34 M Engines The pump outlet is determined by the eccentricity of the pendulum-type slide valve. No oil is delivered when the pump runs centrally with respect to the rotor as all pump chambers are the same size. The slide valve is displaced by an inclined piston. This piston is in equilibrium between the piston spring and the engine oil pressure. The greater the engine oil pressure, the more the piston is pressed against the spring and the more the slide valve turns in the direction of 0 delivery. Low pressure scenario High pressure scenario Electric Oil Pumps When cornering at high speeds, the centrifugal force forces the engine oil into the outer cylinder head so that it can no longer flow back into the oil pan on its own. It must therefore be pumped off by the respective oil pump and returned to the oil sump. The electric oil pumps are activated by the engine control unit which determines the cornering speed with a yaw rate sensor. The electric oil pumps are protected by heat shields from the heat radiated from the exhaust manifolds. Oil Filter Housing A thermostat that opens the path to the engine oil cooler is mount¬ ed in the head of the oil filter housing. The filter housing is located behind the front bumper on the right side, near the secondary air pump. The underbody panels must be removed during an oil service to access the oil filter. Oil Spray Nozzles Double-hook oil spray nozzles are used on the S85 for the purpose of cooling the piston crown. The oil spray nozzle is equipped with an integrated pressure control valve. Opening pressure: 1.8 to 2.2 bar Closing pressure: 1.3 to 1.9 bar M Engines 35 36 M Engines Cooling System The cooling system uses the cross-flow technique, however there are some changes over previous systems. For instance, each cylinder head has its own radiator feed and the coolant thermostat is located in the return flow line. The radiator is divided into an upper and lower water tank. Coolant emerges from the Bank II (6-10) cylinder head through the upper water tank. Bank I (1 -5) flows through the lower water tank. The split cooler design makes it necessary to provide three bleeder opening and two bleeder lines to ensure adequate self-bleeding of the system. The tap-off point for the heating system is located at the rear of the cylinder heads. The heating return line and the line to the expan¬ sion tank merge at a “T-connection” ahead of the water pump. Radiator The radiator of the S85 is divided into an upper and a lower tank. The lower tank serves the purpose of cooling the coolant from Bank I (Cyl 1 -5) while the upper water tank is responsible for cool¬ ing the cylinder Bank II (Cyl 6-10). Due to the split design, it has been possible to reduce the pressure drop in the radiator from approximately 3 bar to approximately 1.4 bar. Thermostat Due to the two-part cooling concept, the thermostat has been relo¬ cated to the return line. It is designed as a conventional thermostat that opens at a temperature of 79°C. The coolant from the cylinder head enters the outlet for the radiator feed and from here it is routed both via the double o-ring carrier into the thermostat as well as into the coolant supply hoses. Water Pump The water pump is belt driven and it is located directly below the thermostat housing. Throttle Valves 10 individual throttle valves control the air supply for the S85. The individual throttle valves of each cylinder bank are operated sepa¬ rately by an actuator unit and operating shaft. The actuator motors operate independently. The throttle valves are set with respect to each other (as on S54). There are no facilities for the synchronization of the cylinder banks with respect to each other as well as for setting the full load stop. The necessary corrections are undertaken by the engine manage¬ ment (see section entitled Engine Management MS S65). M Idle Control The idle speed is controlled by two idle speed actuators that route the intake air from the intake air manifolds directly into the idle air port of the respective cylinder head. Each cylinder bank is con¬ trolled individually. Engines 37 38 M Engines Secondary Air System In order to comply with LEV II standards, the S85 uses a secondary air system. The secondary air system helps reduce HC emissions during the cold start period. The catalyst warm-up time is also reduced. The secondary air is injected into the exhaust ports via pressure controlled diaphragm valves on the cylinder heads. The air from the secondary air pump is routed through channels in the cylinder heads. Exhaust System The S85 is equipped with stainless steel exhaust manifolds. The manifolds are “hydroformed” and feature equal length tubes with a wall thickness of 0.8 mm. The tubes are configured as a 5-into-1 design with one “near-engine” catalyst per cylinder bank. There are 2 pre-catalyst oxygen sensors for mixture control which are Bosch LSU 4.9. The two post-catalyst 02 sensors are Bosch LSF25. Index Explanation Index Explanation 1 Diaphragm valve 3 Secondary air pump 2 Hose junction Classroom Exercise - Review Questions 1. Where are the color codes for the main bearing classification? 2. What is unique about the valve and valve keepers? 3. What are the advantages of a “box type” tappet? 4. What is unique about the camshaft drive mechanisms? 5. What drives the VANOS high pressure pump? M Engines 39 40 M Engines ^jfl Classroom Exercise - Review Questions 6. Describe the oiling system on the S85: (i.e. how many pumps, what are the functions of the oil pumps etc.) 7. Where is the oil filter located? 8. What is unique about the cooling system? 9. Describe the construction of the crankcase: 10. What is meant by an “asymmetrical” connecting rod? Workshop Exercise - Engine Disassembly Using the instructor designated S85 engine trainer, remove the left and right intake air manifolds (plenum). Remove plastic trim covers from the cylinder head covers. Remove ignition coils and ionic current control units. Then proceed to remove both cylinder head covers using proper repair procedures. What should be noted regarding the spark plug tubes? What is the purpose of the ground strap between the cylinder head cover and the engine block? #!r 9 Un-bolt from here. Proceed and remove VAN OS high pressure hoses and the VANOS pressure accumulator. (Do not remove internal VANOS high pressure hose) Remove these hoses as an assembly. Disconnect from VANOS pressure Disconnect from here. Disconnect from here. Do not remove internal VANOS high pressure hose. M Engines 41 42 M Engines Workshop Exercise - Engine Disassembly Invert engine on stand to remove oil pan. Pay close attention to bolt arrangement. Once oil pan removal is complete, remove engine oil pump and VANOS high pressure pump. What is the purpose of the shims under the VANOS high pressure pump? What is the specification for VANOS pump gear backlash? Complete chart below by filling in oil pan bolt descriptions: Bolt# Bolt Description (type and amount) 1 2 3 4 Workshop Exercise - Engine Disassembly Invert engine to upright position and prepare to CHECK camshaft timing. Rotate engine to #7 cylinder at TDC (on compression stroke). Check to see if the numbers on the camshaft (dihedron) are fac¬ ing upwards. M Lock engine in place at “OT” position using special tool. Fill in the special tool number in space provided above. Proceed to check the INTAKE camshaft timing using special tools. Write the part numbers in the spaces provided for the special tools shown above. In the above illustration, what is the purpose of the spacers (1)? Engines 43 44 M Engines Workshop Exercise - Engine Disassembly Rotate the engine to the 39 degree position and lock in place with special tool. Check the EXHAUST camshaft using the special tools. When checking the camshaft timing (intake and exhaust), what is the maximum allowable protrusion of the special tool? After checking the camshaft timing, proceed with removal of BOTH VANOS actuating units. Pay special attention to the removal procedure. Do NOT loosen bolts with washers or the cam timing will be affected (if the engine is rotated). Remove 6 bolts (reference #7 on graphic) on each VANOS adjusting unit, rotate engine to access all bolts on both banks. Proceed with removal of both VANOS adjusting units as per repair instructions. Once complete, return the engine to the # 1 TDC position and proceed with removal of the bank I cylinder head (cyl 1 -5). Are the VANOS adjusting units bank specific? (Can they be swapped from bank to bank?) Why or why not? Workshop Exercise - Engine Disassembly Remove both intake and exhaust VANOS gear (transmission) and both camshafts to facilitate cylinder head removal. Install all necessary special tools to remove both VANOS gears. Install special tools as shown above, write correct tool numbers in spaces provided. Be sure to fully tighten all bolts (see 2 below). Loosen bolts (3 and 4) but do not remove. Rotate inner sleeve of VANOS gear to the left most stop (refer to graphic above 1 and 2). Re-tighten bolts (3 and 4) to approximately 5 Nm. M Engines 45 46 M Engines Workshop Exercise - Engine Disassembly Install special tools as shown. Remove the right side chain ten¬ sioner and the bolt for the chain rail (on the cylinder head only). Fill in special tool numbers in the spaces provided below. Install M8 XI 8mm lock bolt (2) on the exhaust VANOS gear as shown below. Tighten fully to prevent slippage of split gear mechanism (1 and 3). What is the purpose of the M8 x 18mm lock bolt? What is the purpose of the special tool shown above (#1on right)? Record the part number of the tool in the space provided. Workshop Exercise - Engine Disassembly Remove both central bolts on the intake and exhaust VANOS gears. Remove exhaust VANOS gear first and set aside. Remove intake VANOS gear without dropping the timing chain. Install special tool as shown below. Write in the correct tool number in the spaces provided. R11 6$2& Proceed with removal of the intake and exhaust camshaft using special tools. CAUTION!!! When removing the intake camshaft, there are special tool inserts (115243) which should be installed into the camshaft removal tool (115241). Note: When removing the exhaust camshaft, the inserts (115243) should be removed from the tool. M Engines 47 48 M Engines Workshop Exercise - Engine Disassembly Once the intake and exhaust camshafts are removed, remove the tappets (HVA) and proceed with head bolt removal. Loosen bolts in proper sequence (from 12 to 1). Retrieve all cylinder head bolt washers when removing head bolts. Remove cylinder head and inspect piston installation for refer¬ ence. Note coolant and oil passages. What is the minimum thickness of the cylinder head? Is it possible to machine the cylinder head sealing surface? Re-install the cylinder head and tighten the head bolts in proper sequence (1-12). Since this is a trainer engine, do not tighten head bolts to full torque. Fill in the chart below with the proper head bolt torque specifi¬ cations. Torque Specification (Ml 0X1.5X110 bolt) Measurement Joining Torque > Torque Angle > Torque Angle > Torque Specification (M6 bolt on front of cyl head) Measurement Torque Workshop Exercise - Engine Assembly Re-install tappets (HVA) noting the location of the “anti-torsion” pin. Proceed with installation of the intake and exhaust camshafts, starting with the exhaust camshaft. Be sure to install camshafts with the numbers facing upwards and aligned to cam timing tools. Install camshaft bearing caps in proper order as shown below. Rli 6669 Depress camshafts with special tool and secure bearing caps. Do not tighten the camshaft bearing caps to full specification on the trainer engine. Once the camshaft installation is complete, proceed with the installation of the intake and exhaust VANOS gears. Install intake VANOS gear first. Ensure that the timing chain does not bind during installation. Install special tools as shown below. Be sure that the camshaft locking tools are still in place before tightening the camshaft central bolts. Tighten camshaft central bolts to the proper specification and remove special tools. Write in the correct tool number in the spaces provided. M Engines 49 50 M Engines Workshop Exercise - Engine Assembly Note: Before proceeding, remove M8 X18mm lock bolt (2) as shown below. Re-install bolt for timing chain guide rail and install timing chain Proceed with installation of the VANOS units, tensioner (1). Workshop Exercise - Engine Assembly Loosen bolts (see top picturel and 2) 90 degrees. Before installing VANOS adjusting unit, ensure that the thrust plates (see lower picture - 1) are fully retracted and rotate freely without binding. Note: There should be an gap of approximately 8mm at this point during installation. Install VANOS adjusting unit (with gasket). Position the adjust¬ ment unit using the outer bolts (1), but do not tighten bolts. Ensure that the VANOS gears (2) are fully extended. Align thrust plates (3) and make sure that the thrust plates are flush with the VANOS gears. Install the (exposed) hex (Allen) bolts, tighten and then loosen 90 degrees. Before tightening the bolts (1) for the VANOS unit, ensure that all of the hex (alien) bolts (with and without washers) are loose. Tighten bolts (I) in increments of 1/2 turn. While tightening bolts (1) observe that the outer sleeves will rotate and retract 8mm. M Engines 51 52 M Engines Workshop Exercise - Engine Assembly Once the VANOS adjusting unit has been seated and all bolts tightened. Proceed with the final installation and tightening of the hex (alien) bolts. Note: Do not rotate engine unless the hex (alien) bolts are tight. Before rotating the engine, tighten the exposed bolts. Failure to do so will alter camshaft timing. Tighten all bolts (with and without washers) to lONm. Rotate the engine through 120 degree increments to access all bolts. Continue with installation of the Bank II (6-10) VANOS unit by following the same steps. At this point, CHECK the camshaft timing. If not correct, pro¬ ceed with necessary steps to ADJUST camshaft timing. Re-install cylinder head covers, ignition coils and the ionic cur¬ rent control units. What is the correct torque specification for the cylinder head cover bolts? What should be noted regarding the installation of the ionic current control units? Workshop Exercise - Engine Disassembly Invert engine for access to bedplate. Proceed with removal of bedplate assembly. First remove all M8 fit bolts (#2 - above left) completely from engine. Next , remove the Mil main cap bolts (#1- below left). Then proceed by removing the remainder of the hex (alien) bolts. Then remove the bedplate, paying close attention to the main bearing installation position. Take this opportunity to review engine construction, look over oil passages and bedplate seal¬ ing grooves etc. Proceed with re-installation of bedplate. Note: Bedplate does note use locating dowels, the M8 “fit” bolts provide the locating reference for the bedplate. Therefore proper installation is critical to prevent engine damage. Install bedplate as shown on right. Install two M8 fit bolts diag¬ onally as shown on right. Tighten only the two M8 bolts to 8 Nm. Engines 53 54 M Engines Workshop Exercise - Engine Assembly Bank 1. Zyl. 1-5 (bei umgedrehtem Motor) Bank 2. Zyl. 5-10 (bei umgedrehtem Motor) fill Install the M8 “fit” bolts and tighten in sequence (For trainer engine only tighten to 15Nm) Install remaining bolts, tighten in sequence, (minimum torque). Proceed and install all, Mil main bearing cap bolts. And tight¬ en in sequence (on the trainer engine only tighten to 30Nm). What is the difference in the tightening procedure between “old” main cap bolts and “new” main cap bolts? Workshop Exercise - Engine Assembly After bedplate installation is complete, proceed with the instal¬ lation of the engine oil pump and VANOS high pressure pump. Re-install VANOS pump, note installation position of the shims (3 and 4 above). What special tool is used to check the “backlash” of the VANOS pump gear? And, what is the backlash specification? Re-install engine oil pump as per repair instructions. Measure travel of chain tensioner piston as shown. What is the specification for the travel of the chain tensioner? M Engines 55 56 M Engines Workshop Exercise - Engine Assembly If the chain tensioner travel is out of specification, how is it adjusted? Re-install oil pan and observe proper bolt installation. Record bolt descriptions and bolt torque in the chart provided. Bolt# Bolt Description (type and amount) Torque Specification 1 M6 X 22 Hex Bolt (1 Omm) 23 bolts total 2 M6 X 40 Hex Bolt (1 Omm) 2 bolts total 3 M6 X 75 Hex screw T30 Torx 2 bolt total 4 M6 X 22 Hex Screw T30 Torx 5 bolts total Re-attach VANOS high pressure hoses. Re-install trim covers and intake plenum. Check over engine and re-install any additional items such as harmonic balancer etc. Classroom Exercise - Review Questions 1. Is it possible to remove the cylinder head without removing the camshafts? (Why or Why not?) 2. What is the difference between TDC and the “39 degree” position? 3. What is the purpose of the “split gear” on the exhaust VANOS gear? 4. When removing the exhaust camshaft, what should be done to the special tool 115 241 and why? 5. What bolts should be replaced when performing the R&R of the VANOS gears? 6. What is the purpose of the M8 “fit” bolts on the bedplate assembly? M Engines 57 S65B40 Engine Engine Block with Bedplate Construction The construction and materials used on the E65 engine of the E9X M3 are identical to the S85 engine on the M5/M6. The upper low-pressure die-cast crankcase is made from an aluminum-silicon alloy. The cylinder bores are formed using exposed hard silicon crystals, rendering the use of cylinder liners unnecessary. The lower crankcase (bedplate) is also constructed using die-cast aluminum. Due to the extreme forces, grey cast iron inlays are used to reinforce the bedplate construction. These also limit crankshaft bearing clearances over a greater tem¬ perature range and thus have a positive effect on the oil flow rate. S65B40 Engine block with bedplate construction Index Explanation 1 Engine block (upper section) 2 Grey cast iron inlays 3 Bedplate construction (lower section) M Engines 59 60 M Engines Crankshaft Connecting Rods The five-bearing crankshaft is forged from a single piece, including the two double-chain gears for driving the valve train. The gear wheel for the oil pump drive is flange mounted. The E65 crankshaft possesses high torsional strength at a relative¬ ly low weight. The crank pin offset is 90° and the cylinder spacing is 98mm. The crankshaft end play is controlled by a thrust bearing located at the fifth main bearing. The diameter of the main bearing journal is 60 mm. For design reasons, the firing order 1 -5-4-8-7-2-6-3 was chosen for the S65, instead of the 1 -5-4-8-6-3-7-2 firing order more com¬ monly employed in BMW V8 engines. The high tensile steel connecting rods are cold cracked. The upper (small end) section of the connecting rod has a trapezoidal shaped design for weight reduction while the large end of the connecting rod is asymmetrically ground to reduce the total length of the engine. This means that the instalation of the connecting rods is direction-specific. Note: The identification marking of the bearing shells is engraved on the crankcase and on the first crank web. For further information, see the service documentation available on TIS or ISTA. Pistons The piston design is the same as the S85 piston. Pistons are manufactured from a cast aluminum alloy and weigh approximately 480 grams including wrist pin and piston rings. As on the S85 the pistons have a galvanized iron coating [Ferrostan] and a running-in layer containing tin. The installation position of the pistons is direction-specific. Index Explanation 1 Pistons 2 Taper-faced ring 3 Wrist pin 4 Piston skirt 5 Oil scraper ring (vl system) 6 Compression ring (plain compres¬ sion ring with spherical contact face) Oil Supply Two oil pumps are installed in the S65 engine; the oil return pump, which is driven via a gearwheel by the crankshaft, and the volume flow-controlled main oil pump, driven via chain drive by the oil return pump. In the S85, the VANOS high pressure pump is installed instead of the S65 oil return pump, and the S85 oil return pump is contained in a housing together with the main oil pump (tandem pump). Since there is no space to install a tandem pump in the S65, the oil return pump has been moved from the main oil pump housing and installed instead of the VANOS high-pressure pump. This allows the pump drive principle (crankshaft => gearwheel => pump => chain => pump) to be maintained. As in the S85, the volume flow- controlled main oil pump is a hinged-valve oil pump with a feed capacity adjusted to suit the VANOS low-pressure system. The duocentric design of the oil return pump ensures that oil is always available at the inlet pipe of the main oil pump in the rear area of the oil pan, even when braking sharply from high speeds. The electrical oil return pumps installed in the S85 for scavenging the cylinder heads are no longer required, which results in a further weight saving. This is made possible by the lower number of cylin¬ ders, modification of the oil return routes, and the large capacity of the oil pan. The oil pan has a capacity of 8.3 liters (S85 9.3 liters). The oil supply is also guaranteed at extreme longitudinal and lateral accelerations of up to 1.4 times the normal gravitational accelera¬ tion. The oil filter housing is installed on the engine. Index Explanation 1 Oil pump chain 2 Front, smaller section of the oil pan 3 Main oil pan 4 Oil intake of the main oil pump M Engines 61 Oil Supply Hydraulic Circuit Diagram 62 M Engines Explanation Cylinder bank 1 VANOS exhaust hydraulic motor Cylinder bank 1 VANOS inlet hydraulic motor Cylinder bank 2 VANOS inlet hydraulic motor Cylinder bank 2 VANOS exhaust hydraulic motor Cylinder bank 1 VANOS exhaust multi-way adjustment valve Cylinder bank 1 VANOS sieve filter (max. 300 jum) before multi-way adjustment valve Cylinder bank 1 VANOS inlet multi-way adjustment valve Cylinder bank 2 VANOS inlet multi-way adjustment valve Cylinder bank 2 VANOS sieve filter (max. 300 jum) before multi-way adjustment valve Cylinder bank 2 VANOS exhaust multi-way adjustment valve Cylinder bank 1 VANOS non-return valve Cylinder bank 2 VANOS non-return valve Cylinder bank 1 chain tensioner Cylinder bank 1 and 2 non-return valve from chain lubrication Cylinder bank 2 chain tensioner Main oil channel (lubrication points engine block and cylinder head) Oil pressure switch Oil filter bypass valve Oil filter Oil filter outlet aperture Non-return valve Pressure limiting valve Piston cooling nozzles Oil pressure regulation line Volume flow-controlled hinged valve main oil pump Oil return pump Sump Cylinder Head The cylinder head is constructed from a single piece of aluminum alloy. To reduce the number of sealing faces, the secondary air channel has been integrated back into the cylinder head. The design of the cylinder head is based on the S85 engine. Compared to the S85, changes have been made in the front of the engine, the VANOS system and the timing chain. Compared to the S85, the intake and exhaust tracts airflow has been optimized. The integrated idle air channel has been discon¬ tinued and replaced by an idle air bar for each cylinder bank. As in the S85, the camshafts are manufactured as a hollow-cast, one-piece construction with integrated sensor gears. Index Explanation 1 Camshaft 2 Bucket tappet with hydraulic valve clearance adjustment 3 Beehive-shaped valve springs 4 Cylinder head 5 Intake passage 6 Valve 7 Connection flange of the integrated secondary air channel M Engines 63 64 M Engines Hydraulic Bucket Tappet As on the S85, the S65 uses weight-optimized valves with a 5mm stem diameter and bucket tappets with hydraulic valve clearance adjustment. The convex camshaft contact surface and the integrated rotational lock of the hydraulic tappets provide excellent camshaft following with limited valve rotation. This results in effective valve lift charac¬ teristics with the smallest possible tappet diameter and a reduction in valve train total mass, (ideal for high engine speeds). Index Explanation 1 Convex contact surface 2 Bucket tappet 3 Guide lug rotational lock Camshaft Drive As in the S85, the intake camshafts are driven by chain drive and the exhaust camshafts are driven by a gearwheel drive. This means that the intake and exhaust camshafts always have an opposite direction of rotation. In contrast to the S85, which works with two single-roller chains between the crankshaft and the intake camshafts, in the S65, two double-roller chains are used. This is because of the higher chain drive load in the V8. The VANOS adjustment units are an integral component of the valve control and are mounted on the relevant camshaft by a central bolt. S65B40 Drive Valve Control Technical Data E92 M3 E46M3 E6x M5/M6 Engine identifier S65B40 S54B32 S85B50 Camshaft drive 2x double-roller chain Double-roller chain 2x single-roller chain Note: The central bolts of the intake and exhaust side have a CCW thread, please refer to the repair instructions. VANOS The compact double VANOS system fitted to the S65 engine operates at normal oil pressure, unlike the S85 engine (which uses high oil pressure). The low-pressure system means that the high-pressure pump, additional pressure lines and reservoir are unnecessary. This results in a space saving as well as a weight reduction of approxi¬ mately 8.4 kg/18.5 lb. The use of low pressure VANOS is made possible by the considerably stronger torque variations at the S65B40 VANOS hydraulic motor V camshaft compared to the 10 and 6-cylinder engines, particularly in the lower engine speed range. The low-pressure system uses these torque variations to adjust the overall VANOS gear ratio. The oil is directed to the sealed oil chambers 3 and 4 (see below) of the VANOS adjustment unit. When the chambers are pressurized with oil pressure, one cham¬ ber allows the camshaft to advance while the other chamber allows the camshaft to retard. Index Explanation 1 Optimized hydraulic rotor pressure surfaces 2 Optimized inlet channel oil chamber 1 3 Oil chamber 1 4 Oil chamber 2 5 Optimized inlet channel oil chamber 2 M Engines 65 66 M Engines The VANOS oil pressure is supplied by the engine’s main oil pump. The VANOS oil flow is controlled by one multi-way valve for each camshaft. These VANOS multi-way valves are controlled by the MSS60 and are directly installed in the cylinder head. As in the S85, the VANOS adjustment unit of the intake camshaft drives the VANOS adjustment unit of the exhaust camshaft by means of a constantly meshed gear. S65B40 VANOS Hydraulic schematic (single cylinder bank) Index Explanation 1 Oil supply from the main oil gallery 2 Non-return valves 3 Sieve filter upstream from control valves 4 Hydraulic motor at the intake and exhaust camshaft 5 Multi-way adjustment valves intake and exhaust side 6 Oil return flange to the oil sump At zero pressure, a locking pin (2) (see below) holds the VANOS unit in the “normal” or engine start position. The spiral-wound spring (3) is also used for coordinating the adjustment time between the advance and retard adjustment. In contrast to other BMW engines, the spiral wound spring for the intake and exhaust sides is mounted in the opposite working direction, since the camshafts in the S65 rotate in the opposite direction. The design principle of the M VANOS hydraulic motor is based on the VANOS system in current BMW engines and is optimized for the S65 in terms of oil supply, drainage diameters and in rotor sur¬ face area. Index Explanation 1 Locking pin spring 2 Locking pin 3 Spiral-wound spring The setting angle of the intake camshaft is 58° in relation to crank¬ shaft rotation. The exhaust camshaft has a setting angle of 48° in relation to crankshaft rotation. As in the S85 engine, this VANOS also reaches an adjustment rate of 360° camshaft per second. Note: The VANOS adjustment unit must NEVER be disassembled, once apart they must be replaced. Always follow the proper service and repair instructions. mm Jl i*3 l£.il 1 Q.d 3.0 0.0 ■IN- -SSO -320 QT 1. Exhaust cam (Red) 2. Intake cam (Blue) - 32b m OT Note: [°KW] is Kurbel Welle or Crankshaft Degrees Technical Data E92 M3 E46 M3 E6x M5/M6 Engine identifier S65B40 S54B32 S85B50 Variable camshaft control VANOS 2x double (engine oil pressure) oscillating rotor VANOS Double high-pressure VANOS 2x double high-pressure VANOS Adjustment range E/A [°KW] 72-130/81-129 70-130/83-128 79-145/91-128 Camshaft Setting Angle E/A [°KW] 58/48 60/45 66/37 Response time E/A [°KW] 256/256 260/260 268/260 M Engines 67 68 M Engines Individual Throttle Body System The design principle of the S65 individual throttle valve air intake system is the same as the S85 and consists of eight individual throttle valve assemblies and two electrical throttle valve actuators. One electric throttle valve positioner activates four individual throttle butterflies of one cylinder bank, which are mechanically coupled. The throttle valve position for each cylinder bank is recorded using a double throttle valve sensor on the shared throttle body shaft. A signal is sent directly to the throttle valve actuator responsible for this cylinder bank. The throttle valve actuator can therefore inde¬ pendently adjust the throttle valve position specified by the MSS60. The second signal is sent to the MSS60 for checking purposes. For communication with the MSS60, the two electrical throttle valve actuators use a shared DK-CAN bus (DK-CAN). Index Explanation 1 Double throttle valve sensor cylinder bank 1 and 2 2 Individual throttle valve assemblies 3 Electrical throttle-valve actuator Air Intake System The combustion air enters the engine via three flow-optimized air guides. An air inlet is located on the left side of the hood (driver side). To maintain an optical balance in the appearance of the engine hood, another intake grill is located on the right side, but this is blind and does not perform any function. The second air inlet is located behind the kidney grills of the BMW kidney. The third air inlet is located on the lower left corner of the front bumper. The S65 has a large, single-piece intake air collector that combines both cylinder banks. A cylindrical air filter element (4) with an enlarged surface area is used. The filtered airflows into the intake manifold, through eight inte¬ grated individual inlet pipes and into the individual throttle valve assemblies. To optimize air resistance, no air-mass sensor is installed in the intake area. The airflow is determined using a model based calculation from the opening of the throttle valve assemblies and the idle speed actuator; The VANOS adjustment position, engine speed, air tem¬ perature and the atmospheric pressure are also factors. For safety reasons, an additional pressure sensor is mounted in the idle speed system (see idle speed control). Index Explanation 1 Engine hood air inlet 2 Air inlet behind the ornamental grills of the BMW kidney 3 Air inlet in the bumper 4 Air filter element M Engines 69 70 M Engines Idle Control System One common idle speed actuator for both cylinder banks controls the air supply at idle speed and at low engine loads. The idle speed actuator is located in the V formed by the two cylinder banks, and controls the idle air supply using a throttle valve. The air enters the shared bar for each cylinder bank via the relevant air ducts, and from there is guided into each throttle body below the throttle valve. The idle speed actuator receives control instructions from the MSS60 via its own local CAN bus (LoCAN). To ensure emergency operation in the event of the failure of one or both throttle valve sensors (even without the hot film air-mass sen¬ sor), an additional pressure sensor is integrated on the idle air bar (as in the S54B32HP (M3 CSL)). This allows evaluation of the pressure conditions behind the throttle valves. This pressure is also used for the plausibility check of filling and load in normal operation. Index Explanation 1 Pressure sensor on idle air bar for cylinders 5-8 2 Throttle valve 3 Idle air bar for cylinders 1 -4 Secondary Air System The secondary air pump is mounted on the rear of the engine in the "V" of the cylinder banks. The secondary air is guided into the relevant exhaust channel via a check valve and an air channel inte¬ grated in the cylinder head. An upstream secondary air pump hot-film air mass sensor meas¬ ures the secondary airflow. The structure and function are the same as the system in the E60 M5. Oil Separators The oil separators are bolted onto the cylinder head covers. The connection between the oil separator and the intake manifold is not screwed but plugged. This reduces the risk of incorrect assembly. As is typical for the M series, no crankcase pressure control is mounted/integrated. Cooling System The mechanical coolant pump was taken from the S85. The water pump belt pulley has been adapted due to the reduced water flow rate in the S65 compared with the S85. It has a larger diameter, which has allowed a reduction in pump speed. A one-piece crossflow radiator is used to cool both banks, unlike the S85 engine which has a two-piece radiator, one part for each bank. Oil Coolers Index Explanation 1 Gearbox oil cooler 2 Engine oil cooler The following components have been adjusted for the M3: • coolant expansion tank • crossflow radiator • radiator hoses • thermostat • electric fan The gear oil and steering oil coolers are also installed in the series- model E9x. The control of the electric fan is described in the MSS60 engine control system. (Please refer to the 4th Generation M3 training material available on TIS or ICP for more information.) Complete cooler package Index Explanation Index Explanation 1 Gearbox oil cooler 3 Engine coolant cooler 2 Engine oil cooler 4 Steering oil cooler M Engines 71 72 M Engines The main belt drive drives the coolant pump and the generator, while the auxiliary belt drive drives the air conditioning compressor and the power-assisted steering pump. The generator and the coolant pump are in the same position as in the S85. The coolant pump is identical to the S85, but has a larger belt pulley. Fuel System The fuel tank is based on the series production E92 tank, although the shape has been changed to accommodate the exhaust system. Both in tank units are newly designed. The fuel pump is installed in the right side unit, and the pressure regulator is installed in the left¬ side unit in front of the fuel filter. The ventilation lines have been adapted, while all other lines have been taken from the E92 335i. The US release is fitted with a tank leakage diagnosis unit. The electrical controls are described in the MSS60 engine control system. (Please refer to the 4th Generation M3 training material available on TIS or ICP for more information.) Index Explanation 1 Tank filling supports 2 Tank leakage diagnosis unit 3 Right fuel supply unit 4 Fuel tank 5 Left fuel supply unit 6 Tank vent valve 7 Engine fuel supply line E9X M3 Fuel tank components M Engines 73 74 M Engines Exhaust System The exhaust pipes of the M vehicles are manufactured using the innovative internal high pressure forming technology (IHU). Using the IHU technology, the seamless stainless steel exhaust pipes are formed under a pressure of up to 800 bar. This results in extremely thin wall thicknesses of between 0.65 and 1.0 millimeters, which means both the weight of the exhaust system and the response characteristics of the catalytic converters can be optimized. At the same time, the IHU technology enables unprecedented styling and even more efficient geometric tolerances. The largest possible pipe cross-sections are used, thus minimizing flow resistance. The complete exhaust system is manufactured in stainless steel and has a dual flow. The 4-in-1 exhaust manifold in each cylinder bank, as used in motor sport, has a length and cross-section designed to enable optimal use of dynamics in the exhaust flow and to avoid unneces¬ sary exhaust backpressure. The exhaust system has one quick responding metal catalytic con¬ verter close to the engine per exhaust line, (approx. 20 cm behind the exhaust manifold), followed by the metal main catalytic convert¬ er. The front silencer and the final muffler shared by both exhaust lines with a volume of 35 liters are constructed in an absorption design. The lambda oxygen sensors are located before and after both engine-side catalytic converters. The exhaust temperature sensor installed in previous M models is no longer required and is replaced by an internal calculation model in the control device. The S65 fulfills the requirements of the LEV 2 classification. Note: At maximum operating temperatures, the entire exhaust system can expand in length by 35 mm. Index Explanation 1 Manifold 2 Catalytic converter close to the engine 3 Main catalytic converter 4 Front exhaust silencer 5 Final muffler S54B32 Engine 76 M Engines The S54B32 engine is an in-line 6 cylinder power plant. This 3246 cc displacement engine is used in the M Roadster and M Coupe. The S54B32 is a 4-valve per cylinder dual VANOS naturally aspi¬ rated engine with high torque and high-rev concepts. High torque is developed by a large volume engine at low engine rpm and a long total gear ratio. High-revs are achieved with a small displacement “lightweight” (internal components) engine and short total gear ratio. This pow¬ ertrain provides the best of both worlds by using a 3.2 Liter in-line 6 cylinder configuration coupled to a 6 speed manual transmis¬ sion. Specifications E46 M3 M3 Roadster Horse Power 333 hp at 7900 rpm 315 hp at 7900 rpm Torque 355 Nm at 4900 rpm 340 Nm at 4900 rpm Engine Block The S54 engine block is cast iron in order to absorb the high forces produced by the crankshaft (combustion pressure and high engine rpm). The engine block has cast provisions for 3 Knock Sensors and the Crankshaft Position/RPM Sensor (on the intake side). The cylinder bores are 87 mm in diameter and are spaced 91 mm on center. The “bare” block weighs approximately 105 lbs. (48 kg). Crankshaft and Bearings The S54 crankshaft is forged steel with 12 counterweights and a 91 mm stroke. The crankshaft is supported by 7 (60 mm diameter) main bearings with 49 mm diameter connecting rod journals. The “thrust” bearing is a multi-piece shell assembled as a unit and is located on the number 6 main journal of the crankshaft. Bearing Clearance • Main 0.02 - 0.05 mm • Thrust (end play) 0.08 - 0.16 mm Note: The impulse wheel is bolted to the number 6 connecting rod journal counterweight. M Engines 77 78 M Engines Connecting Rods and Bearings Pistons and Piston Rings The S54 uses reinforced forged steel “cracked” The “cracked” connecting rod refers to the cap which is split off leaving rough surfaces on both the cap and the rod. Centering of the cap on the rod is carried out through the structure of the split which eliminates the alignment sleeves. Pairing codes are stamped into the rod to ensure proper installation of the cap. The S54 uses graphite coated cast aluminum (full slipper skirt) pistons with valve recesses. The piston diameter is 86.965 mm, weighs approximately 470 grams with a compression ratio of 11.5:1. Install the pistons with the arrow pointing towards the front of the engine. A Special Tool (ring compressor) is required to install the pistons. The pistons are cooled by oil spra; nozzles that are bolted into the crankcase. The S54 connecting rods are weight-optimized (+/- 4 grams). Only one set of connecting rods (the same weight class) is available to maintain balance. The connecting rod bolts must be angle torqued (refer to Repair Instructions and Technical Data). The bolts can not be replaced separately, if damaged; the con¬ necting rod must be replaced (supplied with new bolts). The S54 connecting rod bear¬ ings use end mounted locating tabs. The nozzles are “tapped” into the main oil gallery and delivers a con¬ stant oil spray to the underside of the pistons. The wrist pins are 21 mm in diam¬ eter and have tapered ends (inside diameter) for weight reduction. Testing Oil Pressure Oil Pump The S54 oil pump is two stage, supply and scavenge. The pump is _ . , driven by the crankshaft with a single row chain. ^he 01 P ressure IS tested at the oil filter housing using the Special Tool #90 88 6 114 390 (adapting retainer bolt and pressure gauge The oil pump has two separate chambers, the scavenge chamber as shown in the Repair Instructions). (1) draws oil from the pickup at the front of the oil pan. The oil is transferred from the pump through a small pipe to the main sump at the rear of the oil pan (2). The supply chamber (3) draws oil from the main sump through a large pipe (4) to supply oil to the main gallery. The main gallery cir¬ cuit returns to the pump housing which contains the oil pressure control piston. The adapter retainer bolt replaces the oil filter housing cover retain¬ ing bolt and provides an adapter fitting for the oil pressure gauge. M Engines 79 80 M Engines The crankcase blow-by vapors are “purged” by intake manifold vac¬ uum. The vapors are drawn from the cylinder head cover (4) through the inlet of the Oil Separator (6). The Labyrinth (3) sepa¬ rates the oil from the vapors, and the condensate (oil) returns to the oil pan through the return line (9). The vapors exit the Oil Separator through the outlet hose (7) to the intake manifold to be inducted into the combustion chambers. Crankcase Ventilation The S54 features a non-pressurized sealed crankcase ventilation system for the blow-by vapors. When the engine is running, intake manifold vacuum will close the Check Valve in the return line (8). When the engine is not running, the Check Valve will open. This allows any condensation (oil) that have collected in the intake manifold to drain back to the oil pan through the dipstick tube. The cylinder head cover is sealed by a perimeter seal, spark plug port seals and sealing washers under the retaining bolts. These individual seals must all be properly installed to prevent oil and vacuum leaks. Sealing Washers Port Seals Index Explanation Index Explanation 1 Intake Manifold 6 Crankcase Vapor Inlet 2 Oil Pan 7 Crankcase Vapor Outlet (To Intake Manifold) 3 Oil Separator (Labyrinth) 8 Condensate Return to Oil Pan (With Check Valve) 4 Cylinder Head Cover 9 Condensate Return To Oil Pan 5 drain back Tube Cylinder Head The S54 features an aluminum cross-flow cylinder head that hous¬ es the camshafts and valve train (one piece). The combustion chamber reveals the 4 valve per cylinder arrange¬ ment and the optimized (flow enhanced) intake and exhaust ports. The spark plugs are centrally located in the combustion area for the most effective power and reduced emission outputs. To remove the cylinder head, the camshafts must first be removed to access the cylinder head bolts (refer to the Repair Instructions). The timing chain guide rail bolt (1) must also be removed (see below) and the special sealing washer must be replaced. To pressure test the cylinder head, a new Special Tool (Pressure Tester Adapter Kit) is required. Note: Cylinder head machining is not permitted. Camshaft Drive The camshafts are driven by the crankshaft using a double-roller timing chain. The chain is routed from the crankshaft over a guide rail to the intake and exhaust camshaft sprockets. A two piece hydraulically tensioned guide rail lubricates (three oil holes) and “self adjusts” the chain. Index Explanation Index Explanation 1 Crankshaft Sprocket 5 Short Tension Rail 2 Aluminum Guide Rail 6 Long Tension Rail (with 3 lubrication Holes 3 Intake Camshaft Sprocket 7 Hydraulic Tensioner 4 Exhaust Camshaft Sprocket 82 Engines Camshafts The S54 cast iron overhead camshafts are hollow and are strengthened by heat treating the journals and cam lobes. The duration and lift (12 mm) of the lobes are the same on both camshafts. The camshafts are not interchangeable, therefore they should be marked before disassembly. The camshafts must be removed and installed with the press fixture (Special Tool as shown in the Repair Instructions). The camshafts are “timed” with the bridged location tool (pinned into camshaft as shown in the Repair Instructions). The camshaft lobes have oil grooves that provide lubrication from the camshaft journals to the lobes and the valve fingers. The first camshaft bearing journal also serves as the thrust bearing (unmarked). This two-piece bearing flange is forged to support VANOS axial loads. The thrust bearing flange is bolted to the face of the cylinder head. This component is not separately available because the journals are machined with the cylinder head. Valve Train The shims (arrow) are available in sizes from 1.72 to 2.52 mm at 0.04 mm increments The camshaft lobe actuates the valve finger (rocker arm) which rotates on a finger (rocker) shaft. The valve finger is secured by a spring clip and contacts the valve clearance shim (9 mm diameter) to open the valve. The adjustable valve clearance set by various shim thickness is: • Intake 0.18 - 0.23mm • Exhaust 0.28 - 0.33mm Note: Set With Engine Temperature < 35° C/95°F Two feeler gages and a holder with a magnetic tip (Special Tools) are required to adjust the valve clearance. The cam lobe must be rotated away from the valve finger for maximum clearance. To access the valve clearance shim, remove the finger securing clip. Slide the finger away from the valve spring to expose the shim. Use the magnetic tip holder to extract the shim. M Engines 83 84 M Engines The finger (rocker) shafts are secured with locating bolts (one per side) at the back of the cylinder head (1). Remove the threaded access bolts (1) from the rear face of the cylinder head and push the shafts through. The valve fingers are identical but must be marked for location when previously used. Lubrication for the slide contact is provided from the camshafts (lobe grooves) and an inlet hole (arrow) allows lubrication for the finger pivot journal. Both finger shafts are hollow, the exhaust shaft is unique because it supplies oil to the cam-shaft bearing journals. The exhaust shaft receives oil from the main oil gallery through the transfer hole (arrow). The intake camshaft is lubricated directly from the main oil gallery. Valves The intake and exhaust valves are lightweight in design to reduce reciprocating mass. The valve specifications are: • Intake 35 mm • Exhaust 30.5 mm • Stem-Intake / Exhaust 6.0 mm Valve Springs The valve spring assembly consists of two progressive wound valve springs. The springs are marked for correct installation due to progressive winding (paint stripes facing down towards cylinder head). The exhaust valve stems are sodium filled to enhance cooling. CAUTION!!! Consult the Repair Instructions before performing any repairs and for proper disposal of sodium filled valves. M Engines 85 VANOS Performance, torque, idle characteristics and exhaust emissions reduction are improved by variable camshaft timing (VANOS). The S54 engine uses double VANOS to adjust the spread angles of the intake and exhaust camshafts. This system uses a high pressure (100 Bar) control system that ensures responsive and accurate camshaft adjustments to meet the high performance requirements of the M3. 86 Engines VANOS Unit The Vanos unit is mounted directly on the front of the cylinder head. The VANOS unit contains the hydraulically actuated mechanical drives (1), the electronically controlled oil pressure regulating sole¬ noids (2) and the 100 Bar pressure regulating valve (3). The view of the VANOS unit shows the inlet oil supply pressure reducing valve (4) and the radial piston high pressure output pump driven by the exhaust camshaft (5). The VANOS solenoid electrical assembly (re-moved from the VANOS unit) contains four solenoids. Two solenoids are required for each adjusting piston circuit, one for advancing and one for retarding the camshaft timing. The solenoids are controlled by the DME (ECM). The adjustment shafts contain two sets of splines. The straight splines engage with the camshaft sleeves and the helical spline engage with the chain driven cam sprocket. The camshaft sleeves are bolted to the end of the camshafts and engage with the straight spline of the adjustment shaft shown above. The chain driven sprocket and spacer sleeve assembly is shown to the right (one assembly per camshaft). The sprocket engages with the helical splines of the adjustment shaft. The exhaust sprocket assembly has two drive “lugs” that must be aligned with the radial piston pump during installation. M Engines 87 88 M Engines VANOS mechanical operation is dependent on oil pressure applied to position the control pistons. The double VANOS camshafts are infinitely adjustable within the mechanical travel limits of the drive gears. When oil pressure is applied to the control piston, the piston moves causing the splined adjustment shaft to move. The straight splines slide within the camshaft sleeve. The helical splines rotate the camshaft drive sprocket changing the position in relation to the camshaft position which advances/retards the camshaft timing. The default (mechanical stop) camshaft position without VANOS influence is: • Intake Camshaft = Retarded (130° spread angle) • Exhaust Camshaft = Advance (83° spread angle) The VANOS enhanced camshaft spread angles are: • Intake 70-130 • Exhaust 83-128 The total adjustment range of the camshafts are 60° for the intake and 45° for the exhaust. Oil is supplied from main gallery through the front of cylinder head (arrow) to the inlet pressure reducing valve. The pressure reducing valve supplies oil to the radial piston high pressure pump. It is located between the cylinder head and the VANOS unit. The valve ensures the oil pressure supply to the VANOS pump is 0.5 Bar regardless of the varying pressure from the main oil pres¬ sure gallery. The pressure reducing valve is pressed into the VANOS unit and secured by an “o-ring”. M The 100 Bar pressure regulating valve is mounted in the VANOS unit. This valve regulates the pressure produced by the radial piston high pressure pump. Note: The 100 Bar pressure regulating valve is NOT adjustable. The 100 Bar pressure accumulator ensures that there is a suffi¬ cient volume of oil under pressure to adjust the camshafts under all engine operating conditions. The accumulator is Nitrogen charged and is located on the exhaust side of the engine behind the A/C compressor. It is connected to the VANOS unit by a high pressure line. Engines 89 Explanation Engine Oil Pump Engine Oil Filter Pressure Reducing Valve (0.5 Bar) VANOS Oil Pump VANOS Accumulator 100 Bar Pressure Regulating Valve Explanation Exhaust Camshaft Inlet Solenoid Valve Exhaust Camshaft Outlet Solenoid Valve Intake Camshaft Outlet Solenoid Valve Intake Camshaft Inlet Solenoid Valve Exhaust Camshaft Control Piston (Advance Intake Camshaft Control Piston (Retard) VANOS system hydraulic operation: • When the engine starts, oil from the main engine oil pump is fed under pressure to the pressure reducing valve. • The oil pressure is dropped to approximately 0.5 Bar and fed to the radial piston high pressure oil pump. • The pump is driven by the exhaust camshaft and the 100 Bar pressure is built up by the pressure regulating valve. The vol¬ ume of pressurized oil is stored in the accumulator supplying both adjustment pistons. Both pistons are held in the default position by the high pressure oil. • At the same time the high pressure oil is available at the inlet solenoids of both adjustment pistons. • VANOS adjustment is carried out by the ECM pulsing the inlet and outlet solenoids to allow pressurized oil to the back side of the adjustment pistons. The surface area on this side of the piston is larger so that the oil pressure is greater and the adjustment piston will move causing the valve timing to change. • The piston is connected to the adjustment shaft. As the pis¬ ton moves, the shaft turns the helical splines varying the camshaft sprocket position in relation to the camshafts. CAUTION!!! The VANOS system is under high pressure (100 Bar). Always consult the Repair Instructions before performing any repairs. M 91 Workshop Hints When installing the intake camshaft, a visual “sight” is the cam lobes on cylinder number 1 should be pointing horizontally inwards (as shown on the right). When installing the exhaust camshaft, the cam lobes for cylinder number 1 should be pointing hori¬ zontally inwards (refer to Repair Instructions for detailed graphics). The VANOS function test can be performed by using Special Tools: • #90 88 6 126 411 • #90 88 6 126 050 • Regulated Compressed Air (2-8 bar) Note: Refer to the Repair Instructions for the VANOS function test procedures. 92 M Engines Intake Air Plenum The intake air plenum is designed for maximum volume required for the S54 engine. The air filter housing and intake manifold are dif¬ ferent on the M roadster and M coupe as compared with the M3 due to the under hood dimensions. The flow characteristics of the one-piece plastic shell is enhanced by internal “funnel” cones to direct the intake air to the throttle housings. The plenum is attached to the throttle housings by rubber sleeves. A Special Tool (clamp pliers) is required to secure the one-time use clamps. E46 M3 air plenum shown Intake Air System The S54 uses six individual throttle housings operated by an EDR actuator (1 electronic throttle control). For low engine speed (low load) and idling, intake air is provided by an idle air actuator (2). The valve regulates airflow through an external air distribution pipe to the individual throttle housings. Fuel tank vapor intake is regulated by the Evaporative Emission Valve (3). Note: Refer to the Repair Instructions for the procedure to adjust and synchronize the throttle housings. Fuel Supply The fuel is supplied through a Non Return Fuel Rail System. This system is used on the S54 for LEV compliancy. The fuel supply pressure is controlled by the 5 Bar fuel pressure regulator integrated in the fuel filter assembly. The regulator is influenced by engine vacuum via a hose connected to the external air distribution pipe. The fuel exits the fuel pressure regulator sup¬ plying the fuel rail and the injectors. The E46 M3 fuel filter assem¬ bly is located under the left front floor area (next to the frame rail). The fuel return line is located on the filter/regulator assembly which directs the unused fuel back to the fuel tank. The fuel tank hydro¬ carbons are reduced by returning the fuel from this point instead of from the fuel rail. Clutch Assembly The S54 clutch assembly is specially designed to transfer the high torque to the driveline and dampen vibrations throughout the rpm range. The clutch assembly consists of: • Hydraulically Dampened Dual-Mass Flywheel • Diaphragm Type Pressure Plate and Drive Disk Exhaust System The US S54 uses two high performance stainless steel exhaust manifolds. The catalytic converters are integral with each exhaust manifold. Each exhaust manifold/catalyst contains a pre (1) and post (2) oxy¬ gen sensor. The sensors require a Special Tool (crescent wrench with swivel adapter) for removal. The E46 M3 exhaust system is a dual channel up to the muffler. By using the M-mobility kit, additional clearance is provided for the 40 liter half-shell muffler with four outlets. The M roadster and M coupe have separate dual mufflers. M Engines 93 94 M Engines ^jfl Classroom Exercise - Review Questions 1. What is the valve clearance and at what temperature should it be checked? Intake_Exhaust_Engine Temperature_ 2. What does the term “cracked” connecting rod mean? 3. What is the part number of the special tool needed to remove the valve shims on the S54 engine? 4. What is the function(s) of the oil pumps on the S54? 5. Regarding the Crankcase Ventilation System, what is the purpose of the Check Valve in the oil return line from the intake manifold? Classroom Exercise - Review Questions 6. When installing the camshafts, they should be installed based on what visual sight? 7. What is unigue about the exhaust finger (rocker) shaft? 8. What are the two differences between the intake and exhaust valves? 9. What must be “aligned” with the radial piston high pressure pump when installing the VANOS unit? 10. Where is the fuel pressure tested on the E46 M3 and what is the nominal pressure? M Engines 95 96 M Engines Workshop Exercise - Remove and Replace Camshafts Using an instructor assigned S54 training engine follow the repair instructions for the removal and replacement of the VANOS adjustment unit and the camshafts. Answer the questions and fill in the required information as you work through the exercise. Fit special tool 11 5 WO to four screws on crankshaft hub. Rotate crankshaft in direction of rotation as far as firing TDC position of 1st cylinder. Secure vibration damper with special tool 112 300 in firing TDC position of 1st cylinder. In what position does VANOS set the Intake and Exhaust camshaft to facilitate engine starting? Workshop Exercise - Remove and Replace Detach the oil line bracket from timing case cover. Remove oil line from VANOS adjustment unit. M Connect compressed air (2 to 8 bar) Disconnect plug connection on solenoid valve. 98 M Engines Workshop Exercise - Remove and Replace Camshafts Connect special tool 12 6 050 in conjunction with special tool 12 6411 (from special tool kit 12 6 410) to solenoid valves. Connect special tool 12 6411 to correct terminals on car battery. Alternately press toggle switch buttons 1 and 2 several times on special tool 12 6 050. Press and hold down toggle switch button 1 on special tool 12 6 050. At same time, rotate INTAKE camshaft at hexagon drive against direction of rotation as far as it will go. (See arrow below.) Note: Spline teeth in VANOS gear are engaged; and intake camshaft cannot be rotated further. What is the purpose for this procedure? What is special tool 12 6 050 used for? Workshop Exercise - Remove and Replace Camshafts Alternately press toggle switch buttons 3 and 4 several times Remove bolts 1 and 3 and remove sliding rail 2 and holder 4. on special tool 12 6 050. (See below) Press and hold down toggle switch button 3 on special tool 12 6 050. At same time, rotate EXHAUST camshaft at hexagon drive against direction of rotation as far as it will go. (See below) Remove special tool 112 300. Rotate crankshaft in direction of rotation a further revolution up to the overlap TDC position and align the O/T marking on the vibration damper with the pointer. (See below) Note: Spline teeth in VANOS gear are engaged; and exhaust camshaft cannot be rotated further. Disconnect compressed air and remove special tool 11 7 130 from the VANOS unit. M Engines 99 100 M Engines Workshop Exercise - Remove and Replace Camshafts Loosen the six accessible bolts on the VANOS gears two full Loosen the remaining six bolts on the VANOS gears two full turns. turns. Rotate the engine at central bolt in direction of rotation until #1 cylinder is at TDC firing position. Secure vibration damper in position with special tool 112 300. Release screws on VANOS adjustment unit. Carefully remove the VANOS adjustment unit and set aside. Workshop Exercise - Remove and Replace Camshafts Remove the loose bolts on INTAKE side spline hub. Remove spline hub (1) with plate spring “washer” and support¬ ing ring. (See Caution!) Remove the loose bolts on EXHAUST side spline hub. Remove spline hub (1) with plate spring “washer” and support¬ ing ring. CAUTION!!! The supporting ring and plate spring “washer” can easily fall out when removed. Remove chain tensioner. Detach sprocket wheel (1 and 2) from centering sleeve. Hold timing chain under tension while removing sprocket wheels (1 and 2). Then, secure the timing chain to prevent it slipping down into the crankcase. M Engines 101 102 M Engines Workshop Exercise - Remove and Replace Camshafts Remove special tool 112 300 While lifting timing chain, rotate engine at central bolt against direction of rotation to 30° before TDC position. Why is this step important? Grip camshafts at hexagon head and release bolts on centering sleeves (1). Remove toothed sleeves (3) from EXHAUST and INTAKE camshafts. Remove centering sleeves (1) on EXHAUST and INTAKE sides When are these last two steps not necessary? with thrust washers (2). Workshop Exercise - Remove and Replace Camshafts Release the nuts on the thrust bearing flange (1) and remove. Removing INTAKE camshaft: Note direction and angle of rotation. Rotate the INTAKE camshaft at hexagon inwards until cylinder #1 cam lobes are horizontal. (See below) Install special tool 114 380 on INTAKE camshaft and screw into spark plug threads of cylinders 2 and 5. Pretension INTAKE camshaft by rotating eccentric shaft. Release all nuts of bearing caps on intake camshaft. Relieve tension on special tool 114 380 and remove. Lift out intake camshaft and set aside. What must be kept in mind when releasing the pressure on the camshaft? M Engines 103 104 M Engines Workshop Exercise - Remove and Replace Camshafts Removing EXHAUST camshaft: Note direction and angle of rotation. Rotate EXHAUST camshaft at hexagon inwards until cylinder # 1 cam lobes are horizontal. (See below) Install special tool 114 380 on exhaust camshaft and screw into spark plug threads of cylinders 2 and 5. Pretension exhaust camshaft by rotating eccentric shaft. Release all nuts of bearing caps on exhaust camshaft. How are the bearing caps marked for both camshafts? Relieve tension on special tool 114 380 and remove. Lift out exhaust camshaft and set aside. Inspect both camshafts and Identify the markings. Fill in intake and exhaust in the spaces below. Which camshaft is identified by a groove behind the locating hole? (See above) Workshop Exercise - Remove and Replace Camshafts Identify which signal ring belongs on the INTAKE camshaft and which on the EXHAUST. Explain the differences of the signal rings below. Installing INTAKE camshaft: Install INTAKE camshaft in such a way that cam lobes on cylinder #1 point inwards horizontally. Install special tool 114 380 on INTAKE camshaft and screw into spark plug threads of cylinders 2 and 5. Pretension INTAKE camshaft by rotating eccentric shaft What is the torque specifications for the signal ring bolts? M Engines 105 106 M Engines Workshop Exercise - Remove and Replace Camshafts Install the INTAKE side bearing caps Based on the graphic above, what is the correct instalation position of the INTAKE camshaft bearing caps? What precaution should be observed while installing the bearing caps? Manually tighten bearing cap nuts and then tighten down from inside to outside in 1/2 turn increments. Torque bearing cap bolts to specifications and remove special tool 11 4 380. What is the specified torque for the intake camshaft bearing caps? Rotate INTAKE camshaft at hexagon from horizontal position upwards until locating hole (1) in camshaft is vertical. Workshop Exercise - Remove and Replace Camshafts Attach special tool 11 9 130 to cylinder head. Align the INTAKE camshaft at hexagon until special tool 117 342 can be joined by means of special tool 11 9 130 in locating hole. What is important to note regarding the installation of special tool 11 9 130? Installing EXHAUST camshaft: Install the EXHAUST camshaft in such a way that cam lobes on cylinder #1 point inwards horizontally. Install special tool 114 380 on EXHAUST camshaft and screw into spark plug threads of cylinders 2 and 5. Pretension exhaust camshaft by rotating eccentric shaft. M Engines 107 108 M Engines Workshop Exercise - Remove and Replace Camshafts Install the EXHAUST side camshaft bearing caps. © In which position are the EXHAUST camshaft bearing caps installed? As on the intake, align the EXHAUST camshaft bearing caps by hand until they are secured by means of adapter sleeves. Manually tighten bearing cap nuts and then tighten down from inside to outside in 1/2 turn increments. Torque camshaft bearing caps to specifications. What is the proper torque specification for the EXHAUST camshaft bearing caps? Remove special tool 114 380. Rotate the EXHAUST camshaft at hexagon from horizontal position upwards until locating hole (1) in camshaft is vertical. Attach special tool 11 9 130 to cylinder head. Align exhaust camshaft at hexagon until special tool 11 7 342 can be joined by means of special tool 11 9 130 in locating hole. Remove special tool 11 9 130 and special tool 117 342. Workshop Exercise - Remove and Replace Camshafts Fit thrust bearing flange (1) as shown in illustration. Align bores in toothed sleeves (3) to tapped holes in camshafts. Check dowel sleeves (2) for damage and correct installation position. Install the thrust washers on the camshafts. Align thrust bearing flange (1) by hand until it is secured to cylinder head by means of adapter sleeves. Install nuts of thrust bearing flange (1). Manually tighten nuts and then tighten down from in 1/2 turn increments. Install toothed sleeves (3) of exhaust and inlet camshafts. Note installation direction of thrust washers (2) below. Rtl21fi0 M Engines 109 110 M Engines Workshop Exercise - Remove and Replace Camshafts Install the centering sleeve (1) on EXHAUST and INTAKE sides with thrust washer (2). Grip camshafts at hexagon head. Tighten down bolts on centering sleeves (1). Attach special tool 11 9 130 to cylinder head. Align INTAKE camshaft at hexagon until special tool 11 7 342 can be joined by means of special tool 11 9 130 in locating hole. Note: Special tool 11 9130 must rest flat on cylinder head. Remove special tool 117 342. Align EXHAUST camshaft with hexagon until special tool 117 342 can be joined by means of special tool 11 9 130 in locating hole. Note: Special tool 11 9130 must rest flat on cylinder head. Remove special tool 11 9 130 and special tool 117 342. Workshop Exercise - Remove and Replace Camshafts Lift timing chain and hold under tension. Rotate crankshaft from 30° before TDC position in direction of rotation up to TDC firing position. Secure vibration damper in position with special tool 112 300. Install sprocket wheel (2) on INTAKE side on centering sleeves in such a way that elongated holes are centrally located. Hold timing chain under tension and feed on sprocket wheel (1). Install sprocket wheel (1) on EXHAUST side on centering sleeves in such a way that elongated holes of sprocket wheels (1 and 2) are centrally located. Press tensioning rail against timing chain and check position of elongated holes. Why is centering the bolt holes on the elongated holes important? Install the chain tensioner. What must be done if the chain tensioner being reused? M Engines 111 112 M Engines Workshop Exercise - Remove and Replace Camshafts Insert plate spring (2) and supporting ring (3) in tooth hub (1) of the EXHAUST side. Note how the inner plate spring is installed below. Bore hole (1) must point upwards as shown in illustration. Insert all spline hub (1) bolts and tighten by hand until free of play. Then loosen all bolts again until spline hub (1) can be moved with fingers. Install exhaust spline hub with plate spring and supporting ring. Insert plate spring (2) and supporting ring (3) in tooth hub (1) on the INTAKE side. Workshop Exercise - Remove and Replace Camshafts Install the INTAKE spline hub with plate spring and supporting ring. Bore hole (1) must point upwards as shown in illustration. Replace the control valve sealing O rings (1) and coat with oil. Insert the control valve into the cylinder head as shown in the illustration. Insert all spline hub (1) bolts and tighten by hand until free of play. What special component is integrated into the control valve? When must the control valve be replaced? Then loosen bolts again until spline hub (1) can be moved with fingers. M Engines 113 114 M Engines Workshop Exercise - Remove and Replace Camshafts Connect special tool 12 6 050 in conjunction with special tool 12 6411 (from special tool kit 12 6 410) to solenoid valves of VANOS adjustment unit. Connect special tool 12 6 411 to correct terminals on car bat¬ tery. Press buttons 1 and 3 on special tool 12 6 050 simultaneously. Solenoid valves are actuated. Press splined shafts by hand up to stop into initial position. Check dowel sleeves (1) for damage and correct installation. Secure gasket (1) with sealing compound on adapter sleeves. Secure special tool 11 9 170 as shown in illustration by means of stud bolt. What is the purpose of special tool 119 170? Turn spline hubs (1) of inlet and exhaust camshafts to right limit position. Workshop Exercise - Remove and Replace Camshafts Attach VANOS adjustment unit leaving special tool 11 9 170 in place between the cylinder head and the VANOS adjustment unit. Note: Make sure both VANOS splined shafts remain in initial position during installation. Rotate splined shafts of INTAKE and EXHAUST sides until the teeth engage. Push VANOS adjustment unit with splined shaft into VANOS gear until helical cut splines (2) are positioned shortly before meshing with spline hub (1). If the helical cut splines cannot be pushed into the spline hub (V: Place special tool 11 7 160 on hole in spline hubs (1). Rotate spline hub (1) against direction of rotation until splined shaft (2) is positioned with spline hub (1) exactly ”tooth-to- tooth gap”. The ’’first” matching tooth must engage. Align radial piston pump to driver on spline hub as illustrated. M Engines 115 116 M Engines Workshop Exercise - Remove and Replace Camshafts Push on VANOS adjustment unit until it contacts special tool 11 9 170 as shown below. Why is it necessary to provide a specified gap with the special tool 11 9 170 between the cylinder head and VANOS adjustment unit? Use special tool 117 200 and tighten down the two opposing bolts on the INTAKE and EXHAUST sides of the VANOS gear to 14 Nm. Insert a bolt on left and right side of the VANOS Unit and tight¬ en by hand until free of play. Then loosen all four bolts by a 1/4 turn. Remove special tool 11 9 170 on left and right sides. What must be done if this position can not be achieved? Workshop Exercise - Remove and Replace Camshafts CAUTION!!! Make sure that radial piston pump is aligned to drive on spline hub. When the left and right bolts are tightened down alternately, the exhaust and intake camshafts must not rotate. Note: If the camshafts do rotate, this means that the bolts on the VANOS gear were not previously released correctly. Alternately tighten down bolts in 1/2 turn increments carefully and evenly until VANOS adjustment unit rests against timing case cover. Insert remaining bolts and tighten them down to specifications. Use special tool 11 7 200 to tighten down bolts on VANOS gear. Tighten down six accessible bolts (three on exhaust side and three on intake side) on VANOS gear to 14 Nm. M Engines 117 118 M Engines Workshop Exercise - Remove and Replace Camshafts Remove special tool 112 300. Rotate crankshaft in direction of rotation a further revolution up to the overlap TDC position as shown below. Use special tool 117 200 to tighten down bolts on VANOS gear. Tighten down remaining six bolts (three on exhaust side and three on intake side) on VANOS gear to 14 Nm. Then crank engine again in direction of rotation until cylinder #1 is at TDC firing position. Secure vibration damper in position with special tool 112 300. R'l 149? Check camshaft timing: Attach special tool 119 140 and connect to the intake camshaft. The tool must sit flat or protrude by a max. of 0.5 mm on the exhaust side when the intake camshaft is correctly adjusted. Workshop Exercise - Remove and Replace Camshafts Install special tool 11 9 140 and connect to the EXHAUST camshaft. The tool must sit flat or protrude by a max. of 0.5 mm on the intake side when the exhaust camshaft is correctly adjusted. Note: If the special tool 11 9140 protrudes to the inlet side, the timing must be readjusted. Install holder (4) and sliding rail (2). Replace sealing rings of banjo bolt. (In the field) Insert banjo bolt but do not tighten down yet. Install bracket of oil line. Install bolt and tighten down. Tighten down banjo bolt of oil line to specifications Remember to remove special tool 112 300. Adjust valves. (In the field) Assemble engine as per instructor instructions What must be done if in the first few seconds after startup a ’’rattling noise” is heard? M Engines 119 120 M Engines