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Technical�qualification.

Product�information.
B37/B47�Engine.

BMW�Service
General�information

Symbols�used

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

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

Information�status�and�national-market�versions

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

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

Additional�sources�of�information

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

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

Contact:�conceptinfo@bmw.de

©2013�BMW�AG,�Munich

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

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

Contact:
Sebastian�Riedel
Tel.:�+49�(0)�89�382�65044
E-mail:�sebastian.rs.riedel@bmw.de

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Position Meaning Index Explanation


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

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

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

6
B37/B47�Engine.
2.�Introduction.

Engine�identification�for�B37�engine

Index Explanation
1 Engine�number
2 Engine�identification

7
B37/B47�Engine.
2.�Introduction.

Engine�identification�for�B47�engine

Index Explanation
1 Engine�number
2 Engine�identification

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

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

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

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

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

Distinguishing�features�of�the�installation�position

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

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

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

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

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

Engine B37 B37�CO2- B47 B47�Upper


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

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

10
B37/B47�Engine.
2.�Introduction.

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

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

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

11
B37/B47�Engine.
2.�Introduction.

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

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

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

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

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

12
B37/B47�Engine.
2.�Introduction.

Overview�of�common�and�synergy�parts

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

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

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

B37C15K0 B37C15U0 B47C20O0


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

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

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

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

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

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

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

2.6.�Engine�acoustics

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

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

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

17
B37/B47�Engine.
2.�Introduction.

Firing�interval�of�B47�engine

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

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

18
B37/B47�Engine.
2.�Introduction.

Firing�interval�of�B37�engine

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

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

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

19
B37/B47�Engine.
2.�Introduction.

Acoustic�oscillations�of�the�Bx7�engines

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

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

20
B37/B47�Engine.
2.�Introduction.

Acoustics�diagram

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

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

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

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

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

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


B37 3 1–3–2 240°
B47 4 1–3–4–2 180°

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

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

Bus�structure�of�Active�Sound�Design

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

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

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

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

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

Engine�housing�of�B37�engine

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Index Explanation
1 Camshaft�support
2 Cylinder�head

Camshaft�support

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

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

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

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

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

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

Cooling�concept�of�cylinder�head

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

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

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

Cylinder�head�gasket�in�B37�engine

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Overview�of�the�mounted�parts

Overview�of�the�Bx7�engine�crankcase.

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

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

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

Closed�Deck

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

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

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

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

Bearing,�counterbalance�shaft

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

Deep�Skirt

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

Embossed�main�bearing�cap

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

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

Ventilation�bore�holes

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

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

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

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

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

Side�view�of�B37�engine

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

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

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

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

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

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

B37�engine

Oil�sump�of�B37�engine

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

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

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

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

Crankcase�end�cover�of�B37�engine

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

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

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

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

Engine�oil�sump�seal�for�B37�engine

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

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

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

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

Engine�oil�sump�seal�for�B47�engine

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

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

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

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

Schematic�diagram�for�oil�sump�sealing

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

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

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

3.2.1.�Crankshaft

Overview�of�the�B37�engine

Crankshaft�of�B37�engine

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

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

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

Crankshaft�of�B47�engine

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

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

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

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

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

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

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

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

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

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

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

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

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

Bearing�shell�classification

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

Bearing�shell�classification�in�B37�engine

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Connecting�rod Unit B37C15K0 B37C15U0 B47C20O0


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

Connecting�rod�of�Bx7�engine

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

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

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

Weight�classification

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

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

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

Unit B37C15K0 B37C15U0 B47C20O0


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

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

Piston�of�Bx7�engine

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

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

Piston�rings�of�Bx7�engine

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Forces

Static�force

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

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

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

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

Static�torque

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

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

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

• M�=�F�x�r

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

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

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

Oscillating�forces�in�the�B37�engine

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

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

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

Rotating�forces�in�the�B37�engine

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

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

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

Counterweights�of�crankshaft�of�B37�engine

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

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

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

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

Oscillating�torques

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

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

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

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

Order

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

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

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

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

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

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


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

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

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

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

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

Inertia�forces�in�B37�engine

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

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

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

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

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

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

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

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

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

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

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

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

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

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

M2 Torque�at�the�counterbalance�shaft

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

Service�information

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

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

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

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

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

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

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

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

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

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

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

Inertia�forces,�1st�order,�B47�engine

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

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

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

Inertia�forces,�2nd�order,�B47�engine

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

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

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

Counterbalance�shafts�of�B47�engine

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

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

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

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

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

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

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

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

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

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

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

Torsional�vibration�damper�for�Bx7�engine

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

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

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

Disconnected�belt�pulley

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

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

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

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

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

Chain�drive�of�B37�engine

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

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

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

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

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

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

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

Valve�gear�of�Bx7�engine

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

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

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

Explanation Unit Intake Exhaust


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

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

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

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

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

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

Camshafts�in�B37�engine

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

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

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

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

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

3.3.5.�Valves

Valve�in�Bx7�engine

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

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

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

3.4.�Belt�drive

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

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

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

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

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

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

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

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

3.5.1.�B37�engine

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

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

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

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

3.5.2.�B47�engine

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Map�control

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

87
B37/B47�Engine.
4.�Oil�supply.

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

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

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

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

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

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

Intake�pipe�in�Bx7�engine

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

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

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

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

89
B37/B47�Engine.
4.�Oil�supply.

Vane-type�compressor�in�Bx7�engine

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

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

Functional�description

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

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

Normal�operation

Oil�circuit�in�normal�operation

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

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

Emergency�operation

Oil�circuit�in�emergency�operation

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

92
B37/B47�Engine.
4.�Oil�supply.

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

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

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

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

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

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

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

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

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

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

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

Oil�filter�module�in�Bx7�engine

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

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

95
B37/B47�Engine.
4.�Oil�supply.

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

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

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

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

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

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

Heat�exchanger�bypass�valve

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

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

4.1.5.�Oil�spray�nozzles

Piston�cooling

Piston�cooling�in�Bx7�engine

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

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

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

Piston�cooling�valve

Piston�cooling�valve�in�Bx7�engine

Index Explanation
1 Housing
2 Valve
3 Compression�spring

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

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

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

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

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

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

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

5.1.�Cooling�circuit

5.1.1.�System�overview�diagram

Cooling�circuit�principle�in�B37C�engine

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

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

5.1.2.�System�overview�of�vehicle

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

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

5.1.3.�Cooling�module

Cooling�module�in�Bx7�engine

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

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

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

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

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

5.1.5.�Switchable�coolant�pump

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

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

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

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

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

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

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

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

Shift�element�of�coolant�pump�open

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

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

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

Shift�element�of�coolant�pump�closed

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

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

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

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

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

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

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

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

5.1.6.�Expansion�tank

Expansion�tank�in�Bx7�engine

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

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

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

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

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

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

5.1.7.�Exhaust-gas�recirculation�cooler

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

6.1.2.�Charging�pressure�control

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

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

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

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

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

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

Model-based�charging�pressure�control

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

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

6.1.3.�Charge�air�cooling

Charge�air�cooler�in�the�Bx7�engine

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

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

Throttle�valve�in�the�Bx7�engine

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

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

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

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

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

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

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

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

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

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

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

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

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

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

6.2.�Exhaust�emission�system

6.2.1.�Exhaust�manifold

Exhaust�manifold�in�B37�engine

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

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

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

Exhaust�turbocharger�in�the�B37�engine

Exhaust�turbocharger�in�the�B37�engine

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

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

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

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

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

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

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

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

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

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

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

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

Roller�bearing�in�B47x20O0�engine

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Exhaust�gas�recirculation�module

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

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

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

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

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

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

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

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

EGR�control

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

EURO�5�version

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

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

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

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

EURO�6�version

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

7.1.�System�overview

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

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

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

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

7.1.2.�Vacuum�pump

Installation�location�of�the�vacuum�pump

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

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

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

Vacuum�pump�in�the�Bx7�engine

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

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

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

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

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

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

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

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

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

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

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

143
B37/B47�Engine.
8.�Fuel�system.

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

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

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

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

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

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

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

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

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

Fuel�filter�heating

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

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

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

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

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

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

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

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

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

The�following�adaptations�were�implemented:

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

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

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

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

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

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

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

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

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

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

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

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

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

8.3.3.�Injector

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

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

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

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

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

Overview�of�injectors

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


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

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

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

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

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

CRI�2.16

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

156
B37/B47�Engine.
8.�Fuel�system.

Injection�quantity�compensation�code

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

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

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

Forged�rail�in�the�B37�engine

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

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

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

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

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

8.3.5.�Leakage�oil�line

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

System Function/Adaptations Task Service�functions�in


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

B37�engine

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

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

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

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

B47�engine

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

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

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

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

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

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

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

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

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

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

Combustion�control�in�the�Bx7�engine

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

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

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

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

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

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

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

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

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