Technical Vehicle Documentation: E65/M67 Engine

Technical Vehicle Documentation
E65/M67 Engine
Technical status:
September 2002
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E65/M67 Engine
Background Material
Contents Chapter 1-1

Page
CHAP 1 E65 M67 Engine 1

Introduction 1
- Overview of changes 1
- Technical data 2
- Full load diagram 3
- Reference to existing documents 4
Engine mechanical systems 5
- Turbocharger 5
- Exhaust system 6
- Pistons 8
- Connecting rods 9
- Belt drive 10
- Oil pan 11
- Engine mounting 12
Cooling system 13
- Transmission oil cooler 13
Digital diesel electronics (DDE 5.1) 15
- System overview 16
- Preheating system 32
- Crankshaft sensor 32
- Automatic start 33
Common rail 38
- High pressure pump CP3.3 41
- Multiple injection 43
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Background Material Chapter 1 P.1
E65 M67 Engine
Introduction
Drive
In September 2002, the M67 diesel engine will be added to the range of
engines for the E65. The M67 engine was re-engineered to facilitate
operation in the E65. The changes and new features are described in
this documentation.
- Overview of changes
- Reworked turbocharger with new actuator
- Modified pistons and connecting rods
- Belt drive with mechanical tensioning device
- One-piece oil pan
- Modified engine mounting
- The radiator and intercooler are made completely of aluminium
(see M57TU)
- Charge air ducts are equipped with quick-release couplings
(see M57TU)
- Engine management system DDE 5.1
- New preheating system (same as M47TU and M57TU)
- 2nd generation common rail (1600 bar)
(same as M47TU and M57TU)
.
HGK-E65_M67_0300_UPDATE.frb,
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- Technical data
Technical data M67 (E38) M67 (E65)

Drive Configuration/V-angle V8/90º V8/90º
Displacement (cm3) 3901 3901
Stroke/bore (mm) 88/84 88/84
Output (kW/bhp) 180/245 190/258

at speed (rpm) 4000 4000
Torque (Nm) 560 600

at speed (rpm) 1750-2500 1900-2500
Cut-off speed (rpm) From 4000 From 4000
Compression ratio ε 18.0 18.0
Valves/cylinders 4 4
Digital motor electronics DDE 4.1 DDE 5.1
Complies with exhaust emission EU3 EU3

regulation - Germany
Rest of world EU3 EU3
Engine weight (kg) 277 279
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- Full load diagram
Drive
KT-11076 rpm
Fig. 1: Full load diagram M67 (E65), dashed line: M67 (E38)
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- Reference to existing documents
The components and functions used to date are described in the

Drive
following technical documentation:
M67 seminar working material, M57/M67 Common Rail
M67 seminar working material, DI diesel engine M67D40
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Engine mechanical systems

- Turbocharger
Drive The efficiency of the turbine and compressor wheel was optimized by a
modified blade geometry, resulting in substantially improved response
characteristics of the turbochargers.
A modified actuator is also fitted.
Technical data
Maximum boost pressure 1400 mbar
Maximum air throughput 490 kg/h
Actuator
To date, the actuator was produced solely in small-lot production for

the E38/M67.
The actuator was modified slightly for the E65/M67 and produced in
larger quantities.
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- Exhaust system
Drive
KT-11073
Fig. 2: Comparison of exhaust systems E38 and E65
Index Explanation Index Explanation
A Exhaust system M67 (E38) 2 Underside catalytic converter
B Exhaust system M67 (E65) 3 Centre silencer
1 Primary catalytic converter 4 Rear silencer
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Exhaust manifold
The shape of the exhaust manifold for cylinder bank 5-8 is symmetrical
to that of the exhaust manifold for cylinder bank 1-4.
Drive On the M67 (E38) both exhaust manifolds were of a different shape.
Silencers and catalytic converters
Exhaust system E38 Exhaust system E65
2 primary catalytic converters: 2 primary catalytic converters:

3.2 litre volume 3.4 litre volume
2 underside catalytic converters: 2 underside catalytic converters:

5.76 litre volume 2.9 litre volume
1 centre silencer: 1 centre silencer:

10 litre volume 5.8 litre volume
2 rear silencers: 1 rear silencer:

28 litre volume 32 litre volume
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- Pistons
Structure
Drive
The pistons feature a modified bowl geometry (same as M47TU,
M57TU). The geometry of the piston crown bowl was designed to suit
the changed injection pressure.
KT-10835
Fig. 3: Piston crown bowl
Index Explanation
A Piston crown bowl M67 (E38)
B Piston crown bowl M67 (E65)
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- Connecting rods
In line with the increased power output, the connecting rods feature an
improved support for the bolt heads.
Drive
This support ensures uniform surface pressure and reliable threaded
connection of the big-end bearings.
KT-11071
Fig. 4: Comparison of connecting rods E38 and E65
Index Explanation
A Connecting rod M67 (E38)
B Connecting rod M67 (E65)
1 Bolt head support
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- Belt drive
The belt drive was modified in the following areas:
Drive
- The hydraulically dampened belt tensioners were replaced by
compact spring tensioners. The new belt tensioners have no hydraulic
damper.
- The power steering pump was relocated from the air conditioner drive
to the main drive.
KT-11072
Fig. 5: Belt drive M67 (E65)
. Index Explanation Index Explanation
1 A/C compressor 6 Ribbed V-belt for main drive
2 Tensioning pulley for air condi- 7 Tensioning pulley for main drive
tioner drive
3 Ribbed V-belt for air conditioner 8 Power steering pump

drive
4 Vibration damper 9 Deflection pulley
5 Coolant pump 10 Alternator

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- Oil pan
The oil pan is made of an aluminium casting. It is of one-piece design
with a cast baffle. The oil sump is arranged on the gearbox side.
Drive
KT-11070
Fig. 6: Comparison of oil pans E38 and E65
Index Explanation
A Oil pan M67 (E38)
B Oil pan M67 (E65)
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- Engine mounting
Drive
KT-11078
Fig. 7: Engine mount M67 (E65)
Index Explanation
1 Spigot on engine mount
2 Screw
3 Hydraulic mount
The engine mounting arrangement was re-engineered in order to fit the

M67 in the E65. The engine mounting bracket is fitted on a spigot (1) on
the engine mount.
A screw (2) is used to secure the engine mounting bracket on the engine
mount. This new arrangement optimizes the connection between engine
.
and engine mount and additionally facilitates engine assembly.
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Cooling system
The radiator and intercooler are made completely of aluminium. On the
E38, the water tanks were made of plastic. The use of only one material
Drive
greatly simplifies recycling of the radiators/coolers.
- Transmission oil cooler
KT-11098
Fig. 8: Oil pan and transmission oil cooler with oil lines
Index Explanation
1 Coolant connection at transmission oil cooler
2 Transmission oil cooler

.
3 Coolant connection at thermostat
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The transmission oil cooler is located in the area of the right-hand

wheel arch.
A thermostat is integrated in the transmission oil cooler. A transmission

Drive
oil-flooded wax element is located in the thermostat.
The thermostat controls the amount of water flowing through the oil
cooler as a function of the oil temperature.
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Digital diesel electronics (DDE 5.1)

For use in the E65, the digital diesel electronics DDE 4.1 was replaced
by DDE 5.1.
Drive
The system functions of DDE 5.1 are based on DDE 5.0 already known
from the M47TU.
As on DDE 4.1, two control units (master/slave) are used. Both control
units are interconnected by a "private CAN" to facilitate data exchange.
A new hot-film air mass meter (HFM6) is used in connection with

DDE 5.1 (see M57TU).
The DDE 5.1 now also features the automatic start function already
known from the petrol engines.
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- System overview
Input/output
Drive
.
KT-11083
Fig. 9: System overview DDE 5.1, master

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KT-11084
Fig. 10: System overview DDE 5.1, slave
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1 DDE control unit, master 19 Starter
2 Brake pedal switch 20 Auxiliary heater

Drive
3 Car access system (CAS) 21 Fan activation
4 Alternator 22 Preheating control unit
5 Accelerator pedal module (FPM) 23 Valve for engine mount control
6 Thermal oil level sensor (TÖNS) 24 Exhaust gas recirculation valve

(EGR) 1
7 Camshaft sensor (NWG) 25 Actuator for turbocharger (VNT) 1
8 Hot-film air mass meter (HFM) 1 26 Rail pressure valve
9 Oil pressure switch 27 Volume control valve
10 Crankshaft sensor (KWG) 28 Fuel injectors, cylinders 1.6.4.7
11 Boost pressure sensor 29 DDE control unit, slave
12 Coolant temperature sensor 30 Hot-film air mass meter (HFM) 2
13 Rail pressure sensor 31 Charge air temperature sensor 2
14 Charge air temperature sensor 1 32 Exhaust gas recirculation valve

(EGR) 2
15 Fuel temperature sensor 33 Actuator for turbocharger

(VNT) 2
16 DDE main relay 34 Fuel injectors, cylinders 5.3.8.2
17 E-box fan PT-CAN Powertrain CAN
18 Starter relay P-CAN Private CAN
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System circuit diagram
Drive
KT-11081
Fig. 11: DDE 5.1 system diagram, master

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KT-11082
Fig. 12: DDE 5.1 system diagram, slave

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1 DDE 5.1 control unit 23 Camshaft sensor (NWG)
2 Brake pedal switch 24 Hot-film air mass meter (HFM) 1

Drive
3 Car access system (CAS) 25 Valve for engine mount control
4 Accelerator pedal module (FPM) 26 Exhaust gas recirculation valve

(EGR) 1
5 Preheating control unit (GSG) 27 Actuator for turbocharger (VNT) 1
6 Alternator 28 Rail pressure valve
7 Thermal oil level sensor (TÖNS) 29 Volume control valve
8 Oil pressure switch 30 Rail pressure sensor
9 Crankshaft sensor (KWG) 31 Fuel injector, cylinder 1
10 Boost pressure sensor 32 Fuel injector, cylinder 6
11 Charge air temperature sensor 1 33 Fuel injector, cylinder 4
12 Coolant temperature sensor 34 Fuel injector, cylinder 7
13 Fuel temperature sensor 35 Hot-film air mass meter (HFM) 2
14 Digital engine speed signal from 36 Exhaust gas recirculation valve

master to slave (EGR) 2
15 Charge air temperature sensor 2 37 Actuator for turbocharger (VNT) 2
16 DDE main relay 38 Fuel injector, cylinder 5
17 Brake light test switch 39 Fuel injector, cylinder 3
18 E-box fan 40 Fuel injector, cylinder 8
19 Starter relay 41 Fuel injector, cylinder 2
20 Fan control unit PT-CAN Powertrain CAN
21 Auxiliary heater P-CAN Private CAN
22 Fan motor
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Pin assignments DDE 5.1/master
Pin No. Assignment Abbreviation Explanation
Drive 1-01 Not used --- ---

1-02 Not used --- ---
1-03 Used I4 Injector 4
1-04 Not used --- ---
1-05 Not used --- ---
1-06 Used NTC Charge air temperature sensor, ground
1-07 Used NTC Coolant temperature sensor, ground
1-08 Not used --- ---

1-09 Not used --- ---
1-10 Used MÖ Oil pressure switch
1-11 Used Fuel temperature sensor, ground
1-12 Not used --- ---
1-13 Not used --- ---
1-14 Used NWG Camshaft sensor, ground
1-15 Used KWG Crankshaft sensor, ground
1-16 Not used --- ---
1-17 Not used --- ---
1-18 Not used --- ---
1-19 Used KL15 Switch, terminal 15 (wake up)
1-20 Not used --- ---
1-21 Not used --- ---
1-22 Used TXD2 Diagnosis jumper, "automatic transmission"
1-23 Not used --- ---
1-24 Used Engine mount control
1-25 Not used --- ---
1-26 Not used --- ---
1-28 Not used --- ---
1-29 Not used --- ---
1-30 Used RDS Rail pressure sensor Usupply
1-31 Not used --- ---
1-32 Used LD Boost pressure sensor Usupply
. 1-33 Not used --- ---
1-34 Not used --- ---
1-35 Not used --- ---
1-36 Not used --- ---
1-37 Not used --- ---
1-38 Used TÖNS Thermal oil level sensor, signal
1-39 Not used --- ---
1-40 Not used --- ---

1-41 Not used --- ---
1-42 Not used --- ---
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1-43 Not used --- ---

1-44 Used K1 Main relay, ground
Drive 1-45 Used HFM Hot-film air mass meter (HFM6), signal
1-46 used HFM Air temperature sensor (HFM6), signal
1-47 Used HFM Hot-film air mass meter (HFM6), ground
1-48 Not used --- ---
1-52 Not used --- ---
1-53 Not used --- ---
1-54 Used LD Boost pressure sensor, signal
1-55 Not used --- ---
1-56 Used RDS Rail pressure sensor, signal
1-57 Used Fuel temperature sensor, signal
1-58 Not used --- ---
1-59 Not used --- ---
1-60 Not used --- ---
1-61 Not used --- ---
1-62 Used NWG Camshaft sensor, signal
1-63 Used KWG Crankshaft sensor, ground
1-65 Used Private-CAN CAN low, master/slave
1-66 Used PT-CAN Power train CAN, low
1-68 Used GSG Control unit interface to preheating control unit
1-69 Used BSD Bit-serial data interface (alternator)
1-70 Used GSG Preheating control unit "ground"
1-71 Used MRV Volume control valve (CP3.3)
1-72 Used DRV Pressure control valve, rail
1-76 Not used --- ---
. 1-77 Not used --- ---

1-78 Used RDS Rail pressure sensor, ground
1-79 Not used --- ---
1-80 Used LD Boost pressure sensor, ground
1-81 Not used --- ---
1-82 Used NTC Coolant-temperature sensor
1-83 Used NTC Charge-air temperature sensor
1-84 Not used --- ---

1-85 Not used --- ---
1-86 Used TÖNS Oil level sensor, ground
1-87 Used KWG Crankshaft sensor, signal
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1-88 Not used --- ---

1-89 Used Private-CAN CAN high, master/slave
Drive 1-90 Used PT-CAN CAN high / power train

1-91 Used PT-CAN CAN high / power train
1-92 Used engine speed Digital engine speed signal to slave control unit
1-93 Used VNT Variable nozzle turbine actuator
1-94 Used AGR Exhaust-gas recirculation
1-95 Not used --- ---
1-96 Not used --- ---
2-01 Used Battery positive via main relay

2-02 Used Battery negative
2-07 Used A1 Switch, terminal 15 (wake up)
2-08 Used TXD 2 Diagnosis
2-09 Used Terminal 15
2-10 Used EWS/CAS Electronic vehicle immobilizer in car access system
2-11 Not used --- ---
2-12 Used IHR/IHKA Request for auxiliary heating
2-13 Not used --- ---
2-14 Not used --- ---
2-15 Not used --- ---
2-16 Not used --- ---
2-17 Not used --- ---
2-18 Not used --- ---
2-19 Used E-box fan, relay
2-20 Used DDE main relay
2-21 Not used --- ---
2-22 Not used --- ---
. 2-23 Used Brake light test switch
2-24 Used Start request (terminal 50) from CAS to DDE
2-25 Not used --- ---
2-26 Not used --- ---
2-27 Not used --- ---
2-28 Not used --- ---
2-29 Used FPM Accelerator pedal module/PWG1, ground
2-30 Used FPM Accelerator pedal module/PWG2, ground

2-31 Not used --- ---
2-32 Not used --- ---
2-33 Used PT-CAN CAN low / power train
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2-34 Used Starter relay, automatic start

2-35 Not used --- ---
Drive 2-36 Used Brake light switch

2-37 Not used --- ---
2-38 Not used --- ---
2-39 Used FPM Accelerator pedal module/PWG2, signal
2-40 Used Engine fan control
2-41 Not used --- ---
2-42 Not used --- ---
2-43 Used FPM Accelerator pedal module/PWG1, voltage supply
2-44 Used EDH Auxiliary heater activation (E60 only)
2-45 Not used --- ---
2-46 Used PT-CAN CAN high / power train
2-47 Not used --- ---
2-48 Not used --- ---
2-49 Not used --- ---
2-50 Not used --- ---
2-51 Not used --- ---
2-52 Used FPM Accelerator pedal module/PWG1, signal
2-53 Used Engine speed signal
2-54 Not used --- ---
2-55 Not used --- ---
2-56 Used FPM Accelerator pedal module/PWG2, voltage supply
2-57 Not used --- ---
2-58 Not used --- ---
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Pin assignments DDE 5.1/slave

1-02 Not used --- ---
1-04 Not used --- ---
1-05 Not used --- ---
1-06 Used NTC Charge air temperature sensor, ground
1-07 Not used --- ---
1-08 Not used --- ---
1-09 Not used --- ---
1-10 Not used --- ---
1-11 Not used --- ---
1-12 Not used --- ---
1-13 Used Fault status, preheating relay 1
1-14 Not used --- ---
1-15 Not used --- ---
1-16 Not used --- ---
1-17 Not used --- ---
1-18 Not used --- ---
1-19 Not used --- ---
1-20 Not used --- ---
1-21 Not used --- ---
1-22 Not used --- ---
1-23 Used Preheating relay 1
1-24 Used Preheating relay 2
1-25 Not used --- ---
1-26 Not used --- ---
1-28 Not used --- ---
1-29 Not used --- ---
1-30 Not used --- ---
1-31 Not used --- ---
1-32 Not used --- ---
. 1-33 Not used --- ---
1-34 Not used --- ---
1-35 Not used --- ---
1-36 Not used --- ---
1-37 Not used --- ---
1-38 Used Fault status, preheating relay 2
1-39 Not used --- ---
1-40 Not used --- ---

1-41 Not used --- ---
1-42 Not used --- ---
1-43 Not used --- ---
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1-44 Not used --- ---

1-45 Used HFM Hot-film air mass meter (HFM6), signal
Drive 1-46 Used HFM Air temperature sensor (HFM6), signal

1-47 Used HFM Hot-film air mass meter (HFM6), ground
1-48 Not used --- ---
1-52 Not used --- ---
1-53 Not used --- ---
1-54 Not used --- ---
1-55 Not used --- ---
1-56 Not used --- ---
1-57 Used Fuel temperature sensor, signal
1-58 Not used --- ---
1-59 Not used --- ---
1-60 Not used --- ---
1-61 Not used --- ---
1-62 Not used --- ---
1-63 Not used --- ---
1-64 Not used --- ---
1-65 Used Private-CAN CAN low, master/slave
1-66 Not used --- ---
1-68 Not used --- ---
1-69 Not used --- ---
1-70 Not used --- ---
1-71 Not used --- ---
1-72 Not used --- ---
1-76 Not used --- ---
1-77 Not used --- ---
. 1-78 Not used --- ---

1-79 Not used --- ---
1-80 Not used --- ---
1-81 Not used --- ---
1-82 Not used --- ---
1-83 Used NTC Charge-air temperature sensor
1-84 Not used --- ---
1-85 Not used --- ---

1-86 Not used --- ---
1-87 Not used --- ---
1-88 Not used --- ---
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1-89 Used Private-CAN CAN high, master/slave

1-90 Not used --- ---
Drive 1-91 Used PT-CAN CAN high / power train

1-92 Used engine speed Digital engine speed signal to master control unit
1-93 Used VNT VNT actuator
1-94 Used AGR Exhaust-gas recirculation
1-95 Not used --- ---
1-96 Not used --- ---

2-07 Used Switch, terminal 15 (wake up)
2-08 Used TXD 2 Diagnosis
2-09 Not used --- ---
2-10 Not used --- ---
2-11 Not used --- ---
2-12 Not used --- ---
2-13 Not used --- ---
2-14 Not used --- ---
2-15 Not used --- ---
2-16 Not used --- ---
2-17 Not used --- ---
2-18 Not used --- ---
2-19 Not used --- ---
2-20 Not used --- ---
2-21 Not used --- ---
2-22 Not used --- ---
2-23 Not used --- ---
. 2-24 Not used --- ---
2-25 Not used --- ---
2-26 Not used --- ---
2-27 Not used --- ---
2-28 Not used --- ---
2-29 Not used --- ---
2-30 Not used --- ---
2-31 Not used --- ---

2-32 Not used --- ---
2-33 Not used --- ---
2-34 Not used --- ---
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2-35 Not used --- ---

2-36 Not used --- ---

2-38 Used Ground, control unit selection, master/slave
2-39 Not used --- ---
2-40 Not used --- ---
2-41 Not used --- ---
2-42 Not used --- ---
2-43 Not used --- ---
2-44 Not used --- ---
2-45 Not used --- ---
2-46 Not used --- ---
2-47 Not used --- ---
2-48 Not used --- ---
2-49 Not used --- ---
2-50 Not used --- ---
2-51 Used Switch, control unit selection
2-52 Not used --- ---
2-53 Not used --- ---
2-54 Not used --- ---
2-55 Not used --- ---
2-56 Not used --- ---
2-57 Not used --- ---
2-58 Not used --- ---
.
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Components
Sensors
Drive - Accelerator pedal module (FPM)
- 2 hot-film air mass meters (HFM)
- Boost pressure sensor
- Coolant temperature sensor
- Fuel temperature sensor
- Rail pressure sensor
- 2 charge air temperature sensors
- Camshaft sensor (NWG)
- Thermal oil level sensor (TÖNS)
- Crankshaft sensor (KWG)
Actuators
- Fuel injectors 1-8

- Volume control valve, CP3.3
- Pressure control valve
- 2 actuators for turbocharger (VNT)
- 2 solenoid valves for exhaust gas recirculation (EGR)
- Solenoid valve for engine mount control
- Radiator fan control
- Auxiliary heater
.
- E-box fan
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Switches
- Brake light switch/brake light test switch

Drive - Oil pressure switch
Relays
- Main relay
- Starter relay
Interfaces
- Private CAN (master/slave)

- BSD interface (generator, preheating control unit)
- PT-CAN
.
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- Preheating system
The preheating system was adopted from the M47TU and M57TU.
Drive
The preheating control unit is located in the V of the engine. The
preheating control unit is connected to the DDE to facilitate data
exchange (see DDE system diagram). The glow plugs are actuated
directly by the preheating control unit.
Advantages
The short preheating time makes it possible for the driver to start the
engine "free of preheating."
Spontaneous starting is possible up to a temperature of minus 5 ºC. At

minus 20 ºC a time of only 2 seconds is required before starting the
engine. With regard to the starting characteristics, this means there is no
noticeable difference compared to the petrol engine.
Thanks to the new preheating system, the automatic start function can
be used for the first time on a diesel engine vehicle.
- Crankshaft sensor
In connection with DDE 5.1, the engine speed is detected by a Hall
sensor and an incremental wheel on the flywheel. (A magneto-resistive
sensor is used to detect the engine speed in connection with DDE 5.0
on the M47TU.)
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- Automatic start
As already known from the E65 petrol engines, the digital diesel
electronics (DDE) now also features the automatic start function.
Drive
With the automatic start function, the start relay is activated by the DDE
until the engine reaches a defined speed (temperature-dependent).
The DDE requires the start enable (terminal 50) from the car access
system (CAS) to start the engine. The electronic vehicle immobilizer
(EWS) is integrated in the CAS.
KT-11114
Fig. 13: System overview, automatic start M67 and M57TU (E65)
1 Car access system (CAS) 5 Starter (solenoid switch)
2 Digital diesel electronics (DDE) 6 Starter relay

.
3 Coolant temperature sensor START Activation of starter relay by
(engine temperature) DDE
4 Crankshaft sensor EWS Electronic vehicle immobilizer

(engine speed)
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CAS functions
Terminal 50 activation: engine start

Drive
Terminal 50 is used to start the engine. Terminal 50 is activated by
pressing the start/stop button ("comfort start"): The engine is started
and the corresponding terminal selected as soon as the start/stop
button is pressed for at least 50 milliseconds.
- The start procedure is subject to following preconditions:

- Remote control is valid and locked in position (transponder
authorization).
- Brake operation: When active, the brake is detected either via the
direct line of the brake light switch or redundantly via the CAN signal
from the dynamic stability control (DSC). An incorrect brake signal
from a defective or disconnected brake light switch is interpreted as
a "plausibility fault" as soon as the brake pressure is greater than
10 bar.
A check control message is output if one of the two signals fails.
Engine start is enabled by pressing the start/stop button again.
- Selector lever of automatic transmission in position P and N (park and
neutral): The selector lever position is detected by the direct P-signal
or via a CAN signal.
The engine can be started when at least one of these signals is
applied.
- No start repeat lock (start repeat lock cuts in at an engine speed
higher than 1000 rpm).
The start lock is activated if these preconditions are not fulfilled. The
engine cannot be started.
.
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Terminal 50 activation: start termination
The start termination function serves the purpose of protecting the

starter: The starter does not turn in or with the engine when already
Drive running.
Start termination is activated when the starter solenoid switch is deacti-
vated.
The following terminal 50 termination criteria apply for CAS:
- No "brake operated" message: Engine start is terminated if no "brake

operated" message is received within max. 200 milliseconds after
pressing the start/stop button. The engine can be started if only one
of the two redundant brake operating signals is applied (see above
"Terminal 50 activation").
- No continuous "brake operated" message: The engine start is
terminated if the brake is not operated continuously during the start
procedure.
- Timeout elapsed: The maximum starter running time of 21 seconds
has elapsed.
- Selector lever in invalid position: not in P or N.
- The start/stop button is pressed repeatedly: The engine starts the first
time the start/stop button is pressed. The start procedure is
terminated the second time the start/stop button is pressed.
- The engine speed is higher than 1000 rpm.
- DDE signals "engine running" status.
- Starter short-circuit/overload detected by CAS.
.
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Terminal 50 activation times
The monitored activation times of terminal 50 protect the starter from

overload. The activation times of terminal 50 are:
Drive
- Max. 21 seconds. A repeated attempt is immediately possible.
- The activation time is reduced by 2 seconds after each repeated
attempt until a minimum activation time of 3 seconds is reached.
- The activation time is increased again by 2 seconds (up to maximum
21 seconds) if the start/stop button is pressed for longer than the
previous activation time.
Terminal 50 E activation: transfer of start request to DDE
Terminal 50 E is activated in order to transfer the start request to the

DDE.
The signal of terminal 50 E is logically identical to the signal of
terminal 50.
Terminal 50 L activation: starter solenoid switch
Terminal 50 L is activated in order to switch on the starter solenoid

switch. The signal of terminal 50 L is logically identical to the signal of
terminal 50 (except for an afterrunning function when switching off to
allow for disengagement for the pinion).
.
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Start repeat lock
The start repeat interlock prevents the starter motor engaging in the
engine while already running. Supplementary to the start lock, the start
Drive repeat interlock is effective at terminal 15 status "on" under following
circumstances:
- Terminal 50 start position was activated once.

- Engine speed is higher than 1000 rpm.
- The start repeat interlock is cancelled by:
- Engine speed lower than 1000 rpm.
- Return to terminal R status "on" (by turning off the engine).
.
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Common rail
The M67 engine is equipped with the common rail system (2nd gener-
ation Bosch, 1600 bar nominal pressure) familiar from the M57TU. The
Drive
common rail system of the M67 (E65) deviates from that of the M57TU
in the following points:
- High pressure pump CP3.3

- Adaptation of components to the M67
KT-11074
Fig. 14: Common rail, M67 (E65)

.
1 Pressure control valve 4 Fuel rail
2 Valve block 5 Fuel injectors
3 Rail pressure sensor 6 High pressure pump CP3.3

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Drive
KT-11075
Fig. 15: Overview of common rail M67 (E65)

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1 Electric fuel pump (EKP) 14 Crankshaft incremental sensor
2 Heated fuel filter 15 Accelerator pedal sensor

Drive
3 Fuel temperature sensor 16 Camshaft sensor
4 High pressure pump, CP3.3 17 Boost pressure sensor (2x)
5 Volume control valve 18 Hot-film air mass meter (HFM)

(2x)
6 Rail pressure sensor 19 Turbocharger (VNT) (2x)
7 Pressure control valve 20 Vacuum unit and solenoid valve

for EGR (2x)
8 High pressure rail, cylinders 1-4 21 Vacuum distributor
9 High pressure rail, cylinders 5-8 22 Vacuum reservoir
10 Fuel injector (8x) 23 Actuator for VNT (2x)
11 Return restrictor 24 Digital diesel electronics (DDE),

control unit
12 Suction jet pump 25 Electric fuel pump (EKP), control

unit
13 Coolant temperature sensor 26 Charge air temperature sensor

(2x)
.
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- High pressure pump CP3.3

The high pressure pump CP3.3 is used for the M67 engine. The
delivery volume is 947 mm3.
Drive
The design and functional principle correspond to the familiar high
pressure pumps CP3.2+ (M57TU).
The high pressure pump CP3.3 has no integrated presupply pump (gear
pump). The presupply pump was rendered unnecessary in view of the
higher delivery capacity of the volume-controlled, electric fuel pump.
Functional principle
KT-11317
Fig. 16: Functional principle of the high pressure pump
1 Feed 6 Line for lubricating the drive cam and

. leakage oil return
2 Volume control valve 7 Drive cam
3 Overflow valve 8 Zero delivery restrictor
4 High pressure connection to rail 9 Throttle for drive cam lubrication
5 Return
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The electric fuel pump supplies fuel to the high pressure pump via the
feed line (1).
The high pressure pump accommodates three pistons that are raised
Drive
by a common triple cam (7). Springs press the pistons against the drive
cam.
Each cylinder of the high pressure pump features ball valves for fuel
inlet and outlet.
The volume of fuel calculated by the DDE flows via the volume control
valve (2) into the cylinders of the high pressure pump.
During the downward stroke of the pistons, the fuel flows from the
volume control valve into the cylinders of the high pressure pump.
Due to the downward movement of the pistons, the fuel is delivered at

high pressure into the rail (4).
The drive cam is lubricated by the diesel fuel. For lubrication purposes,
a quantity of the fuel flows from the feed (1) via throttle (9) and line (6) to
the drive cam and from here into the return (5) of the high pressure
pump.
An overflow valve (3) is integrated in the high pressure pump. The fuel
now released for delivery by the volume control valve flows via the
overflow valve into the return of the high pressure pump.
A small quantity of fuel can leak out of the closed volume control valve.
To ensure this leakage fuel does not reach the main fuel delivery, it is
routed via the zero delivery restrictor (8) into the return flow (5).
.
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- Multiple injection
The introduction of the second generation common rail facilitates finer
distribution of the fuel injection per power stroke.
Drive
Instead of injecting the fuel in two stages per power stroke (pre-
injection for minimizing noise and main injection for developing power)
as was previously the case, the fuel is now injected in up to 3 stages.
As a result, the engines run even more quietly and produce less
nitrogen oxides and soot particles.
Operating range M47TU M57TU M67 (E65)
Near idle speed 1 pre-injection 2 pre-injections 1 pre-injection

1 main injection 1 main injection 1 main injection
Partial load 1 pre-injection 1 pre-injection 1 pre-injection

1 post-injection
Full load 1 pre-injection 1 pre-injection 1 pre-injection

Maximum output 1 main injection 1 main injection 1 main injection
The following factors enable triple injection:
- Increased processor capacity of the DDE

- Higher efficiency of the coils in the fuel injectors
.
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Technical Vehicle Documentation: E65/M67 Engine

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Contents Chapter 1-1

CHAP 1 E65 M67 Engine 1

E65 M67 Engine

E65 M67 Engine

Technical data M67 (E38) M67 (E65)

Displacement (cm3) 3901 3901

Stroke/bore (mm) 88/84 88/84

Output (kW/bhp) 180/245 190/258

Torque (Nm) 560 600

Cut-off speed (rpm) From 4000 From 4000

Compression ratio ε 18.0 18.0

Digital motor electronics DDE 4.1 DDE 5.1

Complies with exhaust emission EU3 EU3

Engine weight (kg) 277 279

E65 M67 Engine

- Full load diagram

E65 M67 Engine

- Reference to existing documents

The components and functions used to date are described in the

M67 seminar working material, M57/M67 Common Rail

M67 seminar working material, DI diesel engine M67D40

E65 M67 Engine

Engine mechanical systems

A modified actuator is also fitted.

Maximum boost pressure 1400 mbar

Maximum air throughput 490 kg/h

To date, the actuator was produced solely in small-lot production for

E65 M67 Engine

Fig. 2: Comparison of exhaust systems E38 and E65

Index Explanation Index Explanation

A Exhaust system M67 (E38) 2 Underside catalytic converter

B Exhaust system M67 (E65) 3 Centre silencer

1 Primary catalytic converter 4 Rear silencer

E65 M67 Engine

Silencers and catalytic converters

Exhaust system E38 Exhaust system E65

2 primary catalytic converters: 2 primary catalytic converters:

2 underside catalytic converters: 2 underside catalytic converters:

1 centre silencer: 1 centre silencer:

2 rear silencers: 1 rear silencer:

E65 M67 Engine

Fig. 3: Piston crown bowl

A Piston crown bowl M67 (E38)

B Piston crown bowl M67 (E65)

E65 M67 Engine

Fig. 4: Comparison of connecting rods E38 and E65

A Connecting rod M67 (E38)

B Connecting rod M67 (E65)

1 Bolt head support

E65 M67 Engine

Fig. 5: Belt drive M67 (E65)

. Index Explanation Index Explanation

1 A/C compressor 6 Ribbed V-belt for main drive

3 Ribbed V-belt for air conditioner 8 Power steering pump

4 Vibration damper 9 Deflection pulley

5 Coolant pump 10 Alternator

Fig. 6: Comparison of oil pans E38 and E65

A Oil pan M67 (E38)

B Oil pan M67 (E65)

E65 M67 Engine

Fig. 7: Engine mount M67 (E65)

1 Spigot on engine mount