Table of Contents

Turbocharging Technology

Subject Page

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
New Generation Engine Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
EfficientDynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
History of Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Principles of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
BMW Twinpower Turbo: One Term – Three Different Turbo
Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Advanced Turbo Engines Use Less Fuel . . . . . . . . . . . . . . . . . . . . . . .9
Three Technologies – One Effect: Twin-Turbocharging . . . . . . . .10
BMW TwinPower Turbo: one charger, two exhaust gas inlets. . . .11
BMW TwinPower Turbo: two same-size chargers. . . . . . . . . . . . . .11
BMW TwinPower Turbo: two different-sized turbochargers. . . . .11

Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Turbocharging Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Basic Principles of Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Bi-Turbocharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Twin Scroll Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Function of the twin scroll turbocharger . . . . . . . . . . . . . . . . . . . .19
Exhaust Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
N54 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
N55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
N63 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
N74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Air Ducting Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Boost-Pressure Control (Wastegates) . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Electropneumatic Pressure Transducers (EPDW) . . . . . . . . . . . . . .33
Blow-off Control (Diverter Valves) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Load Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Controlled Variables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Intake Boost Pressure and Temperature Sensor . . . . . . . . . . . . . . .42
Boost-pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Intake temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Intake-manifold Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Initial Print Date: 03/11 Revision Date:

Subject Page
Charge Air Cooling (Intercoolers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
N54/N55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
N63/N74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45

Turbocharger Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49

Golden Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49
Controlled Variables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Limp-home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Turbocharger System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
1. Visual inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
2. Active diagnosis of the turbochargers . . . . . . . . . . . . . . . . . . . . . . .52
3. Check the exhaust flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
4. Check the electropneumatic pressure converters (EPDW) . . . .53
5. Check the intake system for leak-tightness with the diagnosis
device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
6. Check the wastegate and blow off valve (BOV/Diverter Valve) .54
7. Check the catalytic converter and turbo module . . . . . . . . . . . . .54
Intake-air Temperature of Charge-air Pressure Sensor . . . . . . . . . . . .54
Functional Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Boost pressure sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Intake-air temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Characteristic Curve and Nominal Values . . . . . . . . . . . . . . . . . . . . . .55
Failure of the Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56
Intake Air Temperature Sensor (NOT Pressure) . . . . . . . . . . . . . . . . . . .57
Subject Page

BLANK
PAGE
Turbocharging Technology
Model: All

Production: All

After completion of this module you will be able to:

• Explain which inputs does the DME use to calculate charge air.

• Locate the charge air pressure and/or Temperature sensors.

• Locate the electropneumatic pressure converters (EPDW) for the waste gate
operation.

• Demonstrate the ability to check the power to the EPDW and verify the DME
signal to the EPDW.

• Explain how the pulse width modulated signal changes with the operation of
the waste gate.

• Demonstrate the ability to use a vacuum gauge, IMIB or vacuum pump to diag-
nose the vacuum lines from the EPDW to the wastegate(s) on the turbo(s).

4
Turbocharging Technology
Introduction
New Generation Engine Technology
In 2005, the first of the new generation 6-cylinder engines was introduced as the N52.
The engine featured such innovations as a composite magnesium/aluminum engine
block, electric coolant pump and Valvetronic for the first time on a 6-cylinder.
To further increase the power and efficiency of this design, three new engines where
introduced for the 2007 model year. These engines are the N52 K, the N51 SULEV II
and the N54.
The N52K (N52KP) engine is the naturally aspirated version of the new 6-cylinder
engines. The ”K” designation indicates that there are various efficiency and cost
optimization measures. This engine can also be referred to as the “KP” engine.
The measures include new optimized components such as the consolidation of various
items such as the crankcase ventilation system into the cylinder head cover.
The N51 engine is introduced to comply with SULEV II requirements. The N51 fea-
tures much of the same measures and technology as the previous SULEV engine, the
M56.

The N54 engine is the first turbocharged powerplant in the US market. In addition to
turbocharging, the N54 features second generation direct injection and double VANOS.
Based on the N54, the N63 twin turbo V8 was launched with the introduction of the
E71 xDrive50i in 2008. It features double VANOS, DI and two turbochargers.
In 9/2009 the successor of N73, the N74 V12 was introduced with the launch of the
F01/F02 760i/760Li. This engine largely based on N73 and N63 technology.

5
Turbocharging Technology
The N55 engine is the direct successor to the N54 engine and was introduced to the US
market with the in the launched of the F07 535i Gran Turismo in the Spring of 2010.
Technical updates and modifications make it possible to use only one exhaust tur-
bocharger. The technical data have remained virtually the same - with reduced costs and
improved quality.
The N55 combines for the first time Valvetronic III with double VANOS, direct injection
and turbocharging and is referred to as TVDI.

EfficientDynamics
The central impetus in always striving
for new innovations arises from the way
in which the BMW marque sees itself,
from the company's technological
expertise and from the derived
demands placed on the products. The
Ultimate Driving Machine is the motif
that underlies not only the expectations
of the customers but also the chal-
lenges facing the engineers.
Thus, BMW is opening up further
potential for engine technology with its
turbocharged engines.
The spray-directed direct-injection process of high-precision injection (HPI) represents a
lasting solution to reducing fuel consumption. In combination with this injection system,
fundamental drawbacks of gasoline-engine turbocharging such as a reduced compres-
sion ratio and a high tendency to knock are avoided. This system ensures that the
potential of turbocharging for increasing power and torque are fully exploited.
Today, however, driving pleasure is derived not just from the highest possible levels of
dynamics but also increasingly from increased efficiency. Conscious enjoyment of the
Ultimate Driving Machine also includes the certainty of not having to take pleasure in
dynamics at the cost of excessively high fuel consumption. BMW has therefore defined
the overall development of efficient dynamics with very clear specifications. Each new
engine generation offers the preconditions for still better performance. At the same time,
however, each new drive unit also always provides increased economy.
The incorporation of the latest turbocharger technology in conjunction with direct fuel
injection, opens up the power potential of an engine with a larger cubic capacity, but
avoids the associated consumption drawbacks.
Technical innovations at BMW are based on previous innovations and complement each
other. Examples of this are the N54, N55, N63 and N74 engines, all of which use con-
sumption-reducing technologies that maximize what EfficientDynamics is all about.

6
Turbocharging Technology
History of Turbocharging
As far as gasoline engines are concerned, turbocharging has not been in widespread use
at BMW. As a matter of fact, the last turbocharged BMW production vehicle was the
E23 (745) which was not officially imported into the US. The previous “turbo” model
before that was the legendary 2002 tii turbo in the early 1970’s. This 2002 tii turbo was
also not officially imported into the US.

Until now, BMW has built a reputation for building high performance engines which are
naturally aspirated. Much research has gone into the development of an efficient engine
design which meets not only the expectations of the customer, but complies with all of
the current emissions legislation.
Currently, the global focus has been centered around the use of alternative fuels and
various hybrid designs. While BMW recognizes these concerns, there is still much
development to be done on the internal combustion engine. Therefore, at least for the
time being, BMW will continue to build some of best internal combustion engines in the
world.

Principles of Operation
The turbocharger consists of a turbine and compressor assembly on a common shaft
inside of the turbocharger housing. A turbocharger is driven by waste (exhaust) gasses
and in turn drives a compressor which forces air into the engine above atmospheric
pressure. This increase pressure allows for an air charge with a greater density. The
result is increased torque and horsepower. The turbine and the compressor can rotate at
speeds of up to 200,000 rpm and the exhaust inlet temperature can reach max temper-
atures of up to 1050ºC!

7
Turbocharging Technology
This increased density during the intake stroke ultimately adds up to the creation of
more engine output torque. Of course, this increased density must be accompanied by
additional fuel to create the desired power. This is accomplished by engine management
system programming to increase injector “on-time” and enhance associated maps.
The use of an exhaust driven turbocharger is used to create more engine power through
increased efficiency. In the case of BMW turbocharged engines, the turbocharger is
used in conjunction with direct fuel injection. This provides the best combination of effi-
ciency and power with no compromise.

8
Turbocharging Technology
BMW Twinpower Turbo:
One Term – Three Different Turbo Technologies
The aim of further reducing fuel consumption and CO2 emissions in motor vehicles has
led to a new trend referred to as “engine downsizing” by industry insiders: away from
large-capacity naturally-aspirated engines towards smaller-sized turbo units. BMW is
among the pioneers of this development, with the BMW EfficientDynamics strategy
ensuring not just considerably improved fuel economy but also increased dynamic per-
formance.
As expected, BMW went the usual step further in its turbocharger development, using
twin chargers for its most powerful turbo units in each category. As a result, customers
not only enjoy higher outputs, increased torque at lower engine speeds, and better fuel
economy – they also notice these engines’ more immediate response compared to con-
ventional turbo units. While they are all referred to as BMW TwinPower Turbo
engines, these powerplants in fact employ three different types of turbocharging tech-
nologies.

The three different turbocharging tech-

nologies for BMW TwinPower Turbo
engines: to the left, a turbocharger powered by
two exhaust gas streams (twin-scroll design), in
the centre, the engine variant with two same-size
chargers (parallel design), and to the right, the
model with one small and one large charger
(sequential design).

Advanced Turbo Engines Use Less Fuel

Until recently, gasoline turbo engines had a reputation of being exceedingly powerful
while also using excessive amounts of fuel. Today’s turbo engines are considerably less
thirsty: advanced technologies such as electronically controlled injection or more heat-
tolerant materials (which no longer require additional fuel to cool the combustion cham-
ber at full load) ensure that the differences in fuel usage between naturally aspirated and
turbocharged engines under high-load conditions have disappeared. The benefit of
today’s turbocharged engines is that they allow for outputs which in the past were only
possible by increasing an engine’s capacity and/or the number of cylinders, which
inevitably entailed higher fuel consumption.
Today’s solution is referred to as “engine downsizing”. At the same time, current BMW
turbo engines offer considerably higher torque at low revs than comparable engines
without turbochargers. This pulling power “from below” enables a more refined ride at
low revs, which in turn reduces fuel consumption during everyday driving.

9
Turbocharging Technology
Three Technologies – One Effect: Twin-Turbocharging
To combine great power with reduced fuel consumption, BMW now uses BMW
TwinPower Turbo engines for its most powerful turbocharged models in each vehicle
category. The BMW term refers to turbo engines (both gasoline and diesel units) that
operate with twin-turbocharging.

Twin-turbocharging:
• Can refer to the use of two turbochargers. In this version, each turbocharger is
powered by a separate exhaust stream.
• Can also refer to just one turbocharger powered by two separate exhaust streams.
BMW refers to this technology as a twin-scroll design. Just like the system using
two smaller chargers, this enables faster pressure build-up and therefore faster
engine response.

Twin Scroll Turbocharger

This means: the “twin” in the BMW TwinPower Turbo term represents either the num-
ber of turbochargers or, in the case of a single-charger system, the number of
exhaust gas inlets. This technology provides an ideal way of combining fast, sporty
response, high power output and excellent fuel efficiency.
BMW TwinPower Turbo thus refers to three different twin-turbocharging technolo-
gies:
• a single turbocharger, powered by two exhaust streams
(e.g. BMW 535i, N55 with twin-scroll technology);
• two same-size, smaller turbochargers
(e.g. BMW 750i, N63);
• one large and one small turbocharger operating in sequence
(e.g. BMW X5 X35d M57TU Top).

10
Turbocharging Technology
BMW TwinPower Turbo: one charger, two exhaust gas inlets.
The six-cylinder in-line gasoline engine in the BMW 135i, BMW 335i, BMW 535i, BMW
X3 xDrive35i, BMW X5 xDrive35i and BMW X6 xDrive35i is the latest-generation BMW
engine. Its turbocharger is powered by two exhaust streams.
The twin-scroll technology makes the charger react especially fast. This single twin-
scroll charger requires less space than two separate chargers, and provides additional
weight-saving benefits. In conjunction with High Precision Injection (HPI) and
VALVETRONIC III (variable valve lift control), this design ensures high power output
and increased torque, coupled with excellent fuel efficiency. This combination is so far
unique in engine manufacturing.

BMW TwinPower Turbo: two same-size chargers.

The six-cylinder gasoline models BMW Z4 sDrive35i, BMW Z4 sDrive35is, and BMW
740i; the eight-cylinder gasoline models BMW 550i, BMW 750i, BMW X5 xDrive50i,
BMW X6 xDrive50i, and the twelve-cylinder BMW 760i, use the technology with two
same-size turbochargers. They are set up in parallel, with each charger providing
compressed air to half of the cylinders. And just like the variant with one turbocharger
used for the new straight-six gasoline engines (see above), this design, in conjunction
with High Precision Injection (HPI), enables superior power development and excel-
lent fuel efficiency in each vehicle class.

BMW TwinPower Turbo: two different-sized turbochargers.

The most powerful four-cylinder diesel engine, used in the BMW 123d and BMW X1
xDrive23d (currently only available in Europe), and the most powerful six-cylinder in-line
diesel engine, featured in the BMW 335d, BMW and X5 xDrive40d, use one small and
one large turbocharger operating in sequence.
This system ideally complements the power and fuel consumption characteristics of our
diesel engines and also enables superior performance and an almost unbelievably favor-
able output-to-fuel-consumption ratio.

11
Turbocharging Technology
NOTES
PAGE

12
Turbocharging Technology
Turbocharging
Turbocharging Terminology
An engine which does not use any form of “forced induction” is referred to as a “natu-
rally aspirated” engine. This means that the air which is entering the engine is at
atmospheric pressure. Atmospheric air enters the engine due to the low pressure cre-
ated during the intake stroke.
An engine which uses “forced induction” is referred to as supercharged. This means
that the air entering the engine is under pressure (above atmospheric). As far as termi-
nology is concerned, supercharging is the broad term for this type of technology.
Supercharging can be broken down into two categories, those engines which use a
mechanical supercharger and those which use an exhaust driven turbocharger. Today,
BMW is only using turbochargers.

Basic Principles of Turbocharging

In order to make an engine more efficient it is necessary to ensure an adequate supply
of air and fuel on the intake stroke. This mixture can then be compressed and ignited
to create the desired engine power output. A normally aspirated engine relies on the
basic principle of gas exchange without the use of forced induction.
The volumetric efficiency refers to the ratio between the theoretical cylinder
volume and the actual amount of air (and fuel) filling the cylinder during the intake
stroke. A naturally aspirated engine has a volumetric efficiency of between 0.6 and 0.9
(60-90%). With the turbocharged engine, volumetric efficiency can peak at over 100%.
A turbocharger is driven by waste (exhaust) gasses and in turn drives a compressor
which forces air into the engine above atmospheric pressure. This increase pressure
allows for an air charge with a greater density. The result is increased torque and
horsepower.
The turbocharger consists of a turbine and compressor assembly (1) on a common
shaft inside of the turbocharger housing. The turbine wheel is driven by waste exhaust
gases and in turn drives the compressor wheel.
The compressor forces air into the intake manifold of the engine. The air entering the
engine from the compressor is above atmospheric pressure. The increased atmos-
pheric pressure allows for an air-charge that is more dense and therefore contains
more oxygen.
This increased density during the intake stroke ultimately adds up to the creation of
more engine output torque. Of course, this increased density must be accompanied
by additional fuel to create the desired power. This is accomplished by engine man-
agement system programming to increase injector “on-time” and enhanced associated
maps.

13
Turbocharging Technology
To prevent the turbocharger from providing too much boost, a “wastegate” (6) is added
to allow exhaust to bypass the turbine. This provides a means of control for the tur-
bocharger system. The wastegate is usually actuated by a vacuum diaphragm (6) which
is controlled via vacuum fed from solenoids. These solenoids are typically controlled by
the engine management system.
Once the intake air is compressed, it is also heated which is not desirable for maximum
efficiency. To counter this situation a heat exchanger (2) is added between the com-
pressor and the engine intake. This heat exchanger is commonly referred to as an inter-
cooler. The intercooler is usually an air-to-air heat exchanger which is installed in the air
stream ahead of the radiator (direct charge air cooling) or air to coolant heat exchanger
(indirect charge air cooling). Regardless of the type, the intercooler lowers the intake air
charge to achieve the maximum density possible.
The use of an exhaust driven turbocharger is used to create more engine power through
increased efficiency. In the case of the most current BMW engines, the turbocharger is
used in conjunction with direct fuel injection. This provides the best combination of effi-
ciency and power with no compromise.
Turbocharging principles

Index Explanation Index Explanation

Compressor and turbine wheel
1 (on common shaft)
5 Exhaust bypass from wastegate

2 Charge air cooler (intercooler) 6 Wastegate (and diaphragm)

3 Engine 7 Vacuum control for wastegate diaphragm

4 Exhaust outlet from turbine housing

14
Turbocharging Technology
Bi-Turbocharging
The induction air is pre-compressed in such a way that a higher air mass is admitted into
the engine's combustion chamber. In this way, it is possible to inject and combust a
greater quantity of fuel, which increases the engine's power output and torque.
The turbine and the compressor can rotate at speeds of up to 200,000 rpm.
The exhaust inlet temperature can reach a maximum of 1050°C. Because of these high
temperatures, turbochargers are not only connected with the engine-oil system but also
integrated in the engine-coolant circuit.
By operating an electric coolant pump even after the engine has been switched off it is
possible to dissipate the residual heat from the turbochargers and thus prevent the oil in
the bearing housing from overheating.
N54 turbocharger

Index Explanation

A Compressor

B Cooling/lubrication

C Turbine

15
Turbocharging Technology
Utmost importance is attached to turbochargers response characteristics. A delayed
response to the driver's command, i.e. the accelerator-pedal position, is not acceptable.
The driver therefore must not experience any so-called "turbo lag".
This requirement is met in the N54 engine with two small turbochargers, which are
connected in parallel. Cylinders 1, 2 and 3 (bank 1) drive the first turbocharger (5) while
cylinders 4, 5 and 6 (bank 2) drive the second (2).
The advantage of a small turbocharger lies in the fact that, as the turbocharger runs up
to speed, the lower mass of the turbine alows it to accelerate quicker, and thus the com-
pressor attains a higher boost pressure in a shorter amount of time.

NOTES

16
Turbocharging Technology
Twin Scroll Turbocharger
The N55 is equipped with a single twin scroll turbocharger instead of two separate small
turbochargers as on the N54 engine. The following graphics show the operating princi-
ple of the twin scroll turbocharger.

N55 Twin scroll turbocharger rear view

Index Explanation Index Explanation

A Exhaust duct 1 (cylinders 1 - 3) 2 Lever arm, wastegate valve

B Exhaust duct 2 (cylinders 4 - 6) 3 Vacuum unit for wastegate valve

C Connection to catalytic converter 4 Diverter valve

D Inlet from intake silencer 6 Turbine wheel

E Ring channel 8 Cooling duct

F Outlet to intercooler 10 Oil return

1 Wastegate valve 11 Coolant return

17
Turbocharging Technology
Twinscrollturbochargerfrontview

Index Explanation Index Explanation

A Exhaust duct 1 (cylinders 1 - 3) 1 Wastegate valve

B Exhaust duct 2 (cylinders 4 - 6) 2 Lever arm, wastegate valve

C Connection to catalytic converter 3 Vacuum unit for wastegate valve

D Inlet from intake silencer 4 Diverter valve

E Ring channel 10 Oil return

F Outlet to intercooler 11 Coolant return

18
Turbocharging Technology
Function of the twin scroll turbocharger
The system is designed so that constant exhaust gas pressure is rearly applied to the
turbocharger. At low engine speeds, the exhaust reaches the turbine in tuned pulsed
form. Due to this pulsation, a higher pressure ratio is temporarily reached in the turbine.
Since the efficiency increases as the pressure rises, the pulsation improves the boost
pressure progression and thus the torque progression of the engine. This is the case
particularly at low engine speeds.
The response characteristics of the twin scroll turbocharger are enhanced when com-
pared to a single scroll setup. The turbocharger turbines are fed through two separate
channels within the turbine housing (highlighted red in the graphic to the left). Each of
these channels or “scrolls” is always fed by the exhaust pulses from the same two cylin-
ders.
To limit the back pressure and ensure that the individual cylinders do not mutually
influence each other during the cylinder charging process, cylinders 1 - 3 (bank 1) and
cylinders 4 - 6 (bank 2) are combined to form two exhaust channels. The exhaust gas
pulses in the exhaust channels (1 and 2) are directed into two scrolls (spirals) within the
turbocharger to drive the turbine wheel. This design layout makes it possible to optimally
use the exhaust pulsations for generating boost pressure based on the firing order of the
engine. This improves engine efficiency by enhancing throttle response and limiting
unwanted turbo lag.
The wastegate valve is used for the purpose of limiting the boost pressure and is
already known from previous BMW turbo engines. It is vacuum operated and electroni-
cally controlled through a vacuum control solenoid by the ECM.

19
Turbocharging Technology
Exhaust Manifold

N54
The N54 engine uses two small turbochargers connected in parallel. Cylinders 1, 2 and
3 (bank 1) drive the first turbocharger (5) while cylinders 4, 5 and 6 (bank 2) drive the
second (2).

N54, exhaust manifolds, turbos and related components

Index Explanation Index Explanation

1 Wastegate actuator, bank 2 7 Coolant supply

2 Turbocharger, bank 2 8 Planar broad-band oxygen sensor, bank 1

3 Exhaust manifold, bank 2 9 Planar broad-band oxygen sensor, bank 2

4 Exhaust manifold, bank 1 10 Wastegate actuating lever

5 Turbocharger, bank 1 11 Catalytic converter, bank 1

6 Coolant return 12 Catalytic converter, bank 2

20
Turbocharging Technology
N55
On the N55 the exhaust manifold is air-gap insulated and designed as a six ports into
two chamber manifold. Dividing six exhaust ports into two exhaust chambers is neces-
sary in order to ensure optimum flow to the twin scroll turbocharger. The exhaust pulses
from the first three cylinders (1-3) feed one scroll (duct 1) of the turbo, while the last
three (4-6) feed the second scroll (duct 2). The exhaust manifold and turbocharger are
welded together to form one component.

N55, tuned pulsed exhaust manifold and turbocharger to engine block

Index Explanation Index Explanation

1 Exhaust manifold 6 Oil return line

2 Vacuum unit 7 Coolant infeed

3 Connection to intercooler 8 Coolant return

4 Oil feed line 9 Shaft, wastegate valve

5 Diverter valve 10 Connection to exhaust system

21
Turbocharging Technology
N63
The turbocharging principle of the N63 engine is very similar to that of the N54 engine.
Two relatively small, parallel-connected exhaust turbochargers ensure rapid response
already at low engine speeds.
The main change to the air intake and exhaust system of the N63 engine is the inter-
changed positions of the intake and exhaust sides. Consequently, the exhaust manifolds
and turbochargers as well as the catalytic converters are located in the V-space of the
engine. This arrangement makes the N63 engine very compact despite the turbocharg-
ing. Blowoff valves are also used.
N63 Exhaust

Index Explanation Index Explanation

Oxygen sensor (monitor sensor LSF4.2 after catalytic

1 converter)
4 Exhaust manifold

2 Catalytic converter 5 Exhaust turbocharger

Oxygen sensor (monitor sensor LSF ADV before cat-

3 alytic converter)

22
Turbocharging Technology
N74
The turbochargers on the N74 engine are located on the outside. In the case of a V12-
cylinder engine with 60° cylinder angle, this is the optimal arrangement of the tur-
bocharger system.
These are conventional single scroll turbochargers (no variable turbine geometry, VNT,
or twin scroll are used) in which vacuum-controlled wastegate valves are used for charg-
ing pressure control.
The turbocharging process on the N74 engine is identical, in terms of its principle to
that utilised on the N63 engine. Each bank of cylinders has its own (relatively small)
turbocharger, which ensures fast response even at low engine speeds. The charging
pressure control is via wastegate valves. Blowoff valves are also used.
N74 Exhaust

Index Explanation Index Explanation

Position of exhaust gas oxygen sensor (monitoring

1 sensor) after catalytic converter
5 Exhaust turbocharger

2 Catalytic converter 6 Diverter (blow-off) valve

Position of exhaust gas oxygen sensor (control sensor)

3 before catalytic converter
7 Exhaust manifold

4 Vacuum unit for wastegate valve activation

23
Turbocharging Technology
Air Ducting Overview
The fresh air is drawn in via the air cleaner (10) and the charge-air suction lines (6 + 18)
by the compressors of turbochargers (23 + 24) and compressed.
Because the turbochargers can get very hot during operation, they are connected with
the engine's coolant and engine-oil circuits. The charge air is greatly heated when com-
pressed in the turbocharger, making it necessary for the air to be cooled again in an
intercooler (16).
The compressed and cooled charge air is routed from the intercooler via the throttle
valve (12) into the intake manifold. The system is equipped with several sensors and
actuators in order to ensure that the load of fresh air is optimally adapted to the engine's
respective operating conditions. How these complex interrelationships are controlled is
discussed in the following.
N54 forced induction overview
2

Kl. 87
MSD80

1 3

5 7

24
22
8
9

10
25 21

20 11
26 12

19

13

14
23
18
TO06-1302

17 15
16

24
Turbocharging Technology
N54 forced induction overview legend

Index Explanation Index Explanation

1 MSD80 Engine control module 14 Recirculated-air line, bank 1

2 Lines to vacuum pump 15 Charge air pressure line

3 Electro-pneumatic pressure transducer 16 Intercooler

4 Heater, blow-by gases 17 Charge air manifold

5 Blow-by line turbocharged operation mode 18 Charge air suction line, bank 1

6 Charge air suction line, bank 2 19 Wastegate flap, bank 1

7 Recirculated-air line, bank 2 20 Wastegate actuator, bank 1

8 Intake manifold pressure sensor 21 Wastegate flap, bank 2

9 Blow-off valve, bank 2 22 Wastegate actuator, bank 2

10 Air cleaner 23 Turbocharger, bank 1

11 Charge air pressure and temperature sensor 24 Turbocharger, bank 2

12 Throttle valve 25 To catalytic converter, bank 2

13 Blow-off valve, bank 1 26 To catalytic converter, bank 1

25
Turbocharging Technology
In principle, the energy of the escaping exhaust gases is utilized to “pre-compress” the
inducted fresh air and thus introduce a greater air mass into the engine. This is only
possible if the air intake ducting is “leak-free” and installed properly.
N54 Air Intake

Index Explanation Index Explanation

PTC heater, blow-by gases

1 (in turbo mode)
8 Charge air suction line, bank 1

2 Recirculated air line, bank 2 9 Intercooler

3 Connecting flange, throttle valve 10 Charge air manifold

4 Air cleaner 11 Turbocharger, bank 1

5 Recirculated air line, bank 1 12 Turbocharger, bank 2

6 Air-intake snorkel 13 Charge air suction line, bank 2

7 Charge air pressure line

26
Turbocharging Technology
It is important to note, when carrying out work on the air-intake ducting, it is important to
ensure that the components are installed in the correct position and that all pipes are
connected with tight seals.
N55 Air Intake

Index Explanation Index Explanation Index Explanation

A Unfiltered air 3 Intake silencer 9 Charge-air pipe

B Purified air 4 Filter element 10 Intercooler

C Heated charge air 5 Air intake silencer cover 11 Charge air pipe

D Cooled charge air 6 Hot-film air mass meter 12 Boost pressure-temperature sensor

1 Intake snorkel 7 Crankcase ventilation connection 14 Intake air manifold

2 Unfiltered air pipe 8 Exhaust turbocharger

A leaking system may result in erroneous boost pressure. This would

be detected by the engine management system and will ultimately
result in “limp-home” operation. There would also be a noticeable
reduction in engine power.

For some of the duct work, there are special tools to ensure proper
connections.

27
Turbocharging Technology
As mentioned earlier, the main change to the air intake and exhaust system of the N63
engine is the interchanged positions of the intake and exhaust sides.
Consequently, the exhaust manifolds and turbochargers as well as the catalytic convert-
ers are located in the V-space of the engine.
This arrangement makes the N63 engine very compact despite the turbocharging.
Another new feature is indirect charge air cooling with intercoolers mounted on the
engine.

N63exhaustmanifold,turbos,HPIandrelatedcomponents

28
Turbocharging Technology
N63forcedinductionoverview

Index Explanation Index Explanation

1 Throttle valve 7 Exhaust turbocharger

Charge air temperature

2 and pressure sensor
8 Catalytic converter

Electro-pneumatic pressure
3 Intercooler 9 converter (EPDW)

4 Diverter valve 10 Watergate valve

5 Intake silencer 11 Intake manifold pressure sensor

6 Hot-film air mass meter 12 Digital Motor Electronics (DME)

29
Turbocharging Technology
N63AirIntake

Index Explanation Index Explanation

1 Intake silencer 8 Unfiltered air pipe
2 Exhaust turbocharger 9 Intercooler
3 Diverter valve 10 Charge air temperature and pressure sensor
4 Hot-film air mass meter 11 Throttle valve
Crankcase breather connection for Crankcase breather connection for
5 turbocharged engine operation
12 naturally aspirated engine operation
6 Clean air pipe 13 Intake manifold pressure sensor
7 Charge air pipe 14 Intake manifold

30
Turbocharging Technology
N74AirIntake

Index Explanation Index Explanation

1 Unfiltered air intake 8 Charging pressure sensor
2 Unfiltered air pipe 9 Throttle valve
3 Unfiltered air resonator 10 Charge air pipe
Connection for crankcase ventilation,
4 charged operation
11 Hot film air mass meter

5 Intake silencer 12 Exhaust-gas turbocharger

6 Intake manifold 13 Charge-air temperature sensor
7 Charge-air cooler 14 Purified air pipe

31
Turbocharging Technology
Boost-Pressure Control (Wastegates)
The boost pressure of the turbochargers is directly dependent on the flow of exhaust
gas which reaches the turbocharger turbines. Both the velocity and the mass of the
exhaust-gas flow are directly dependent on engine speed and engine load.
The engine-management system uses wastegate valves to control the boost pres-
sure. These valves are operated by vacuum-pressure actuators, which are controlled via
electropneumatic pressure transducers (EPDW) by the engine-management sys-
tem.
The vacuum pressure is generated by the permanently driven vacuum pump and stored
in a pressure accumulator. The system is designed to ensure that these loads and
consumers do not have a negative influence on the brake-booster function.
The exhaust-gas flow can be completely or partially directed to the turbine wheel with
the wastegate valves. When the boost pressure has reached its desired level, the waste-
gate valve begins to open and direct part of the exhaust-gas flow past the turbine wheel.
This prevents the turbine from further increasing the speed of the compressor. This con-
trol option allows the system to respond to various operating situations.
N54 boost pressure control

Index Explanation Index Explanation

1 Oil return, bank 1 5 Coolant return, bank 2

2 Oil supply 6 Wastegate valve

3 Coolant supply 7 Coolant return, bank 1

4 Oil return, bank 2 8

32
Turbocharging Technology
In the idle phase, the waste- N54 Wastegate Valve.
gate valves of both tur-
bochargers are closed. This
enables the full exhaust-gas
flow available to be utilized to
speed up the compressor
already at these low engine
speeds.
When power is then demand-
ed from the engine, the com-
pressor can deliver the
required boost pressure with-
out any noticeable time lag. In
the full-load situation, the
boost pressure is maintained
at a consistently high level
when the maximum permissi-
ble torque is reached by a partial opening of the wastegate valves. In this way, the com-
pressors are only ever induced to rotate at a speed which is called for by the operating
situation.
The process of the wastegate valves opening removes drive energy from the turbine
such that no further increase in boost pressure occurs, which in turn improves overall
fuel consumption.
The maximum overpressure (boost) of BMW engines at full-load vary depending on the
engine itself as well as other contributing factors e.g. air temperature, ambient pressure,
oil and coolant temperature etc.

Electropneumatic Pressure Transducers

(EPDW)
The boost pressure is controlled infinitely variable by
the ECM via a wastegate valve. The wastegate valve
is adjusted pneumatically by a diaphragm unit. An
electropneumatic pressure transducer subjects the
diaphragm cam to negative pressure (vacuum).
The electropneumatic pressure transducer is con-
nected by means of two lines to the ECM. It receives
system voltage via the ECM main relay. The ECM dri-
ves the electropneumatic pressure transducer with a
pulse-width modulated (PWM) signal.
The pulse duty factor can be between 0 – 100 %.
The negative pressure (vacuum) can be controlled
infinitely variable depending on the pulse duty factor.

33
Turbocharging Technology
N63 boost pressure control

Index Explanation Index Explanation

1 Turbine 4 Diverter valve

2 Bearing Pedestal 5 Vacuum unit

3 Compressor 6 Wastegate valve

34
Turbocharging Technology
N74 boost pressure control

Index Explanation

1 Connection from exhaust manifold (turbine inlet)

2 Connection for coolant line

3 Connection to catalytic converter (turbine outlet)

4 Wastegate valve

5 Wastegate duct

6 Turbine wheel

7 Connection for overflow duct

8 Diverter (blow-off) valve

9 Connection to charge air cooler (compressor outlet)

10 Connection from intake silencer (compressor inlet)

11 Impeller

12 Vacuum unit for wastegate valve activation

35
Turbocharging Technology
Blow-off Control (Diverter Valves)
The blow-off valves in BMW Turbocharged engines reduce unwanted peaks in boost
pressure which can occur when the throttle valve closes quickly. They therefore have an
important function with regard to engine acoustics and help to protect the turbocharger
components.
A vacuum pressure is generated in the intake manifold when the throttle valve is closed
at high engine speeds. This leads to a build-up of high dynamic pressure after the
compressor which cannot escape because the route to the intake manifold is blocked.
This leads to a "pumping up" of the turbocharger which means that:
• a clearly noticeable, disruptive pumping noise can be heard,
• and this pumping noise is accompanied by a component-damaging load being
exerted on the turbocharger, since high-frequency pressure waves exert axial
load on the turbocharger bearings
In the N54 the blow-off valves are mechanically actuated spring-loaded diaphragm
valves which are activated by the intake-manifold pressure as follows:
In the event of a pressure differential before and after the throttle valve, the blow-off
valves are opened by the intake-manifold pressure and the boost pressure is diverted to
the intake side of the compressor. The blow-off valves open starting from a differential
pressure of 0.3 bar. This process prevents the disruptive and component-damaging
pumping effect from occurring.
The system design dictates that the blow-off valves are also opened during operating
close to idle (pressure differential Pcharger/Psuction = 0.3 bar). However, this has no
further effects on the turbocharging system.
The turbocharger is pressurized with the full exhaust-gas flow at these low speeds and
already builds up a certain level of induction-air precharging in the range close to idle.
If the throttle valve is opened at this point, the full boost pressure required is very quickly
made available to the engine.
One of the major advantages of the vacuum pressure-actuated wastegate valves is that
they can be partially opened in the mid-range in order not to allow excessive induction-
air precharging to the detriment of fuel consumption. In the upper load range, they
assume the required control position corresponding to the necessary boost pressure.

36
Turbocharging Technology
N54 Diverter (Blow-off) valves

Index Explanation Index Explanation

1 Blow-off valves 4 Throttle valve

2 Air cleaner (ambient pressure) 5 Control line, blow-off valves

3 Intake manifold 6 Charge air pressure line

ElectricDivertervalve
On the N55 the basic function of the diverter valve
remains the same. The difference compared to the
N54 engine is that the diverter valve is not operat-
ed pneumatically. The diverter valve(s) on the
N55, N63 and N74 engines is an electric
actuator that is controlled directly by the
DME. The number of components has been
greatly reduced by positioning the diverter valve on
the turbocharger compressor housing.
The diverter valve is designed to release unwanted
pressure in the intake by connecting the pressure
side of the induction system to the inlet side under deceleration. The undesirable peaks
in the boost pressure that can occur when the throttle valve is quickly closed are
reduced. This means the diverter valve plays an important role in terms of the engine
acoustics while protecting the components of the turbocharger.

37
Turbocharging Technology
N63Divertervalveoperation

Index Explanation Index Explanation

1 Diverter valve, closed 2 Diverter valve, open

As mentioned earlier, the diverter valves in the N63 engine also reduces unwanted
peaks in boost pressure which can occur when the throttle valve closes quickly. As with
the N54, a vacuum is generated in the intake manifold when the throttle valve is closed
at high engine speeds. This leads to a build-up of high dynamic pressure after the com-
pressor which cannot escape because the route to the intake manifold is blocked.
On the N74, the basic function of the diverter valve remains the same. Once more the
difference compared to the N54 engine is that the diverter valve is not operated pneu-
matically. The diverter valve on the N74 engine is an electric actuator that is controlled
directly by the ECM.

OnN55andN74thedivertervalveislocatedonthecompressorhousing.

38
Turbocharging Technology
Load Control
Load control on turbocharged engines is effected by means of the throttle valve and
the wastegate valves.
The throttle valve is the primary component in this process. The wastegate valves are
actuated to bring about a fine tuning of the boost pressure. At full load the throttle valve
is completely open and load control is undertaken by the wastegate valves.
The load-control graphic shows that the wastegate valves are integrated in load control
in all operating situations of the N54 engine on the basis of map control.
LoadControlOverviewN54

The Load Control Graphic on the N55 is similar to that of the N54.

Index Explanation Index Explanation

Wastegate controlled as a function
n Engine speed in RPM 3 of boost pressure
p Absolute pressure in the intake in millibar 4 Wastegate partially opened

1 Naturally aspirated engine operation 5 Wastegate closed

Dark = Wastegate fully closed

2 Turbocharged operation 6
Light = Wastegate fully open

39
Turbocharging Technology
The following load control graphic shows that the wastegate valves are integrated in load
control in all operating situations of the N63 engine on the basis of characteristic map
control.

Load Control Overview N63

The Load Control Graphic on the N74 is similar to that of the N63.

Index Explanation Index Explanation

n Engine speed in RPM 2 Turbocharged operation

Absolute pressure in intake Dark = wastegate closed

p manifold (mbar)
3 Light = wastegate open

1 Naturally aspirated operation

40
Turbocharging Technology
Controlled Variables
The following variables, among others, influence control of the engine's boost pressure:
• Intake-air temperature
• Engine speed
• Throttle-valve position
• Ambient pressure
• Intake-manifold pressure
• Pressure before the throttle valve (reference variable)
The electropneumatic pressure transducers are activated by the engine control unit on
the basis of these variables. The result of this activation can be checked from the boost
pressure achieved, which is measured before the throttle valve.
There follows a comparison of the boost pressure achieved with the setpoint data from
the program map, which can if necessary give rise to an activation correction. The sys-
tem therefore controls and monitors itself during operation.

41
Turbocharging Technology
Intake Boost Pressure and
Temperature Sensor
The combined intake temperature and
boost pressure sensor is used on BMW
Turbocharged engines. It is located in the
air channel downstream of the intercooler
and supplies the ECM control unit with
information on the temperature and pres-
sure of the charge air (boost pressure)
before the throttle valve (absolute).
The sensor serves the purpose of control-
ling the boost pressure. The ECM control unit uses the signal from the intake manifold
pressure sensor to adjust the position of the throttle valve.

Boost-pressure sensor
The sensor receives a 5V voltage and ground supply from the ECM. The information
relating to the boost pressure is sent via a signal line to the ECM.
The useful signal for the boost pressure fluctuates depending on the pressure. The
measuring range from approx. 0.5 to 4.5 V corresponds to a boost pressure from 20 kPa
(0.2 bar) to 250 kPa (2.5 bar).

Intake temperature sensor

The ECM supplies ground to the intake temperature sensor. A further connection is
routed to a voltage divider circuit in the ECM.
The intake temperature sensor contains a temperature-dependent resistor that pro-
trudes into the flow of intake air and assumes the temperature of the intake air.
The resistor has a negative temperature coefficient (NTC). This means that the resis-
tance decreases as temperature increases. The resistor is part of a voltage divider circuit
that receives a 5V voltage from the ECM. The electrical voltage at the resistor is depen-
dent on the air temperature. There is a table stored in the ECM that specifies the corre-
sponding temperature to each voltage value and therefore compensates the non-linear
correlation between voltage and temperature.

42
Turbocharging Technology
Intake-manifold Pressure Sensor
The intake manifold pressure sensor is
used only on BMW Turbocharged
engines. It is located on the intake mani-
fold. It measures the pressure (absolute) in
the intake manifold after the throttle
valve.
The ECM uses the signal from the intake
manifold pressure sensor to calculate the
mass of intake air. The pressure also
serves as a substitute variable for the load
signal.
The ECM supplies the sensor with a 5V voltage and with ground. The information is sent
to the ECM via a signal line. The evaluation signal fluctuates depending on the pressure.
The measuring range from approx. 0.5 to 4.5 V corresponds to an air pressure from 20
kPa (0.2 bar) to 250 kPa (2.5 bar).

43
Turbocharging Technology
Charge Air Cooling (Intercoolers)

N54/N55
Cooling the charge air in BMW Turbocharged engines serve to increase power output as
well as reduce fuel consumption. The charge air heated in the turbocharger by its com-
ponent temperature and by compression is cooled in the intercooler by up to 80°C.
This increases the density of the charge air, which in turn improves the charge in the
combustion chamber. This results in a lower level of required boost pressure. The risk
of knock is also reduced and the engine operates with improved efficiency.
N54Intercoolerflow

The N55 Intercooler flow is similar to that of the N54.

44
Turbocharging Technology
N63/N74
Indirect charge air cooling is used for the first time on the N63 engine. The charge
air is not routed directly to an air-to-air heat exchanger.
The charge air is cooled by means of an air-to-coolant heat exchanger. The N63 engine
therefore features a separate self contained low-temperature coolant circuit.
Indirect charge air cooling has the advantage of requiring little space as the system can
be mounted directly on the engine. Due to the near-engine installation position, the dis-
tinctly shorter pipe length required for charge air routing also have a positive effect.
In this way, pressure loss has been substantially reduced, thus improving power yield
and engine response.
N63IndirectChargeAirCoolingFlow

Index Explanation Index Explanation

A Hot charge air D Hot coolant

B Cooled charge air 1 Intercooler

C Cooled coolant 2 Charge air pressure/temperature sensor

45
Turbocharging Technology
N63CoolingCircuitforChargeAirCooling

Index Explanation Index Explanation

A Electric coolant pump for charge air cooling D Expansion tank for charge air cooling

B Vent line E Radiator for charge air cooling

C Intercooler

In the N63 engine heat is taken from the charge air by means of an air-to-coolant
heat exchanger. This heat is then given off via a coolant-to-air heat exchanger into the
ambient air. For this purpose, the charge air cooling system has its own low temperature
cooling circuit with a dedicated electric water pump, which is independent of the
engine cooling circuit.
The intercoolers in the N63 are installed on the end faces of the cylinder heads. They
operate in accordance with the counterflow principle and cool the charge air by up to
80°C.

46
Turbocharging Technology
N74CoolingCircuitforChargeAirCooling

Index Explanation

1 Radiator for charge air cooling

2 Electric coolant pump for charge air cooling

3 Engine control unit

4 Expansion tank

5 Charge-air cooler

The use of indirect charge air cooling has also been adopted for the N74 engine.
The heat is extracted from the charge air by means of an air to coolant heat exchanger.
This heat is then released to the ambient air across a coolant to air heat exchanger. To
achieve this, the charge air cooling has its own low-temperature cooling circuit with a
dedicated electric water pump, just as in the N63.
A 50W pump is used to operate the coolant circuit for charge air coolant on the N63
and N74 engines. This pump does not run automatically when the engine is turned on.

Pump actuation on the N63 and N74 depend on the following values:
• Outside temperature.
• Difference between charge air temperature
and outside temperature.

47
Turbocharging Technology
NOTES
PAGE

48
Turbocharging Technology
Turbocharger Diagnosis
Golden Rules
It is important to focus on the causes rather than the effects.
With regard to the diagnosis and subsequent repair of turbocharging components, it is
important to ensure that they are also actually identified as defective components with
the diagnostic technology available.
It is always vital to ensure that the cause of the fault is determined and rectified and that
if necessary work is not carried out on symptoms of fault consequences.
Thus, for instance, a leaking flange on the intercooler can have far-reaching
consequences.
When diagnosing a turbo complaint always follow the three golden rules of procedure:
1. Do not rashly trace loss of power and engine malfunctions back to the turbocharg-
er. To avoid the replacement of turbochargers which are in perfect working order,
the following should be observed:
When blue smoke emerges from the exhaust system, check whether the air clean-
er is contaminated or the engine is consuming too much oil because of wear. Or, if
the crankcase ventilation system is faulty. Only then resort to checking the tur-
bocharger. If the turbocharger is running too loud, inspect all the connections on
the turbocharger pressure side. If black smoke or a loss of power is detected, in
this case too check the engine and the connecting pipes first.
2. Main causes of turbocharger damage:
• Insufficient lubrication and consequently bearing failure. Compressor and
turbine wheels will grind in the housings, the seals will be damaged and the
shaft may also shear off.
• Foreign bodies damage the turbine and impeller. The resulting imbalance will
reduce efficiency and may cause rotor damage.
• Contaminated oil causes scoring on shaft journals and bearings. Oilways and
seals will become clogged and cause oil leakage. Elements entering the tur-
bocharger system from the outside such as sand, dirt, screws and the like will
be trapped by a filter before the compressor.
• Service the filters at regular intervals (service intervals). Make sure to keep the
clean-air area of the air cleaner and the air ducting to the compressors clean
and free from all types of debris.

49
Turbocharging Technology
3. Do not make any alterations to the turbocharger: Never attempt to alter the boost-
pressure control linkage. The turbocharger has been optimally configured at the
factory. If the turbocharger operates at higher boost pressures than permitted by
the engine manufacturer, the engine may run hot and pistons, cylinder heads or
engine bearings may fail, or the safety function of the engine electronics may
respond and activate the engine's limp-home program.

No modifications to the turbochargers are permitted.

50
Turbocharging Technology
Controlled Variables
The following variables, among others, influence control of the engine's boost pressure:
• Intake-air temperature
• Engine speed
• Throttle-valve position
• Ambient pressure
• Intake-manifold pressure
• Pressure before the throttle valve (reference variable)
The electropneumatic pressure transducers are activated by the engine control unit on
the basis of these variables. The result of this activation can be checked from the boost
pressure achieved, which is measured before the throttle valve.
There follows a comparison of the boost pressure achieved with the setpoint data from
the program map, which can if necessary give rise to an activation correction.
The system therefore controls and monitors itself during operation.

Limp-home Mode
In the event during operation of malfunctions, implausible values or failure of any of the
sensors involved in turbocharger control, activation of the wastegate valves is shut down
and the valve flaps are thus fully opened. Turbocharging ceases at this point.
The list below sets out those components or functional groups in
which a failure, a malfunction or implausible values result in boost-
pressure control being deactivated. The driver is alerted to a fault of
this type via an EML indication.
• High-pressure fuel system
• Inlet VANOS
• Exhaust VANOS
• Crankshaft sensor
• Camshaft sensor
• Boost-pressure sensor
• Knock sensors
• Intake-air temperature sensor

51
Turbocharging Technology
Turbocharger System Check

1. Visual inspections
Visual inspections of all lines, hoses, connections and cables are intended to help locate
obvious defects quickly.
Connection plan for partial-vacuum activation see: Repair Instructions (REP)
• 11 Engine
• 00 Engine in general

2. Active diagnosis of the turbochargers

The active diagnosis is a DME function. The function runs within of a temperature win-
dow of 80 - 95 °C. To decouple the two turbochargers, the connecting line (low pres-
sure hose) between the two electropneumatic pressure converters (EPDWs) must be
disconnected (air-tight) by means of a special tool (see illustration). The function gener-
ates an artificial load. Only then is diagnosis in the charged mode possible. However, the
engine generates a great amount of heat here, which is why the coolant pump and elec-
tric fan are activated. These components react sluggishly, which is why the function pos-
sibly aborts in the vicinity of the two limits. The function increases the speed to generate
a load. Subsequently, the DME alternately activates the wastegates of the turbochargers.
In the process, the courses of pressure are monitored by the pressure sensors. In accor-
dance with the courses of pressure of the two decoupled turbochargers, the DME evalu-
ates the behavior of the turbocharger system.
At the end of the function, a message regarding the status of the charge is displayed. If
the turbocharger system is judged to be “OK” and there is only a customer complaint,
further troubleshooting is unnecessary!

SWZ 13 3 010

52
Turbocharging Technology
3. Check the exhaust flap
The back pressure generated in the exhaust system means that the function of the
exhaust flap affects the charge in various operating points. A permanently closed exhaust
flap can lead to charge faults!
The exhaust flap is vacuum-controlled. A disconnected vacuum hose can draw in parti-
cles (dust, salt water, etc.) and deliver then up to the vacuum pump. This can damage
the vacuum pump.

4. Check the electropneumatic pressure converters (EPDW)

The electropneumatic pressure converters are activated individual in such a way that -
450 hPa is fed to the wastegates. Some of the adjustment of the wastegates can be
observed from above, but with some engines like the N54 it is better to observe from
below (underbody panels removed).
During activation, if necessary, the partial vacuum can be checked using a pressure
gauge. If the vacuum hose is disconnected, there will be a delay in the vacuum build-up!

5. Check the intake system for leak-tightness with the diagnosis device
To find leaks, be sure to use diagnosis device 81 29 0 426 464. In this context, consult
repair instruction REP 11 61 730 BMW leak test for intake system! The seal plugs
must close off the intake system and make it air-tight.
• Small leakages can be found because of hissing noises.
• As a rule, larger leakages are visible or the pressure cannot be built up with the
diagnosis device.

53
Turbocharging Technology
6. Check the wastegate and blow off valve (BOV/Diverter Valve)
If a wastegate or blow off valve does not close, i.e. jams open, it is usually not possible to
build up adequate charge-air pressure. Wastegates that jam closed might generate over-
load fault; blow off valves might produce noises (vibrating).
The wastegates are closed by partial vacuum, -300 hPa must be sufficient for this opera-
tion. If the wastegates are only closed at lower pressures, they are difficult to move. With
further wear, the flaps no longer close completely or jam in their seats.
The blow off valves are force-opened by partial vacuum from the intake pipe after the
throttle valve.

7. Check the catalytic converter and turbo module

Catalytic converters can influence the charge due to changed exhaust-gas back-pres-
sure. As a rule, this can be seen by traces of melting or burns in the honeycomb struc-
ture. Smeared colors on the outside of the catalytic converter can also indicate damage
of this nature.
As a rule, damage to the turbocharger is visible, e.g. broken turbine wheel, jamming tur-
bine wheel shaft or oil spillage. In the case of oil spillage, the catalytic converter must be
checked for consequential damage without fail.

Intake-air Temperature of Charge-air Pressure Sensor

The charge-air pressure sensor registers the absolute pressure (charge-air pressure and
atmospheric pressure together) in the intake system and serves as a measured value
generator or charge-air pressure control.
The intake air temperature pressure sensor is attached to the charge air pipe. This com-
bined sensor delivers the following information to the engine management system:
• Temperature of the charge air
• Charge-air pressure
The purpose of the charging pressure sensor is charging pressure control. The engine
control unit also uses the signal of the intake-manifold pressure sensor to calibrate the
position of the throttle valve.

Functional Description
Boost pressure sensor
Expansion measurement strips are used to detect the pressure. The pressure applied
deforms a steel membrane in the sensor that is fitted with expansion measurement
strips. The changes in resistance in the expansion measurement strips are detected
electronically by a measurement bridge and evaluated. The measured voltage is then
included as an actual value in the charge-air-pressure control.

54
Turbocharging Technology
Intake-air temperature sensor
A temperature-dependent electrical resistor is used for temperature detection. The cir-
cuit contains a power
diplexer where the resistance can be measured depending on the temperature. A tem-
perature is converted using a characteristic curve specific to the sensor. An NTC resistor
is installed in the intake air temperature sensor; its resistance value falls as the tempera-
ture rises. The resistance changes depending on the temperature.

Characteristic Curve and Nominal Values

The charge-air pressure information is sent to the engine management system across a
signal line. The signal for the charge-air pressure, which can be evaluated, fluctuates
depending on the pressure. The measuring range of approx. 0.5 to 4.5 Volts corre-
sponds to a charge-air pressure of 20 kPa (0.2 bar) to 250 kPa (2.5 bar).
The resistance of the intake air temperature sensor changes depending on the
temperature.

Index Explanation Index Explanation

1 Voltage 3 Pressure

2 Charge-air pressure characteristic curve

55
Turbocharging Technology
Observe the following nominal values for the intake air temperature pressure sensor:

Variable Value

Voltage range for charge-air pressure sensor 0.5 to 4.5 Volts

Measuring range for charge-air pressure 0.2 to 2.5 bar

Intake air temperature sensor accuracy +/- 1°C

Maximum output current 10mA

Temperature range -40 °C to 130 °C

Failure of the Component

If the charge-air pressure sensor fails, the following behavior is to be expected:
• Fault code memory entry in the engine control unit
• Emergency operation with substitute value

56
Turbocharging Technology
Intake Air Temperature Sensor (NOT Pressure)

Intake Air-Intake temperature sensor [C] ADD [F]

RESISTANCE [Ω]
[°C] [°F]

-30 -22 23500-27500

-20 -4 14000-16000

-10 14 8500-10000

0 32 5000-6100

10 50 3500-3900

20 68 2300-2600

25 77 1900-2100

30 86 1600-1750

40 104 1100-1200

50 122 750-850

60 140 550-600

70 158 410-440

80 176 305-325

90 194 230-245

100 212 180-190

57
Turbocharging Technology
NOTES
PAGE

58
Turbocharging Technology