N20engine Techguide BIMMERPOST

TechnicaI training.
Product information.
BMW Service
N20 Engine
via BIMMERPOST.com
GeneraI information
SymboIs used
The following symbol / sign is used in Ihis documenI Io faciliIaIe beIIer comprehension and Io draw
aIIenIion Io parIicularly imporIanI informaIion:
ConIains imporIanI safeIy guidance and informaIion IhaI is necessary for proper sysIem funcIioning
and which iI is imperaIive Io follow.
lnformation status and nationaI-market versions
The BMW Group produces vehicles Io meeI Ihe very highesI sIandards of safeIy and qualiIy. Changes
in Ierms of environmenIal proIecIion, cusIomer benefiIs and design make iI necessary Io develop
sysIems and componenIs on a conIinuous basis. ConsequenIly, Ihis may resulI in differences beIween
Ihe conIenI of Ihis documenI and Ihe vehicles available in Ihe Iraining course.
As a general principle, Ihis documenI describes lefI-hand drive vehicles in Ihe European version. Some
conIrols or componenIs are arranged differenIly in righI-hand drive vehicles Ihan Ihose shown on Ihe
graphics in Ihis documenI. FurIher discrepancies may arise from markeI-specific or counIry-specific
equipmenI specificaIions.
AdditionaI sources of information
FurIher informaIion on Ihe individual Iopics can be found in Ihe following:
Owner's Handbook
lnIegraIed Service Technical ApplicaIion.
ConIacI: concepIinfoGbmw.de
2010 BMW AG, Munich, Germany
Reprints of this pubIication or its parts require the written approvaI of BMW AG, Munich
The informaIion in Ihe documenI is parI of Ihe BMW Group Iechnical Iraining course and is inIended
for iIs Irainers and parIicipanIs. Refer Io Ihe laIesI relevanI BMW Group informaIion sysIems for any
changes/supplemenIs Io Ihe Iechnical daIa.
Oontacts
GernoI Nehmeyer/Udo MeIz
Telephone +49 (0) 89 382 34059/+49 (0) 89 382 58506
gernoI.nehmeyerGbmw.de/udo.meIzGbmw.de
lnformaIion sIaIus: November 2010
BV-72lTechnicaI Training
N20 Engine
Oontents
1. lntroduction............................................................................................................................................................................................................................................. 1
1.1. HisIory......................................................................................................................................................................................................................................1
1.1.1. HisIoric BMW AG engines.....................................................................................................................................1
1.1.2. HisIoric BMW M engines........................................................................................................................................ 3
1.2. Technical daIa............................................................................................................................................................................................................. 3
1.2.1. Comparison ................................................................................................................................................................................. 4
1.3. New feaIures/changes....................................................................................................................................................................................6
1.3.1. Overview............................................................................................................................................................................................. 6
1.4. Engine idenIificaIion......................................................................................................................................................................................... 7
1.4.1. Engine designaIion............................................................................................................................................................7
1.4.2. Engine idenIificaIion........................................................................................................................................................ 8
2. Engine Oomponents........................................................................................................................................................................................................... 11
2.1. Engine housing..................................................................................................................................................................................................... 11
2.1.1. Engine block............................................................................................................................................................................ 12
2.1.2. Cylinder head gaskeI................................................................................................................................................. 16
2.1.3. Cylinder head......................................................................................................................................................................... 17
2.1.4. Cylinder head cover..................................................................................................................................................... 18
2.1.5. Oil sump......................................................................................................................................................................................... 24
2.2. CrankshafI drive................................................................................................................................................................................................... 27
2.2.1. CrankshafI wiIh bearings..................................................................................................................................... 27
2.2.2. ConnecIing rod ................................................................................................................................................................. 42
2.2.3. PisIon wiIh pisIon rings......................................................................................................................................... 43
2.3. CamshafI drive....................................................................................................................................................................................................... 45
2.4. CounIerbalance shafIs.............................................................................................................................................................................. 46
2.5. Valve gear.......................................................................................................................................................................................................................50
2.5.1. Design................................................................................................................................................................................................ 50
2.5.2. ValveIronic................................................................................................................................................................................... 55
2.6. BelI drive......................................................................................................................................................................................................................... 63
3. OiI SuppIy...............................................................................................................................................................................................................................................65
3.1. Overview.......................................................................................................................................................................................................................... 65
3.1.1. Hydraulic circuiI diagram..................................................................................................................................... 66
3.1.2. Oil passages.............................................................................................................................................................................68
3.2. Oil pump and pressure conIrol.................................................................................................................................................... 73
3.2.1. Oil pump......................................................................................................................................................................................... 73
3.2.2. ConIrol............................................................................................................................................................................................... 75
3.2.3. Pressure-limiIing valve............................................................................................................................................ 83
3.3. Oil filIering and cooling............................................................................................................................................................................ 84
3.3.1. Oil cooling....................................................................................................................................................................................84
3.3.2. Oil filIering................................................................................................................................................................................... 85
via BIMMERPOST.com
N20 Engine
Oontents
3.4. Oil moniIoring.......................................................................................................................................................................................................... 86
3.4.1. Oil pressure and IemperaIure sensor.............................................................................................. 86
3.4.2. Oil level moniIoring....................................................................................................................................................... 87
3.5. Oil spray nozzles.................................................................................................................................................................................................87
3.5.1. PisIon crown cooling..................................................................................................................................................87
3.5.2. Chain drive.................................................................................................................................................................................. 88
3.5.3. CamshafI........................................................................................................................................................................................89
3.5.4. Gearing, ValveIronic servomoIor..............................................................................................................91
4. OooIing.........................................................................................................................................................................................................................................................93
4.1. Overview.......................................................................................................................................................................................................................... 93
4.2. HeaI managemenI........................................................................................................................................................................................... 96
4.2.1. CoolanI pump........................................................................................................................................................................ 96
4.2.2. Map IhermosIaI.................................................................................................................................................................. 97
4.2.3. HeaI managemenI funcIion.............................................................................................................................97
4.3. lnIernal engine cooling............................................................................................................................................................................. 98
5. Air lntakelExhaust Emission Systems.............................................................................................................................................. 99
5.1. Overview.......................................................................................................................................................................................................................... 99
5.2. lnIake air sysIem............................................................................................................................................................................................ 101
5.2.1. HoI-film air mass meIer..................................................................................................................................... 102
5.2.2. lnIake manifold................................................................................................................................................................ 102
5.3. ExhausI Iurbocharger............................................................................................................................................................................. 103
5.3.1. FuncIion of TwinScroll exhausI Iurbocharger................................................................. 105
5.4. ExhausI emission sysIem................................................................................................................................................................ 108
5.4.1. ExhausI manifold.......................................................................................................................................................... 108
5.4.2. CaIalyIic converIer..................................................................................................................................................... 108
6. Vacuum System......................................................................................................................................................................................................................110
7. FueI Preparation.................................................................................................................................................................................................................... 112
7.1. Overview...................................................................................................................................................................................................................... 112
7.2. Fuel pump conIrol........................................................................................................................................................................................113
7.3. High-pressure pump................................................................................................................................................................................ 113
7.4. lnjecIors........................................................................................................................................................................................................................ 114
S. FueI SuppIy.....................................................................................................................................................................................................................................117
8.1. Tank venIilaIion.................................................................................................................................................................................................117
8.1.1. Two-sIage Iank venIilaIion............................................................................................................................117
8.1.2. Two-sIage Iank venIilaIion wiIh shuIoff valve.................................................................119
9. Engine EIectricaI System..................................................................................................................................................................................... 122
via BIMMERPOST.com
N20 Engine
Oontents
9.1. Overview...................................................................................................................................................................................................................... 122
9.2. Engine conIrol uniI..................................................................................................................................................................................... 124
9.2.1. Overall funcIion............................................................................................................................................................... 126
N20 Engine
1. lntroduction
1
BMW has decided Io bring back Ihe 4-cylinder engine Io Ihe US markeI. The lasI BMW 4-cylinder
engine in Ihe US was Ihe M44, Ihis lasIed unIil 1999 and was insIalled in Ihe E36 318is/318Ii/Z3.
Since Ihen BMW in Ihe US has noI had a 4-cylinder engine. The N20 engine represenIs Ihe new
generaIion of BMW 4-cylinder gasoline engines. lI will gradually be phased in on a number of BMW
models sIarIing in SepIember 2011. The N20 will replace Ihe N52 6-cylinder naIurally aspiraIed
engines. The N20 engine is equipped wiIh Ihe laIesI Iechnology, such as TVDl (Turbocharged
ValveIronic DirecI lnjecIion) in conjuncIion wiIh a TwinScroll exhausI Iurbocharger. As a whole, iI is
closely relaIed Io Ihe N55 engine, Ihis is why consIanI reference is made Io Ihe N55 engine in Ihis
documenI.
1.1. History
The hisIory of BMW 4-cylinder engines began back in 1927 wiIh Ihe BMW 3/15. From IhaI poinI on,
aparI from an inIerrupIion sIreIching from 1936 Io 1962, Ihe 4-cylinder gasoline engines have again
and again been Ihe precursors Io new Iechnologies and have ofIen also been forerunners. Thus,
Ihe M31 engine (predecessor of Ihe M10 engine) was Ihe world's firsI 4-cylinder producIion engine
Io feaIure a TwinScroll exhausI Iurbocharger and back in 1973 already achieving a power ouIpuI of
125 kW / 167 bhp from a displacemenI of 2 liIers. ln moIorsporI Ihe crankcase of Ihe M10 wiIh a
displacemenI of 1.5 liIers produced Ihe firsI Formula 1 world champion wiIh a Iurbocharged engine. ln
Ihe world of moIor racing performance figures of up Io 1350 bhp from a displacemenI of 1.5 liIers were
achieved, figures which Io daIe have only been achieved by BMW.
1.1.1. Historic BMW AG engines
Designation Power
output in
bhplrpm
DispIacement
in [cm]
Year of
Iaunch
ModeI Series
DA 1, 2, 4* 15/3000 748 1927 BMW 3/15 3/15
DA 3* 18/3500 748 1930 WarIburg 3/15
M68* 20/3500 782 1932 BMW 3/20 3/20
M68* 22/4000 845 1934 BMW 309 309
M115** 75/5700 1499 1961 BMW 1500 115
M115**
Available in
Ihe US
80/5500 1499 1962 BMW 1500 115
M116**
Available in
Ihe US
83/5500 1573 1964 BMW 1600 116
M116** 85/5700 1573 1966 BMW
1600-2
114C
M116** 105/6000 1573 1967 BMW 1600Ii 116
M116** 75/5800 1573 1975 BMW 1502 114
M118** 90/5250 1773 1963 BMW 1800 118
M118** 110/5800 1773 1964 BMW 1800Ii 118
via BIMMERPOST.com
N20 Engine
1. lntroduction
2
Designation Power
output in
bhplrpm
DispIacement
in [cm]
Year of
Iaunch
ModeI Series
M118**
Available in
Ihe US
130/6100 1773 1965 BMW
1800Ii SA
118
M118**
shorI-sIroke
90/5250 1766 1968 BMW 1800 118
M118**
shorI-sIroke
90/5500 1766 1974 BMW 518 E12/4
M05**
Available in
Ihe US
100/5500 1990 1965-1972 BMW
2000/2002
121
M05** 120/5500 1990 1965 BMW 2000Ii 121
M15**
Available in
Ihe US
130/5800 1990 1968 BMW
2000Iii/2002Iii
121
M17** 115/5800 1990 1972 BMW 520 E12/4
M31** 170/5800 1990 1974 BMW
2002 Iurbo
E20
M41** 90/6000 1573 1975 BMW 316 E21
M42** 98/5800 1766 1975 BMW 318 E12
M42** 90/5500 1766 1976 BMW 518 E12
M43/1** 109/5800 1990 1975 BMW 320 E21
M64** 125/5700 1990 1975 BMW 320i E21
M10 (M92**) 105/5800 1766 1980 BMW 318i E30
M10 (M99**) 90/5500 1766 1980 BMW
316/518
E30/E28
M98** 75/5800 1573 1981 BMW 315 E21
M10
Available in
Ihe US
102/5800 1766 1984 BMW
318i CaI
E30
M40B16 102/5500 1596 1988 BMW 316i E30
M40B16 99/5500 1596 1988 BMW
316i CaI
E30
M40B18 116/5500 1796 1987 BMW 318i E30
M40B18 113/5500 1796 1987 BMW
318i CaI
BMW
518i CaI
E28/
E30/E34
M42B18O0
Available in
Ihe US
140/6000 1796 1989 318is/318Ii E36
via BIMMERPOST.com
N20 Engine
1. lntroduction
3
Designation Power
output in
bhplrpm
DispIacement
in [cm]
Year of
Iaunch
ModeI Series
M43B16O0 102/5500 1596 1993 316i E36
M43B16O0 87/5500 1596 1996 316g E36
M43B18O0 116/5500 1796 1993 318i/518i/
Z3 1.8
E34/E36
M43B19U1 105/5300 1895 2000 316i E46
M43B19O1 118/5500 1895 1998 318i/Z3 1.8 E36/E46
M44B19O0
Available in
Ihe US
149/6000 1895 1995 318is/318Ii/
Z3 1.9
E36
* denoIes engines up Io 1933, ** denoIes engines from 1957-1980, CaI = caIalyIic converIer from
M42/1989 daIa wiIh and wiIhouI caIalyIic converIer.
Note: Not aII engines in the chart above were avaiIabIe in the US market. The M44B19O0 was
the Iast 4 cyIinder engine avaiIabIe in the US up to the introduction of the N20 in 9l2011.
1.1.2. Historic BMW M engines
Designation Power
output in
bhplrpm
DispIacement
in [cm]
Year of
Iaunch
ModeI Series
S14B23 197/6750 2302 1986 BMW M3 E30
1.2. TechnicaI data
ModeI designation Engine designation Series introduction
Various BMW models N20B20O0 2012 Model year
via BIMMERPOST.com
N20 Engine
1. lntroduction
4
1.2.1. Oomparison
N20B20O0 engine compared with N52B30O1 engine
Full-load diagram, N20B20O0 engine compared wiIh N52B30O1 engine
via BIMMERPOST.com
N20 Engine
1. lntroduction
5
Unit N52B30O1 N20B20O0
Design lnline 6 lnline 4
DispIacement [cmj 2996 1997
Borelstroke [mmj 85/88 84/90.091
Power output
at engine speed
kW/bhp
[rpmj
190/254
6600
180/240
5000 - 6500
Power output per Iiter [kW/lj 63.4 90.14
Torque
at engine speed
Nm/fI-lbs
[rpmj
310/228
2600 - 3000
350/255
1250 - 4800
Oompression ratio [sj 10.7 10.0 : 1
VaIves per cyIinder 4 4
FueI consumption l/100km 9.9 7,9
OO
2
emissions [g/kmj 230 183
DigitaI Engine EIectronics MSV80 MEVD17.2.4
Exhaust emissions IegisIation ULEV ll ULEV ll
via BIMMERPOST.com
N20 Engine
1. lntroduction
6
1.3. New featureslchanges
1.3.1. Overview
System Oomment
Engine mechanical
componenIs
Aluminium crankcase wiIh coaIed cylinder bore
OpIimized cooling jackeIs
Use of Ihe TVDl Iechnology
TwinScroll exhausI Iurbocharger
3rd generaIion ValveIronic wiIh new inIermediaIe levers
New generaIion VANOS wiIh cenIral valves
Assembled camshafIs
Two mode crankcase venIilaIion
Forged crankshafI
PosiIive crankshafI offseI
PisIon wiIh negaIive pin offseI
Chain drive for counIerbalance shafIs wiIh chain Iensioner
CounIerbalance shafIs arranged on Iop of one anoIher.
Oil supply
Map-conIrolled oil pump
New pendulum-slide oil pump design
UnfilIered oil cooling
New combined oil pressure and IemperaIure sensor.
Cooling
ElecIric coolanI pump
Map conIrolled IhermosIaI.
Air inIake and exhausI
emission sysIems
TwinScroll exhausI Iurbocharger
HoI-film air mass meIer
Enhanced crankcase venIilaIion.
via BIMMERPOST.com
N20 Engine
1. lntroduction
7
System Oomment
Vacuum sysIem
Two-sIage vacuum pump
Vacuum reservoir for Ihe wasIegaIe valve is builI inIo Ihe
engine cover.
Fuel preparaIion
High-pressure injecIion (as N55)
Solenoid valve injecIors
Bosch high-pressure pump
High-pressure lines Io Ihe injecIors are soldered Io Ihe rail
No fuel low-pressure sensor.
Engine elecIrical sysIem
Bosch MEVD17.2.4 engine conIrol uniI.
1.4. Engine identification
1.4.1. Engine designation
The N20engine is described in Ihe following version: N20B20O0.
The Iechnical documenIaIion also feaIures Ihe shorI form of Ihe engine designaIion N20, which only
allows assignmenI of Ihe engine Iype.
ltem Meaning lndex l expIanation
1 Engine developer M, N = BMW Group
P = BMW MoIorsporI
S = BMW M GmbH
W = non-BMW engines
2 Engine Iype 1 = lnline 4 (e.g. N12)
2 = lnline 4 (e.g. N20)
4 = lnline 4 (e.g. N43)
5 = lnline 6 (e.g. N53)
6 = V8 (e.g. N63)
7 = V12 (e.g. N73)
8 = V102 (e.g. S85)
3 Change Io Ihe basic engine
concepI
0 = basic engine
1 Io 9 = changes, e.g.
combusIion process
4 Working meIhod or fuel Iype
and possibly insIallaIion
posiIion
B = gasoline, longiIudinal
insIallaIion
D = diesel, longiIudinal
insIallaIion
H = hydrogen
5 DisplacemenI in liIers 1 = 1 liIer +
N20 Engine
1. lntroduction
8
6 DisplacemenI in 1/10 liIer 8 = 0.8 liIers = 1.8 liIers
7 Performance class K = SmallesI
U = Lower
M = Middle
O = Upper (sIandard)
T = Top
S = Super
S Revision relevanI Io approval 0 = New developmenI
1 - 9 = Revision
Breakdown of N20 engine designation
lndex ExpIanation
N BMW Group DevelopmenI
2 4-cylinder in-line engine
0 Engine wiIh exhausI Iurbocharger, ValveIronic
and direcI fuel injecIion (TVDl)
B Gasoline engine, longiIudinally insIalled
20 2.0 liIers displacemenI
O Upper performance class
0 New developmenI
1.4.2. Engine identification
The engines have an idenIificaIion mark on Ihe crankcase Io ensure proper idenIificaIion and
classificaIion.
WiIh Ihe N55 engine, Ihis idenIificaIion was subjecI Io a furIher developmenI, wiIh Ihe previous eighI
posiIions being reduced Io seven. The engine number can be found on Ihe engine below Ihe engine
idenIificaIion. This consecuIive number, in conjuncIion wiIh Ihe engine idenIificaIion, allows proper
idenIificaIion of each individual engine.
via BIMMERPOST.com
N20 Engine
1. lntroduction
9
1 Engine developer M, N = BMW Group
P = BMW MoIorsporI
S = BMW M GmbH
W = non-BMW engines
2 Engine Iype 1 = lnline 4 (e.g. N12)
2 = lnline 4 (e.g. N20)
4 = lnline 4 (e.g. N43)
5 = lnline 6 (e.g. N53)
6 = V8 (e.g. N63)
7 = V12 (e.g. N73)
8 = V102 (e.g. S85)
3 Change Io Ihe basic engine
concepI
0 = basic engine
1 Io 9 = changes, e.g.
combusIion process
4 Working meIhod or fuel Iype
and possibly insIallaIion
posiIion
B = gasoline, longiIudinal
insIallaIion
D = diesel, longiIudinal
insIallaIion
H = hydrogen
5 DisplacemenI in liIers 1 = 1 liIer +
6 DisplacemenI in 1/10 liIer 8 = 0.8 liIers = 1.8 liIers
7 Type IesI concerns (changes
IhaI require a new Iype IesI)
A = SIandard
B - Z = depending on
requiremenI, e.g.RON87
N20 Engine
1. lntroduction
10
N20 engine number, engine idenIificaIion and engine number
lndex ExpIanation
00034772 lndividual consecuIive engine number
N Engine developer, BMW Group
2 Engine Iype, lnline 4
0 Change Io Ihe basic engine concepI, Turbocharged ValveIronic DirecI lnjecIion
B OperaIing principle or fuel Iype and insIallaIion posiIion, gasoline longiIudinal
insIallaIion
20 DisplacemenI in 1/10 liIer, 2 liIers
A Type IesI concerns, sIandard
N20 Engine
2. Engine Oomponents
11
2.1. Engine housing
The engine housing comprises Ihe engine block (crankcase and bedplaIe), Ihe cylinder head, Ihe
cylinder head cover, Ihe oil sump and Ihe gaskeIs.
N20 engine, sIrucIure of engine housing
lndex ExpIanation
1 Cylinder head cover
2 Cylinder head cover gaskeI
3 Cylinder head
4 Cylinder head gaskeI
5 Crankcase
N20 Engine
12
lndex ExpIanation
6 SealanI
7 BedplaIe
8 Oil sump gaskeI
9 Oil sump
2.1.1. Engine bIock
The engine block is made from diecasI aluminium AlSi9Cu3 along wiIh Ihe crankcase and Ihe
bedplaIe. A new coaIing for Ihe cylinder wall is being used for Ihe firsI Iime by BMW. lIs referred Io as
elecIric arc wire spraying.
The cooling jackeI has also been opIimized Io improve cooling beIween Ihe cylinders, Ihis is due Io
Ihe requiremenIs of a Iurbocharged engine.
OiI passages
The graphic below shows Ihe oil passages in Ihe engine block.
N20 engine, oil passages
N20 Engine
13
lndex ExpIanation
1 Oil reIurn ducI
2 Blow-by ducI
3 Clean oil passages
4 UnfilIered oil passages
OooIant ducts
The graphic below shows Ihe coolanI passages in Ihe engine block.
N20 engine, cooling jackeI and coolanI passages
lndex ExpIanation
1 Cooling jackeI, exhausI side
2 Cooling jackeI, inIake side
3 + 4 CoolanI passages beIween Ihe cylinders
Oompensation openings
The crankcase feaIures large milled longiIudinal venIilaIion holes. These venIilaIion holes improve
Ihe pressure compensaIion of Ihe oscillaIing air columns creaIed by Ihe up and down sIrokes of Ihe
pisIons.
AddiIional openings on Ihe inIake side on Ihe bearing seaI beIween Ihe cylinders also improve
crankcase pressure.
N20 Engine
14
N20 engine, compensaIion openings in Ihe bearing seaI
lndex ExpIanation
1 + 2 + 3 Openings
4 + 5 VenIilaIion holes
OyIinder
An iron wire is used in Ihe elecIric arc wire spraying process (arc spray process) Io coaI Ihe aluminium
cylinder bores. High volIage is used Io igniIe an elecIric arc aI boIh ends of Ihe wire. The IemperaIures
generaIed in Ihe process are in Ihe region of 3000 C / 5432 F. The high IemperaIures melI Ihe wire,
which is conIinually fed by Ihe wire feed uniI. The molIen iron is blasIed onIo Ihe cylinder wall surface
aI pressure via Ihe cenIral and secondary compressed-air supplies.
The liquid iron adheres Io Ihe aluminium surface Ihrough:
Mechanical bonding:
MolIen parIicles peneIraIe as a resulI of high kineIic energy and capillary acIion inIo
depressions and undercuIs, where Ihey solidify Io creaIe a very sIrong coaIing.
N20 Engine
15
ElecIric arc spraying
lndex ExpIanation
1 DirecIion of movemenI
2 CoaIed cylinder surface
3 EAS uniI
4 Spray jeI
5 Nozzle
6 Secondary compressed-air supply
7 Spray wire
8 Power supply
N20 Engine
16
lndex ExpIanation
9 CenIral compressed-air supply
10 ConIacI Iube
11 Wire feed uniI
12 ElecIric arc
AdvanIages:
Spray parIicles adhere wiIh Ihe base meIal
ldeal for Ihick coaIings or large surfaces
GreaIesI applicaIion raIe per hour of all Ihe Ihermal spraying processes
The arc spray coaIing can barely be disIinguished in Ierms of color from Ihe base meIal
The low-oxide spray coaIing can be processed during manufacIuring like a solid maIerial
High Iensile sIrengIh and lower conIracIion sIrain
Micro-porous surface reduces fricIion
CoaIing properIies such as coaIing hardness or surface qualiIy can be deIermined
All maIerials can be added as coaIings, such as for example ferrous/nonferrous alloy on casI
iron
Low Ihermal sIress Ihanks Io opIimized heaI Iransfer.
The low coaIing Ihickness of abouI 1mm produces opIimum heaI Iransfer buI does noI allow
reworking of Ihe cylinder bore surface in service.
lf a cylinder is deIermined ouI of specificaIion Ihe enIire engine block musI be replaced.
2.1.2. OyIinder head gasket
A Ihree-layer spring sIeel gaskeI is used for Ihe cylinder head gaskeI. A sIopper plaIe (2) is welded on
in Ihe area of Ihe cylinder bores in order Io achieve sufficienI conIacI pressure for sealing. All Ihe layers
of Ihe gaskeI are coaIed, Ihe cylinder head and Ihe engine block conIacI surfaces are coaIed wiIh a
parIial fluorocaouIchouc (elasIomer) wiIh non-sIick coaIing.
N20 engine, cylinder head gaskeI
N20 Engine
17
lndex ExpIanation
1 Top spring sIeel layer wiIh non-sIick coaIing
2 Welded-on sIopper plaIe
3 Middle spring sIeel layer wiIh coaIing
4 BoIIom spring sIeel layer wiIh non-sIick coaIing
2.1.3. OyIinder head
The cylinder head in Ihe N20 engine is similar Io Ihe cylinder head in Ihe N55. The 3rd generaIion
ValveIronic sysIem inIroduced in Ihe N55 is also used in Ihe N20 engine.
The classic VANOS wiIh separaIe solenoid valve in Ihe N55 engine has been replaced in Ihe N20
engine by a cenIral VANOS wiIh inIegraIed solenoid valve. The benefiI of Ihis sysIem is a reduced
number of oil passages in Ihe cylinder head.
As in Ihe N55 engine Ihe N20 also uses TVDl Iechnology.
The combinaIion of exhausI Iurbocharger, ValveIronic and direcI fuel injecIion is known as Turbo
ValveIronic DirecI lnjecIion (TVDl).
N20 engine, cylinder head
N20 Engine
18
lndex ExpIanation
1 VANOS solenoid acIuaIor, inIake
2 VANOS solenoid acIuaIor, exhausI
3 Roller IappeI, high-pressure pump
4 ValveIronic servomoIor
5 Spring
6 Guide block
7 lnIermediaIe lever
8 EccenIric shafI
2.1.4. OyIinder head cover
Design
The cylinder head cover is a new developmenI. All Ihe componenIs for crankcase venIilaIion and Ihe
blow-by ducIs are inIegraIed inIo Ihe cover. A pressure conIrol valve prevenIs an excessive vacuum
from being generaIed in Ihe crankcase. VenIilaIion is performed via differenI ducIs depending on
wheIher Ihe engine is running in Iurbocharged (BoosI) or normally aspiraIed (NA) mode.
ln NA mode, venIilaIion is performed via Ihe pressure conIrol valve aI abouI 38mbar.
N20 Engine
19
N20 engine, cylinder head cover wiIh crankcase venIilaIion
lndex ExpIanation
A SecIion A
B SecIion B
C SecIion C
1 ConnecIion Io clean air pipe ahead of exhausI Iurbocharger
N20 Engine
20
lndex ExpIanation
2 Non-reIurn valve
3 Pressure conIrol valve
4 Spring Iab separaIor
5 Oil separaIor
6 SeIIling chamber
7 Non-reIurn valve
8 Non-reIurn valve
9 Blow-by ducI Io Ihe inIake porIs in Ihe cylinder head
The blow-by gases pass Ihrough Ihe opening in Ihe inIake side area of cylinder one Io Ihe Ihree spring
Iab separaIors. The oil in Ihe blow-by gas is separaIed by Ihe spring Iab separaIors, and flows along
Ihe walls down Ihrough a non-reIurn valve and back inIo Ihe cylinder head. The blow-by gas separaIed
from Ihe oil now passes inIo Ihe air inIake sysIem porIs or fresh air pipe (depending on Ihe operaIing
mode).
Function
ln naIurally aspiraIed mode, Ihe non-reIurn valve in Ihe blow-by ducI of Ihe cylinder head cover is
opened by Ihe vacuum pressure in Ihe air inIake sysIem and Ihe blow-by gases are drawn off via Ihe
pressure conIrol valve. The vacuum pressure simulIaneously closes Ihe second non-reIurn valve in Ihe
ducI Io charge-air sucIion/fresh air line.
The blow-by gases are rouIed direcIly inIo Ihe cylinder head inIake porIs via Ihe passages inIegraIed
in Ihe cylinder head cover .
A purge air line, which is connecIed Io Ihe fresh air pipe ahead of Ihe Iurbocharger and Io Ihe
crankcase, rouIes fresh air via a non-reIurn valve direcIly inIo Ihe crankcase. The greaIer Ihe vacuum
in Ihe crankcase, Ihe higher Ihe air mass inIroduced. This purging prevenIs Ihe pressure conIrol valve
from icing up by reducing moisIure in Ihe sysIem.
N20 Engine
21
N20 engine, crankcase venIilaIion, naIurally aspiraIed mode
lndex ExpIanation
B AmbienI pressure
C Vacuum
D ExhausI gas
E Oil
F Blow-by gas
1 Air filIer
2 lnIake plenum
N20 Engine
22
lndex ExpIanation
3 PerforaIed plaIes
4 Passages in cylinder head and cylinder head cover
5 Blow-by gas ducI
6 Purge air line
7 Non-reIurn valve
8 Crankcase
9 Oil sump
10 Oil reIurn passage
11 Turbocharger
12 Non-reIurn valve, oil reIurn
13 Charge-air sucIion line/fresh air pipe
14 ConnecIion Io charge-air sucIion line
15 Non-reIurn valve wiIh resIricIor
16 ThroIIle valve
Once in boosI mode Ihe pressure in Ihe inIake plenum rises Ihus iI is no longer possible for Ihe
blow-by gases Io be inIroduced via Ihis rouIe. A non-reIurn valve in Ihe blow-by ducI of Ihe cylinder
head cover closes Ihe ducI Io Ihe inIake plenum and Ihereby proIecIs Ihe crankcase againsI excess
pressure.
The now greaIer fresh-air demand generaIes a vacuum in Ihe fresh air pipe beIween Ihe Iurbocharger
and Ihe inIake silencer. This vacuum is sufficienI Io open Ihe non-reIurn valve in Ihe cylinder head
cover and draw off Ihe blow-by gases direcIly wiIhouI regulaIion. The pressure conIrol valve (17) is
bypassed in Ihis mode, since only a low vacuum is generaIed which does noI have Io be limiIed.
N20 Engine
23
N20 engine, crankcase venIilaIion, boosI mode
lndex ExpIanation
A Charging pressure
C Vacuum
D ExhausI gas
E Oil
F Blow-by gas
1 Air filIer
2 lnIake plenum
N20 Engine
24
lndex ExpIanation
3 PerforaIed plaIes
4 Passages in cylinder head and cylinder head cover
5 Blow-by gas ducI
6 Purge air line
7 Non-reIurn valve
8 Crank chamber
9 Oil sump
10 Oil reIurn passage
11 Turbocharger
12 Non-reIurn valve, oil reIurn
13 Charge-air sucIion line/clean air pipe
14 ConnecIion Io charge-air sucIion line
16 ThroIIle valve
2.1.5. OiI sump
The oil sump is made from plasIic for rear wheel drive vehicles and casI aluminium for xDrive models.
For xDrive vehicles Ihe oil sump has been modified due Io Ihe inpuI shafIs and aIIachmenI poinIs for
Ihe axle drive.
The oil pump wiIh Ihe counIerbalance shafIs covers Ihe enIire oil sump and Ihereby proIecIs Ihe
crankshafI againsI "oil splashing" by doubling as a windage Iray. The oil flowing back Ihrough Ihe oil
reIurn passages is rouIed direcIly inIo Ihe oil sump and Iherefore cannoI come inIo conIacI wiIh Ihe
crankshafI.
N20 Engine
25
N20 engine, oil pump wiIh counIerbalance shafIs
lndex ExpIanation
1 Chain drive
2 CounIerbalance shafI
3 Oil reIurn ducIs, inIake side
4 Oil pump
5 Oil reIurn ducIs, exhausI side
N20 Engine
26
N20 engine, oil sump wiIh oil pump and counIerbalance shafIs
lndex ExpIanation
1 Chain drive
2 Housing, counIerbalance shafIs
3 Oil sump
4 Oil pump
N20 Engine
27
2.2. Orankshaft drive
2.2.1. Orankshaft with bearings
Orankshaft
The crankshafI of Ihe N20 engine has a sIroke of 89.6 mm and is made of Ihe maIerial C38modBY. lI is
a forged crankshafI wiIh four balance weighIs and weighs 13.9kg/30.6 lbs.
N20 engine, crankshafI
Orankshaft bearings and rod bearings
The crankshafI is supporIed by five (lead-free Iwo componenI) bearings. The IhrusI bearing is locaIed
in Ihe middle aI Ihe Ihird bearing posiIion. The IhrusI bearing is only designed for 180 and is locaIed
in Ihe bearing seaI. The bearing in Ihe bearing cap does noI provide any axial guidance.
N20 Engine
28
N20 engine, crankshafI bearings
lndex ExpIanation
1 Upper bearing shell wiIh groove and oil hole
2 ThrusI bearing wiIh groove and oil hole
3 Lower bearing shell wiIhouI groove
The N20 uses Ihe same procedure as wiIh N55 for calculaIing Ihe correcI bearing size by using Ihe
crankcase and crankshafI codes.
The idenIificaIion markings for Ihe upper bearings are found sIamped on Ihe crankcase and for Ihe
lower bearings on Ihe crankshafI. lf Ihe crankshafI is Io be fiIIed wiIh new bearings refer to the repair
instructions for more informaIion on Ihe procedure Io deIermine Ihe correcI bearing size/color.
N20 Engine
29
N20 engine, bearing idenIificaIion, crankshafI code
lndex ExpIanation
1 Code digiIs for crankshafI bearings (21211)
2 Code leIIers for connecIing rod bearings (rrrr)
Two bearing caIegories are used. These bearing caIegories are "r" and "b".
The following applies Io Ihe bearing posiIion and bearing allocaIion:
Bearing caIegory or code
leIIer
lnsIallaIion locaIion Bearing color
Rod end VioleI b
Bearing cap end Blue
Rod end Yellow r
Bearing cap end Red
The bearing shells are idenIical parIs Io Ihose used in Ihe N54 and N55 engines. A locaIing groove
prevenIs Ihe wrong bearing shell from being insIalled.
N20 Engine
30
N20 engine, bearing idenIificaIion, crankcase
lndex ExpIanation
1 "K" sIands for cluIch end
2 Bearing 5
3 Bearing 4
4 Bearing 3
5 Bearing 2
6 Bearing 1
The "K" designaIion in posiIion (1) sIands for cluIch end (German: KupplungsseiIe). Thus Ihe firsI
code digiI (2) is Ihe lD code for bearing 5 in Ihe crankcase. The second code digiI (3) sIands for
bearing 4, eIc.
The following is an example of how Io calculaIe Ihe correcI crankshafI main and rod bearings using Ihe
sIamping codes.
N20 Engine
31
Example of Ihe crankshafI bearing selecIion procedure.
Example of Ihe connecIing rod bearing selecIion procedure.
N20 Engine
32
Note: This training materiaI is intended for cIassroom instruction onIy. lt is not meant to
repIace currentIy avaiIabIe repair instructions. AIways refer to the most current version of
repair instructions, technicaI data and torque specifications. Refer to the Iatest version of
lSTA.
Pin offset
PisIons always require a running clearance. The running clearance means IhaI Ihere is always a cerIain
degree of laIeral movemenI (pisIon slap) as Ihe pisIon changes direcIion from up-sIroke Io down-
sIroke. The greaIer Ihe force acIing on Ihe pisIon and Ihe greaIer Ihe running clearance, Ihe greaIer
Ihe pisIon slap.
Pin offseI involves advancing Ihe Iime when Ihe pisIon changes beIween Ihe compression and power
sIroke Io Ihe lower pressure range before Iop dead cenIer. This resulIs in a reducIion of noise and
fricIion.
Pin offseI refers Io Ihe displacemenI of Ihe wrisI pin axis from Ihe cylinder cenIer line of Ihe pisIon. A
posiIive offseI indicaIes offseI Io Ihe major IhrusI face, a negaIive offseI denoIes offseI Io Ihe minor
IhrusI face. The major IhrusI face refers Io IhaI side of Ihe pisIon on which Ihe pisIon resIs in Ihe
combusIion sIroke on iIs way Io boIIom dead cenIer (see arrow of lll). Minor IhrusI is Ihe pisIon's
IhrusI againsI Ihe opposiIe cylinder wall during Ihe compression sIroke (see arrow of l).
The following graphic shows a convenIional crankshafI drive wiIhouI pin and crankshafI offseI.
N20 Engine
33
ConvenIional crankshafI drive
lndex ExpIanation
l PisIon posiIion and crankshafI posiIion shorIly before Iop dead cenIer (TDC)
ll PisIon posiIion and crankshafI posiIion aI Iop dead cenIer
lll PisIon posiIion and crankshafI posiIion afIer Iop dead cenIer
A Major IhrusI face
B Minor IhrusI face
C DirecIion of engine roIaIion
1 WrisI pin
2 CenIer of crankshafI roIaIion
3 ThrusI force
As Ihe graphic shows, in a convenIional crankshafI drive assembly Ihe wrisI pin boss, Ihe connecIing
rod and Ihe cenIer of crankshafI roIaIion are in line aI Iop dead cenIer (TDC). Because of Ihis
arrangemenI, Ihe pisIon is forced againsI Ihe minor IhrusI face (B) during Ihe up-sIroke. AI TDC Ihe
forces are compensaIed because Ihe pressure on Ihe minor IhrusI face decreases as Ihe crankshafI
roIaIes away from TDC and Ihe pisIon IilIs Iowards Ihe major IhrusI face (A). Because Ihere is already
high pressure aI TDC, Ihis abrupI change of face causes a noise which is referred Io as pisIon slap.
Pin offseI can be effecIed Iowards Ihe major IhrusI face (posiIive) and also Iowards Ihe minor IhrusI
side (negaIive). Major-IhrusI-face pin offseI is also referred Io as noise offseI.
N20 Engine
34
Minor-IhrusI-face pin offseI is also referred Io as Ihermal offseI. ln Ihis posiIion Ihe sealing effecI of
Ihe pisIon rings is improved.
Pin offseI
lndex ExpIanation
A Major-IhrusI-face pin offseI (posiIive)
B Minor-IhrusI face pin offseI (negaIive)
OT Top dead cenIer
UT BoIIom dead cenIer
Because Ihe noise can be heard during Ihe change of faces, Iechnical measures are used Io shifI Ihis
change of faces as far as possible Io a range (pisIon posiIion) in which Ihe acIing forces are lower. This
is done in currenI BMW engines by offseIIing Ihe wrisI pin Iowards Ihe major IhrusI face.
The offseI is abouI. 0.3 - 0.8 mm in convenIional engines and is Iherefore virIually impercepIible Io Ihe
eye. This is also Ihe reason why Ihe pisIons have a direcIional marking aI Ihe Iop. lncorrecI insIallaIion
may resulI in exIreme noise similar Io IhaI generaIed by pisIon damage.
N20 Engine
35
PisIon rocking in an engine wiIh pin offseI
lndex ExpIanation
l PisIon posiIion and crankshafI posiIion before Iop dead cenIer
ll PisIon posiIion and crankshafI posiIion shorIly before Iop dead cenIer, wiIh
perpendicular connecIing rod
lll PisIon posiIion and crankshafI posiIion aI Iop dead cenIer
A Major IhrusI face
B Minor IhrusI face
1 WrisI pin
2 CenIer of crankshafI roIaIion
3 ThrusI force
The pisIon resIs againsI Ihe minor IhrusI face during Ihe up-sIroke. A neuIral pisIon posiIion is already
achieved before TDC by offseIIing Ihe wrisI pin. This is Ihe case when Ihe cenIer lines of Ihe cylinder
and of Ihe big and small connecIing rod eyes are parallel Io each oIher. Already before TDC Ihe pisIon
changes from Ihe minor IhrusI face Io Ihe major IhrusI face. ln Ihis phase Ihe force on Ihe pisIon is
sIill low. Due Io Ihe off-cenIer supporI of Ihe pisIon, Ihe force acIing on Ihe pisIon from above has a
higher lever arm on Ihe one face Ihan on Ihe oIher. ln Ihis way, Ihe pisIon is already IilIed during Ihe up-
N20 Engine
36
sIroke, resulIing in conIacI wiIh Ihe major IhrusI face aI Ihe upper edge. ln iIs subsequenI movemenI
Ihe pisIon again Iravels sIraighI ahead, so IhaI Ihe pisIon resIs compleIely on Ihe major IhrusI face.
The change of faces is much quieIer Ihan in a convenIional crankshafI drive.
The downside of pin offseI is IhaI Ihere is a slighI increase in fricIion on Ihe major IhrusI face. This
minor downside, however, is made up for by Ihe reduced noise.
Orankshaft offset
A crankcase wiIh crankshafI offseI is used for Ihe firsI Iime by BMW.
CrankshafI offseI denoIes Ihe offseI of Ihe crankshafI axis from Ihe cylinder cenIer line. This offseI can
effecI on boIh Ihe major IhrusI face and Ihe minor IhrusI face. A posiIive offseI denoIes offseI Io Ihe
major IhrusI face, a negaIive offseI denoIes offseI Io Ihe minor IhrusI face.
CrankshafI offseI can basically be effecIed in boIh direcIions, buI up Io now only Ihe variaIion in Ihe
posiIive direcIion (A) has been used.
CrankshafI offseI
lndex ExpIanation
A PosiIive offseI
B NegaIive offseI
OT Top dead cenIer
N20 Engine
37
The following graphic clearly shows IhaI posiIive crankshafI offseI, when compared wiIh posiIive pin
offseI, has an opposed effecI on pisIon rocking. Thus pisIon rocking occurs much laIer and in Ihe
range of a high cylinder pressure.
PisIon rocking in an engine wiIh crankshafI offseI
lndex ExpIanation
l PisIon posiIion and crankshafI posiIion shorIly afIer Iop dead cenIer
ll PisIon posiIion and crankshafI posiIion wiIh perpendicular connecIing rod
lll PisIon posiIion and crankshafI posiIion afIer pisIon rocking
A Major IhrusI face
B Minor IhrusI face
1 WrisI pin
2 CrankshafI
OT Top dead cenIer
N20 Engine
38
The Iop and boIIom dead cenIers are also shifIed by Ihe crankshafI offseI. The Iop and boIIom dead
cenIers are achieved in Ihe exIended and overlap posiIions respecIively. The connecIing rod and Ihe
crankshafI poinI geomeIrically in Ihe same direcIion.
TDC posiIion in an engine wiIh crankshafI offseI
lndex ExpIanation
OT Top dead cenIer
l ConnecIing rod lengIh
r Crank Ihrow
y CrankshafI offseI
s
OT
DisIance TDC
h PisIon sIroke
1 Angle in TDC posiIion oTDC
BoIIom dead cenIer likewise changes iIs posiIion and runs Io a crank angle of over 180.
N20 Engine
39
BDC posiIion in an engine wiIh crankshafI offseI
lndex ExpIanation
OT Top dead cenIer
r Crank Ihrow
y CrankshafI offseI
s
UT
DisIance BDC
h PisIon sIroke
2 Angle in BDC posiIion o BDC
A combination of positive crankshaft offset and negative pin offset is used in the N20 engine.
BoIh negaIive and posiIive pin offseI affecI Ihe pisIon rocking behavior. ln response Io Ihe disIribuIion
of forces during pisIon rocking, Ihis occurs laIer and more quieIly.
N20 Engine
40
CombinaIion of crankshafI and pin offseI
lndex ExpIanation
OT Top dead cenIer
r Crank Ihrow
y CrankshafI offseI
s
D
Pin offseI
s
OT
DisIance TDC
h PisIon sIroke
The N20 engine feaIures connecIing rods 144.35 mm long, wiIh a crank Ihrow of 44.8 mm. CrankshafI
offseI is +14 mm, offseI of Ihe wrisI pin is -0.3 mm.
N20 Engine
41
Data VaIue
SIroke 90.09 mm
TDC + 4.336
BDC + 188.259
lnducIion cycle angle and power cycle angle 183.923
Compression cycle angle and exhausI cycle
angle
176.077
Advantages
ln an engine wiIh crankshafI offseI, Ihe connecIing rod in Ihe power sIroke is in a roughly
perpendicular posiIion (see Ihe graphic on Ihe righI) in conIrasI Io an engine wiIhouI crankshafI offseI
(see Ihe graphic on Ihe lefI). This design significanIly reduces Ihe IhrusI force (5) and Ihe fricIion of Ihe
pisIon on Ihe cylinder wall which resulI is increased efficiency. The crankshafI offseI in Ihe N20 engine
is Ihus considered one more BMW EfficienIDynamics measure.
SysIem diagram of acIing forces, lefI: normal engine, righI: engine wiIh crankshafI offseI
N20 Engine
42
lndex ExpIanation
1 Pressure force from combusIion
2 Normal pisIon force
3 OpposiIe pisIon force
4 LaIeral pisIon force
5 ThrusI force
6 ResulIing force
7 CrankshafI offseI
2.2.2. Oonnecting rod
Oonnecting rod
The connecIing rod of Ihe N20 engine has an inside diameIer of 144.35mm. As wiIh Ihe N55 Ihe N20
uses a specially formed hole in Ihe small end of Ihe connecIing rod. This formed hole is machined
wider on Ihe lower edges of Ihe wrisI pin bushing/bore. This design evenly disIribuIes Ihe force acIing
on Ihe wrisI pin over Ihe enIire surface of Ihe rod bushing and reduces Ihe load aI Ihe edges, as Ihe
pisIon is forced downward on Ihe power sIroke.
N20 Engine
43
N20 engine, connecIing rod
2.2.3. Piston with piston rings
A full slipper skirI pisIon manufacIured by Ihe company FM is used. The pisIon diameIer is 84mm.
The firsI pisIon ring is a sIeel-niIrided plain compression ring. The second pisIon ring is a sIepped
compression ring. The oil scraper ring is a sIeel band ring wiIh a spring, which is also known as an MF
sysIem ring.
As previously discussed Ihe wrisI pin axis has a negaIive offseI Io Ihe minor IhrusI face.
An insIallaIion posiIion arrow is sIamped on Ihe pisIon. This arrow always poinIs Io Ihe insIallaIion of
Ihe pisIon in a longiIudinal direcIion facing Ihe Iiming chain. lI is necessary Io insIall Ihe pisIon in Ihe
correcI posiIion, since Ihe asymmeIric valve reliefs on Ihe inIake and exhausI sides will resulI in valve
and cylinder wall damage.
N20 Engine
44
N20 engine, pisIon
N20 engine, pisIon rings
N20 Engine
45
lndex ExpIanation
1 Plain compression ring
2 SIepped compression ring
3 MF sysIem ring
4 PisIon
2.3. Oamshaft drive
The camshafI drive design is similar Io previous engines. The oil pump is gear driven via Ihe
counIerbalance shafIs. To ensure IhaI Ihe counIerbalance shafIs are correcIly posiIioned in relaIion
Io Ihe crankshafI, a secondary chain drive is used which is also equipped wiIh a chain Iensioner. BoIh
chains have IooIh-Iype design.
N20 engine, camshafI drive
N20 Engine
46
lndex ExpIanation
1 ExhausI VANOS
2 lnIake VANOS
3 Chain Iensioner
4 Primary chain
5 Tensioning rail
6 SprockeI, driven by crankshafI
7 Secondary chain (IooIh-Iype chain)
8 Chain Iensioner
9 SprockeI for counIerbalance shafI and oil pump drive
2.4. OounterbaIance shafts
The purpose of Ihe counIerbalance shafIs is Io improve Ihe engine's smooIh running and acousIic
performance. This is achieved using Iwo counIer-roIaIing shafIs which are fiIIed wiIh balance weighIs.
The counIerbalance shafIs are driven by Ihe crankshafI via a IooIh-Iype chain. The IooIh-Iype chain
requires Ihe use of special gears on Ihe crankshafI and Ihe counIerbalance shafIs. The IooIh-Iype
chain opIimizes Ihe rolling of Ihe drive chain on Ihe sprockeIs, Ihereby reducing noise.
N20 engine, counIerbalance shafI and oil pump drive
N20 Engine
47
lndex ExpIanation
1 CrankshafI sprockeI
2 TooIh-Iype chain
3 Chain Iensioner
4 CounIerbalance shafI sprockeI
N20 engine, counIerbalance shafIs
lndex ExpIanation
1 SprockeI on crankshafI
2 Upper counIerbalance shafI
3 Lower counIerbalance shafI
4 Gear, upper counIerbalance shafI
5 Gear, oil pump
6 Oil pump
7 TooIh-Iype chain, counIerbalance shafI and oil pump drive
N20 Engine
48
Before removing and insIalling Ihe counIerbalance drive sprockeI Ihe lower counIerbalance shafI
musI be secured wiIh a 4.5mm Ihick alignmenI pin (special Iool # 2 212 825) Io securely posiIion Ihe
counIerbalance shafIs wiIh Ihe crankshafI.
CounIerbalance shafI alignmenI pin Iool 2 212 825
A seal plug which is inserIed in Ihe locaIing hole musI be removed for Ihis purpose. This seal plug
prevenIs oil from flowing inIo Ihe counIerbalance shafI chamber during operaIion, a siIuaIion which
would cause oil foaming. lI is Ihus imperaIive IhaI Ihis seal plug be reinsIalled during final assembly.
The excess oil in Ihe chamber is carried along by Ihe roIaIion of Ihe balance weighIs and reIurned via a
discharge opening Io Ihe oil sump.
CounIerbalance shafI seal plug
Positioning of the counterbaIance shafts in aIignment is necessary to ensure smooth, fauIt-
free engine operation. PIease refer to the repair instructions for more information.
N20 Engine
49
N20 engine, cuIaway view of counIerbalance shafIs
lndex ExpIanation
1 Discharge opening
4 AlignmenI pin, lower counIerbalance shafI
5 Seal plug
N20 Engine
50
2.5. VaIve gear
2.5.1. Design
N20 engine, valve gear
lndex ExpIanation
1 lnIake camshafI
2 Roller cam follower
4 Guide block
5 Torsion spring
6 EccenIric shafI
8 ExhausI camshafI
N20 Engine
51
N20 engine, valve gear
lndex ExpIanation
1 Torsion spring
3 EccenIric shafI
4 VANOS uniI, inIake
5 lnIake camshafI
6 HVCC elemenI, inIake
7 Roller cam follower, inIake
8 Valve spring, inIake valve
N20 Engine
52
lndex ExpIanation
9 lnIake valve
11 ExhausI valve
12 Valve spring, exhausI valve
13 Roller cam follower, exhausI
14 HVCC elemenI, exhausI
15 ExhausI camshafI
16 VANOS uniI, exhausI
The roller cam followers on Ihe inIake side are made from sheeI meIal and subdivided inIo five
classes, Class "1" Io Class "5". The inIermediaIe levers are now also made from sheeI meIal and are
subdivided inIo six classes, Class "00" Io Class "05".
Oamshafts
The N20 engine is fiIIed wiIh Ihe assembled camshafIs already known from Ihe M73 engine. All Ihe
componenIs are shrink-fiIIed onIo Ihe shafI. The Iiming of Ihe camshafIs requires new special Iool, #
2 212 831. Please refer Io Ihe repair insIrucIions for proper Iiming procedures.
N20 engine, assembled camshafIs
lndex ExpIanation
1 ExhausI camshafI
2 lnIake camshafI
N20 Engine
53
N20 engine, assembled camshafIs
lndex ExpIanation
1 Flange for VANOS uniI, exhausI
2 Cam
3 Cam for high-pressure pump
4 Sealing cap
5 Pipe
6 Hexagon head
7 Flange for VANOS uniI, inIake
8 Cam
N20 Engine
54
lndex ExpIanation
9 Sealing cap
10 Pipe
11 Hexagon head
12 Vacuum pump drive
VaIve timing
N20 engine, valve Iiming diagram
N55B30M0 N20B20O0
lnIake valve dia./sIem dia. [mmj 32/5 32/5
ExhausI valve dia./sIem dia. [mmj 28/6 28/6
Maximum valve lifI, inIake/exhausI valve [mmj 9.9/9.7 9.9/9.3
VANOS adjusImenI range, inIake [CAj 70 70
VANOS adjusImenI range, exhausI [CAj 55 55
Spread, inIake camshafI [CAj 120 - 50 120 - 50
Spread, exhausI camshafI [CAj 115 - 60 115 - 60
Opening period, inIake camshafI [CAj 258 258
Opening period, exhausI camshafI [CAj 261 252
N20 Engine
55
lntake and exhaust vaIves
The inIake and exhausI valves are carryover parIs from Ihe N55 engine. The inIake valve has a sIem
diameIer of 5mm. The exhausI valve has a sIem diameIer of 6mm, because iI is hollow and sodium
filled. The exhausI valve seaIs are made from hardened maIerial and Ihe inIake valve seaIs are
inducIion-hardened.
VaIve springs
The valve springs used for Ihe inIake and exhausI valves are differenI. The inIake valve springs have
already been used in Ihe N52, N52TU and N55 engines. The exhausI valve springs are familiar from
Ihe N51, N52, N52TU, N54 and N55 engines.
2.5.2. VaIvetronic
The ValveIronic comprises fully variable valve lifI conIrol and variable camshafI conIrol (double
VANOS), which makes Ihe closing Iime of Ihe inIake valve freely adjusIable.
Valve lifI conIrol is performed on Ihe inIake side, while camshafI conIrol is performed on boIh Ihe
inIake and exhausI sides.
ThroIIle-free load conIrol is only possible if:
Ihe lifI of Ihe inIake valve
and camshafI adjusImenI of Ihe inIake and exhausI camshafIs are variably conIrollable.
ResulI:
The opening and closing Iimes and Ihus Ihe opening period and Ihe lifI of Ihe inIake valve are freely
adjusIable.
VANOS
The VANOS sysIem has been modified. This modificaIion now provides for even fasIer VANOS uniI
seIIing speeds. The modificaIion has also furIher reduced sysIem failure. The following comparison of
Ihe VANOS sysIems of N55 and N20 engines shows IhaI fewer oil passages are necessary.
N20 Engine
56
N55 engine, VANOS wiIh oil supply
lndex ExpIanation
1 Main oil passage
2 VANOS solenoid valve, inIake side
3 VANOS solenoid valve, exhausI side
4 Chain Iensioner
5 VANOS uniI, exhausI side
6 VANOS uniI, inIake side
N20 Engine
57
N20 engine, VANOS wiIh oil supply
lndex ExpIanation
1 Oil passage Io VANOS uniI, inIake side
2 VANOS uniI, inIake side
3 CamshafI sensor wheel, inIake camshafI
4 VANOS solenoid acIuaIor, inIake side
5 Main oil passage
6 Oil passage for inIake camshafI and HVCC elemenIs
7 CamshafI sensor wheel, exhausI camshafI
8 VANOS solenoid acIuaIor, exhausI side
9 VANOS uniI, exhausI side
10 Oil passage Io VANOS uniI, inIake side
11 Oil passage for exhausI camshafI and HVCC elemenIs
12 Chain Iensioner
N20 Engine
58
The following graphic shows Ihe oil passages in Ihe VANOS uniI. The inIake camshafI can be
"advanced" wiIh Ihe passages shaded lighI yellow; Ihe VANOS uniI can be "reIarded" wiIh Ihe
passages shaded dark yellow.
The cam shafI sensor wheels require a new special Iool for proper posiIioning, Iool # 2 212 830.
Please refer Io Ihe repair insIrucIions for more informaIion.
N20 engine, VANOS uniI, inIake camshafI
lndex ExpIanation
1 RoIor
2 Oil passage for advancing Ihe Iiming
3 Oil passage for reIarding Ihe Iiming
4 Oil passage for advancing Ihe Iiming
5 Oil passage for reIarding Ihe Iiming
The locking pin ensures IhaI Ihe VANOS uniI is locked in a seI posiIion when in Ihe depressurized
sIaIe. The spiral or Iorsion spring (noI shown here) is designed Io compensaIe Ihe middle camshafI
fricIion, because wiIhouI Ihe spring Ihe VANOS adjusIs much fasIer Io "reIarded" (wiIh fricIion) Ihan
Io "advanced" (againsI fricIion). The locking effecI is provided by Ihe oil pressure, which when Ihe
N20 Engine
59
acIuaIor is nonregisIered always forces Ihe VANOS uniI inIo Ihe locking posiIion (where Ihe locking
pin engages and blocks Ihe VANOS uniI). The Iiming can be adjusIed in Ihis way. This is imporIanI
when Ihe engine is sIarIed Io ensure exacI Iiming. The locking pin is simulIaneously supplied wiIh
Ihe oil pressure available for Iiming advance via oil passages in Ihe VANOS uniI. lf Ihe camshafI is Io
be "advanced", Ihe locking pin is Ihen forced by Ihe applied oil pressure againsI Ihe locking spring
Iowards Ihe carIridge and Ihe locking cover is released for VANOS adjusImenI.
N20 engine, locking pin
lndex ExpIanation
1 Locking cover
2 Locking pin
3 Locking spring
4 CarIridge
N20 Engine
60
lndex ExpIanation
5 Oil passage
6 Locking cover
7 Oil passage
8 VANOS cenIral valve
The VANOS uniI is secured Io Ihe camshafI by Ihe VANOS cenIral valve. The oil flow inIo Ihe VANOS
uniI is simulIaneously conIrolled by Ihis VANOS cenIral valve. The sysIem is acIuaIed by a solenoid
acIuaIor (which presses againsI Ihe plunger (4) of Ihe VANOS cenIral valve) Ihereby swiIching Ihis
valve from advance Io Ihe reIard posiIion.
The plunger in Ihe cenIral valve conIrols Ihe oil flow. ln Ihe illusIraIion below Ihe plunger is shown
exIended. The large graphic shows Ihe flow of oil from Ihe main oil passage inIo Ihe VANOS uniI, while
Ihe small graphic shows Ihe flow of oil from Ihe VANOS uniI inIo Ihe cylinder head.
N20 Engine
61
N20 engine, VANOS cenIral valve, inIake camshafI
lndex ExpIanation
1 FilIer
2 Ball
3 Spring
4 Plunger
5 Sleeve
6 Housing
N20 Engine
62
lndex ExpIanation
7 Opening in plunger
8 Oil supply from main oil passage
9 Bore Io oil passage in VANOS (Iiming advance)
10 Bore Io oil passage in VANOS (Iiming reIard)
N20 engine, VANOS cenIral valve, inIake camshafI
VaIve Iift controI
As can been seen from Ihe following graphic, valve lifI conIrol wiIh Ihe ValveIronic servomoIor is
idenIical in Ierms of design Io IhaI of Ihe N55 engine. The eccenIric shafI sensor is inIegraIed in Ihe
ValveIronic servomoIor.
The sysIem uses ValveIronic lll, which is already used in Ihe N55 engine.
N20 Engine
63
N20 engine, cylinder head
lndex ExpIanation
1 VANOS solenoid acIuaIor, inIake
2 VANOS solenoid acIuaIor, exhausI
3 Roller IappeI, high-pressure pump
5 Spring
6 Guide block
8 EccenIric shafI
2.6. BeIt drive
The belI drive consisIs of a main belI drive wiIh alIernaIor and A/C compressor and an auxiliary belI
drive wiIh Ihe power sIeering pump. The main belI drive is equipped wiIh a belI Iensioner, Ihe auxiliary
belI drive is an elasIo-belI Iensioning sysIem.
N20 Engine
64
N20 engine, belI drive
lndex ExpIanation
1 BelI pulley, power sIeering pump
2 BelI, power sIeering pump
3 BelI pulleys, crankshafI
4 BelI Iensioner
5 BelI pulley, alIernaIor
6 BelI pulley, A/C compressor
7 BelI
N20 Engine
3. OiI SuppIy
65
The oil supply in Ihe N20 engine is very similar Io IhaI in Ihe N55 engine. There are a few changes
Io Ihe design wiIh some slighI differences in operaIion. Due Io Ihe complexiIy of Ihis sysIem, iI is
discussed again in greaIer deIail in Ihis Iraining maIerial.
The special feaIures of Ihe oil supply in Ihe N20 engine are:
Map-conIrolled oil pump
New pendulum-slide oil pump design
New VANOS valves
Chain Iensioner for counIerbalance shafI/oil pump drive
UnfilIered oil cooling
New combined oil pressure and IemperaIure sensor.
3.1. Overview
The following hydraulic circuiI diagram and graphics provide an overview of Ihe N20 oil supply and a
beIIer undersIanding of Ihe acIual layouI of Ihe oil passages in Ihe engine.
N20 Engine
3. OiI SuppIy
66
3.1.1. HydrauIic circuit diagram
N20 engine, hydraulic circuiI diagram
lndex ExpIanation
A Oil sump
B Crankcase
C Cylinder head
D Oil filIer module
N20 Engine
3. OiI SuppIy
67
lndex ExpIanation
E VANOS cenIral valve, inIake camshafI (also oil supply, lubricaIion poinI,
camshafI IhrusI bearing)
F VANOS cenIral valve, exhausI camshafI (also oil supply, lubricaIion poinI,
camshafI IhrusI bearing)
1 Oil pump
2 Pressure-limiIing valve
3 Chain Iensioner, counIerbalance shafI and oil pump drive
4 Engine oil-Io-coolanI heaI exchanger
5 PermanenI bypass
6 Non-reIurn valve
7 Oil filIer
8 FilIer bypass valve
9 LubricaIion poinIs, inIake camshafI bearings (via 4Ih bearing, supply of
vacuum pump)
10 Oil spray nozzle, gearing, ValveIronic servomoIor
11 Oil spray nozzles, cams, inIake camshafI
12 Hydraulic valve clearance compensaIion (HVCC), inIake side
13 LubricaIion poinIs, bearings, exhausI camshafI
14 Hydraulic valve clearance compensaIion (HVCC), exhausI side
15 Non-reIurn valve
16 FilIer
17 4/3-way valve
18 VANOS uniI, inIake camshafI
19 VANOS uniI, exhausI camshafI
20 Oil spray nozzles, cams, exhausI camshafI
21 Chain Iensioner, Iiming chain
22 Oil spray nozzles for pisIon crown cooling
23 Combined oil pressure and IemperaIure sensor
24 LubricaIion poinIs, crankshafI main bearings
25 Map conIrol valve
26 Emergency valve/pressure limiIing blow off valve
27 LubricaIion poinIs, bearings, counIerbalance shafIs
N20 Engine
3. OiI SuppIy
68
3.1.2. OiI passages
N20 engine, oil passages (phanIom rear lefI view)
lndex ExpIanation
1 Oil filIer
2 LubricaIion poinIs in cylinder head (deIails, see below)
4 Main oil passage
5 LubricaIion poinIs, connecIing rod bearings
N20 Engine
3. OiI SuppIy
69
lndex ExpIanation
7 Oil pump
8 Emergency valve/pressure limiIing blow off valve
9 Map conIrol valve
10 UnfilIered oil passage
N20 engine, oil passages (phanIom righI fronI view)
N20 Engine
3. OiI SuppIy
70
lndex ExpIanation
1 LubricaIion poinIs in cylinder head (deIails, see below)
2 VANOS acIuaIor uniI, exhausI camshafI
3 VANOS acIuaIor uniI, inIake camshafI
4 UnfilIered oil passage
6 Chain Iensioner, counIerbalance shafI and oil pump drive
7 Oil sucIion pipe
8 LubricaIion poinIs, counIerbalance shafI bearings
10 LubricaIion poinIs, connecIing rod bearings
N20 engine, oil passages in cylinder head (phanIom lefI view)
N20 Engine
3. OiI SuppIy
71
lndex ExpIanation
1 LubricaIion poinIs, inIake camshafI bearings
2 Oil spray nozzles in Guide block for inIermediaIe levers and inIake cams
3 Oil spray nozzle, gearing, ValveIronic servomoIor
4 HVCC elemenIs, inIake valves
5 VANOS acIuaIor uniI, inIake camshafI
6 VANOS acIuaIor uniI, exhausI camshafI
8 Oil pipe for oil spray nozzles, exhausI cams
9 HVCC elemenIs, exhausI valves
10 LubricaIion poinIs, exhausI camshafI bearings
N20 Engine
3. OiI SuppIy
72
N20 engine, oil reIurn passages (phanIom lefI rear view)
lndex ExpIanation
1 VenIilaIion passages in cylinder head
2 VenIilaIion passages in crankcase
3 VenIilaIion passages in bedplaIe
4 Oil reIurn passages in bedplaIe
5 Oil reIurn passages in crankcase
6 Oil reIurn passages in cylinder head
N20 Engine
3. OiI SuppIy
73
3.2. OiI pump and pressure controI
A variable-volumeIric-flow slide oil pump is used in Ihe N20 engine. DespiIe iIs shape being modified,
iIs funcIion is familiar Io IhaI of Ihe N63 and N55 engines. AlIhough Ihese Iwo engines share a similar
oil pump, Ihey differ in how Ihey are conIrolled. While Ihe oil pump in Ihe N63 engine is volumeIric-
flow-conIrolled, in Ihe N55 and N20 engines iIs map-conIrolled.
3.2.1. OiI pump
The oil pump is connecIed Io Ihe counIerbalance shafI housing. The oil pump is locaIed aI Ihe
flywheel side of Ihe engine, buI is driven aI Ihe fronI of Ihe engine by Ihe crankshafI via a chain.
The chain sprockeI connecIs Io Ihe oil pump via a long shafI. This shafI forms parI of Ihe firsI
counIerbalance shafI which roIaIes in Ihe same direcIion as Ihe crankshafI. The roIaIional speed is
sIepped down from Ihe counIerbalance shafI for Ihe oil pump via a pair of gears.
N20 engine, oil pump wiIh counIerbalance shafIs
lndex ExpIanation
1 SprockeI on crankshafI
4 Gear, upper counIerbalance shafI
5 Gear, oil pump
6 Oil pump
7 TooIh-Iype chain, counIerbalance shafI and oil pump drive
N20 Engine
3. OiI SuppIy
74
As already menIioned, Ihe funcIion of Ihe slide oil pump has noI changed. The main difference is IhaI
Ihe slide mechanism no longer pivoIs on an axis during adjusImenI, buI insIead is moved in parallel.
N20 engine, inner workings of oil pump
lndex ExpIanation
1 Pressure side
2 sliding block
3 OuIer roIor
4 Pendulum
5 lnner roIor
6 ConIrol oil chamber
7 SucIion side
8 Housing
9 Main spring
As in all newer generaIion slide oil pumps Ihe oil acIs direcIly on Ihe slide mechanism. The higher Ihe
pressure here, Ihe more Ihe sliding block is forced againsI Ihe spring in Ihe direcIion of Ihe cenIer of
Ihe pump, which reduces Ihe volumeIric displacemenI. This reduces Ihe pump delivery raIe and limiIs
N20 Engine
3. OiI SuppIy
75
Ihe pressure in Ihe sysIem. ln Ihis way, iI is possible Io achieve purely hydraulic/mechanical conIrol of
Ihe volumeIric flow, allowing sufficienI operaIing pressure Io be seI. This pressure is deIermined by
Ihe sIrengIh of Ihe main spring in Ihe oil pump which acIs on Ihe sliding block.
As wiIh Ihe N55 Ihe N20 engine feaIures a map conIrol valve which Ihe DME acIivaIes Io influence Ihe
pump delivery raIe.
The oil pump cannoI be replaced separaIely. The enIire uniI including Ihe counIerbalance shafIs musI
be replaced if Ihe oil pump fails.
3.2.2. OontroI
ConIrolling Ihe delivery raIe of Ihe oil supply pump is crucial componenI of Ihe BMW
EfficienIDynamics sIraIegy. EssenIially, engineers aIIempI Io design a pump wiIh regard Io iIs power
inpuI as small as possible in order Io keep engine losses as low as possible. On Ihe oIher hand, Ihe
pump musI also be designed in such a way as Io deliver sufficienI volume and pressure under all
operaIing condiIions. A convenIional, non-variable pump would Iherefore have Io be designed in
accordance wiIh Ihe second sIandpoinI, i.e. large enough Io be able Io deliver sufficienI amounIs of oil
aI all Iimes. However, Ihis means IhaI Ihe pump may deliver far Ioo much oil volume and pressure over
a large porIion of iIs service life and Ihereby draw more energy Ihan necessary from Ihe powerIrain.
For Ihis reason, more and more pumps are now variable in design and Iheir conIrol is becoming
increasingly more fine-Iuned. Thus Ihe convenIional pump was followed by volumeIric flow conIrol,
which was subsequenIly exIended Io included map conIrol.
VoIumetric fIow controI
The N20 uses a vane Iype oil pump. The core of Ihis variable-volumeIric-flow oil pump is Ihe sliding
mechanism. lI can be displaced wiIh respecI Io Ihe pump shafI Io vary Ihe pump's delivery raIe.
N20 engine, oil pump (lefI aI maximum delivery, righI aI minimum delivery)
N20 Engine
3. OiI SuppIy
76
lndex ExpIanation
2 Pressure side
3 Sliding block
4 Main spring
5 SucIion side
ln Ihe maximum delivery seIIing Ihe sliding block is posiIioned off-cenIer wiIh respecI Io Ihe pump
shafI. ln Ihis way, an increase in volume occurs on Ihe sucIion side and correspondingly a decrease in
volume occurs on Ihe pressure side. This generaIes high pump capaciIy.
When Ihe sliding block is displaced Iowards Ihe pump shafI, Ihe pump volume is reduced. Therefore,
Ihe pump capaciIy is reduced unIil finally Ihe minimum delivery is reached.
The posiIion of Ihe sliding block is dependenI on Ihe oil pressure in Ihe pump's conIrol oil chamber.
This pressure pushes on Ihe sliding block againsI Ihe force of a spring. When Ihe pressure is low in Ihe
conIrol chamber, Ihe sliding block is moved off-cenIer by Ihe force of Ihe spring and Ihe delivery raIe
is high. When Ihe pressure is high in Ihe conIrol chamber, Ihe sliding block is displaced Iowards Ihe
cenIer of Ihe pump as Ihe spring is compressed and Ihe delivery raIe decreases.
WiIh pure volumeIric flow conIrol, Ihe pressure in Ihe conIrol oil chamber corresponds Io IhaI in Ihe
main oil passage. ln Ihis way, iI is possible Io mainIain a relaIively uniform pressure irrespecIive of Ihe
necessary volumeIric flow. One reason for large differences in Ihe necessary volumeIric flow in Ihe
oil circuiI is Ihe VANOS variable camshafI Iiming conIrol sysIem. ln Ihe VANOS uniIs Ihe oil is used
noI only for lubricaIion purposes buI also for hydraulic acIuaIion of Ihe cam Iiming. A large oil volume
is Ihus necessary during Ihe adjusImenI phase, which causes Ihe pressure in Ihe sysIem Io drop.
The falling pressure causes Ihe sliding block in Ihe oil pump Io be displaced in Ihe direcIion of higher
delivery. ln Ihis way, a higher volumeIric flow is made available and Ihe pressure drop is compensaIed
for.
As already menIioned, Ihe pressure IhaI is seI in Ihe oil sysIem is dependenI on Ihe force of Ihe spring
which counIeracIs Ihe pressure in Ihe conIrol oil chamber. WiIh a sofIer spring, Ihe sliding block can
be displaced more easily, i.e. wiIh a lower pressure, Iowards Ihe cenIer. WiIh a harder spring, more
pressure is required Io reduce Ihe volumeIric displacemenI of Ihe pump. Thus Ihe appropriaIe spring
was calculaIed and selecIed Io properly operaIe Ihe N20 oil sysIem.
Map conIrol represenIs a furIher fine-Iuning of volumeIric flow conIrol.
Map controI
Map conIrol is used Io influence Ihe pressure in Ihe conIrol oil chamber of Ihe pump. Two valves are
involved in Ihis process, a solenoid valve called Ihe map conIrol valve and a hydraulic valve which also
acIs as a fail-safe. This "fail safe" valve is also referred Io as an emergency valve or a second-level
mode conIrol valve.
The map conIrol valve is locaIed on Ihe lefI side of Ihe engine (bolIed Io bedplaIe) and channels Ihe
oil pressure from Ihe main oil passage Io Ihe conIrol oil chamber wiIhin Ihe pump. lIs purpose is Io
influence pump volume ouIpuI by gradually and smooIhly reducing Ihe oil pressure in Ihe conIrol oil
chamber.
N20 Engine
3. OiI SuppIy
77
Map conIrol valve
The furIher iI reduces Ihe pressure, Ihe more volume is delivered by Ihe oil pump as Ihe sliding block
moves furIher off cenIer. However, Ihis mode does noI produce a posiIive effecI on energy saving.
Therefore Ihe main spring in Ihe oil pump which acIs on Ihe sliding block is sofIer Ihan Ihe one used
in a purely volumeIric-flow-conIrolled sysIem. ln oIher words, Ihe sliding block can be moved Io a
cenIred posiIion very easily, as Ihe pump swiIches Io minimum delivery. ln Ihis way, Ihere are lower
pressure condiIions in Ihe oil sysIem, which in Iurn IranslaIes inIo less energy spenI Io drive Ihe oil
pump. Where necessary, Ihe pressure in Ihe conIrol oil chamber can now be reduced by Ihe map
conIrol valve which also reduces Ihe delivery raIe.
The second sIage of map conIrol is a hydraulic/emergency valve which is locaIed in Ihe oil pump
housing.
N20 Engine
3. OiI SuppIy
78
N20 engine, oil pump wiIh hydraulic emergency valve
lndex ExpIanation
1 ConnecIion from main oil passage
2 ConnecIion from map conIrol valve
3 Hydraulic/Emergency valve
4 Channel Io conIrol oil chamber
5 ConnecIion Io counIerbalance shafIs
This is 3/2-way valve is used Io channel Ihe main oil pressure inIo Ihe oil pump's conIrol oil chamber.
The oil from Ihe main oil passage forces a plunger againsI a spring unIil Ihe passage Io Ihe oil pump
conIrol chamber is opened. The oil pressure from Ihe map conIrol valve acIs on Ihe oIher end of Ihe
plunger. The pressure in Ihe map conIrol valve porI counIer acIs Ihe main oil passage pressure Io fine
Iune Ihe oil pressure wiIhin Ihe oil pump's volume conIrol chamber which in Iurn varies Ihe oil delivery
raIe of Ihe pump.
N20 Engine
3. OiI SuppIy
79
N20 engine, emergency valve
lndex ExpIanation
1 Oil pump housing
2 Emergency spring
3 Plunger
4 From main oil passage
5 To conIrol oil chamber in oil pump
6 From map conIrol valve
The hydraulic valve is locaIed beIween Ihe map conIrol valve and Ihe conIrol oil chamber in Ihe oil
pump. The following graphic shows Ihis in a simplified oil circuiI.
N20 engine, simplified map conIrol oil circuiI
N20 Engine
3. OiI SuppIy
80
lndex ExpIanation
1 Oil pump
2 Main oil passage
3 Map conIrol valve
4 Emergency valve
ln map conIrol mode oil pressure acIs on boIh ends of Ihe plunger. The oil pressure direcIly from Ihe
main oil passage acIs againsI Ihe emergency valve spring. AI Ihe same Iime Ihe oil pressure released
by Ihe map conIrol valve acIs on Ihe oIher end, i.e. along wiIh Ihe emergency valve spring.
N20 engine, hydraulic 3/2-way valve wiIh map conIrol
The plunger remains consIanIly in iIs end posiIion during map conIrol. To displace Ihe plunger, Ihere
would have Io be a pressure of 5.5bar in Ihe main oil porI Io counIer acI Ihe spring. This never arises
in map conIrol mode, since Ihe maximum seI pressure in Ihe sysIem is 4.5bar in Ihe circuiI. ln Ihis
seIIing Ihe emergency valve forms a connecIion beIween Ihe map conIrol valve and Ihe oil pump's
conIrol oil chamber (Ihe valve is cIosed Io Ihe main oil ducI).
N20 engine, simplified oil circuiI wiIh map conIrol
The pump delivery raIe is conIrolled by Ihe pressure in Ihe pump's conIrol oil chamber which in Iurn is
deIermined direcIly by Ihe DME via Ihe map conIrol valve.
Map conIrol is Ihe oil sysIem's sIandard operaIing mode. lI is always engaged when Ihere are no faulIs
in Ihe sysIem and Ihe operaIing condiIions do noI exceed or drop below cerIain values (see below).
Up Io now map conIrol sysIem would manage wiIhouI Ihe emergency valve. This is however a second
sIage of map conIrol - a kind of fail safe mode.
N20 Engine
3. OiI SuppIy
81
lf Ihe map conIrol valve is deacIivaIed, Ihe chamber aI Ihe end of Ihe spring in Ihe emergency valve
is depressurized. Because Ihe plunger is now only being held by Ihe spring Ihe main oil pressure
displaces iI and makes iIs way inIo Ihe pump's conIrol chamber. A pressure difference of 5.5bar is
required Io swiIch Ihe emergency valve inIo Ihis posiIion.
N20 engine, emergency valve wiIh "second-level conIrol"
ln Ihis mode Ihe pressure is channelled from Ihe main oil passage direcIly inIo Ihe oil pump's conIrol
oil chamber.
N20 engine, simplified oil circuiI in emergency mode
There is no map conIrol in emergency mode because Ihe oil pressure is seI Io 5.5bar max. and Ihere
is no oil admiIIed inIo Ihe oil pump's conIrol oil chamber below Ihis level.
The map conIrol valve is closed aI zero currenI. Therefore, should Ihe map conIrol valve fail, Ihe
sysIem is auIomaIically in emergency mode, guaranIeeing pressure limiIaIion Io 5.5bar. As already
menIioned, map conIrol mode is Ihe normal mode of operaIion. There are, however, several reasons
why Ihe DME will swiIch Io emergency mode.
Emergency mode is applied in Ihe following condiIions:
Map conIrol valve faulIy
Oil pressure sensor faulIy
OuIside IemperaIure less Ihan -20C/- 4 F
High engine oil or coolanI IemperaIure
Driving profile (e.g. high engine revs for a long Iime)
N20 Engine
3. OiI SuppIy
82
The oil pressure sensor signal allows Ihe DME Io idenIify wheIher Ihe emergency valve is sIuck. lf Ihis
is Ihe case, Ihe DME aIIempIs Io free Ihe emergency valve by applying a varying pressure buildup.
lf Ihe emergency valve is sIuck in Ihe "closed" posiIion, iI is possible Io conIinue map conIrol. lf,
however, Ihe emergency valve is sIuck in Ihe "open" posiIion sufficienI pressure buildup is no longer
possible. The oil pressure indicaIor lighI is acIivaIed and Ihe engine musI be shuI down immediaIely.
Summary
By applying oil pump map conIrol, iI is possible Io deliver an oil supply Io maIch demand and Io
reduce Ihe average pressure level in Ihe oil circuiI. This ensures IhaI Ihe oil pump has a lower energy
requiremenI.
The map conIrol valve conIrols Ihe pressure in Ihe sysIem and in Iurn allows Ihe delivery raIe Io be
conIrolled by Ihe DME.
The following diagram shows (in simplified form) Ihe pressure curves ploIIed againsI engine speed for
differenI oil pumps.
Simplified pressure curves for differenI oil pumps
N20 Engine
3. OiI SuppIy
83
lndex ExpIanation
A Oil pressure
B Engine speed
1 Non-conIrolled oil pump
2 VolumeIric-flow-conIrolled oil pump
3 Map-conIrolled oil pump aI full load
4 Map-conIrolled oil pump aI parIial load
The diagram illusIraIes Ihe advanIage of conIrolled oil pumps. When a sufficienI oil pressure is
reached, Ihe delivery raIe of Ihe oil pump can be reduced. Lower pressure is synonymous wiIh
fuel saving. Thus Ihe map-conIrolled oil pump offers Ihe greaIesI advanIage here, since iI can be
conIrolled regardless of engine speed. AI parIial load, for example, only lower pressures are required,
because Ihe crankshafI main bearings have Io bear less load. Accordingly, a lower oil pressure can
be seI in Ihe parIial load range, which illusIraIes even more clearly Ihe advanIage over Ihe volumeIric-
flow-conIrolled oil pump.
The oil pressure in map mode ranges beIween 1.5 and 4.5bar.
The emergency valve has been inIegraIed in Ihe sysIem as a fail safe and Io faciliIaIe a higher pressure
in cerIain condiIions. For example if Ihe map conIrol valve fails, iI ensures Ihe necessary pressure is
builI up and Ihe oil pump pressure conIrol of 5.5bar.
3.2.3. Pressure-Iimiting vaIve
AddiIionally available Io conIrol Ihe oil pump is a pressure-limiIing valve, which is ofIen also known as a
cold-sIarI valve.
N20 engine, pressure-limiIing valve in oil pump
lndex ExpIanation
1 Oil pump housing
2 Oil pump cover
3 Pressure-limiIing valve
N20 Engine
3. OiI SuppIy
84
The pressure-limiIing valve is locaIed in Ihe oil pump housing and in Ihe oil circuiI as Ihe firsI
componenI afIer Ihe pump. lI opens aI a pressure of roughly 12 Io 13bar and discharges Ihe oil
direcIly inIo Ihe oil sump. lI is necessary aI low IemperaIures and when Ihe oil has a higher viscosiIy.
ln Ihese siIuaIions Ihe pressure-limiIing valve prevenIs damage Io componenIs, in parIicular Io Ihe oil
filIer module and iIs seals. This is relevanI aI IemperaIures of below -20C / -4F, since map conIrol is
already acIive above Ihis IemperaIure.
3.3. OiI fiItering and cooIing
The N20 engine has a similar plasIic oil filIer housing as Ihe N55 engine, Io which Ihe engine oil-Io-
coolanI heaI exchanger is also direcIly mounIed. This enIire uniI is known as Ihe oil filIer module.
N20 engine, oil filIer module
lndex ExpIanation
1 Oil filIer
3.3.1. OiI cooIing
ln Ihe N20 engine Ihe engine oil-Io-coolanI heaI exchanger is locaIed in Ihe oil circuiI ahead of Ihe oil
filIer. This is known as raw/unfilIered oil cooling, in conIrasI Io clean oil cooling. This is due Io Ihe lead-
free crankshafI and connecIing rod bearings. Because Ihese componenIs are exIremely sensiIive Io
dirI parIicles, Ihis arrangemenI brings Ihe oil filIer even closer Io jusI before Ihe bearing posiIions. The
imporIance is even greaIer should auxiliary engine oil coolers be used in laIer models, as here Ihere is
always Ihe risk of dirI geIIing inIo Ihe oil circuiI afIer an accidenI.
Permanent bypass
The N20 engine does noI have a heaI exchanger bypass valve. lnsIead, as Ihe N55, iI has a permanenI
bypass. This is a permanenIly open bypass around Ihe engine oil-Io-coolanI heaI exchanger. The
bypass incorporaIes a flow resIricIor Io ensure IhaI Ihe majoriIy of Ihe oil flows Ihrough Ihe engine oil-
Io-coolanI heaI exchanger.
N20 Engine
3. OiI SuppIy
85
3.3.2. OiI fiItering
The full-flow oil filIer used in Ihe N20 engine. lnsIead of a non-reIurn valve, a non-reIurn diaphragm is
mounIed direcIly on Ihe filIer elemenI. The funcIion of Ihis diaphragm is Io prevenI Ihe oil filIer from
draining afIer Ihe engine is shuI down.
N20 engine, oil filIer
lndex ExpIanation
1 Oil filIer
2 Non-reIurn diaphragm
The non-reIurn diaphragm is made of rubber and is raised by Ihe oil pressure Io admiI oil inIo Ihe filIer.
When Ihe engine is shuI down and Ihe oil pressure drops, Ihe non-reIurn diaphragm uses iIs shape
and elasIiciIy Io seal off Ihe oil ducI. The engine oil is unable Io flow ouI of Ihe filIer. The non-reIurn
diaphragm is parI of Ihe oil filIer and is Iherefore auIomaIically replaced each Iime Ihe filIer is changed.
The N20 engine has a filIer bypass valve which can open a bypass around Ihe filIer if, for example, Ihe
engine oil is cold and has a higher viscosiIy. This occurs if Ihe pressure difference beIween before and
afIer Ihe filIer exceeds abouI. 2.5 bar. The allowable pressure difference has been increased from 2.0
Io 2.5bar in order Io proIecI Ihe lead-free crankshafI and connecIing rod bearings. This ensures IhaI
Ihe filIer is bypassed much less frequenIly and any dirI parIicles are reliably filIered ouI.
N20 Engine
3. OiI SuppIy
86
3.4. OiI monitoring
3.4.1. OiI pressure and temperature sensor
N20 engine, oil pressure and IemperaIure sensor
A new combined oil pressure and IemperaIure sensor is used. The pressure signal is required for oil
pump map conIrol, Ihe IemperaIure signal for engine heaI managemenI.
The sensor is exposed in Ihe main oil passage Io Ihe oil pressure prevailing Ihere and Ihe oil
IemperaIure. Thus, whaI is measured is no longer Ihe oil IemperaIure in Ihe oil sump, buI insIead Ihe
acIual oil IemperaIure in Ihe engine.
Combined pressure and IemperaIure sensors usually have four connecIions (power supply, ground,
IemperaIure signal, pressure signal). The oil pressure and IemperaIure sensor has only Ihree
connecIions. The IemperaIure and pressure signals are noI IransmiIIed on separaIe wires. lnsIead,
Ihe sensor ouIpuIs a pulse-widIh-modulaIed (PWM) signal. This PWM signal is spliI inIo Ihree fixed
cycles. The firsI cycle is for synchronizaIion and diagnosis, Ihe second IransmiIs Ihe IemperaIure, and
Ihe Ihird Ihe pressure. The duraIion of Ihe "high level" of a respecIive cycle deIermines Ihe value.
OycIe Function Duration of cycIe Duration of high
IeveI
1 SynchronizaIion and
diagnosis
1024s 256 - 640s
2 TemperaIure 4096s 128 - 3968s
3 Pressure 4096s 128 - 3968s
The lengIh of Ihe high level is for Ihe diagnosIic signal always a mulIiple of 128s (microsecond =
0.000001 seconds), as is shown in Ihe Iable below:
DuraIion of high signal Pulse widIh Meaning
256 s 25 Diagnosis OK
384 s 37.5 Pressure measuremenI failed
512 s 50 TemperaIure measuremenI
failed
640 s 62.5 Hardware faulI
For Ihis purpose Ihe sensor is capable of self-diagnosis and can idenIify sensor-inIernal mechanical
and elecIrical faulIs.
N20 Engine
3. OiI SuppIy
87
For Ihe IemperaIure signal:
128s (3.125 pulse widIh) = -40C/-40F
3968 s (96.875 pulse widIh) = 160C/320 F
For Ihe pressure signal:
128 s (3.125 pulse widIh) = 0.5 bar (absoluIe)
3968 s (96.875 pulse widIh) = 10.5bar (absoluIe)
The Iimes indicaIed are nominal values. AcIually Ihe duraIions of each cycle and of Ihe respecIive high
level are measure and compared wiIh each oIher. The resulIing pulse widIh produces Ihe respecIive
measured value.
The actuaI oiI pressure can be measured by instaIIing speciaI tooI # 2 212 S23. PIease refer to
the repair instructions.
3.4.2. OiI IeveI monitoring
The esIablished Ihermal oil level sensor is used Io moniIor Ihe oil level and Ihe oil IemperaIure.
3.5. OiI spray nozzIes
As wiIh previous BMW engines Ihose componenIs which cannoI be reached direcIly by an oil passage
are lubricaIed and/or cooled by oil spray nozzles.
3.5.1. Piston crown cooIing
The oil spray nozzles for pisIon crown cooling are used in Ihe N20 engine. They incorporaIe a non-
reIurn valve Io enable Ihem Io open and close only from a specific oil pressure.
As well as cooling Ihe pisIon crowns, Ihey are also responsible for lubricaIing Ihe wrisI pins, which is
why iI is very imporIanI for Ihem Io be precisely aligned.
N20 engine, oil spray nozzles for pisIon crown cooling
Opening pressure 2.5 - 2.9bar
Closing pressure 2.1bar
N20 Engine
3. OiI SuppIy
88
The oil spray nozzles for pisIon crown cooling in Ihe N20 engine musI be correcIly posiIioned using a
special Iool # 2 212 829 afIer being insIalled. Refer Io Ihe repair insIrucIions.
There are Iwo differenI varianIs of oil spray nozzle for pisIon crown cooling for Ihe N20 engine,
depending on Iheir arrangemenI in Ihe engine. One varianI for cylinders 1 and 3 and one varianI for
cylinders 2 and 4.
3.5.2. Ohain drive
The chain drive in Ihe N20 engine is divided inIo an upper secIion (Ihe camshafI drive) and a lower
secIion (Ihe oil pump drive).
Oamshaft drive
The Iiming chain is lubricaIed by an oil spray nozzle locaIed in Ihe chain Iensioner. There is an opening
in Ihe Iensioning rail Ihrough which Ihe oil can be sprayed for Ihis purpose.
N20 engine, chain Iensioner wiIh oil spray nozzle for Iiming chain
N20 Engine
3. OiI SuppIy
89
OounterbaIance shaft and oiI pump drive
N20 engine, counIerbalance shafI and oil pump drive
lndex ExpIanation
1 CrankshafI sprockeI
2 Chain
3 Chain Iensioner
Oil is sprayed onIo Ihe chain Ihrough Ihe chain Iensioner for Ihe counIerbalance shafI and oil pump
drive. This is however noI necessary for lubricaIion, since Ihe chain is immersed in Ihe oil sump. ln Ihis
case, Ihis helps Ihe oil Io drain from Ihe chain Iensioner.
3.5.3. Oamshaft
The lobes on Ihe camshafI are also lubricaIed via oil spray nozzles. For Ihe inIake camshafI Ihere are
fine grooves in Ihe gaIes which are supplied wiIh oil from Ihe screw hole.
N20 Engine
3. OiI SuppIy
90
N20 engine, guide block wiIh oil spray nozzles for inIake cams
lndex ExpIanation
1 Screw connecIion, gaIes
2 Oil spray nozzles for inIake cams
3 Oil supply for oil spray nozzles
When fiIIing Ihe guide block iI is essenIial Io work in absoluIely clean condiIions, as any soiling could
block Ihe oil spray nozzles. LubricaIion of Ihe cam lobes would no longer be guaranIeed and could
resulI in damage Io Ihe valveIrain.
For Ihe exhausI camshafI, Ihe cylinder head feaIures an oil pipe which sprays oil Ihrough small holes
direcIly onIo Ihe cam lobes. Accordingly, Ihere are eighI holes for lubricaIing Ihe exhausI valve lobes
and an exIra hole for lubricaIing Ihe Iriple cam which drives Ihe high-pressure fuel pump.
N20 engine, oil pipe wiIh oil spray nozzles for exhausI cam lobes
N20 Engine
3. OiI SuppIy
91
lndex ExpIanation
1 Oil pipe
2 Hole
3.5.4. Gearing, VaIvetronic servomotor
N20 engine, oil spray nozzle for ValveIronic servomoIor
The N20 engine feaIures Ihe same ValveIronic servomoIor as Ihe N55 engine including Ihe same
insIallaIion posiIion. The worm gear for adjusIing Ihe eccenIric shafI is also lubricaIed by an oil spray
nozzle. This nozzle musI be correcIly aligned when fiIIed. However, Ihis does noI require Ihe use of a
special Iool. lnsIead Ihe nozzle has Io be carefully and noIiceably engaged in Ihe designaIed guide on
Ihe ValveIronic servomoIor.
N20 Engine
3. OiI SuppIy
92
N20 engine, engaged oil spray nozzle for ValveIronic servomoIor gearing
lndex ExpIanation
1 Oil spray nozzle for ValveIronic servomoIor gearing
3 CorrecIly engaged oil spray nozzle
Due Io Ihe size of Ihe oil spray nozzle and Ihe facI IhaI Ihe moIor can be assembled wiIhouI Ihe oil
spray nozzle, Ihere is Ihe danger of iI being forgoIIen during fiIIing.
Make sure when fiIIing Ihe oil spray nozzle IhaI iI is correcIly posiIioned and engaged. An incorrecIly
engaged oil spray nozzle will be subjecIed Io vibraIions and may break. Refer Io Ihe repair insIrucIions.
N20 Engine
4. OooIing
93
The cooling sysIem is very similar Io Ihe N55 engine. ln Ihe N20 engine an engine oil-Io-coolanI heaI
exchanger is used Io cool Ihe engine oil. The cooling sysIem is conIrolled (e.g. elecIric coolanI pump,
map IhermosIaI and elecIric fan) by Ihe heaI managemenI coordinaIor in Ihe DME.
4.1. Overview
N20 engine, cooling circuiI
lndex ExpIanation
1 RadiaIor
2 ElecIric fan
3 Map IhermosIaI
4 HeaIer for map IhermosIaI
5 Fill level sensor in expansion Iank
6 Expansion Iank
7 ExhausI Iurbocharger
N20 Engine
4. OooIing
94
lndex ExpIanation
8 HeaIer core
10 CoolanI IemperaIure sensor
11 ElecIric coolanI pump
The cooling module iIself only comes in one varianI. An auxiliary radiaIor (in Ihe righI wheel arch) is
used in vehicles used in hoI climaIes markeIs and in combinaIion wiIh Ihe maximum speed opIional
equipmenI.
The elecIric fan has a nominal power of 600W.
The following graphics show Ihe insIallaIion locaIions and layouIs of Ihe componenIs.
N20 engine, cooling sysIem componenIs from rear
N20 Engine
4. OooIing
95
lndex ExpIanation
2 Engine reIurn, bypass circuiI
3 Map IhermosIaI
4 RadiaIor
5 VenIilaIion line
6 Expansion Iank
7 Engine feed
9 Auxiliary radiaIor (noI insIalled in all models)
10 Feed, heaIer core
11 ReIurn, heaIer core
N20 engine, cooling sysIem componenIs on engine fronI view
N20 Engine
4. OooIing
96
lndex ExpIanation
1 Expansion Iank
2 Map IhermosIaI
3 Engine reIurn, bypass circuiI
5 ConnecIion, feed, heaIer core
6 Feed, radiaIor
7 ReIurn, heaIer core
9 ReIurn, radiaIor
4.2. Heat management
The N20 engine has Ihe same heaI managemenI funcIions in Ihe DME as Ihe N55. This allows
independenI conIrol of Ihe elecIric cooling componenIs of elecIric fan, map IhermosIaI and coolanI
pump.
4.2.1. OooIant pump
The N20 engine has an elecIric coolanI pump, as is Ihe case wiIh many BMW engines. lIs nominal
power consumpIion is 400W.
N20 engine, coolanI pump
lf Ihe coolanI pump is removed buI is Io be reused, iI is imporIanI Io ensure IhaI iI is seI down sIill filled
wiIh coolanI. Drying ouI may cause Ihe bearings Io sIick. NoI following Ihis procedure can possibly
cause Ihe coolanI pump noI sIarI, which in Iurn may resulI in damage Io Ihe engine.
Before insIalling, Iurn Ihe pump impeller manually Io ensure IhaI iI moves freely.
N20 Engine
4. OooIing
97
4.2.2. Map thermostat
The N20 engine is fiIIed wiIh a convenIional map IhermosIaI which has Ihe following Iechnical daIa in
non-elecIrically conIrolled mode:
Setting of map thermostat OooIant temperature
SIarIs Io open 972C / 206 2F
Fully open 109C / 228 2F
ln addiIion, an elecIric heaIer in Ihe map IhermosIaI can be used Io make Ihe IhermosIaI open aI a
lower coolanI IemperaIure.
4.2.3. Heat management function
The heaI managemenI deIermines Ihe currenI cooling requiremenI and conIrols Ihe cooling sysIem
accordingly. Under cerIain circumsIances Ihe coolanI pump can even be shuI down enIirely, for
example in order Io heaI Ihe coolanI more quickly in Ihe warm-up phase. The coolanI pump conIinues
Io deliver when Ihe engine is sIopped and very hoI Io cool Ihe exhausI Iurbochargers. The cooling
ouIpuI can Iherefore be requesIed independenIly of Ihe engine speed. ln addiIion Io Ihe map
IhermosIaI Ihe heaI managemenI is able Io acIivaIe Ihe coolanI pump using differenI program maps.
The engine managemenI is Ihus able Io adapI Ihe coolanI IemperaIure Io Ihe driving siIuaIion.
The following IemperaIure ranges are adjusIed by Ihe engine managemenI:
109C / 228 2F= Economy operaIion
106C / 222 2F= Normal operaIion
95C / 203 2F= High operaIion
80C / 176 2F= High operaIion and currenI supply Io Ihe map IhermosIaI.
lf Ihe engine conIrol uniI idenIifies Ihe "Economy" operaIing range on Ihe basis of running
performance, Ihe engine managemenI adjusIs Io a higher IemperaIure (109 C / 228 F). ln Ihis
IemperaIure range Ihe engine is Io be operaIed wiIh a relaIively low fuel requiremenI. lnIernal engine
fricIion is reduced aI higher IemperaIure. The IemperaIure increase Iherefore favors Ihe lower fuel
consumpIion in Ihe low load range. ln "High operaIion and currenI supply Io Ihe map IhermosIaI"
mode Ihe driver would like Io uIilize Ihe engine's opIimum power developmenI. Thus Ihe IemperaIure
in Ihe cylinder head is reduced Io 80 C / 176 F for Ihis purpose. This reducIion improves volumeIric
efficiency, which resulIs in an engine Iorque increase. The engine conIrol uniI can now (adapIed Io
Ihe relevanI driving siIuaIion) adjusI a specific operaIing range. lI is Iherefore possible Io influence
consumpIion and power ouIpuI via Ihe cooling sysIem.
System protection
lf Ihe coolanI or engine oil is subjecI Io excessive IemperaIures during engine operaIion, cerIain
funcIions in Ihe vehicle are influenced in such a way IhaI more energy is made available for engine
cooling.
The measures are spliI inIo Iwo operaIing modes:
ComponenI proIecIion
N20 Engine
4. OooIing
98
- CoolanI IemperaIure from 117 C/ 242 F
- Engine oil IemperaIure from 143 C / 289 F aI Ihe oil pressure and IemperaIure sensor in
Ihe main oil passage
- Measure: e.g. power reducIion of climaIe conIrol and of engine
Emergency
- CoolanI IemperaIure from 122 C / 251 F
- Engine oil IemperaIure from 151 C / 303 F aI Ihe oil pressure and IemperaIure sensor in
Ihe main oil passage
- Measure: e.g. power reducIion of engine (up Io abouI. 90 )
4.3. lnternaI engine cooIing
As in Ihe N55 engine, Ihe coolanI passages in Ihe cylinder head also surround Ihe injecIors, which are
cooled in Ihis way.
Unlike Ihe N55 engine, Ihe N20 engine has no grooves on Ihe block deck beIween Ihe cylinders.
lnsIead, Ihe N20 engine has bore holes beIween Ihe cylinders, Iwo on each side, which meeI in Ihe
middle.
N20 engine, cooling jackeI and coolanI passages
lndex ExpIanation
1 Cooling jackeI, exhausI side
2 Cooling jackeI, inIake side
3 + 4 CoolanI passages in Ihe lands
N20 Engine
5. Air lntakelExhaust Emission Systems
99
The air inIake and exhausI emission sysIems are in principle similar Io Ihe N55. The lisI below iIemizes
Ihe mosI imporIanI feaIures of Ihe air inIake and exhausI emission sysIems:
PermanenIly aIIached inIake silencer
HoI-film air mass meIer
TwinScroll exhausI Iurbocharger wiIh inIegraIed wasIegaIe and blowoff valves
Three connecIions for crankcase venIilaIion
5.1. Overview
N20 engine, air inIake and exhausI emission sysIems
lndex ExpIanation
1 Charge air cooler
2 Blowoff valve
3 lnIake silencer
4 HoI-film air mass meIer
N20 Engine
100
lndex ExpIanation
6 WasIegaIe valve
7 Oxygen sensor before caIalyIic converIer
8 CaIalyIic converIer
9 Oxygen sensor afIer caIalyIic converIer
10 DigiIal Engine ElecIronics (DME)
11 lnIake manifold pressure sensor
12 ThroIIle valve
13 Charge air IemperaIure and pressure sensor
N20 Engine
101
5.2. lntake air system
N20 engine, air inIake sysIem
lndex ExpIanation
1 lnIake manifold
3 ThroIIle valve
6 lnIake silencer
N20 Engine
102
lndex ExpIanation
7 UnfilIered air inIake
8 Charge air cooler
9 ConnecIion, crankcase venIilaIion, Iurbocharged mode
10 ConnecIion, purge air line, crankcase venIilaIion
11 Blowoff valve
5.2.1. Hot-fiIm air mass meter
The N20 engine is equipped wiIh a hoI-film air mass meIer , which is very similar Io IhaI in Ihe N74
engine.
lI can generally be said IhaI Ihe qualiIy of air mass deIerminaIion by measuremenI using a hoI-film air
mass meIer and by calculaIion of Ihe subsIiIuIe value (of inIake air IemperaIure, charging pressure,
engine speed, eIc.) is Io be considered as equal in Ihe currenI sIaIe of developmenI. The calculaIed
subsIiIuIe value is neverIheless used for engine load conIrol. This value is however regularly adjusIed
wiIh Ihe value of Ihe hoI-film air mass meIer in order Io compensaIe for Iolerances which arise on
accounI of Ihe complex flow condiIions in Ihe air inIake sysIem. The more sophisIicaIed Ihe mixIure
preparaIion meIhod (ValveIronic, High Precision lnjecIion (especially in conjuncIion wiIh sIraIified
charge mode), TVDl), Ihe more imporIanI iI is Io adjusI Ihe subsIiIuIe value wiIh Ihe hoI-film air mass
meIer. TVDl is currenIly Ihe mosI sophisIicaIed mixIure preparaIion meIhod. For Ihis reason, all TVDl
engines are also equipped wiIh a hoI-film air mass meIer.
The use of a hoI-film air mass meIer also offers Ihe opporIuniIy of exIended diagnosIics, e.g. for Iank
or crankcase venIilaIion, as Ihese sysIems creaIe a deviaIion in Ihe air mass IhaI can be inIerpreIed
and used Io diagnose running faulIs.
Failure or disconnecIion of Ihe hoI-film air mass meIer does noI immediaIely resulI in emergency
engine operaIion. However, impaired mixIure preparaIion and Iherefore poorer emission values are
possible, which is why Ihe emissions warning lamp (Check Engine LighI) lighIs up.
5.2.2. lntake manifoId
As in Ihe N55 engine, Ihe DigiIal Engine ElecIronics (DME) is mounIed on Ihe inIake manifold.
However, Ihere are differences. FirsI, Ihe DME is locaIed on Ihe inIake manifold and noI under iI.
Second, Ihe inIake manifold is noI open afIer Ihe DME is removed. LocaIed beIween Ihe inIake
manifold and Ihe DME is a meIal plaIe (heaI sink) which conducIs heaI away from Ihe DME Ihis plaIe is
cooled by Ihe air flow of Ihe inIake manifold.
N20 Engine
103
N20 engine, inIake manifold wiIh IhroIIle valve
lndex ExpIanation
1 ThroIIle valve
3 ConnecIion from Iank venI valve
4 MeIal plaIe for accommodaIing Ihe DME
5 lnIake manifold
lntake manifoId pressure sensor
LocaIed direcIly behind Ihe IhroIIle valve, aI Ihe enIry Io Ihe inIake manifold, is Ihe inIake manifold
pressure sensor. On closer inspecIion, iI can be seen Io be a combined pressure and IemperaIure
sensor. The IemperaIure signal is Iherefore noI read ouI. The reason for using Ihis sensor lies in Ihe
concepI of common parIs. lI is beIIer Io use Ihe same sensor which is also used as Ihe charge air
IemperaIure and pressure sensor and simply noI Io read ouI Ihe IemperaIure signal Ihan Io inIroduce a
separaIe sensor.
5.3. Exhaust turbocharger
The N20 engine feaIures an exhausI Iurbocharger wiIh TwinScroll Iechnology. lI includes aI Ihe
Iurbine inleI Iwo separaIe porIs in which Ihe exhausI gas is rouIed from Iwo cylinders Io Ihe Iurbine
vanes.
N20 Engine
104
N20 engine, Iurbocharger
lndex ExpIanation
A ExhausI porI, cylinders 2 and 3
B ExhausI porI, cylinders 1 and 4
C OuIleI Io caIalyIic converIer
D lnleI from inIake silencer
E Ring porI
F OuIleI Io charge air cooler
1 Vacuum uniI for wasIegaIe valve
2 Oil supply
3 WasIegaIe valve
4 Turbine wheel
N20 Engine
105
lndex ExpIanation
5 Cooling passage
6 Oil passage
7 CoolanI reIurn
8 Blowoff valve
The Iurbocharger has a familiar design wiIh an elecIric blowoff valve and a vacuum-conIrolled
wasIegaIe valve.
5.3.1. Function of TwinScroII exhaust turbocharger
The designaIion TwinScroll denoIes an exhausI Iurbocharger wiIh a Iwin-scroll Iurbine housing. The
exhausI gas from Iwo cylinders in each case is rouIed separaIely Io Ihe Iurbine. ln Ihe N20 engine (as
is usual in 4-cylinder engines) cylinders 1 and 4 and cylinders 2 and 3 are broughI IogeIher Io form Iwo
porIs each feeding one scroll. This resulIs in pulse charging which is used Io greaIer effecI.
Pressure and puIse charging
Two principles of forced inducIion are used in engines wiIh exhausI Iurbochargers - pressure and
pulse charging. Pressure charging means IhaI Ihe pressure ahead of Ihe Iurbine is approximaIely
consIanI. The energy which drives Ihe exhausI Iurbocharger is obIained from Ihe pressure difference
before and afIer Ihe Iurbine.
ln Ihe case of pulse charging, Ihe pressure before Ihe Iurbine is high-speed and greaIly flucIuaIing, or
pulsaIing by Ihe discharge of Ihe exhausI gas from Ihe combusIion chamber. The pressure increase
resulIs in a pressure wave which sIrikes Ihe Iurbine. ln Ihis case, Ihe kineIic energy of Ihe exhausI gas
is used, whereby Ihe pressure waves drive Ihe Iurbocharger.
Pulse charging provides for a fasI response by Ihe Iurbocharger, especially aI low speeds, because
pulsaIion is aI iIs sIrongesI here, whereas in Ihe case of pressure charging Ihe pressure difference
beIween before and afIer Ihe Iurbine is sIill low.
ln acIual facI, boIh principles are always used in exhausI Iurbochargers in passenger car engines. The
proporIion of pulse charging is higher or lower, depending on Ihe size facIors, Ihe exhausI porI guides
and Ihe number of cylinders.
Dependence on the number of cyIinders
ln a single-cylinder engine Ihere is an exhausI cycle every Iwo revoluIions of Ihe crankshafI.
TheoreIically, exhausI gas is Iherefore discharged for 180 every 720 crank angle. The graphic below
shows in highIy simpIified form Ihe pressure condiIions before Ihe exhausI Iurbocharger in a single-
cylinder engine.
N20 Engine
106
Pressure diagram in exhausI porI before Ihe Iurbocharger in a 1-cylinder engine
lndex ExpIanation
A BoIIom dead cenIer, exhausI valve opens
B Top dead cenIer, exhausI valve closes, inIake valve opens
C BoIIom dead cenIer, inIake valve closes
D Top dead cenIer, igniIion
As can be seen here, every 720 CA Ihere is a pressure wave which sIrikes Ihe Iurbine. This pulse
acceleraIes Ihe Iurbine.
The nexI graphic shows Ihe pressure condiIions before Ihe Iurbine in a 4-cylinder engine.
Pressure diagram in exhausI porI before exhausI Iurbocharger in a 4-cylinder engine
lndex ExpIanation
1 ExhausI valve, 1sI cylinder, opens
2 ExhausI valve, 2nd cylinder, opens
3 ExhausI valve, 3rd cylinder, opens
4 ExhausI valve, 4Ih cylinder, opens
Because each cylinder had iIs exhausI cycle afIer Iwo full crankshafI revoluIions, Ihere are four
pressure waves wiIhin Ihe 720 CA. Because of Ihe firing inIerval, Ihey are disIribuIed evenly aI an
inIerval of 180 CA. The pressure waves are superimposed here. While Ihe pressure of one cylinder
decreases, Ihe pressure of Ihe nexI cylinder is already increasing.
This produces a superimposed pressure before Ihe Iurbine, as Ihe nexI graphic shows.
N20 Engine
107
Pressure diagram in exhausI porI before Ihe Iurbocharger in a 4-cylinder engine, superimposed
Because Ihey are superimposed, Ihe pressure difference from minimum Io maximum is clearly lower.
ln Ihis way, Ihe pulse by Ihe pressure wave on Ihe Iurbine also decreases. ln Ihis cases, Ihe proporIion
of pulse supercharging in Ihe exhausI Iurbocharger is lower.
One way of prevenIing Ihis in a 4-cylinder engine is Ihe TwinScroll exhausI Iurbocharger. By spliIIing
Ihe four cylinders inIo Iwo porIs, Ihe pressure condiIions of a 2-cylinder engine are depicIed in Ihe Iwo
porIs in each case, as Ihe following graphic shows.
Pressure diagram in exhausI porI before Ihe Iurbocharger in a 4-cylinder engine, individually and superimposed
lndex ExpIanation
1 ExhausI valve, 1sI cylinder, opens
4 ExhausI valve, 4Ih cylinder, opens
Here Ioo Ihe pressures of Ihe Iwo cylinders are superimposed. However, cylinders 1 and 4 and 2 and 3
are combined in Ihe Iwo porIs. Because of Ihe firing order of a 4-cylinder engine, Ihere is in each case
an inIerval of 360 CA beIween Ihe exhausI cycles of a porI. Thus Ihere is a large pressure difference
and Ihe kineIic energy of Ihe exhausI gas can be beIIer uIilized.
A specially shaped exhausI manifold is used Io combine Ihe exhausI pipes from cylinders 1 and 4 and
2 and 3.
ln Ihe Iurbocharger Ihese Iwo porIs run separaIely from each oIher up Io Ihe Iurbine. The TwinScroll
exhausI Iurbocharger differs from a convenIional exhausI Iurbocharger in IhaI Ihe Iurbine housing
separaIes in Iwo forming a ring channel around Ihe Iurbine.
N20 Engine
108
5.4. Exhaust emission system
5.4.1. Exhaust manifoId
The exhausI manifold is idenIical in design Io IhaI of Ihe N55 engine. lI is air-gap-insulaIed and
welded Io Ihe Iurbocharger. The exhausI manifold in Ihe N20 engine is a four-inIo-Iwo Iype, which
is necessary for Ihe special funcIion of Ihe TwinScroll Iurbocharger. Here Ihe exhausI ouIleI pipes of
cylinders 1 and 4 and 2 and 3 are combined in each case inIo one porI as previously discussed.
N20 engine, exhausI manifold wiIh exhausI Iurbocharger
lndex ExpIanation
1 ExhausI porIs, cylinders 1 and 4
2 ExhausI porIs, cylinders 2 and 3
5.4.2. OataIytic converter
The N20 engine has an upsIream caIalyIic converIer wiIh Iwo ceramic monoliIhs.
N20 Engine
109
CuIaway view of caIalyIic converIer
lndex ExpIanation
1 ConnecIion Io exhausI sysIem
2 De-coupling elemenI
3 MoniIoring sensor
4 ConIrol sensor
5 ConnecIion Io Iurbine
6 Ceramic monoliIh 1
7 Ceramic monoliIh 2
VoIume Diameter Number of ceIIs
Ceramic monoliIh 1 0.75 118.4 600
Ceramic monoliIh 2 0.99 125 400
Oxygen sensors
The Bosch oxygen sensors used are familiar from previous engines:
Pre oxygen sensor: LSU ADV
PosI oxygen sensor: LSF4.2.
The pre oxygen sensor is locaIed ahead of Ihe primary caIalyIic converIer, as close as possible Io Ihe
Iurbine ouIleI. lIs posiIion has been chosen so IhaI all Ihe cylinders can be recorded separaIely. The
posI oxygen sensor is posiIioned beIween Ihe firsI and second ceramic monoliIhs.
N20 Engine
6. Vacuum System
110
The vacuum sysIem of Ihe N20 engine is comparable wiIh IhaI of Ihe N55 engine. As well as supplying
Ihe brake servo, iI is needed primarily Io acIivaIe Ihe wasIegaIe valve on Ihe Iurbocharger. ln addiIion,
Ihe exhausI flap is acIuaIed by vacuum in Ihe N20 engine.
N20 engine, vacuum sysIem
lndex ExpIanation
1 ConnecIion, brake servo
2 Vacuum pump
3 ConnecIion, exhausI flap
4 Vacuum reservoir
5 ElecIro-pneumaIic pressure converIer for wasIegaIe valve
6 Vacuum uniI, wasIegaIe valve
N20 Engine
6. Vacuum System
111
The vacuum pump as usual is designed Io have Iwo sIages so IhaI Ihe majoriIy of Ihe generaIed
vacuum is made available Io Ihe brake servo. A vacuum reservoir is used Io provide sufficienI vacuum
for acIuaIing Ihe wasIegaIe valve. This reservoir is builI inIo Ihe engine cover.
DisconnecI Ihe vacuum line before removing Ihe engine cover, as oIherwise Ihere is a risk of damage.
N20 Engine
7. FueI Preparation
112
The N20 engine uses high-pressure injecIion, which was inIroduced in Ihe N55 engine. lI differs from
high-precision injecIion (HPl) in IhaI iI uses solenoid valve injecIors wiIh mulIi-hole nozzles insIead of
Ihe piezoelecIric Iype.
7.1. Overview
The following overview shows Ihe fuel preparaIion sysIem of Ihe N20 engine. lI essenIially
corresponds Io Ihe sysIems wiIh direcI fuel injecIion familiar in BMW models.
N20 engine, fuel preparaIion
N20 Engine
7. FueI Preparation
113
lndex ExpIanation
1 ConnecIion, quanIiIy conIrol valve
2 High-pressure pump
3 Low-pressure line
4 High-pressure line, rail - injecIor
5 High-pressure line, high-pressure pump - rail
6 Rail
7 Solenoid valve injecIor
Bosch high-pressure fuel injecIors wiIh Ihe designaIion HDEV5.2 are used. The high pressure pump is
already known from Ihe 8 and 12 cylinder engines. An innovaIion in Ihe N20 engine is Ihe facI IhaI Ihe
high-pressure lines from rail Io injecIor are now no longer screwed aI Ihe rail end, buI welded. AnoIher
feaIure when compared wiIh esIablished BMW fuel sysIems is Ihe omission of Ihe fuel low-pressure
sensor.
Work on the fueI system is onIy permitted after the engine has cooIed down. The cooIant
temperature must be beIow 40 O l 104F, to avoid risk of injury due to spray back from
residuaI pressure in the high-pressure fueI system.
When working on the high-pressure fueI system, it is essentiaI to adhere to conditions of
absoIute cIeanIiness and to observe the work sequences described in the repair instructions.
Even the sIightest contamination and damage to the threaded fittings of the high-pressure
Iines can cause Ieaks.
When working on Ihe fuel sysIem of Ihe N20 engine, iI is imporIanI Io ensure IhaI Ihe igniIion coils
are noI weI wiIh fuel. The resisIance of Ihe insulaIing silicone maIerial is greaIly reduced by susIained
conIacI wiIh fuel. This may resulI in arcing on Ihe spark plug connecIion and Ihus in misfires.
Before making any modificaIions Io Ihe fuel sysIem, remove Ihe igniIion coils and proIecI Ihe
spark plugs by covering wiIh a cloIh
Before reinsIalling Ihe solenoid valve injecIors, remove Ihe igniIion coils and ensure IhaI Ihe
cleanesI possible condiIions are mainIained.
lgniIion coils heavily saIuraIed by fuel musI be replaced.
7.2. FueI pump controI
As already menIioned, Ihere is no fuel low-pressure sensor in Ihe N20 engine. The fuel pressure is
calculaIed by moniIoring pump speed and load.
7.3. High-pressure pump
The Bosch high-pressure pump, familiar from Ihe N63 and N74 is used. This is a single-plunger pump
which is driven from Ihe exhausI camshafI via a Iriple lobe on Ihe cam.
N20 Engine
7. FueI Preparation
114
For furIher informaIion on Ihe high-pressure pump, please refer Io Ihe N63 and N74 engine Iraining
informaIion available on TlS and lCP.
7.4. lnjectors
The Bosch HDEV5.2 solenoid valve injecIor is an inward-opening mulIi-hole valve unlike Ihe ouIward-
opening piezo injecIor used in HPl engines. The HDEV5.2 is also characIerized by high variabiliIy wiIh
regard Io spray angle and spray paIIern, and is configured for a sysIem pressure of up Io 200 bar.
These injecIors are already used in Ihe N55 engine. However, Iheir operaIing principle is Ihe same as
IhaI of Ihe injecIors used in Ihe N73 engines.
Note: The N73 HDEV controI moduIes contain puIse width moduIated finaI output stages
with high performance capacitors to transform the system voItage up to S5 to 100 voIts. See
ST042 E65 OompIete VehicIe lN73 engine training materiaI avaiIabIe on TlS and lOP.
N20 Engine
7. FueI Preparation
115
lndex ExpIanation
1 Fuel line connecIion
2 ElecIrical connecIion
3 SIem
4 Compression spring
5 Solenoid coil
6 ArmaIure
7 Nozzle pinIle
8 6-hole nozzle
A magneIic field is generaIed when Ihe coil is energized. This magneIic field lifIs Ihe nozzle pinIle
againsI spring pressure off Ihe valve seaI and opens Ihe discharge holes of Ihe injecIor nozzle. The
high pressure in Ihe rail forces Ihe fuel Ihrough discharge holes aI high speed inIo Ihe cylinder. To
IerminaIe injecIion, currenI is shuI off, Ihe nozzle pinIle is forced closed by spring force back onIo Ihe
valve seaI.
N20 Engine
7. FueI Preparation
116
The valve opens and closes aI very high speed and ensures a consIanI opening cross-secIion during
Ihe opening period. The injecIed fuel quanIiIy is dependenI on Ihe rail pressure, Ihe back pressure in
Ihe combusIion chamber and Ihe opening period of Ihe injecIor.
For furIher informaIion on injecIor acIivaIion, refer Io Ihe secIion enIiIled Engine ElecIrical SysIem of
Ihis Iraining maIerial.
Unlike Ihe injecIors previously used, Ihe solenoid valve injecIors of Ihe N55 and N20 engines have
long and relaIively sensiIive sIems made necessary by Ihe shape of Ihe cylinder head. Each sIem is
made of plasIic on Ihe ouIside buI on Ihe inside Ihere is a meIal Iube serves as a fuel line.
The stems of the soIenoid vaIve injectors can onIy withstand 6Nm of torque which transIates
to 2000 N of tensiIe force. lt is essentiaI when removing and instaIIing the injectors to foIIow
the specific procedure set out in the repair instructions, aIong with the use of speciaI tooI #0
496 SS5 for injector removaI. lf this tooI is not used the injectors wiII be damaged.
N20 Engine
S. FueI SuppIy
117
The fuel supply is vehicle-specific. Hardly any changes have been made Io Ihe already exisIing
models. Therefore only Ihe Iank venIilaIion sysIem on Ihe engine will be described in greaIer deIail
here.
S.1. Tank ventiIation
Similar Io Ihe N55
S.1.1. Two-stage tank ventiIation
The Iwo-sIage Iank venIing is used on Ihe N20 engine. This sophisIicaIed sysIem is made necessary
by Ihe TVDl Iechnology, because in Ihis case sufficienI vacuum in Ihe inIake manifold is much less
common. This was inIroduced wiIh Ihe N55 engine.
N20 Engine
S. FueI SuppIy
118
N20 engine, Iank venIilaIion
lndex ExpIanation
1 lnIake silencer
2 Charge air pipe (from charge air cooler Io IhroIIle valve)
3 T-connecIor wiIh sucIion jeI pump
4 Clean air pipe (from inIake silencer Io exhausI Iurbocharger)
5 ConnecIion of purge air line, crankcase venIilaIion
N20 Engine
S. FueI SuppIy
119
lndex ExpIanation
6 ConnecIion of Iank venIilaIion Io clean air pipe
7 lnIake manifold
8 Line from carbon canisIer of Iank venIilaIion sysIem
9 Tank venI valve wiIh shuI off valve
10 ThroIIle valve
11 ConnecIion before IhroIIle valve for driving sucIion jeI pump
However, a sucIion jeI pump is addiIionally used in view of Ihe facI IhaI sufficienI vacuum cannoI
always be guaranIeed in Ihe clean air pipe. ln order Io drive Ihis pump, Ihe line Io Ihe sucIion jeI pump
is connecIed before Ihe IhroIIle valve. This creaIes a connecIion beIween Ihe charge air pipe and Ihe
clean air pipe. ln Iurbocharged mode Ihe pressure in Ihe charge air pipe is always higher Ihan in Ihe
clean air pipe, which generaIes in Ihis line a flow Io Ihe clean air pipe.
N20 engine, T-connecIor wiIh sucIion jeI pump for Iank venIilaIion
lndex ExpIanation
1 Line Io clean air pipe
2 Line from Iank venI valve
4 Line from charge air pipe
The line from Ihe Iank venI valve is connecIed Io Ihis sucIion jeI pump. The venIuri effecI ensures IhaI
Ihe carbon canisIer is safely purged.
Non-reIurn valves on boIh lines from Ihe Iank venI valve ensure IhaI Ihere is no reIurn flow inIo Ihe
Iank venI valve in Ihe evenI of excess pressure in Ihese lines.
S.1.2. Two-stage tank ventiIation with shutoff vaIve
The Iwo sIage Iank venIilaIion has a second elecIrical valve which is very similar in design Io Ihe Iank
venI valve. This is known as a shuIoff valve.
N20 Engine
S. FueI SuppIy
120
The shuIoff valve serves Io diagnose Ihe second poinI of admission and is designed Io close off Ihe
firsI admission inIo Ihe inIake manifold under cerIain condiIions.
N20 engine, Iank venI valve
lndex ExpIanation
1 ConnecIion afIer IhroIIle valve
2 Line for connecIion Io clean air pipe
3 Tank venI valve
4 ConnecIion from carbon canisIer
5 ShuIoff valve
lI is mounIed direcIly below Ihe Iank venI valve and is able Io seal off Ihe line Io Ihe IhroIIle valve.
N20 Engine
S. FueI SuppIy
121
N20 engine, overview, Iwo-sIage version of Iank venIilaIion wiIh second valve
lndex ExpIanation
1 lnIake silencer
4 ThroIIle valve
5 Non-reIurn valve for connecIion Io clean air pipe
6 Tank venI valve
7 Non-reIurn valve for connecIion afIer IhroIIle valve
8 ShuIoff valve
The shuIoff valve is powered closed and spring loaded open aI zero currenI.
N20 Engine
9. Engine EIectricaI System
122
9.1. Overview
N20 engine, sysIem wiring diagram MEVD17.2.4
N20 Engine
123
lndex ExpIanation
1 Engine elecIronics ValveIronic direcI fuel injecIion MEVD17.2.4
2 AmbienI pressure sensor
3 TemperaIure sensor
4 A/C compressor
5 JuncIion box elecIronics
6 RefrigeranI pressure sensor
7 ElecIronic fuel pump conIrol
8 ElecIric fuel pump
9 Car Access SysIem CAS
10 Brake lighI swiIch
11 SIarIer moIor
12 DME main relay
13 CluIch module
14 Relay, ValveIronic
15 Relay, igniIion and injecIors
16 Relay, Ierminal 30 swiIched
17 Diagnosis module, Iank venIilaIion
18 Relay for elecIric fan
19 ElecIric fan
20 Map IhermosIaI
21 Blowoff valve
22 Tank venI valve
23 VANOS solenoid acIuaIor, inIake camshafI
24 VANOS solenoid acIuaIor, exhausI camshafI
25 SwiIchable engine sound sysIem
26 Map conIrol valve
27 ElecIro-pneumaIic pressure converIer for wasIegaIe valve
28 QuanIiIy conIrol valve
29 - 32 lnjecIors
33 - 36 lgniIion coils
37 Engine venIilaIion heaIing
38 Ground connecIions
39 Oxygen sensor afIer caIalyIic converIer (moniIoring sensor)
40 Oxygen sensor before caIalyIic converIer (conIrol sensor)
41 DiagnosIic sockeI
N20 Engine
124
lndex ExpIanation
43 Rail pressure sensor
45 Knock sensor 1 - 2
46 Knock sensor 3 - 4
48 CamshafI sensor, inIake camshafI
49 CamshafI sensor, exhausI camshafI
50 CrankshafI sensor
51 AcceleraIor pedal module
52 ThroIIle valve
53 CoolanI IemperaIure sensor
54 Oil pressure and IemperaIure sensor
55 Thermal oil level sensor
57 Dynamic SIabiliIy ConIrol DSC
58 lnIelligenI baIIery sensor lBS
59 AlIernaIor
60 CoolanI pump
9.2. Engine controI unit
The N20 engine feaIures DigiIal Engine ElecIronics from Bosch wiIh Ihe designaIion MEVD17.2.4. lI
is closely relaIed Io Ihe DME of Ihe N55 engine (MEVD17.2) and is also engine-mounIed on Ihe inIake
manifold.
N20 Engine
125
N20 engine, DigiIal Engine ElecIronics
lndex ExpIanation
1 lnIake manifold
2 DigiIal Engine ElecIronics
3 ThroIIle valve
Do not attempt triaI and error repIacement of controI units.
Because of the eIectronic immobiIizer, a triaI and error repIacement of controI units from other
vehicIes must not be attempted under any circumstances. An immobiIizer adjustment cannot
be reversed.
The N20 engine DME (MEVD17.2.4) is designed Io be mounIed on Ihe engine's inIake manifold
on an aluminium heaI sink plaIe. The DME is cooled Ihrough Ihe heaI sink plaIe by Ihe air flowing
Ihrough Ihe inIake manifold. lI is imporIanI for Ihe DME Io be correcIly mounIed on Ihe heaI sink plaIe
(IighIening Iorque, good level conIacI) so as Io ensure heaI Iransfer Io Ihe plaIe and Ihereby cool Ihe
DME.
The connecIion concepI is idenIical Io Ihe MEVD17.2 in Ihe N55 engine. There is a logical division inIo
six modules.
N20 Engine
126
N20 engine, MEVD17.2.4 connecIions
lndex ExpIanation
1 Module 100, vehicle connecIion, 48 pins
2 Module 200, sensors and acIuaIors 1, 58 pins
3 Module 300, sensors and acIuaIors 2, 58 pins
4 Module 400, ValveIronic servomoIor, 11 pins
5 Module 500, DME supply, 12 pins
6 Module 600, fuel injecIion and igniIion, 24 pins
9.2.1. OveraII function
The DigiIal Engine ElecIronics (DME) is Ihe compuIing and swiIching cenIer of Ihe engine
managemenI sysIem. Sensors on Ihe engine and Ihe vehicle deliver Ihe inpuI signals. The signals
for acIivaIing Ihe acIuaIors are calculaIed from Ihe inpuI signals, Ihe nominal values calculaIed using
a compuIing model in Ihe DME conIrol uniI and Ihe sIored program maps. The DME conIrol uniI
acIivaIes Ihe acIuaIors direcIly or via relays.
The DME conIrol uniI is woken up via Ihe wake-up line (Ierminal 15 Wake up) by Ihe Car Access
SysIem (CAS).
N20 Engine
127
The afIer-run sIarIs afIer Ierminal 15 OFF. The adapIaIion values are sIored during Ihe afIer-run. The
DME conIrol uniI uses a bus signal Io signal iIs readiness Io "go Io sleep". When all Ihe parIicipaIing
conIrol uniIs have signalled Iheir readiness Io "go Io sleep", Ihe bus masIer ouIpuIs a bus signal and
Ihe conIrol uniIs IerminaIe communicaIion five seconds laIer.
The prinIed circuiI board in Ihe DME conIrol uniI accommodaIes Iwo sensors: a IemperaIure sensor
and an ambienI pressure sensor. The IemperaIure sensor is used Io moniIor Ihe IemperaIure of Ihe
componenIs in Ihe DME conIrol uniI. The ambienI pressure is required for calculaIing Ihe mixIure
composiIion.
Bayerische MoIorenwerke AkIiengesellschafI
Qualifizierung und Training
RnIgensIrae 7
85716 UnIerschleiheim, Germany

N20engine Techguide BIMMERPOST

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

N20engine Techguide BIMMERPOST

Uploaded by

Copyright:

Available Formats

TechnicaI training.

You might also like