M62 BMW 540i 1999 E39 Service Manual

Downloaded from www.Manualslib.com manuals search engine
130-59
Fuel Injection
:-- -i. Evaporative emissions
1.
control diagram (M5.2.1)
i 1
i I @ 1. ECM r.=.:-:, 2. Purge valve
3. Leak detection pump (LDP)
4. Liquid vapor separator
5. Purge canister
6. Filter
Bosch M5.2 ECM pin assignments
(M62 up to 911997)
Tabled. Bosch M5.2 ECM pin assignments
I' 1- 1. . . -
4 1 output / Cyl. 4 fuel injection valve I Cyl. 4 fuel injection valve (cycled ground)
Pin
1
2
3
i I
I
7 / output I Cyl. 6 fuel injection valve I Cyl. 6 fuel injection valve (cycled ground)
Type
output
output
output
I I ,
8 1 output I Malfunction indicator light (MIL) (USA only) I lliumlnated for exhaust gas related diagnostic trouble code
5
Component/function
Oxygen sensor heater signal
Idle speed control -closing winding
Cvl. 1 fuel iniection valve Note
DME heated oxygen sensor
1 splice
idle speed control valve (cycled ground)
Cvl. 1 fuel iniection valve lcvcled around)
6 1 ground I Fuel injection valve ground 1 Ground
output
9
Not
used
Not used
11
12
13
Cyl. 5 fuel injection valve
10 1 input I Electronic immobilizer (EWS) / Electronic immobilizer (EWS) control unit
input
Heated oxygen sensor signal Cyl.
5 fuel injection
valve (cycled ground)
output
input
input
16
Start signal Starter relay
NC compressor signal
Terminal
50 signal
Knock sensor signal
17 1 ground I Hot film mass air flow (MAF) sensor ground I Hot film mass air flow (MAF) sensor ground
output Heating and
A/C control module
Ignition switch
Knock sensor
Intake air temperature intake air temperature sensor (voltage value)

Downloaded from www.Manualslib.com manuals search engine
130-62
Fuel Injection
Bosch M5.2.1
ECM pin assignments
(M62 from 911 997 to 911 998)
Table e. Bosch 5.2.1 ECM pin assignments
i I I
5 1 I Not used
I
I I
Note
I I I
7 lln~ut l~erminal 30 voltage supply I Fuse
F4
Description
Pin
Ground point right-hand drive
Ground connector
X6460
I I I
Signal
Connector
X60001
Ground 4 1
2
3 Ground
Ground point right-hand drive
Ground connector
X6460 6
8
9 1
2
3
4
5
Not used
Not used
Not used
-
6
7
8
9
10 11
12
Ground
Input
Connector
X60002
Output Input Input Output
Input Output
Grniind
. -
13
14
15
Ground
- .- -
Output
Ground
Ground
Ground
Ground
16
17
18
19
20
21 22
23
.
Terminal 87
Not used
Oxygen sensor heater
slgnal
Not used
CAN-Bus low
CAN-BUS high
Ground
Output Input
ln~ut
Fuse F1
Heater oxygen sensor II behind cataiytic converter
Back up light switch
Transmission control module (AGS)
Transmission control module
(AGS)
Ground connector X6480
Not used
Oxygen sensor heater signal
Oxygen sensor heater ground
Oxygen sensor heater ground
Oxygen sensor heater ground
Oxygen sensor heater ground
Not used
Input
Input
Output
Output
Output Heater oxygen sensor
I behind catalytic converter
Heater oxygen sensor
II behind catalytic converter
Heater oxygen sensor
1 in front of catalytic converter
Heater oxygen sensor
II in front of catalytic converter
Heater oxygen sensor I behind catalytic converter
Oxygen sensor heater ground
Oxygen sensor heater ground
Oxvqen sensor heater ground Heater oxygen sensor
iI in front
of catalytic converter
Heater oxygen sensor
II behind catalytic converter
Heater oxygen sensor
1 in front of catalytic converter . -
Oxygen sensor heater ground
Oxygen sensor heater ground
Signal, running losses
Oxygen sensor iieater ground
Not used
Not used
Not used
Terminal
85 control
Heater oxygen sensor II in front of catalytic converter
Heater oxygen sensor
I behind catalytic converter
Fuel changeover
(312 way valve) circuit
Heater oxygen sensor 1 in front of catalytic converter
Engine control module relay

Downloaded from www.Manualslib.com manuals search engine
130-68
Fuel Injection
0
4 The ME 7.2 uses a non-return fuel rail. The fuel pressure reg-
ulator is integrated into the fuel filter.
I iY.,lii,in
4 The M62 TU engine uses a continuously variable VANOS
system at each intake camshaft. This system enhances en-
gine performance and reduces tailpipe emissions. Both cam-
shafts are adjusted simultaneously within
20" (maximum) of
the camshafts rotational axis. This equates to a maximum
span of
40°crankshaft rotation.
regulalor from luel pump
NOTE-
The fuel filter is available as a replacement part without the
fuel pressure regulator. When replacing the fuel filter, trans-
fer the fuel pressure regulator from the old
filter to the new fil-
ter.
Engine idle speed control is a function of the EDK. The M62
TU engine does not use a separate idle control valve.
Mmn CON,ROL
EML
< The M62 TU engine uses an electrically controlled throttle
valve called EDK. The throttle plate is positioned by a DC
gear reduction motor based on inputs signals to the ECM
from the pedal position sensor (PWG).
When the accelerator pedal is moved, the PWG provides a
change in the monitored signals. The ME
7.2 control module
compares the input signal to a programmed map and appro-
priately activates the EDK motor via proportional pulse width
modulated control signals. The control module self-checks its
activation of the EDK motor via the EDK feedbaclc
potentiom-
eters.

Downloaded from www.Manualslib.com manuals search engine
130-74
I Fuel Injection
Evaporative system pressure leak
diagnosis, overview
The M62 TU engine is equipped wlth an evaporative fuel sys-
tem pressure leak diagnosis system. The main component of
this system is the leakdiagnosis pump (LDP). The function of
the LDP is to pressurize the fuel tank and the evaporative
emission system for the purpose of detecting leaks.
This system iscapable of detecting a
lealcas small as0.5 mm.
The LDP, located in the left rear wheel housing, contains the
following:
Vacuum chamber. Pneumatic pump chamber
DME activated vacuum solenoid
Reed switch (provides switched voltage
feedback signal to
DME).
The vacuum supply line is in the wiring harness from the en-
gine compartment and runs down the driver's side of the vehi-
cle.
The canister vent valve is
~ntegrated into the LDP, which IS
electrically controlled by the ECM. The canister vent valve is
opened to provide fresh air entry into the fuel system only dur-
ing purge operation.
- Purge operation characteristics:
Off idle through full throttle: purge valve opened by pulse
width modulated (PWM) control of the ECM. PWM duty cy-
cle varies by engine operating conditions
(e.g. warm idle,
purge valve opened slightly; cold
idleldecel with engine
temp
< 67" C. purge valve always closed).

Downloaded from www.Manualslib.com manuals search engine
Fuel Tank and Fuel Pump
Fuel delivery,
testing
Checitino fuel delive~ is a fundamental oart of troubleshoot- .. ing and diagnosing thk DME system. ~ukl pressure directly
influences
fuel delivery. An accurate fuel pressure gauge will
be needed to make the tests.
There are two significant fuel deliveryvalues to be measured:
* System pressure - created by fuel pump and maintained
by pressure regulator
Residual pressure
- pressure maintained in closed sys-
tem after engine and fuel pump are shut off
if proper system pressure and residual pressure are present,
also check for problems in fuel delivery volume, which can be
affected by restrictions such as clogged fuel filter or fuel pick-
up port in the fuel tank.
System pressure, testing
1. Fuel pressure regulator outer seal
4 System pressure is created by the fuel pump and maintained
2. Vacuum line connection.
3. Fuel pressure regulator Inner seal.
4. Fuel flow back to fuel tank.
5. Fuel flow from fuel pump.
Fuel pressure
regulator
Fuel pressure regulator locations
M52 In fuel injector rail, in engine
compartment
M52 TU In 312 way valve, below vehicle under
driver seat
by the pressure
regulator. System pressure is not adjustable.
M54 In fuel filter
M62 to 9/97 In fuel injector rail, in engine
compartment
M62 from 9/97 to 9/98 In 312 way valve, below vehicle under
driver seat
M62 TU from 9/98 In fuel filter, below vehicle under driver
seat

Downloaded from www.Manualslib.com manuals search engine
-
I Radiator and Cooling System
Mechanical thermostat
(M52 engine)
4 The mechanical thermostat relies on coolant temperature to
operate. While coolant is cold, it remains closed, and circu-
lating coolant bypasses the radiator for rapid engine warm
up. At higher coolant temperature, the thermostat progres-
sively opens to allow coolant flow through the radiator, thus
controlling engine temperature. Port
A restricts coolant flow
from radiator, and port
B restricts coolant flow to radiator.
Electrically heated thermostat
4 The electrically heated thermostat is DME map-controlled.
The engine control module (ECM) activates the thermostat to
maintain engine coolant temperature within a narrow range.
In case of failure of the electronics, the mechanical function of
the thermostat acts as a fail-safe.
Radiator and expansion tank
The radiator is a crossflow design. An expansion tank pro-
vides for coolant expansion at higher temperatures and easy
monitoring of the coolant level.
On cars with automatic transmission, ATF is circulated
through an additional heat exchanger (ATF cooler).
Mechanical cooling fan with viscous clutch
The mechanical cooling fan is belt-driven via a viscous fluid
coupling (clutch) attached to the front of the coolant pump.
The fan clutch controls the speed of the fan based on the tem-
perature of the air flowing through the radiator core.
Electric (auxiliary) cooling fan
The electric cooling fan is mounted on the bumper side of the
radiator.
In models manufactured up to
911 998 (M52 or 1997 M62 en-
gine), the electric cooling fan is controlled by a dual tempera-
ture fan switch mounted in the side of the radiator.

Downloaded from www.Manualslib.com manuals search engine
170-5
Radiator and Cooling System
Fan switch calibration (M52, M62 engine)
coniprairoi OUt rlgnal
Auto. ciimilte ~ontioi inpuls via CAN bus
Electric fan activation:
Low speed
91°C (196°F)
High speed 104' C (21 9' F)
< In models manufactured after 911998 (M52 TU engine, M54
engine.
M62 TU engine), the electric cooling fan is controlled
by the engine control module (ECM) via the output final
stage.
The output final stage is mounted on the fan housing, next to
the fan motor. The fan is operated using a pulse width modu-
lated signal. Fan circuit wiring is protected by a 50-amp fuse.
Electric fan activation is based on the following inputs to the
ECM:
Radiator outlet temperature
Calculated catalytic converter temperature
Vehicle speed
* Battery voltage
Calculated
A/C pressure
When the vehicle is first started, the ECM activates the elec-
tric fan briefly at 20% of its maximum speed, then switches
off. This is for diagnostic monitoring. The voltage generated
by the fan when it slows down (acting as a generator) must
match the stored rpm values in the fan output stage toconfirm
that the fan is operating correctly.
NOTE-
If the ECM fault memory indicates a cooling fan fault, check
that the fan is not seized and that it spins freely.
When
A/C is switched ON, the electric fan is not immedi-
ately turned on.
After the engine is switched
OFF the fan may continue to
run at varying speeds for up to 10 minutes, based on cal-
culated catalyst temperature.
Transmission fluid heat exchanger
Automatic transmission fluid lines circulate transmission fluid
(ATF) to and from a heat exchanger at the radiator.
All 6-cylinder
models andV-8 models produced to 911998 are
equipped with a transmission cooler located in a cooling cas-
sette in front of the radiator.

Downloaded from www.Manualslib.com manuals search engine
.. - -
I Radiator and Cooling System
I I 4 The cooling cassette incorporates cooling coils for various
vehicle systems:
1. Steering fluid cooler
2. Transmission oil
coolel
3. AIC condenser
4 In V-8 cars produced after 911998 (M62 TU engine), the en-
gine radiator is divided into an upper chamber (about 80%)
and a lower chamber (about 20%). The ATF heat exchanger
is coupled to the lower chamber.
On cold engine start-up, the engine coolant is heated more
quicltly than the transmission fluid. Heat from engine coolant
is used to warm up the ATF faster, reducing drag in the trans-
mission and improving fuel mileage.
Once the ATF has reached normal operating temperature,
the ATF heat exchanger acts as cooling device. The lower
20% of the radiator
stays cooler than the upper chamber, so
the ATF is cooled more effectively.
4 M62 TU cooling system ducting at radiator:
1. Coolant distribution housing connection
2. Thermostat connection
3. Water cooled alternator connections
4. Transmission fluid heat exchanger connections

Downloaded from www.Manualslib.com manuals search engine
170-1 3
Radiator and Cooling ~vsteml
< V-8 engine bloclc drain plugs (one shown at arrow) are locat-
ed on each side of engine block (exhaust manifold removed
for photo).
- Place 5-gallon pail underneath engine block coolant drain
plugs.
- Remove engine bloclc coolant drain plugs and drain coolant.
- Reinstall radiator and engine block drain plugs using new
sealing washers.
- Before refilling radiator:
Switch ignition to
ON. (Do not start engine)
Set temperature controls to full warm.
- Set blower control to low.
- Using a coolant mixture of 50% antifreeze and 50% distilled
water, fill expansion tank slowly. Continue until coolant
emerges from bleed screw. Cooling system capacity is listed
in Tabled. Cooling system capacity
(V-8 models).
NOTE- Be sure radiator bleed screw is loose when filling cooling
system.
Tap water may cause corrosion of radiator, engine and
coolant hoses.
Coolant can often be reused provided it is clean and less
than two years old. Do not reuse coolant when replacing
damaged engine parts.
- Bleed cooling system. See Cooling system, bleeding
Tabled. Cooling system
capacity (V-8 models)
M62, M62 TU 12.0 liters (12.7 US qts)
Tightening torques
Block drain plug
25 Nm (18 ft-lb)
Radiator drain plug
2 - 3 Nm (18 - 27 in-lb)

Downloaded from www.Manualslib.com manuals search engine
Tightening torques Block drain plug to block
25 Nm (18 ft-lb)
Radiator drain plug to radiator 2 - 3 Nm (18 - 27 in-lb)
Thermostat housing to
cylinder head 10 Nm (89 in-lb)
Thermostat, removing and installing
(V-8 models)
The electrically-heated thermostat is an integral parl of the
thermostat housing. The operation of the thermostat is moni-
tored by the engine control module (ECM).
- If a faulty thermostat is suspected, use appropriate scan tool
to interrogate ECM for stored fault codes.
- Drain radiator and engine block. See Coolant, draining and
filling
(V-8 models).
WARNING -
Allow cooling system to cool before opening or draining the
system.
- Disconnect mass air flow (MAF) sensor electrical harness
connector. Remove air intake duct together with MAF sensor.
- Remove mechanical cooltng fan and fan shroud. See Me-
chanical (viscous clutch) cooling fan, removing and
in-
stalling.
Disconnect electrical harness connector (arrow) from ther-
mostat housing.
Remove coolant hose from thermostat housing.
NOTE-
M62 engine: Hose is clamped on.
M62 TU engine: Hose is attached with quick-disconnect fit.
ting. Remove clip to disconnect hose.