Exhaust BMW 540i 2001 E39 M62TU Engine Workshop Manual

4
VANOS BENEFITS
The design of a camshaft for a non adjustable valve timing system is limited to the required
overallperformance of the engine.
• An intake camshaft with an advanced(early) profile will provide a higher performing
power curve at a lower engine speed. But at idle speed the the advanced position will
create a large area of intake/exhaust overlap that causes a rough, unstable idle.
• On the other hand, an intake camshaft with a retarded(late) profile will provide a very
smooth, stable idle but will lack the cylinder filling dynamics needed for performance
characteristics at mid range engine speeds.
The ability to adjustthe valve timing improves the engines power dynamics and reduces
tailpipe emissions by optimizing the camshaft angle for all ranges of engine operation.
VANOS provides the following benefits:
• Increased torque at lower to mid range engine speeds without a loss of power in the
upper range engine speeds.
• Increased fuel economy due to optimized valve timing angles.
• Reduction of exhaust emissions due to optimized valve overlap.
• Smoother idle quality due to optimized valve overlap.

VANOS TRANSMISSION:The primary and secondary timing chain sprockets are inte-
grated with the VANOS transmission. The transmission is a self contained unit.
The controlled adjustment of the
camshaft occurs inside the “transmis-
sion”. Similar in principle to the six
cylinder engine VANOS systems, con-
trolled oil pressure moves the piston
axially.
The helical gear cut of the piston acts
on the helical gears on the inside sur-
face of the transmission and rotates
the camshaft to the specific advanced
or retarded angle position.
Three electrical pin contacts are locat-
ed on the front surface to verify the
default maximum retard position using
an ohmmeter. This is required during
assembly and adjustment. (see service
notes further on).
OIL DISTRIBUTION FLANGES:The oil distribution flanges are bolted to the front surface
of each cylinder head. They provide a mounting location for the VANOS solenoids as well
as the advance-retard oil ports from the solenoids to the intake camshafts.
CAMSHAFTS: Each intake camshaft has
two oil ports separated by three sealing rings
on their forward ends.
The ports direct pressurized oil from the oil
distribution flange to the inner workings of
the VANOS transmission.
Each camshaft has REVERSEthreaded
bores in their centers for the attachment of
the timing chain sprockets on the exhaust
cams and the VANOS transmissions for
each intake camshaft as shown.
CAMSHAFT POSITION IMPULSE WHEELS:The camshaft position impulse wheels pro-
vide camshaft position status to the engine control module via the camshaft position sen-
sors. The asymmetrical placement of the sensor wheel pulse plates provides the engine
control module with cylinder specific position ID in conjunction with crankshaft position.

11
VANOS SERVICE NOTES
VALVE TIMING PROCEDURES
Refer to TIS for complete Valve Timing Procedures.M62 TU valve timing adjustment is sim-
ilar to the previous non VANOS M62 engine with the exceptionof setting the VANOS
transmissions to their max retard positions with an ohmmeter and attaching the camshaft
gears to each camshaft with single reverse threaded bolts.
• After locking the crankshaft at TDC, the camshaft alignment tools (P/N 90 88 6 112 440)
are placed on the square blocks on the rear of the camshafts locking them in place.
• The exhaust camshaft sprockets and VANOS transmission units with timing chains are
placed onto their respective camshafts.
• The exhaust camshaft sprockets and VANOS transmissions are secured to the
camshafts with their respective single, reverse threaded bolt. Finger tighten only at this
point. Install the chain tensioner into the timing chain case and tension the chain.
• Connect an ohmmeter across two of the three pin contacts on the front edge of one of
the VANOS transmissions. Twist the inner hub of transmission to the left (counter clock-
wise). Make sure the ohmmeter indicates closed circuit. This verifies that the trans-
mission in the default max retard position.
• Using an open end wrench on the camshaft to hold it in place, torque the VANOS trans-
mission center bolt to specification.
CAMSHAFT IMPULSE WHEEL POSITION TOOLS
The camshaft impulse wheels require a special tool set
to position them correctly prior to torquing the retaining
nuts.
The impulse wheels are identical for each cylinder
bank. The alignment hole in each wheel must align
with the tool’s alignment pin. Therefore the tools are
different and must be used specifically for their bank.
The tool rests on the upper edge of the cylinder head
and is held in place by the timing case bolts.
Refer to the TIS repair manual section for complete
information.
BANK I TOOL
BANK I TOOL
BANK II TOOL
ALIGNMENT
IMPULSE

11
INTEGRATED AMBIENT BAROMETRIC PRESSURE SENSOR
The ME 7.2 Control Module contains an integral ambient barometric pressure sensor. The
sensor is part of the SKE and is not serviceable. The internal sensor is supplied with 5 volts.
In return it provides a linear voltage of approx. 2.4 to 4.5 volts representative of barometric
pressure (altitude).
The ME 7.2 monitors barometric pressure for the following reasons:
• The barometric pressure signal along with calculated air mass provides an additional
correction factor to further refine injection “on” time.
• Provides a base value to calculate the air mass being injected into the exhaust system
by the secondary air injection system. This correction factor alters the secondary air
injection “on” time, optimizing the necessary air flow into the exhaust system.
• Recognition of altitude
above the accepted cri-
teria postponing DM-TL
activation for evapora-
tive emission leak diag-
nosis.
21

28
SECONDARY AIR INJECTION
Secondary air injections required to pre-heat the catalytic converters for OBD II compliance.
The system consists of the same components as previous systems with V8 specific loca-
tions.
The DME ME7.2 control unit controls the vacuum vent valve and the secondary air injec-
tion pump relay separately but simultaneously.
The secondary air pump operates at a start temperature of between 10°C and 40°C. It con-
tinues to operate for a max. of 2 minutes at idle speed.
ME 7.2 contributes an additional correction factor for secondary air “on” time with the addi-
tional input from the integral ambient barometric pressure sensor.
This sensor provides a base value to calculate the air mass being
injected into the exhaust system. This helps to “fine tune” the sec-
ondary air injection “on” time, optimizing the necessary air flow
into the exhaust system which reduces the time to catalytic con-
verter light-off.
VACUUM
VACUUM
VENT VALVENONPUMP/MOTOR
AIR PUMP SUPPLY HOSE
AIR DELIVERY TUBE WITH O RING
CONNECTIONS TO CYLINDER HEADS
VACUUM
CONTROL TO
NON RETURN
VA LV E