engine BMW X5 2000 E53 M54 Engine User Guide

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M54engMS43/ST036/6/2000
MS 43 NEW FUNCTIONS
ACCELERATOR PEDAL SENSOR
PWG SIGNAL MONITORING & PWG FAILSAFE OPERATION:
• As a redundant safety feature the PWG provides two separate signals from two integral
angle hall sensors (HS #1 and HS #2) representing the driver’s request for throttle acti-
vation.
• If the monitored PWG signals are not plausible, MS 43.0 will only use the lower of the
two signals as the driver’s pedal request input providing failsafe operation. Throttle
response will be slower and maximum throttle position will be reduced.
• When in PWG failsafe operation, MS 43.0 sets the EDK throttle plate and injection time
to idle (LL) whenever the brake pedal is depressed.
• When the system is in PWG failsafe operation, the instrument cluster matrix display will
post “Engine Emergency Program” and PWG specific fault(s) will be stored in memory.
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E46ICPOT-SIG.

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M54engMS43/ST036/6/2000
MS 43 NEW FUNCTIONS
EDK THROTTLE POSITION FEEDBACK SIGNALS
EDK FEEDBACK SIGNAL MONITORING & EDK FAILSAFE OPERATION:
• The EDK provides two separate signals from two integral potentiometers (Pot 1 and Pot
2) representing the exact position of the throttle plate.
• EDK Pot 1 provides the primary throttle plate position feedback. As a redundant safe-
ty feature, Pot 2 is continuously cross checked with Pot 1 for signal plausibility.
• If plausibility errors are detected between Pot 1 and Pot 2, MS 43.0 will calculate the
inducted engine air mass (from HFM signal) and only utilize the potentiometer signal that
closely matches the detected intake air mass.
- The MS 43.0 uses the air mass signalling as a “virtual potentiometer” (pot 3) for a
comparative source to provide failsafe operation.
- If MS 43.0 cannot calculate a plausible conclusion from the monitored pots (1 or 2
and virtual 3) the EDK motor is switched off and fuel injection cut out is activated
(no failsafe operation possible).
• The EDK is continuously monitored during all phases of engine operation. It is also
briefly activated when KL 15 is initially switched on as a “pre-flight check” to verify it’s
mechanical integrity (no binding, appropriate return spring tension, etc). This is accom-
plished by monitoring both the motor control amperage and the reaction speed of the
EDK feedback potentiometers. If faults are detected the EDK motor is switched off and
fuel injection cut off is activated (no failsafe operation possible). The engine does how-
ever continue to run extremely rough at idle speed.
• When a replacement EDK is installed, the MS 43.0 adapts to the new component
(required amperage draw for motor control, feedback pot tolerance differences, etc).
This occurs immediately after the next cycle of KL 15 for approximately 30 seconds.
During this period of adaptation, the maximum opening of the throttle plate is 25%.
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M54engMS43/ST036/6/2000
MS 43 NEW FUNCTIONS
EMISSION OPTIMIZED - IGNITION KEY OFF
“Emission Optimized Ignition Key Off” is a programmed feature of the MS 43 control mod-
ule.
After the ECM detects KL 15 being switched OFF, the ignition stays active for two more
individual coil firings. This means that just two cylinders are fired - not two revolutions.
This feature allows residual fuel injected into the cylinders, as the ignition key is switched
off, to be burned as the engine runs down.
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ART-E46ICEMIOPT

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M54engms43/STO36/6/2000
MS 43 NEW FUNCTIONS
DM-TL (DIAGNOSIS MODULE - TANK LEAKAGE)
The M54 engine with the Siemens MS43.0 engine control system uses the DMTL system
for fuel system leakage monitoring. The pump is manufactured by Bosch for use with the
Siemen’s control system.

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M54engMS43/ST039/3/17/00
DM-TL (DIAGNOSIS MODULE - TANK LEAKAGE)
FUNCTION
The DC Motor LDP ensures accurate fuel system leak detection for leaks as small as
0.5mm (.020”). The pump contains an integral DC motor which is activated directly by the
engine control module. The ECM monitors the pump motor operating current as the mea-
surement for detecting leaks.
The pump also contains an ECM controlled change over valve that is energized closed dur-
ing a Leak Diagnosis test. The change over valve is open during all other periods of oper-
ation allowing the fuel system to “breath” through the inlet filter (similar to the full down
stroke of the current vacuum operated LDP).

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M54engMS43/ST039/3/17/00
LEAK DIAGNOSIS TEST PRECONDITIONS
The ECM only initiates a leak diagnosis test every second time the criteria are met. The cri-
teria is as follows:
• Engine OFF with ignition switched OFF.
• Engine Control Module still in active state or what is known as “follow up mode” (Main
Relay energized, control module and DME components online for extended period after
key off).
• Prior to Engine/Ignition switch OFF condition, vehicle must have been driven for a min-
imum of 20 minutes.
• Prior to minimum 20 minute drive, the vehicle must have been OFF for a minimum of 5
hours.
• Fuel Tank Capacity must be between 15 and 85%(safe approximation between 1/4 -
3/4 of a tank).
• Ambient Air Temperature between -7
OC & 35OC(20OF & 95OF )
• Altitude < 2500m(8,202 feet).
• Battery Voltage between 11.5 and 14.5 Volts
When these criteria are satisfied every second time, the ECM will start the Fuel System Leak
Diagnosis Test. The test will typically be carried out once a day i.e. once after driving to
work in the morning, when driving home in the evening, the criteria are once again met but
the test is not initiated. The following morning, the test will run again.

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M54engMS43/ST036/6/2000
MS 43 CARRY OVER FUNCTIONS
INPUT FUNCTIONS
BOSCH OXYGEN SENSORS
The MS43.0 system uses Bosch LSH 25 oxygen sensors that function basically the same
as previously used (in Bosch systems). The voltage range is between 0 - 800 mV.
The location remains the same with the pre-cat sensors are mounted on top of the exhaust
manifolds. The catalysts are now integral with the exhaust manifolds (further detailed in the
M52 TU engine section).
PRE 02 SENSOR POST 02 SEN-
SOR
POST-CATALYST
SENSORS

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M54engMS43/ST036/6/2000
CAMSHAFT SENSOR
-INTAKE AND EXHAUST CAMSHAFTS
The "static" Hall sensors are used so that the camshaft positions are recognized once igni-
tion is “on” - even before the engine is started.
The function of the intake cam sensor:
• Cylinder bank detection for preliminary injection
• Synchronization
• Engine speed sensor (if crankshaft speed sensor fails)
• Position control of the intake cam (VANOS)
The exhaust cam sensor is used for position control of the exhaust cam (VANOS)
If these sensors fail there are no substitute values, the system will operate in the failsafe
mode with no VANOS adjustment. The engine will still operate, but torque reduction will be
noticeable.
NOTE: Use caution on repairs as not to bend the impulse wheels
KL 15 KL 15
MS42.0
SOLENOID
OIL TEMP.
SENSOR TWO POSITION PISTON HOUSING
WITH INTERNAL/EXTERNAL
HELICAL GEAR CUP TWO POSITION PISTON
HOUSING WITH
INTERNAL/EXTERNAL
HELICAL GEAR CUP
ENGINE
OIL SUPPLY VENT VENT
SOLENOID
SENSOR SENSOR
MS42
ECM
EXHAUST
INTAKE
MS42.0
ECM
MS 43.0
MS 43.0
MS 43.0

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M54engMS43/ST036/6/20000
CRANKSHAFT SENSOR
The crankshaft sensor is a dynamic Hall-effect sensor (mounted through the engine block),
the signal is sent the moment the crankshaft begins to rotate.
The pulse wheel is mounted directly to the crankshaft as seen on previous models.
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MS 43.0
SMOOTH RUNNING ENGINE
NOTE SQUARE WAVEENGINE MISFIRE DETECTED

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M54engMS43/ST036/6/2000
MISFIRE DETECTION
As part of the CARB/OBD regulations the engine control module must determine if misfire
is occurring and also identify the specific cylinder(s) and the severity of the misfire event,
and whether it is emissions relevant or catalyst damaging. In order to accomplish these
tasks the control module monitors the crankshaft for acceleration losses during firing seg-
ments of each cylinder based on firing order.
Misfire Detection Example: M54 (6 Cyl.) with Siemens System
The misfire/engine roughness calculation is derived from the differences in the period dura-
tion (T) of individual increment gear segments. Each segment period consist of an angular
range of 120° crank angle that starts 78° before Top Dead Center (TDC).
If the expected period duration is greater than the permissible value a misfire fault for the
particular cylinder is stored in the fault memory of the ECM. Depending on the level of mis-
fire rate measured the control unit will illuminate the "Service Engine Soon" light, may cut-
off fuel to the particular cylinder and may switch lambda operation to open-loop. All mis-
fire faults are weighted to determine if the misfire is emissions relevant or catalyst damag-
ing.
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