engine BMW X5 2001 E53 Workshop Manual

2
Introduction
The X5 marks BMW’s introduction into the luxury “Sports Activity Vehicle (SAV)” niche seg-
ment of the Sport Utility Vehicle market. While carrying the designation X5, the vehicle is not
based on the 5 Series but it is its own new car-like platform. The X5 is offered with two
engine variants:
• The 4.4 liter M62 TU engine equipped with the A5S 440 Z automatic transmission.
• The 3 liter M54 engine with either the GM 5 automatic or 5 speed manual transmission
The X5 incorporates the following
features:
• Four wheel independent sus-
pension (BMW tradition)
• Full time - all wheel drive
(planetary gear transfer case)
• All road vehicle (ON/OFF road
capabilities)
• High ground clearance
• Unitized body and Chassis
(car like ride and handling)
• Double pivot front suspension
• “Integral Link” rear suspen-
sion with air spring self level-
ing
• X5 specific traction control
system
Two different suspension options are offered (standard and sport) with different springs,
shock absorbers and stabilizers.
The X5 has 180 mm ground clearance, for both suspensions to allow off road travel.
However, the suspension travel is the same as the E39 which allows the X5 to retain a car
like feel when driven every day.
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Body
The design of the X5 originated in California at BMW’s Design Works. The SAV look was
further developed and refined in Munich. Traditional BMW features such as the Kidney
grilles, quad headlights, reverse link rear side window trim and typical rear tail light treat-
ment allow the X5 to assume a BMW identity. Yet the unique side and hood treatments as
well as the large wheel house openings and high ground clearance set the X5 apart as its
own distinctive vehicle.
The design criteria for the X5 was to develop a vehicle with the superb handling and sporty
driving characteristics that are typically BMW, yet produce an all wheel drive vehicle that can
also be used off-road. This was achieved through the use of independent front suspension
and multi-link rear suspension components that are taken from the E38/E39 vehicle design
and expanded by the addition of front drive components.
The entire body shell/frame assembly of the
X5 is reinforced to ensure optimized body
rigidity.
In addition to the cross bracing on the front
suspension/engine carrier, an additional
panel is installed between the bulkhead and
transmission tunnel.
The floor pan of the X5 is reinforced with
additional ribbing and cross braces to
increase the lateral rigidity. A continuous seat
cross brace is connected to the floor pan
and side sill for reinforcement.
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Cross
Brace
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Reinforcement Panel

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Specifications
X5 3.0iX5 4.4i
Doors 5 5
Length 4666 mm 4666 mm
Width 1872 mm 1872 mm
Height 1717 mm 1717 mm
DImensions:
Vechicle Weigth withTransmission:
Automatic 2015 Kg 2085 Kg
Manual 1990 Kg Not Available
General
Fuel 92l 92l
Drag Coefficient 0.35 0.36
Payload 610 kg 555 kg
Roof Load 150 kg 150 kg
Gross Weight 2600 kg Not Available
Manual Trans.
Gross Weight 2625kg 2650kg
Auto Trans.
Cargo Volume 16.1/54.4 cu ft. 16.1/54,4 cu ft.
Towed Weight Braked 1600 kg Not Available
Manual
Towed Weight Braked 1700 kg 750 kg
Automatic
Turning Circle 39.7 ft. 39.7 ft.
X5 3.0iX5 4.4i
X5 3.0iX5 4.4i
Designation M54B30 M62 TU B44
Engine Management Syst. MS 43 ME 7.2
Horsepower (HP) 225@5900RPM 282@5400RPM
Torque 293@3500RPM 440@3600RPM
Bore 84mm 92mm
Stroke 89.6mm 82.7mm
Compression 10.2:1 10.0:1
X5 3.0iX5 4.4i
Engine:

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Climate Control System (IHKA)
The IHKA is standard equipment on the X5 with the M62 engine and optional equipment
on the M54 version. The IHKA system is taken from the E39 sedan and includes all func-
tions and features of the IHKA currently installed in the E39.
Features of the IHKA system include:
• Integrated control panel/module.
• Separate temperature control for the driver and front passenger.
• Air flap control through the use of bussed stepper motors.
• Automatic Recirculation Control (AUC).
• Recirculation air flap control from the MFL.
• “REST” function for residual heat when vehicle is stopped.
• Service station feature that closes the water valves when stopped to prevent hot water
circulating into the heater cores.
• A/C compressor clutch activation through a final stage control.
• Center face vent stratification control through a bowden cable.
• Separate blower motor for rear passenger compartment
The rear blower motor is located below the center storage box behind the center air outlet
grilles. The blower speed control is mounted in the panel below the outlets. Cool or strati-
fied air is available at the center outlets.
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IHKA Air Flow
The micro filter for the IHKA system is installed in the engine compartment in the center of
the fire wall.
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Warm Air Flow
Stratified Air Flow
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Drivetrain
The transfer case, driveshafts, final drives and half shafts make up the drivetrain assembly.
The transfer case is always mounted in the same position on the X5. This applies to other
markets and future models that will utilize different transmissions for different engine con-
figurations. With these models, the transmission tail shafts will be modified to match up with
the transfer case.
The rear driveshaft is a two piece unit using a center bearing, while the front drive shaft is
a single piece that is splined to the transfer case and bolted to the front differential.
The breather vents for both differentials and the transfer case are mounted higher up on the
chassis to prevent water from entering if the vehicle is driven off road through water. The
front breather passes up into the engine compartment and is mounted under the left side
ignition coil cover. The rear breather passes along the under side of the body and is mount-
ed behind the left side wheel arch cover. The breather vent for the transfer case is mount-
ed up high in the driveshaft tunnel.
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Rear Suspension
The rear suspension is the “intragal” multi-link design taken from the E38/E39 vehicles.
Several components AER made from aluminum to erduce the unsprung weight. The X5
with the M62TU engine uses the EHC (air spring) suspension system. The EHC functions
the same as the E39 Sport Wagon with only minor differences to the components and lay-
out of the system. The X5 with the M54 engine will use standard springs in the rear with the
EHC system as an option. The rear struts on the X5 are mounted to the body instead of
the sub-frame.
The rear axle sub-frame is mounted to the body through four bushings (larger than E38) for
increased load and comfort. The rear differential is mounted through three rubber bushings
two in the front and one hydromount in the rear. The wheel bearings are similar to the E39
but incorporate different seals - designed for off-road use.
New special tools are available for adjusting the rear suspension due to the limited space.
Rear Axle Technical Data
Track: 1576mm
Toe In: 18 Feet
Camber 1 Degree 50 Feet

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Overview of EHC Control System
The control philosophy of EHC is to "Initiate a control sequence only when necessary". The
system offers the following advantages:
• The control system operates independently from the vehicle’s engine (no engine driven
hydraulic pump system as per previous self leveling systems).
• Individual control of the rear wheels is possible
• An uneven load is identified and compensated for
• Uneven road surfaces are identified and not compensated for
• Automatic control is interrupted when cornering
• The system is diagnosable using the DIS or MoDiC
The air suspension system consists of the following components:
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EHC System Components
Control Module
The Control Module is mounted in the module carrier box in the luggage compartment on
the right side. It contains the processing electronics and final stages for operation of the
EHC system.
The control module receives the follow-
ing inputs for its processing functions:
• KL 30 & 31 (Power/Ground)
• KL 15
• Left & Right Ride Height Sensors
• K Bus for;
- Vehicle speed
- Engine running
- Door/tailgate - open/closed
The control module incorporates two filters (slow/rapid) for processing the input signals
from the ride height sensors. Depending on the operating mode, either the slow or rapid fil-
ter is used to check the need for a regulating sequence.
The slow filter is used during the normal operation mode to prevent normal suspension trav-
el from causing the system to make adjustments.
The rapid filter is used during the pre-run and tailgate (LID) modes to ensure that the sus-
pension is adjusted quickly while the vehicle is being loaded or checked prior to operation.
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Normal Operation Mode
Once the rear lid is closed, KL 15 switched ON and the engine started, the system switch-
es into the normal operation mode. In the normal mode, the control module will constantly
monitor the input signals from the ride height sensors and will activate a correction if the
ride height deviates by at least 10mm.
Tailgate Operating Mode
The tailgate operating mode is activated if the gate is opened with KL - 15 On and the
engine running. The difference between this mode and the normal operating mode is the
response time is rapid instead of slow .