brake BMW X5 2006 E53 M62TU Engine Workshop Manual

TABLE OF CONTENTS
SubjectPage
M62TU Engine . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2
Vanos Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-12
Engine Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
IHKA System Auxilary Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DME-ME 7.2 Engine Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
IPO ME 7.2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Integral Electronic Throttle System (EML). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Input Signal/Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Camshaft Position Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Hot Film Air Mass Sensor (HFM 5). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Integrated Ambient Barometeric Pressure Sensor. . . . . . . . . . . . . . . . . . .21
Radiator Outlet Temperature Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
DSC III Road Speed Signal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Accelerator Pedal Sensor (PWG). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
EDK Throttle Position Feedback Signal. . . . . . . . . . . . . . . . . . . . . . . . . . 24
MFL Cruise Control Data Signal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Brake Light Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Can Bus. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Output Control Functions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .27
E-Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Secondary Air Injection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Auxiliary Fan Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Electric Throttle Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
DM-TL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . 31
Leak Diagnosis Test Precondition. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

15
DME-ME 7.2 ENGINE MANAGEMENT SYSTEM
The “ME” designation identifies the system as “M” = Motronic, “E” = EML.
• Manufactured by Bosch to BMW specifica-
tions
• 134 pin SKE (standard shell construction) con-
trol module located in E box
• Diagnostic communication protocol-KWP2000
• Uses break-out box set (P/N 90 88 6 121 300)
• Integral EML throttle control system
- monitors an interior installed PWG
- actuates an electric throttle valve (EDK)
• Integral Cruise control functionality
- monitors cruise control requests
- monitors brake pedal and clutch switches
- carries out throttle control directly via EDK
• Carries out DSC III torque reduction requests.
• VANOS control
• Integrated altitude sensor
• Integrated temp sensor for monitoring E box
temperatures
• Control of E-box fan
• One touch engine start control
• Oxygen Sensor heating
• Engine overrev & Max speed limitation
• Active Hall sensor for camshaft position monitoring
• Single speed secondary air injection system
• Electrically heated coolant system thermostat
• Longlife spark plugs
• IHKA Auxiliary Fan control
•DM-TL (Diagnostic Module - Tank Leak Diagnosis System)
ME 7.2 LOCATION IN E-BOX
1
(9 pins)2
(24 pins)3
(52 pins)4
(40 pins)5
(9 pins)

18
PWG SIGNAL MONITORING & PWG FAILSAFE OPERATION:
• As a redundant safety feature the PWG provides two separate signals from two integral
potentiometers (Pot 1 and Pot 2) representing the driver’s request for throttle activation.
• If the monitored PWG potentiometer signals are not plausible, ME 7.2 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, ME 7.2 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.
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, ME 7.2 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 ME 7.2 uses the air mass signalling as a “virtual potentiometer” (pot 3) for a
comparative source to provide failsafe operation.
- If ME 7.2 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 ME 7.2 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%.

23
ACCELERATOR PEDAL SENSOR (PWG)
The driver's application of the accelerator pedal is monitored by a PWG sensor in the dri-
ver's footwell as with previous non-bowden cable EML systems.
The PWG provides two separate variable voltage signals to the ME 7.2 control module for
determining the request for operating the Electric Throttle Valve (EDK) as well as providing
a kickdown request with automatic transmission vehicles.
The ME 7.2 monitors the changing signal
ranges of both circuits as the pedal is pressed
from LL to VL.
• In vehicles equipped with an automatic transmission (A5S 440Z), the ME 7.2 recognizes
the max pedal value (4.5V) as a kickdown request and signals the AGS via CAN bus.
PWG SIGNAL MONITORING & PWG FAILSAFE OPERATION:
• If the monitored PWG potentiometer signals are not plausible, ME 7.2 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, ME 7.2 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.

25
MFL CRUISE CONTROL DATA SIGNAL
The ME 7.2 control module provides the FGR cruise control function. Throttle activation is
provided by ME 7.2 automatic control of the EDK and monitoring of the throttle plate posi-
tion feedback potentiometer signals.
All of the familiar driver requested cruise control function requests are provided to the ME
7.2 control module via the MFL control module on a single FGR data signal wire.
BRAKE LIGHT SWITCH
The Electronic Brake Switch (Hall effect) provides brake pedal position status to the ME 7.2.
The control module monitors both the brake light and a separate brake light test switch cir-
cuits for plausibility.
When the brake pedal is pressed the brake light segment of the switch provides a ground
signal. Simultaneously, the brake light test switch (located in the same housing) provides a
high signal.