E60 m5 complete vehicle

BMW Service Aftersales Training

E60 M5Complete vehicle

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The information contained in this Participant's Manual is intended solely for participants of theBMW Aftersales Training course.

Refer to the latest relevant "BMW Service" information for any changes/supplements to theTechnical Data.

Information status: October 2004

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© 2004 BMW GroupMünchen, Germany. Reprints of this manual or its parts require the written approvalof theBMW Group, München.VS-12 Aftersales Training

Participant's ManualE60 M5 - Complete vehicle

S85B50 engine

Digital motor electronics (DME) S85B50

Sequential M gearbox (SMG 3)

Dynamic stability control (DSC)

Displays, indicators and controls

ContentsE60 S85 - The New M5

System overview 1

Foreword 1

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System overviewE60 S85 - The New M5

Foreword

The new BMW M5 will be launched inOctober 2004. It will be the most powerful M5of all time and the first to exhibit this powerpotential at first glance.

The basic concept, however, remainsunchanged: The E60 M5 too combines -without compromise - the qualities of a luxuryclass Saloon with the power potential of asports car. Its visual appearance, however, isintentionally somewhat less discreet as itspredecessor. The front and rear aprons arenow slightly more prominent and, togetherwith the rear spoiler, 4-pipe exhaust systemand 19" wheels, the in the meantime M5-

characteristic side gills unmistakably identifythe M5 at first glance - even from the side.

The highlight of the new M5 is, of course, theV10 engine derived from BMW-WilliamsFormula 1. With the governed limit at8,250 rpm, it not only provides Formula 1performance but also develops that typicalFormula 1 sound.

Despite these features, the M5 still remains anunderstatement-product. Its exterior conveysa powerful yet still reserved appearance. At nopoint has its everyday suitability gained fromthe E60 series been lost.

The most important features in brief

10-cylinder Formula 1 engine

The V10 all-aluminium naturally-aspiratedengine with 5 l displacement develops400 bhp output. This output can be increasedto over 500 bhp by pressing the power buttonon the centre console.

As in the Formula 1, the bedplate structureensures low-vibration stability with matchingrigidity. The engine is controlled by theSiemens MS_S65 engine management whilethe knock control is based on ionic currenttechnology.

The 2-disc dry clutch also stems fromFormula 1, while the gears are shifted with a 7-speed SMG 3 gearbox specifically adapted tothe high speed concept.

Despite these impressive performance data,the E60 M5 conforms to the exhaust emissionstandard EU4.

Body and suspension

Prominent front and rear aprons, paired withside sills and a powerful rear spoiler clearlydistinguish the M5 from the E60 Series. A reardiffuser - also a Formula 1 offshoot - providesan additional power boost on the rear axle.

With the push of a button, the new DSC on theM5 provides substantially greater lateral forcefor fans of the controlled drift. The rear axlelock is not fixed at 25% but rather providesvariable control.

Control and individualization

The buttons on the shift lever can be used tovary the performance control systems. Theaccelerator pedal characteristic, EDC andServotronic can be individually configured andselected by means of M-buttons on thesteering wheel. The head-up display isspecifically adapted to the M5 environment.

Identification badge: The M sidegills

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Technical data and competitors

BMWM5 (E60)

MercedesE55 AMG

AudiRS6 plus

Length (mm) 4855 4818 4858

Width (mm) 1846 1822 1850

Height (mm) 1469 1412 1425

Wheelbase (mm) 2889 2854 2759

Toe, front (mm) 1580 1583 1578

Toe, rear (mm) 1566 1551 1587

Unladen weight (kg) 1830 1835 1880

Payload (kg) 545 525 540

Luggage compartment capacity (l) 500 530 455

Engine / Valves per cylinder V10 / 4 V8 / 3 V8 / 5

Displacement (ccm) 4999 5439

Compressorsupercharging

4172

Bi-turbocharging

Engine output (bhp) 507 476 480

At engine speed (rpm) 7750 6100 6000 - 6400

Nominal torque (Nm) 520 700 560

At engine speed (rpm) 6100 2650 - 4000 1950 - 6000

Governed engine speed (rpm) 8.250 6.250 6.600

Transmission 7-speedSMG gearbox

5-speedautomaticgearbox

5-speedautomaticgearbox

Fuel consumption (l/100 km EU) 14,8 12.9 14.6

Fuel tank capacity/range (l/km) 70/473 80/620 82/561

Wheels and tyres Front:255/40 R19on 8.5 J x 19

Rear:285/35 R19on 9.5 J x 19

Front:245/40 R18on 8 J x 18

Rear:265/35 R18on 9 J x 18

Front andrear:

255/35 R19on 9 J x 19

0 - 100 km/h (s) 4.6 4.7 4.6

V max (km/h) 250(governed)

250(governed)

280(governed)

Purchase price (Euro) 86,200.00 90,422.00 101,050.00

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ContentsS85B50 Engine

Objectives 1

Introduction 3

System overview 5

System components 17

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ObjectivesS85B50 Engine

Purpose of this Participant's Manual

The Participant's Manual is a documentdesigned to accompany a seminar while at thesame time serving as a source of reference.

This Participant's Manual describes newfeatures and further developments of theS85B50 engine.

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IntroductionS85B50 Engine

Introduction

The S85B50 is the first 10-cylinder enginefrom BMW for series production vehicles. Thehigh speed layout of the S85 is a guarantee fora high degree of spontaneity in engineresponse and uniform power development.Due to the, for an in-line engine, very high topengine speed of 8,250 rpm, an extremely rigidengine block is necessary in order towithstand the vibrations and to satisfy theacoustic requirements.

For this reason, a bedplate structure waschosen for the engine block. The cylinderhead is also designed as a one-piece unit inorder to achieve the greatest possible rigidityand to reduce sealing surfaces.

The valve train especially the box-type tappetswith hydraulic lash adjusters (HVA) have beenoptimized with regard to weight and friction.

The high dynamics and spontaneity of theengine render necessary extremely fastadjustment of the VANOS. This is achieved byan oil pressure of 115 bar as well as newproportional valves and VANOS gearmechanisms.

The rapid engine response also necessitatesthe use of individual throttle valves that areoperated side-specific.

The S85 is equipped with a double-disc clutchand dual-mass flywheel (ZMS) in order totransmit the high power to the transmission.

Technical data

Engine designation S85B50

Engine type V10, 90°Displacement 4,999 cm3

Bore 92 mm

Stroke 75.2 mm

Power output 373 kW/507 bhp at7,750 rpm

Torque 520 Nm at 6,100 rpm

Engine speed 8,250 rpm

Weight 240 kg

1 - S85B50 Power output diagram

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System overviewS85B50 Engine

S85B50

Engine block with bedplate

The lower bearings of the crankshaft inconventional crankcases are designed asindividual bearing bridges.In order to reliably take up the piston forces,these "main bearing bridges" are made of castiron.The bearing bridges are cast and aremachined together with the crankcasefollowing initial assembly.In the case of the bedplate-type crankcase,the crankcase is split at the level of thecrankshaft into the upper section of thecrankcase and lower section of the crankcase,i.e. the bedplate.In the split crankcase with bedplate, thecrankshaft bearings are an integral part of aseparate, stable frame, i.e. the bedplate.

The bedplate is machined together with thecrankcase and, after assembling thecrankshaft, mounted to the upper section ofthe crankcase.

Features

• The crankcase is additionally stiffenedtowards the oil pan by the completebedplate. Consequently, the entire engineis on the whole more rigid and moreresistant to torsion.

• The additional rigidity of the crankcase alsoimproves the engine acoustics.

• The bedplate makes it possible toaccommodate additional assemblies in thelower section of the engine.

• The bedplate facilitates simple and fastassembly of the crankshaft main bearings.

1 - Crankcase with bedplate (grey = aluminium, dark grey = cast iron, blue = water area, yellow = oil area)

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Bedplate screw connection

The bedplate is secured to the upper sectionof the crankcase with the main bearing bolts.The positions are fixed with fitted sleeves(NG4) or screws with adapter sleeves (S85).The engine serial number is punched on thebedplate (see arrow).

To ensure trouble-free operation of thecrankshaft, it is essential that the specifiedsequence of the bedplate screw connectionsis adhered to. Any deviations from thissequence can result in engine damage andleaks in the bedplate/crankcase.

The bedplate facilitates simple and fastassembly of the crankshaft main bearings.

The bedplate must be sealed from thecrankcase. Since the crankshaft bore isproduced together with the bolted bedplate, aflat gasket cannot be used otherwise thecrankshaft bore would be enlarged. For thisreason, bedplate-type engines are sealed witha liquid sealing compound in a groove.

After completely bolting the bedplate to thecrankcase, the liquid sealant is injected viainjection nozzles into the groove.

2 - Bedplate screw connection

3 - Injection opening in crankcase for liquid sealant

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Bedplate sealing

Primer is used to harden the liquid sealant atthe outlet points.

Crankshaft driveThe forged crankshaft has a crank pinsequence of 72°. The sprocket for the primarytiming gear is produced as one part togetherwith the crankshaft.Both the pistons as well as the steel crackedconnecting rods are asymmetric.

4 - Sealant outlet

5 - Crankshaft with connecting rods and pistons

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Cylinder headThe one-piece design of the cylinder headoffers advantages with regard to rigidity and areduction in sealing surfaces.Both the idle air port as well as the secondaryair channel are integrated in the cylinder head.

Timing gear

A timing chain with separate chain tensionerdrives each intake camshaft (primary timinggear). A toothed drive belt provides the drivefrom the intake camshaft to the exhaustcamshaft (secondary timing gear).

For weight and friction reasons, the shape ofthe hydraulic tappets in the S85 is based onthe box-type tappet as known from motorracing engines. Since the tappets must notrotate in the cylinder head, anti-torsionneedles which run in grooves milled into thecylinder head are fitted in the tappets.

6 - Cross section of cylinder head (red = cut edge, orange = secondary airchannel, blue = water area, aqua = idle air port)

7 - Timing gear S85

8 - Valve train

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VANOS

As known from the S62, the VANOS system isused on the S85 to adjust both the intakecamshaft as well as the exhaust camshaft. Theintake camshafts have an adjustment range of60° crankshaft angle and the exhaustcamshafts 37° crankshaft angle.

The oil pressure of 115 bar is produced by ahigh pressure pump installed in the oil pan.The high pressure pump is driven through agearwheel directly from the crankshaft.

The pressurized engine oil is routed via twodelivery lines to the two VANOS control unitsand to the pressure accumulator.

The adjustment units feature two proportionalvalves that ensure infinitely variable control ofthe oil pressure. Compared to the directionalcontrol valves used formerly, proportionalvalves ensure shorter control times andgreater operational reliability.

9 - VANOS control unit

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The displacement range of the pistons in theVANOS control unit is converted into rotarymotion

by an infinitely variable gear mechanismintegrated in the sprockets.

10 - Hydraulic diagram of VANOS actuator S85

Index Explanation Index Explanation

A Exhaust 4 Filter 50 µm

B Intake 5 Check valve (optional)

C Advance 6 Solenoid valve (3/2-way)

D Retard 7 Adjustment piston, pressureaccumulator

1 Engine oil pump (1-5 bar) 8 Pressure accumulator shut-off valve

2 Filter 80 µm 9 Pressure accumulator

3 High pressure pump 115 bar (HDP) 10 Pressure relief valve HDP VANOShydraulic units (actuators)

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Belt drive

The water pump and alternator are driven bythe main belt drive. The drive is provided bythe pulley on the crankshaft.

The secondary belt drive comprises the powersteering pump and A/C compressor. The driveis provided by the pulley on the crankshaft.

11 - Belt drive over complete side

12 - Main belt drive

13 - Secondary belt drive

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Cooling circuit

Coolant flows both through the cylinder headas well as the engine block in the familiarcross-flow manner. A new feature, however, isthat each cylinder head has its own radiatorfeed and the thermostat is located in thereturn flow line. The radiator is divided into anupper and lower water tank. Coolant thatemerges from the cylinder head 1 - 5 flowsthrough the upper water tank. The coolantfrom cylinder head 6 - 10 flows through thelower water tank.

The split cooler makes it necessary to providethree bleeder openings and two bleeder linesto ensure effective self-bleeding of thesystem.

The tap-off point for the heating system heatexchanger is located at the rear of the cylinderheads. The heating return line and the line tothe expansion tank merge together at a T-piece ahead of the water pump.

14 - Cooling circuit

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Oil circuit lubrication

The S85 is equipped with a quasi-dry sump.For this reason, a suction pump is used topump the oil out of the oil pan in the areaahead of the rack and pinion power steeringgear into the rear oil sump. From here, acontrollable slide valve pump conveys the oilat a max. pressure of 5 bar into the oil filter. Athermostat that enables the path to the enginecooler is additionally located in the oil filterhead. The oil is then routed from the oil filterinto the engine. Here it is divided over threelines to the two cylinder heads and to thecrankcase. A special feature of this system arethe two electrically driven oil pumps that arelocated on the left and right of the oil pan.

The electric oil pumps start up at a transverseacceleration of 0.8 G and pump the oil fromthe cylinder heads which, under thesecentrifugal force conditions, would otherwiseno longer flow back into the oil pan.

The crankcase is ventilated by a cycloneseparator in the intake air manifold 6 - 10. Thereturn flow line from the oil separator and thecondensation return flow lines from the intakeair manifolds are routed along the 6 - 10 sideof the crankcase into the oil sump.

15 - S85 Oil circuit

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Intake air manifold

The S85 is equipped with a separate intake airmanifold for each cylinder bank. The intake airmanifolds are connected via hoses to thethrottle valve assemblies.

10 individual throttle valves control the airsupply for the S85. The individual throttlevalves of each cylinder bank are operatedseparately by an actuator unit and operatingshaft. The actuator motors operateindependently.

The throttle valves are set with respect to eachother (as on S54). There are no facilities for thesynchronization of the cylinder banks withrespect to each other as well as for setting thefull load stop. The necessary corrections areundertaken by the engine management (seesection entitled Engine ManagementMS_S65).

Idle control systemThe idle speed is controlled by two idle speedactuators that route the intake air from theintake air manifolds directly into the idle air portof the respective cylinder head. Each cylinderbank is controlled individually.

16 - Intake air manifolds S85

17 - S85 Throttle valves

18 - Idle control system

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Secondary air system

After the engine has been started, the electricsecondary air pump mixes fresh air with theexhaust gas to bring about oxidation of theuncombusted hydrocarbons in the exhaustgas. As a result, the HC component in theexhaust gas is reduced and the light-offtemperature of the near-engine main catalyticconverters is reached at a faster rate. Toconform to the stringent exhaust emissionregulations in the USA, it is necessary tocontrol the secondary air. This is achieved byan idle speed actuator in the secondary air lineon the US version of the S85.

The secondary air is injected into the exhaustports via vacuum-controlled diaphragm valveson the cylinder heads.

The vacuum necessary for activation of thesecondary air valves is taken from the cylinderhead 6 - 10 and switched by an electricchangeover valve. A check valve prevents thereturn into the cylinder head.

The vacuum lines from the electricchangeover valve to the secondary air valvesare routed in the wiring harness duct.

19 - Secondary air system

Index Explanation

1 Diaphragm valve

2 Secondary air actuator (US versiononly)

3 Secondary air pump

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System componentsS85B50 Engine

Basic engine and add-on parts

Upper section of crankcaseThe upper section of the crankcase is madefrom an aluminium alloy (GK Al-Si17Cu4Mg T5). The contact surfaces of the

cylinders are machined in accordance with theAlusil process.

BedplateThe bedplate consists of an aluminium frame(G AlSi7Mg0.3 T6) in which the grey cast ironbearing bridges (GGG 60) are cast. Aftercasting, the component is subject to stress-

relief annealing for 8 hours at a temperature of525 °C, it is then quenched in water at 70 °Cand aged for 5 hours at a temperature of165 °C.

CrankcaseThe crankcase comprises the bedplate andupper section of the crankcase. As alreadyused on the N42, the seal is provided by aliquid sealant in a groove that is milled into theupper section of the crankcase.

It is important that the assembly sequence isfollowed precisely in order to avoid stress inthe crankcase when assembling the uppersection and base plate:

1. Position the bedplate diagonally on thebearing blocks 1 and 6 by means of twoM8x94 screws.

2. Provisionally fasten the bedplate with theten M8x94 screws.

3. Tighten the M11x115 bolts to settingtorque

4. Tighten the M11x115 bolts to specifiedrotary angle

5. Tighten the M8x94 bolts to setting torque

6. Tighten the M8x94 bolts to specifiedtorque

7. Tighten the M8x60, M8x35 and M8x25bolts to the specified torque

Cylinder headThe cylinder head is made from an aluminiumalloy (GK AlSiMgCu0.5 wa).

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Crankshaft/main bearingsThe crankshaft is forged from a high-strengthsteel 42CrMo4 and weighs 21.63 kg. Aftergrinding the bearing points, the shaft isnitrocarburized.

The colour codes of the main bearing shellsare stamped on the crank web of the first mainbearing.

Connecting rodsThe forged connecting rods of the S65 aremade from the material 70MnVS4 BY. As onthe S65, the large connecting rod eye of theconnecting rods used on the S85 is cracked,thus achieving an unmistakable parting jointwith outstanding fit accuracy. As on the NGengines, the small connecting rod eye istrapezoidal, enabling it to support the forceover a large area. The connecting rods weigh582 g and are produced to a tolerance of ±2 g. No classification is necessary in view ofthis very close tolerance range. Whenassembling the connecting rods and pistons itis important to bear in mind that theconnecting rod is asymmetrical and, in thesame way as the piston, must be specificallyinstalled with respect to forward direction.

The one-sided reduction of the thrust collar by1.5 mm per connecting rod serves thepurpose of shortening the lateral offset by atotal of 3 mm and therefore reducing the totallength of the engine by 3 mm. The installationdirection is indicated by two elevations on theconnecting rod.

1 - Main bearing classification (G = green; Y = yellow; V = violet)

2 - Asymmetry of connectingrod

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The specified tightening operation for theconnecting rod bolts must be adhered toprecisely. Tightening the bolts three times tothe same tightening angle gives rise to acertain training effect (work hardening) in theconnecting rod bolts, resulting in increasedpretensioning force and simultaneously inpretensioning force spread. Disregard of or amix-up in the bolt tightening instructions canlead to 100 % engine damage by connectingrod bolts working loose.

PistonsThe piston is cast from aluminium(Al Si12CuNiMg). Since an aluminium pistonis an unfavourable friction partner for analuminium cylinder, the piston skirt is coated

with a galvanic ferrous layer (Ferrostan) at alayer thickness of approx. 10 µm. An additionalapprox. 2 µm tin layer serves as a running-inlayer.

CamshaftThe camshaft mounted in nine bearings is ahollow chill casting (GGG 60). For the firsttime, the wheel for the camshaft sensor is caston the camshaft on the S85. An M12x1 thread

is integrated in the camshafts for the centralscrew connection of the VANOS gearmechanism.

Valve springsConical valve springs are used on the S85.The same springs are used for the intake andexhaust.

Valve cottersThe valve cotters are designed as single-rowclamping-type cone cotters. In contrast to thethree-row valve cotters, these clamping-typecone cotters prevent the valve turning duringoperation as neither a cleaning effect norrunning-in is necessary thanks to the cleanand efficient combustion and the very closeproduction tolerances. An advantage of theclamping-type cone cotters is their low weight(approx. 50 % lighter than the three-row valvecotters).

In addition, the force of the valve spring is nottransmitted positively but rather non-positivelyvia the grooves in the valve stem. At a stemdiameter of 5 mm, this arrangement protectsthe material more effectively.

3 - Installation direction of connecting rod

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Box-type tappetsCompared to bucket tappets, box-typetappets permit a substantially greater crowncurvature, resulting in decreased migration ofthe cam and tappet contact point. Analternative is concave grinding of the cams.This, however, involves higher productionexpenditure and produces a bucket tappetwith a considerably larger diameter and

therefore an additional weight of approx. 20 gper tappet. The valve timing gear of the S54 isstill unsurpassed with regard to the movedmasses, however, the box-type tappet of theS85 represents an optimum solution in termsof conflicting objectives such as ease ofservicing, production engineering and movedmasses.

ValvesBoth the exhaust valve as well as the intakevalve are designed as solid stem valves with astem diameter of 5 mm. The intake valves aremade from the valve steel X45CrSi9-3. Theexhaust valve stem is also made fromX45CrSi9-3 and is friction-welded to the valvehead made from NiCr20TiAl.

To improve the cylinder charge, the standardcylindrical runout is not formed on the exhaustvalve in the area of the valve seat but rather the70° bevel has a pointed runout. For thisreason, the intake valve should be handledwith great care as any "knock" could inevitablycause damage to the edges.

VANOS High pressure pump

The high pressure pump is designed as aradial piston pump with five pump plungers. Itis driven via a gear mechanism directly by thecrankshaft. To avoid gearing noise, whenmounting the sprocket of the high pressurepump, the coated part must face towards thecrankshaft without any clearance. The correctgear clearance is then establishedautomatically by the coating scraping off.

The high pressure pump receives it oil supplyfrom the bedplate. An 80 µm fine filter isinstalled in the transition hole from thebedplate to the high pressure pump. This filterhas the sole purpose of holding back anyimpurities that may accumulate during seriesproduction and is not replaced during vehicleoperation.

A feed valve in the high pressure pumpensures a constant supply of oil over the entirepressurized engine oil range.

4 - VANOS High pressurepump

5 - Coated segment of high pressure pump gearwheel

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The high pressure pump consists of the fixedstator about which the rotor rotates. Fivemoving plungers are mounted in the rotor. Thestator and rotor are installed off-centre in thepump housing. The plungers are guidedradially as the rotor rotates thus producing thepump stroke motion.

The pressure relief valve integrated in the highpressure pump opens in response to pressurepeaks in the high pressure system and opensup a bypass to the oil pan.

The oil pressurized at 115 bar is routed viathree delivery lines to the two VANOS controlunits and to the pressure accumulator.

VANOS High pressure system

6 - Feed valve in high pressure pump

Index Explanation

1 Engine oil

2 Oil feed, high pressure pump

7 - High pressure radial piston pump with fixed stator 1 and moving rotor 2

Index Explanation

1 Rotor

2 Stator

3 Pump housing

4 Engine oil is supplied by the statorand taken up by the pistons

5 Engine oil is compressed andreturned to the stator at 100 bar

8 - High pressure line

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VANOS Actuators

Separate adjustment units are provided foreach cylinder bank for the purpose ofadjusting the VANOS gear mechanism. Theseadjustment units are known as the actuators.The VANOS high pressure pump suppliesthem with oil under high pressure.

Since, due to the gearwheel connection theintake camshaft and exhaust camshaft rotatein opposing directions, the intake is adjustedtowards advance and the exhaust towardsretard when the plunger extends.

The adjustment pistons are designed asdouble-acting cylinders and differ with regardto the adjustment range for the intake andexhaust camshafts.

The stroke range on the exhaust side ofmaximum 14.25 mm corresponds to18.5° camshaft angle = 37° crankshaft angle.The stroke on the intake side of maximum25.25 mm corresponds to 30° camshaft angle= 60° crankshaft angle.

When extended into the two piston chambers,the adjustment pistons are subject to asystem pressure of 100 bar. They thereforeextend only due to the different piston surfaceareas. The oil from the small piston chamber istransferred into the high pressure circuit. Theproportional valve must be fully actuated inorder to extend the adjustment piston.

9 - Adjustment unit

Index Explanation

1 Adjustment direction, advance

2 Intake

3 Plug contacts

4 Exhaust

5 Adjustment direction, retard

10 - Stroke of adjustment piston

Index Explanation

1 Stroke

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The holding function and piston retraction areachieved by reducing the oil feed on the sidewith the largest piston surface area by partlyactuating the proportional valve. The reducedoil feed decreases the oil pressure, thusinitiating a change in the forces exerted on the

adjustment pistons. The retraction movementof the adjustment pistons is supported by thecamshafts as they push back the spline shaftsin the hydraulic units due to the helical gearingin the VANOS gear mechanism.

VANOS gear mechanism

The VANOS gear mechanism connects thecrankshaft with the intake camshafts as well asthe exhaust camshafts. The gear mechanismalso permits "torsion" of the camshafts. Thegear mechanisms for the intake and exhaustsides differ in terms of the exterior structure ofthe gear and chain drive while the adjustmentmechanism on the inner side is identical.

The gear mechanism is driven by the drivegearwheel that interacts with the helicalgearing on the inner sleeve. The threadedconnections for the gearing connects theinner sleeve to the outer sleeve. With (wide)helical gearing, the inner sleeve acts on thebearing assembly for the drive gearwheel thatis firmly secured to the camshaft with thecentral bolt.

11 - Adjustment piston extending

12 - Adjustment piston retracting

13 - VANOS gear mechanism

Index Explanation

1 Exhaust

2 Intake

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The actuator (adjustment unit) is connected tothe outer and inner sleeve by the screwconnection of the gear mechanism. Duringadjustment, the inner sleeve and outer sleeveare pulled out of and pushed into the gearmechanism.

The inner sleeve is turned by the helicalgearing on the "fixed" drive gearwheel (timingchain drive). Due to the non-positive screwconnection of the outer sleeve, this sleeve alsoturns. In connection with a further helical gear,the outer sleeve now turns the bearing for thedrive gearwheel and in turn the camshaftconnected with the central bolt.

The gear units are mounted in their baseposition, i.e. pulled apart. The camshafts areadjusted when the gear units are pushedtogether.

The drive gearwheel and bearing for the drivegearwheel are connected by a torsion springto assist the return movement.

The mounting screws for the gear mechanismare tightened only lightly when assembling theactuators. As a result, no force is transmittedfrom the outer sleeve to the inner sleeve whensliding the actuators onto the cylinder head (tofacilitate the sliding movement of the gearunit). Due to the "fixed" drive gearwheel, theouter sleeve turns in the direction of enginerotation. At the same time the "fixed" bearingfor the drive gearwheel turns the inner sleeveopposite the direction of engine rotation.

14 - Design of intake gear mechanism

Index Explanation

1 Drive gearwheel assembly

2 Inner sleeve

3 Outer sleeve

4 Bearing for drive gearwheel 15 - Intake gear mechanism adjusted

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The exhaust camshaft is driven by the intakecamshaft in connection with a gear drivemechanism. The drive gearwheel is split in twoin order to avoid gearing noises caused by achange in the driving tooth profile inconnection with a change in load. A disc springturns the two halves of the gearwheel inopposing directions (functional principlesimilar to dual-mass flywheel) so that bothtooth profiles of the exhaust gearwheel alwaysrest on the intake gearwheel under all loadconditions.

16 - Direction of rotation when sliding on the adjustment unit

17 - Exhaust-side sprocket with disc spring

Index Explanation

1 Annular spring

2 Torsion spring

3 Lock screw

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VANOS Pressure accumulatorThe pressure accumulator is preloaded withnitrogen. A piston separates the oil chamberfrom the gas chamber.

The VANOS operating pressure is 115 bar.The shut-off valve on the pressureaccumulator is closed when the engine isturned off. A pressure of 80 bar remains in the

pressure accumulator which is immediatelymade available the next time the engine isstarted.

3 The repair instructions must be observedwhen performing any work on the pressureaccumulator! 1

Oil pumpsThe oil pump is driven by the VANOS highpressure pump in connection with a chain.

The oil pump housing accommodates two oilpumps. The one is a duocentric pump thatpumps the oil from the front oil sump to therear oil sump. The other is a slide-valve typepump which takes the oil from the rear sumpand conveys it to the oil filter at a variablepressure of up to 5 bar.

The pump outlet is determined by theeccentricity of the pendulum-type slide valve.No oil is delivered when the pump runscentrally with respect to the rotor as all pumpchambers are the same size.

The slide valve is displaced by an inclinedpiston. This piston is in equilibrium betweenthe piston spring and the engine oil pressure.The greater the engine oil pressure, the morethe piston is pressed against the spring andthe more the slide valve turns in the directionof 0 delivery.

18 - Drive of oil pump

19 - Oil pan with oil pump

20 - Duocentric pump

21 - Slide-valve type pump

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22 - Minimum delivery

23 - Maximum delivery

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Electric oil pumpsWhen cornering at high speeds, thecentrifugal force forces the engine oil into theouter cylinder head so that it can no longerflow back into the oil pan of its own accord.

It must therefore be pumped off by therespective oil pump and returned to the oil

sump. The electric oil pumps are activated bythe engine control unit that determines thecornering speed with a yaw rate sensor.

The electric oil pumps are protected by heatshields from the heat radiated from theexhaust manifolds.

Oil spray nozzlesDouble-hook oil spray nozzles are used on theS85 for the purpose of cooling the pistoncrown.

The oil spray nozzle is equipped with anintegrated pressure control valve.

Opening pressure: 1.8 to 2.2 bar

Closing pressure: 1.3 to 1.9 bar

Oil filter housingA thermostat that opens the path to theengine oil cooler is mounted in the head of theoil filter housing.

Exhaust manifoldThe S 85 is equipped with a 5-in-1 exhaustmanifold with near-engine catalytic converterfor each cylinder bank. The pipes or runners ofthe manifold are made from stainless steel(X 15 Cr Ni Si 20-12) and have a wall thicknessof 0.8 mm.

24 - Exhaust manifold

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Intake air manifoldThe S85 features a separate intake airmanifold for each cylinder bank that ismounted with hose clips on the throttle valveassemblies.

Cyclone separators are installed in the intakeair manifolds in the area of the fifth and tenthcylinder. The oil from the oil separators andthe condensate from the manifolds merge intwo channels in the crankcase behind thetenth cylinder and routed into the oil sump.

The design of the intake air manifold is similarto that mounted on the S54. The shells arealso made from PA66 on the S85 but they arejoined together by a butt-welding process.

Intake silencersThe air to the intake silencers is drawn in viatwo routes. One from the area behind thekidney grille and the other from the large airinlets in the bumper.

The S85 requires four air ducts in order toachieve maximum output. A large crosssection could not be realized for packagespace reasons. In addition, the upper intakeducts define the fording capability of the M5.

In the US version, the air cleaner element isadditionally equipped with an activated carbonfilter. This filter serves the purpose of ensuringno vapours containing hydrocarbons canescape from the intake area into theenvironment when the vehicle is stationary.

25 - Cyclone separator (1) in intake air manifold

26 - Intake silencers with air ducting

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RadiatorThe radiator of the S85 is divided into an upperand a lower water tank. The lower water tankserves the purpose of cooling the coolant fromthe cylinder side 1 - 5 while the upper tank is

responsible for cooling the cylinder side 6 - 10.Due to this split design, it has been possible toreduce the pressure drop in the radiator fromapprox. 3 bar to approx. 1.4 bar.

ThermostatDue to the two-section cooling concept, thethermostat on the S85 has been relocated inthe return line. It is designed as a conventionalthermostat that opens at a temperature of79 °C.

The coolant from the cylinder heads entersthe connection piece for the radiator feed andfrom here it is routed both via the double O-ring carrier into the thermostat as well as intothe coolant supply hoses.

27 - Sectional view of thermostat housing

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ContentsDME S85B50

Objectives 1

Introduction 3

System overview 5

Functions 7

Functional Principle of the Digital MotorElectronics 7


Digital Motor Electronics (DME) 15

Service information 23

4

ObjectivesDME S85B50



This Participant's manual describes newfeatures and further developments of thedigital motor electronics (DME) for theS85B50 engine.

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2

5

IntroductionDME S85B50

Introduction

The S85B50 engine can develop a poweroutput of 373 kW (507 bhp) and a maximumtorque of 520 Nm.

To ensure the available power is fully utilized ata maximum engine speed of 8,250 rpm whilecomplying with legally stipulated exhaustemission regulations, the engine managementMS_S65 further developed by Siemens onthe basis of the MS_S54 was used for the firsttime.

The use of the MS_S65 with its expandedfunctions made it possible to precisely controlthe engine based on the high speed concept.

The S85B50 complies with the exhaustemission regulations

• Europe: EU4

• USA: US-LEV 2

• Japan: Japan LEV 2000.

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System overviewDME S85B50

The MS_S65 is a further development of theMS_S54 (MS_S54 HP, M3 CSL) that wasused to control the S54 in the E46 M3.

Additional functions used for the first time atBMW were implemented to facilitate the useof the S65 engine management on theS85B50:

• Two-stage selectivity of the maximumengine power output

• Transverse force-dependent control of theelectric oil pumps

• Requirement-controlled fuel delivery withvariable fuel pressure

• Knocking and misfiring detected by ioniccurrent technology.

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6

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FunctionsDME S85B50

Functional Principle of the Digital Motor Electronics

Engine torque controlThe EDR satellite serves the purpose ofcontrolling the engine torque. The maincontrol variable is the quantity of fresh air (air/fuel mixture) supplied to the engine that canbe varied by the position of the ten individualthrottle valves and the two idle speed throttlevalves.

For the control system, the V 10 engine isdivided into two identical blocks (cylinderbanks) each with five cylinders. Each cylinderbank has an idle speed throttle valve and fiveindividual throttle valves.

The five individual throttle valves aremechanically coupled with each other percylinder bank.

The position of the idle throttle valve and theposition of the five individual throttle valves arecontrolled by two actuators per cylinder bankan idle speed actuator (LLS) and an electricthrottle valve actuator (EDR).

The entire intake air control system thereforeconsists of four actuator motors for the throttlevalves.

For safety reasons, each throttle valve isequipped with a return spring that closes thethrottle valves in the event of the respectiveactuator failing.

All four actuator motors are controlled by thecentral engine management (DME).

The DME calculates the target load signal forboth cylinder banks from the input variablessuch as driver's load choice via the pedal valuesensor, coolant temperature and frominterventions of other control units (DSC,ACC, ...). The DME then determines a setposition for the throttle valves (set angle) fromthis target load signal. Initially, the potential ofthe idle throttle valves is exhausted before theindividual throttle valves are opened to allow asubstantially greater volume of air to be drawnin.

Communication with the actuator motorstakes place via the CAN busses. The two EDRare addressed via a separate CAN-bus and thetwo LLS via a common LLS-SMG CAN-bus.

In order to set the engine power outputcorresponding to the input variables, the DMEspecifies for the actuators a target valuerelating to the throttle valve angle which theactuators then assume.

One of the two Hall sensors of the throttlevalve sensor 1 (DKG 1) is made available to theelectric throttle valve actuator 1 (EDR 1) forthe purpose of controlling the individualthrottle valves.

The second Hall sensor of DKG 1 is poweredand read directly by the DME and only servesthe purpose of monitoring the control of theEDR 1. (the same applies to actuator 2(EDR 2)).

The two idle actuators feature an internalincremental angle transducer for controllingthe throttle valve angle of the idle speedthrottle valves. The sensor value is sent backto the DME via the CAN-bus.

The DME determines the current actual loadsignal from the directly read throttle valvesensors and the feedback signals of the LLS inorder to check the setting of the throttlevalves. The plausibility of this load signal ischecked against the signals of the two hot-filmair mass meters (HFM) that measure theintake air masses per cylinder bank.

If the deviations between the target and actualload signal are too great, the plausibility isadditionally checked against the signal fromthe oxygen sensor. The DME responds with acorresponding fault reaction.

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1 - System circuit diagram EDR

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Requirement-oriented fuel delivery with variable pressure

In order to be able to make fuel at variablepressure available to the enginecorresponding to the load status, the DMEactivates the fuel pumps by means of the EKPmodule such that the required target pressureis set irrespective of the quantity of fuelcurrently used. The target pressure variesbetween 3 and 6 bar and can be checked witha test module based on the target curve.

Manual measurement is no longer necessary.The fuel control circuit consists of thefollowing components:

• Electric fuel pumps (EKP)

• EKP module

• Fuel tank with components and line system

• Fuel pressure sensor

• Digital motor electronics (DME) with thecontrol logic.


1 Dynamic stability control (DSC) 12 Throttle valve sensor (DKG)

2 Active cruise control (ACC) 13 Inverted throttle valve sensor (DKG)

3 Safety and gateway module (SGM) 14 Hot-film air mass meter (HFM)

4 Steering wheel 15 Idle speed actuator (LLS)

5 Sequential M gearbox (SMG) 16 Electric throttle valve actuator (EDR)

6 Pedal position sensor (PWG) 17 Electric throttle valve actuator (EDR)

7 Pedal position sensor (PWG) 18 Idle speed actuator (LLS)

8 Digital Motor Electronics (DME) 19 Inverted throttle valve sensor (DKG)

9 Brake light switch 20 Throttle valve sensor (DKG)

10 Clutch switch 21 Hot-film air mass meter (HFM)

11 Transmission switch, idle speed

2 - System circuit diagram of pressure control circuit

Index Explanation

1 Engine

2 Pressure sensor

3 Digital Motor Electronics (DME)

4 EKP module

5 Electric fuel pump (EKP 1)

6 Electric fuel pump (EKP 2)

7 Pressure regulator in fuel tank

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Activation of the fuel pumps

The DME controls the EKP 1 correspondingto requirements via the electric fuel pumpEKP.

The EKP 2 cuts in non-regulated in the highload range. The pressure regulator in the tankis activated in a variable mode in order to setthe fuel pressure to the target value with theactivated second pump.

The PWM interface is a single-wire interface,via which the DME activates the EKP moduleand therefore varies the delivery capacity ofthe electric fuel pump EKP.

The task of the EKP module is to clock theelectric fuel pump (EKP) via the output stagewith precisely this pulse duty factor. Thedeviation of the pulse duty factor between theinput and output PWM signal must not begreater than 3 %.

This tolerance applies over the entire servicelife of the EKP module. The second electricfuel pump EKP additionally cuts in on reachinga pulse duty factor of 100 %.

3 - Block diagram of EKPmodule


1 Activation 4 Control logic EKP 2

2 Power supply 5 Output stage EKP 1

3 Control logic EKP 1 6 Output stage EKP 2

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Ionic current measurementFor optimized engine management in terms ofexhaust emission and fuel consumption, it isnecessary to establish as accurately aspossible the composition of the combustionmixture under all engine operating conditions.

A method for achieving this aim is the so-called ionic current measurement. Ioniccurrent measurement can be used for knockcombustion control and detecting irregularidle speed (misfiring detection).

The ignition spark is triggered by the enginecontrol unit.

A low voltage is applied between theelectrodes of the spark plug immediately afterthe end of the ignition spark and the resultingcurrent (ionic current) is measured.

The ionic current is measured and evaluatedby the ionic current control unit.

The combustion progression in thecombustion chamber can be represented bythe combustion chamber or

cylinder pressure curve.

4 - Ignition 5 - Ionic current measurement

Index Explanation

1 Spark plugs

2 Engine control unit

3 Ionic current control unit

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Ionic current representation

The ionic current progression (curve) isdirectly dependent on the cylinder pressureand the ions in the cylinder.

Generally applicable:

Poor combustion => low cylinder pressure

Good combustion => high cylinder pressure

Free ions additionally split off or separate dueto pressure peaks that occur in thecombustion chamber during knockingcombustion. This results in a change in theionic current progression (curve).

The ionic current is measured and evaluated inthe ionic current control unit.

The resulting corrections to the engine controlare executed in the engine control unit.

6 - Pressure curve (top) and ionic current (bottom)

Index Explanation

1 Ionic current maximum by inductionof ignition coil

2 Ionic current maximum due toignition (flame front directly in areaof spark plugs)

3 The ionic current progression is afunction of the pressure curve

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Comparison of ionic current curves

7 - Normal and knockingcombustion


1 Firing point 5 No knocking

2 End of ignition 6 Time

3 Ionic current 7 Knocking

4 Flame front signal

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Selectivity of maximum engine power outputThe POWER button is a ground switch that ispressed once to enable the maximum enginepower output.

The modes that can be selected with thebutton are P400 and P500.

The P500 Sport mode which also selects aprogressive accelerator pedal characteristiccan be configured only in the "M-Drive" menuand selected via the "M" button on themultifunction steering wheel.

The P400 setting is assumed automaticallywhen the vehicle is restarted.

8 - POWER button

9 - M-Drive menu

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System componentsDME S85B50

Digital Motor Electronics (DME)

DME control unit Siemens MS_S65

As on the E60 production vehicle, togetherwith the intelligent battery sensor IBS and thealternator, the engine management in the E60M5 is responsible for the energy managementand the requirement-oriented service BOS).

One engine control units controls bothcylinder banks.

The firing order is:1-6-5-10-2-7-3-8-4-9.

The MS_S65 is equipped with 6 plug-inmodules (combined in two compactconnectors) that are grouped according tofunctions.

The ignition output stage as well as theknocking combustion and misfiring detectionstage have been relocated to the ionic currentcontrol unit.

The transverse acceleration signal isevaluated by the DSC for the purpose ofdrawing off oil.

Date interfaces:

1. PT-CAN

2. Idle air actuator/SMG-CAN

3. Throttle valves CAN (DK-CAN)

4. BSD-BUS (alternator and IBS)

5. Interface to CAS.

Hot-film air mass meter (HFM)A hot-film air mass meter supplied by Bosch,HFM 5.0 with CL bypass, is used for eachcylinder bank for the purpose of determiningthe intake air mass and its temperature.

The hot-film air mass meter HFM is designedas a plug-in module and is located in the intakesilencer.

1 - MS_S65

2 - HFM 5.0 with CL bypass

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Fuel pressure sensorThe fuel pressure sensor is located in the frontleft wheel arch.

This sensor measures the current fuelpressure and transfers the value to the enginemanagement.

Electric fuel pump (EKP)The fuel tank contains two fuel pumps that aredesigned as vane pumps.

Both pumps are integrated in the right-handhalf of the fuel tank.

The fuel filter and the pressure regulator arepositioned in the left half of the fuel tank.

3 - Fuel pressure sensor

4 - Fuel tank withcomponents


1 Pressure regulator 3 EKP 1 and 2

2 Fuel filter

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EKP moduleAs on the E60 Series (8-cylinder and diesel),the EKP module is located on the rear right inthe luggage compartment. The power output

stage of this control unit has been adapted tothe additional pump and the modified controllogic.

Ionic current control unitThe two ionic current control units supplied bythe manufacturer Helbako are mounted on the

front of the cylinder head covers of therespective cylinder bank.

Crankshaft sensorThe crankshaft sensor registers the enginespeed at the incremental wheel of the ringgear. The position of the crankshaft isdetermined by a tooth gap.

The incremental wheel on the ring gear has apitch of 60 - 2 teeth.

The sensor is designed as an inductivesensor.

Camshaft sensorEach camshaft is monitored by an individualHall sensor.

The sensor wheel is cast onto the camshafts.

Oil condition sensor (QLT)The oil condition sensor has been adaptedfrom the N62 and the softwarecorrespondingly adapted.

5 - Ionic current control unit

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Oil pressure switchThe signal from this switch is transferred tothe DME where it is evaluated. In the event ofa deviation from the specified value, the DME

sends a corresponding message to the CIDwhich in turn displays an associated checkcontrol message.

Oil extraction pumpTwo independent return pumps are installedon the S85B50.

Different from the predecessor model, thesepumps are activated as from a centrifugalforce of 0.8 G.

The pumps extract the engine oil that remainsin the cylinder head and conveys it to the oilsump.

The DSC informs the DME of the currenttransverse force via the PT-CAN.

6 - Oil extraction pump

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Idle speed actuator (LLS)

The two idle speed actuators LLS aredesigned as throttle valve actuators and arelocated in the V-area.

The idle speed actuators communicate withthe DME via the LLS/SMG-CAN.

The idle speed actuators are initializedautomatically when the engine is stationaryand the ignition is ON.

7 - Idle speed actuator 8 - Idle speed actuator (sectional view)

Index Explanation

1 Throttle valve

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Throttle valve actuator motorOne actuator motor (EDR) moves fivemechanically coupled throttle valves on eachcylinder bank.

Each EDR consists of an actuator motor withgear mechanism and electronic control

module. The communication with the DME viaCAN, the control and activation of the actuatormotor and the internal diagnosis functions arecontrolled by the electronic control module.

9 - Electric throttle valveactuator (EDR)

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Throttle valve sensor (DKG)Two potentiometers are activated per cylinderbank:

• One potentiometer for the position control.It is powered and read by the EDR satellite.The read value is transferred via the CAN tothe DME. In the event of failure, the affectedunit is switched off.

• A further potentiometer is responsible formonitoring. It is powered and read by theDME.

Both throttle valve sensors 1 and 2 aredesigned as double Hall sensors. These four

sensors detect the position (angle) of thethrottle valves of cylinder bank 1 and 2.

The two Hall sensors integrated in onehousing feature an inverted characteristiccurve (one raising, one falling).

The EDR uses the sensor with the raisingcharacteristic for position control purposes.

The DME uses the redundant sensor withfalling characteristic to monitor the throttlevalve control.

Secondary air pumpThe electric secondary air pump ismaintenance-free. The integrated filter doesnot need to be changed.

The pump is activated by the DME. Thedelivery capacity is always at 100 % and is notcontrolled.

10 - Throttle valve sensor (1)

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Mini HFM for secondary air systemA mini HFM measures the secondary air massin the intake pipe of the secondary air pump.

This monitoring facility has proven necessaryin view of the ever lower exhaust emissionvalues.

Primary oxygen sensor (control sensor)The familiar oxygen sensors LSU 4.9 withcontinuous characteristic are used as theprimary oxygen sensors (control sensors).

They are installed in the intake funnel of thenear-engine catalytic converters.

Secondary oxygen sensor (monitor sensor)The secondary oxygen sensors (monitorsensors) are the already familiar discontinuouscharacteristic sensors LSH 25.

Exhaust gas temperature sensorThe exhaust temperature sensors aredesigned as NTC measuring elements.

The sensor can detect temperatures of up toapprox. 1,200 °C.

This sensor is mainly used to protect thecatalytic converters.

Pressure accumulator shut-off valve (VANOS)The shut-off valve ensures that the highpressure engine oil remains in the pressureaccumulator after turning off the engine.

The valve is therefore closed when no poweris applied and is opened on request by theDME (no proportional opening).

11 - Mini HFM

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Service informationDME S85B50

Electric throttle valve actuators (EDR)The two EDRs can be used individually.

Following replacement, the limit stops mustbe initialized by actively switching terminal 15

for at least 1 minute without starting theengine.

The DME controls the synchronization withrespect to each other.

Individual throttle valveThe individual throttle valves can be adjustedindividually with respect to each other

DME programmingThe control unit can be reprogrammed up to63 times.

VANOS Pressure accumulatorThe repair instructions must be followedprecisely when working on the VANOSsystem!

Ionic current technologyThe information provided in the repairinstructions must be followed precisely whenreplacing the spark plugs as

the spark plugs are an integral part of the ioniccurrent measuring circuit.

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24

ContentsSequential M gearboxSMG 3

Objectives 1

Introduction 3

System overview 5

Functions 13


Service information 21

4

ObjectivesSequential M gearbox SMG 3



This Participant's Manual describes the newfeatures and further developments of thesequential M gearbox (SMG 3).

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IntroductionSequential M gearbox SMG 3

New 7-speed SMG

A new 7-speed sequential M gearbox (SMG)has been developed for the E60 M5. TheSMG 3 is designated SMG Getrag 247.

In addition to the special functions such aslaunch control, hill ascent assistant, drive logicand tyre teach-in function, the SMG 3 is thefirst sequential M gearbox that has beenspecifically developed for automatedoperation. The central gearshift shaft has beenreplaced by individual selector rods.

The hydraulic gearshift unit is a part of thegearbox casing and is no longer designed asan add-on part. Compared to the SMG 2 thegearshift times have been shortened by 20 %.

Essentially, these shorter gearshift times havebeen achieved by individual selector rodoperation and the use of carbon fibre friction

cones in the synchronizer rings that facilitateshorter synchronization times through theirhigher load bearing capacity.

Initialization procedures designed to ensurethe system functions precisely may also benecessary after performing work on thevehicle that is not directly related to thegearbox.

3 It is essential that the information providedin the repair instructions is complied with forthis purpose. 1

The power is transmitted from the engine tothe gearbox by a dual-mass flywheel suppliedby LUK and a two-disc dry clutch supplied byFichtel und Sachs.

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System overviewSequential M gearbox SMG 3

The new SMG 3

1 - Selector lever and head-up display in the E60 M5

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2 - Schematic circuit diagram SMG

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Index Explanation

1 Light module

2 Car access system (CAS)

3 SMG control unit

4 Sequential M transmission

5 Pump relay

6 Multifunction steering wheel (MFL)

7 Longitudinal acceleration sensor

8 Bonnet contact switch

9 Bonnet contact switch

10 Selector lever indicator

11 Door contact switch

12 Drivelogic switch

13 Brake-light switch

14 DME control unit

15 Accelerator pedal module

16 DSC control unit

17 Safety and gateway module (SGM)

18 Trailer module

19 Rain/driving light sensor (RLS)

20 Instrument cluster

21 Head-up display

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3 - Hydraulic circuit diagram SMG 3

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Index Explanation

1 Hall sensors, selector rod R/1 (redundant)

2 Working piston

3 Shift range valve

4 Hall sensors, selector rod 5/3

5 Working piston

6 Shift range valve


8 Working piston

9 Shift range valve


11 Working piston

12 Shift range valve

13 Proportional valve



16 Shift range valve

17 Edge-type filter

18 Electric motor with hydraulic pump

19 Temperature sensor

20 Pressure sensor

21 Pressure accumulator

22 Clutch slave cylinder

23 PLCD sensor

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4 - SMG 3

Index Explanation

1 Gearbox breather

2 Proportional valves

3 Sensor strip

4 Shift range valves

5 Crankshaft sensor

6 Speed sensor, countershaft

7 Connection to sensor strip

8 Connection for valves and electric motor

9 Oil level plug

10 Connection - clutch slave cylinder, temperature/pressure sensor

11 Gearbox oil cooler

12 Oil filter

13 Oil pump

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5 - SMG 3

Index Explanation

1 Clutch slave cylinder

2 Return line

3 High-pressure line

4 Oil level/filler plug

5 Reservoir

6 Pressure sensor

7 Temperature sensor

8 Hydraulic block with oil pump


10 Electric motor

11 Pressure accumulator

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6 - Two-disc clutch

Index Explanation

1 Drive plate

2 Intermediate plate

3 Drive plate

4 Contact plate

5 Formed spring

6 Pressure plate

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FunctionsSequential M gearbox SMG 3

Special functions

Tow-startThe following procedure must beimplemented to activate this function:

• With the brake pedal depressed, turn theignition key to terminal 15

• Select position "N"

• Tow-start/pus-start the vehicle

• Shift selector lever to "S+" and hold in thisposition.

The transmission control engages the gearcorresponding to the speed and activates theclutch.

Hill ascent assistantCompared to the SMG 2, the hill ascentassistant function has now been automated.This means the hill ascent assistant no longerneeds to be selected manually with the minusshift paddle on the steering wheel and thebrake depressed as was the case with theSMG 2 but it is now activated automaticallywhen the transmission system recognizes anyother position than "N".

The hill ascent assistant in the SMG 3 is nowan active system that makes use of the DSC tocontrol the vehicle via the wheel brakes onuphill/downhill gradients (clutch loadreduction).

3 Further information on the hill ascentassistant can be found in the Participant'sManual "DSC MK60E5". 1

Launch controlThe following procedure must beimplemented to activate the launch controlfunction:

• Vehicle stationary/engine running

• DSC in "OFF" position

• SMG in "S6" position

• Hold selector lever in "Minus" position

• Fully depress accelerator pedal and hold inthis position

• Release selector lever.

The engine speed is controlled at 4,000 rpmin this function. After releasing the selectorlever, the clutch is applied with defined slip inorder to achieve the best acceleration values.

The SMG uses the front wheel speeds tocalculate and release the slip of the rearwheels.

If the clutch monitoring logic detects clutchoverheating, the clutch is fully engaged (100%) in order to protect the components.

Teaching in the axle differenceThe teach-in function for the axle differencemust be initiated manually after a change inthe dynamic rolling circumference (tyrechange, snow chains, etc.) of one or severalwheels on the vehicle to ensure correctoperation of the transmission control system.

These differences are also adaptedautomatically but with a considerable timedelay.

This function is initiated manually as follows:

• Vehicle speed between 30 and150 km/h

• Transmission in position "N"

• Brakes not applied

• Pull both shift paddles on steering wheel for2 seconds.

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Clutch overload protection (KÜS)The clutch overload protection function (KÜS)protects the clutch from thermal overload.

The clutch overload protection functionmakes use of an arithmetic logic in the SMGcontrol unit that can calculate the thermal loadof the clutch based on the slip and contactforce.

In the first stage, the clutch overloadprotection function reduces the slip at theclutch. The customer would refer to this as a"harsh gearshift".

The anti-jolt function is activated as a furtherprotection measure. As a result, the thermalinput at the clutch discs is reduced and thedriver's attention is drawn to the overloadsituation.

If the temperature continues to increase, awarning is triggered in order to repeatedlydraw the driver's attention to the overloadsituation. Start-off in 2nd gear is automaticallyinhibited when the gearbox warning istriggered in order to minimise the clutch slip.

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System componentsSequential M gearbox SMG 3

Transmission ratio of the SMG 3

The SMG 3 is designed as an overdrivegearbox as can be clearly seen in the overviewof gear ratios.

A special feature of this gearbox is that themain shaft is mounted in three bearingassemblies. The third bearing assembly hasbeen realized by an end shield bolted in thegearbox casing.

Transmission ratio

1 - Gear wheel arrangement of the SMG 3

Explanation Transmission ratio Explanation Transmission ratio

1st gear 3.985 5th gear 1.159

2nd gear 2.652 6th gear 1.00

3rd gear 1.806 7th gear 0.833

4th gear 1.392 Reverse 3.985

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Gearshift pattern

2 - Selector rods (top view)


R Reverse 4 4th gear

1 1st gear 5 5th gear

2 2nd gear 6 6th gear

3 3rd gear 7 7th gear

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Signals and parameters

Gear recognitionThe engaged gear is determined in acontactless arrangement by means of the Hallsensors on the actuators of the

individual selector rods. The position of theworking pistons is detected.

Reversing lightThe redundant sensor system of the 1/Rselector rod detects reverse gear whenengaged and correspondingly informs thetransmission control.

The transmission control informs the lightsswitching centre that reverse gear is engaged.

Gearbox oil temperatureThe gearbox oil temperature is determinedindirectly via the hydraulic oil temperaturesensor as both temperatures have a lineardeviation with respect to each other.

The SMG control unit uses this temperaturevalue to operate the electric gear oil pump.

Input speedThe gearbox input speed is determined by asensor. This sensor acquires the speed at the

tooth flanks of the gear wheel on thecountershaft.

Clutch slave cylinderThe clutch slave cylinder consists of twopistons and a spring between the two pistonelements. The second piston is movedhydraulically. The second piston makes itpossible to bleed the clutch slave cylinder ininstalled position without having to open anyscrews.

A PLCD sensor (Permanentmagnetic LinearContactless Displacement) is arrangedseparately in the housing of the clutch slavecylinder. This sensor determines the exactposition of the release piston.

3 - Clutch slave cylinder


1 Housing of clutch slave cylinder 3 PLCD sensor

2 Pistons

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The PLCD sensor essentially consists of aspecial core made of soft magnetic material.The entire length of the core is enclosed by acoil (primary coil) with a further, short evaluatorcoil at each end.

A permanent magnet approaching the sensorcauses local magnetic saturation andtherefore virtual division of the core.

A voltage, depending on the position of thesaturated area, is induced in the evaluator coilswhen an appropriate alternating current isapplied to the primary coil. Consequently, thelength of the virtual parts of the core andtherefore the position of the saturated areacan be determined in this way.

The SMG control unit powers the sensor andcorrespondingly processes, evaluates andconverts the signals.

The alternating voltage necessary for thispurpose is supplied by the ASIC (Application-Specific Integrated Circuit) integrated in thePLCD sensors.

Selector leverThe tasks of the selector lever are:

• To select the ranges D-N-R

• To change the operating modes D <-> S

• To activate launch control

• To activate the tow start function.

Eight Hall sensors determine the selectorlever positions which are sent individually tothe transmission control.

All selector lever positions are based on aredundant design where a sensor switches toground and the corresponding redundantsensor switches in positive direction to ensurereliable detection even in the case of failure.

Gearshift paddlesThe gearshift paddles can be used to performthe following functions:

• Upshift and downshift (+/-)

• Change of operating mode from "D" to "S"

• Manual initiation of wheel circumferenceteach-in function (the hill ascent assistantno longer needs to be activated manually).

DrivelogicThe Drivelogic selector switch can be used tochoose between six gearshift programs insequential mode and five shift programs inDrive mode.

The shift speed and therefore the shifthardness are preselected in sequential mode.

The shift points can be influenced by thesetting in Drive mode.

Brake light switchFor redundancy reasons, the SMG control unitreceives the signal from the brake light switchand the brake light test switch.

The signal from the brake light switch is usedfor:

• Shiftlock function

• Brake detection

• Engine start

• Disengaging gear

• DSC activation.

The signal is made available via the CAN.

4 - PLCD sensor

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Steering angleThe signal is tapped off from the CAN. Thisvalue influences the automatic function of the

gearbox (gearshift suppression).

Longitudinal acceleration/gradientThis value is determined by the longitudinalacceleration sensor in the right footwell. It is

used for the purpose of calculating thegradient.

Wake-upThe SGM control unit assumes standby modeas soon as the vehicle is unlocked. As a result,

the hydraulic unit generates sufficientpressure to disengage the clutch if necessary.

Bonnet contact switchTwo switches determine the bonnet status.The driver is warned if the bonnet is open. Thevehicle can only start off immediately after

engaging the drive stage as the status isunclear for the SMG.

Door contactThis signal should not be confused with thewake-up signal.

Information on the door status is sent via theCAN to the SMG control unit. The gear isautomatically disengaged when the door isopened.

Trailer operationThe SMG control unit is informed via the CAN-bus when the vehicle is used to tow a trailer,

consequently activating the shift characteristicmaps for trailer operation.

Engine speedFor redundancy reasons, this signal is madeavailable via the CAN-bus as well as ahardware signal. It is used to control the clutchand to establish whether the engine is running.

Within the safety concept, the engine speedsignal is used to monitor the current status.

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Hydraulic system

A DC motor drives the hydrostatic pump. Thepump conveys the hydraulic oil via a non-return valve into a pressure system whileenergy is stored in a hydraulic accumulator.

The operating pressure is 75 bar. Themaximum pressure is 90 bar which is appliedonly during initialization procedures.

The maximum shift force is approx. 2,500 N.

5 - SMG with hydraulic unit

Index Explanation

1 Hydraulic unit

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Service informationSequential M gearbox SMG 3

Initialization

As on the SMG 2, the SMG control unit mustnewly adapt and store various parametersafter a component has been replaced in the

area of the clutch or gearbox as well as afterprogramming.

Clutch teach-in functionThis function is used to adapt the clutch to thecharacteristics stored in the control unit. Theclutch grab point is taught-in with the enginerunning.

The clutch is released and, after the inputshaft has stopped, initially, the clutch movesquickly close to the grab point and then slowlyapproaches the grab point.

This procedure is terminated if a transmissioninput speed is already measured during thefast approach phase as there is obviously afault in the system (e.g. bleeding).

If a valid value is measured during the slowapproach of the clutch towards the grab pointthis value is stored in the SMG control unit.

AdaptationsIt is necessary to check the gearboxmechanism after replacing a gearbox,components of a gearbox or the SMG controlunit. The following adaptations are provided inthe GT1/DISplus.

The most important adaptations in thegearbox are:

• Shift range mid-points

• Valve characteristics

• Transmission characteristics

• Longitudinal acceleration sensor offset.

Shift range mid-points

This function ensures a gear can bedisengaged without previous adaptation ofthe transmission characteristics.

Valve characteristics

The shift range valves in the hydraulic systemare designed as proportional valves. Due tothe tolerance scatter in series production, it isnecessary to teach in the offset current ofthese valves.

The current at which the correspondingselector rod begins to move is determined.This value is stored as the offset current in theSMG control unit.

The current consumption of the proportionalvalves is determined in both switchingdirections.

Transmission characteristics

In this adaptation phase, the selector rods aremoved to the end positions and the actualvalues determined.

The measured values indicate whether a gearis engaged.

The selector rod for reverse gear isadditionally monitored by a redundant sensorwhose values are also stored.

In addition, the hydraulic pressure is read off atthis selector rod and the selector rod ismonitored to ensure it remains in the endposition.

Longitudinal acceleration sensor

The measured value of the longitudinalacceleration sensor has a constant offset. Thisvalue is determined when the vehicle is at restin horizontal position and therefore thelongitudinal acceleration is zero.

The actual values are permanently sampled.As soon as a sample value deviates by morethan a reference value, external influences areassumed and the adaptation procedure isterminated to ensure no falsified accelerationvalues are measured during vehicle operation.

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Pressure accumulator preloadA function for checking the accumulatorprepressure has been implemented tofacilitate diagnosis for service applications.

The diagnostic procedure evaluates the timerequired to discharge the accumulator. Thepressure sensor of the hydraulic unit is used tomeasure the pressure.

The SMG control unit still measures the timerequired for filling. If a shorter period of time is

required to reach the cutoff pressure thisindicates that the nitrogen, which theaccumulator must contain as the preloadmedium, has leaked out of the accumulator.

The shut-off valve on the pressureaccumulator is monitored separately.

22

ContentsDynamic Stability ControlMK60E5

Objectives 1

Introduction 3

System overview 5

Functions 9


5

ObjectivesDynamic Stability Control MK60E5



This Participant's Manual describes the newfeatures and further developments of thedynamic stability control (DSC) MK60E5.

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2

6

IntroductionDynamic Stability Control MK60E5

MK60E5 from Continental Teves

The E60 M5 is equipped with the ContinentalTeves Dynamic Stability Control System(DSC+) MK60E5.

This system offers the customer furtherfunctions that were not yet realized with theprevious systems.

New functions

• Brake readiness

• Dry braking

• Hill ascent assistant.

Features of the MK60E5The features of this system distinctly enhancecomfort during control intervention whilefacilitating even more precise individual wheelbraking in connection with the analoguecontrol valves.

With this system it has been possible toreduce the required braking distance to aminimum.

The E60 M5 can realize a braking distance of< 36 m from a speed of 100 km/h.

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System overviewDynamic Stability Control MK60E5

Further development of the MK60psi

The MK60E5 is a further development of theMK60psi, which is currently used in the E87.

The abbreviation "psi" stands for "pressuresensor integrated" i.e. the two pressuresensors of the tandem master brake cylinder(THZ) have been combined to form oneplausibility sensor and integrated in thehydraulic unit.

The designation "E5" in MK60E5 signifies the5 pressure sensors that are integrated in the

hydraulic unit: One pressure sensor thatmeasures the pressure from the tandemmaster brake cylinder THZ and four furthersensors that measure the braking pressure ofthe respective wheel brake.

As in the DSC 8.0, the tyre failure indicator(RPA) is integrated in the DSC functions.

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Hydraulics diagram DSC MK60E5

1 - Hydraulics diagram DSC MK60E5

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Index Explanation

1 Brake fluid reservoir

2 Rear axle

3 Front axle (hydraulic connection)

4 Pressure sensor, push rod circuit

5 Pulsation damper

6 Isolating valve

7 Electric changeover valve

8 Self-priming return pump

9 Damper chamber

10 Accumulator chamber

11 Front left inlet valve with orifice plate, analogue

12 Front right inlet valve with orifice plate, analogue

13 Rear right inlet valve, analogue

14 Rear left inlet valve, analogue

15 Rear left outlet valve

16 Rear right outlet valve

17 Front left outlet valve

18 Front right outlet valve

19 Front right wheel brake

20 Front left wheel brake

21 Rear right wheel brake

22 Rear left wheel brake

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FunctionsDynamic Stability Control MK60E5

DSC Additional Functions

Compared to the standard DSC features, theMK60E5 in the E60 M5 has been upgradedby the following additional functions:

• M Dynamic Mode (MDM)

• Brake readiness

• Dry braking

• Hill ascent assistant.

The following functions are not required onthe M5:

• Performance control (FLR)

• Soft stop

• Fading brake support (FBS)

• Dynamic traction control (DTC).

Operating modes of the MK60E5In principle, the MK60E5 has 3 differentoperating modes:

• DSC ON

• DSC OFF

• M Dynamic mode.

There is no DTC function in connection withthe M5. However, similar to DTC mode,corresponding control thresholds are raisedby activating the MDM.

M Dynamic Mode can be activated only via theM-Drive.

M Dynamic Mode (MDM)MDM gives the performance-oriented driverthe option of driving the car with controlledfloat angle and longitudinal slip without DSCintervening. The control system intervenesonly when the physical limits are exceeded.

The control thresholds are not static butrather, as the speed increases, they approachthe thresholds of DSC ON mode.

The stability control thresholds are identical asfrom a speed of approx. 200 km/h in order notto overtax the driver in the high speed range.

Brake readinessThe brake response time is shortened duringfull brake application by applying the brakepads to the discs while rapidly restricting thethrottle.

This function ensures that a pressure ofapprox. 3 bar is applied for a period of up to

300 ms to the wheel brakes in order to applythe brake pads already before the expectedapplication of the brakes. This functionfacilitates even more rapid response of thebrakes. The function is active as from a speedof 30 km/h.

Dry brakingThe brake response characteristics areimproved in wet conditions by removing thewater film on the brake discs.

The DSC detects rain and therefore wet brakediscs through the permanent operation of thewindscreen wiper motor.

The dry braking function applies approx. 3 barhydraulic pressure to the wheel brakes underthese conditions. This procedure is repeatedevery 2-3 km for a period of approx. 3 s whenthe accelerator pedal is sufficiently depressed(> 10 %), the vehicle speed is ≥ 90 km/h andthe brakes were not applied over the last 2-3 km.

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Hill ascent assistantAssistance is provided when driving off onuphill gradients by briefly maintaining aspecific brake pressure in the wheel brakes.

This function is active only when thetransmission is not in "N" position and thehandbrake is released.

DSC ON/OFF has no influence in this case.

The tilt angle (uphill and downhill gradient) iscalculated from the measured value of thelongitudinal acceleration sensor.

The DSC calculates the necessary holdingpressure based on the uphill or downhillgradient.

After releasing the brake paddle, the brakingpressure is immediately decreased to thecalculated holding pressure which is thenreduced in stages after a maximum time delayof 0.7 s. The vehicle will start off after approx.1 s if the driver does not press the acceleratorpedal.

The longitudinal acceleration sensor isassigned to the SMG system.

This function is also active on an incline withreverse gear engaged.

Condition Based Service (CBS)As in the E60 Series, the MK60E5 calculatesand evaluates the condition of the brake pads.

In contrast to the E60 Series, the M5 isequipped with two brake pad sensors on thefront axle.

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System componentsDynamic Stability Control MK60E5

Differences compared to the MK60psi

The main differences in the design of theMK60E5 compared to the MK60psi are:

• Analogue valves

• 4 pressure sensors for individual brakingpressure acquisition at each wheel.

Sensors

Control unit• Add-on control unit

• Integrated semiconductor relay (motor andvalve relay).

Hydraulic unit• Teves MK60E5

• Front axle

– 2 analogue inlet valves

– 2 high-speed outlet valves

– 1 isolating valve

– 1 changeover valve

• Rear axle

– 2 analogue inlet valves

– 2 high-speed outlet valves

– 1 isolating valve

– 1 changeover valve.

Sensor system Principle Manufacturer

Active wheel speed sensors Magnetoresistive principle Teves

Steering angle sensor (LWS) in steeringcolumn switch cluster (SZL)

Basic sensor, potentiometertechnology

Yaw rate sensor Double tuning fork principle

Lateral acceleration sensor Capacitive principle VTI

5 pressure sensors Piezoresistive (change inresistance in piezo)

Brake light switch Hall principle

Brake fluid level switch Reed contact switch

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Pressure generation• Pump with two differential piston pump

elements

• Operated by means of common eccentricshaft

• 250 W pump motor

• ASC and DSC mode: Self-priming returnpump.

Engine intervention• Ignition timing adjustment

• Charge control.

Interfaces• CAN-bus interface (F-CAN, PT-CAN).

12

ContentsDisplays, Indicators andControls

Objectives 1

Introduction 3

System overview 5

System components 7

6

ObjectivesDisplays, Indicators and Controls



This Participant's Manual describes the newfeatures and further developments of thedisplays, indicators and controls in the E60M5.

1

6

2

7

IntroductionDisplays, Indicators and Controls

Additional Functions

Compared to the 545i, the E60 M5 providesthe driver with additional functions relating tothe displays, indicators and controls as well asfor setting the individual systems.

In the following, the individual elements arepresented as they will be realized at serieslaunch.

The Owner's Handbook provides generalinformation on how to use the controls.

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System overviewDisplays, Indicators and Controls

Differences compared to the E60

The M5 instrument cluster is based on theinstrument cluster of the E60 545i. Thechanges to the visual appearance and theadditional functions are described in detail inthe chapter System Components.

The head-up display (HUD) has been adoptedfrom the E60 as the additional functions relateto the HUD software.

The "M-Drive" menu item in the centralinformation display (CID) has been createdsimply by corresponding softwareadaptations.

The M-Drive settings are stored key-specificin the engine management and are called upaccordingly. The engine management canstore up to 10 different settings in thememory.

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System componentsDisplays, Indicators and Controls

Displays and indicators in the E60 M5

Instrument clusterThe instrument cluster in the M5 is based onthat of the E60 Series. Correspondingadaptations have been implemented in thevisual appearance and scope of functions foruse in the M5.

The additional functions are:

• Oil level indication in the on-boardcomputer

• Lighting at terminal 15 ON

• Oil temperature gauge in rev counter

• SMG display with Drivelogic display.

The M5 instrument cluster additionallyfeatures the following indicator lamps:

• MDM for DSC dynamic mode

• M-Drive configuration is activated

• Light ON.

Head-up display (HUD)

The "M-view" has been added to the head-updisplay. This expansion feature, however, isimplemented only in the software of the HUDcontrol unit.

The M-view can be configured in the "DisplaySettings" menu in the i-Drive or with theM-Drive and activated via the M-DriveManager.

The head-up display in the M-view can showthe following information:

• All warnings

• Engine speed with shift lights in the speedindicator (not the absolute value)

• Road speed

• Engaged gear.

1 - Instrument cluster

2 - Head-up display in M-design

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Oil level indicatorThe M5 is equipped with an electronic oil levelindicator. The oil level is indicated in theinformation field of the on-board computer(BC) in the instrument cluster.

The average speed information was removedfrom the BC menu to accommodate the oillevel indication in the on-board computer.

The display is selected with the BC control.The sensor is the quality and condition sensor(QLT) from the E65. The entire measurementlogic is resident in the engine managementMS_S65.

The long-term value last stored is shown afterstarting the engine.

Basically there are two different measuringmethods: Long-term measurement and quickmeasurement

Long-term measurement

The engine management permanentlymeasures the oil level and derives the meanvalue from the measurement results which isthen shown in the on-board computer.

The DME requires an engine operating time ofapprox. 10 minutes to establish a long-termvalue.

Quick measurement

The quick measurement method provides theoption of measuring the oil level with only ashort time delay (e.g. topping up oil, oilservice).

The quick measurement must be initiatedmanually by pressing and holding the BCbutton (approx. 2 seconds) in the oil levelindication setting.

The displayed value indicates the quantity ofoil above the minimum level. The value shouldbe between MIN 0.0 l and MAX 1.0 l.

Display: 1.5 l means overfilled, the barindicator is additionally filled above Maximum.Values from 1.0 to 1.4 are suppressed.

3 - Oil level indicator

Index Explanation

1 Oil level

2 Maximum mark

3 Minimum mark 4 - Oil level indication

Index Explanation

1 0.6 l Minimum

2 Minimum

3 Overfilled (bar full and 1.5 ldisplayed)

4 Maximum

5 Oil level measurement running

6 No measured value stored andmeasurement criteria not met

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Perform quick measurement

• Park vehicle in horizontal position

• Engine running at idle speed

• Oil temperature above 70 °C

• Select engine oil level indicator in on-boardcomputer

• Press and hold BC button > 2 s.

The oil level display changes and shows onlytwo dashes (see Fig.) and a clock symbol. The

clock symbol indicates that the oil level isbeing measured. The clock symbol woulddisappear if the engine speed is nowincreased. The measurement is continued assoon as the measurement criteria are metagain.

The pure measuring time is approx. 60 s.

The long-term value last stored is deleted withinitiation of the quick measurement.

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Abbreviations

ACC Active cruise control

BC On-board computer

BSD Bit-serial data interface

CAS Car access system

DME Digital motor electronics

DSC Dynamic stability control

DTC Dynamic traction control

EKP Electric fuel pump

FBS Fading brake support

FLR Driving performance control

HDP High pressure pump

HFM Hot-film air mass sensor

HVA Hydraulic valve lash adjustment

IBS Intelligent battery sensor

KÜS Clutch overload protection

KW Crankshaft

Short wave

LLS Idle actuator

LWS Steering angle sensor

MDM M Dynamic mode

MFL Multifunction steering wheel

PLCD Permanent magnetic linear contactless displacement

PT-CAN Power Train Controller Area Network

RLS Rain/driving light sensor

RPA Tyre puncture warning

SZL Steering column switch cluster

THZ Tandem-brake master cylinder

ZMS Dual-mass flywheel

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E60 m5 complete vehicle