N42 Engine

Course Contents/Background Material

Information status:
12/2000

VS-20 Gernot Nehmeyer

NOTE
The information contained in this training course manual is intended solely for the participants
of the BMW Service Training course. Refer to the relevant "Technical Service" information for
any changes/supplements to the Technical Data.

© 2000 BMW AG
München, Germany. Reprints of this manual or its parts require the written
approval of BMW AG, München
VS-42 MFP-HGK-N42
N42 Engine
Chapter 1-6

Course contents/Background material

Contents
Page
CHAP 1 N42 engine 3
Introduction 3
New engine generation NG4 8
CHAP 2 N42: notes on documents 14
N42 engine mechanical system 14
Intake system 14
Crankcase ventilation 14
Alternator 14
Characteristic map thermostat 14
Oil pan seal 14
Counterbalance shafts 14
Assembled crankshaft bearing 14
Oil-to-water heat exchanger 14
N42 engine management 15
General 15
Variable-geometry intake system 15
N42 fuel system 15
Mixture control 15
Fuel tank ventilation 15
N42 clutch 15

© BMW AG, Service Training

 Self-adjusting clutch (SAC) 15
CHAP 3 N42 engine mechanical system 16
Air ducts 16
Fresh air system 16
Intake silencer with air cleaner 17
Intake system 17
Crankcase ventilation system 20
Exhaust system 21
Ancillary components and belt drive 23
Cylinder head 28
Cooling system 54
Engine block 60
Lubrication system 68
Service notes 74
N42 Engine
Chapter 1-6

Course contents/Background material

CHAP 4 N42 engine management 75 New features ME 9.2 75

Introduction 75
Overview ME 9.2 76
Components 82
Functional description ME 9.2 84
VANOS 84
Secondary air system 85
Emission control 86
Ambient pressure sensor 89
Intake pipe pressure sensor 89
Valvetronic 91
General 91
Eccentric shaft sensor 93
Electric motor for eccentric shaft adjustment 94
Functional description Valvetronic 95
Eccentric shaft sensor 95
Electric motor for eccentric shaft adjustment 98
Valvetronic control unit 99
Idle speed control 100
CHAP 5 N42 fuel system 101
Mixture control 101
Fuel tank ventilation 101
CHAP 6 N42 clutch
SAC - Self adjusting clutch 103
Introduction 103
Notes on maintenance and repair 104

© BMW AG, Service Training

N42 Engine Chapter 1 P.1

Course Contents/Background Material

N42 engine
Introduction

History

Today's turbocharged diesel engines with direct fuel injection are true
hightech powerplants. With these engines it has been possible to further
reduce fuel consumption while making inroads into performance ranges
which, to date, were the reserve of the petrol engine.
In the past years development of the petrol engine has achieved a high
performance level, a fuel reduction of 10% while, at the same time, achieving
no increase in emissions. Instruments in achieving these objectives include 4-
valve technology, frictionoptimized valve timing gear, camshaft adjustment
(VANOS), intake pipe injection and electronic engine management.
Nevertheless, in the meantime, a noticeable gap has developed with regard to fuel
consumption between the petrol engine and diesel engine. Concepts such as
direct fuel injection and throttle-free load control with fully variable valve timing
gear exhibits such a potential in the petrol engine that they are approaching the
partial load fuel consumption values of modern diesel engines.
Future

The objectives for the future include the following customer and legislative requirements:
- Reduced fuel consumption
- Improved performance
- Increased comfort
- Reduced emissions
- Improved cost/benefit ratio

By analyzing the development of the specific fuel consumption (fuel

consumption in gram to achieve an output of one kilowatt hour) of petrol
engines at a defined operating point a wide scatter range can be determined
at approx. 400 g/kWh. The best values of modern engines are expected to be
found at approx. 385 g/kWh. Improvements of 10% have been achieved in the
last 15 years in this scatter range. Refer to the following diagram.

© BMW AG, Service Training

N42 Engine Chapter 1 P.2

Course Contents/Background Material

Petrol engines

g/kWh
Chamber diesel

DI diesel

Year

KT-6297
Fig. 1: Consumption diagram
valid for partial load operating point 2000 rpm and 0.2 kJ/dm3

Refered to the engine, improvements in fuel consumption mean an increase in

efficiency. There are three technically feasible options for increasing efficiency:
- Increasing the efficiency of the engine
(e.g. direct injection with air surplus, variable compression ratio, etc.)
- Reduction of losses attributed to frictional work
(e.g. better oils, roller-type fingers, etc.)
- Avoidance of charge cycle losses
(e.g. fully variable valve timing gear)

Of these three options, avoiding charge cycle losses represents the greatest
improvement potential and, in principle, can be used on any throttle-
controlled engine.

VANOS Valvetronic Petrol-DI (direct

injection)

High pressure efficiency + + ++

Charge cycle work o ++ ++

Emission characteristic + + -

Full load + + +(+)

++ = very good; + = good; o = normal; - = poor

Throttle-free load control with fully variable valve timing gear represents a
potential for reducing fuel consumption approaching that of the petrol engine
with direct injection without having to make allowances for any weak points in
the functional principle.
At BMW, the fully variable valve timing gear is referred to as Valvetronic.
Valvetronic allows for a significant improvement in fuel consumption without the
disadvantages of direct injection with regard to the exhaust emission
characteristics.

© BMW AG, Service Training

N42 Engine Chapter 1 P.3

Course Contents/Background Material

The principle

Gain Gain

Loss
Loss

KT-6299 KT-6298

Fig. 2: Charge cycle diagram comparison - left without Valvetronic, right with Valvetronic

Index Explanation Index Explanation

P Pressure AÖ Exhaust valve opens

OT Top dead centre AS Exhaust valve closes

UT Bottom dead centre Z Ignition timing

EÖ Intake valve opens 1 Work output

ES Intake valve closes 2 Compression output

The upper area designated "gain" represents the gained output during the
combustion of fuel. The lower area designated "loss" represents the charge
cycle work. This is the energy that must be applied in order to expel the
combusted exhaust gases from the cylinder and to draw the fresh gases into
the cylinder.
The throttle valve is almost always fully opened during intake in the Valvetronic
engine. Load control is based on the moment the valve closes. Compared to
the standard engine which is loadcontrolled by means of the throttle valve, no
vacuum occurs in the intake system, i.e. the energy used for generating the
vacuum is no longer required.
The improved efficiency is achieved by the lower power loss during the intake
operation.
In the previous diagram, the conventional procedure with the slightly greater loss
is shown on the left.
The reduced loss can be clearly seen in the right-hand diagram.

© BMW AG, Service Training

N42 Engine Chapter 1 P.4

Course Contents/Background Material

Differing from the diesel engine, in the case of the conventional petrol
engine, the volume of intake air is controlled by means of the accelerator
pedal and the throttle valve and the corresponding volume of fuel is injected
in the stoichiometric ratio (λ=1).
In contrast to direct fuel injection with layer-type cylinder charge, the air
volume is controlled in the Valvetronic system thus realizing λ=1 operation.
This renders unnecessary an expensive DeNOx catalytic converter which is
also susceptible to sulphur. Worldwide use is possible (also in the USA with
fuel containing sulphur).
DeNOx is the designation for the catalytic reduction of nitrogen oxides.
This reduction is achieved in two different ways.
1. Buffer catalytic converter method:
A catalytic converter is installed which is capable of buffering NOx
components. The engine must then be operated for a short period in
"rich" setting in order to break down the NOx components. The catalytic
converter is coated with vanadium and platinum.
2. Continuous method:
A catalytic converter is installed which is coated with iridium. To facilitate
continuous conversion, the catalytic converter also contains urea. The iridium and
urea now facilitate continuous breakdown of the NOx components.

New engine generation NG4

NG4 engine family

The new engine generation NG4 will gradually replace the M43TU engine. The
N42 engine is the founding member of the new 4-cylinder engine family and is
a completely new development. A fully variable valve timing gear, i.e.
Valvetronic, will be introduced for the first time with this engine family.
The name Valvetronic refers to a system with which the valve timing and the
valve lift of the intake valve are set variable.
Engine Special feature

N42B18 Engine with Valvetronic (double VANOS and valve lift adjustment)
N42B20 Engine with Valvetronic (double VANOS and valve lift adjustment) and DISA

The following table shows the phase-in dates of the N42 engine in the
respective models:
Model Engine Planned phase-in

316ti E46/5 N42B18 04/01

316i E46/4/3 N42B18 03/02
318i E46/2/3/4/C N42B20 09/01

© BMW AG, Service Training

N42 Engine Chapter 1 P.5

Course Contents/Background Material

318ti E46/5 N42B20 03/02

Technical data

Engine N42B18 N42B20

Engine type 4-cyl. in-line 4-cyl. in-line

Displacement (cm3) 1796 1995

Bore/stroke (mm) 84/81 84/90

Cylinder spacing (mm) 91 91

Main bearing Ø of crankshaft (mm) 4 x 56 4 x 56

1 x 65 1 x 65

Big-end bearing Ø of crankshaft (mm) 50 50

Output (kW) at engine 85 105

speed (rpm) 5500 6000

Torque (Nm) at engine 175 200

speed (rpm) 3750 3750

Cutoff speed (rpm) 6500 6500

Compression ratio 10.2 10.0

Valves/cylinder 4 4

Intake valve Ø (mm) 32 32

Exhaust valve Ø (mm) 29 29

Intake valve lift (mm) 0.3 - 9.7 0.3 - 9.7

Exhaust valve lift (mm) 9.7 9.7

Camshaft opening angle I/E (º) 250/258 250/258

Camshaft spread I/E (º) 60-120/60-120 60-120/60-120

Engine weight (kg) (UFG 11 to 13) 120 120

Fuel system (RON) 98 98

Fuel (RON) 91-98 91-98

Knock control Yes Yes

Variable-geometry intake system (DISA) No Yes

Digital motor electronics ME9.2 + ME9.2 +

Valvetronic control Valvetronic control
unit unit

Emission regulation Germany EU3/D4 EU3 EU3/D4 EU3

Other countries

Engine length (mm) 490 490

Reduction in fuel consumption compared to 12% 12%

M43TU

Vmax (km/h) E46/5 (provisional) 201 213

© BMW AG, Service Training

N42 Engine Chapter 1 P.6

Course Contents/Background Material

Full load diagrams

N42B18

Output in kW
ue in Nm

q
Tor

Engine speed rpm

KT-6611

Fig. 3: Full load diagram N42B18

N42B20

© BMW AG, Service Training

N42 Engine Chapter 1 P.7

Course Contents/Background Material

Output in kW
ue in Nm

q
Tor

Engine speed rpm

KT-6677

Fig. 4: Full load diagram N42B20, provisional

© BMW AG, Service Training

N42 Engine Chapter 1 P.8

Course Contents/Background Material

Views of N42B18 engine

KT-6385

Fig. 5: N42 engine

KT-6383
Fig. 6: N42 engine

© BMW AG, Service Training

N42 Engine Chapter 1 P.9

Course Contents/Background Material

KT-6384
Fig. 7: N42 engine

KT-6386

Fig. 8: N42 engine

© BMW AG, Service Training

N42 Engine

Course Contents/Background Material

Chapter 2 P.1

N42: notes on documents

N42 engine mechanical system
Intake system
For fundamental information on the DISA see M43TU

Crankcase ventilation
For function of the pressure control valve see M44

Alternator
For functional principle see M57 EU3

Characteristic map thermostat

For function of the characteristic map thermostat see M43TU

Oil pan seal

For design and function of the oil pan seal see M54

Counterbalance shafts
For function of counterbalance shafts see M43TU

Assembled crankshaft bearing

For design of assembled crankshaft bearing see M43TU

© BMW AG, Service Training

N42 Engine

Course Contents/Background Material

Oil-to-water heat exchanger

For design and function see M43TU
Chapter 2 P.2

N42 engine management General

For functions and components known from the BMW petrol engines, see BMW
petrol engine management Part 1 and Part 2

as well as M54.

Variable-geometry intake system

For functional principle of the DISA see M44, M42, M43

N42 fuel system Mixture control

For design and function see E46 M54

Fuel tank ventilation

For design and function see E46

N42 clutch Self-adjusting clutch (SAC)

For design and function see self-adjusting clutch

© BMW AG, Service Training

N42 Engine Chapter 3 P.1

Course Contents/Background Material

N42 engine mechanical system

Air ducts
Fresh air system
The complete fresh air system has been newly designed. The two figures
below show the air ducts up to the intake manifold.

KT-6690

Fig. 1: Top view of fresh air duct (arrow = air cleaner housing)

KT-6691

Fig. 2: Bottom view of fresh air duct (arrow = air cleaner housing), resonator (circle)

Intake silencer with air cleaner

The intake system has been newly designed with the aim of reducing the
intake noise and facilitating ease of servicing.

© BMW AG, Service Training

N42 Engine Chapter 3 P.2

Course Contents/Background Material

The volume of the air cleaner housing is 9.4 l. The air cleaner itself has a
volume of 1.9 l and is designed as a round filter, allowing for a service life of
approx. 100,000 km. The entire air cleaner must be removed in order to
change it.
A gaiter is fitted between the air cleaner and the throttle valve. An acoustic
resonator is mounted on the gaiter. The resonator is designed as an empty
plastic housing. Its task is to reduce intake noise in a defined vibration range.
The resonator can be seen in the previous picture (in the circle) located
beneath the air cleaner housing.

Intake system

KT-6385

Fig. 3: N42 engine

The intake system of the N42B18 is made completely of plastic and, compared
to the M43TU engine, it is designed as a single component.
DISA

The N42B20 engine is equipped with the variable-geometry intake system

(DISA) in order to achieve a robust torque progression already at low engine
speeds without having to accept losses in engine output in the higher speed
ranges.
For this purpose, the self-charging principle can be utilized in the lower speed
range while higher output values are achieved in the upper engine speed
range by switching over to the shorter intake path.

© BMW AG, Service Training

N42 Engine Chapter 3 P.3

Course Contents/Background Material

The function of the DISA of the N42B20 is comparable with that of the DISA of
the M43TU. In the N42B20 engine, the function of the DISA is realized by one
sliding sleeve per cylinder.
Adjustment of the sliding sleeves is controlled by the DME with a 12 V electric
motor with integrated gear mechanism. The DME determines whether a shift
up or down has been output.

1
2 3

KT-6770

Fig. 4: DISA sectional view, short intake path (yellow arrow), long intake path
(red arrow)

Index Explanation Index Explanation

1 Sliding sleeve 3 Throttle valve connection

2 Electric motor 4 Intake system
The changeover to the short intake path takes place speeddependent at 4500
rpm. The return to the long intake path takes place delayed at approx. 4400
rpm in order to avoid the DISA overshooting in the switching range.
The position of the sliding sleeves can be viewed through the opening in the
throttle valve.
In the event of the DISA failing, the system stops in the respective position. For
the driver, such a failure may mean loss of power and reduced top speed.
After turning off the engine (terminal 15 off), the system is moved once to the
extreme stop positions for the purpose of avoiding deposits and sticking of
the sliding sleeves during longer driving periods at low engine speeds.

© BMW AG, Service Training

N42 Engine Chapter 3 P.4

Course Contents/Background Material

Crankcase ventilation system

1
3

2
KT-6399

Fig. 5: Crankcase ventilation system

Index Explanation Index Explanation

1 Breather hose 3 Cyclone oil separator

2 Condensation water return line 4 Pressure control valve
The N42 engine features a pressure-controlled crankcase ventilation system.
The crankcase gases at the cylinder head cover are routed via a plastic hose
(1) to the cyclone oil separator (3). The cyclone oil separator is mounted
between the engine block/cylinder head and the intake system. The
condensation water separated at this point flows via the condensation water
return line (2) to a connection at the oil dipstick and via this back into the oil
pan. The remaining gases are fed via the pressure control valve (4) into the
intake system to the engine for combustion.
The throttle valve is controlled such that there is always a vacuum of 50 mbar
in the intake system.
The pressure control valve regulates a vacuum of 20 mbar ±20 mbar in the
crankcase.
Refer to the document M44 engine for a description of the function of the
pressure control valve.

© BMW AG, Service Training

N42 Engine Chapter 3 P.5

Course Contents/Background Material

Exhaust system

System overview

1 2 3 4 5 6 7
KT-6722

Fig. 6: Exhaust system E46/4

1 2 3 4 5 6 7
KT-6723

Fig. 7: Exhaust system E46/5

Index Explanation Index Explanation

1 2 planar (flat sensors) wideband 5 1 monitor oxygen sensor

oxygen sensors
2 1 monitor oxygen sensor 6 Centre silencer
3 Preliminary catalytic converters 7 Rear silencer

4 Main catalytic converter

The exhaust system has been newly designed for the N42B18 and N42B20
engines and is identical for both engines.
The exhaust system consists of the exhaust manifold, two metal carrier
preliminary catalytic converters, one main catalytic converter, one centre
silencer and the rear silencer.

© BMW AG, Service Training

N42 Engine Chapter 3 P.6

Course Contents/Background Material

Exhaust manifold with catalytic converter

A four in two manifold with two planar (flat sensor elements) Bosch wideband
oxygen sensors (designation LSU 4.2), two metal carrier preliminary catalytic
converters, one monitor oxygen sensor after the main catalytic converter
(designation LSU 25) as well as one monitor oxygen sensor after the
preliminary catalytic converter (designation LSU 25) are installed.

Centre silencer and rear silencer

The centre silencer is designed in accordance with the adsorption principle

and has a volume of 7.3 l.
The rear silencer represents a combination of reflection and absorption
system and has a volume of approx. 19 l.
Reflection involves the reflection of sound waves on solid surfaces, e.g. inlet
and outlet of the silencer pipe are offset in the silencer.
Absorption involves the absorption of sound waves, e.g. use of steel wool in
order to "swallow" the sound waves.

Ancillary components and belt drive

Belt drive

8 5
7
6
KT-6386
Fig. 8: Belt drive

© BMW AG, Service Training

N42 Engine Chapter 3 P.7

Course Contents/Background Material

Index Explanation Index Explanation

1 Alternator belt pulley 5 Belt progression without A/C compressor

Đai buly Buly đai k có máy nén
2 Deflection pulley 6 Belt progression with A/C compressor
Buly Đường đi của đai khi có máy nén
3 Belt tensioner 7 Crankshaft vibration absorber
Bộ căng đai Trục khuỷu
4 A/C compressor belt pulley 8 Power steering pump and water pump belt
Puly máy nén pulley
Puli bơm trực lực lái và bước nước

KT-6410

Fig. 9: Belt tensioner in installed position with retaining pin (arrow)

The belt tensioner is new. A strong coil spring undertakes the belt tensioning
function. A cone is responsible for damping by means of friction. The belt
tensioner is secured by means of a central screw to the engine block.

Vibration absorber

KT-6386

© BMW AG, Service Training

N42 Engine Chapter 3 P.8

Course Contents/Background Material

Fig. 10: Vibration absorber

The torsional vibration absorber is secured by means of three screws on the

hub of the crankshaft.
Alternator

The alternator is mounted on the left-hand side of the engine. A new

generation of alternators is used. The functional principle of this alternator is
known from the diesel engines.
It has been necessary to modify the regulator of the alternator due to the
implementation of the Valvetronic system. Since the actuator of the
Valvetronic system has a very high power intake during start-up, the task of
the alternator regulator is to very quickly compensate for these fluctuations
occurring in the vehicle electrical system. If the old regulator were still used,
there would be a noticeable difference in the brightness of the lighting while
driving at night.
The new generation of regulators is now even faster. This rapid control is only
possible outside the load response function.
The general module and the light switch centre have also been modified to
ensure the vehicle lighting does not flicker.
Two different power stages of alternators are fitted. The manufacturers of the
new generation of alternators are Bosch and Valeo. A 90 A alternator is
installed as standard. A 120 A alternator is fitted when the vehicle is equipped
with automatic transmission and air conditioning or manual transmission with
seat heating.

Regulator

KT-6675

Fig. 11: Circuit diagram of 90 A alternator

Index Explanation Index Explanation

G1 Alternator S1 Ignition/starter switch

DME Engine control unit B1 Battery

© BMW AG, Service Training

N42 Engine Chapter 3 P.9

Course Contents/Background Material

L1 Battery charge indicator lamp BSD Bit-serial data interface

The data exchange between the DME and alternator takes place via the BSD
(bit-serial data interface) thus making it possible to almost completely
compensate the load torque at idle speed. The idle speed control is thus
correspondingly supported and the charge level can be improved by
intervention of the engine management.
Refer to Section "Engine management, idle speed control" for further
information.

Power steering pump

KT-6435

Fig. 12: Power steering pump on right-hand side of engine

The power steering pump is mounted on the right-hand side of the engine
thus rendering it necessary to correspondingly adapt the power steering lines
to the new conditions. The engine has also been designed for transverse
installation.

A/C compressor

The A/C compressor is mounted on the left-hand side of the engine thus
rendering it necessary to rearrange the lines in the air conditioning system.
The new type of A/C compressor is manufactured by Calsonik.

© BMW AG, Service Training

N42 Engine Chapter 3 P.10

Course Contents/Background Material

Starter

KT-6401
Fig. 13: Starter

The starter is located under the intake manifold which must be removed in
order to replace the starter.
The starter is designed as a compact reduction gear starter with an output of
1.4 kW.

Cylinder head

Ignition coil cover

KT-6674

Fig. 14: Ignition coil cover

The ignition coil cover encompasses the ignition lead wiring loom, the rod-
type ignition coils and the actuator for the eccentric shaft.

© BMW AG, Service Training

N42 Engine Chapter 3 P.11

Course Contents/Background Material

Cylinder head cover

Fig. 15: Cylinder head cover KT-6422

The cylinder head cover is made of plastic. The sleeves (arrow) for the rod-
type ignition coils are fitted in the cylinder head as well as in the cylinder head
cover and sealed with O-rings.
Fully variable valve timing gear

The valve timing gear is a new BMW development.

For the first time, a fully variable valve timing gear system, Valvetronic, is used
in automotive engineering.
Function:
The need to draw in air against a partially closed throttle valve uses up fuel
particularly in the partial load range.
Valvetronic is a system which, together with the VANOS and a valve lift
adjustment system, can facilitate fully variable control of the intake valves.
With the throttle valve fully opened, the air volume is controlled by the valve
lift and the VANOS. The valve lift control is realized by means of an
intermediate lever (6) between the camshaft (4), roller-type finger (9) and
eccentric shaft (5). The required gear ratio is adjusted by means of the
eccentric shaft (5) and the intermediate lever (6). The eccentric shaft (5) is
operated by a worm gear drive powered by an electric motor. The DME
stipulates the setpoint and the Valvetronic correspondingly sets this setpoint.
Feedback is provided by the eccentric shaft sensor.

© BMW AG, Service Training

N42 Engine Chapter 3 P.12

Course Contents/Background Material

KT-6442

Fig. 16: N42 valve timing gear

7 6
4

KT-6733

Fig. 17: Graphic representation of valve lift adjustment

Index Explanation Index Explanation

4 Intake camshaft 7 Retaining spring for intermediate lever

5 Eccentric shaft 9 Roller-type finger

6 Intermediate lever

© BMW AG, Service Training

N42 Engine Chapter 3 P.13

Course Contents/Background Material

KT-6405

Fig. 18: Intake (E) and exhaust camshaft (A)

The exhaust camshaft features round recesses (arrows). They serve the
purpose of providing access to the cylinder head bolt. It is possible to
disassemble the cylinder head without removing the camshafts.
Double VANOS (variable camshaft control)

The N42 engine features a new, compact, infinitely variable vane-type VANOS
for the intake and exhaust sides. The VANOS unit is easy to disassemble and
install. The VANOS unit is designed as an integrated component of the chain
drive and is secured to the respective camshaft with a central bolt.
Setting the valve timing has become greatly simplified with the new VANOS
unit as it is locked in the basic setting by means of a locking pin when no
pressure is applied. It is, however, important that the repair instructions are
followed exactly. The VANOS unit can no longer be dismantled.

1
3
4
2

KT-6421

Fig. 19: Position sensor and VANOS solenoid valves

Index Explanation Index Explanation

1 Solenoid valve, exhaust 3 Exhaust camshaft sensor

VANOS
2 Solenoid valve, intake VANOS 4 Intake camshaft sensor

© BMW AG, Service Training

N42 Engine Chapter 3 P.14

Course Contents/Background Material

KT-6388

Fig. 20: VANOS unit on the exhaust side

Fig. 21: VANOS with sensor gearwheels and mounting screws KT-6418

KT-6419

Fig. 22: VANOS on intake side with marking

© BMW AG, Service Training

N42 Engine Chapter 3 P.15

Course Contents/Background Material

The letters "EIN IN" can be clearly seen in the figure above. The VANOS units
on the intake and exhaust sides differ and are identified by this marking. The
designation "AUS OUT" is provided on the VANOS unit for the exhaust side.
When replacing components, particular attention must be paid to the part
number as, in future, engines will feature VANOS units which can only be
differentiated visibly by the part number. Installing the incorrect VANOS unit
can cause serious engine damage.

13 11

12

KT-6404

Fig. 23: Camshaft with VANOS supply holes

KT-6468

Fig. 24: Sectional view through the camshaft at the VANOS connection

Index Explanation Index Explanation

11 Pressure channel A 13 Hook seal

12 Pressure channel B

The hook seal (13) is important for the oil supply of the VANOS unit. The seal
must be installed to ensure effective VANOS operation. The hook seal (plastic
ring) is designed as an open O-ring with hooks on both ends that engage in
each other.
The VANOS solenoid valve is a 4/3-way proportional valve.

© BMW AG, Service Training

N42 Engine Chapter 3 P.16

Course Contents/Background Material

The solenoid valve is mounted in the cylinder head and connected via
channels in the cylinder head to the camshaft and the VANOS unit. The oil
galleries pass through the cylinder head and the camshaft.

KT-6420

Fig. 25: VANOS solenoid valve

The solenoid valve is sealed off by means of O-rings (see arrow). The solenoid
valve is secured on the cylinder head with the aid of retaining plates (pressed
against the cylinder head with a minimum force of 300 N). The retaining
plates must not be deformed. Follow the repair instructions precisely.
The figure below shows the adjustment procedure together with the pressure
progression based on the example of the VANOS unit for the exhaust side.
9
3
8 8 8

1 2
10
4

7
5
KT-6509

Fig. 26: System diagram of VANOS adjustment on exhaust side

Index Explanation Index Explanation

1 Top view of VANOS unit 6 Engine oil from oil pump

2 Side view of VANOS unit 7 Engine oil from oil pump
3 Hole for hydraulics in camshaft, 8 Pressure channel A
pressure channel B

© BMW AG, Service Training

N42 Engine Chapter 3 P.17

Course Contents/Background Material

4 Solenoid valve 9 Pressure channel B

5 Oil pump, engine 10 Reservoir return in cylinder head
The oil from the solenoid valve returns into a reservoir. This reservoir is
designed as an oil duct in the cylinder head leading upward into the camshaft
chamber.

9
3
8 8 8

1 2
10
4

7
5

KT-6508

Fig. 27: System diagram of VANOS reset on exhaust side

Index Explanation Index Explanation

1 Top view of VANOS unit 6 Engine oil return in cylinder head

2 Side view of VANOS unit 7 Engine oil pressure from oil pump

3 Hole for hydraulics in camshaft 8 Pressure channel A

4 Solenoid valve 9 Pressure channel B

5 Oil pump, engine 10 Reservoir return in cylinder head

© BMW AG, Service Training

N42 Engine Chapter 3 P.18

Course Contents/Background Material

KT-6456 KT-6459

Fig. 28: Sectional view through the VANOS unit

Index Explanation Index Explanation

1 Housing with crown gear 7 Rotor
2 Front plate 8 Back plate
3 Torsion spring 9 Blade
4 Lock spring 10 Spring
5 Retaining plate for lock spring 11 Pressure channel A
6 Locking pin 12 Pressure channel B
The figure above shows a sectional view of the VANOS unit. The rotor (7) is
screw-mounted on the camshaft.
The timing chain connects the crankshaft with the housing of the VANOS unit
(1). Springs (10) which press the blades (9) against the housing are fitted on
the rotor (7). There is a recess in rotor (7) in which the locking pin (6) engages
without pressure being applied. If the solenoid valve now switches the oil
pressure to the VANOS unit, the locking pin (6) is pressed back thus releasing
the VANOS for adjustment. The applied engine oil pressure in pressure
channel A (11) now presses the blade (9) and thus the rotor (7) into another
position thus adjusting the timing as the camshaft is screwed to the rotor.
As the VANOS solenoid valve switches over, the oil pressure applied in
pressure channel B (12) moves the rotor (7) back into the initial position. The
torsion spring (3) acts against the camshaft torque.

© BMW AG, Service Training

N42 Engine Chapter 3 P.19

Course Contents/Background Material

Crankshaft

TDC BDC TDC BDC TDC

Normal position Normal position

Intake VANOS Exhaust VANOS

Maximum adjustment Maximum adjustment

Intake VANOS Exhaust VANOS
KT-6450

Fig. 29: N42 timing diagram

© BMW AG, Service Training

N42 Engine Chapter 3 P.20

Course Contents/Background Material

Valve lift adjustment

The valve lift control is realized by means of an intermediate lever (6) between
the camshaft (4), roller-type finger (9) and eccentric shaft (5). The required
gear ratio is adjusted by means of the eccentric shaft (5) and the intermediate
lever (6). The eccentric shaft (5) is operated by a worm gear drive powered by
an electric motor.

7 6
4

KT-6733

Fig. 30: Graphic representation of valve lift adjustment

Index Explanation Index Explanation

4 Intake camshaft 7 Retaining spring for intermediate lever

5 Eccentric shaft 9 Roller-type finger

6 Intermediate lever

The drive of the valve lift control is provided by an electric motor.

The eccentric shaft is turned by a worm gear unit.

© BMW AG, Service Training

N42 Engine Chapter 3 P.21

Course Contents/Background Material

KT-6402

Fig. 31: Electric motor for adjusting the eccentric shaft

KT-6432

Fig. 32: Eccentric shaft

KT-6426

Fig. 33: Drive of eccentric shaft (worm gear drive)

© BMW AG, Service Training

N42 Engine Chapter 3 P.22

Course Contents/Background Material

7
5
8

2 6 4

KT-6442
Fig. 34: Top view of cylinder head

Index Explanation Index Explanation

1 VANOS unit on the exhaust side 5 Eccentric shaft

2 VANOS unit intake side 6 Intermediate lever

3 Exhaust camshaft 7 Retaining spring for intermediate lever

4 Intake camshaft 8 Eccentric shaft sensor

5
4
6

KT-6427

Fig. 35: Top side view of timing gear

Uniform distribution must be ensured as the minimum valve lift at idle speed
is only 0.3 mm. All valves must be opened wide to the same extent. The
maximum deviation of the opening stroke may only be ±10%.

© BMW AG, Service Training

N42 Engine Chapter 3 P.23

Course Contents/Background Material

For this reason, the roller-type fingers and the intermediate levers are divided
into four classes. The classification is marked by means of laser on the
components. The components are subject to precision measurement in order
to be able to classify them.
Specific allocation of the roller-type fingers and of the intermediate levers
ensures that all valves open wide simultaneously. The idle lift of the valves is
additionally measured at the factory.
A matching pair of roller-type fingers is installed as required. This pair of roller-
type fingers may deviate with regard to the classification from the other
installed roller-type fingers.

KT-6424 Fig. 36: Intermediate lever (6) and roller-type finger

The intermediate lever transmits the cam movement to the roller-type finger dependent on
the setting of the eccentric shaft.

KT-6425 Fig. 37: Intermediate lever (6) and roller-type finger

CAUTION:
Particular care must be taken when disassembling the valve timing gear to
ensure that all intermediate levers and roller-type fingers are marked so that
they are reinstalled in the correct position during reassembly.
Disregard of this requirement can cause uneven distribution of the cylinder
charge.
Irregular opening of the valves results in irregular, rough idle speed.

© BMW AG, Service Training

N42 Engine Chapter 3 P.24

Course Contents/Background Material

5 7

KT-6433

Fig. 38: Rear top view of the valve timing gear (roller-type finger (9))

KT-6394

Fig. 39: Retaining spring for intermediate lever (7)

The retaining spring presses the intermediate lever against the eccentric shaft, the camshaft
and the roller-type finger.

10

KT-6393

Fig. 40: Torque compensation spring (10) for eccentric shaft

© BMW AG, Service Training

N42 Engine Chapter 3 P.25

Course Contents/Background Material

Index Explanation Index Explanation

4 Intake camshaft 10 Torque compensation spring

5 Eccentric shaft

10

KT-6392

Fig. 41: Torque compensation spring (10) for eccentric shaft

The torque compensation spring (10) facilitates electric motor adjustment of

the eccentric shaft.

5
5

10
10
KT-6823

Fig. 42: Functional principle of the torque compensation spring

Index Explanation Index Explanation

FF Spring force h Lever arm of eccentric shaft

MF Torque on eccentric shaft 5 Eccentric shaft
10 Torque compensation spring

In the left-hand diagram, the torque is very low since there is only a very low
or no lever arm for transmitting the spring force FF.

© BMW AG, Service Training

N42 Engine Chapter 3 P.26

Course Contents/Background Material

In the right-hand diagram, the spring force FF acts on the eccentric shaft 5 over
the lever travel h thus generating the torque MF.

11 5

KT-6428

Fig. 43: Magnetic wheel (11) on eccentric shaft (5)

Powerful magnets are fitted in the magnetic wheel (11) of the eccentric shaft
(5). Together with the eccentric shaft sensor (8) these magnets serve the
purpose of determining the exact position of the eccentric shaft (5). The
magnetic wheel is secured to the eccentric shaft by means of a non-magnetic
special steel screw. On no account should a magnetic screw be used otherwise
the eccentric shaft sensor would supply incorrect values.

KT-6429
Fig. 44: Cam carrier

The cam carrier serves as a guide for the intake camshaft and eccentric shaft.
The cam carrier also accepts the electric motor for the valve lift control. The
cam carrier is paired with the cylinder head and must not be replaced
individually.

© BMW AG, Service Training

N42 Engine Chapter 3 P.27

Course Contents/Background Material

variable

variable

variable

Crankshaft

TDC BDC TDC

Retard setting intake Intake VANOS adjusted variably

VANOS, max. valve lift Valve lift adjusted variably

Advance setting intake Intake VANOS adjusted variably

VANOS, max. valve lift Valve lift adjusted variably

Intake VANOS adjusted variably

Valve lift minimum KT-6743

Fig. 45: Valve lift control diagram with intake VANOS adjustment

The figure above shows the VANOS adjustment facility. The valve lift
adjustment facility has been additionally incorporated in the graphic.
The special feature of the Valvetronic is that the air mass drawn in can be
freely determined by the closing time of the valve and the valve lift.
The air mass in the cylinder is thus limited, thus the term load control.
With the aid of VANOS, the closing point can be freely selected within a
defined range. With the valve lift control, the opening duration and the cross
section of the valve opening can also be freely selected within a defined
range.
Vacuum pump

Due to the introduction of the Valvetronic, the N42 engine requires a vacuum
pump for brake power assistance. Since the throttle valve is open while
driving, insufficient vacuum is built up in the intake pipe for brake power
assistance.

© BMW AG, Service Training

N42 Engine Chapter 3 P.28

Course Contents/Background Material

The vacuum pump is driven by the exhaust camshaft. The delivered air is fed
into the engine interior. The vacuum pump is lubricated via an oil gallery in the
cylinder head.

KT-6400
Fig. 46: Vacuum pump

KT-6413
Fig. 47: Vacuum pump (arrow = feed hole for lubrication)

The following figures show the design of the vacuum pump.

© BMW AG, Service Training

N42 Engine Chapter 3 P.29

Course Contents/Background Material

KT-6414 KT-6415

Fig. 48: Vacuum pump

1 2

KT-6416 KT-6417

Fig. 49: Vacuum pump disassembled

Index Explanation Index Explanation

1 Brake booster connection 2 Opening to cylinder head

Chain drive

The chain drive is completely new and based on a modular design. The drive is
divided into the chain drive module and the oil pump drive module.

© BMW AG, Service Training

N42 Engine Chapter 3 P.30

Course Contents/Background Material

Chain drive module

1 1

2 3

6
4 5

10 6
9

11

8
KT-6670

Fig. 50: Chain drive module

Index Explanation Index Explanation

1 VANOS threaded connection 7 Chain pinion guide
2 VANOS sensor segment, exhaust 8 Chain pinion, camshaft
3 VANOS sensor segment, intake 9 Chain tensioner
4 VANOS exhaust 10 Chain tensioner seal
5 VANOS intake 11 Tensioning rail
6 Threaded connection for chain drive

The seal for the chain tensioner must be replaced every time the tensioner is
loosened off.
The chain drive module is fitted in the timing case from above as a sealed unit
and secured with screws.

© BMW AG, Service Training

N42 Engine Chapter 3 P.31

Course Contents/Background Material

KT-6398

Fig. 51: Chain tensioner

The chain tensioner is new. The arrows in the figure above indicate the punch
marks on the banjo bolt on the chain tensioner. These punched sections
ensure the piston of the chain tensioner is connected to the banjo bolt so that
it moves.

Oil pump drive module

1
2

2 5
2 KT-6671

Fig. 52: Oil pump drive module

Index Explanation Index Explanation

1 Chain pinion for oil pump drive 4 Drive chain
2 Threaded connection 5 Oil pump sprocket
3 Chain tensioning rail

© BMW AG, Service Training

N42 Engine Chapter 3 P.32

Course Contents/Background Material

Cylinder head

The cylinder head is a new development. The timing case is cast together with
the cylinder head and no longer mounted by threaded connections. The
cylinder head is designed as a cross flow head.

KT-6440

Fig. 53: Top view of cylinder head

KT-6441
Fig. 54: Bottom view of cylinder head

© BMW AG, Service Training

N42 Engine Chapter 3 P.33

Course Contents/Background Material

KT-6444
Fig. 55: Cylinder head bolts

Three different cylinder head bolts are fitted in the N42 engine.
The slightly shorter bolts are fitted in the front and rear areas. The reason for
this is to ensure the cylinder head gasket is pressed down uniformly. Uniform
pretension is achieved between the cylinder head and engine block at all
points due to the different pretensioning forces of the various bolts. Follow
the repair instructions exactly during assembly and disassembly (tightening
torque, torquing angle and tightening sequence).

Cylinder head gasket

KT-6443
Fig. 56: Cylinder head gasket

The cylinder head gasket is designed as a rubberized multi-layer steel gasket.

This gasket variant is already known from other engines.

© BMW AG, Service Training

N42 Engine Chapter 3 P.34

Course Contents/Background Material

Cooling system

Coolant circuit

KT-6734

Fig. 57: Coolant circuit with IHKA

KT-6735

Fig. 58: Coolant circuit without air conditioning system

Index Explanation Index Explanation

1 Radiator 12 Heating heat exchanger
2 Electric fan, infinitely variable 13 Return, oil-to-water heat exchanger
3 Radiator supply hose 14 Heating supply hose (VL)
4 Radiator return hose 15 Heating return hose (RL)
5 Thermostat 16 Auxiliary water pump
6 Mechanical water pump 17 Supply, oil-to-water heat exchanger
7 Expansion tank 18 Heating valve
8 Hose between expansion tank and 19 Transmission oil-to-water heat exchanger
water pump
9 Bypass hose 20 Control cartridge
10 Double temperature sensor 21 Low temperature radiator

© BMW AG, Service Training

N42 Engine Chapter 3 P.35

Course Contents/Background Material

11 Fan temperature sensor

The bypass circuit (smaller coolant circuit) is not integrated in the cylinder
head but rather it is fed via a duct outside the cylinder head. The coolant
hoses are equipped with quickrelease couplings. The system pressure is 2.0
bar.
Section A-A
Cylinder head

Section B-B
Crankcase

Section C-C
Engine block

KT-6874

Fig. 59: Coolant circuit of N42 engine

Index Explanation Index Explanation

7 Expansion tank 19 Transmission oil-to-water heat exchanger

10 Double temperature sensor 20 Control cartridge

12 Heating heat exchanger 21 Low temperature radiator
14 Heating supply hose 22 Bleeder screws
16 Auxiliary water pump 23 Oil-to-water heat exchanger
18 Heating valve 24 Level sensor
Water pump

The water pump is combined with the power steering pump. The figure below
shows the combination of the power steering pump, water pump and
thermostat.

© BMW AG, Service Training

N42 Engine Chapter 3 P.36

Course Contents/Background Material

2
1

3
KT-6395

Fig. 60: Water pump (1), power steering pump (2) and thermostat (3)

The combination is mounted on the right side of the engine and is secured to
the engine block by means of four screws.

KT-6434

Fig. 61: Water pump fitted in position

In the following figure, the connection flange between the water pump and
power steering pump can be seen at the top.

© BMW AG, Service Training

N42 Engine Chapter 3 P.37

Course Contents/Background Material

KT-6436

Fig. 62: Water pump with view of connection flange

KT-6437

Fig. 63: Water pump with view of pump wheel

The delivery capacity of the water pump is 7 m3/h.

A water pump is available for hot countries (hot country water pump) with a
delivery capacity of 10 m3/h.
Thermostat

The thermostat housing is connected by screws to the water pump.

© BMW AG, Service Training

N42 Engine Chapter 3 P.38

Course Contents/Background Material

KT-6435

Fig. 64: Thermostat flanged on to water pump

KT-6411

Fig. 65: Thermostat

KT-6412

Fig. 66: Thermostat housing

© BMW AG, Service Training

N42 Engine Chapter 3 P.39

Course Contents/Background Material

Characteristic map thermostat

With the introduction of the N42B20 in 09/2001, a characteristic map

thermostat will also be introduced for the N42B18. The maximum opening
temperature is 105 ºC.
The characteristic map thermostat functions in the same way as already
known from the other engines (see M43TU). The use of the characteristic map
thermostat reduces fuel consumption by approx. 1 - 2%.

Radiator

The radiator is identical to the radiator of the M43 engine.

The coolant expansion tank has been adopted from the M52 engine.

Fan

A controlled electric fan is fitted. The electric fan has a sucking action.
Depending on the type, the electric fan has an output of 150 W or 390 W.

Engine block

Oil pan

The sheet steel oil pan is sealed off from the crankcase by means of a
rubberized sheet steel gasket. This type of gasket is already known from the
M54 engine.

Counterbalance shafts

The counterbalance shafts are similar to those in the M43TU engine. The
design has been correspondingly adapted for the N42. The weight of the
counterbalance shaft package has been halved.
The counterbalance shaft housing is made of pressure die cast aluminium. The
drive is provided by the oil pump. The oil pump in turn is driven via a separate
chain by the crankshaft. This chain is tensioned by a hydraulic chain tensioner.
Refer to the repair instructions for the installation sequence and setting.

© BMW AG, Service Training

N42 Engine Chapter 3 P.40

Course Contents/Background Material

1 2
KT-6502

Fig. 67: Bottom view of engine

Index Explanation Index Explanation

1 Counterbalance shafts 2 Oil pump

Caution:
The counterbalance shaft housing is bolted to the oil pump. On no account
must these threaded connections be released as the tooth backlash is set by
means of this threaded connection and this procedure should only be carried
out at the factory. The counterbalance shafts or the oil pump should only be
replaced as a common unit.

Crankcase

The two-piece crankcase is made completely of aluminium (chilled casting).

The parting point is in the centre of the crankshaft bearings.
Cast iron cylinder liners are cast into the upper section of the crankcase. The
top of the cast iron cylinder liners are cast with aluminium in order to ensure
effective sealing with the cylinder head gasket.
The crankcase can be reworked once. Pistons of repair stage 1 are available for
this purpose.

© BMW AG, Service Training

N42 Engine Chapter 3 P.41

Course Contents/Background Material

3
2 1

KT-6403 KT-6835

Fig. 68: Sectional view of crankcase (right)

Index Explanation Index Explanation

1 Cast iron cylinder liner 2 3 Aluminium casting of crankcase

2 Cast iron cylinder liner 1

The bottom section of the crankcase is referred to as the bedplate.

KT-6503
Fig. 69: Bottom section of crankcase (bedplate)

© BMW AG, Service Training

N42 Engine Chapter 3 P.42

Course Contents/Background Material

KT-6504

Fig. 70: Filler opening in upper section of crankcase for sealing compound between upper section and
lower section of crankcase

There is a groove in the lower section of the crankcase for accepting the
sealing compound via a special connection.
Since the crankshaft forces act on the threaded connection of both parts of
the crankcase it is important to ensure that this connection is free of play. For
this reason, the sealing compound is applied after the threaded connections
have been fitted.

1 3
4
2
KT-6697

KT-6696

Fig. 71: Crankshaft seal with sealing groove

Index Explanation Index Explanation

1 Upper section of crankcase 3 Seal

2 Bottom section of crankcase 4 Sealing compound

© BMW AG, Service Training

N42 Engine Chapter 3 P.43

Course Contents/Background Material

A repair kit containing sealing compound and a filler tool will be available for
repairs.
The graphic above shoes the position of the seal with respect to the
crankcase. The groove of the seal must be located at the parting point of the
upper section of the crankcase (1) to the lower section of the crankcase (2)
and the seal (3). During the filling procedure, the sealing compound emerges
from this groove. It is important to make sure that sealing compound
emerges from all four grooves (seal at front and rear). Only in this way is it
possible to ensure that the crankcase is properly sealed.
Crankshaft

The crankshaft of the N42 is a cast component. Axial mounting is ensured by a

65 mm diameter built-in bearing (similar to the M43TU) at the fifth bearing in
the upper section of the crankcase. Bearings 1 - 4 have a diameter of 56 mm.
Thanks to the larger thrust bearing it has been possible to improve acoustics
(counteracts flywheel sway).

4
6
1
7

3
KT-6672

Fig. 72: Crankshaft with bearings and incremental gearwheel

Index Explanation Index Explanation

1 Crankshaft 5 Lower bearing shell (5) ø 65 mm

2 Upper bearing shells (1-4) 6 Incremental gearwheel
ø 56 mm
3 Lower bearing shells (1-4) 7 Ball bearing for gear shaft
ø 56 mm
4 Upper thrust bearing shell (5)
ø 65 mm

© BMW AG, Service Training

N42 Engine Chapter 3 P.44

Course Contents/Background Material

KT-6505

Fig. 73: Crankshaft with thrust bearing

Flywheel

KT-6380

Fig. 74: Dual-mass flywheel

A dual-mass flywheel is fitted.

© BMW AG, Service Training

N42 Engine Chapter 3 P.45

Course Contents/Background Material

Connecting rod and piston

1

KT-6692

Fig. 75: Connecting rod and piston assembly

Index Explanation Index Explanation

1 Plain rectangular compression ring 3 3-piece oil scraper ring

2 Taper face ring

The connecting rod is made of steel and is cracked. The shape of the small
connecting rod eye is trapezoidal. The pin diameter is 20 mm, the bearing
diameter 50 mm.
The piston is a cast full slipper skirt piston with valve pockets in the crown.
The pistons of the N42B18/B20 are identical. A new feature is the cooling by
means of oil spray nozzles on the exhaust side. Previously the cooling was on
the intake side.

© BMW AG, Service Training

N42 Engine Chapter 3 P.46

Course Contents/Background Material

Power transmission area

KT-6845

Fig. 76: Trapezoidal piston principle

Index Explanation Index Explanation

1 Piston 3 Connecting rod

2 Gudgeon pin

The drawing above left shows a U-slot piston (trapezoidal); the drawing on the
right shows a standard piston.
The combustion pressure acts via the piston crown on the gudgeon pin and in
turn on the connecting rod. Thanks to the trapezoidal shape the area (green
power transmission area) via which the force is transmitted is larger than in a
standard piston.

Lubrication system

Technical data

Oil capacity in litres Explanation

5.00 Total filling capacity for first fill at factory

4.25 Filling capacity for service with oil filter change
1.25 Filling capacity between MIN/MAX mark on dipstick
Oil pressure Explanation

1.5 - 2.0 bar Minimum oil pressure at 20 ºC

4.0 - 6.0 bar Maximum oil pressure at 20 ºC
Oil delivery capacity Explanation

9 - 12 l/min At idle speed (700 rpm) at 20 ºC

50 - 55 l/min At maximum engine speed (6500 rpm) and 20 ºC

© BMW AG, Service Training

N42 Engine Chapter 3 P.47

Course Contents/Background Material

Oil circuit

4 5
2 6
3
1

7
9
8
13
11 14
10

12

16
15

17

18 19
KT-6725

Fig. 77: Oil circuit

Index Explanation Index Explanation

1 VANOS exhaust side 11 Hydraulic valve lash adjusters

2 Exhaust camshaft 12 Non-return valves
3 VANOS "Tank" 13 Unfiltered oil gallery from oil pump
4 Oil spray rails 14 Filtered oil gallery from oil filter
5 Vacuum pump supply 15 Oil spray nozzles
6 Intake camshaft 16 Crankshaft bearings
7 Solenoid valve, exhaust 17 Chain tensioner for oil pump drive
VANOS
8 Solenoid valve, intake VANOS 18 Unfiltered oil gallery from oil pump
9 Chain tensioner 19 Counterbalance shaft connection
10 VANOS intake side

© BMW AG, Service Training

N42 Engine Chapter 3 P.48

Course Contents/Background Material

KT-6423

Fig. 78: Non-return valves (12) in oil gallery

Oil pump
1 2

KT-6500
Fig. 79: Gear pump stage 1 (1) and stage 2 (2)

Two-stage oil pump with 2 pairs of gearwheels one behind the other.
Stage 2 is deactivated hydraulically at a pressure of 2 bar. It is active only in
the lower engine speed range (up to approx. 2000 rpm) in order to make
available sufficient oil pressure for the VANOS at high oil temperatures.

KT-6502

Fig. 80: Oil pump (arrow)

© BMW AG, Service Training

N42 Engine Chapter 3 P.49

Course Contents/Background Material

Oil pressure control

KT-6555 KT-6556

Fig. 81: Oil pressure control valve in initial position, depressurized (left) and under 2 bar oil pressure
(right)

KT-6557 KT-6729

Fig. 82: Oil pressure control valve with stage 2 deactivated (left) and high pressure control (right)

Index Explanation Index Explanation

1 Oil pump stage 1 5 Screw plug

2 Oil pump stage 2 6 Oil pump housing
3 Piston of pressure control valve 7 Engine oil pan
4 Spring of pressure control valve

Oil filter

A full-flow oil filter with oil-to-water heat exchanger is fitted.

© BMW AG, Service Training

N42 Engine Chapter 3 P.50

Course Contents/Background Material

1 2

KT-6408

Fig. 83: Oil filter (1) with oil-to-water heat exchanger (2)

Oil cooling

The oil-to-water heat exchanger is connected both to the oil circuit as well as
to the water circuit of the engine. This arrangement ensures that the coolant
quickly heats up the engine oil when the engine is cold and the coolant cools
the engine oil when the engine is hot. Shortening the warm-up phase
contributes to reducing the overall fuel consumption. The engine oil is cooled
in order to extend its service life.

KT-6407

Fig. 84: Oil filter with oil-to-water heat exchanger

© BMW AG, Service Training

N42 Engine Chapter 3 P.51

Course Contents/Background Material

Oil spray nozzles

KT-6506

Fig. 85: Oil spray nozzles for piston crown cooling

The oil spray nozzles are arranged on the exhaust side. Consequently, the heat
on the exhaust side can be dissipated more effectively.

Oil lubrication camshaft

KT-6409

Fig. 86: Oil spray nozzles for camshaft and eccentric shaft lubrication

Service notes

Lubrication system

The oil filler cover is a two-piece component. Both parts are connected by
means of a hinge. The retaining ring (2) is clipped onto the neck (3) of the
valve cover.

© BMW AG, Service Training

N42 Engine Chapter 3 P.52

Course Contents/Background Material

1
3

KT-6406
Fig. 87: Captive oil filler cover

Index Explanation Index Explanation

1 Oil filler cover 3 Neck

2 Retaining ring

An arrow (in the circle in the figure above) is marked on the retaining ring and
on the filler neck of the valve cover to facilitate assembly and disassembly.
The retaining ring can be easily removed from or fitted on the filler neck when
both arrows are aligned.

© BMW AG, Service Training

N42 Engine Chapter 4 P.1

Course Contents/Background Material

N42 engine management

New features ME 9.2
Introduction
In view of more stringent emission requirements as well as endeavours to
reduce fuel consumption and to increase driving dynamics the newly
developed Bosch engine management system ME 9.2 is to be introduced
worldwide.
A flash EPROM is used as the storage medium for the program, data, fault
code memory as well as the adaptation values.
The control unit plug connector is of modular design and features 5 connector
modules in an SKE housing with a total of 134 pins.
The ME 9.2 control unit is the same for all N42 engine variants in the different
models. The engine management data are programmed corresponding to the
specific variant.
The ME 9.2 control unit is combined with the BMW
development, i.e. the Valvetronic control unit. The ME 9.2
control unit is responsible for the engine management of the
N42 engine.
The task of the Valvetronic control unit is to control the valve lift of the intake
valves.

© BMW AG, Service Training

N42 Engine Chapter 4 P.2

Course Contents/Background Material

Overview ME 9.2

KT-6389

Fig. 1: Block diagram ME 9.2

Index Description
A1 Ignition lock
ABS/ASC Anti-lock brake system/traction control

© BMW AG, Service Training

N42 Engine Chapter 4 P.3

Course Contents/Background Material

DIAG Diagnostic plug

DISA Variable-geometry intake system (N42 B20 only)
DME/ME 9.2 Engine control unit
EDK Electronic throttle valve
EV 1-4 Fuel injectors 1 to 4
EWS3 Electronic vehicle immobilisation 3
FPM Accelerator pedal module
G Alternator
HFM Hot-film air mass meter
K1 DME relay
K2 Electric fuel pump relay
K3 Compressor relay
K4 Secondary air pump relay
K5 Power supply relay ignition coils 1-4
KS 1 Knock sensor 1
KS 2 Knock sensor 2
KT Characteristic map thermostat
KWG Crankshaft sensor
L Electronic fan
LSH 1 Oxygen sensor after catalytic converter 1
LSH 2 Oxygen sensor after catalytic converter 2
LSV 1 Oxygen sensor before catalytic converter 1
LSV 2 Oxygen sensor before catalytic converter 2
MFL Multifunction steering wheel
NTC 1 Radiator water outlet temperature sensor
NTC 2 Coolant temperature sensor
NWGA Exhaust camshaft sensor
NWGE Intake camshaft sensor
P1 Pressure sensor, intake system
P2 Ambient pressure sensor
S1 Clutch switch
S2 Brake switch
SLP Secondary air pump
TEV Fuel tank vent valve
TÖNS Thermal oil level sensor
VA VANOS exhaust camshaft
VE VANOS intake camshaft
V SG Valvetronic control unit
ZS 1-4 Rod-type ignition coils 1 to 4

© BMW AG, Service Training

N42 Engine Chapter 4 P.4

Course Contents/Background Material

Pin Type Description/type of signal Connection/measurement note

X6001 9-pin black Plug connector, DME module 1

1-01 I Voltage supply, terminal 15 End of line programming

1-02 Not used

1-03 D TxD End of line programming

1-04 G Ground Earth/ground point

1-05 G Ground Earth/ground point

1-06 G Ground Earth/ground point

1-07 I Voltage supply, terminal 30 Fuse F4

1-08 I Terminal 87 Fuse F1

1-09 O Activation, DME relay DME relay

X6002 24-pin black Plug connector, DME module 2

2-01 O Oxygen sensor heating Oxygen sensor 1 before catalytic converter

2-02 O Oxygen sensor heating Oxygen sensor 2 before catalytic converter

2-03 D CAN-bus vehicle low CAN-bus vehicle low

2-04 D CAN-bus vehicle high CAN-bus vehicle high

2-05 Not used

2-06 O Ground supply, oxygen sensor heater Oxygen sensor 1 after catalytic converter

2-07 G Virtual ground, oxygen sensor Oxygen sensor 1 before catalytic converter

2-08 G Ground, oxygen sensor signal Oxygen sensor 2 after catalytic converter

2-09 G Virtual ground, oxygen sensor Oxygen sensor 2 before catalytic converter

2-10 G Ground signal, oxygen sensor Oxygen sensor 1 after catalytic converter

2-11 Not used

2-12 O Ground supply, oxygen sensor heater Oxygen sensor 2 after catalytic converter

2-13 O Pump current, constant oxygen sensor Oxygen sensor 1 before catalytic converter

2-14 I Oxygen sensor signal Oxygen sensor 2 after catalytic converter

2-15 O Pump current, constant oxygen sensor Oxygen sensor 2 before catalytic converter

2-16 I Oxygen sensor signal Oxygen sensor 1 after catalytic converter

2-17 Not used

© BMW AG, Service Training

N42 Engine Chapter 4 P.5

Course Contents/Background Material

2-18 Not used

2-19 I Pump current, constant oxygen sensor (ground signal) Oxygen sensor 1 before catalytic converter

2-20 I Oxygen sensor reference cell Oxygen sensor 1 before catalytic converter

2-21 I Pump current, constant oxygen sensor (ground signal) Oxygen sensor 2 before catalytic converter

2-22 I Oxygen sensor reference cell Oxygen sensor 2 before catalytic converter

Pin Type Description/type of signal Connection/measurement note

2-23 O Activation, DME relay DME relay

2-24 Not used

X6003 52-pin black Plug connector, DME module 3

3-01 I Signal, hot-film air mass meter Hot-film air mass meter

3-02 I Pressure sensor signal

3-04 O Voltage supply HFM5 HFMREF

3-05 I TOENS signal Thermal oil level sensor

3-06 O Negative activation, fuel injector Fuel injector

3-07 O Negative activation, fuel injector Fuel injector

3-08 Not used

3-09 O Signal, VANOS valve Exhaust camshaft

3-10 O Signal, VANOS valve Intake camshaft

3-11 Not used

3-12 O Negative activation, characteristic map thermostat Characteristic map thermostat

3-13 O Negative activation, fuel injector Fuel injector

3-14 G Ground, hot film air mass sensor Throttle potentiometer 2

3-15 Not used

3-16 Not used

3-17 Not used

3-18 O Emergency operation signal Valvetronic Activation

3-19 D Alternator Alternator output

3-20 Not used

3-21 O TEV Fuel tank ventilation

3-22 Not used

© BMW AG, Service Training

N42 Engine Chapter 4 P.6

Course Contents/Background Material

3-23 Not used

3-24 Not used

3-25 O Negative activation, fuel injector Fuel injector

3-26 Not used

3-27 I Crankshaft sensor signal Crankshaft sensor

3-28 I NTC signal Coolant temperature

3-29 I Camshaft sensor signal Intake camshaft

3-30 I Camshaft sensor signal Exhaust camshaft

3-31 I DKG1 signal Throttle position

3-32 I DKG2 signal Throttle position

3-33 I KS1-2 Knock sensor signal

3-34 I KS3-4 Knock sensor signal

3-35 G NTC ground Coolant temperature

3-36 O NWG ground Exhaust camshaft

3-37 G KWG Crankshaft sensor

3-38 D LoCAN engine high Valvetronic control unit

3-39 Not used

3-40 O DISA activation 1

Pin Type Description/type of signal Connection/measurement note

3-41 O DISA activation 2

3-42 O Activation, throttle motor Throttle valve actuation

3-43 O Activation, throttle motor Throttle valve actuation

3-44 Not used

3-45 I DISA

3-46 I KS1-2 Knock sensor signal

3-47 I KS 3-4 Knock sensor signal

3-48 G NWG ground Intake camshaft

3-49 Not used

3-50 O DKG activation Throttle potentiometer

3-51 D LoCAN engine low Valvetronic control unit

3-52 G DKG Throttle sensor

X6004 40-pin black Plug connector, DME module 4

© BMW AG, Service Training

N42 Engine Chapter 4 P.7

Course Contents/Background Material

4-01 Not used

4-02 Not used

4-03 O SLP1 Secondary air pump relay

4-04 O Signal, auxiliary fan motor Auxiliary fan motor

4-05 G Body ground Terminal 31

4-06 I Start signal, terminal 50 Ignition/starter switch

4-07 G Ground, pedal position sensor Accelerator pedal sensor

4-08 I Signal, pedal position sensor Accelerator pedal sensor

4-09 O Supply, pedal position sensor Accelerator pedal sensor

4-10 O Activation, fuel pump relay (EKP) EKP relay for ECE

4-11 Not used

4-12 G Ground, pedal position sensor Accelerator pedal sensor

4-13 I Signal, pedal position sensor Accelerator pedal sensor

4-14 O Supply, pedal position sensor Accelerator pedal sensor

4-15 Not used

4-16 Not used

4-17 O Output, engine speed signal (TD) Diagnostic plug

4-18 Not used

4-19 Not used

4-20 Not used

4-21 Not used

4-22 I ASC ASC control unit

4-24 I Signal, brake light switch (ASC) Brake light switch

4-26 I Voltage supply, terminal 15 Fuse

4-27 O Voltage supply, multifunction steering wheel MFL

4-28 O Signal, brake light switch Brake light switch

4-29 I Signal, A/C compressor relay (KOREL) Heater and air conditioner

4-30 Not used

4-32 O TXD diagnosis signal To instrument cluster

Pin Type Description/type of signal Connection/measurement note

4-33 I/O Communication line (EWS) Electronic vehicle immobilisation

4-34 Not used

© BMW AG, Service Training

N42 Engine Chapter 4 P.8

Course Contents/Background Material

4-35 W CAN-bus CAN connection

4-36 I/O CAN-bus vehicle high CAN connection vehicle

4-37 I/O CAN-bus vehicle low CAN connection vehicle

4-38 G Ground Temperature sensor, radiator outlet

4-39 I Radiator outlet temperature Temperature sensor, radiator outlet

X6005 9-pin black Plug connector, DME module 5

5-01 Not used

5-02 O Signal, terminal 1 Ignition coil, cylinder 4

5-03 O Signal, terminal 1 Ignition coil, cylinder 1

5-04 Not used

5-05 G Ground Earth/ground point

5-06 O Signal, terminal 1 Ignition coil, cylinder 2

5-07 Not used

5-09 O Signal, terminal 1 Ignition coil, cylinder 3

© BMW AG, Service Training

N42 Engine Chapter 4 P.9

Course Contents/Background Material

Components
All components of the engine management ME 9.2 are listed in the following.
The variable-geometry intake system (DISA) is installed only in the N42B20
engine.

Sensors

- Accelerator pedal module (FPM)

- Hot-film air mass meter (HFM)
- Knock sensor 1 (KS1)
- Knock sensor 2 (KS2)
- Crankshaft sensor
- Oxygen sensor after catalytic converter 1 (LSH1)
- Oxygen sensor after catalytic converter 2 (LSH2)
- Oxygen sensor before catalytic converter 1 (LSV1)
- Oxygen sensor before catalytic converter 2 (LSV2)
- Radiator water outlet temperature sensor (NTC1)
- Water temperature sensor (NTC2) - Exhaust camshaft sensor (NWGA)
- Intake camshaft sensor (NWGE)
- Pressure sensor, intake system (P1)
- Thermal oil level sensor (TÖNS)
- Ambient pressure sensor in engine control unit (P2)

Actuators

- Variable-geometry intake system (DISA) N42B20 only

- Electronic throttle valve (EDK)
- Fuel injectors 1-4 (EV 1-4) - Electronic fan (L)
- Secondary air pump (SLP)
- Fuel tank vent valve (TEV)
- VANOS exhaust camshaft (VA)
- VANOS intake camshaft (VE)
- Valvetronic control unit (V SG)
- Rod-type ignition coils 1 to 4
- Characteristic map thermostat
Switches

- Ignition lock (A1)

- Multifunction steering wheel (MFL, cruise control)
- Clutch switch (S1)
- Brake switch (S2)

© BMW AG, Service Training

N42 Engine Chapter 4 P.10

Course Contents/Background Material

Relays

- DME relay (K1)

- EKP relay (K2)
- Compressor relay (K3)
- Secondary air pump relay (K4)
- Power supply relay ignition coils 1-4 (K5)

Interfaces

- Diagnosis connector (DIAG)

- CAN-bus vehicle high (CAN F)
- CAN-bus vehicle low (CAN F)
- Local CAN-bus engine high (CAN P)
- Local CAN-bus engine low (CAN P)

Functional description ME 9.2 VANOS

General

The functions of the N42 VANOS are identical to the VANOS systems already
known (e.g. M54). The design and installation have been simplified.

1
3
4
2

KT-6421

Fig. 2: Camshaft sensors and VANOS solenoid valves

Index Explanation Index Explanation

1 Solenoid valve, exhaust 3 Camshaft sensor, exhaust

VANOS
2 Solenoid valve, intake VANOS 4 Camshaft sensor, intake

© BMW AG, Service Training

N42 Engine Chapter 4 P.11

Course Contents/Background Material

The solenoid valve is controlled by the DME control unit and switches the
engine oil pressure for VANOS adjustment.

KT-6420

Fig. 3: VANOS solenoid valve

Possible faults/effects

Any faults that occur in the VANOS system are detected and stored by the
DME. For the driver, a malfunction is reflected in power loss and increased
fuel consumption. The malfunction indicator lamp (MIL) is activated as a
VANOS fault is relevant to exhaust emissions.

Special features

The control piston in the VANOS solenoid valves moves with a high degree of
precision. Compared to positioning of the control piston directly in the
cylinder head, this arrangement offers specific advantages with regard to
assembly and reliability of the system.

Secondary air system

General

Thermal post-combustion of the uncombusted hydrocarbon contained in the

exhaust gas is achieved by injecting additional air (secondary air) into the
exhaust gas during the cold start phase. At the same time, the catalytic
converter is heated to its operating temperature at a faster rate so as to
reduce the level of pollutants in the exhaust gas.
The design and function of the secondary air system are comparable to those
of the systems already known. Air injection takes place directly in the exhaust
port of the cylinder head. Secondary air ports are cast in the cylinder head for
this purpose.

© BMW AG, Service Training

N42 Engine Chapter 4 P.12

Course Contents/Background Material

Vehicles with no catalytic converter are not equipped with secondary air
injection.

Possible faults/effects

A malfunction in the secondary air system is not discernible for the driver.
However, a fault code relating to the exhaust gases is stored in the fault code
memory and the MIL is activated.

Emission control

General

A total of four oxygen sensors are fitted for the N42 engine. A planar
wideband oxygen sensor (constant characteristic curve) for controlling the
fuel-air mixture is fitted before each of the two primary catalytic converters.
A monitor oxygen sensor (jump characteristic) is located after the main
catalytic converter for the purpose of monitoring the overall performance of
the catalytic converter.
With the aid of this monitoring facility, the malfunction indicator lamp is
activated and a fault code stored in the event of impermissibly high exhaust
gas concentrations.
A monitor sensor (jump characteristic) is also fitted after a primary catalytic
converter for the purpose of synchronizing the exhaust gases of both primary
catalytic converters. With this arrangement it is possible to detect an
emission-relevant fault in an oxygen sensor of a primary catalytic converter
which otherwise is not noticeable in the overall exhaust gas system.
Example:
A value of λ>1 is determined at one primary catalytic converter and a value
of λ<1 at the other primary catalytic converter. Although impermissible
deviations occur at the two catalytic converters, the oxygen sensor after the
main catalytic converter determines λ=1. This fault can now be detected by
the additional oxygen sensor after a primary catalytic converter.

© BMW AG, Service Training

N42 Engine Chapter 4 P.13

Course Contents/Background Material

Planar wideband oxygen sensor

The N42 is equipped with a new, planar wideband oxygen sensor (primary
catalytic converter oxygen sensor). In contrast to conventional oxygen
sensors, the sensor element of the planar wideband oxygen sensor is made
up of layers of zirconium dioxide (ZrO2) ceramic films. This modular structure
enables the integration of several functions.
The heating element mounted in a laminate ensures the minimum operating
temperature of 750 ºC is reached rapidly.

KT-6687

Fig. 4: Sensor element design

Index Explanation Index Explanation

1 Exhaust gas 7 Zirconium ceramic layer

2 Pump cell (gauge head) 8 Measuring gap
3 Platinum electrode, reference cell 9 Reference cell

4 Heating electrode 10 Platinum electrode, reference cell

5 Heating element 11 Platinum electrode, pump cell (gauge head)

6 Reference air gap 12 Platinum electrode, pump cell

Due to the combination of a reference cell (9) for λ=1 and a pump cell or
gauge head (2) transporting oxygen ions in the sensor element, the wideband
sensor can measure not only at λ=1, but also in the rich and lean range (λ=0.7
to λ=air).

© BMW AG, Service Training

N42 Engine Chapter 4 P.14

Course Contents/Background Material

The pump cell or gauge head (2) and reference cell (9) are made of zirconium
dioxide and each coated with two porous platinum electrodes. They are
arranged such that there is a measuring gap (8) of approx. 10 to 50 µm
between them. This measuring gap is connected by an inlet opening to the
ambient exhaust gas atmosphere. The voltage applied to the pump cell is
controlled by an electronic circuit in the DME such that the composition of
the gas in the measuring gap is constantly at λ=1.
If the exhaust gas is lean, the pump cell or gauge head pumps oxygen away
from the measuring gap to the outside while the direction of flow is reversed
in the case of rich exhaust gas and oxygen is pumped from the ambient
exhaust gas into the measuring gap. The pump flow is proportional to the
oxygen concentration or the oxygen requirement.
The required current of the pump cell or gauge head is evaluated by the DME
as a signal relating to the exhaust gas composition.

Note

To operate effectively, the oxygen sensor requires ambient air as the

reference gas in the inside of the sensor. The ambient air reaches the inside
of the sensor via the plug connection and through the cable. The plug
connection must therefore be protected from soiling (wax, preservatives
etc.).
In the event of the oxygen sensor malfunctioning, the connector should
always be checked first with regard to soiling and cleaned if necessary. The
plug connection must be disconnected and then reconnected (in order to
remove any oxidation from the connector).

Signals

The oxygen sensor heating is powered by the vehicle electrical system (13 V)
and clocked cyclically by the control unit. The cyclic clock is based on a
characteristic map.
At a lambda value of 1, the oxygen sensor signal has a voltage of 1.5 V. At a
lambda value of infinity (pure air), the voltage is 4.3 V.
The oxygen sensor has a virtual ground of 2.5 V.
The pump current of the constant oxygen sensor is approx.
3 mA.

© BMW AG, Service Training

N42 Engine Chapter 4 P.15

Course Contents/Background Material

The pump cell of the constant oxygen sensor supplies a ground signal of
approx. 3 mA.
The reference cell of the constant oxygen sensor supplies a voltage of approx.
450 mV.

Ambient pressure sensor

General

The pressure sensor is located in the DME control unit. This sensor enables
continuous measurement of the air pressure.
The signal is used in the DME to calculate the altitude correction for forming
the mixture and as a reference value for the intake pipe pressure.
The voltage supply is 5 V. The resistance of the sensor is dependent on
pressure. The output voltage is processed by the DME in the form of a signal
voltage.

Intake pipe pressure sensor

General

The pressure sensor is located in the intake pipe behind the throttle valve. The
voltage supply is 5 V. The resistance of the sensor is dependent on pressure.
The output voltage is processed by the DME in the form of a signal voltage.
The set intake pipe pressure calculated by the DME is compared with the
measured intake pipe pressure.

KT-6391

Fig. 5: Pressure sensor in the intake system

© BMW AG, Service Training

N42 Engine Chapter 4 P.16

Course Contents/Background Material

Possible faults/effects

A corresponding fault code is stored in the event of deviations between the

calculated (set) and measured intake pipe pressure. The intake system should
be checked for leaks if the fault code "plausibility differential pressure" is
stored.

Special features

An intake pipe vacuum of 50 mbar is required for the tank ventilation

function. This vacuum is set by the throttle valve and monitoring with the
intake pipe pressure sensor.
The ambient pressure sensor serves as a reference sensor for the intake pipe
pressure sensor. Both sensor signals are constantly compared with each other
thus registering the intake pipe pressure.

© BMW AG, Service Training

N42 Engine Chapter 4 P.17

Course Contents/Background Material

Valvetronic General

Overview Valvetronic

KT-6673

Fig. 6: Block diagram Valvetronic

A separate control unit is used for controlling the Valvetronic (development of

the BMW Group).
Index Description

DME Digital motor electronics

K1 DME main relay

K2 Load-relief relay

M Electric motor for eccentric shaft adjustment

V SG Valvetronic control unit

VS Eccentric shaft sensor

Pin Type Description/type of signal Connection/measurement note

X60212 10-pin Connector Valvetronic control unit

module 1

1-01 I Voltage supply for power electronics

1-02 G Ground, Valvetronic control unit

1-03 I Load-relief relay activation

© BMW AG, Service Training

N42 Engine Chapter 4 P.18

Course Contents/Background Material

1-04 Not used

1-05 Not used

1-06 O Motor activation

1-07 O Motor activation

1-08 Not used

1-09 Not used

Pin Type Description/type of signal Connection/measurement note

1-10 Not used

X60211 24-pin Connector Valvetronic control unit

module 2

2-01 I Voltage supply

2-02 O Voltage supply, sensor

2-03 O Signal, control sensor (chip select)

2-04 I Signal, control sensor (data)

2-05 I Clock signal for data transfer, control sensor and reference
sensor (clock)

2-06 Not used

2-07 D LoCAN engine high

2-08 Not used

2-09 Not used

2-10 Not used

2-11 Not used

2-12 Not used

2-13 I Input, emergency operation signal

© BMW AG, Service Training

N42 Engine Chapter 4 P.19

Course Contents/Background Material

2-14 Not used

2-15 G Sensor shield

2-16 G Sensor ground

2-17 O Signal, reference sensor (chip select)

2-18 I Signal, reference sensor (data)

2-19 D LoCAN engine low

2-20 Not used

2-21 Not used

2-22 Not used

2-23 Not used

2-24 Not used

Eccentric shaft sensor

The task of the eccentric shaft sensor is to determine the exact position of the
eccentric shaft.

KT-6431

© BMW AG, Service Training

N42 Engine Chapter 4 P.20

Course Contents/Background Material

Fig. 7: Eccentric shaft sensor

1 2

KT-6438

Fig. 8: Rod-type ignition coil connector (1) and eccentric shaft sensor connector (2)

Electric motor for eccentric shaft adjustment

The electric motor for adjusting the eccentric shafts is located in the centre of
the cylinder head. To facilitate adjustment, the spindle of the motor engages
in the gearing of the eccentric shaft. The electric motor is driven by the
Valvetronic control unit.

KT-6430
Fig. 9: Electric motor for eccentric shaft adjustment

© BMW AG, Service Training

N42 Engine Chapter 4 P.21

Course Contents/Background Material

Functional description Valvetronic Eccentric shaft sensor

Sensor type

The eccentric shaft sensor operates in accordance with the magnetoresistive

principle, i.e. the effect of a magnetic field changes the resistance of a
ferromagnetic conductor.

Description

The sensor is of redundant design. Both sensor elements are accommodated

in one housing. One sensor undertakes the management function while being
monitored by the reference sensor. The sensors are arranged in opposition.
When the eccentric shaft is moved from zero lift in the direction of maximum
lift, the control sensor supplies ascending angle values and the reference
sensor descending angle values.

© BMW AG, Service Training

N42 Engine Chapter 4 P.22

Course Contents/Background Material

Function

A strong permanent magnet is mounted on a rotary shaft (eccentric shaft) for

the purpose of measuring the absolute angular position of this shaft.

KT-6872

Fig. 10: Magnetoresistive principle

Index Explanation Index Explanation

1 Magnetoresistive element with 3 Direction of rotation of magnetic field

resistance R (α)
2 Lines of magnetic field 4 Current flow I
The resistance R (α) of the magnetoresistive element (1) is dependent on the
direction of the lines of magnetic field (2).
The magnetoresistive element consists of a ferromagnetic layer. The sheet
resistance is solely dependent on the angle α under the influence of a
sufficiently strong magnetic field. The magnetic field is generated by
permanent magnets.
The data are transmitted over the "clock, data and chip select" lines via a
serial interface (DS) from the eccentric shaft sensor to the Valvetronic control
unit.
The angle values of the control sensor and of the reference sensor are in
opposition. The Valvetronic control unit constantly compares the values with
each other.
A stop learning routine is executed before starting the engine for the purpose
of determining the mechanical stops of the eccentric shaft. This learning
routine is always carried out when a difference is determined between the
off position and the start position of the eccentric shaft while starting the
engine.

© BMW AG, Service Training

N42 Engine Chapter 4 P.23

Course Contents/Background Material

For this purpose, the eccentric shaft is moved once from zero lift to full lift.
The end position as well as the initial position are stored.
The stop learning routine can be called up by the MoDiC or DIS.
The measuring range of the sensor is 180º.

Signals

The Valvetronic control unit supplies the sensor with a voltage of 5 V.

Data transfer from the eccentric shaft sensor to the Valvetronic control unit
takes place over a mean clock frequency of 250 kHz.

Possible faults/effects

In the event of the eccentric shaft sensor failing, this situation is recognized by
the Valvetronic control unit and signalled in the form of an error message to
the DME. The power supply to the motor is cut immediately. The fault is then
acknowledged by the DME and the electric motor is driven to the full stop
position (maximum valve lift) for the purpose of adjusting the eccentric shaft.
The throttle valve then controls metering of the intake air.
If only the signal of the control sensor (sensor 1) fails, the system switches
over to the reference sensor (sensor 2). The plausibility of both sensors is
then no longer checked.
A corresponding fault code is stored in the event of the reference sensor
failing. The system continues to operate normally.

Note

Particular care must be taken when replacing the eccentric shaft sensor to
ensure that the magnetic wheel is mounted on the eccentric shaft with a
non-magnetic special steel screw tightened to the specified torque.

Electric motor for eccentric shaft adjustment

Type of motor

The electric motor for adjusting the eccentric shaft is a clockcontrolled 12 V

DC motor.

© BMW AG, Service Training

N42 Engine Chapter 4 P.24

Course Contents/Background Material

Description

The electric motor is driven by the Valvetronic control unit. The eccentric shaft
is correspondingly adjusted by reversing the direction of rotation and the
duration of clocked activation. The electric motor can draw a current of up to
40 A at maximum adjustment.

Possible faults/effects

In the event of the motor or its activation function failing, this situation is
detected by the Valvetronic control unit and signalled to the DME. Power
supply to the motor is cut and a fault code is stored in the DME. As an
emergency operation function, the intake air is then metered by the throttle
valve.

Valvetronic control unit

General

The power to the Valvetronic control unit is supplied via the main relay of the
DME. The control commands from the DME are transferred via a LoCAN
motor high to the Valvetronic control unit.
The Valvetronic control unit and the load-relief relay are installed under the
battery. The Valvetronic also undertakes the ASC and/ or DSC throttle valve
functions.

Possible faults/effects

Faults that may occur are initially filtered in the Valvetronic control unit.
Detected faults are then transferred via the LoCAN motor to the DME and the
power supply to the electric motor for adjusting the eccentric shaft is initially
disconnected.
The DME acknowledges the fault to the Valvetronic control unit. The response
in the Valvetronic control unit depends on the cause of the fault.
If the cause of the fault is not in the electric motor for adjusting the eccentric
shaft and its activation system, the Valvetronic control unit will initiate an
emergency operation program. The eccentric shaft is then set to full lift and
the intake air controlled by the throttle valve.

© BMW AG, Service Training

N42 Engine Chapter 4 P.25

Course Contents/Background Material

The malfunction indicator lamp is not activated as this is not an emission-

relevant fault.

Idle speed control

General

The idle speed is controlled by the Valvetronic thus rendering the idle actuator
unnecessary.
The idle speed control has been correspondingly adapted to facilitate use of
the Valvetronic. During the starting procedure, the air volume is controlled by
the throttle valve.
With the engine at operating temperature, the system changes to non-
throttled operation after approx. 60 seconds (throttle valve fully opened).
However, the engine is started with the throttle valve fully opened under cold
weather conditions as this has a positive effect on the starting behaviour.

Note

In the event of a malfunction in the idle speed control, the engine should be
initially checked for leaks as leakage air has an immediate effect on the idle
speed. This is also noticeable, for example, when the oil dipstick is missing.

© BMW AG, Service Training

N42 Engine

Course Contents/Background Material

Chapter 5 P.1

N42 fuel system

Mixture control

General

The mixture control system was essentially adapted to that of the M54.
The pressure regulator is integrated in the fuel filter and both can be replaced
only as a complete unit. There is now only one fuel return line between the
fuel filter and fuel tank. The fuel pressure regulator is subject to the ambient
air pressure. A hose is fitted from the vacuum connection of the pressure
regulator to the intake system to ensure no fuel can reach the outside in the
event of leaks in the pressure regulator. The hose is connected behind the air
mass meter and before the throttle valve.
The fuel system pressure is 3.5 bar.

© BMW AG, Service Training

N42 Engine

Course Contents/Background Material

Fuel tank ventilation

General

Compared to the predecessor, the fuel tank ventilation has been greatly
relieved (larger cross sections). This measure ensures that the tank
ventilation system functions satisfactorily even at the slight intake pipe
vacuum (50 mbar).
Chapter 5 P.2

Fuel tank vent valve

The figure below shows the connection of the carbon canister valve (AKF valve) to
the intake system.

© BMW AG, Service Training

N42 Engine

Course Contents/Background Material

KT-6387
Fig. 1: Fuel tank vent valve (AKF valve)

© BMW AG, Service Training

N42 Engine Chapter 6 P.1

Course Contents/Background Material

N42 clutch SAC - Self adjusting clutch

Introduction
A slightly modified version of the self-adjusting clutch introduced in 1996 is
also fitted in the N42.

KT-6381
Fig. 1: N42 self-adjusting clutch installed

Index Explanation Index Explanation

1 Ramps 3 Compression spring

2 Thrust piece of adjustment wedges

A metal ring (previously plastic ring) with adjustment wedges arranged on the
circumference is located under the ramps.

© BMW AG, Service Training

N42 Engine Chapter 6 P.2

Course Contents/Background Material

KT-6380
Fig. 2: N42 self-adjusting clutch removed with dual-mass flywheel

KT-6382

Fig. 3: Inscription on clutch disc

Notes on maintenance and repair

A wear check is no longer necessary on all BMW models equipped with the
self-adjusting clutch.

© BMW AG, Service Training

N42 Engine Chapter 6 P.3

Course Contents/Background Material

KT-6380

Fig. 4: N42 self-adjusting clutch with special tool

The self-adjusting clutch is installed and removed in the same way as the
previous clutches.
The exact procedure is described in the repair instructions.

© BMW AG, Service Training