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The information contained in this Participant's Manual is intended solely for participants of the BMW Aftersales Training course. Refer to the latest relevant "BMW Service" information for any changes/supplements to the Technical Data. Information status: October 2004 conceptinfo@bmw.de © 2004 BMW Group München, Germany. Reprints of this manual or its parts require the written approval of the BMW Group, München.
Participant's Manual E60 M5 - Complete vehicle S85B50 engine Digital motor electronics (DME) S85B50 Sequential M gearbox (SMG 3) Dynamic stability control (DSC) Displays, indicators and controls
Contents E60 S85 - The New M5 System overview 1 Foreword 1
9 System overview E60 S85 - The New M5 Foreword The new BMW M5 will be launched in October 2004. It will be the most powerful M5 of all time and the first to exhibit this power potential at first glance. The basic concept, however, remains unchanged: The E60 M5 too combines without compromise - the qualities of a luxury class Saloon with the power potential of a sports car. Its visual appearance, however, is intentionally somewhat less discreet as its predecessor.
9 Technical data and competitors Length (mm) Width (mm) Height (mm) Wheelbase (mm) Toe, front (mm) Toe, rear (mm) Unladen weight (kg) Payload (kg) Luggage compartment capacity (l) Engine / Valves per cylinder Displacement (ccm) Mercedes E55 AMG 4818 1822 1412 2854 1583 1551 1835 525 530 V8 / 3 5439 Audi RS6 plus 4858 1850 1425 2759 1578 1587 1880 540 455 V8 / 5 4172 Biturbocharging 480 6000 - 6400 560 1950 - 6000 6.600 5-speed automatic gearbox 14.
Contents S85B50 Engine Objectives 1 Introduction 3 System overview 5 System components 17
6 Objectives S85B50 Engine Purpose of this Participant's Manual The Participant's Manual is a document designed to accompany a seminar while at the same time serving as a source of reference. This Participant's Manual describes new features and further developments of the S85B50 engine.
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7 Introduction S85B50 Engine Introduction The S85B50 is the first 10-cylinder engine from BMW for series production vehicles. The high speed layout of the S85 is a guarantee for a high degree of spontaneity in engine response and uniform power development. Due to the, for an in-line engine, very high top engine speed of 8,250 rpm, an extremely rigid engine block is necessary in order to withstand the vibrations and to satisfy the acoustic requirements.
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8 System overview S85B50 Engine S85B50 Engine block with bedplate 1 - Crankcase with bedplate (grey = aluminium, dark grey = cast iron, blue = water area, yellow = oil area) The lower bearings of the crankshaft in conventional crankcases are designed as individual bearing bridges. In order to reliably take up the piston forces, these "main bearing bridges" are made of cast iron. The bearing bridges are cast and are machined together with the crankcase following initial assembly.
8 Bedplate screw connection 2 - Bedplate screw connection The bedplate is secured to the upper section of 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 the bedplate (see arrow). To ensure trouble-free operation of the crankshaft, it is essential that the specified sequence of the bedplate screw connections is adhered to.
8 Bedplate sealing Primer is used to harden the liquid sealant at the outlet points. 4 - Sealant outlet Crankshaft drive The forged crankshaft has a crank pin sequence of 72°. The sprocket for the primary timing gear is produced as one part together with the crankshaft. Both the pistons as well as the steel cracked connecting rods are asymmetric.
8 Cylinder head The one-piece design of the cylinder head offers advantages with regard to rigidity and a reduction in sealing surfaces. Both the idle air port as well as the secondary air channel are integrated in the cylinder head. 6 - Cross section of cylinder head (red = cut edge, orange = secondary air channel, blue = water area, aqua = idle air port) Timing gear 8 - Valve train 7 - Timing gear S85 A timing chain with separate chain tensioner drives each intake camshaft (primary timing gear).
8 VANOS The oil pressure of 115 bar is produced by a high pressure pump installed in the oil pan. The high pressure pump is driven through a gearwheel directly from the crankshaft. The pressurized engine oil is routed via two delivery lines to the two VANOS control units and to the pressure accumulator. The adjustment units feature two proportional valves that ensure infinitely variable control of the oil pressure.
8 10 - Hydraulic diagram of VANOS actuator S85 Index A B C D Explanation Exhaust Intake Advance Retard Index 4 5 6 7 1 2 3 Engine oil pump (1-5 bar) Filter 80 µm High pressure pump 115 bar (HDP) 8 9 10 The displacement range of the pistons in the VANOS control unit is converted into rotary motion 10 Explanation Filter 50 µm Check valve (optional) Solenoid valve (3/2-way) Adjustment piston, pressure accumulator Pressure accumulator shut-off valve Pressure accumulator Pressure relief valve HDP VANOS
8 Belt drive 11 - Belt drive over complete side 13 - Secondary belt drive The secondary belt drive comprises the power steering pump and A/C compressor. The drive is provided by the pulley on the crankshaft. 12 - Main belt drive The water pump and alternator are driven by the main belt drive. The drive is provided by the pulley on the crankshaft.
8 Cooling circuit 14 - Cooling circuit Coolant flows both through the cylinder head as well as the engine block in the familiar cross-flow manner. A new feature, however, is that each cylinder head has its own radiator feed and the thermostat is located in the return flow line. The radiator is divided into an upper and lower water tank. Coolant that emerges from the cylinder head 1 - 5 flows through the upper water tank. The coolant from cylinder head 6 - 10 flows through the lower water tank.
8 Oil circuit lubrication 15 - S85 Oil circuit The S85 is equipped with a quasi-dry sump. For this reason, a suction pump is used to pump the oil out of the oil pan in the area ahead of the rack and pinion power steering gear into the rear oil sump. From here, a controllable slide valve pump conveys the oil at a max. pressure of 5 bar into the oil filter. A thermostat that enables the path to the engine cooler is additionally located in the oil filter head.
8 Intake air manifold 16 - Intake air manifolds S85 The S85 is equipped with a separate intake air manifold for each cylinder bank. The intake air manifolds are connected via hoses to the throttle valve assemblies. 10 individual throttle valves control the air supply for the S85. The individual throttle valves of each cylinder bank are operated separately by an actuator unit and operating shaft. The actuator motors operate independently.
8 Secondary air system The secondary air is injected into the exhaust ports via vacuum-controlled diaphragm valves on the cylinder heads. The vacuum necessary for activation of the secondary air valves is taken from the cylinder head 6 - 10 and switched by an electric changeover valve. A check valve prevents the return into the cylinder head. The vacuum lines from the electric changeover valve to the secondary air valves are routed in the wiring harness duct.
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9 System components S85B50 Engine Basic engine and add-on parts Upper section of crankcase The upper section of the crankcase is made from an aluminium alloy (GK AlSi17Cu4Mg T5). The contact surfaces of the cylinders are machined in accordance with the Alusil process. Bedplate The bedplate consists of an aluminium frame (G AlSi7Mg0.3 T6) in which the grey cast iron bearing bridges (GGG 60) are cast.
9 Crankshaft/main bearings The crankshaft is forged from a high-strength steel 42CrMo4 and weighs 21.63 kg. After grinding the bearing points, the shaft is nitrocarburized. The colour codes of the main bearing shells are stamped on the crank web of the first main bearing. 1 - Main bearing classification (G = green; Y = yellow; V = violet) Connecting rods The forged connecting rods of the S65 are made from the material 70MnVS4 BY.
9 The specified tightening operation for the connecting rod bolts must be adhered to precisely. Tightening the bolts three times to the same tightening angle gives rise to a certain training effect (work hardening) in the connecting rod bolts, resulting in increased pretensioning force and simultaneously in pretensioning force spread. Disregard of or a mix-up in the bolt tightening instructions can lead to 100 % engine damage by connecting rod bolts working loose.
9 Box-type tappets Compared to bucket tappets, box-type tappets permit a substantially greater crown curvature, resulting in decreased migration of the cam and tappet contact point. An alternative is concave grinding of the cams. This, however, involves higher production expenditure and produces a bucket tappet with a considerably larger diameter and therefore an additional weight of approx. 20 g per tappet.
9 7 - High pressure radial piston pump with fixed stator 1 and moving rotor 2 6 - Feed valve in high pressure pump Index 1 2 Explanation Engine oil Oil feed, high pressure pump The high pressure pump consists of the fixed stator about which the rotor rotates. Five moving plungers are mounted in the rotor. The stator and rotor are installed off-centre in the pump housing. The plungers are guided radially as the rotor rotates thus producing the pump stroke motion.
9 VANOS Actuators 9 - Adjustment unit Index 1 2 3 4 5 Explanation Adjustment direction, advance Intake Plug contacts Exhaust Adjustment direction, retard Separate adjustment units are provided for each cylinder bank for the purpose of adjusting the VANOS gear mechanism. These adjustment units are known as the actuators. The VANOS high pressure pump supplies them with oil under high pressure.
9 adjustment pistons. The retraction movement of the adjustment pistons is supported by the camshafts as they push back the spline shafts in the hydraulic units due to the helical gearing in the VANOS gear mechanism. 11 - Adjustment piston extending The holding function and piston retraction are achieved by reducing the oil feed on the side with the largest piston surface area by partly actuating the proportional valve.
9 The gear units are mounted in their base position, i.e. pulled apart. The camshafts are adjusted when the gear units are pushed together. The drive gearwheel and bearing for the drive gearwheel are connected by a torsion spring to assist the return movement.
9 16 - Direction of rotation when sliding on the adjustment unit The exhaust camshaft is driven by the intake camshaft in connection with a gear drive mechanism. The drive gearwheel is split in two in order to avoid gearing noises caused by a change in the driving tooth profile in connection with a change in load.
9 VANOS Pressure accumulator The pressure accumulator is preloaded with nitrogen. A piston separates the oil chamber from the gas chamber. The VANOS operating pressure is 115 bar. The shut-off valve on the pressure accumulator is closed when the engine is turned off. A pressure of 80 bar remains in the pressure accumulator which is immediately made available the next time the engine is started.
9 22 - Minimum delivery 23 - Maximum delivery 27
9 Electric oil pumps When cornering at high speeds, the centrifugal force forces the engine oil into the outer cylinder head so that it can no longer flow back into the oil pan of its own accord. It must therefore be pumped off by the respective oil pump and returned to the oil sump. The electric oil pumps are activated by the engine control unit that determines the cornering speed with a yaw rate sensor.
9 Intake air manifold The S85 features a separate intake air manifold for each cylinder bank that is mounted with hose clips on the throttle valve assemblies. Cyclone separators are installed in the intake air manifolds in the area of the fifth and tenth cylinder. The oil from the oil separators and the condensate from the manifolds merge in two channels in the crankcase behind the tenth cylinder and routed into the oil sump. The design of the intake air manifold is similar to that mounted on the S54.
9 Radiator The radiator of the S85 is divided into an upper and a lower water tank. The lower water tank serves the purpose of cooling the coolant from the 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 to reduce the pressure drop in the radiator from approx. 3 bar to approx. 1.4 bar. Thermostat Due to the two-section cooling concept, the thermostat on the S85 has been relocated in the return line.
Contents DME S85B50 Objectives 1 Introduction 3 System overview 5 Functions 7 Functional Principle of the Digital Motor Electronics 7 System components 15 Digital Motor Electronics (DME) 15 Service information 23
4 Objectives DME S85B50 Purpose of this Participant's Manual The Participant's Manual is a document designed to accompany a seminar while at the same time serving as a source of reference. This Participant's manual describes new features and further developments of the digital motor electronics (DME) for the S85B50 engine.
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5 Introduction DME S85B50 Introduction The S85B50 engine can develop a power output of 373 kW (507 bhp) and a maximum torque of 520 Nm. The use of the MS_S65 with its expanded functions made it possible to precisely control the engine based on the high speed concept.
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6 System overview DME S85B50 The MS_S65 is a further development of the MS_S54 (MS_S54 HP, M3 CSL) that was used to control the S54 in the E46 M3.
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7 Functions DME S85B50 Functional Principle of the Digital Motor Electronics Engine torque control The EDR satellite serves the purpose of controlling the engine torque. The main control variable is the quantity of fresh air (air/ fuel mixture) supplied to the engine that can be varied by the position of the ten individual throttle valves and the two idle speed throttle valves. For the control system, the V 10 engine is divided into two identical blocks (cylinder banks) each with five cylinders.
7 1 - System circuit diagram EDR 8
7 Index 1 2 3 4 5 6 7 8 9 10 11 Explanation Dynamic stability control (DSC) Active cruise control (ACC) Safety and gateway module (SGM) Steering wheel Sequential M gearbox (SMG) Pedal position sensor (PWG) Pedal position sensor (PWG) Digital Motor Electronics (DME) Brake light switch Clutch switch Transmission switch, idle speed Index 12 13 14 15 16 17 18 19 20 21 Explanation Throttle valve sensor (DKG) Inverted throttle valve sensor (DKG) Hot-film air mass meter (HFM) Idle speed actuator (LLS) Electric
7 Activation of the fuel pumps 3 - Block diagram of EKP module Index 1 2 3 Explanation Activation Power supply Control logic EKP 1 The DME controls the EKP 1 corresponding to requirements via the electric fuel pump EKP. The EKP 2 cuts in non-regulated in the high load range. The pressure regulator in the tank is activated in a variable mode in order to set the fuel pressure to the target value with the activated second pump.
7 Ionic current measurement For optimized engine management in terms of exhaust emission and fuel consumption, it is necessary to establish as accurately as possible the composition of the combustion mixture under all engine operating conditions. A method for achieving this aim is the socalled ionic current measurement. Ionic current measurement can be used for knock combustion control and detecting irregular idle speed (misfiring detection).
7 Ionic current representation The ionic current progression (curve) is directly dependent on the cylinder pressure and the ions in the cylinder.
7 Comparison of ionic current curves 7 - Normal and knocking combustion Index 1 2 3 4 Explanation Firing point End of ignition Ionic current Flame front signal Index 5 6 7 Explanation No knocking Time Knocking 13
7 Selectivity of maximum engine power output The POWER button is a ground switch that is pressed once to enable the maximum engine power output. The modes that can be selected with the button are P400 and P500. The P500 Sport mode which also selects a progressive accelerator pedal characteristic can be configured only in the "M-Drive" menu and selected via the "M" button on the multifunction steering wheel. The P400 setting is assumed automatically when the vehicle is restarted.
8 System components DME S85B50 Digital Motor Electronics (DME) DME control unit Siemens MS_S65 The MS_S65 is equipped with 6 plug-in modules (combined in two compact connectors) that are grouped according to functions. The ignition output stage as well as the knocking combustion and misfiring detection stage have been relocated to the ionic current control unit.
8 Fuel pressure sensor The fuel pressure sensor is located in the front left wheel arch. This sensor measures the current fuel pressure and transfers the value to the engine management. 3 - Fuel pressure sensor Electric fuel pump (EKP) The fuel tank contains two fuel pumps that are designed as vane pumps. The fuel filter and the pressure regulator are positioned in the left half of the fuel tank. Both pumps are integrated in the right-hand half of the fuel tank.
8 EKP module As on the E60 Series (8-cylinder and diesel), the EKP module is located on the rear right in the luggage compartment. The power output stage of this control unit has been adapted to the additional pump and the modified control logic. Ionic current control unit The two ionic current control units supplied by the manufacturer Helbako are mounted on the front of the cylinder head covers of the respective cylinder bank.
8 Oil pressure switch The signal from this switch is transferred to the DME where it is evaluated. In the event of a deviation from the specified value, the DME sends a corresponding message to the CID which in turn displays an associated check control message. Oil extraction pump Two independent return pumps are installed on the S85B50. Different from the predecessor model, these pumps are activated as from a centrifugal force of 0.8 G.
8 Idle speed actuator (LLS) 7 - Idle speed actuator The two idle speed actuators LLS are designed as throttle valve actuators and are located in the V-area. 8 - Idle speed actuator (sectional view) Index 1 Explanation Throttle valve The idle speed actuators communicate with the DME via the LLS/SMG-CAN. The idle speed actuators are initialized automatically when the engine is stationary and the ignition is ON.
8 Throttle valve actuator motor One actuator motor (EDR) moves five mechanically coupled throttle valves on each cylinder bank. Each EDR consists of an actuator motor with gear mechanism and electronic control module. The communication with the DME via CAN, the control and activation of the actuator motor and the internal diagnosis functions are controlled by the electronic control module.
8 Throttle valve sensor (DKG) Two potentiometers are activated per cylinder bank: sensors detect the position (angle) of the throttle valves of cylinder bank 1 and 2. • One potentiometer for the position control. It is powered and read by the EDR satellite. The read value is transferred via the CAN to the DME. In the event of failure, the affected unit is switched off. The two Hall sensors integrated in one housing feature an inverted characteristic curve (one raising, one falling).
8 Mini HFM for secondary air system A mini HFM measures the secondary air mass in the intake pipe of the secondary air pump. This monitoring facility has proven necessary in view of the ever lower exhaust emission values. 11 - Mini HFM Primary oxygen sensor (control sensor) The familiar oxygen sensors LSU 4.9 with continuous characteristic are used as the primary oxygen sensors (control sensors). They are installed in the intake funnel of the near-engine catalytic converters.
9 Service information DME S85B50 Electric throttle valve actuators (EDR) The two EDRs can be used individually. Following replacement, the limit stops must be initialized by actively switching terminal 15 for at least 1 minute without starting the engine. The DME controls the synchronization with respect to each other. Individual throttle valve The individual throttle valves can be adjusted individually with respect to each other DME programming The control unit can be reprogrammed up to 63 times.
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Contents Sequential M gearbox SMG 3 Objectives 1 Introduction 3 System overview 5 Functions 13 System components 15 Service information 21
4 Objectives Sequential M gearbox SMG 3 Purpose of this Participant's Manual The Participant's Manual is a document designed to accompany a seminar while at the same time serving as a source of reference. This Participant's Manual describes the new features and further developments of the sequential M gearbox (SMG 3).
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5 Introduction Sequential M gearbox SMG 3 New 7-speed SMG A new 7-speed sequential M gearbox (SMG) has been developed for the E60 M5. The SMG 3 is designated SMG Getrag 247. cones in the synchronizer rings that facilitate shorter synchronization times through their higher load bearing capacity.
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6 System overview Sequential M gearbox SMG 3 The new SMG 3 1 - Selector lever and head-up display in the E60 M5 5
6 2 - Schematic circuit diagram SMG 6
6 Index 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 Explanation Light module Car access system (CAS) SMG control unit Sequential M transmission Pump relay Multifunction steering wheel (MFL) Longitudinal acceleration sensor Bonnet contact switch Bonnet contact switch Selector lever indicator Door contact switch Drivelogic switch Brake-light switch DME control unit Accelerator pedal module DSC control unit Safety and gateway module (SGM) Trailer module Rain/driving light sensor (RLS) Instrument cl
6 3 - Hydraulic circuit diagram SMG 3 8
6 Index 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 Explanation Hall sensors, selector rod R/1 (redundant) Working piston Shift range valve Hall sensors, selector rod 5/3 Working piston Shift range valve Hall sensors, selector rod 2/4 Working piston Shift range valve Hall sensors, selector rod 6/7 Working piston Shift range valve Proportional valve Proportional valve Proportional valve Shift range valve Edge-type filter Electric motor with hydraulic pump Temperature sensor Pressure sensor
6 4 - SMG 3 Index 1 2 3 4 5 6 7 8 9 10 11 12 13 10 Explanation Gearbox breather Proportional valves Sensor strip Shift range valves Crankshaft sensor Speed sensor, countershaft Connection to sensor strip Connection for valves and electric motor Oil level plug Connection - clutch slave cylinder, temperature/pressure sensor Gearbox oil cooler Oil filter Oil pump
6 5 - SMG 3 Index 1 2 3 4 5 6 7 8 9 10 11 Explanation Clutch slave cylinder Return line High-pressure line Oil level/filler plug Reservoir Pressure sensor Temperature sensor Hydraulic block with oil pump Proportional valve Electric motor Pressure accumulator 11
6 6 - Two-disc clutch Index 1 2 3 4 5 6 12 Explanation Drive plate Intermediate plate Drive plate Contact plate Formed spring Pressure plate
7 Functions Sequential M gearbox SMG 3 Special functions Tow-start The following procedure must be implemented to activate this function: • With the brake pedal depressed, turn the ignition key to terminal 15 • Select position "N" • Tow-start/pus-start the vehicle • Shift selector lever to "S+" and hold in this position. The transmission control engages the gear corresponding to the speed and activates the clutch.
7 Clutch overload protection (KÜS) The clutch overload protection function (KÜS) protects the clutch from thermal overload. The clutch overload protection function makes use of an arithmetic logic in the SMG control unit that can calculate the thermal load of the clutch based on the slip and contact force. In the first stage, the clutch overload protection function reduces the slip at the clutch. The customer would refer to this as a "harsh gearshift".
8 System components Sequential M gearbox SMG 3 Transmission ratio of the SMG 3 The SMG 3 is designed as an overdrive gearbox as can be clearly seen in the overview of gear ratios. A special feature of this gearbox is that the main shaft is mounted in three bearing assemblies. The third bearing assembly has been realized by an end shield bolted in the gearbox casing. 1 - Gear wheel arrangement of the SMG 3 Transmission ratio Explanation 1st gear 2nd gear 3rd gear 4th gear Transmission ratio 3.985 2.
8 Gearshift pattern 2 - Selector rods (top view) Index R 1 2 3 16 Explanation Reverse 1st gear 2nd gear 3rd gear Index 4 5 6 7 Explanation 4th gear 5th gear 6th gear 7th gear
8 Signals and parameters Gear recognition The engaged gear is determined in a contactless arrangement by means of the Hall sensors on the actuators of the individual selector rods. The position of the working pistons is detected. Reversing light The redundant sensor system of the 1/R selector rod detects reverse gear when engaged and correspondingly informs the transmission control. The transmission control informs the lights switching centre that reverse gear is engaged.
8 The PLCD sensor essentially consists of a special core made of soft magnetic material. The entire length of the core is enclosed by a coil (primary coil) with a further, short evaluator coil at each end. A voltage, depending on the position of the saturated area, is induced in the evaluator coils when an appropriate alternating current is applied to the primary coil. Consequently, the length of the virtual parts of the core and therefore the position of the saturated area can be determined in this way.
8 Steering angle The signal is tapped off from the CAN. This value influences the automatic function of the gearbox (gearshift suppression). Longitudinal acceleration/gradient This value is determined by the longitudinal acceleration sensor in the right footwell. It is used for the purpose of calculating the gradient. Wake-up The SGM control unit assumes standby mode as soon as the vehicle is unlocked. As a result, the hydraulic unit generates sufficient pressure to disengage the clutch if necessary.
8 Hydraulic system 5 - SMG with hydraulic unit Index 1 Explanation Hydraulic unit A DC motor drives the hydrostatic pump. The pump conveys the hydraulic oil via a nonreturn valve into a pressure system while energy is stored in a hydraulic accumulator. 20 The operating pressure is 75 bar. The maximum pressure is 90 bar which is applied only during initialization procedures. The maximum shift force is approx. 2,500 N.
9 Service information Sequential M gearbox SMG 3 Initialization As on the SMG 2, the SMG control unit must newly adapt and store various parameters after a component has been replaced in the area of the clutch or gearbox as well as after programming. Clutch teach-in function This function is used to adapt the clutch to the characteristics stored in the control unit. The clutch grab point is taught-in with the engine running.
9 Pressure accumulator preload A function for checking the accumulator prepressure has been implemented to facilitate diagnosis for service applications. The diagnostic procedure evaluates the time required to discharge the accumulator. The pressure sensor of the hydraulic unit is used to measure the pressure. The SMG control unit still measures the time required for filling.
Contents Dynamic Stability Control MK60E5 Objectives 1 Introduction 3 System overview 5 Functions 9 System components 11
5 Objectives Dynamic Stability Control MK60E5 Purpose of this Participant's Manual The Participant's Manual is a document designed to accompany a seminar while at the same time serving as a source of reference. This Participant's Manual describes the new features and further developments of the dynamic stability control (DSC) MK60E5.
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6 Introduction Dynamic Stability Control MK60E5 MK60E5 from Continental Teves The E60 M5 is equipped with the Continental Teves Dynamic Stability Control System (DSC+) MK60E5. This system offers the customer further functions that were not yet realized with the previous systems. New functions • Brake readiness • Dry braking • Hill ascent assistant.
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7 System overview Dynamic Stability Control MK60E5 Further development of the MK60psi The MK60E5 is a further development of the MK60psi, which is currently used in the E87. The abbreviation "psi" stands for "pressure sensor integrated" i.e. the two pressure sensors of the tandem master brake cylinder (THZ) have been combined to form one plausibility sensor and integrated in the hydraulic unit.
7 Hydraulics diagram DSC MK60E5 1 - Hydraulics diagram DSC MK60E5 6
7 Index 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Explanation Brake fluid reservoir Rear axle Front axle (hydraulic connection) Pressure sensor, push rod circuit Pulsation damper Isolating valve Electric changeover valve Self-priming return pump Damper chamber Accumulator chamber Front left inlet valve with orifice plate, analogue Front right inlet valve with orifice plate, analogue Rear right inlet valve, analogue Rear left inlet valve, analogue Rear left outlet valve Rear right outlet val
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8 Functions Dynamic Stability Control MK60E5 DSC Additional Functions Compared to the standard DSC features, the MK60E5 in the E60 M5 has been upgraded by the following additional functions: • M Dynamic Mode (MDM) • Brake readiness • Dry braking The following functions are not required on the M5: • Performance control (FLR) • Soft stop • Fading brake support (FBS) • Dynamic traction control (DTC). • Hill ascent assistant.
8 Hill ascent assistant Assistance is provided when driving off on uphill gradients by briefly maintaining a specific brake pressure in the wheel brakes. This function is active only when the transmission is not in "N" position and the handbrake is released. DSC ON/OFF has no influence in this case. The tilt angle (uphill and downhill gradient) is calculated from the measured value of the longitudinal acceleration sensor.
9 System components Dynamic Stability Control MK60E5 Differences compared to the MK60psi The main differences in the design of the MK60E5 compared to the MK60psi are: • Analogue valves • 4 pressure sensors for individual braking pressure acquisition at each wheel.
9 Pressure generation • Pump with two differential piston pump elements • Operated by means of common eccentric shaft Engine intervention • Ignition timing adjustment • Charge control. Interfaces • CAN-bus interface (F-CAN, PT-CAN). 12 • 250 W pump motor • ASC and DSC mode: Self-priming return pump.
Contents Displays, Indicators and Controls Objectives 1 Introduction 3 System overview 5 System components 7
6 Objectives Displays, Indicators and Controls Purpose of this Participant's Manual The Participant's Manual is a document designed to accompany a seminar while at the same time serving as a source of reference. This Participant's Manual describes the new features and further developments of the displays, indicators and controls in the E60 M5.
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7 Introduction Displays, Indicators and Controls Additional Functions Compared to the 545i, the E60 M5 provides the driver with additional functions relating to the displays, indicators and controls as well as for setting the individual systems. In the following, the individual elements are presented as they will be realized at series launch. The Owner's Handbook provides general information on how to use the controls.
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8 System overview Displays, Indicators and Controls Differences compared to the E60 The M5 instrument cluster is based on the instrument cluster of the E60 545i. The changes to the visual appearance and the additional functions are described in detail in the chapter System Components. The head-up display (HUD) has been adopted from the E60 as the additional functions relate to the HUD software.
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9 System components Displays, Indicators and Controls Displays and indicators in the E60 M5 Instrument cluster The instrument cluster in the M5 is based on that of the E60 Series. Corresponding adaptations have been implemented in the visual appearance and scope of functions for use in the M5.
9 Oil level indicator The M5 is equipped with an electronic oil level indicator. The oil level is indicated in the information field of the on-board computer (BC) in the instrument cluster. The average speed information was removed from the BC menu to accommodate the oil level 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 measurement logic is resident in the engine management MS_S65.
9 Perform quick measurement • Park vehicle in horizontal position • Engine running at idle speed • Oil temperature above 70 °C clock symbol indicates that the oil level is being measured. The clock symbol would disappear if the engine speed is now increased. The measurement is continued as soon as the measurement criteria are met again. • Select engine oil level indicator in on-board computer The pure measuring time is approx. 60 s. • Press and hold BC button > 2 s.
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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 LW
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