100% found this document useful (2 votes)
1K views40 pages

BMW Engine Training Guide

This document provides an introduction and technical overview of the BMW B46TU and B48TU engines. It describes the key innovations and features of these engines, including their identification, specifications, mechanical components like the cylinder head and crankshaft drive, valve gear, belt drive, cooling system, exhaust system, fuel system, and electrical system. Safety information and the latest technical information as of April 2017 is presented.

Uploaded by

duc le
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
100% found this document useful (2 votes)
1K views40 pages

BMW Engine Training Guide

This document provides an introduction and technical overview of the BMW B46TU and B48TU engines. It describes the key innovations and features of these engines, including their identification, specifications, mechanical components like the cylinder head and crankshaft drive, valve gear, belt drive, cooling system, exhaust system, fuel system, and electrical system. Safety information and the latest technical information as of April 2017 is presented.

Uploaded by

duc le
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
You are on page 1/ 40

Technical�training.

Product�information.
B46TU�/�B48TU�Engines

BMW�Service
General�information

Symbols�used

The�following�symbol�is�used�in�this�document�to�facilitate�better�comprehension�or�to�draw�attention
to�very�important�information:

Contains�important�safety�information�and�information�that�needs�to�be�observed�strictly�in�order�to
guarantee�the�smooth�operation�of�the�system.

Information�status:�April�2017

BMW�Group�vehicles�meet�the�requirements�of�the�highest�safety�and�quality�standards.�Changes
in�requirements�for�environmental�protection,�customer�benefits�and�design�render�necessary
continuous�development�of�systems�and�components.�Consequently,�there�may�be�discrepancies
between�the�contents�of�this�document�and�the�vehicles�available�in�the�training�course.

The�information�contained�in�the�training�course�materials�is�solely�intended�for�participants�in�this
training�course�conducted�by�BMW�Group�Technical�Training�Centers,�or�BMW�Group�Contract
Training�Facilities.

This�training�manual�or�any�attached�publication�is�not�intended�to�be�a�complete�and�all�inclusive
source�for�repair�and�maintenance�data.�It�is�only�part�of�a�training�information�system�designed�to
assure�that�uniform�procedures�and�information�are�presented�to�all�participants.

For�changes/additions�to�the�technical�data,�repair�procedures,�please�refer�to�the�current�information
issued�by�BMW�of�North�America,�LLC,�Technical�Service�Department.

This�information�is�available�by�accessing�TIS�at�www.bmwcenternet.com.

Additional�sources�of�information

Further�information�on�the�individual�topics�can�be�found�in�the�following:

• Owner's�Handbook
• Integrated�Service�Technical�Application
• Aftersales�Information�Research�(AIR)

The�information�contained�in�this�manual�is�not�to�be�resold,�bartered,�copied,�or�transferred
without�the�express�written�consent�of�BMW�of�North�America,�LLC�(“BMW�NA”).

©2018�BMW�of�North�America,�LLC

The�BMW�name�and�logo�are�registered�trademarks.�All�rights�reserved.
B46TU�/�B48TU�Engines
Contents
1. Introduction............................................................................................................................................................................................................................................. 1
1.1. Innovations�B46TU............................................................................................................................................................................................. 1
1.2. Innovations�B48TU............................................................................................................................................................................................. 2
1.3. Engine�identification......................................................................................................................................................................................... 3
1.3.1. B46TU�engine........................................................................................................................................................................... 3
1.4. Technical�data............................................................................................................................................................................................................. 5
1.4.1. Model�overview........................................................................................................................................................................5

2. Engine�Mechanical..................................................................................................................................................................................................................... 6
2.1. Engine�housing......................................................................................................................................................................................................... 6
2.1.1. Cylinder�head..............................................................................................................................................................................6
2.2. Crankshaft�drive....................................................................................................................................................................................................... 7
2.2.1. Crankshaft........................................................................................................................................................................................ 7
2.2.2. Connecting�rod........................................................................................................................................................................ 8
2.2.3. Chain�drive.................................................................................................................................................................................. 10
2.3. Valve�gear.......................................................................................................................................................................................................................14
2.3.1. VANOS.............................................................................................................................................................................................. 14
2.4. Belt�drive......................................................................................................................................................................................................................... 15

3. Cooling�System........................................................................................................................................................................................................................... 17
3.1. Split�cooling............................................................................................................................................................................................................. 17
3.2. Heat�management�module.................................................................................................................................................................20
3.3. Operating�strategy........................................................................................................................................................................................... 21
3.3.1. Cold-start�phase................................................................................................................................................................ 22
3.3.2. Warm-up�phase.................................................................................................................................................................. 23
3.3.3. Operating�temperature............................................................................................................................................ 24
3.3.4. Maximum�cooling�requirement...................................................................................................................25
3.4. Coolant�pump.......................................................................................................................................................................................................... 26

4. Exhaust�System.......................................................................................................................................................................................................................... 27
4.1. Exhaust�turbocharger..................................................................................................................................................................................27

5. Fuel� System........................................................................................................................................................................................................................................28
5.1. Fuel�preparation................................................................................................................................................................................................... 28
5.1.1. Fuel�high-pressure�pump....................................................................................................................................29
5.1.2. Direct�rail........................................................................................................................................................................................ 30
5.1.3. Solenoid�valve�injector.............................................................................................................................................32

6. Engine�Electrical�System.......................................................................................................................................................................................... 34
6.1. Digital�Motor�Electronics�(DME)................................................................................................................................................ 34
B46TU�/�B48TU�Engines
1.�Introduction
This�document�exclusively�describes�the�changes�to�the�B46�and�B48�engine.�The�B46TU�engine�will
be�available�in�the�new�G20�3�Series�and�G29�Z4�Roadster�in�early�2019.�The�B48TU�engine�will�be
available�starting�in�November�2018�exclusively�in�the�F39�X2�M35i.

1.1.�Innovations�B46TU
To�meet�the�legal�requirements�for�emissions,�a�number�of�technical�improvements�have�been
implemented.�The�technical�updates�for�the�B46TU�engine�include�the�following�new�features:

New�features

1
B46TU�/�B48TU�Engines
1.�Introduction
Index Explanation
1 Modified�cylinder�head
2 Crankshaft�weight�reductions
3 Single-part�timing�chain�drive
4 Modified�belt�guide
5 Split�cooling
6 Heat�management�module�with�electrical�Split�Cooling�Valve�(SCV)
7 Fuel�preparation�with�350 bar�(5076�psi)�injection�pressure
8 DME�8

Weight�savings�in�the�crankshaft�drive�area,�injection�pressure�boosting�in�the�fuel�preparation�area,
and�function�changes�in�the�engine�cooling�area�have�made�it�possible�to�reduce�the�CO2�emissions�by
2.5�-�5%,�while�increasing�engine�performance�by�5 kW/20 Nm�(8�hp/15�lb-ft).

1.2.�Innovations�B48TU
The�technical�improvements�made�to�the�B48TU�engine�a�highlighted�below:

• 302�hp�(225�kW)
• 332�lb-ft�(450�Nm)
• Reinforced�crankshaft�with�larger�main�bearing�diameter.
• New�piston�with�modified�compression.
• New�connecting�rods�without�a�bearing�on�small�end.
• Newly�developed�larger�exhaust�turbocharger�with�integrated�air-diverter�valve.
• Modified�fuel�injectors�with�increased�flow�rate�and�350�bar�pressure.
• Newly�developed�intake�air�pipes�for�higher�power�and�torque.
• Modified�exhaust�system�to�minimize�back�pressure.
• Engine�cover�with�M�Performance�logo.

2
B46TU�/�B48TU�Engines
1.�Introduction
1.3.�Engine�identification

1.3.1.�B46TU�engine

Engine�identification—transverse�mounted�shown

3
B46TU�/�B48TU�Engines
1.�Introduction
B48TU�engine

Engine�identification—transverse�mounted�shown

Index Explanation
1 Engine�number
2 Engine�identification

The�7-digit�engine�identification�is�located�on�the�crankcase�in�the�area�of�the�mounting�for�the
crankshaft�alignment�pin.�The�first�6�digits�of�the�engine�identification�code.�Only�the�seventh�digit
is�different.�The�seventh�digit�of�the�engine�identification�code�is�the�test�number�of�the�type�approval
certification.

The�4th�digit�in�the�engine�identification�shown�above�is�an�A,�this�represents�its�a�transverse�mounted
engine�that�will�be�installed�in�the�F39�M35i.�The�G20�and�G29�will�have�a�B�in�the�4th�position�that
represents�the�engine�is�longitudinal�mounted.

The�consecutive�engine�number�is�embossed�above�the�engine�identification.�Using�these�two
numbers�the�engine�can�be�clearly�identified�by�the�manufacturer.

4
B46TU�/�B48TU�Engines
1.�Introduction
1.4.�Technical�data
The�B46B20O1�and�B46B20T1�engine�is�described:

B46B20O1 B48B20T1
Power�output�in�[kW�(hp)] 190�(255) 225�(302)
at�[rpm] 5000–6500 5000–6250
Torque�in�[Nm�(lb-ft)] 400�(295) 450�(332)
at�[rpm] 1550�–�4400 1750�–�4500
Number�of�cylinders 4 4
Displacement�in�[cm³] 1998 1998
Bore�/�stroke�in�[mm] 82/94.6 82/94.6
Compression�ratio 10.2�:�1 9.5�:�1
Valves�per�cylinder 4 4
Start�of�Production�(SOP) 11/2018 11/2018

1.4.1.�Model�overview
The�table�below�provides�an�overview�of�the�models�in�which�the�new�B46TU�and�B48TU�engine�is
used.

Models Engine
G20�330i B46B20O1
G29�Z4 B46B20O1
F39�X2�M35i B48A20T1

5
B46TU�/�B48TU�Engines
2.�Engine�Mechanical
2.1.�Engine�housing

2.1.1.�Cylinder�head
The�cylinder�head�is�made�of�aluminum.

Only�slight�modifications�have�been�made�to�the�B46TU�head�compared�to�the�B46.

Cylinder�head

6
B46TU�/�B48TU�Engines
2.�Engine�Mechanical
2.2.�Crankshaft�drive

2.2.1.�Crankshaft

Comparison�B46�crankshaft�with�B46TU�crankshaft

The�crankshaft�of�the�B46TU�engine�have�been�revised.�Material�adaptations�have�to�both�the
counterweights�and�the�connecting�rod�bearing�journals�have�made�it�possible�to�achieve�weight
savings�of�up�to�1043 g�(2.3�lbs).

A�reinforced�crankshaft�with�larger�main�bearing�diameter�is�used�in�the�B48A20T1�engine.

Comparison�of�crankshaft�B46�engine�with�B46TU�engine

Index Explanation
A Crankshaft�of�B46�engine
B Crankshaft�B46TU�engine

7
B46TU�/�B48TU�Engines
2.�Engine�Mechanical
2.2.2.�Connecting�rod

Connecting�rod

Index Explanation
1 Piston
2 Area�transferring�the�force
3 Wrist�pin
4 Connecting�rod�bearing�with�shaped�bore�hole
5 Connecting�rod
6 Connecting�rod�bearing�(B46TU�only)
7 Small�connecting�rod�eye�(trapezoidal�shape)
8 Large�connecting�rod�eye�(cracked)
9 Connecting�rod�bolts�of�the�connecting�rod�bearing�cap
10 Connecting�rod�bearing�shell�of�the�connecting�rod�bearing�cap
11 Connecting�rod�bearing�shell�of�the�connecting�rod�(IROX-coated)

The�drop-forged�cracked�connecting�rods�with�IROX�coating�are�known�from�the�B38/B46�engines.

8
B46TU�/�B48TU�Engines
2.�Engine�Mechanical
IROX�coating

Detailed�magnification�of�the�IROX�coating

Index Explanation
1 IROX-coated�bearing�shell
2 Oil�film
3 IROX�coating
4 Bearing�shell
5 Binding�resin
6 Hard�particle
7 Solid�lubricant

The�IROX�coating�is�applied�to�a�conventional�bearing�shell.�It�consists�of�a�binding�resin�matrix�made
of�polyamide-imide�with�embedded�hard�particles�and�solid�lubricants.�The�polyamide-imide�ensures,
in�combination�with�the�hard�particles,�that�the�bearing�shell�surface�is�so�hard�that�material�abrasion
is�no�longer�possible.�The�solid�lubricants�reduce�surface�friction�and�replace�the�oil�film�which�briefly
no�longer�exists�between�the�bearing�shell�and�the�connecting�rod�bearing�journal�during�the�starting
phase.�The�IROX�bearings�are�red�due�to�their�special�coating.

The�IROX-coated�bearing�shells�are�only�located�on�the�connecting�rod�side�as�here�the�load�acts
mainly�on�the�bearing�shells.�The�bearing�shell�caps�are�equipped�with�a�bearing�shell�without�IROX
coating.

If�a�connecting�rod�bearing�cap�is�mounted�the�wrong�way�round�or�on�another�connecting�rod,�the
fracture�structure�of�both�parts�is�destroyed�and�the�connecting�rod�bearing�cap�is�not�centered.�In�this
event�the�entire�set�of�connecting�rods�must�be�replaced�with�new�parts.�In�Service�please�observe�the
specified�jointing�torques�and�angle�of�rotation�specifications�in�the�repair�instructions.

9
B46TU�/�B48TU�Engines
2.�Engine�Mechanical
Bearing�shell�classification�of�connecting�rod�bearing

The�connecting�rod�bearing�shells�are�available�in�one�standard�size.�It�is�therefore�not�necessary�to
follow�a�procedure�similar�to�that�used�with�the�main�bearing�shells�of�the�crankshaft.

2.2.3.�Chain�drive

Features:

• Chain�drive�at�the�side�of�the�engine�emitting�the�forces.
• Single-part�chain�drive�for�driving�the�camshafts.
• Single�sleeve-type�chain�8 mm.
• Electric�motor�of�the�combined�oil-vacuum�pump�via�a�separate�chain.
• Plastic�tensioning�and�guide�rail.
• Hydraulic�chain�tensioner�with�spring�preload�and�sealing�sleeve.

The�following�comparison�shows�the�differences�between�the�timing�chain�drive�of�the�B46�engine
and�that�of�the�B46TU�and�B48TU engine:

10
B46TU�/�B48TU�Engines
2.�Engine�Mechanical

Comparison�chain�drive�B46�engine�with�B46TU

Index Explanation
A Two-part�chain�drive�B46�engine
B Single-part�chain�drive�B46TU�and�B48TU�engine
1 Slide�rail
2 Top�timing�chain
3 Chain�tensioner
4 Tensioning�rail
5 Bottom�timing�chain
6 Camshaft�sprocket,�oil/vacuum�pump
7 Drive�chain�oil/vacuum�pump
8 Guide�rail
9 Timing�chain

11
B46TU�/�B48TU�Engines
2.�Engine�Mechanical
The�main�difference�between�the�chain�drive�compared�with�the�B46�engine�is�the�move�from�a�two-
part�timing�chain�drive�to�a�single-part�timing�chain�drive.�The�timing�chain�direly�drives�the�camshaft
sprockets�on�the�camshafts.�Deflection�via�the�intermediate�shaft�on�the�top�timing�chain�and�the
second�timing�chain�is�no�longer�needed.�The�chains�used�here�are�8 mm�sleeve-type�chains.�Because
the�intermediate�gearing�is�no�longer�needed,�the�number�of�teeth�on�the�crankshaft�(23 teeth)�and�the
VANOS�unit�(46 teeth)�has�also�changed.

Comparison�chain�track,�B38�and�B38TU�engines�shown

Index Explanation
A Chain�track�two-part�timing�chain�drive�(B38�engine�shown,��B46�is�identical)
B Chain�track�single-part�timing�chain�drive�(B38TU�engine�shown,��B46TU�and
B48TU�are�identical)
1 B38�&�B38TU�engines�shown
2 Upper�timing�chain
3 Timing�chain
4 Lower�timing�chain
5 Drive�chain�oil/vacuum�pump

The�way�the�combined�oil/vacuum�pump�is�driven�by�a�separate�drive�chain�from�the�crankshaft�has
not�changed.�Only�the�renewal�of�the�chain�tracks�has�changed;�the�drive�chain�for�the�oil/vacuum
pump�is�now�located�in�front�of�the�timing�chain.

12
B46TU�/�B48TU�Engines
2.�Engine�Mechanical
Eliminating�the�second�timing�chain�offers�the�following�benefits:

• Improved�acoustics
• Lower�space�requirement
• Reduced�weight

Chain�tensioner

Chain�tensioner

Index Explanation
1 Tensioning�rail
2 Sealing�sleeve
3 Chain�tensioner�with�screw�thread

Due�to�the�cylinder�head�manufacturing�process,�the�chain�tensioner�now�has�a�sealing�sleeve�with�a
height�of�12.5 mm�instead�of�a�sealing�ring.

13
B46TU�/�B48TU�Engines
2.�Engine�Mechanical
2.3.�Valve�gear

2.3.1.�VANOS

VANOS�unit�B46�engine�and�B46TU/B48TU�engines

Index Explanation
A VANOS�B46�engine
B VANOS�B46TU�and�B48TU�engine

Following�the�changeover�from�a�two-part�chain�drive�to�a�single-part�chain�drive,�the�camshaft
sprockets�on�the�VANOS�now�have�46�teeth�instead�of�the�previous�36�teeth.�To�compensate�for�the
additional�weight�of�the�larger�camshaft�sprockets,�the�adjuster�was�designed�to�be�shorter�and�more
compact.�Additionally,�the�chain�track�was�displaced�by�1.5 mm.

14
B46TU�/�B48TU�Engines
2.�Engine�Mechanical
2.4.�Belt�drive

Comparison�belt�drive�B46�engine�and�B46TU/B48TU�engines

Index Explanation
A B46�Engine�(transverse�installation�shown)
B B46TU/B48TU�engines�(transverse�installation�shown)
1 Deflecting�element
2 Alternator
3 Coolant�pump
4 Air�conditioning�compressor
5 Ribbed belt
6 Torsional�vibration�damper
7 Belt�tensioner

The�belt�layout�is�a�single-belt�drive�where�all�ancillary�components�are�driven�by�one�belt.
Changing�the�belt�guiding�has�help�to�save�both�material�and�space.

The�length�of�the�drive�belt�changes�due�to�thermal�expansion�and�ageing.�So�the�drive�belt�can
transmit�the�required�torque,�it�must�be�continuously�in�contact�with�the�belt�pulley�at�a�defined
pressure.�To�allow�this�to�happen,�the�belt�tension�is�exerted�by�an�automatic�tensioning�pulley
mounted�on�the�alternator;�the�pulley�compensates�for�belt�elongation�over�the�full�service�life.

15
B46TU�/�B48TU�Engines
2.�Engine�Mechanical

In�case�of�incorrect�assembly�of�the�drive�belt,�the�coolant�flow�through�the�coolant�pump�is�either
insufficient�or�non-existent;�there�is�thus�a�lack�of�cooling.�There�is�a�risk�of�damage�to�engine
components�and�engine�damage�

16
B46TU�/�B48TU�Engines
3.�Cooling�System
3.1.�Split�cooling
Split�cooling�is�a�new�development�for�the�B46TU�engine.�This�cooling�concept�is�a�modified�version
of�which�is�already�used�in�the�N63TU2.

The�Split�Cooling�function�uses�the�electrical�Split�Cooling�Valve�(SCV),�to�enable�on-demand
decoupling�of�the�crankcase�from�the�coolant�flow�both�in�the�warm-up�phase�and�in�partial�load
operation.�In�this�situation,�the�coolant�is�exclusively�routed�through�the�cylinder�head.�The�engine
reaches�its�operating�temperature�more�quickly�in�the�warm-up�phase,�and�can�be�operated�with
reduced�emissions�in�partial�load�operation.

Coolant�circuit

17
B46TU�/�B48TU�Engines
3.�Cooling�System
Index Explanation
A High�cooling�requirement,�Split�Cooling�cylinder�head
B Low�cooling�requirement,�Split�Cooling�crankcase
1 Cylinder�head
2 Crankcase
3 Heat�management�module
4 Split�Cooling�Valve�(SCV)
5 Coolant�pump

Cooling�system�overview

18
B46TU�/�B48TU�Engines
3.�Cooling�System
Index Explanation
1 Radiator
2 Coolant�temperature�sensor�radiator�outlet
3 Additional�coolant�radiator
4 Electric�fan
5 Split�Cooling�Valve�(SCV)
6 Coolant�pump
7 Bypass�valve
8 Engine�block�(crankcase)
9 Coolant�temperature�sensor�engine�outlet
10 Cylinder�head
11 Exhaust�turbocharger
12 Heater�core
13 Expansion�tank
14 Component�temperature�sensor
15 Engine�oil/coolant�heat�exchanger
16 Transmission�oil/coolant�heat�exchanger
17 Heat�management�module
18 Additional�coolant�radiator

In�Split�Cooling,�the�cooling�requirements�for�the�crankcase�and�the�cylinder�head�are�managed�by
the�electrical�Split�Cooling�Valve�(SCV).�The�fact�that�the�engine�reaches�operating�temperature�more
quickly�again�translates�to�substantial�consumption�and�emission�reductions.

To�guarantee�optimal�heat�distribution�during�the�cylinder�head�and�crankcase�warm-up,�the�coolant
supply�for�the�cylinder�head�and�crankcase�is�controlled�individually.�Controlled�by�the�Digital�Motor
Electronics�(DME),�the�coolant�is�distributed�by�the�electrical�Split�Cooling�Valve�(SCV)�on�the�heat
management�module�in�the�warm-up�phase�such�that�substantially�more�coolant�is�available�to�the
cylinder�head�than�to�the�crankcase.�Depending�on�the�engine's�operating�condition,�the�Digital�Motor
Electronics�(DME)�controls�the�distribution�of�the�coolant�quantity�to�the�cylinder�head�and�crankcase
as�required.

A�bleeding�procedure�must�be�carried�out�in�accordance�with�the�repair�instructions�and�is�required
following�a�part�exchange�in�the�cooling�system�or�refilling�of�the�cooling�system.

A�video�demonstrating�the�bleeding�procedure�can�be�found�in�the�B46TU�Engine�on-line�course
(OL1837).

Filling�without�a�vacuum�filler�device�(watering�can�filling)�is�not�approved��There�is�a�risk�of�engine
damage�in�case�of�failure�to�comply��The�filling�procedure�must�be�observed�

Operation�of�the�vehicle�is�not�permitted�without�completing�the�entire�filling�procedure�sequence.
There�is�a�risk�of�functional�limitations�or�overheating.

19
B46TU�/�B48TU�Engines
3.�Cooling�System
3.2.�Heat�management�module
The�heat�management�module�replaces�the�characteristic�map�thermostat.

Heat�management�module

Index Explanation
1 Electrical�Split�Cooling�Valve�(SCV)
2 Coolant�output�towards�the�coolant�pump
3 Electrical�actuator
4 Rotary�valve

A�rotary�valve�inside�the�heat�management�module�ensures�needs-driven�cooling�of�the�various�engine
components.�The�opening�cross-sections�of�the�various�coolant�ducts�can�be�opened�or�closed
variably.�A�position�sensor�in�the�electrical�actuator�of�the�heat�management�module�forwards�the
current�position�of�the�rotary�valve�to�the�Digital�Motor�Electronics�(DME).�The�exact�position�of�the
rotary�valve�can�thus�be�determined�so�that�it�opens�or�closes�a�precisely�defined�cross-section�with
respect�to�the�various�coolant�ducts.�Adjusting�the�cross-sections�ideally�adapts�the�flow�rates�of�the
coolant�ducts�connected�to�the�heat�management�module�to�the�engine�operating�points.�To�correctly
position�the�rotary�valve,�the�Digital�Motor�Electronics�(DME)�require�information�including�the�coolant
temperature�from�the�coolant�temperature�sensor,�and�the�material�temperature�of�the�cylinder�head
from�the�component�temperature�sensor�.Warm-up�and�cooling�of�the�engine�and�the�supply�to
ancillary�components�can�be�implemented�as�driven�by�requirements,�thus�optimizing�consumption.

20
B46TU�/�B48TU�Engines
3.�Cooling�System
3.3.�Operating�strategy
The�following�graphic�shows�the�positions�of�the�rotary�valve�as�the�coolant�temperature�increases:

Switching�diagram�heat�management�module

Index Explanation
0% Rotary�valve�closed
100% Rotary�valve�open
A Cold�start
B Warm-up�phase
C Operating�temperature
D Transition�from�normal�operation�to�maximum�cooling�requirement
E Maximum�cooling�requirement
X Rotational�angle�in�angular�degrees
1 Heater�circuit
2 Main�coolant�circuit
3 Minor�coolant�circuit

The�openings�on�the�rotary�valve�vary�the�cross-sections�of�the�different�coolant�ducts�as�a�function
of�the�rotational�angle�of�the�rotary�valve.�The�following�graphics�schematically�represent�the�various
engine�operation�phases,�from�cold�start�to�maximum�cooling�requirement.

21
B46TU�/�B48TU�Engines
3.�Cooling�System
3.3.1.�Cold-start�phase
Point�A�in�the�heat�management�module�circuit�diagram�designates�the�cold�start�with�an�engine�that
has�completely�cooled�down.

Cold-start�phase

In�the�cold-start�phase,�the�coolant�circulates�exclusively�via�a�bypass�in�the�coolant�pump.�The�rotary
valve�in�the�heat�management�module�closes�the�coolant�lines�so�that�the�excess�pressure�that�builds
up�opens�the�pressure�relief�valve�in�the�coolant�pump�(opening�pressure�2.2 bar)�and�the�coolant�is
recirculated�in�the�coolant�pump.

Because�the�coolant�circuits�through�the�exhaust�turbocharger�and�the�ventilation�line�of�the�cylinder
head�cannot�be�closed,�a�low�volumetric�flow�is�returned�to�the�coolant�pump�here.

22
B46TU�/�B48TU�Engines
3.�Cooling�System
3.3.2.�Warm-up�phase
Area�A�in�the�circuit�diagram�for�the�heat�management�module�shows�the�opening�angle�of�the�rotary
valve�in�the�warm-up�phase.

Warm-up�phase

In�the�warm-up�phase,�the�heat�management�module�additionally�opens�the�connection�to�the�heating
in�addition�to�opening�the�bypass�line.�The�coolant�flows�through�the�cylinder�head,�the�exhaust
turbocharger�and�the�engine�oil/coolant�heat�exchanger.�The�electrical�Split�Cooling�Valve�is�closed;�no
coolant�flow�through�the�engine�block�(Split�Cooling).

23
B46TU�/�B48TU�Engines
3.�Cooling�System
3.3.3.�Operating�temperature
The�positions�of�the�rotary�valve�at�engine�operating�temperature�are�shown�by�area�C�of�the�heat
management�module�circuit�diagram.

Operating�temperature

The�graphic�shows�control�with�the�engine�at�operating�temperature.�The�position�of�the�rotary�valve
means�that�the�cross-sections�of�the�respective�coolant�lines�are�open�to�a�greater�or�lesser�extent
depending�on�the�coolant�temperature.�The�coolant�flows�with�a�varying�volumetric�flow�through�the
small�coolant�circuit,�the�large�coolant�circuit�and�the�heater�circuit.�Depending�on�the�load�request,
the�crankcase's�coolant�connection�is�opened�by�the�electrical�Split�Cooling�valve,�thus�cooling�the
crankcase.�Large�engine�operation�ranges�are�covered�with�the�crankcase�coolant�circuit�closed.

24
B46TU�/�B48TU�Engines
3.�Cooling�System
3.3.4.�Maximum�cooling�requirement
The�maximum�cooling�requirement�is�shown�at�point�E�of�the�heat�management�module�circuit
diagram.

Maximum�cooling�requirement

To�provide�maximum�cooling�at�high�dynamic�loads�and/or�high�ambient�temperatures,�the�radiator
connection�is�fully�opened�(100%)�and�the�bypass�line�is�completely�closed�.�Additionally,�the�heater
circuit�is�90%�closed�to�achieve�the�maximum�cooling�thanks�to�the�maximum�coolant�volumetric�flow
through�the�large�coolant�circuit.

25
B46TU�/�B48TU�Engines
3.�Cooling�System
3.4.�Coolant�pump
The�layout�and�function�of�the�coolant�pump�have�been�revised�and�adapted�to�match�the�cooling
concept�of�the�B46TU/B48TU engines.

Coolant�pump

Index Explanation
A Pressure�relief�valve�closed�(pressure < 2.2 bar�/�32�psi)
B Pressure�relief�valve�opened�(pressure > 2.2 bar�/�32�psi)

A�pressure�relief�valve�is�installed�in�the�mechanical�coolant�pump�housing.�In�combination�with�the
heat�management�module,�the�pressure�relief�valve�on�the�one�hand�ensures�that�the�engine�operating
temperature�is�reached�more�quickly,�while�at�the�same�time�reducing�leaks�and�component�damage
due�to�high�pressure�in�the�cooling�system.

If�an�excess�pressure�of�more�than�2.2 bar�(32�psi)�builds�up�in�the�coolant�circuit,�the�pressure�relief
valve�opens�and�releases�a�bypass�channel.�The�coolant�is�now�exclusively�circulated�in�the�pump
body.�Once�the�pressure�drops�below�2.2 bar�(32�psi),�the�pressure�relief�valve�closes�and�the�coolant
is�again�routed�through�the�coolant�ducts.

26
B46TU�/�B48TU�Engines
4.�Exhaust�System
4.1.�Exhaust�turbocharger

Exhaust�turbocharger

The�exhaust�turbocharger�can�be�replaced�individually�and�is�exclusively�made�of�steel.�The�boost
charge�pressure�is�still�controlled�by�an�electrical�wastegate�valve.

The�Turbo�on�the�B46TU�and�B48TU�are�different�in�design.

27
B46TU�/�B48TU�Engines
5.�Fuel�System
The�fuel�system�is�made�up�of�the�fuel�supply�and�fuel�preparation�systems.�The�fuel�supply�includes
the�fuel�tank�with�all�mounted�parts�and�the�fuel�lines�up�to�the�engine�compartment.

The�fuel�preparation�system�consists�of�the�fuel�filter�lines�in�the�engine�compartment�and�all�the�fuel
system�parts�on�the�engine.

5.1.�Fuel�preparation
The�fuel�preparation�has�again�been�adapted�to�meet�the�emission�legislation�requirements.�The�high
pressure�pump�and�the�injectors�have�been�revised�and�designed�for�an�fuel�injection�pressure�of
350 bar�(5076�psi).

Overview�of�fuel�preparation

Index Explanation
1 Fuel�delivery�line
2 Rail�pressure�sensor
3 Direct�rail
4 Quantity�control�valve
5 High�pressure�pump
6 Solenoid�valve�injector

Strict�cleanliness�must�be�observed�when�carrying�out�any�work�on�the�fuel�system�

28
B46TU�/�B48TU�Engines
5.�Fuel�System
5.1.1.�Fuel�high-pressure�pump
The�single-piston�high�pressure�pump�by�Bosch,�well-known�from�the�B46�engine,�is�used.�The�high
pressure�pump�HDP6�is�driven�by�a�triple�cam�which�is�attached�to�the�exhaust�camshaft.�To�be�able
to�accommodate�a�fuel�system�pressure�of�350 bar�(5076�psi),�the�pump�piston�and�tappet�have�been
modified.

Low�pressure�fuel�is�supplied�to�the�high�pressure�pump�via�the�in�tank�electric�fuel�pump.

Bosch�high-pressure�pump�HDP6

Index Explanation
A Low-pressure�connection
B High-pressure�connection
1 Balancing�chamber
2 High-pressure�non-return�valve
3 Pressure-limiting�valve
4 Pump�piston
5 Fuel�fuel�quantity�control�valve
6 Electrical�connection�of�fuel�quantity�control�valve

The�fuel�quantity�control�valve�at�the�high�pressure�pump�adjusts�the�fuel�pressure�in�the�rail.�The
maximum�pressure�in�the�rail�is�350 bar�(5076�psi);�it�is�kept�throughout�the�engine's�entire�operating
range.�The�fuel�pressure�is�only�reduced�to�150 bar�(2175�psi)�during�idling.�The�high�pressure�pump
contains�a�pressure�limiting�valve�which�opens�at�a�pressure�of�400�bar�(5801�psi).�The�fuel�quantity
control�valve�is�activated�via�a�Pulse-Width-Modulated�(PWM)�signal�and�assumes�the�open�position�in
the�de-energized�state.�This�means�the�pump�piston�of�the�high�pressure�pump�cannot�compress�the
fuel.

29
B46TU�/�B48TU�Engines
5.�Fuel�System
The�high�pressure�pump�in�the�high-pressure�fuel�system�cannot�build�up�pressure�if�the�fuel�quantity
control�valve�is�pulled�off.�In�this�situation,�the�maximum�low�fuel�pressure�of�5.8�bar�(84�psi)�would
be�present�in�the�rail�during�an�engine�start.�The�system�would�be�in�emergency�operation.�To�ensure
the�engine�remains�capable�of�running�in�this�state,�the�opening�period�of�the�solenoid�valve�injectors
has�been�extended�and�the�idle�speed�increased.�Although�the�vehicle�remains�drivable,�the�maximum
engine�performance�is�not�available.

Due�to�the�high�fuel�pressures,�the�fuel�lines�must�never�be�detached�when�the�engine�is�in�operation.
When�removing�the�high�pressure�pump,�follow�the�specifications�in�the�current�repair�instructions.
Excessive�tilting�of�the�pump�can�damage�the�pump�piston�

5.1.2.�Direct�rail

Injector�mounting

30
B46TU�/�B48TU�Engines
5.�Fuel�System
Index Explanation
1 Mounting�bolts
2 Plastic�sleeve�(not�required�to�be�reinstalled�after�taken�apart�for�service)
3 Holding�clamp�with�bayonet�fitting
4 Rail
5 Solenoid�valve�injector
6 Casting�lug

The�solenoid�valve�injectors�are�fastened�to�the�holding�clamp�with�a�bayonet�fitting.�There�is�a�plastic
sleeve�between�the�holding�clamp�and�direct�rail.�This�is�not�designed�to�collect�escaping�fuel.�This
is�only�used�to�support�a�helium�leakage�test�during�pre-assembly�at�the�factory�in�order�to�check�the
tightness.�After�the�initial�assembly,�this�plastic�sleeve�is�of�no�relevance�to�the�engine�operation.�When
the�solenoid�valve�injectors�are�replaced,�the�plastic�sleeves�are�no�longer�required�and�do�not�need�to
be�reinserted.

The�mounting�bolts�of�the�holding�clamp�must�be�replaced�each�time�they�are�released.

The�housing�on�the�solenoid�valve�injectors�is�sensitive�to�excessive�tensile�forces�and�excessive
rotational�angles.�When�removing�and�installing�the�solenoid�valve�injectors,�the�procedure�in�the
current�repair�instructions�must�be�followed��If�the�solenoid�valve�injectors�are�damaged,�fuel�may�be
discharged.

31
B46TU�/�B48TU�Engines
5.�Fuel�System
5.1.3.�Solenoid�valve�injector

Measures�at�the�solenoid�valve�injector

The�following�graphic�illustrates�the�differences�between�the�HDVE5�and�HDEV6�fuel�injectors:

Solenoid�valve�injectors

32
B46TU�/�B48TU�Engines
5.�Fuel�System
Index Explanation
A Solenoid�valve�injector�HDEV5
B Solenoid�valve�injector�HDEV5�EVO
C Solenoid�valve�injector�HDEV6�(B46TU�engine)
1 Injector�seat
2 Injection�pattern�and�volumetric�distribution

The�new�B46TU�engine�uses�a�solenoid�valve�injector�HDEV6�by�Bosch.�Due�to�the�more�stringent
exhaust�gas�emission�regulations�required�to�meet�the�exhaust�emission�standards,�technical�changes
were�again�made�to�the�solenoid�valve�injectors.�Sorted�fuel�injectors�are�used.�This�means�that�they
are�hand�selected�at�the�factory�and�tested�for�the�least�amount�of�fuel�leakage.

The�solenoid�valve�injectors�HDEV5�and�HDEV5�EVO�are�used�in�the�B46�engine.�While�keeping�the
fuel�system�pressure�of�200 bar�(2900�psi)�(HDEV5�to�HDEV5�EVO),�a�reduction�in�pollutant�emission
was�achieved�by�changing�the�injection�pattern�and�volumetric�distribution.

Due�to�the�fuel�system�pressure�increase�from�200 bar�(2900�psi)�to�350 bar�(5076�psi),�the�solenoid


valve�injectors�HEDV6�were�optimized�using�suitable�materials�and�coatings.�The�injection�pattern�and
volumetric�distribution�have�not�changed�compared�with�the�HDEV5�EVO.

The�repair�instructions�that�are�currently�valid�must�be�carefully�followed�when�removing�and
installing�the�injectors�in�Service.�An�excessive�rotational�angle�at�the�injector�shank,�and�excessive
tensile�and�compression�forces�during�removal�and�installation�can�lead�to�damage�and�therefore�leaks
in�the�fuel�system.

33
B46TU�/�B48TU�Engines
6.�Engine�Electrical�System
6.1.�Digital�Motor�Electronics�(DME)

DME�8�control�unit

The�Digital�Motor�Electronics�(DME)�is�the�computing�and�switching�center.�Sensors�on�the�engine
and�the�vehicle�deliver�the�input�signals�and�actuators�implement�the�commands.�The�Digital�Motor
Electronics�(DME)�calculates�the�corresponding�activation�signals�for�the�actuators�from�the�input
signals,�and�also�the�computing�models�and�characteristic�maps�stored.

The�operating�voltage�range�of�the�Digital�Engine�Electronics�(DME)�is�between�6�and�16 volts.

An�ambient�pressure�sensor�and�a�temperature�sensor�are�integrated�in�the�Digital�Motor�Electronics
(DME).

The�ambient�pressure�sensor�permits�precise�determination�of�the�density�of�the�ambient�air.�This
information�is�required�for�various�diagnostic�functions.�In�addition,�in�the�event�of�a�failure�of�the�hot
film�air�mass�meter,�a�precise�substitute�value�can�be�calculated�for�the�cylinder�filling�with�the�help�of
additional�input�variables.

The�temperature�sensor�measures�the�temperature�inside�the�control�unit.�If�the�temperature�there
rises�too�sharply,�multiple�fuel�injection�is�reduced�for�example,�in�order�to�cool�the�output�stages
slightly�and�to�keep�the�temperature�inside�the�control�unit�in�a�non-critical�range.

The�B46TU�engine�will�have�the�DME�8�engine�electronics�generation.�Depending�on�the�engine
version,�the�Digital�Motor�Electronics�(DME)�will�be�given�a�specific�designation.

DME�8.x.y.z�(x�=�number�of�cylinders,�y�=�vehicle�electric�system�architecture,�z�=�H�(hybrid))�can�be
decoded�as�follows:

• DME�8.4.0�=�B46TU
• DME�8.6.0�=�B58
• DME�8.8.0�=�N63TU2

34
Bayerische�Motorenwerke�Aktiengesellschaft
Händlerqualifizierung�und�Training
Röntgenstraße�7
85716�Unterschleißheim,�Germany

You might also like