2005 BMW X5 fuel

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M62TU Engine / ME7.2
The 4.4i X5 is equipped with the M62 TU B44 (4.4 liter) engine. Features of the M62 TU
engine include:
• Digital motor Electronics Control ME 7.2.
• Variable positioned intake camshaft VANOS system.
• “EML” Electronic Throttle Control System identified as EDK.
• Compact water cooled generator (F-alternator).
• Thermostat controlled transmission fluid/engine coolant heat exchanger system for
automatic transmission equipped vehicles.
• Non Return Fuel Rail (Running Loss Compliance).
• IHKA Auxillary Water Pump.

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VANOS BENEFITS
The design of a camshaft for a non adjustable valve timing system is limited to the required
overallperformance of the engine.
• An intake camshaft with an advanced(early) profile will provide a higher performing
power curve at a lower engine speed. But at idle speed the the advanced position will
create a large area of intake/exhaust overlap that causes a rough, unstable idle.
• On the other hand, an intake camshaft with a retarded(late) profile will provide a very
smooth, stable idle but will lack the cylinder filling dynamics needed for performance
characteristics at mid range engine speeds.
The ability to adjustthe valve timing improves the engines power dynamics and reduces
tailpipe emissions by optimizing the camshaft angle for all ranges of engine operation.
VANOS provides the following benefits:
• Increased torque at lower to mid range engine speeds without a loss of power in the
upper range engine speeds.
• Increased fuel economy due to optimized valve timing angles.
• Reduction of exhaust emissions due to optimized valve overlap.
• Smoother idle quality due to optimized valve overlap.

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PWG SIGNAL MONITORING & PWG FAILSAFE OPERATION:
• As a redundant safety feature the PWG provides two separate signals from two integral
potentiometers (Pot 1 and Pot 2) representing the driver’s request for throttle activation.
• If the monitored PWG potentiometer signals are not plausible, ME 7.2 will only use the
lower of the two signals as the driver’s pedal request input providing failsafe operation.
Throttle response will be slower and maximum throttle position will be reduced.
• When in PWG failsafe operation, ME 7.2 sets the EDK throttle plate and injection time
to idle (LL) whenever the brake pedal is depressed.
• When the system is in PWG failsafe operation, the instrument cluster matrix display will
post “Engine Emergency Program” and PWG specific fault(s) will be stored in memory.
EDK FEEDBACK SIGNAL MONITORING & EDK FAILSAFE OPERATION:
• The EDK provides two separate signals from two integral potentiometers (Pot 1 and Pot
2) representing the exact position of the throttle plate.
• EDK Pot 1 provides the primary throttle plate position feedback. As a redundant safe-
ty feature, Pot 2 is continuously cross checked with Pot 1 for signal plausibility.
• If plausibility errors are detected between Pot 1 and Pot 2, ME 7.2 will calculate the
inducted engine air mass (from HFM signal) and only utilize the potentiometer signal that
closely matches the detected intake air mass.
- The ME 7.2 uses the air mass signalling as a “virtual potentiometer” (pot 3) for a
comparative source to provide failsafe operation.
- If ME 7.2 cannot calculate a plausible conclusion from the monitored pots (1 or 2
and virtual 3) the EDK motor is switched off and fuel injection cut out is activated
(no failsafe operation possible).
• The EDK is continuously monitored during all phases of engine operation. It is also
briefly activated when KL 15 is initially switched on as a “pre-flight check” to verify it’s
mechanical integrity (no binding, appropriate return spring tension, etc). This is accom-
plished by monitoring both the motor control amperage and the reaction speed of the
EDK feedback potentiometers. If faults are detected the EDK motor is switched off and
fuel injection cut off is activated (no failsafe operation possible). The engine does how-
ever continue to run extremely rough at idle speed.
• When a replacement EDK is installed, the ME 7.2 adapts to the new component
(required amperage draw for motor control, feedback pot tolerance differences, etc).
This occurs immediately after the next cycle of KL 15 for approximately 30 seconds.
During this period of adaptation, the maximum opening of the throttle plate is 25%.

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INPUT SIGNALS/COMPONENTS
CAMSHAFT POSITION SENSORS
Located on the upper timing case covers, the camshaft position sensors monitor the posi-
tion of the camshafts to establish start of ignition firing order, set up sequential fuel injection
triggering and for accurate camshaft advance-retard (VANOS) timing feedback.
Each intake camshaft’s advance-retard angles are adjusted simultaneously yet indepen-
dently. For this reason ME 7.2 requires a camshaft position sensor on each cy linder bank
for accurate feedback to monitor the VANOS controlled camshaft positioning.
The sensors are provided with operating power from the ECM main relay. The sensors pro-
duce a unique asymmetrical square-wave signal representative of the impulse wheel shape.
The sensors are new in the fact that they are “active” hall effect sensors. Active hall sen-
sors provide:
• low signal when a tooth of the camshaft impulse wheel is located in front of the sensor
• high signal when an air gap is present.
The active hall sensors supply a signal representative of camshaft position even before the
engine is running. The ME 7.2 determines an approximate location of the camshafts posi-
tions prior to engine start up optimizing cold start injection (reduced emissions.)
UNIQUE SIGNAL
AS SEEN IN
MEASUREMENT
SYSTEM
OSCILLOSCOPE

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HOT FILM AIR MASS SENSOR (HFM 5)
The M62 TU is equipped with a new Hot Film
Air Mass Sensor identified as HFM 5. It is a
combined air mass/intake air temperature
sensor. The separate intake air temperature
sensor is no longer used on the M62 TU.
The HFM 5 is provided with operating power
from the ECM main relay. Based on calcu-
lated intake air mass, the HFM 5 generates
a varying voltage between 0.5 and 4.5 volts
as an input signal to the ME 7.2
An additional improvement of the HFM 5 is that the hot
film element is not openly suspended in the center bore
of the sensor as with previous HFMs. It is shrouded by
a round fronted plastic labyrinth which isolates it from
intake air charge pulsations.
This feature allows the HFM to monitor and calculate the
intake air volume with more accuracy. This feature adds
further correction for calculating fuel injection “on” time
(ti) which reduces emissions further.
HFM 5 WITH
NEW CONNECTOR
HOT
SENSING
FILM
ROUNDED
LABYRINTH

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EDK THROTTLE POSITION FEEDBACK SIGNALS
The EDK throttle plate position is monitored by two integrated potentiometers. The poten-
tiometers provide DC voltage feedback signals as input to the ME 7.2 for throttle and idle
control functions.
Potentiometer signal 1 is the primary signal, Potentiometer sig-
nal 2 is used as a plausibility cross-check through the total
range of throttle plate movement.
EDK FEEDBACK
SIGNAL MONITORING & FAILSAFE OPERATION:
• If plausibility errors are detected between Pot 1 and Pot 2, ME 7.2 will calculate the
inducted engine air mass (from HFM signal) and only utilize the potentiometer signal that
closely matches the detected intake air mass.
- The ME 7.2 uses the air mass signalling as a “virtual potentiometer” (pot 3) for a
comparative source to provide failsafe operation.
- If ME 7.2 cannot calculate a plausible conclusion from the monitored pots (1 or 2
and virtual 3) the EDK motor is switched off and fuel injection cut out is activated
(no failsafe operation possible).
• The EDK is continuously monitored during all phases of engine operation. It is also
briefly activated when KL 15 is initially switched on as a “pre-flight check” to verify it’s
mechanical integrity (no binding, appropriate return spring tension) by monitoring the
motor control amperage and the reaction speed of the EDK feedback potentiometers.
If faults are detected the EDK motor is switched off and fuel injection cut off is activat-
ed (no failsafe operation possible). The engine does however continue to run extreme-
ly rough at idle speed.

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OUTPUT CONTROL FUNCTIONS
FUEL PUMP RELAY CONTROL
ME 7.2 controls the fuel pump relay as with previous systems with regard to engine speed
input for continual activation of the relay.
The ME 7.2 will switch off the fuel pump relay when an airbag is activated as an addition-
al safety function. The signal is passed from the MRS III control module to the ME 7.2 over
the CAN line
E BOX FAN CONTROL
The E Box fan is controlled by ME 7.2. The control module
contains an integral NTC temperature sensor for the pur-
pose of monitoring the E box temperature and activating the
fan.
When the temperature in the E-Box exceeds predetermined
values, ME 7.2 provides a switched ground for the E Box fan
to cool the E box located control modules.
With every engine start-up, ME 7.2 briefly activates the fan
ensuring continued fan motor operation for the service life of
the vehicle. This feature is intended to prevent fan motor
“lock up” from lack of use due to pitting or corrosion over
time.

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DM-TL (DIAGNOSIS MODULE - TANK LEAKAGE)
INTRODUCTION
A new Fuel System Leak Diagnosis Pump is equipped on the X5. The pump will eventu-
ally replace the current vacuum LDP on all vehicles.
The pump is manufactured by Bosch to BMW specifications.
• Bosch ECMs identify the electrical function of the pump as DM-TL.