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

© 2001 BMW AG
München, Germany. Reprints of this manual or its parts
require the written approval of BMW AG, München
VS-42 MFP-BRK-M47TU
Contents
Page
Introduction 1
M47D20TÜ engine mechanicals 2
- Technical data 3
- Full load diagram 4
- Air intake 5
- Auxiliaries and belt drive 10
- Vacuum supply 12
- Cylinder head 13
- Engine block 17
- Cooling system 24
- Lubrication system 26
Common rail 2nd generation 29
- Introduction 29
- Functional description 30
- Components 33
Engine electrical system 40
- Introduction 40
- Overview of DDE 5.0 for M47D20TÜ 41
- Pinout of the DDE 5.0 for M47D20TÜ 42
- Components 46
- Sensors / actuators 47
- Preheating system 50
Glossary 62
 Motor M47D20TÜ

Introduction
The M47D20TÜ is an evolution of the M47D20. It replaces the
M47D20 and will be used in the 3 series. The M47D20TÜ will
not be used in the E39.
The primary development goals for the M47D20TÜ included:
- Compliance with more stringent emission-control require-
ments
- Comfort improvement
- Improved dynamism
- Reduction in fuel consumption
- Closer realignment of the M47D20TÜ engine design with that
of the M57D30

KT-6688

Fig. 1: General view, M47TÜ

Models Launch date

E46/3 manual shift 09/2001
E46/3 automatic 09/2001
E46/4 manual shift 09/2001
E46/4 automatic 09/2001
E46/5 manual shift 09/2001
E46/5 automatic 09/2001

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 Motor M47D20TÜ

M47D20TÜ engine mechanicals

Innovations

• Weight-optimized crankcase
• Balancing shafts in separate housing (AGW)
• Oil pump flange-mounted on balancing shaft housing
• Inlet and exhaust camshafts connected by spur gears
• More pressure-resistant pistons with optimized piston
crown bowls and brass bearings for piston pins
• Modified oil-spray nozzles

New and modified components

• New fastener for duct between turbocharger and

intercooler
• Hot-film air-mass sensor with deflector grill in front of
the sensor element to reduce dirt accumulation
• Glow system

Changes to the fuel preparation and metering system

The M47D20TÜ has common rail injection.

• High-pressure pump CP 3.2 with 1600 bar and flow
regulating valve
• Modified injectors
• Changed predelivery circuit
• Two-actuator concept

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 Motor M47D20TÜ

- Technical data

Engine M47D20 M47D20TÜ

Effective displacement (cc) 1950 1995
Stroke/bore (mm) 88/84 90/84
Output (kW) 100 110
at engine speed (rpm) 4000 4000
Max. torque (Nm) 280 330
at engine speed (rpm) 1750 1750
Compression ratio 19:1 17:1
Main bearing diameter of crankshaft (mm) 60 60
Big-end bearing diameter of crankshaft (mm) 45 45
Inlet and exhaust valve diameters (mm) 25.9 25.9
Engine weight (kg) 162 172
Digital Diesel Electronics DDE 3.0 DDE 5.0
Exhaust-emission standard EU3 EU3
with provision for
EU4

Notes
Launch date with exhaust-emission standard EU 4 in 2005
Probable change in scope:
- Introduction of diesel particulate filter (09/2002)
- Introduction of EGR cooler (manual-shift cars)
- Changes to the basic engine, injection system and DDE appli-
cations were not documented in detail at the time of going to
press
M47D20UL (lower power)
- Torque reduction to 240 Nm
- Power reduction to 85 kW
Torque and power are reduced by limiting the volume of fuel.
The application data in the pump control unit of the VP44 was
changed in such a way as to reduce fuel throughput, in
conjunction with modified injectors. The basic engine corre-
sponds to that of the M47D20. The M47D20UL will be installed
in the E46/3 and E46/4 (with manual shift only) as of 09/2001.

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 Motor M47D20TÜ

- Full load diagram

Power (KW)

Torque, M47D20

Power, M47D20
Engine speed (rpm)
Torque, M47D20TÜ

Power, M47D20TÜ

Torque (Nm)

KT-8104

Fig. 2: M47D20TÜ curve compared with that of the M47D20

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 Motor M47D20TÜ

- Air intake
The intake silencer is integrated into the cylinder head cover.
The air cleaner is of the oval cartridge type, as is the case with
the M47.

Intake system

The intake system of the M47D20TÜ is made of plastic and has

a swirl-control flap in each tangential port. This is the system
first introduced for the M57 Euro III.

2 3 4

Fig. 3: Intake module, M47D20TÜ KT-6784

Index Explanation Index Explanation

1 Swirl-control flap 3 Electric changeover valve

2 Linkage 4 Vacuum cell

The DDE drives an electric changeover valve (EUV) as a function

of speed. The partial vacuum acts on a vacuum cell and thus on
a linkage that moves the swirl-control flaps.

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 Motor M47D20TÜ

At the lower end of the engine's speed range the swirl-control

flaps in the tangential ports (charge channel) are closed, which
means that all the air entering the combustion chamber flows
through the swirl channel. This causes the air to swirl more
effectively at low engine speeds. Mixture formation is conse-
quently more homogeneous and exhaust emissions are reduced
by a significant margin.

Charge-air duct

The charge-air duct between the exhaust turbocharger and the

intercooler has a new fastener for fast, secure installation.

KT-6783
Fig. 4: New fastener on exhaust turbocharger

-6-
 Motor M47D20TÜ

Exhaust turbocharger / intercooler

Charge pressure has been increased to approx. 1.4 bar to

increase charging efficiency, with the result that the
compression ratio has been reduced to 17:1.

n [rpm]

M47D20TÜ M47D20

KT-8247

Fig. 5: Charge pressures, comparison between M47D20 and M47D20TÜ

The advantage is smoother engine operation at the low end and

middle of the speed range.
Space for notes:
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 Motor M47D20TÜ

Crankcase breather system

Space for notes:

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Exhaust-gas recirculation

The EGR cooler has a new look, and is installed in cars with
automatic transmission (Euro III exhaust-emission standard) and
in manual-shift cars (in anticipation of EURO IV).

Model Exhaust- With Without

emission EGR cooler EGR cooler
standard

E46 manual shift Euro 3 X

E46 automatic Euro 3 X

E46 manual shift Euro 4* X*

E46 automatic Euro 4* X*

Both exhaust-gas recirculation systems, with or without EGR

cooler, have a decoupling element that significantly reduces
resonant oscillations and thus the noise of the EGR lines.
*= launch date not known at time of going to press

-8-
 Motor M47D20TÜ

2 1

KT-6789

Fig. 6: Exhaust-gas recirculation with EGR cooler

Index Explanation Index Explanation

1 EGR cooler 3 Decoupling element

2 Ripple pipe

Space for notes:

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 Motor M47D20TÜ

- Auxiliaries and belt drive

Belt drive / belt

The auxiliaries are driven by the 6-groove EPDM belt used

before in the M57 and replacing the poly-V belt. This EPDM belt
is made of a composite of ethylene, propylene, terpolymer and
natural rubber. In terms of appearance, the EPDM belt is distin-
guishable from the poly-V belt in that it has plastic flocking on
the inside face. This contact surface of the EPDM belt is flock-
coated with aramide, a synthetic fibre, during the vulcanization
phase.
The advantages of these belts are as follows:
- Significantly longer service life.
- Improved power transmission to the auxiliaries.
- Improved acoustic properties.
- Considerably less tendency to squeal during engine starting
and shut-down.

- 10 -
 Motor M47D20TÜ

Vibration damper

The vibration damper is a single damper with decoupled belt

pulley. Aluminium is used to reduce the weight of this
component from 3.3 kg to 2.7 kg.

Alternator

- Compact alternator, 14 V 95/150 A

- Longer, torsion-locked "B+" cable post (is also the terminal for
the EDH cable)

Air conditioning compressor

The variable-speed air-conditioning compressor is now also

used for the M47D20TÜ. Drive is off the second belt level, again
with an EPDM belt.

Starter motor

1.8 kW reduction-gear starter

- 11 -
 Motor M47D20TÜ

- Vacuum supply
Vacuum for the VNT (variable nozzle turbine), EGR, swirl-control
flaps and radiator shutter is tapped by a distributor (4 ports) in
the vacuum hose between vacuum pump and brake booster.

Vacuum pump

The vacuum pump is flanged-mounted at the front of the

cylinder head. The vacuum pump had to be redesigned on
account of the spur gearing used for the camshafts and the
associated change in direction of rotation of the exhaust
camshaft. The vacuum pump is driven by a dog coupling
secured to the exhaust camshaft. It is larger and has a higher
rating.

Function

Partial vacuum varies in the range from 0.5 to 0.9 bar. Vacuum
for the VNT and EGR components is metered by an electro-
pneumatic pressure converter (EPDW) for each system, with
pulse-width-modulated control by the DDE 5.0.
Vacuum operates the radiator shutter (manual-shift cars only) as
a function of engine temperature, while constant vacuum acts
on the swirl-control flaps via a solenoid valve per flap as a
function of engine speed. In a car fitted with automatic trans-
mission the fourth port of the distributor is not used and is
sealed by a plug.

1 2 3 4
KT-6798

Fig. 7: Distributor, M47D20TÜ with manual shift

Index Explanation Index Explanation

1 VNT, dia. 0.8 mm 3 Swirl-control flaps,

dia. 0.8 mm

2 EGR, dia. 0.8 mm 4 Radiator shutter,

dia. 0.5 mm

- 12 -
 Motor M47D20TÜ

- Cylinder head
Changes with respect to the M47D20
• Rail bracket
• Modification for new chain drive gear
• Larger vacuum-pump flange

2 3 4 5

8 7
KT-6810

Fig. 8: Cylinder head

Index Explanation Index Explanation

1 Simplex chain 5 Exhaust camshaft
2 Dog coupling (vacuum-pump 6 Inlet camshaft
drive)
3 Spur gear, exhaust camshaft 7 Mark on inlet camshaft,
cylinder position 1
4 Locator for injectors 8 Spur gear, inlet camshaft

- 13 -
 Motor M47D20TÜ

Valve gear

The valve gear comprises the inlet and exhaust camshafts, the
roller cam followers, the valves and the springs.
Camshaft
• Clear chill casting
• Inlet and exhaust camshafts are hollow cast
• Negative cam radius
Roller-type finger
• Roller cam follower with one hydraulic valve-clearance (HVA)
adjuster element per valve (same part as in M47D20)
• Bearing on HVA element
Valves and springs
• Same part as in M47D20
• Inlet and exhaust valves are identical
• Lower spring retainer with integral valve stem seal

Fig. 9: Valve gear, M47D20TÜ KT-2617

- 14 -
 Motor M47D20TÜ

Chain drive

KT-8137

Fig. 10: Chain drive, M47D20TÜ

Index Explanation Index Explanation

1 Chain sprocket, inlet camshaft 8 Primary tensioning rail
2 Secondary guide rail 9 Hydraulic chain tensioner
3 Chain wheel, common-rail 10 Secondary tensioning rail
pump
4 Primary chain 11 Dog coupling
5 Primary guide rail 12 Spur gear, exhaust camshaft
6 Oil spray nozzle 13 Spur gear, inlet camshaft
7 Crankshaft chain wheel 14 Secondary chain

- 15 -
 Motor M47D20TÜ

Design

The chain drive of the M47TÜ is a two-part design. The bottom

part of the chain drive consists of the chain wheel of the crank-
shaft, the primary tensioning and guide rails, the primary chain
and the rear sprocket of the chain wheel of the common-rail
pump. The top part consists of the front sprocket of the chain
wheel of the common-rail pump, the secondary tensioning and
guide rails, the chain sprocket of the inlet camshaft, and the
spur gears of the camshafts.
The crankshaft chain wheel drives the two-sprocket chain wheel
of the common-rail pump by means of the simplex chain; the
transmission ratio is 1:1.2. The smaller, front sprocket of the
chain wheel of the common-rail pump drives the sprocket of the
inlet camshaft by means of the secondary chain.
The chain drive receives its lubricating oil from an oil spray
nozzle mounted in the primary-chain area. The hydraulic chain
tensioner has two pistons, one for the primary and one for the
secondary tensioning rails. The two hydraulic pistons operate
independently of each other, and the piston for the secondary
chain has a check valve. Spur gears transmit drive to the
exhaust camshaft. The optimized spur gearing ensures quiet
operation of the exhaust-camshaft drive.

Space for notes:

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- 16 -
 Motor M47D20TÜ

- Engine block

Crankcase

The newly developed crankcase is weight-optimized. In addition

to changes to the geometry of the crankcase, there is no
reinforcement shell. Its function is now discharged by the
balancing shaft housing.

Crankshaft and bearings

The M47D20TÜ has a new crankshaft (42CrMo4, forged). The

major features distinguishing it from the crankshaft of the
M47D20 are as follows:
• Crankpin throw increased from 88 mm to 90 mm
• Integrated gear for driving the oil pump / AGW
• Thrust bearing is a multipart assembly

Space for notes:

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- 17 -
 Motor M47D20TÜ

Connecting rod

• Standard conrods (not cracked type)

• Gauge size increased from 135 mm to 136 mm
• Sputtered bearing on thrust side of the connecting rod
• Bearing material: Glyco 81
• Repair bearings: +0.25 and +0.5 mm

Space for notes:

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- 18 -
 Motor M47D20TÜ

Piston

Overall height is less, as is the height of the top land. In order to

withstand the higher specific load caused by the increase in
ignition pressure from 165 to 180 bar, the piston pin is carried in
a bushing made of bronze.
The geometry of the piston crown bowl depends on the injection
principle. The geometry of the piston crown bowls was
optimized for common-rail injection and also on account of the
changed performance and exhaust-emission requirements. The
bowls are smaller and have smoother edges.

M47D20TÜ M47D20

KT-6795

Fig. 11: Pistons, comparison between M47D20TÜ and M47D20

Oil pan

The acoustically decoupled oil pan is a light-alloy die casting; it

has an integrated thermal oil-level sensor and is designed for
the space requirements of the balancing shaft housing.

- 19 -
 Motor M47D20TÜ

Balancing shafts / balancing shaft housing

In a 4-cylinder in-line engine, balancing the mass forces of the

second order (the forces acting in the vertical direction, in other
words) is a major objective for the engine designers.
The oscillating masses produce periodically reversing forces
perceptible to the car's occupants as irregular or rough engine
operation. One way of balancing these mass forces is to install
two balancing shafts rotating in opposite directions at twice the
speed of the crankshaft (Lanchester balancing).
Out intention is to continue offering our customers even more
smoothness and comfort than they expect, so the M47D20TÜ
has two counter-rotating balancing shafts.
The crankshaft gear drives the gear of the oil pump. The oil-
pump gear drives the drive gear of the balancing shafts.

Fig. 12: Balancing shaft housing (top view) KT-7069

Index Explanation Index Explanation

1 Balancing shaft housing 4 Drive gear of balancing shafts
2 Gear of oil pump 5 Oil pump
3 Crankshaft gear (drive)

- 20 -
 Motor M47D20TÜ

The balancing shaft housing also discharges the function of the

reinforcement shell featured by the M47D20.

2
4

Fig. 13: Top view of the balancing shaft housing KT-6967

Index Explanation Index Explanation

1 Gear 3 Balancing shafts
2 Balancing shaft housing 4 Oil gallery

Note for Service:

When repairs are undertaken, particular attention must be paid
to the following:
- Position of the balancing shafts relative to the crankshaft:
A pin is used to position the balancing shafts correctly relative
to the crankshaft (see figure captioned "Locating the balancing
shafts").
- Position of the oil-pump gear (see section "Installation instruc-
tions, balancing shaft housing").
- Correct tightening sequence and tightening torques for the oil
pump (see section "Installation instructions, balancing shaft
housing").

- 21 -
 Motor M47D20TÜ

Installation instructions, balancing shaft housing

KT-6969

Fig. 14: Locating the balancing shafts

KT-6973

Fig. 15: Tightening sequence for oil pump

Index Explanation

1-4 Tightening sequence for oil pump

A Assembly position of the oil-pump gear

- 22 -
 Motor M47D20TÜ

End cover / radial shaft seal

The end cover incorporates the adapter for the crankshaft

position sensor and the sensor wheel. The radial shaft seal is
integrated into the end cover, so if repairs have to be carried out
the entire end cover has to be replaced.

2
3

KT-6793 KT-8368

Fig. 16: End cover with integral crankshaft sensor

Index Explanation Index Explanation

1 Hall sensor 3 Sensor gear
2 Connector

Engine mount

Same as the M47D20

Flywheel

• Manual shift: dual-mass flywheel

• Automatic transmission: sheet-metal flywheel with integral flex
plate (composite flywheel)

Clutch

The self-adjusting clutch (SAC) familiar from other models will

be used in conjunction with this engine as well.

- 23 -
 Motor M47D20TÜ

- Cooling system

Coolant circuit

The coolant system in conjunction with the electric flow heater

(EDH) was taken with no more than minor alterations from the
M57. The difference between this layout and that of the M57 is
that instead of returning from the heat exchanger to the
expansion tank, the coolant now flows directly back into the
feed to the water pump.
An electric auxiliary water pump ensures an optimum flow
through the heat exchanger.

KT-6892

Fig. 17: Coolant system, automatic-transmission version

Index Explanation Index Explanation

1 Oil/water heat exchanger 8 Double thermostat for exhaust-
gas recirculation
2 Electric auxiliary pump 9 EGR cooler
3 Water valve, only in 10 Main thermostat
conjunction with the IHKR
and IHKA optional extras
4 Water pump 11 Thermostat for automatic oil
cooler
5 Heating heat exchanger 12 Automatic oil cooler
6 Electric flow heater (EDH) 13 Radiator
7 Expansion tank

- 24 -
 Motor M47D20TÜ

KT-6893

Fig. 18: Coolant system for cars with manual shift

Index Explanation Index Explanation

1 Oil/water heat exchanger 10 Main thermostat
2 Electric auxiliary pump 13 Radiator
3 Water valve, only in
conjunction with the IHKR
and IHKA optional extras
4 Water pump
5 Heating heat exchanger
6 Electric flow heater (EDH)
7 Expansion tank with
overflow

Note:
Manual-shift cars compliant with the EU IV exhaust-emission
standard will also have a cooler for recirculated exhaust gas.

- 25 -
 Motor M47D20TÜ

- Lubrication system

Oil circuit

KT-8241

Fig. 19: Complete oil system

Index Explanation Index Explanation

1 Camshaft bearing 7 Oil duct for oil pressure

level control

2 Hydraulic valve clearance 8 Oil pump

adjuster (HVA element)

3 Oil risers 9 Oil return duct

4 Oil spray nozzle 10 Oil-pressure sensor

5 Crankshaft bearing 11 Oil-filter cartridge

6 Balancing-shaft bearing 12 Oil spray nozzle, chain

drive

- 26 -
 Motor M47D20TÜ

Oil pump / oil-pressure control

The oil pump is of the internal-rotor type and is mounted on the

balancing-shafts unit. The pump is gear-driven off the crank-
shaft. It has an integral pressure control valve.

Oil filter

The oil filter bowl with integrated oil/water heat exchanger

(ÖWWT) is mounted directly on the crankcase.

Oil cooling

The ÖWWT is connected to the engine's oil system and its

coolant system as well. This arrangement ensures that the
engine oil heats up more quickly when the engine is cold, and
allows the coolant to be employed to remove heat from the oil
when the engine is at operating temperature. This measure
helps shorten the warm-up phase on the one hand, while
prolonging the useable life of the engine oil on the other.

Oil-pressure sensor

Same as the M47D20

Technical data

- 1000 rpm ≈ 1.5 bar

- 4000 rpm ≈ 4.2 bar
- Max. operating pressure: 4.7 bar
- Oil temperature: -40 ºC to +150 ºC
- Oil capacity: 6.0 litres
- Oil specification: ACEA A3 B3
- Filter flow rate: 37 litres at max. oil pressure and
oil temperature

- 27 -
 Motor M47D20TÜ

Oil spray nozzles

KT-8240

Fig. 20: Oil feed to the oil spray nozzles

Index Explanation Index Explanation

1 Oil from suction tube 4 Oil feed to balancing shafts

2 Filtered and cooled oil 5 Pressure control valve (oil

spray nozzles)

3 Crankshaft bearings 6 Oil spray nozzles

Oil is supplied to the oil spray nozzles by a pressure control

valve integrated into the balancing shafts housing. The pressure
control valve opens at a pressure of 1.3 bar, allowing oil to flow
through the oil duct to the oil spray nozzles.
The oil spray nozzles are designed to meet the operational
specifications of the crankcase.
Space for notes:
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 Motor M47D20TÜ

Common rail 2nd generation

- Introduction
The second-generation common-rail system used in the
M47D20TÜ is an evolution from Bosch's well-known common-
rail system as installed in the M57 and the M67. The primary
development goals included the following:
Increase in rated pressure to 1600 bar
➡ Increase in specific power in conjunction with a reduction in
pollutant emissions
Reduction in minimum pressure
➡ Improved acoustics
Two-actuator concept
➡ No fuel cooling
Reduced preinjection quantity
➡ Reduced pollutant emissions and improved acoustics
Reduced tolerances in the injection system
➡ Reduced pollutant emissions and improved acoustics

KT-7076

Fig. 21: System overview, 2nd generation common-rail system

- 29 -
 Motor M47D20TÜ

- Functional description

History

In the first-generation common-rail system, rail pressure is

controlled by a pressure control valve at the high-pressure
pump. The CP always delivers fuel at the maximum rate,
irrespective of the engine's operating condition. The fuel is
heated on account of the high pressure produced by the pump
running continuously at its maximum delivery rate. The fuel
releases the energy gained in this way in the form of heat in a
heat exchanger in the fuel return line.

Two-actuator concept

The two-actuator concept consists of a volumetric fuel control in

the line in front of the CP 3.2 and a fuel pressure regulator
downline from the pump, at the rail.
Pressure in the rail is controlled by the pressure control valve
only during starting and when the coolant temperature is below
19 ºC. Under these conditions volumetric fuel control is inactive.
In all other operating ranges volumetric fuel control is imple-
mented by the flow regulating valve at the high-pressure pump.
Pressure control by the pressure control valve is inactive.
The flow regulating valve on the intake side of the CP 3.2 is
actuated by the DDE control unit. The flow regulating valve
controls the pump delivery rate in such a way that only the
volume of fuel actually required is supplied to the CP 3.2. The
quantity of excess fuel diminishes accordingly, so significantly
less heat is generated in the fuel system. There are many advan-
tages deriving from volumetric fuel control:
➡ Lower manufacturing costs, because there is no
need for a fuel cooler
➡ Improvements in efficiency and consumption
because of the lower power requirement of the
common-rail pump
➡ Optimum combustion and low raw emissions
The two-actuator concept therefore ensures an optimum fuel
supply in all operating conditions.

- 30 -
 Motor M47D20TÜ

KT-8361
5

Fig. 22: Fuel path, M47D20TÜ

- 31 -
 Motor M47D20TÜ

Index Explanation Index Explanation

1 High-pressure pump 13 Coolant-temperature sensor

2 Flow regulating valve 14 Drive for VNT (variable nozzle

turbine)

3 Rail-pressure sensor 15 Return restrictor

4 Pressure control valve 16 Crankshaft position sensor

5 High-pressure accumulator 17 EPDW for EGR

6 Injector 18 Vacuum distributor

7 Camshaft sensor 19 Vacuum reservoir

8 HFM 20 Fuel tank

9 Fuel filter 21 Electric fuel pump

10 Charge-air pressure sensor 22 Battery

11 Auxiliary delivery pump 23 Accelerator pedal module

12 Bimetal valve

- 32 -
 Motor M47D20TÜ

- Components

High-pressure pump, CP 3.2

The high-pressure pump is the interface between the low-

pressure and high-pressure sides of the system. Its job is to
supply sufficient fuel at sufficient pressure in all operating condi-
tions and throughout the entire duration of the car's useful life.
This also includes providing the fuel reserve needed for fast
starting and a speedy increase in pressure in the rail. The design
of the pump corresponds to that used in the M67.

KT-8362 KT-8365

Fig. 23: Common-rail pump (volume-controlled)

Innovative features of the high-pressure pump:

• Rated pressure 1600 bar
• Increased precision
• Optimized seals

Space for notes:

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 Motor M47D20TÜ

High-pressure fuel buffer (rail)

The high-pressure fuel buffer (rail) is mounted on the cylinder

head. The rail carries the rail-pressure sensor and the pressure
control valve. The rail is designed to retain fuel at very high
pressure.

KT-7505

Fig. 24: High-pressure fuel buffer

- 34 -
 Motor M47D20TÜ

Rail-pressure sensor

On the M47D20TÜ, the rail-pressure sensor is at the font of the

rail. It measures the pressure in the rail
• to a very high degree of precision and
• very quickly
and returns a voltage signal corresponding to the pressure to
the DDE control unit.

KT-7507

Fig. 25: Rail-pressure sensor

Like the pressure control valve, the rail-pressure sensor is

designed to meet the requirements of the second-generation
common-rail system; its characteristics are as follows:
• Pressure-resistant up to 1600 bar
• Increased precision
• Optimized seals

- 35 -
 Motor M47D20TÜ

Pressure control valve

On the M47D20TÜ, the pressure control valve is at the end of

the rail.

KT-7503

Fig. 26: Pressure control valve

The purpose of the pressure control valve is to control the

pressure in the rail during engine starting and when coolant
temperature is below 19 ºC. It is actuated by the DDE control
unit.
The pressure control valve is designed for operation at high
pressures and its characteristics are as follows:
• Pressure-resistant up to 1600 bar
• Increased precision
• Optimized seals

- 36 -
 Motor M47D20TÜ

Injector

The injectors have been designed to comply with the elevated

requirements of the second-generation common-rail system.
Their operating principle remains unchanged.

10
9
8

7
1
6

5 3
4
2
KT-7501

Fig. 27: Injector

Index Explanation Index Explanation

1 Fuel return 6 Housing

2 Fuel delivery 7 Valve control plunger
3 Valve ball 8 Valve control chamber
4 Inlet channel to nozzle 9 Actuator unit (2/2-way solenoid
valve)
5 Jet needle 10 Electrical connection

Technical data

Opening and closing times of the

armature:
200-250 µs

Pickup current: 20 A max. 450 µs

Holding current: 12 A max. 4000 µs
Shortest dwell time: 0.8 ms (previously: 1.8 ms)

250 to 1600 bar (starting: 120 and

Pressure range:
higher)

- 37 -
 Motor M47D20TÜ

Innovative features of the injectors:

• Modified solenoid/valve group

• Pressure-resistant up to 1600 bar
• Micro blind-hole nozzle

Why can the new injectors operate at higher pressure?

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Why are the tolerances for injected fuel quantity

closer?
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Why was it possible to reduce the dwell time between injec-

tions?
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_______________________________________________________________

Why are multiple injections possible?

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- 38 -
 Motor M47D20TÜ

KT-7849
Fig. 28: Comparison between mini and micro blind-hole nozzles

Micro blind-hole nozzle

Using micro blind-hole nozzles instead of mini blind-hole

nozzles reduces the hydrocarbon content of the exhaust gas by
approximately 30%.
Characteristics:
• Maximum flow 450 cc
• 6 holes / bores

- 39 -
 Motor M47D20TÜ

Engine electrical system

- Introduction
The Digital Diesel Electronics of the M47D20TÜ are comparable
with the DDE 4.0/4.1 of the M57/M67.
The M47D20TÜ has a second-generation common-rail system,
so the new DDE 5.0 system is used.
This document discusses only the points distinguishing this
system from the DDE 4.0/4.1. The document entitled DI diesel
engine DDE 4.0/4.1 contains in-depth information on the
features this system has in common with the DDE 4.0/4.1.
The preheating system and actuation of the common-rail
injection system are the highlight of the DDE 5.0 facility.
The control-unit plug is modular: it has 2 connector modules
with 154 pins in all.

KT-7997
Fig. 29: DDE 5.0 control unit

- 40 -
 Motor M47D20TÜ

- Overview of DDE 5.0 for M47D20TÜ

KT-8237

Fig. 30: Block diagram, DDE 5.0

- 41 -
 Motor M47D20TÜ

- Pinout of the DDE 5.0 for M47D20TÜ

Pin No. Assignment Abbreviation Explanation

1-01 Not used --- ---

1-02 Not used --- ---

1-03 Used I3 Injector 3

1-04 Not used --- ---

1-05 Not used --- ---

1-06 Used NTC Charge-air temperature sensor

1-07 Used NTC Coolant-temperature sensor

1-08 Not used --- ---

1-09 Not used --- ---

1-10 Used MÖ Oil pressure switch

1-11 Not used --- ---

1-12 Not used --- ---

1-13 Used G Generator signal "terminal 61"

1-14 Used NWG Camshaft sensor "ground"

1-15 Used KWG Crankshaft sensor "ground"

1-16 Not used ---

1-17 Not used ---

1-18 Not used ---

1-19 Used A1 Switch terminal 15 "input"

1-20 Not used ---

1-21 Not used ---

1-22 Used TXD2 Diagnosis jumper, "automatic transmission"

1-23 Not used Air valve control

1-24 Not used ---

1-25 Not used ---

1-26 Not used ---

1-27 Used I3 Injector 3

1-28 Not used ---

1-29 Not used ---

1-30 Used RDS Rail-pressure sensor Usupply

1-31 Used HFM Hot-film air-mass sensor Usupply

1-32 Used LD Charge-air pressure sensor Usupply

1-33 Not used --- ---

1-34 Not used --- ---

1-35 Not used --- ---

1-36 Not used --- ---

1-37 Used Input, alternator load signal

1-38 Not used --- ---

- 42 -
 Motor M47D20TÜ

Pin No. Assignment Abbreviation Explanation

1-39 Used KWG Crankshaft sensor

1-40 Not used --- ---

1-40 Not used --- ---

1-42 Not used --- ---

1-43 Not used --- ---

1-44 Used K1 Main relay "ground"

1-45 Not used --- ---

1-46 Not used --- ---

1-47 Not used --- ---

1-48 Not used --- ---

1-49 Used I1 Injector 1

1-50 Used I4 Injector 4

1-51 Used I2 Injector 2

1-52 Not used --- ---

1-53 Not used --- ---

1-54 Used LD Charge-air pressure sensor

1-55 Used HFM Hot-film air mass meter

1-56 Used RDS Rail-pressure sensor

1-57 Used HFM Air intake temperature sensor

1-58 Not used --- ---

1-59 Not used --- ---

1-60 Not used --- ---

1-61 Not used --- ---

1-62 Used NWG Camshaft sensor

1-63 Not used --- ---

1-64 Used I4 Injector 4

1-65 Used CAN terminating resistor

1-66 Used CAN terminating resistor

1-67 Used CAN low / power train

1-68 Used Control-unit interface to preheating control unit

(GSG)

1-69 Not used --- ---

1-70 Used GSG Preheating control unit "ground"

1-71 Used MRV Flow regulating valve (CP3)

1-72 Used DRV Pressure control valve, rail

1-73 Used I1 Injector 1

1-74 Not used --- ---

1-75 Used I2 Injector 2

1-76 Not used --- ---

1-77 Not used --- ---

1-78 Used RDS Rail-pressure sensor

- 43 -
 Motor M47D20TÜ

Pin No. Assignment Abbreviation Explanation

1-79 Used HFM Hot-film air-mass sensor "ground"

1-80 Used LD Charge-air pressure sensor "ground"

1-81 Not used --- ---

1-82 Used NTC Coolant-temperature sensor

1-83 Used NTC Charge-air temperature sensor

1-84 Not used --- ---

1-85 Not used --- ---

1-86 Used TÖNS Oil-level sensor

1-87 Used KWG Crankshaft sensor

1-88 Not used --- ---

1-89 Used CAN terminating resistor

1-90 Used CAN terminating resistor

1-91 Used CAN high / power train

1-92 Not used --- ---

1-93 Used VNT Variable nozzle turbine actuator

1-94 Used AGR Exhaust-gas recirculation (EGR)

1-95 Used DKS Swirl-control flap actuator

1-96 Not used --- ---

Pin No. Assignment Abbreviation Explanation

2-01 Used Battery positive

2-02 Used Battery negative

2-03 Used Battery positive through main relay

2-04 Used Battery negative

2-05 Used Battery positive through main relay

2-06 Used Battery negative

2-07 Used A1 Switch terminal 15 / "input"

2-08 Used TXD 2 Diagnosis

2-09 Not used --- ---

2-10 Used EWS 3 Electric immobilizer

2-11 Not used --- ---

2-12 Used IHR/IHKA Request for auxiliary heating

2-13 Not used --- ---

2-14 Not used --- ---

2-15 Not used --- ---

2-16 Not used --- ---

2-17 Not used --- ---

2-18 Not used --- ---

2-19 Not used --- ---

2-20 Not used --- ---

- 44 -
 Motor M47D20TÜ

Pin No. Assignment Abbreviation Explanation

2-21 Not used --- ---

2-22 Not used --- ---

2-23 Used S2 Brake-light test switch

2-24 Not used --- ---

2-25 Not used --- ---

2-26 Not used --- ---

2-27 Not used --- ---

2-28 Not used --- ---

2-29 Used FPM Accelerator pedal module

2-30 Used FPM Accelerator pedal module

2-31 Not used --- ---

2-32 Used K2 Electric fuel pump

2-33 Used CAN low / power train

2-34 Not used --- ---

2-35 Not used --- ---

2-36 Used S2 Brake light switch

2-37 Used MFL Multifunction steering wheel

2-38 Not used --- ---

2-39 Used FPM Accelerator pedal module

2-40 Used L Engine fan control

2-41 Not used --- ---

2-42 Not used --- ---

2-43 Used FPM Accelerator pedal module

2-44 Used EDH Actuation, auxiliary heating

2-45 Used Output, oil-pressure light

2-46 Used CAN high / power train

2-47 Not used --- ---

2-48 Not used --- ---

2-49 Not used --- ---

2-50 Used S1 Clutch switch

2-51 Not used --- ---

2-52 Used FPM Accelerator pedal module

2-53 Used DIAG Diagnosis socket / TD signal

2-54 Not used --- ---

2-55 Not used --- ---

2-56 Used FPM Accelerator pedal module

2-57 Not used --- ---

2-58 Used K3 Air conditioning compressor relay

- 45 -
 Motor M47D20TÜ

- Components

Sensors

• Accelerator pedal sensor

• Air-mass sensor
• Charge-air pressure sensor
• Coolant-temperature sensor
• Rail-pressure sensor
• Charge-air temperature sensor
• Camshaft sensor
• Oil-level sensor
• Crankshaft position sensor

Actuators

• Injectors 1-4 SV (1-4)

• Flow regulating valve, CP 3.2
• Pressure control valve
• EPDW actuator (VNT, EGR)
• Changeover valve, swirl control flaps
• Changeover valve, radiator shutter (manual shift)

Switches

• Brake light switch

• Oil pressure switch
• Clutch switch
• Ignition lock

Relays

• Main relay, control unit

• Relay, electric fan

Interfaces

• Diagnostic plug
• BSD interface (generator, preheating control unit)

- 46 -
 Motor M47D20TÜ

- Sensors / actuators

Crankshaft position sensor

The M47D20TÜ features a new magnetoresistive crankshaft

position sensor (crankshaft sensor). Magnetoresistive sensors
are already in use in BMW cars as wheel-speed sensors (DSC III
MK60). Their characteristic features are mechanical ruggedness,
low sensitivity to assembly tolerances, a wide service-temper-
ature range and, last but not least, high precision at a relatively
low price.
In the M47D20TÜ, the crankshaft position sensor is in the end
cover of the crankcase.
The resistance of a magnetoresistive resistor varies as a function
of the magnetic field acting on it. The basic physical principle
utilizes the fact that the magnetism of a ferromagnetic material
is non-directional. The application of an external magnetic field
affects the internal magnetic field in such a way that it aligns
itself with the external field (see the illustration below). The
stronger the external magnetic field, the more pronounced is the
aligning effect it exerts on the internal field.

a) Without external field b) With external field

(H = direction of magnetic field)

KT-8249

Fig. 31: Magnetic flux in a ferromagnetic material

- 47 -
 Motor M47D20TÜ

Design

The sensor consists of a bridge circuit with four magneto-

resistive resistors and an integral electronic analyser. The sensor
receives positive and negative supplies. A data line carries the
information to the DDE 5.0 control unit.

Principle of operation

The deflection of the field lines by the magnetic pole wheel

produces periodic resistance variations in the bridge circuit.
The variations in resistance are registered by the integral
electronic analyser. From the relatively low sinusoidal voltages,
the analyser generates a square-wave signal that is transmitted
to the DDE along the control line ready for processing. The illus-
tration below shows the principle of speed measurement with a
magnetoresistive sensor.

1
2
3

5
4
U

KT-8252

Fig. 32: Principle of speed measurement with magnetoresistive sensor

Index Explanation Index Explanation

1 Pole wheel 4 Direction of movement

2 Sensor element 5 Voltage transient as a

function of pole-wheel
position

3 Field lines

- 48 -
 Motor M47D20TÜ

Charge air temperature sensor

Foreign matter tends to accumulate on the hot-film sensor

(HFM) over the course of the engine's operating life, with the
result that air-mass computations become increasingly
inaccurate.
In order to correct this drift and compute the air mass flow to a
sufficient degree of precision, the charge-air temperature is
measured and used as a correction parameter.
The sensor is in the charge-air line between the intercooler and
the EGR valve.

Flow regulating valve

The flow regulating valve is described in the section dealing with

the common-rail injection system.

- 49 -
 Motor M47D20TÜ

- Preheating system

Introduction

The preheating system was radically redesigned for the

M47D20TÜ in order to meet the more stringent requirements of
the latest emission-control legislation, and also to satisfy
customer expectations regarding noise quality and starting
characteristics.
The major features of the preheating system are as follows:
• The very short preheating time: the engine is ready to
start within a few seconds, irrespective of ambient
conditions.
• The constant operating temperature of the glow
plugs: approximately 1000 ºC in all operating condi-
tions.
In conventional preheating systems, consisting of DDE control
unit, preheating relay and sheathed-element glow plugs, the
load current of the glow plugs is switched on an off by the
preheat relay.
The glow plugs in the M47D20TÜ have pulse-width-modulated
control. Each glow plug has its own output stage, which
switches it on and off. Pulse width modulation means that the
effective voltage (useful voltage) at the glow plugs can be varied
in such a way that temperature can be pegged at a constant
level of approx. 1000 ºC over the engine's entire operating
range. An additional advantage is that each glow-plug circuit
can be diagnosed individually.

PWM signal
Effective voltage (schematic line)
KT-8102

Fig. 33: Pulse width modulation (schematic representation)

- 50 -
 Motor M47D20TÜ

System description

The preheating system consists of the DDE control unit, an

electronic glow plug control unit and power-optimized quick-
start glow plugs. There is no preheating relay. In contrast with
the standard glow plugs used in other engines, these quick-start
glow plugs are designed for a voltage range from 5.3 to 7.8 volts.
Vehicle system voltage can even be applied for a brief period
during prestart heating. The quick-start glow plugs need
approximately 60% less energy to reach a temperature of
approximately 1000 ºC. By the same token, power consumption
during heating is down by 60% and this in turn significantly
reduces the load on the vehicle's electrical system.

Important features distinguishing this system from conventional

preheating systems include:
• When the engine is running, the glow plugs are actuated in
pulse-width-modulated mode in a voltage range from 5.3 to
7.8 volts
• The function of a preheating relay is discharged by output
stages (MOSFETs) in the preheating control unit
• An emergency heating function is implemented
• The system uses quick-start glow plugs
• Each of the four preheat circuits can be diagnosed individually

- 51 -
 Motor M47D20TÜ

Components
• Quick-start glow plugs
• Preheating control unit
• Interface to DDE
• Cables and connectors

KT-7659

Fig. 34: Block diagram, preheating system

Index Description Index Description

DDE DDE 5.0 control unit GK 2 Glow plug 2

GSG Preheating control unit GK 3 Glow plug 3

GK 1 Glow plug 1 GK 4 Glow plug 4

- 52 -
 Motor M47D20TÜ

Preheating control unit

The engine-mounted preheating control unit has diagnosis

capability and communicates with the DDE engine-management
system by means of the bi-directional data interface.
The housing of the preheating control unit consists of an
aluminium plate and a plastic frame with integrated connectors
and a plastic cover. The hybrid circuit board is bonded to the
base plate inside the housing and has wires connecting it to the
connectors on the housing.
All electrical connections are carried by a two-part connector
system integrated into the housing.

KT-8133
Fig. 35: Connector of the preheating control unit

Index Explanation

1 High-current connection (terminal 30)

2 Connection for voltage supply, control signals and glow plugs

Pinout of connector 2 (12-pin connector)

Pin Explanation Pin Explanation

1 Glow plug 1 7 ----

2 Glow plug 2 8 ----
3 Glow plug 3 9 ----
4 Glow plug 4 10 ----
5 Terminal 15 11 ----
6 Terminal 31 12 Communication

- 53 -
 Motor M47D20TÜ

Mechanically and electrically, the preheating control unit is

designed to permit direct, on-engine installation.
Advantage:
- Shorter high-current cables between preheating control unit
and quick-start glow plugs
The DDE system computes the requisite heating power as a
function of certain operating conditions, including temperature,
rpm and engine load, and sends this information to the
preheating control unit via the bi-directional interface. The
preheating control unit interprets the request and sends
diagnostic and status information back to the DDE control unit
on request.

Activation of the glow plugs

The preheating control unit receives the heating requests

(activation profile) for the various heating functions such as
engine start, engine operation, or diagnosis, from the DDE. The
illustration below shows a typical activation profile and the
corresponding temperature transient of the glow plugs.

Temperature
Current (A); voltage (V)
Temperature (ºC)

Current

Voltage

Time (s) KT-7657

Fig. 36: Typical activation profile and temperature transient of glow plugs

In PWM cyclically actuated mode, the glow plugs are switched

on and off in succession, not simultaneously, in order to avoid
disruptions in the electrical system that could otherwise be
caused by the very high currents (as high as 120 amps) resulting
from periodic on/off cycling.

- 54 -
 Motor M47D20TÜ

Switching loads on and off can produce fluctuations in the on-

board supply voltage.
In the case of conventional glow-plug systems, this can result in
the glow plugs failing to achieve the requisite operating temper-
ature.
Because the glow plugs in the new system have pulse-width-
modulated actuation, the voltage at the glow plugs is constant
and voltage fluctuations in the vehicle's supply system have no
effect on the glow plugs or their temperature.
Precondition:
The vehicle's on-board supply voltage must be higher than the
rated voltage of the glow plugs.

- 55 -
 Motor M47D20TÜ

Quick-start glow plugs

Characteristics of the power-optimized quick-start glow plugs

are their low power requirement and their short reaction time.
The reduction in power requirement and the associated ability to
operate with low input voltages were achieved by a design in
which only the tip of the glow-plug tube projecting into the
combustion chamber actually glows.
To ensure that only the tip glows, these quick-start glow plugs
have much shorter heating and control coils than conventional
glow plugs (see the illustration below).

KT-8151

Fig. 37: Comparison of glow plugs in M47D20 and M47D20TÜ engines

Index Explanation Index Explanation

A Quick-start glow plug B Glow plug (conventional)

a Tip of glow-plug tube b Glow-plug tube (conventional

glow plug)

1 Shorter control coil 2 Control coil (conventional glow

plug)

3 Heating coil 4 Heating coil (conventional glow

plug)

5 Identifying groove

- 56 -
 Motor M47D20TÜ

The quick-start glow plugs can be told apart from the conven-
tional glow plugs used in the M47D20 by the identifying groove
in the housing and by their silvery surface (see the illustration
above).
Other advantages include:
• Longer durability
• Good design load
• Higher oxidation resistance

Diagnosis

Diagnosis is handled by the DDE. Each glow-plug circuit can be

diagnosed individually.

- 57 -
 Motor M47D20TÜ

Heating functions

Prestart heating

In order to start the engine, the glow plugs are heated briefly
(approx. 1 - 2 seconds) with the full on-board system voltage at
10.5 amperes. This is long enough to bring the glow plugs up to
a temperature of approximately 1000 ºC. Subsequently, the
effective voltage at the glow plugs is reduced to approximately
5.3 volts by pulse width modulation. This voltage is sufficient to
maintain the glow-plug tips at an operating temperature of
1000 ºC.

Diagnosis heating

In the "diagnosis heating" mode, all the glow plugs are operated
at reduced heating power. The "diagnosis" command from the
DDE control unit starts a continuous power supply to the glow
plugs. The emergency-heating function, however, is discon-
tinued by the DDE control unit after approximately 3 minutes.

Emergency heating

The emergency-heating function allows the engine to be started

relatively quickly if communication is interrupted, for example if
a cable is broken between the preheating control unit and the
DDE control unit. The emergency-heating function is initiated if
terminal 15 is active and no control signal is received from the
DDE. Under these conditions the glow plugs are actuated
regardless of the engine's operating state.

- 58 -
 Motor M47D20TÜ

System states

Defective output stages in the preheating control unit

If an output stage in the preheating control unit is permanently

defective, an entry is logged in the fault code memory of the
DDE. If an output stage is permanently conductive, its glow plug
acts like a fuse and blows after a few seconds. This prevents the
battery from running flat.

Open load circuit

The glow plugs' current consumption is monitored in the

preheating control unit.
If actuation is correct and the monitored current drops below a
defined threshold, the glow-plug circuit in question is flagged as
"open".

Short-circuited load circuit

In the event of a short-circuit to ground, the load circuit is

deactivated by the output stage (MOSFET) of the corresponding
circuit. The fault condition is detected by the system. After a
brief pause, pulse-width-modulated current is again applied to
the load circuit. If the same fault condition persists, the load
circuit is shut down completely. This precaution ensures reliable
diagnosis of a short-circuit by suppressing reactions to sporadic
faults. The entry in the fault code memory is deleted when the
DDE control unit has been read.

Housing temperature overshot

The temperature of the preheating control unit is monitored at all

times by a temperature sensor on the hybrid circuit board. If the
temperature overshoots the permissible limit of approx. 120 ºC
the load circuits are deactivated and an "excess temperature"
entry is logged in the fault code memory.

Overvoltage protection

If an elevated voltage supply above the maximum operating

voltage is reported after recurrent measurements, activation of
the output stages is suppressed until the voltage excursion at
terminal 30 of the heating control unit has ceased and the
measured voltage is again below the level of the supply voltage.

- 59 -
 Motor M47D20TÜ

No voltage supply

The voltage supply at terminal 30 is monitored continuously by

the heating control unit. If the heating control unit detects low
voltage or no voltage supply, an "open circuit" entry is logged in
the fault code memory of the DDE control unit.

No communication with the DDE 5.0

• During the starting procedure

If the heating control unit fails to detect activity on the commu-
nication line within one second of activation by terminal 15, the
emergency heating function is automatically started.
• During engine operation
If operation is correct and the heating control unit does not
receive a check-back signal (4 synchronization signals) from
the DDE within 33 seconds, heating is automatically termi-
nated.

- 60 -
 Motor M47D20TÜ

Diagnosis, DDE 5.0

Space for notes:

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- 61 -
 Motor M47D20TÜ

Glossary

Index Explanation

AGW Balancing shaft

CP 3.2 Common-rail pump 3.2

EDH Electric flow heater

GRS Glow-plug tube tip

HVA Hydraulic valve clearance adjuster

IHKA Integrated automatic heating/air conditioning system

IHKR Integrated heating/air-conditioning regulation

KW Crankshaft

ÖWWT Oil/water heat exchanger

SAC Self adjusting clutch

ZMS Dual-mass flywheel

- 62 -