T
Ta
able of Con
ble of Con tent
tent s
s
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Int
Int rodrod uctuct ion ion . . . .4. . . .4
D Dimim enen siosio ns ns . . . .5. . . .5
Sus Sus pepensinsi on on . . . .6. . . .6
A Air Sir Sususppenen siosion n . . . .6. . . .6
xDri xDri ve wve w itit h DSC8h DSC8 + + . . . .. . . .88 xDr xDrive ive . . . .9. . .9 DXC DXC88+ + . . . .9. .9 Sy Syststem em CCircuircu it Dit D iagiagram ram . . . .10. .10 Syst Syst em em CoCo mm popo nenentnt s s . . . .13. .13 A ATC TC 33000 Tran0 Tran sfesfe r Cr C ase ase . . . .14. .14 Ad Ad jusjustting ing LeLeververs s . . . .. . . .1166 Servo Servomm ototor wor w ith ith MM ototor Positor Position ion SenSen sor sor . . . .16.16 C Codod ing ing ResResististor or . . . .. . . .1177 Tra Transfensfer Case r Case ElectElect ronic ronic CoCo ntnt rol Unrol Un it it . . . .17.17 DXC8 DXC8 + + CConon ttrol rol UnUn it it . . . .1.188 Wheel Speed Sensor . . . .18
Wheel Speed Sensor . . . .18
DSC Sensor . . . .19
DSC Sensor . . . .19
B Bus us OOververvieview w . . . .19. .19 Prin Prin cipcip les les of of OOpperaterat ion ion . . . .20.20 Po Powwer er FFlow low . . . .. . . .2200 DS DS C/DXC8C/DXC8 + + CoCo ntnt rol Urol U nit nit . . . .. . .2211 Transfe Transfer Cr Case ase (VGSG) C(VGSG) Conon trotrol Ul Unit nit . . . .. . . .2211 Trans Transfefer Cr Case ase CConon ttrol rol . . . .22. . .22
Tire Tolerance Logic . . . .23
Tire Tolerance Logic . . . .23
Pilo Pilot t CCoontnt rol rol . . . .24. . .24
Tra Tractction ion CoCo ntnt rol / Driving rol / Driving DynDyn amamics Cics C onontrol trol . . . .26.26 Limp Home Operation . . . .27
Limp Home Operation . . . .27
Dy Dynamnam ic ic StStability ability CConon trotrol l . . . .. . .2288 AS AS CC-X / A-X / ADDBB-X -X . . . .28. .28 Hill Decent Control (HDC) . . . .29
Hill Decent Control (HDC) . . . .29
D Dry Bry B rakinraking g . . . .3.300 B Brake rake SStatandnd by by . . . .31. . .31 Au
Au toto mm atic atic SoSo ft ft StSt op op . . . .. . .3322 Fad
Fading ing CComom ppenen satsat ion ion . . . .3.333 D
Driverive--ofoff Af A ssisssistantant t . . . .. . .3344
E
Subject Page
Subject Page
Se
Se rvicrvice e InfoInfo rmrm atioatio n n . . . .. . . .3366 To
Towwining g . . . .36. . . .36
Oil, T Oil, Transfer Cransfer C ase, and ase, and CluClutch tch MM ononitoring itoring . . . .36.36 D Diagiagnnoosis sis . . . .37. . . .37
Pro Proggramram mm ing ing (flash(flash inging ) ) . . . .37. .37 Warn Warning ing IndIndicaticator Lor L amam ps ps . . . .37. .37 Bo Bo dy dy . . . .4. . . .4 00 Rea Rear Dr D oooors rs . . . .42. . . .42
Panoramic Glass Sunroof . . . .42
Panoramic Glass Sunroof . . . .42
System Components . . . .43
System Components . . . .43
M M ulti Dulti D rive Surive Sunroonroo f Cf Conontrol Mtrol M odod ule ule . . . .. .4433 D Drive rive MM otot oors rs . . . .. . . .4444 Pow Pow er Ser Supup ply and ply and K-K- CACA N N Interface Interface . . . .. . .4545 W Wind ind DDefefleclec toto r r . . . .45. .45 System Operation . . . .45
System Operation . . . .45
F Floatloat ing ing HHeadead lineline r r . . . .. . .4499 W Wind ind DDefefleclec toto r r . . . .49. .49 Se Se rvirvicce e . . . .50. . . .50
Initialization . . . .50
Initialization . . . .50
An An ti-Tti-Trapprapp ing ing ProProtetectct ion ion . . . .50. .50 Int Int ererioior r . . . .5.511 Lu Lu gggg age age CoCo mm partpart mm enent t . . . .51. .51 Lu Lugggg age age CoCo mm partpartmm ent ent Roller Cover Roller Cover . . . .. .5533 H Headead lineline r r . . . .55. . . .55
Se Se atats s . . . .. . . .5566 Fro Fro nt nt SeSe ats ats . . . .5.566 Re Rear Sar S eaeatts s . . . .5. . .566 Rear Rear HHatcatc h h . . . .. . . .5588 Au Au toto mm atic atic Rear HRear H atcatch h (HK(HK LL) ) . . . .. . . .6611 System Components . . . .62
System Components . . . .62
H Hydydraulic raulic SySyststem em . . . .. . . .6622 Angle Hall Sensor . . . .63
Angle Hall Sensor . . . .63
System Operation . . . .64
System Operation . . . .64
O Opepe ninning g and and CloClo sing sing Rear HRear H atcatch h . . . .. .6644 Op Op eratierating ng Rear Rear Hatch Hatch ButBut tonton s on s on OuOu tside/Itside/Inside nside . . . .. .6464 Ac Activation Vtivation V ia Remia Remote ote CoCo ntntrol Serol Se rvices rvices (FBD(FBD ) . . ) . . . .64.64 Sec Sec onondary odary or Emr Em ergeerge ncncy Oy Opepe ration ration . . . .64.64 Ad Ad justinjusting Og O pepening ning HHeigheigh t ot of the Tailf the Tailgate gate . . . .65.65 General Ve General Vehichic le Elecle Elec tt ricric al Syal Sy stst ems ems . . . .66. . . . .66
Bu
Bu s Ss S ystyst em em . . . .66. .66 Car C
Car C omom mm unun icatication ion CoCo mm pupu teter . . . . r . . . .. . .6677 An
An tete nnnn a Sa Systyst emem s s . . . .6.688 Tail L
Tail L igight ht CCluslustete r r . . . .69. .69 Con
Subject Page
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Se
Se rvicrvice e InfoInfo rmrm atioatio n n . . . .. . . .3366 To
Towwining g . . . .36. . . .36
Oil, T Oil, Transfer Cransfer C ase, and ase, and CluClutch tch MM ononitoring itoring . . . .36.36 D Diagiagnnoosis sis . . . .37. . . .37
Pro Proggramram mm ing ing (flash(flash inging ) ) . . . .37. .37 Warn Warning ing IndIndicaticator Lor L amam ps ps . . . .37. .37 Bo Bo dy dy . . . .4. . . .4 00 Rea Rear Dr D oooors rs . . . .42. . . .42
Panoramic Glass Sunroof . . . .42
Panoramic Glass Sunroof . . . .42
System Components . . . .43
System Components . . . .43
M M ulti Dulti D rive Surive Sunroonroo f Cf Conontrol Mtrol M odod ule ule . . . .. .4433 D Drive rive MM otot oors rs . . . .. . . .4444 Pow Pow er Ser Supup ply and ply and K-K- CACA N N Interface Interface . . . .. . .4545 W Wind ind DDefefleclec toto r r . . . .45. .45 System Operation . . . .45
System Operation . . . .45
F Floatloat ing ing HHeadead lineline r r . . . .. . .4499 W Wind ind DDefefleclec toto r r . . . .49. .49 Se Se rvirvicce e . . . .50. . . .50
Initialization . . . .50
Initialization . . . .50
An An ti-Tti-Trapprapp ing ing ProProtetectct ion ion . . . .50. .50 Int Int ererioior r . . . .5.511 Lu Lu gggg age age CoCo mm partpart mm enent t . . . .51. .51 Lu Lugggg age age CoCo mm partpartmm ent ent Roller Cover Roller Cover . . . .. .5533 H Headead lineline r r . . . .55. . . .55
Se Se atats s . . . .. . . .5566 Fro Fro nt nt SeSe ats ats . . . .5.566 Re Rear Sar S eaeatts s . . . .5. . .566 Rear Rear HHatcatc h h . . . .. . . .5588 Au Au toto mm atic atic Rear HRear H atcatch h (HK(HK LL) ) . . . .. . . .6611 System Components . . . .62
System Components . . . .62
H Hydydraulic raulic SySyststem em . . . .. . . .6622 Angle Hall Sensor . . . .63
Angle Hall Sensor . . . .63
System Operation . . . .64
System Operation . . . .64
O Opepe ninning g and and CloClo sing sing Rear HRear H atcatch h . . . .. .6644 Op Op eratierating ng Rear Rear Hatch Hatch ButBut tonton s on s on OuOu tside/Itside/Inside nside . . . .. .6464 Ac Activation Vtivation V ia Remia Remote ote CoCo ntntrol Serol Se rvices rvices (FBD(FBD ) . . ) . . . .64.64 Sec Sec onondary odary or Emr Em ergeerge ncncy Oy Opepe ration ration . . . .64.64 Ad Ad justinjusting Og O pepening ning HHeigheigh t ot of the Tailf the Tailgate gate . . . .65.65 General Ve General Vehichic le Elecle Elec tt ricric al Syal Sy stst ems ems . . . .66. . . . .66
Bu
Bu s Ss S ystyst em em . . . .66. .66 Car C
Car C omom mm unun icatication ion CoCo mm pupu teter . . . . r . . . .. . .6677 An
An tete nnnn a Sa Systyst emem s s . . . .6.688 Tail L
Tail L igight ht CCluslustete r r . . . .69. .69 Con
E
E61 Sp
61 Sp ort
ort s W
s Wagon
agon
Mod
Mod el:
el: 530xiT
530xiT
Production: F
Production: From Ap
rom Ap ril 2005
ril 2005
After comp
After comp letion of this mod
letion of this module y
ule you will be a
ou will be able to:
ble to:
•• KnoKnow the diw the diffffererencences bes betweetween ten the Ehe E60 an60 and E61d E61Introduction
T he E6 1 is a Touring car based o n the E60 . T his participant's m anual mainly deals w ith differences from the E60 and are of interest for service.
T he E61 will be p roduced as of April of 200 5 for the US m arket. It will be introduced as a 2006 5 30xiT m odel.
New for the E60/61 will be:
• New g eneration engines in both the six cylinder variants (N5 2) and the eight cylinder variant (N62MU).
• All wheel drive capabilities w ith the xDrive transfer case on ly on six cylinder variants. (525xi, 530xi, 530xiT)
• Hydraulically controlled lifting and lowering of rear tailgate (E61 o nly) • ARS w ill not be available on any all wheel drive (AWD ) vehicle.
• SM G will NOT be available on an AWD vehicle. • AFS will NOT be available on an AWD vehicle.
All models are equ ipped as standard w ith a 6- speed m anual gearbox. A 6- speed automatic transmission with Steptronic is available on request.
Dimensions
T he E6 1 has grown significantly com pared to t he E6 0. This increase in size is quite apparent in the interior: more head and shou lder clearance and a good 4 centime ters m ore knee space for rear passengers.
inmm E61 E39/2 Difference
Vehiclelength 4843 4805 +38
Vehiclewidth 2026 1981 + 45
B odywidth 1846 18 0 0 +46
Vehicle height (curb
weight with roof antenna)
The E61 features an all-aluminium chassis as already introduced on the E60. A variant of the integral link rear axle IV has been developed for the Touring that m akes for a com -pletely flat luggage compartment floor while providing a very large through-load space. T he 5 30 xiT is equipped with an automatic self-levelling suspension p rovided by air sus-pen sion at t he rear axle as stand ard.
Air Suspension
T he air spring installed in th e E6 1 is similar in operation to t he system installed in the E65.
T he advantages of an air spring on the rear axle can be fe lt particularly in vehicles w ith high p ayload (such as a spo rt wago n) as mainly the axle load at the rear axle ch anges when loading and unloading the car.
With a conventional steel spring, the change in the axle load affects not only the ride height but also the vibration and suspension geom etry.
T here wou ld also be a change in the camber of th e rear axle wheels at high p ayload -this wou ld result in increased load at the inner shoulders of the tires w hich in turn would m ean reduced load bearing capacity of the t ires.
T he air springs and d ampers are supp orted indepen dently on the floor pan of the car body.
Rear Air Suspensi on
In previous air suspension systems the air supply unit was located in the luggage com-partm ent are und er the sp are tire. For the first tim e, the air supp ly system (LVA) on th e E61 is not located in the vehicle interior but rather on the un derbody b etween the spare wheel well and battery box.
Since th e air required to raise the vehicle can no longer be drawn from t he vehicle interior, air m ust be taken via a filter from a protect ed area. T he area betw een th e w heel arch pan-eling of the rear right wheel is used for this pu rpose.
Location of air supply system
Index Explanat ion 1 Pressure accum ulatorwith com pressor
2 Valve bloc k
xDrive wit h DSC8+
From 0 4/20 05 , the BM W 5 Series wagon and sedan (optional) will have all wheel drive capability utilizing the t ried and teste d all-whee l drive system xDrive of the X3 and X5. T he innovative all-w heel xDrive is a system for cont rolling and reg ulating the “ infinitely” variable d rive to rque distribution over the front and rear axle. T he xDrive uses t he system functions of the DSC to positively influence the vehicle handling by specifically distribut-ing the pow er in the event o f understeer or oversteer.
With the c ontrolled m ulti-disc clutch in connect ion with the xDrive it is now po ssible to resolve the conflict between traction and vehicle handling.
T his is been achieved in that the xDrive does n ot p redefine the torque d istribution by a fixed transm ission ratio as is the case with t he p revious system s. Instead, distribution of the drive torque is dependen t on the clutch lockup torque o f the controlled m ulti-disc clutch in the transfer case and on th e transmitte d torq ue at the front and rear axle. Driver B enefits
In addition to the previous functions, a series of additional safety and comfort functions will now be available to the driver with the introduct ion of the DXC8 + in the E60 /E61 . The expanded DSC8+ functions include:
• D ry b rak in g • Brake standby
• Automatic soft-stop
• Fading warning and assistance • Drive-off assistant
• Hill descent control HDC
Besides the outstanding chassis characteristics of the BM W 5 Series, the all wheel d rive system offers traction advantages not o nly on snow and ice b ut also o n un surfaced
roads.
Note: Because many system comp onents and funct ions and are shared betw een the xDrive and DSC8+ system, they will be discussed together in this section.
xDrive
T he innovative xDrive four-whe el drive is a system that co ntrols and regu lates th e distrib-ution of driving torque t o the fron t and rear axles. T he m easured variables of D SC are used by xDrive but are also influenced by modified handling performance.
T he m ulti-d isc clutch is the heart of the xDrive. By using the controlled m ulti-disc clutch, it is possible to resolve the conflict betw een traction and handling performance.
T his is achieved t hrough the fact that torque distribution is not d etermined by a fixed gear ratio in the xDrive as was the case in the p revious system s. Instead, the d istribut ion of dri-ving torque is depe ndent on the locking torque of the c ontrolled m ulti-d isc clutch in the transfer case and on the t ransferable torque to the f ront and rear axles.
DXC8+
T he DXC8 + system adds features to the DSC8 system already in use in the E60 sedan and com bines features used in ot her DXC systems (E53 /83 ). Due to the m echanical com position of the xDrive system, the p rogramm ing for DSC regulation has also b een changed.
Present DSC8 funct ions:
• ABS Anti-lock Braking System • ASC Autom atic Stability Cont rol
• ADB Autom atic Differential Brake • DSC Dynamic Stability Cont rol
• EBV Electronic Braking Force Distribution • DBC Dynamic Brake Cont rol
• CBC Cornering Brake Control • M SR Engine Drag Torque Cont rol
Present DXC funct ions:
• TCC Transfer Case Control
(control of multi-disc clutch in transfer case) • ASC-X Automatic Stability Control X
(special func tion for all-whe el drive vehicles) • ADB-X Automatic Differential Brake X
(special func tion for all-whe el drive vehicles) • HDC Hill Decent Control
New DSC/DXC8+ funct ions
• Dry braking • Brake standby
• Autom atic soft stop • Fading assistance
• Drive-off assistant • Trailer stabilization con trol
System Circuit Diagram Legend
Index Explanat ion
1 Instrument cluster
2 Outside temperature sensor
3 Safety and gateway mo dule (SGM)
4 Steering column switch cluster (SZL)with HDC button 5 Electronic transmission co ntrol modu le (EGS)
6 Transfer case control unit (VGSG)
7 Temperature sensor
8 Electronic m otor, actuator d rive
9 Coding resistor
10 M otor position sensor
11 Accelerator pedal module (FPM) - (not for US) 12 Digital motor electronics (DM E) control unit
13 Wheel sp eed se nsor, front right
14 Handbrake switc h
15 Dynamic t raction c ontrol (DXC8+)
16 Wheel speed sensor, rear right
17 Brake w ear sensor, rear right
18 Wheel speed sensor, rear left
19 DSC button
20 Center console switching center (SZM)
21 Controller (CON )
22 Brake light switch (BLS)
23 Brake wear sen sor, front lef t
24 Brake fluid level sensor
25 Wheel sp eed se nsor, front left
26 CCC or M-ASK
27 Central information display
28 Yaw rate/longitu dinal/transverse acceleration s enso r (Y-sen sor-2)
29 Rain light sensor (RLS)
NOTES
PAGE
System Components
T he xDrive/DXC8+ system is comp osed of the following m ajor comp onents: • ATC 300 transfer case
• Adjusting levers
• Servomotor with motor position and temperature sensor • Coding/classification resistor
• Transfer case control unit • DXC8+ control unit
• Wheel speed sensor • D SC se nso r (Y- se nso r 2 )
Index Explanation Index Explanat ion
1 Oil Pan lead through 4 Propeller shaft to front axle
2 Right drive shaft, front 5 Front axle differential
ATC 300 Transfer Case
T he transfer case ATC 3 00 (Active Torque C ontrol) is used on the E60 /E61.
In view of the restricted package space of the transmission tunnel in the B M W 5 Series, it was not possible to adopt the transfer case from the BM W X3 (ACT400) with the same torque rating.
On the BM W 5 Series it was not possible to drive the forward power flow diagonally as is the case on the X3 with a chain, but rather it is necessary to divert it L-shaped with the aid of spur gears (pinions), resulting in a m odified design of the transfer case.
T he actuator drive and the actuation of the control lever were also m odified. T he clutch package remains unchanged. T he forward co nnection is provided by a bolted on d rive shaft.
T he flange of the ATC transfer case is the sam e for automatic and m anual transmissions.
Index Explanat ion Index Explanat ion
1 Propeller shaft to front axle 8 Clutch housing
2 Drive flange to front axle 9 Output flange to rear axle
3 Control cam 10 Propeller shaft to rear axle
4 Transfer case 11 Disc package
5 Idler gear 12 Actuator drive
6 Drive gear 13 Drive pinion
7 Control lever 14 Output gear
T he ATC 3 00 is installed in the E6 1 and E60 all wheel drive m odels. T he ATC 4 00 is installed in the E83 and the ATC 5 00 in the E53 M U.
T he ATC 30 0 differs from the other transfer cases because it is gear driven not chain driven. The basic funct ions and o perations remain unchanged .
T he difference betw een the transfer cases are:
• ATC 40 0 & 5 00 are chain driven vs. ATC 30 0 which is gear driven
• ATC 300 & 40 0 uses a four bolt flange to connect to the front propeller shaft vs. ATC 5 00 which uses a splined co nnection
• ATC 50 0 utilizes one more disc in the multi-disc clutch than the ATC 30 0 & 400 • ATC 500 has 19mm greater length between the input shaft and the output shaft to
the front axle than the ATC 4 00 . (the ATC 3 00 uses gears not a chain)
Index Explanat ion Index Explanat ion
1 Input from manual / automatic transmission 5 Clutch discs
2 Output to rear axle prop. shaft 6 Adjusting levers with ball ramp
3 Output to front axle prop. shaft 7 Chain
4 Servomotor 8 Disc cam
Adjust ing Levers
T he actuator drive unit operates such that the drive pinion rotates and engages via the gearing in the control cam. In turn, the control cam is rotated and the control lever pressed apart.
T he rotary mo tion is converted into an axial force by the ball ramps in the control lever. T he axial force that com presses the d isc package in the m ulti-d isc clutch is proportional to the transmitted torque of the m ulti-disc clutch.
T he position of the control lever is infinitely variable and allows exact regulation of the control cam by the actuator drive unit.
Servomotor with M otor Position Sensor
T he actuator drive unit is a DC mo tor with worm d rive. It also features a Hall sensor that serves the purpose of determining the position and the adjustment speed of the motor shaft. T he position of the motor shaft determines the closing rate of the multi-disc clutch. T here is also a tem perature sensor installed in the mot or that signals the temp erature to the transfer case control unit (VGSG). A temp erature m odel is calculated in the VGSG for the purpose of protecting the m otor from overload. For this purpose, the m aximum clos-ing rate is reduce d in various stages.
If these measures are not sufficient to protect the motor from overload, the control is interrupted and the clutch comp letely opened so that only rear axle drive is now p ossible.
Index Explanat ion
1 Magnetic ring
Coding Resistor
Because of me chanical tolerances in product ion, the characteristic curve of the m ulti-disc clutch locking to rque varies slightly.
Onc e the actual locking torque has been measured on the clutch test bench, a resistor is attached to the servomotor; the resistor's value is a reference to the locking torque char-acteristic.
Each time the eng ine is started, the transfer case control unit measures the resistance value once and the optim um p rogram m ap for the transfer case fitted is selected.
Transfer Case Electronic Cont rol Unit
T he transfer case control unit (VGSG) is on CAN-b us.
Depen ding on the vehicle, the m odule is installed in th e following location: • E60/61 - under the rug foward of the passenger’s front seat
• E83 (X3) - under the rear floor panel of the cargo compartment trim • E53 (X5) - under the rear bench on the left side
Index Explanat ion
1 Drive pinion
2 Electric mo tor
3 Coding resistor
4 Actuator drive housing
Index Explanat ion
1 Kick guard
2 Transfer case control unit
DXC8+ Cont rol Unit
T he DXC8+ control unit is installed in the engine com partment essentially consists of three components:
• Add-on control unit
• Valve block with integrated pressure sensors • Pum p m otor
T he newly developed changeover valves permit even m ore exact control in the low p res-sure range , resulting in th e following advantages:
• Reduction of control noise
• Improvement in control quality and control comfort
• Improvement in automatic brake intervention by the active/dynamic cruise control ACC/DCC
• Improvement in the control accuracy of the HDC function • Realization of additional brake functions
Wheel Speed Sensor
Active wheel speed sensors with an integrated evaluator circuit are used together with the xDrive.
T he active wheel speed sensors require a power supply for their operation. T he output signal is sent as a data protocol based on the pulse-width m odulation m ethod (PWM ). T he PWM signal is used for the purpose of determining the road speed. T he pulse width contains additional information relating to th e d irection o f rotation, standstill detection, installation p osition d etection, and air gap reserve to t he sensor ring. (example : sends one pulse every 0.75 s w hen the wh eel is stationary)
T he direction of rotation is determined by the internal signal offset of three correspond-ingly arranged Hall-effect elements in the sensor.
Index Explanat ion
1 Sensor ring
2 Sensor-IC w ith Hall sensor
DSC Sensor
T he DSC sensor (Y-sensor 2) is installed under the front passenger's seat next to the transmission tunnel.
In add ition to th e previous yaw rate and transverse acceleration sen sor, the DSC sensor also contains an additional longitudinal acceleration sensor for the d rive-off assistant function.
Bus Overview
T he transfer case control unit (VGSG) is on the PT-CA N. VGSG shares information with DSC for overall xDrive con trol and h as diagnostic com m unication.
Bus Topology Chart of E61 Sports Wagon (530xiT)
Index Explanat ion
X Longitudinal axis Y Transversal axis Z Vertical axis ax Longitudinal acceleration ay Lateral acceleration Ω Yaw rate
Principles of Operation
Power FlowWhen t he m ulti-disc clutch in the transfer case is disengaged, no d riving to rque is trans-mitted t o the front axle. All of the d riving torque is then d istributed to the rear axle. T his is because the input shaft (1) is splined providing a perm anent connection to the rear axle propeller shaft output flange (2). T he m ulti-disc clutch couples the rear axle propeller shaft output flange to the front propeller shaft output (3).
T he driving torque on the front axle is increased or decreased by regulating the locking pressure of the m ulti-d isc clutch, providing a stepless coupling of the front axle to the drivetrain. T his depend s on driving situations and road cond itions. When the mu lti-d isc clutch is fully engaged, the front and rear axles turn at the same speed.
Driving t orque distribut ion (front /rear) is based on available traction at each axle. For example, when traction is identical on the front and rear axles and a d river accelerates from a stop in first gear at full throttle, the rear axle is capable of sustaining greater driving torque as the vehicle weight shifts from the front to the rear.
Anoth er example is when the front axle is on a high traction surface and the rear axle is on ice. In this case, virtually 10 0% of the available driving to rque is transmitted to t he front axle. Based on available traction, virtually no driving torque can be sup port ed by the rear axle . Ob viously, wh en m ore driving to rque is transm itted to t he front axle, driving torque on the rear axle is proportionally reduced due to lack of traction.
Color Explanation
Red Torque from en gine to rear axle
Green Controlled torque to front axle
DSC/DXC8+ Cont rol Unit
As in the earlier DSC control units, there are tw o m icroprocessors incorporated in the add on DSC8 + control unit. T he difference is that in the DSC8 and DSC8 + both processors do not calculate the same algorithms but rather one processor is responsible for perform-ing control and monitorperform-ing calculations and checkperform-ing the plausibility of the wh eel speeds. T here are also two sem iconducto r relays integrated in the DSC8 + control unit, one for the pumpm otor and the other for the solenoid valves.
On exceeding a road speed of 6 km /h, an electronic self-test is started, during w hich the pum p m otor and all solenoid valves are briefly actuated. If the brake is operated at a dri-ving speed of 6 km /h, as may be the case with "two-foot drivers", the self-test will be per-formed at a speed of 15 km/h.
T he check of the wheel speed signals is already started at a speed of 2.75 km/h.
In con nection w ith the xDrive, the DXC8 + con trol unit also undertakes the task of calculat-ing the lockup torque for the m ulti-disc clutch in the transfer case.
T he lockup torque is always optim ally set and controlled to suit the corresponding driving situation.
T he drive torque distribution over the front and rear axles is based on the lockup torque. T he lockup torque to be set is derived from the pilot control and from a higher-ranking traction and vehicle dynam ics regulator corresponding to the driving situation.
T he DXC8 + cont rol unit sends the data, concerning the lockup torque, on the PT-CA N to the transfer case control unit VGSG.
Conversely, the transfer case control unit signals the lockup torque actually set as well as the load on the transmission fluid, electric mo tor and mu lti-d isc clutch.
Transfer Case (VGSG) Cont rol Unit
T he transfer case control unit serves the purpose of regulating the lockup torque of the m ulti-disc clutch in the transfer case and therefore to distribute the drive forces between the front and rear axle corresponding to requirements.
T he transfer case control unit receives the necessary torque request from t he DXC8+ control unit and adjusts the currently required clutch lockup torque accordingly.
T he function required for this task is the transfer case control (TCC ). T he cont rol and power electronics circuitry required for the actuator drive is integrated in the transfer case control unit.
T he requirement to set the necessary clutch lockup torque is converted to a correspond-ing rotary movement of the actuator motor. After turncorrespond-ing off the engine, a reference run is performed in order to be able to assign a corresponding c lutch lockup torque to a defined angle setting of the actuator motor, while also taking into account the effects of wear. During the course of the reference run, the clutch is fully closed and open ed once. T he power intake is measured at the respective angle setting of the actuator motor during the
opening and closing operation so as to determ ine the beg inning and end of the clutch closing procedure. T he angle setting is determined by means of a Hall sensor integrated in the actuator motor.
A clutch and oil wear m odel is additionally calculated in the transfer case control unit. Where necessary, this mo del lim its the lockup torque in order to reduce friction.
In the event of DSC failure, an emergency strategy for driving the transfer case clutch is integrated as a fb ack level in the t ransfer case control unit in order to m aintain all-wh eel drive also in this case.
Transfer Case Cont rol
Cont rol of the lockup torque of the m ulti-d isc clutch in the transfer case facilitates infinite-ly variable coup ling of the front axle to the d rive train.
As a result, the drive torque at the front axle can be increased or reduced corresponding to the driving situation and the cond ition of the road. When the torque at the front axle is increased, the drive torque at the rear axle is, of course, reduced by this torque.
T he advantages of variable distribution of the drive torque at the front and rear axles are: • Op timum utilization of the lateral cornering and wheel peripheral forces applied at
the front and rear axles.
• Brake interventions by the DSC are required considerably later, thus increasing over-all com fort.
• Com pared to a transfer case with fixed transmission ratio (open longitudinal differen-tial) and DS C, with xDrive the drive torque distribut ion is considerably imp roved in connec tion with greatly differing friction values at the front and rear axles.
Even when DSC is turned off, TCC is still active to ensure maximum traction and vehicle dynamics.
Permanent all-wheel drive is cancelled to a large extent or comp letely in only three control situations:
• When negotiating extremely tight corners with little engine torque in order to allow speed equalization bet ween t he front and rear axle (e.g. parking)
• At speeds in excess of 180 km/h
• In extreme understeer driving situations
T he control algorithm of the transfer case clutch cont rol can be described in three main modules:
• Tire tolerance logic • Pilot control
Tire Toler
Tire Tolerance Loance Lo gicgic
T
T he tirhe tire tolere tolerance lance logic detectogic detect s diffs differenterent treatread circumferences on the frd circumferences on the frontont and rand rearear axaxles.les. T
T hihis occurs when:s occurs when:
•• MM iixxed tied tirres aes arre use useded
•• Space saSpace saviving sparng spare tire tire is ie is instanstalllleded
•• TirTires aes arre used the used thatat hahavve been worn down to die been worn down to diffefferrentent llevevelelss Norm
Norm alallyly, tir, tire e circumference circumference deviadeviations tions resulresultt in din d rivrivetraietrain tn t orque orque bias (bias (unwunw anted varianted variations)ations)..
T
T he tihe tirre cire circumference cacumference can fln fluctuate up to 1% uctuate up to 1% oror more as a more as a rresulesultt ofof mixmixed tired tires ores or wearwear.. T
T he tirhe tire tolere tolerance logic decides dependance logic decides depend ing on the ing on the drivdriver's comer's com mand mand and drivand driving situaing situationtion whether
whether the slthe slip iip is s to occurto occur in in the trthe tranansfersfer cascase cle clutch orutch or atat the contathe contactct ararea ea between tibetween tirere and road.
and road.
IIff the slithe slip is permitted ip is permitted in the tran the transfensferr cascase clutch, e clutch, the lockithe locking pressng pressure sure setet byby the pre-con-the pre-con-trol i
trol is reduced in orders reduced in order to keep the wto keep the w ork loss ork loss low. low. IIn the drivin the driving dng d ynamic control siynamic control situation,tuation, the c
the c lutch is llutch is locked sliocked slightlyghtly mm ore than normal, ore than normal, the fourthe four wheel drivwheel drive is ae is alwalways guarys guaranteedanteed when
when requirequired.red. For
For mm axaximum imum xxDrivDrive performance, e performance, tirtires (es (and wheels) and wheels) ofof the same diathe same diameme terter should beshould be instal
installed on led on the vehicle.the vehicle.
IInnddeexx EExxppllaannaatt iioonn IInnddeexx EExxppllaannaatt iioonn nVA
nVA Wheel speed aWheel speed att fronfrontt axaxlele 22 Identical rolliIdentical rolling ng circumference ocircumference o n bon bo th th axaxlesles nHA
nHA Wheel speeWheel speed atd at rerearar axaxlele 33 FrontFront axaxle cirle circumcum ference less ference less than reathan rearr axaxlele 1
Pil
Pilotot ConControltrol
T
T he pilhe pilotot control acontrol algorilgorithm thm reflreflects the drivects the driver's choice aer's choice and calculnd calculates ates the necessarythe necessary lock- lock-up torque
up torque as a as a function of:function of: •• aacceccellereraatortor pedapedal val vallue,ue, •• e ne ng ig in e n e t ot orrq uq ue ,e ,
•• een gn giin e sn e sp ep eeed ,d , •• vvehehiiclcle e spspeeeed,d, •• ggeeaarr aanndd
•• ssteteereriing ng aanglnglee while ta
while taking into accountking into account the mthe m axaximum imum loaload on d on the clutch, trathe clutch, transfernsfer case acase and axnd axle drile drive.ve. T
T he clutch he clutch is operais operated ted with mwith m iniinimumu m m slislip p during normduring norm al al vehivehicle operaticle operation, making avon, making avaiail- l-abl
able permanente permanent alall-wheel l-wheel dridrive with a drve with a drivive torque die torque distrstributiibution ofon of 40 40 % % atat the frthe frontont axaxlele a
and 60 nd 60 % % aatt the rthe reaearr aaxxlle.e. Even i
Even in the case ofn the case of greagreatlytly differdiffering fring frictionaictional l vavalues alues att the frontthe front and rand rearear axaxle, le, e.e.g. wheng. when the rea
the rearr aaxxle ile is on a sheets on a sheet ofof ice, ice, the pilthe pilotot control econtrol ensurnsures exes extretremelymely rarapid sypid systemstem response as illustrated in the graphic below.
response as illustrated in the graphic below.
IIn addition, an addition, as opps opp osed to osed to a traa transfernsfer case with fixcase with fixed ed geargear raratio (open longitudinal diftio (open longitudinal differen- feren-tial
tial), ), with with xDrixDrive no bve no b rarake intervention is required atke intervention is required at the the rearrear axaxle in this case as no slile in this case as no slipp can occur.
can occur.
IIn the n the open open longitudinalongitudinal differl differentiaential sysl systemtem , the brak, the brake is applie is applied ed on on detectdetect ing sliing slip p atat thethe rea
rearr axaxle. le. ConsequConsequ entlyently, , 6262 %% ofof the drivthe drive torque ie torque is as applied applied att the two rearthe two rear brabrake dike discs soscs so that
that onlyonly 38%38% ofof the drithe drive ve forforce ice is as avavaililablable ae att the frthe frontont aaxxle le forfor the purpose the purpose ofof dridriviving offng off the sheet
““ Open” Open” TrTransfeansferr CaCase se vs. vs. xDrivexDrive
IInnddeexx EExxppllaannaattiioonn M
M Driving TorqueDriving Torque
M VA
M VA DriviDriving torque on frontng torque on front axaxlele
Tractio n Control / Driving Dynamics Control
Traction control m onitors the slip cond itions on the front and rear axles. T he wheel spee ds, yaw rate and transversal acce leration serve as the input signals.
T he function of traction cont rol/driving dynamics cont rol is to achieve opt imum traction and to keep the vehicle stable.
As seen in the following graphic, in the event of an oversteer tendenc y, the transfer case clutch is completely engaged and the m aximum supportable driving torque on the front axle is transmitted. T his helps to “p ull’ the front of the vehicle until stability is achieved.
In the event of an understeer tendency, the clutch can be fully disengaged if necessary. In this examp le, the front axle is separated from the drivetrain and the d riving torque can only be transmitted to the rear axle. T his helps to “push” the rear of the vehicle until sta-bility is achieved.
Limp Home Operatio n
In order to m aintain the four wheel drive function for as long as possible even in the event of important sensor signal failures or failure of the DSC control unit, a limp hom e control is integrated in the transfer case control unit. T his control operates in redundancy to the transfer case clutch cont rol in the DSC c ontrol unit. T he limp hom e control contains only tw o c ontrol functions, pre-co ntrol and traction-slip control.
T he wheel speed signals are very important to traction/slip control. Engine signals, steering angle and yaw are used predom inantly for pre-cont rol. If individual sensor sig-nals fail, subst itute values are calculated and t he relevant func tions op erated with extend-ed control thresholds.
T his strategy is continued until useful four wheel drive control is no longer possible. In this event, the driver is alerted by the DSC /xDrive lam p com ing on in the instrument clus-ter and also by an acoustic warning signal (gong ).
Faulted wheel speed signals on the rear axle are calculated by driving or engine speed (remem ber, the rear wheels are always driven). If the front wheel speed signals fail, the values of the rear axle are adopt ed. Wheel speeds also substitute for a faulty steering angle sign al.
Note: On a vehicle equipped wit h an autom atic transmission, when driving onto brake analyzers, move the selector lever to the “ N” position . On a vehicle equipped w ith a manual transmission, do not press the accelera-tor pedal once on the brake analyzer. This keeps the transfer case clutc h open and the vehicle cannot be pulled off the analyzer.
Dynamic Stability Control
DXC8 + offers several new features from April 200 5 production vehicles. T hey are: • A SC -X / A DB -X
• Hill descent control HDC • D ry b rakin g
• Brake standby
• Automatic soft stop • Fading assistance • Drive-off assistant
• Trailer stabilization control
ASC-X / ADB-X
Unlike regular road vehicles, SAVs are also m eant to d em onst rate satisfactory handling characteristics and appropriate traction on u nco nventional roads. In order to provide op ti-m uti-m propulsion w ith sufficient cornering stability on bot h no rti-mal roads and othe r road surfaces, Automatic Stability Control X (ASC-X) contains a detection function to distin-guish between them .
When off-road terrain is detected, wheel slip threshold is increased to provide sufficient traction force w ith the increased levels of traction loss.
ASC-X is supplement ed by the Autom atic Differential Brake (ADB-X) function, which applies the b rakes to the w heels pe r axle, for side to side to rque transfer. For examp le, when a wheel is spinning on one side (up to the slip setpoint), the brakes are applied to that w heel and th e d riving t orque is transferred t hrough th e axle differential to the wheel with th e higher traction . T his provides sup erb capabilities whe n there are diagonal trac-tion losses (ie. left front/right rear).
AD B-X remains active when DS C is deact ivated. Furthe rmo re, AD B-X can develop full capability because the engine p ower is not reduced, even during extreme four w heel drive operation. On ly that wh eel which h as a low traction receives the b rake app lication. T he brake disc can overheat with excessive ADB-X intervention w ith DSC d eactivated . In this situation, the operation is discontinued at a disc tem perature of approx. 700 º C and is resumed w hen this temperature drops below approx. 40 0 º C. T his is a calculation per-formed by the DS C c ontrol unit based on b rake application time, pressure, wheel speed , etc.
Hill Decent Contro l (HDC)
As on previous all wheel drive vehicles in the BMW line, the E61 all-wheel drive also fea-tures the hill desc ent c ont rol facility for safe vehicle op eration on stee p d ow nhill inclines. T he H DC stabilizes the vehicle and p revents the wheels locking. T he DXC8 + m odule controls the build-up of braking pressure at all four wheels so that the vehicle drives dow nhill at a speed of approx. 7.5 m ph (12 km/h).
T he H DC function is activated in the central information d isplay via the m enu: Settings => Vehicle settings => HD C
T he HD C O N function can be activated by setting a tick in the m enu and deactivated by removing the tick.
Furthermo re, the H DC O N/OFF funct ion can be selected with one o f the tw o free but-tons (asterisk, hash) in the steering wheel button menu.
Dry Braking
T he w ater spray produced in wet cond itions c oats the b rake discs with a water film, caus-ing delayed response of the brakes. In connection with previous systems it was therefore recomm ended to operate the b rakes from time to time .
T he dry braking function is dependent on the position of the wiper switch and therefore on t he sign al of the rain/lights sensor. T he b rake discs are kept d ry by light ly app lying t he brake pads cyclically as required, this achieving imp roved b raking respon se in w et co ndi-tions.
Wh ile do ing so, the p ressure in the brake system is increased by app rox. 1 bar and the brake p ads are applied for approx. 1.5 sec ond s.
Dry braking takes place under following conditions: • Driving speed > 70 km/h
• Cont inuous wipe operation in stage 1 or 2 T he repeat interval depends on the w iper stage:
• Continuous wipe stage 1 - 200 s • Continuous wipe stage 2 - 120 s • Generally 90 s as from 09 /2005
T his applies only when the driver himself does not apply the brake during this time. T he d river notices no d eceleration or noise.
Brake Standby
Quick release of the accelerator pedal causes the brake pads to be applied against the brake disc thus reducing t he stop ping d istance (by approx.. 30 cm /10 0 km/h) during emergency braking. The DSC module builds up slight brake pressure (approx. 2.5 bar) temporarily (approx. 0.5 seconds) in order to eliminate the clearance between the brake pad and brake disc by applying the brake pads.
T he b rake standby funct ion is activated un der following conditions: • Driving speed > 70 km/h
• M inimum time between brake application 8 s
• T he brake standby function is not activated in connection with sudden acceleration (sports d riving st yle).
The DME/DDE control unit makes available the signal indicating quick release of the accelerator pedal via the PT-CA N.
T he sen sitive d river may perceive a slight ly harder b rake ped al. No d elay or noise is dis-cernible fo r the driver.
Index Explanation
P Braking pressure in Bar
T Time in milliseconds
1 Pilot pressure applied by driver
2 Braking pressure progression with brake standby 3 Braking p ressure progression w ithout b rake standby
Automatic Soft Stop
Due to the transition from sliding friction to static friction on the brake disc, a stopping jolt occurs w hen b raking to a standstill where the occup ants perceive an increased feeling of deceleration.
When braking lightly (< 25 bar) at constant pressure to bring the vehicle to a halt, the soft stop fu nct ion autom atically redu ces th e braking pressure at the rear axle just before the vehicle com es to a stop. T his consequent ly reduces t he p ositive acceleration peak p er-ceived by the oc cupants by approx. 50% while extending the action tim e.
T he speed and standstill status are recognized by way of the wheel speed sensors.
Note: T his function is inact ive at medium to hig h deceleration or in the event of ABS control in order not to lengthen the stopping distance.
Index Explanat ion
m/s2 Deceleration
s Time in seconds
Red Deceleration without so ft stop
Blue Deceleration with soft stop
Fading Comp ensation
High temperatures (> 550°C) can occur at the brake discs when driving downhill over long periods or as the result of extreme multiple braking operations ( > 80 bar). These high tem peratures cause a ch ange in the coefficient of friction of the brake pads resulting in the braking effect diminishing (fading).
For this purpose, the tem perature of the brake disc is calculated by m eans of a temp era-ture m odel con tained in the DXC8+ software. T he b raking pressure applied by the driver is me asured by th e d elivery pressure sensor and com pared with t he current vehicle deceleration (target/actual value).
When the braking effect diminishes, the fading co m pensation provides assistance for the driver in that pressure is additionally built up by the DSC module.
Drive-off Assistant
When negotiating uphill gradients, the drive-off assistant holds the vehicle for a short time (approx. 1.5 s) after releasing the brake so that the vehicle drives off com fortably without the need t o use the handbrake. T he braking pressure required by the driver to hold the vehicle is maintained autom atically in the system.
When driving off, the braking p ressure is not reduced before the torque is sufficient for the vehicle to drive off. The holding pressure in the brake system (10 to max. 70 bar) is dependent on the uphill gradient.
Uphill gradients are detect ed by the DSC sensor with the aid of a longitudinal accelera-tion sensor.
The function is active both when driving forwards (transmission in Drive) and when reversing (transm ission in Reverse) on u phill gradient s (up to 5 0 % ).
NOTES
PAGE
Service Informatio n
On a vehicle equipped wit h an automatic t ransmission, when driving onto brake analyzers, move the selecto r lever to t he “ N” position . On a vehicle equipped with a manual transmission, do not release the clutc h pedal once on t he brake analyzer.
This keeps the transfer case clutch op en and t he vehicle cannot be pulled off the analyzer.
Towing
Use only a flatbed carrier!
Oil, Transfer Case, and Clutch M onitor ing
Oi l
All xDrive transfer cases use Shell Gear oil part number 83 2 2 0 30 6 81 6.
T here is no scheduled service for the transfer case oil. Oil M onitoring is performed by the VTG cont rol modu le to d etermine w hen a service (change) is du e. T he VTG calculates transfer case and clutch wear based on the amount of slip, engagement pressure (torque), speed and mileage.
T his calculation account s for:
• normal “dry” road driving (Integrator 1) • “adverse” road driving (Integrator 2)
• “other” road extreme driving (Integrator 3)
Depending on individual vehicle use - driving styles and driving conditions, the transfer case oil service interval will vary.
When a service is due, this will be indicated by a Fault Code and additional details are available using the DISplus/ GT1. Service functions provide directions on changing the transfer case oil and upd ating the VTG control module with the necessary reset and adaption procedure. T his is extremely important for CBS.
Transfer Case and Clutch
T he transfer case and clut ch have separate mon itoring characteristics. T hese values are stored as adaptive values in the VGSG control unit and mu st be transferred to a new c on-trol unit if replaced.
T he value for both can be obtained using the diagnostic software under: Control Unit Functions => VTG => Diagnosis requests => Transmission Control Unit Functions => VTG => Diagnosis requests => Clutch
Diagnosis
Diagnosis is available for fault repairs and service proced ures using t he D ISplus/GT1 . The test plan for the VGSG contains valuable information on:
• Replacing control unit • Replacing transfer case
• Transferring adaptation values - Autom atic
- M anual
• Reading out adaptation values Programming (flashing)
Bot h the transfer case co ntrol unit (VTG) and t he D SC control unit are programm able and the new control unit(s) must be programm ed w hen replaced. T he w ear values stored in the VTG co ntrol mod ule (to b e replaced) m ust be transferred to t he replacem ent VTG. Warning Indic ator Lamps
T he w arning indicator lam ps for the xDrive / DSC are found in the instrumen t cluster as shown on the bottom of this page.
The warning indicator lamps and acoustic signals (gong) are assigned to the xDrive / DSC system states of m alfunction described o n the n ext two pages.
Fixed indicator lamp Variable indicator lamp Check control message
Information in central information d isplay
DSC disabled! You have disabled DSC. Restricted vehicle stability while accelerating and cornering.
DTC enabled, DSC restricted!
DTC enabled.
Dynamic traction control DT C increases forward propulsion on unpaved surfaces, however, it dec reases vehicle stability.
DSC failed! Drive with moderation
DBC failed.
No additional braking assistance from DBC in eme rgency braking situations.
Drive with m oderation.
Have checked by your BM W dealer as soon as possible.
DSC failed! Drive with moderation
DSC failed.
Restricted veh icle stability wh ile accelerating and cornering.
Drive with m oderation.
Have checked by your BM W dealer as soon as possible.
Control systems! Drive with
moderation
Brake and vehicle cont rol system s failed. Reduc ed braking and vehicle stability. Avoid abrupt b raking where p ossible.
Have checked by nearest BM W dealer. Control systems!
Drive with moderation
Brake and vehicle con trol system s failed. Drive with m oderation, avoid abrupt b raking where possible. Have checked by nearest BM W d ealer.
Brake pads! Replace
Th e brake pads are wo rn.
Have replaced b y nearest BM W d ealer.
Brake fluid! Stop cautiously
Brake fluid level too low . Reduced b raking
efficiency. Stop c autiously. Contact nearest BM W dealer.
Brakes too hot! Allow to cool down
Brakes too hot
Critical temperature as a result of permanent heavy load. Danger - reduced braking efficiency. Allow brakes to cool d own. Stop if necessary. Check Cont rol Messages Relatin g to xDrive / DXC8+
Brakes overheated! Allow to cool down
Brakes overheated
Critical temperature exceeded . Braking efficiency no longer guaranteed. Stop at the next opportun ity and allow to co ol down su bstantially.
4x4 system and DSC failed!
4x4 system and DSC failed! Vehicle stability restricted. Drive with moderation. Have checked by your BM W d ealer as soon as possible.
4x4 system defective! Drive with moderation
4x4 system defective
Vehicle stability restricted . Drive with m oderation. Have checked by your BM W dealer as soon as possible.
4x4 system, DSC and ABS failed!
4x4 system , DSC and ABS failed! Vehicle stability restricted. Drive with moderation. Have checked by your BM W d ealer as soon as possible.
4x4 System, DSC, ABS and emergency EBV failed!
4x4 System, DSC, ABS and emergency EBV failed! Vehicle stability restricted . Drive with mod eration. Have chec ked imm ediately by your BM W dealer.
HDC enabled!
HDC disabled! HDC disabled.
Hill descent control HDC is disabled at speed above 60 km/h (37 mph).
System can be re-enabled at speed below 3 5 km / h (22 mph ).
No HDC control! Drive slower
HDC not possible! Cont rol range end s at
35 km /h (22 m ph). T o use HDC , reduce speed accordingly.
HDC c urrently not available!
HD C no t available.
Auto matic brake intervention interrupt ed for safety reasons as brakes are overheated.
Shift dow n and drive carefully in order to reduc e temperature.
Drive-off assistant inactive!
Drive-off assistant inactive
Caution, vehicle can roll back! Have chec ked by your BM W d ealer at next oppo rtunity.
Electronics fault! Stop cautiously
Cent ral vehicle electronics failed. Con tinued jou rney no t p ossib le. C on tac t n earest BM W
dealer. Fixed indicator lamp Variable indicator lamp
Check cont rol message
Information in central information display Check Cont rol Messages Relating t o xDrive / DXC8+ (cont’d )
Body
T he E60 and the E61 are identical in bod y structure and design from t he front bum per to th e B -p illar.
Legend for E61 Body Modifications
E61 body features:
• The rear doors have been redesigned for the Touring.
• The rear hatch was designed similar to the E39 Touring with a separately opening rear window.
• The front/rear floor pans are the same as on the E60 but the rear floor pans are a new design.
• The outer half of the rear wheel arches is the same as on the E60 while the inner half is new.
• T he side frames and pillars are the same as on the E60 in the front area and new at th e rear.
• The roof frame is the same as on the E60 in the front area but new at the rear. The roof fram e features additional reinforcement in the area of the C- pillar.
• The roof outer skin panel is new.
• To increase the body rigidity, a V-shaped tension strut is fitted on the underbody on vehicles equipped with the panoram ic glass sunroof (SA 40 2 All US M odels).
Index Explanat ion Index Explanat ion
1 Rear Left Door 10 Side Frame, Right
2 Side Frame, Left 11 Inner Rear Right Wheel Arch
3 Roof Railing 12 Outer Rear Right Wheel Arch
4 Roof Outer Skin Panel 13 Rear Right Door
5 Roof Frame Reinforcem ent, Right 14 V-Shaped Tension Strut
6 Rear Window Frame 15 Floor Pan, Rear
7 Right C-Pillar 16 Inner Rear Left Wheel Arch
8 Right D-Pillar 17 Outer Rear Left Wheel Arch
Rear Doors
T he rear doors on the E6 1 are the same as the E6 0 up to the level of the shoulder but with variations sp ecific to th e Touring:
• Doo r inner panel and closing plate are new
• M odified reinforcem ent of window frame - C- pillar
T he window system at the rear doors are the same as on the E60 but w ith the following variations sp ecific to th e Touring. N ew featu res are:
• Inner window frame cover • Outer window frame
• Window guide rail • Outer weatherstrip
• Windowpanes and their surround • D oo r se als
Panoramic Glass Sunroo f
T he panorama glass sunroof in the E61 is the same as the p anorama glass sunroof on the E5 3 and the E83 . T he functional principle is also the same.
System Components
T he panorama glass sunroof assembly consists of the following com ponents: • Panorama Glass Sunroof control module, M DS
• 2 D rive M oto rs
• 2 Part floating headliner • 2 Glass covers
• W in d d ef le ct or
Multi Drive Sunroof Control Module
T he M DS contains the following com ponents: • Control Electronics
• K-CAN Interface • D rive m o to r Re lay
• H all Se nso r Po w er S up ply
T he M ulti Drive Sunroof M DS controls and m onitors the electric mo tors and therefore the movement of the panorama glass sunroof.
T he M DS is installed on the carrier behind the glove com partment .
Control units in the carrier behind the glove compartment
Index Explanat ion Index Explanat ion
1 CD changer CDC 4 Adaptive headlight AHL
2 Basic body module KBM 5 M ulti Drive Sunroof M DS
Drive Mot ors
T he system ut ilizes two DC mo tor. One m otor is used to drive the g lass panels and the oth er is used for the headliner (visor) and w ind d eflecto r.
T he hall sensors are integrated in the mo tors to detect m otor revolutions. T hese signals are forwarded to the MDS for analysis.
Floating Headliner
T he floating headliner consists of two parts controlled by a B owd en Cable.
T he headliner is interlocked to the func tion of the glass roofs. T he h eadliner must be opened before the glass sunroof w ill open. On closing th e glass sunroof m ust be closed before the headliner can be closed or
Doub le selecting o pen or close on the switch w ill allow the g lass panels and th e headlin-er to move at the same time.
Glass Panels
Two glass covers are installed in the pano ram a sunroof cassette. Six. bolts secu re the front glass to the frame and four bolts secure the rear glass. Both the front and rear glass panel can tilt, but only the front panel can retract and fully open.
Power Supply and K-CAN Interface
T he MDS acts as the power supply module for both the sunroof motor and the headliner motor. Com munication with the rest of the car is through the K-CAN. T he M DS receives and transmits K-CA N m essages.
Wind Deflector
T he wind deflector is cable operated by the rear (headliner) motor and is regulated by the M DS c ontrol module by using the vehicles speed signal.
System Operatio n
Op eration of the panoram a sunroof is similar to the conventional slide/tilt sunroof. It func-tions both as a tilting sunroof and a slide/tilt sunroof. T he rear glass only tilts, the front glass slides and tilts. Rear tilt is possible only when th e front glass is also tilted.The K BM signals the M DS for convenience open ing and closing of the panorama glass sunroof. T he panorama glass sunroof is operated as follows:
• Headliner and glass sunroof Closed.
• Headliner closed, front and rear glass in tilt position (Headliner goes to vent position). • Headliner open, sunroof closed.
• Headliner open, sunroof opened manually.
• Headliner open, sunroof opened to comfort position (Via one touch opening). • Headliner open, sunroof opened fully (Beyond comfort position).
Cont rol But ton Movement Panorama Glass Sunroof Positions
Manual opening of panorama glass sunroof by sliding button to first detente po sition
Floating h eadliner of glass tilt sunroof and slide/tilt sunroof are op ened until the control button is released.
Automatic opening of panorama glass sunroof by sliding the butto n beyond the pressure point to the second detente position
Panorama g lass sunroof is automatically opened to the com fort position.
Double-click function Automatic opening of panorama glass sunroof by sliding the b utton tw ice beyond the pressure point to the second detente position
Panorama g lass sunroof is automatically opened to the com fort position.
M anual closing of
panorama glass sunroof by sliding control button in first detente position
Floating headliner or glass tilt and slide/tilt sunroofs are closed until the cont rol button is released
Autom atic closing of panorama glass sunroof by sliding the button beyond the pressure point to the second detente position
Floating headliner or glass tilt sunroof or slide/tilt sun-roof are fully closed
Double-click function Autom atic closing of panorama glass sunroof by sliding the button twice beyond the pressure point to the second detente position
Floating headliner and glass tilt sunroof or slide/tilt sunroof are fully closed
Manual opening of panorama glass sunroof by pressing co ntrol button to first deten te po sition
Panorama g lass sunroof is opened to raised p osition until the control button is released
Double-click function Automatic opening of panorama glass sunroof by pressing the butto n beyond the pressure point to the second detente position
Panorama g lass sunroof is fully opened to raised posi-tion and the floating head-liner is moved to the vent position.
After opening p anorama glass sunroof via one touch, the sunroof may be ope ned fully (rather th an the com fort position) by sliding the co ntrol button to the first detente and holding.
Front glass of panorama sunroof will m ove from com fort position to fully open position.
Floating Headliner Opening
On opening the front p art of t he h eadliner moves over the rear part of the floating h eadlin-er. T he spe cial feature of the floating he adliner is that it can be open ed fully with out the sunroof being ope n or tilted.
Vent Mod e
When the panorama glass sunroof is m oved into th e tilt position, the floating headliner is m oved into the vent position.
T he vent position reduces the suction effect at high road speed s.
Wind Deflector
T he w ind deflector is regulated according to road speed. When the sunroof is opened the wind deflector goes from th e do wn position to the interm ediate po sition. It remains in this position until road speed is seen by the M DS. T hen the w ind deflector is placed in the extended position. At roads speeds greater than 1 40 km/h (84m ph) it is retracted back to the intermed iate position. If the road speed drops below 1 00 km/h (62 m ph), the w ind deflec tor is again raised.
Dow n Posit ion Intermediate Posit ion Extended Position Vent M ode
Service
Initialization
Initialization m ust be performed o n the panorama glass sunroof anytime the M DS looses positioning of the glass panels or the headliner or if the any component of the sunroof assem bly is replaced.
T he co ntrol button is pressed and h eld in the p osition to t ilt the sun roof. Initialization
begins approximately 15 seconds after pressing the b utton. The initialization process m ay take over 2 m inutes to perform.
Note: The control button MUST be held in the tilt position during the entire initialization process. Failure to hold t he butt on will result in improper initialization.
During initialization the panorama sunroof will ope rate as follows:
• Both sunroof panels enter tilt position(Headliners enter Vent M ode) • Both Headliners open
• Both sunroof panels lower
• The front sunroof panel opens then closes • Both Headliners close
Ant i-Trapping Protect ion
Bot h the covers and the floating headliners are fitted w ith anti-trap protection. If the M DS detect s somet hing in the path, the appropriate m otor is stopped and activated in the reverse direction .
Service Notes
T he mo tors may be replaced individually. An initialization proced ure is requ ired after replacing one or both of the motors
T he MD S control unit my be replaced separately. It must although be coded before initializing.
Interior
T he interior trim and upholstery of the E6 1 h as largely been adopted from the E6 0. Due to the body ch anges, the interior trim and u pholstery from the B- pillar has been adapted to t he Touring.
From A pril 20 05 production the interior of the vehicle w ill be equipped with up graded soft paint surfaces and air conditioning cont rol knobs in “ ruthenium finish”.
Luggage Compartment
T he load area is flat with t he rear seat backrests folded do wn . 4 lashing eyes are fitted as standard on the floor of the luggage co m partment .
The vehicle tool kit is located in a utility box on the left-hand frame side member. T he lockable luggage c om partment floor can be raised and w ith the aid of gas spring struts (similar to the hood) remains in the required position until it is pressed down again. A variable storage area for small parts is provided und er the lugg age co m partm ent floor. Loc ated b elow t his is the spare whe el or a furth er storage area (35 liters) if the vehicle is equipped with run- flat tires.
Lugg age Compartment , Floor Partl y Raised
Index Explanation
1 Fresh air grill in “ ruthenium finish”
Index Explanat ion Index Explanat ion
1 Luggage com partment floor 8 Storage tray, luggage com partment floor
2 Cross memb er cover 9 Partitions
3 Shoulder trim panel, right 10 Luggage compartment sill cover
4 Rear right cover 11 Luggage compartment flap, left
5 Luggage compartment panel, right 12 Luggage compartment trim panel,left 6 Luggage compartment flap, right 13 Shoulder trim panel, left 7 Trim p anel for luggage comp artment w ell 14 Rear left cover Luggage Compartment Trim Panels
Luggage Comp artment Roller Cover
T he p artition net is integrated in the standard luggage com partment roller cover (similar to E39 /2). T he lugg age co mp artm ent roller cover is attached at the D- pillars. It can be
removed and, with the rear seat backrest folded d own , attached to th is backrest.
Depen ding o n w here the roller cover is fastened, the partition net can be attached at the support elements in the headliner (behind B-pillar or C-pillar).
Index Explanat ion
1 Luggage c omp artment roller cover, bottom position 2 Luggage com partment roller cover, top position 3 Net p artition fastening po int at C-p illars 4 Net p artition fastening point at B- pillars Fastening point s for luggage compartment roller cover/net partit ion
Lugg age Compartment Roller Cover Lock M echanism
The load area cover motors in the D-pillars are driven by the KBM for approx. 1.5 sec-onds w hen the rear hatch or rear window is opened.
The release pins are pulled back via a gear drive and the luggage compartment roller cover attached to t he D -p illars is released. T he roller cover slide u pw ards in the guide . due to the return force of spring loaded roller cover. This makes it possible to convenient-ly load and unload the luggage com partment .
T he roller cover does no t retract autom atically. T he c over has to be pushed back unt il automatically locked at the lock pin.
Lock mechanism of luggage compartment roller cover
Index Explanat ion
1 Load area cover motors
2 D-pillar trim panel
3 Guide
Headliner
T he headliner has been m odified for the panoramic sunroof and the extended length of the E61 rear end.
T he C- pillar cover is divided in two sect ions to accom m odate the head airbag AITS II.
Headliner
Index Explanat ion Index Explanat ion
1 Headliner 6 Speaker cover
2 Net partition attachment point, front 7 DWA (behind headliner)
3 Rear compartment light 8 D-pillar cover
4 Cover for ultrasonic interior movement detector 9 C- pillar cover, rear 5 Net partition attachment point, front 10 C-pillar cover, front
Seats
Front Seats
T he front seats in the E6 1 are identical to those o f the E60 .
Rear Seat s
T he rear seats are always offered w ith the fold dow n capabilities as standard. T he seat backrest can be folded dow n co mp letely or at a 60 :40 ratio. T he w ider part of the b ack-rest is located behind the driver's seat. T he ski bag and the center three-po int seat belt are integrated in th e w ider part of the seat backrest.
Seat heating fo r the rear seats is available as an op tion o nly in co njunct ion w ith a cold weather package and leather seats. The ski bag can be completely removed to facilitate easy cleaning.
The rear headrests (also the center headrest) can be adjusted manually and are identical to those of the E6 0. T he center headrest as well as two cup ho lders and an odd men ts tray are integ rated in the c enter arm rest (similar to E4 6/3).
ISOFIX for the rear seats is also includ ed as standard equ ipm ent .
T he seat backrests are released by m eans of an operating handle in the recess on the upper edge of the backrest.The released seat backrest is indicated by a red warning zone. T he red warning zone disappears again into t he recess w hen th e b ackrest is folded back and locked correctly.
The rear seat backrests have two lock positions and are not adjustable.
Releasing Seat Backrest
Index Explanation
T he backs of the seat backrests are covered w ith carpet material (colour same as panel-ing in luggage co mp artm ent).
2 ho lders are provided on the b ack of the backrests, to wh ich the luggage com partment roller cover can be fastened when the backrests are folded down. The partition net can be p ulled ou t from here and attached to the front retaining fixtures in the headliner.
Rear seats
Index Explanation
1 40% backrest
2 Middle 3-point seat belt
3 60% backrest
4 Center armrest
5 Bench seat (one-piece)
Rear Hatc h
T he rear hatch is m ade from steel. As on the E39 /2 and E46 /3, the rear window can be op ened separately. In the event of an elect rical fault, the rear hatch can b e released from the lugg age com partment by unclipping the cover from the tailgate and pulling an em er-gen cy release tab.
T he rear window and rear hatch are connected to the b ody by m eans of hinges.
T he rear hatch and rear window are screw-m ounted on the respective hinges. T he rear window can be adjusted to the level of the rear hatch by placing shim s (0.5 m m , 1 m m and 2 m m) under the securing nuts.
T he height levels of the rear hatch and rear window s are adjusted tog ether with respect to the vehicle body.
Index Explanat ion
1 Rear hatch hinge mounting on body
2 Hinged bracket for rear hatch
3 Rear window wiring harness
4 Hinged bracket for rear window
5 Rear window mounting on hinge
6 Rear hatch wiring harness
