These machines still cling to their shapes look, and in 1991, when a new "Tryshka" BMW appeared in the body of E36, it made a coup in the fan of the brand. New "Tryshka" marked the final rejection of the "shark" classic style of marriage field to the new modern design From Claus Luthe. It no longer had a radiator lattice with a feedback and acute nose. The famous "nostrils" broke into a full-fledged radiator grille, separate round headlights were under a common polycarbonate cap. And the silhouette of the car has become more rapidly.

By the way, the car in the body of the coupe differ from four-door sedans with almost all body panels - the appearance was redrawn from scratch, there was even another tilt of the roots of the roof. The new German design became a classic precisely during the E36, the benefit was produced for a long time, until 2000.

For what they loved and did not love

Constructively, the E36 series from the predecessors was also radically. Big wheelbase, multi-dimensione from behind and much more space under the hood. And even more hard body and better handling. Of course, introduced airbags and systems active security - ABS and even stabilization system. Meet the word "limousine" model in a different description, do not think that it is praising the size of the cabin, it does not pull on modern standards and on the "Trochka", closely even in front. Behind at all, the tovitan camera - the knees of passengers with a guarantee rest in solid plastic rear panels of the front seats. And "Limousine" is simply the designation of the "sedan" body german language. For them, even a small Prinz, which became a sample for our Zaporozhetsev, also - "Limousine". However, they loved this car at all for the space. Up to the generation of E46, the third series was not a practical car in any sense, and the volume of the body of the station wagon is less than that of OCTAVIA A5 hatchback. Style, Image, Handling and Power Top Options - Here are the Success Success. There was never any problems with this. And let the most common versions of the machine - with four-cylinder motors with a capacity of about 100 liters. p., the dynamics of which worse than that of solaris from 1.4, still such a car was perceived as very sporty and sharply fashionable. Gamma Bodges expanded gradually: in 1991, the car came out only as a four-door sedan, in 1992 a two-door coupe was added to it. In 1993, the real dream of any boyfriend appeared in the gamma of the bodies - a four-seater convertible. Another year later released a stylish "copmact" - three-door hatchback on the redundant platform, and finally, in the 1995th, the vehicle was made in the body.

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Three-door hatchbacks are allocated constructively: despite belonging to the E36 series, elements characteristic of the previous E30 series are used in the design of the rear suspension and the cabin. Rear suspension on the diagonal levers, and the interior is simpler. In the same way, gradually, the body was replaced with a new E46. The sedan was changed in the 1998th, and the rest of the body only in 1999-2000. It is impossible to say that the car was unsuccessful, but the next "treshka" first became more comfortable and stronger - to passive security E36 were strong complaints. After years, it was still a favorite "Patzeromobil" for the younger "riders". But now find a live copy is already difficult - the corrosion of the body makes its black business, and the rule of "non-branch BMW does not happen" as neverior in relation to E36. Even with simple motors, handling her combat, especially in winter. It is difficult to find a car in the body of the coupe - there is even a somewhat killed instance with a milk motor appreciated by weight of gold. And what else to pay attention to when buying such a machine - below, in detail.

Body and Salon

Initially the body was considered very tough and sports. But the new EURONCAP rules quickly showed that the strength is insufficient to obtain good passive safety. And on the background more modern models And the stiffness of the body for twist does not seem to be at least sufficient. Over the years, the strength of the body has a lot due to corrosion, because the quality of the color of the BMW of the third series in those years left much to be desired - in this respect, much better made. Trek is rotting absolutely everything: doors, wings, thresholds, salon and trunk floors, frames windshield... But the most unpleasant - the "glasses" of the front suspension and the welding points of the spars and the engine shield, spars and the rear subframe are unassembled. When buying, you need a real full audit of the body, just like the old Zhiguli.

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Sometimes you can close your eyes on the dilapidations motor compartment, but other cars can not be restored, even if there is a private body site, it is easier to find something exorption. And sometimes cars, externally quite good, problems inside may be a bunch, the same glasses of spars and spars themselves. Many cars are painted outside, and no one has taken care of the restoration of the bodies. When buying early copies until 1995, it is safe to rely on the restoration with a complete analysis, coaching and briefing. Release machines 1997-2000 in a living condition are noticeable more often, the quality of the color has clearly changed, but it is not worth counting on the perfect condition anyway. The salon was once considered very good, but over the years there is a budget of materials: plastic cracks and flies, the front panel and door cards are especially suffering. But the seats are kept by the best. Good salon Now - very rarity.

Especially not lucky vehicles without air conditioning, they often salon filter No, all plastic and fabric will be constantly in dust. In general, you have to search. It makes sense to tell about the possible breakdowns, it may be out of order from the years. Wiring is crumbling, windows breakdown, dashboards, buttons ... Have a good owner all this changes to a new or good used, but usually the state depressing, if you wish to "bring order", you will have to spend a lot of money and time. The state of the steering column can also be bad, can frankly peel the shaft itself. Special attention should be paid to the state of the floor covering, and on machines with hatch you need to carefully check the upholstery of the roof racks for moisturizing. And do not wait for special "frills" from the salon - the configuration in most very simple, on more well-groomed instances, the options are often collected "with a pine boron" as part of bringing to the ideal state. Special trouble salon is a stove. Usually it just does not heat, and there may be two reasons. Or scored the radiator, or the valve failed. But often the radiator flows or has long been replaced by the "collective farm" from Opel or even Zhigulevsky.

So do not be surprised by the huge difference in price and the state between "traveling" and "college" machines. "Machine-project" is easy to identify - usually with a general good condition, the equipment is very different from the factory, up to the "" motor. However, there is enough of a frank crime too, because the sales peak came to "complex" years: then the "customs clearance" was often "left", and legalized stagnant cars. Do not be very surprised by the inconsistent models of motors, volumes and power. More attention to pay the state VIN Body and engine numbers.

Brakes, steering and suspension

The condition of all systems in most cases is from frankly poor to medium. Patzanskaya car, you know ... well, if brake discs Not sharpened to standing "razor". At best, cars replaced brake tubes and restored ABS, and the brakes themselves "native" or factory from more powerful versions. At worst - the anti-lock system does not work for a long time, there is an ESP emulator, brakes or worn, or "swollen" to the maximum - with non-rigid brake mechanisms and a vacuum with some taguega. The steering at the age will "please". Reiki were weak initially, repairs demanded often, flowed regularly. However, the reason is mainly in the style of operation. At the solid part of the vehicles, the equipment is also not a factory, the rail from E46 is noticeably more reliable and almost not inclined to leaks, although it knocks no worse. And the "one in one" rises, only the steering tips must be put from E46, again.

The suspension in E36 is weak, but even the original parts are inexpensive. Usually the suspension is supported in excellent condition even on very killed machines. Like the salon, this is a good indicator of attitude to the technique. If I frankly "thumps", then this "Treshka" did not care, and if the owner at least knows that it failed and builds plans for repairs, then, most likely, "Croit" is gradually. Front suffers from the front L-shaped lever, instead you can put a stronger from E30, then ball supports It can be betrayed from it, also more reliable. Rear lever support - consumage with a replacement interval of about 20-30 thousand kilometers maximum. The ball walks depending on the type of rubber, but usually not much longer. The lever itself does not withstand our roads - the pits act on him destructingly. The resource of the shock absorbers is also not pleased - thousands of 40-50 maximum - the lack of anthers affects. Many owners do not bother, go to those killed. Rear the reliability of the suspension of special complaints does not cause - the ball joints of the transverse levers have a resource of 60-100 thousand kilometers around the city and two times less at frequent country trips. Supports of the longitudinal lever are still more reliable. The numbers are not outstanding, but against the background of hassle with the front suspension, the rear looks very strong.

Transmission

Cardan shafts, drives and gearboxes of special complaints are not called, because they are designed for very powerful motors, and the "middle treshka" is 316i or 318i. Components for small repair is not enough for sale, and the price does not shive. "Mechanics" on low-power machines does not cause problems, but on 323i, 328i, and even more so on M3, it is already in the risk area. If the owners love to "stand", then the faults are enough, and you need to take care of checking. Yes, and running machines such that often the box is already replaced, and more than once. With automata everything is more complicated. On the third series, GM production boxes, four-stage 4L30E are found. They set such automatic transmission to all motors, from 1.6 to 2.8 from the very beginning of the model release. The box is very reliable and applied on a variety of machines - on Honda, Opel, BMW, ISIZU ... Weaknesses - Actually Maslons and Plastic Washers Washing. because of constructive features - The box does not like high revolutions and absolutely does not endure overheating, so that the state of radiators should be monitored carefully.

Since 1993, it is found and five-speed box ZF 5HP18. The car with it is noticeably more, and the box is more reliable: withstands the racing, and even the oil replacement is not on time. But everything breaks. In repair, the box is not very cheap, but also repaired without problems, like the quotient. When runs up to 300 thousand there are still a chance to get a box that has not been repaired, but with an already dying torque converter. But more often there are options, "repaired" craftsmen to death. "Automatic" m3 is equipped with only such automatic transmission, and it is well with the 286-, and 321-strong motors. Extremely rare guests on E36 - "Machines" Jatco JR501E (A5S300J), which are found mainly on machines for the Japan market. If you see - do not be afraid, quite a decent box, just with repair you have to go to Japanese services. In reliability so old automatic transmission It is difficult to say something, many have already survived a couple of overhauls. But in general, 250-300 thousand such aggregates were keenly, but demanding a regular replacement of oil and frequent repair of the GDT linings. The contract unit is difficult to find, but with the minimum "collectozing" can be made from the Nissanian contractor unit for BMW, the benefit of Japanese boxes is very much and they are extremely cheap. And the car goes with such a box. Low worse than with ZF.

Motors

Series of engines for BMW those years have slipped a lot. Due to age, the overall state of most motors is extremely poor, especially many problems with control electronics and cooling systems. Podcast spit frankly lifted, sensors at such age require replacement, the Viscoufts are summarized, "collective farm" is usually a lot. And the "iron" itself has a huge mileage and is pretty worn. Even if the overhauls were, it was not the fact that they were made well and recently. It is necessary to soberly understand that the price of cars has long been lower than the price of good capitals. Rescues the presence of contract aggregates. Motors of the M40 series of 1.6 and 1.8 liters came to E36 with E30. This is a simple eight-smelted unit, the main problems of which is a small timing belt resource, not the most successful lubrication scheme in the CCC and the cooling system. The belt must be changed every 40-60 thousand kilometers, with its cliff the valves opposes. Bad lubrication of camshafts and rockers leads to great wear of the GDM mechanism and noise appearance. Otherwise, the motor problems are associated with its age. Wear sensors, weak intake plastic and cooling systems and other little things. The resource is somewhere thousands of 200-250 kilometers, and it has long been over. They set such motors until 1994. Avoid them is not worth it, but cars with them usually already ask for a landfill.

Under the hood BMW 3 Series Sedan (E36) "1994-98

M43 series engines changed earlier belt motors by 1994, but they can already be found since 1993 model year. Working volume 1.6, 1.8 or even 1.9 liters, the last option is distinguished by its own control system, not the Boshev "Motron". The timing of the timing is already chain here, and the block is unified with M42 / M44 series motors. For this reason, the engine is often "enhanced" - covered with a GBC from M42 and turned into 140-strong. The block is also a cast-iron, the piston group is strong, and the problems mostly with the inlet and the control system. The engine is generally more reliable than old M40, and with the exception of the low power of special flaws does not have. At 318IS 140 strong 1.8 Motor with a 16-valve GBC M42 / M44 series in addition to a more complex and expensive TRM and a smaller chain resource, it differs little from M43. Is that another Carter and Maslopodachi system of vulnerable. The earlier M42 was distinguished by the abundance of "children's problems", in later M44 they are practically absent. On machines with such engines already

The M43 series BMW engines have a traditional row layout. The number of cylinders - 4, with a working volume of 1.6 liters (1596 cubic meters) to 1.9 liters (1895 cm). Accordingly, this was marked with power units - M43B16 and M43B18. The material of the cylinder block is gray cast iron, the material of the head is aluminum.

Engines BMW E36 M43 enrolled in production in 1991 and up to 2002 were produced at the assembly line 2 SteeR of the headquarters of the Bavarian company. Longevity aggregate provided the designed design, a complex quality control system and a high production culture, traditional for Germany. The total production of engines of this series of all volumes was 1,204,734 units.

The gas distribution system is designed by SOHC technology and has one camshaft with two valves per cylinder. The drive mechanism of the timing chain, in contrast to the previous series of M40 engines, where the belt was used. The chain transmission was used on 16-valve modifications M42 and M44 created based on the engine described.

The gas distribution mechanism consists of leading and slave stars, tensioner and sedative. The lubricant of the system elements occurs to the chain of the chain through the crankcase with the oil along the lower edge of the drive asterisk. To the rest of the details lubricants Find on the links of the chain. Tension control is performed during service maintenance.

In the design of the BMW E36 M43 intake manifold, the concept of changing its geometry is implemented, which made it possible to ensure the stability of the torque in different modes of engine operation. With small crankshaft revolutions, maximum indicators are achieved with a long intake manifold, with an increase in the number of revolutions, the system switches the air supply to a short part. The system developed by the company's engineers received its own name in the form of an DISA abbreviation.

From the moment the engine is launched into mass production, the engine was equipped with fuel injection system from the German BOSH corporation. Injector Motronic 1.7.1 has established itself as a reliable and unpretentious system that ensures optimal parameters of its operation. In the digital block, the functions of controlling the characteristics and direct control of fuel supply and the ignition of the mixture in the cylinders were first combined.

Another feature of Motronic 1.7.1 is the absence in the ignition system of the distributor or the so-called trambrel. A separate ignition coil is provided for each candle, the technology has received the name of COIL-ON-PLUG. This made it possible not only to increase the efficiency of work, due to the fact that the control effect was carried out in the low-voltage part of the scheme, but also to minimize the formation of interference for electronic equipment.

During the operation of cars with BMW E36 M43 engines, a number of flaws were identified and eliminated, which, though not critical, but still spoiled the overall picture. So weak place at first were pumps and tensioner mechanism. In general, the company managed to make a very good and reliable power unit.

Engine M43B16.

Engine BMW M43B16 with a working volume of 1.6 l (1596 cc. Cm) has a rated power in 101 hp. (75 kW) at 5,500 revolutions per minute, and the torque is 150 N · m at 3,900 revolutions. The maximum frequency of the crankshaft is 6,200 revolutions per minute. The power unit is equipped with a fuel injection system with a variable inlet manifold.
The BMW M43B16 engine was installed on cars:

• 1993-1999 BMW 316i (Body E36)
• 1994-1998 BMW 316i (Body E36 Compact)
• 1998-2002 BMW 316i (Body E46)

M43B18 engine

Engine BMW M43B18 with a cylinder working volume 1.8 (1796 cubic meters) with a maximum power of 115 hp (85 kW) at 5,500 revolutions per minute. The peak of the torque of the power unit develops at 3,900 revolutions and is the value of 168 N · m.

Engine BMW E36 M43 B18 was installed on cars:

• 1992-1998 BMW 318i (Body E36)
• 1994-1996 BMW 518i (Body E34)
• 1995-2001 BMW Z3 1.8 (Body E36)

Specifications M43B16 and M43B18

Modification	M43B16.	M43B18.
Power (kW / hp) at 1 / min	75/102 at 5500.	85/116 at 5500.
Torque (nm) at 1 / min	150 at 3900.	168 at 3900.
Idle speed, 1 / min	800 ± 50.	800 ± 50.
Maximum rotational speed, 1 / min	6200	6200
Working volume, cm³	1596	1796
Cylinder diameter, mm	∅84
Piston stroke, mm	72	81
Compression ratio ,: 1	9,7	9,7
Minimum octane number, (according to the research method)	95
Ignition sequence	1342
Inter-Cylinder Distance, mm	91
Schitun Length, mm	145	140
Inlet valve, ∅ mm	42
Exhaust valve, ∅ mm	36
Maximum stroke of the inlet / release valve (at zero valve gap), mm	10,6/10,0	10,6/10,0
The duration of the open state of the inlet / release (º col. Shaft)	244/244	244/244
Inlet adjustment angle / Issue (º Col. Shaft)	104/110	104/110
Engine mass, kg	133

Engine M43B19

The BMW M43B19 engine is better known as M43TU is the largest of the entire line of the line and has a working volume of 1.9 l (1895 cc.). The maximum power is 87 hp, which is achieved at 5,500 revolutions per minute, and the torque is 180 N · m at 3900 revolutions, respectively. A distinctive feature These power units are the use of a BMW BMS 46 fuel injection system 46. There are two modifications of different power.

The BMW M43B19 engine was installed on cars:

• 1998-2001 BMW 318i / 318ci (Body E46) - Power 87 kW (118 l.) And 180 N · m
• 2001-2003 BMW Z3 1.9 (Body E36) - Power 87 kW (118 l.) And 180 N · m
• 1999-2000 BMW 316i Compact (Body E36) - Power 77 kW (105 hp) and 165 N · m:
• 1998_2001 BMW 316i (Body E46) - Power 77 kW (105 hp) and 165 N · m:

Engines bMW series M43 replaced the outdated M40 motor. The motor was finalized and modified in some parts. Designers decided to facilitate the power unit to increase the dynamics.

Characteristics and motors features

The M43 engine received three modifications with a volume of 1.6, 1.8 and 1.9 liters, which respectively received marking M43B16, M43B18 and M43B19. IN new Motor A lightweight crankshaft with a reduced piston running from 81 mm to 72 mm was installed.

BMW 316i with M43 motor

In addition, the degree of compression was increased, as well as connecting rods 145 mm. The head of the block remained monomial, but also updates were made here. Instead of the belt, a more reliable chain is installed.

The hydrocomathers remained the same, but Rocker has undergone modifications. The diameter of the inlet valves is 42 mm, graduation 36 mm. Characteristics of the M43B16 camshaft: phase 244/244, lifting 10.6 / 10 mm.

Engine BMW M43.

Consider the main specifications M43 series motors:

Motor modifications M43B19

In addition to the standard M43B19 package, there are a number of modifications. power aggregateWhat made possible installation him to different models BMW cars:

• M43B19 OL (1998 - 2002 GV) - Basic variation of the engine with a capacity of 118 hp at 5500 rpm, torque 180 nm at 3900 rpm.
• M43B19 UL (1998 - 2001) is a weak version with another camshaft. Power 105 hp At 5300 rpm, torque is 165 nm at 2500 rpm.

Service

Maintenance M43 Motors No difference from standard power units of this class. That motors are carried out with an interval of 15,000 km. Recommended maintenance is necessary every 10,000 km. So, consider a detailed technical service card:

TO-1: Replacing the oil, replacement of the oil filter. It is carried out after the first 1000-1500 km of run. This stage is also called the cycle, since the motor elements are triggered.

TO-2: Second maintenance after 10,000 km run. So, change again motor oil and filter, as well as an air filter element. At this stage, pressure is also performed on the engine.

Motor Maintenance BMW M43

TO-3: At this stage, which is performed 20,000 km after, the standard oil replacement procedure is carried out, replacing the fuel filter, as well as the diagnostics of all motor systems.

TO-4: Fourth maintenance is perhaps the simplest one. After 300,000 km of mileage, only oil and oil filter element change.

TO-5: Fifth, for the engine, as a second breath.

Typical malfunctions

In principle, all motors are similar in design and characteristics. So, consider which frequent problems can be found on M43:

1. Regular noises. Means that the DISA flap has come out.
2. Oil leak. Arises as a result of a breakdown of one of the gaskets.
3. Motor vibration. Cleaning nozzles will solve the problem.
4. Floating turns. The DMRV sensor has come out or the throttle flap closed.
5. Overheat. Frequent cause Faults at BMW. In this case, it is necessary to diagnose the cooling system - a thermostat, a water pump or radiator.
6. Does not start. The problem may be hidden in fuel pump or candles. It is worth checking the remaining elements of the fuel system.

Output

M43 engine is quite reliable and high-quality engines. All of them have a high rating and respect for motorists, experts. Maintenance of the power unit can be carried out independently. As for repair, it is recommended to apply to the maintenance service station.

Engine BMW M43. - four-cylinder piston engine SOHC, which replaced the M40 and was produced from September 1993 to 2002. (Not used on cars North America).

The serial assembly of the M43 engine, like the M40 motor, was produced at the BMW plant in the city of Steir. It was built in an amount of 1,254,420 units, which made the factory Steyr most productive in terms of the production of engines.

Engine improvements M43.

• Roller chain camshaft drive;
• Valve drive from roller levers;
• Differentiated intake system (DISA);
• Increased compression ratio;
• Cylinder anti-knock adjustment;
• Contactless ignition system;
• Block of compact ignition coils;
• Engine control system (Motronic) company Bosch;
• Ventilation of the cylinder block controlled by pressure;
• Drive unit auxiliary aggregates a multi-stream wedge belt;
• Thermostat with a response temperature of 95º C;
• Piston with a cut in the skirt to the zone of piston rings;

For the entire production period, the M43 motor was installed on (and), and ().

The engine volume varies from 1.6 to 2.0 liters. Compared to its predecessor M40, it has a double intake manifold path (the so-called individual intake manifold Control) to ensure torque in a wide range of revolutions.

Thanks to the use of the DISA system (differentiated inlet system), the software already known, it was possible along with an increase in torque to achieve additional improvement in the nature of its change. The maximum torque is installed already at 3,900 revolutions per minute.

Further reduction in operating costs and service costs were achieved due to the use of a chain drive of the camshaft and a multiple wedge belt to drive auxiliary aggregates.

BMW M43 Motor - Device: 1 - Cylinder Head Cover; 2 - distribution shaft; 3 - roller coil; 4 - hydraulic clearance compensator in valves; 5 - Ignition Candle; 6 - balancing shaft; 7 - coolant pump; 8 - thermostat; 9 - wedge belt; 10 - oil filter; 11 - generator; 12 - inlet pipe with housing throttle valve;

Engine BMW M43B16.

The 1.6-liter option was supplied with Bosch Motronic 1.7.1 fuel injection system. and installed on ::

• BMW E46 316I

Engine BMW M43B18.

Since 1993, a 1.8-liter M43 engine is available with fuel injection system - Bosch Motronic 1.7.1.
Installed on:

• (and) (from 1992 to 1998)
• (from 1994 to 1996)
• (from 1995 to 1996)
• (from 1995 to 2001)

BMW M43 Engine Characteristics

Technical specifications engines BMW M40 and M43:

Engine	M40.		M43
Modification	M40B16	M40B18.	M43B16.	M43B18.
Power (kW / hp) at 1 / min	73/100 at 5500.	83/113 at 5500.	75/102 at 5500.	85/116 at 5500.
Torque (nm) at 1 / min	141 at 4250.	162 at 4250.	150 at 3900.	168 at 3900.
Idle speed, 1 / min	800 ± 50.	800 ± 50.	800 ± 50.	800 ± 50.
Maximum rotational speed, 1 / min	6200	6200	6200	6200
Working volume, cm³	1596	1796	1596	1796
Cylinder diameter, mm	∅84		∅84
Piston stroke, mm	72	81	72	81
Compression ratio ,: 1	9,1	8,8	9,7	9,7
Minimum octane number, (according to the research method)	91		95
Ignition sequence	1342		1342
	91		91
Schitun Length, mm	140	140	145	140
Inlet valve, ∅ mm	42		42
Exhaust valve, ∅ mm	36		36
Maximum stroke of the inlet / release valve (at zero valve gap), mm	10,6/10,6	10,6/10,6	10,6/10,0	10,6/10,0
The duration of the open state of the inlet / release (º col. Shaft)	244/244	244/244	244/244	244/244
Inlet adjustment angle / Issue (º Col. Shaft)	104/108	104/108	104/110	104/110
Engine mass, kg	132		133

Engine BMW M43TU.

The BMW M43TU engine is an upgraded version of M43, first of all in relation to such criteria for the work of vibration and acoustic parameters, torque, fuel consumption, as well as accounting by more stringent standards for the toxicity of exhaust gases. It uses similar details of the engine of the former specification M43 to the maximum extent.

1.9-liter M43 engine was introduced in 1998 and is known as well as M43B19..

Innovation in engine M43TU

• Single working engine volume - 1.9 liters;
• Engine cylinder block with mounting points for balancing shaft crankcase;
• Motor cylinder block with an engine shaft rotation speed sensor indoor node and reference signal sensor;
• The crankshaft with the drive gear for the balancing shafts and the incremental wheel for the engine shaft rotation frequency sensor and the reference signal sensor;
• Balance of balancing shafts;
• Modified power steering power distribution shaft;
• Pistons and connecting rods;
• Oil pallet, oil sewer and oil suction tube are adapted for an engine with balancing shafts;
• Thermal oil level sensor;

Innovations in components mounted on the engine M43 TU

• Thermostat for cooling with electronically control in the plastic case;
• Plastic intake system consisting of two parts;
• Plastic intake system with adjustable DISA intake path with a cassette valve for the upper power engine;
• Modular cable harness (out of 3 parts);
• Suction electric fan (not a fan with a viscous clutch);
• Electrically controlled ejector pump for brake amplifier on vehicles with automatic transmission;
• All water and fuel hoses between the engine and the aggregates of the car are equipped with high-speed connecting elements;

Innovations in the preparation and regulation of the fuel supply of the engine BMW M43

• BMS46 fuel injection injection system;
• BMS46 control unit with a housing with 134 pin conclusions for modular plug connectors (5 plug sockets);
• Film flow meter of the 5th generation (HMF);
• Valve nozzles werehed by air;
• Throttle nozzle with single-winding rotation angle regulator (EWD 3.2);
• Reducing secondary air;
• Heated oxygen sensors in front of the catalyst and after it;

This model of the power unit was available in two versions:

• since 1998, with a capacity of 118.3 hp (87 kW) and installed on:
  • — — ( , )
• since 1999, a motor capacity of 104.7 hp Installed on:
  • BMW E36 316I ()

BMW M43TU Engine Characteristics

Engine	M43B19 (UL)	M43B19 (OL)
Model	BMW 316i E46	BMW 318i E46.
Working volume, cube. cm	1895	1895
Cylinder diameter / piston stroke, mm	85/83,5	85/83,5
Inter-Cylinder Distance, mm	91	91
The diameter of the root bearing of the crankshaft, mm	60	60
Diameter connecting rod bear crankshaft, mm	45	45
Power, kW / hp. - at the speed of rotation	77/105 - 5300 1 / min	87/118 - 5500 1 / min
Torque at rotation frequency	165 nm at 2500 rpm	180 nm at 3900 rpm
The frequency of rotation at which its limiter is triggered	6000 1 / min	6200 1 / min
Compression ratio	9,7:1	9,7:1
Inlet valve diameter, mm	42	42
The diameter of the exhaust valve, mm	36	36
Inlet / graduation valve stroit, mm	10,0/9,4	10,0/10,0
The position of the camshafts of intake / exhaust valves relative to the crankshaft	crankshaft rotation angle 100 ° / 106 °	crankshaft rotation angle 104 ° / 110 °
Engine mass (constructive group from 11 to 13), kg	138,3	138,3
Fuel		neeterized gasoline, octane number 95
Anathegonational regulation	there is	there is
DISA.	not	there is
Digital Electronic Engine Control System (DME)	BMS46.	BMS46.
Standard for the toxicity of exhaust gases	EU3.	EU2 and EU3 *

UL - lower power stage; OL - upper power stage; * - may be additionally programmed under the requirements of EU3 introduced since September 1998; Engine structure

Engine structure BMW M43

Cylinder block

The engine cylinders M43 was taken from M40 engine with minor changes.

Two points became new threaded compound For two detonation combustion sensors.

From the throttle to supply the oil to the head of the cylinder block, which in the M40 engine reduces the amount of oil with the help of a nozzle screwed into the upper part of the cylinder block, the M43 engine managed to abandoned the use of cylinder-adjustable cylinder ventilation in it.

The oil pump housing, as well as the oil pressure control system, as in the M40 engine, is embedded in the front cover of the cylinder block. However, loading the pressure control valve in the M43 engine is carried out through the channel in the mentioned lid. Oil canal In the cylinder block, which is available in the M40 engine, in the M43 power unit, is blocked with a cover with a seal.

Completed crankshafts for both M43 options (B16, B18) were re-developed. They have only 4 counterweights instead of 8, a larger radius of the crank cheek and by mass, respectively, 1 kg is easier.

In the M43 engine, roller valve drive levers are used, which are driven from the camshaft not with a cam, but through a roller planted on a needle bearing. Thanks to the roller lever, the friction force decreases to so much that only this fuel consumption is reduced by 3%.

The roller lever made by precision liter, in the process of manufacture does not require additional processing, except for the treatment of the hole under the roller bearing. To keep in the axial direction, it is provided with guides, thanks to which the need for a pressure element has disappeared, which in the M40 engine was needed for lever. Because of this, the upper plates of springs and crackers were changed.

Cylinder Block Carter Ventilation System

The SBS system in M43 is similar to the system.

Before the ventilation gases on the hose highway are discharged to the pressure control valve located on the intermediate flange of the DISA system, heated by coolant, in the labyrinth in the cover of the cylinder head, the oil separation is carried out. The pressure control valve skips, depending on the pressure ratio in the intake system and in the cylinder block, crankcase gases into the inlet inlet system.

Thus, pressure-adjustable ventilation is ensured and contaminated with cutter gas flow meters, an idling regulator and throttle knocker is prevented.

Head block cylinder

For M43 motor, due to the replacement of the gear belt in the drive of the camshaft on the chain drive, a new GBC had to be developed. It, as in the M40 power unit, is made according to the principle of the transverse stream and is made of cocal casting technology. The separation of the combustion chamber has not changed compared to the M40: 70% motor in the cylinder head and 30% in the piston cavity.

The cylinder head was modified under the new head and at the same time closes the chain crankcase. The lid consists of an aluminum casting made under pressure, acoustically isolated and corresponds to a lid with a change in the oil separation volume, which is installed on the engine M42 since September 1993.

Intake / exhaust valve

The mass of intake and exhaust valves was reduced compared to M40 due to changes in the shape of the valve sugar. The decrease in the mass of the valves allows to reduce the efforts of the springs. This leads, on the one hand, to a decrease in fuel consumption due to a decrease in the friction forces, and, on the other hand, to improve the acoustic characteristics of the engine due to the reduction of noise from the valves. These advantages are additionally significantly increased in the M43 engine due to the use of roller levers. This lever instead of the cam has a roller on a needle bearing, through which the camshaft presses the lever. Only these roller levers gave a decrease in fuel consumption by 3% when moving in a mixed cycle.

The roller lever is made precision casting and in the manufacturing process does not require additional processing, except for the processing of the hole under the roller bearing. For maintaining in the axial direction, it is provided with guides. Due to this, it was possible to abandon the pressure element, which in the M40 engine is mounted for lever.

Due to the absence of the pressure element of the M43 motor valve rods longer than M40.

Landing rings, guides, valve seals and lower plates springs are the same as M40. Double springs of valves, the upper plates of springs and crackers of valves differ from those used in M40 due to smaller springs.

ATTENTION: Valves, springs of valves, the upper plates of springs and crackers of valves can be confused with the corresponding parts of the engine M40!

Stretching device

The tensioning device of the chain is supplied with oil under pressure through the calibrated hole and sealed relative to the cylinder unit by means of a round-section ring.

The tensioning device of the chain consists of a light-gluing case, in which the steel sleeve is filled with a thickness of the wall 2 mm, the piston with the pressure spring and the displacement element, which reduces the oil volume and thereby prevents it from foaming. On the piston in the groove of 9 mm wide, a steel spring ring with a width of 8 mm is mounted, so that idle movement is limited when the engine is turned off and the nozzles are prevented when it starts.

The tensioning device of the chain during the manufacture is protected from the pop-up piston pop up, which must be removed after installation. When disassembling before dismantling the tensioning device, a safety pin should be returned to the place (special tool). If the piston jumped out, it is necessary to insert it back to the mounting sleeve (Special tool) to avoid damage.

The slide surface of the tension tire, along which the roller chain slides is covered with plastic. The tire guide is made of plastic.

Since there is a camshaft position sensor, which is taken from the M42 engine, the camshaft chain sprocket when installing must be installed in the correct position. To do this, there is an arrow on the asterisk.

The roller chain is conducted on the plastic guide tire.

Due to this chain drive, in which the chain does not change the directions in any way and thereby has a minimal length, it was possible to achieve maximum angles of sprinklers. Large girth angles make it possible to reduce the tension of the chain. This improves acoustic characteristics and friction decreases. In turn, the decline in friction increases the service life.

The cover on the cylinder block was adapted under the chain drive of the camshaft. Both the cover of the lid and gaskets of the upper and lower caps of the distribution gear are the so-called gaskets with leaf bearing elements. These gaskets are covered with elastomer and are made with a sealing corrugation. When the covers are installed, these gaskets cannot break and ensure reliable sealing of contacting surfaces.

The gaskets of the upper and lower caps of the distribution gears are available only in the form of single one-piece sealing elements.

To increase power in the upper speed of the rotation frequency, the connecting valve (starting approximately from 4200 rpm) between both pipes opens. The dynamics of the supply pipes as a result is significantly reduced. Working now short resonant pipes provide high speeds of high power rates.

DISA system

Connecting damper of the dish system is controlled from the control unit of the DME 5.2 system and has an electropneumatic drive. The flap opens with an increase in the rotational speed, starting with 4240 rpm, and closes (with some delay - hysteresis) with a decrease in the speed of rotation, starting from 4160 rpm. This is necessary to prevent a sharp change of opening and closing processes.

The damper management includes a vacuum regulator with a pneumatic executive body, a control unit with its own vacuum chamber, solenoid valve and check valve.

In the range of partial loads under the influence of reduced pressure in the inlet gas pipeline, the camera is evacuated. The connecting flap is closed with a vacuum regulator and a pneumatic executive body.

M43TU engine device

Cylinder block

The M43 cylinder block was used as in the previous modifications M43 - from gray cast iron. For cooling the pistons, as before, in the bed of the indigenous bearing in the cylinder block, 4 olted nozzles are mounted.

The innovation in the cylinder block is the presence of a hole for setting the engine speed sensor and the reference signal (Hall sensor) in the rear root bearing area of \u200b\u200bthe crankshaft. The flange, equipped with two unloading sleeves between the third and fourth crankshaft bearings, serves to attach the balancing shaft crankcase. Balancing shaft lubrication provides an additional oil canal.

Engine cylinder block M43: 1 - block of cylinders with pistons; 2 - oil nozzle; 3 - Bolt with hex head M10x75; 4 - lid; 5 - plug; 6 - centering sleeve with a diameter of 10.5 mm; 7 - centering sleeve with a diameter of 14.5 mm; 8 - centering sleeve with a diameter of 12.5 mm;

Like all cast cylinder blocks, the M43 unit can be twice crushed:

• the first boring is 0.25 mm;
• the second boring is 0.50 mm;

Crankshaft

Casting crankshaft with 4 counterweights has 5 support bearings. On the 6th cheek of the hot landing pinned the drive wheel of the balancing shafts with 90 teeth. Near the rear root bearing, an incremental wheel is screwed for a rotational frequency sensor and reference signal.

• the course of the crankshaft is 83.5 mm;
• the diameter of the root bearing is 60.0 mm;
• the diameter of the connecting rod bearing is 45.0 mm;

M43TU engine crankshaft with balancing shaft drive: 1 - drive of balancing shafts; 2 - drive of balancing shafts, cross-section; 3 - crankshaft; 4 - rotation frequency sensor and reference signal;

Pistons and connecting rods

To reduce toxicity exhaust gases And to match the changed diameter of the cylinder uses a new piston.

• piston diameter - 85 mm;
• heat belt - 5 mm;

Piston rings:

• Gallock 1: Cylindrical compression ring with surface coating;
• Gallock 2: Conical compression ring;
• Groove 3: U-shaped spring oilmaging ring;

For the maximum possible reduction in the wear of the 1st piston groove, its surface is tight anodizing.

A narrow U-shaped spring oil lifting ring during installation requires exceptionally great caution.

Attention!

In no case cannot be installed using a coupling tape. The oil surcharge can be easily broken or damaged. Use only the mounting sleeve from the special set bMW tool. In the mounted condition, damage or breakage of the oil surcharge ring is invisible. The consequences are manifested only after long-term operation.

Optimized for weight parameters forged rods with a length of 140 mm with bearing lids obtained by the rod head is replaced by the rods of the former M43 motor. These connecting rods are also used in the M43 engines of the E36 family from September 1997.

Balancing shafts and balancing shafts

Improving the smoothness of work and improving the acoustic characteristics of the engine is achieved due to the use of two rotating trees in opposite directions equipped with unbalanced masses. One of the shafts is driven directly from the gear wheel sitting on the crankshaft.

Carter and balancing shafts are selected pairwise to each other and should not be used separately. Open Carter is impossible. Both half of the crankcase are pulled by bolts with shaped heads. For fastening the crankcase to the cylinder block uses tie bolts with hexagon heads with an inseparable washer.

Clearance between the profile surfaces of the teeth gear wheels Balancing shaft and crankshaft can be added using remote washers. Remote washers (there are washers 15 different sizes in thickness) are installed between the cylinder block and the balancing shaft crankcase.

M43TU engine balancing trees with balancing shaft drive: 1 - crankshaft; 2-drive of balancing shafts; 3 - Master balancer; 4 - Carter balancing shafts; 5 - Leading Balancing Shaft; 6 - balancing shaft;

Attention!

Carter balancing shafts together with shafts weighs about 8 kg.

The gap between the profile surfaces of the teeth (average of 4 measurements in the mounted state of the engine) is 0.06-0.09 mm.

The adjustment of the gap between the profile surfaces of the teeth of the crankshaft and the crankcase of the balancing shafts should be done very carefully. In this regard, it is necessary to accurately implement the instructions available in the repair work manual.

IMPORTANT When installing a new balancing shaft crankcase, first lay the thickmost remote washers. This ensures that gear wheels will not be damaged.

The too small gap between the profile surfaces of the teeth leads to the occurrence of the conducting noise. Too big Clearance leads to knocking noise.

Daily oscillations and flywheel

The absorbent oscillation damper is mounted in the axial direction, is mounted ahead on the crankshaft. The incremental gear on the vibration damper is absent.

Cars with an automatic transmission switch, as with the former M43 engine, are equipped with a flywheel made of sheet metal. All cars S. mechanical gearbox Equipped with a two-mask flywheel (ZMS).

Clutch

With this engine, a clutch of type SAC is used with other models.

SAC means grip with automatic working clearance adjustment (Self Adjusting Clutch).

Oil supply system and oil pan

Oil supply to various parts of the engine is provided by an oil pump with internal engagement gears. The compact oil pump is taken from the former modification of the M43 engine and is characterized by smoothness of work and high performance. Not requiring maintenance The oil pump is driven directly to the crankshaft. Oil pump And its drive corresponds to the design of the former M43 motor.

The new oilshield tube from plastics was adapted for new installation conditions.

Reducing oil foaming and a decrease in its temperature ensures 1.5 mm thick oil reassigner, made in the form of a detail made of deep metal extractor.

Between the oil pan, made of aluminum casting, and the motor cylinder block has a rubber profile gasket.

The design of the filter cartridge, which is fixed on the latch in the oil filter cover, facilitates its replacement. On the device, the oil filter is similar oil filter preceding model.

Head block cylinder

The CCC made with diametrically opposite intake and outlet channels, is made by chilling casting. The separation of the combustion chamber remains unchanged: 70% - in the cylinder head and 30% - in the cavity of the piston.

Cylinder head M43: 1 - head of the cylinder block; 2 - valve guide sleeve; 3 - installation pin M7x55; 4 - nut flange M7; 5 - installation pin M7x55; 6 - mounting pin M8x45; 7 - A10x13,5-Al sealing ring; 8 - threaded plug M10x1; 9 - M18x1.5 threaded plug; 10 - inlet saddle ring. Clap; 11 - Ring of the saddle edition. Clapan;

The head of the cylinder block was managed to take from the previous power unit, making only small changes. So, due to the fact that the plastic intake tract is now used, the planting flange of the suction system has been increased. The channel was also modified leading to ignition candles.

The cylinder block laying is changed in accordance with the increase in the diameter of the cylinders.

Cylinder head cover

The cap of the head of aluminum casting, made under pressure, and the laying of the cylinder head cover remained unchanged.

Cylinder head cover M43: 1 - Cylinder head cover; 2 - sealing cover of the lid; 3 - lock cover of the oil pipe; 4 - Bolt with Burtle M6x42.5; 5 - Piercing washer; 6 - rubber gasket;

Valves, Valve Drive and Valve Timing

Valves, valve guides, rings Valve saddles, valve rod seals and valve drive roller levers managed to take from the previous model unchanged. New are the conical single springs of valves, as well as the valve plates at the top and bottom.

Camshaft and valve M43: 1 - camshaft; 2 - lever of the roller pusher; 3 - compensator; 4 - inlet valve; 5 - exhaust valve; 6 - Remkomplekt Moxoome. caps; 7 - springs plate; 8 - valve spring; 9 - springs plate; 10 - Truck valve; 11 - oil pipeline; 12 - hollow screw; 13 - bolt with hexagon head;

As before, all the advantages, namely, friction strengths, reduced by reducing the mass of the valves and its spring, roller levers of valve drives on needle bearings, light gap hydrocompensators, are positively affected by fuel consumption and acoustic characteristics of the engine.

• The diameter of the inlet valve plate - 42 mm;
• The diameter of the discharge plate - 36 mm;

Cross section of the head of the engine cylinders M43TU: 1 - distribution shaft; 2 - valve drive roller lever; 3 - gap hydrocompensator; 4 - valve spring (conical); 5 - valve; 6 - head of the cylinder block;

Camshaft

Intake I. exhaust valves Enact switchgearlocated above the cylinder block and roller valve drive roller levers.

The distributional shaft made by the technology of the hollow casting from the bleached cast iron has 5 points of the support, the bindings of the camshaft are detachable.

At the top of the power stage, the same camshaft is used as in the engine M43 car E36 family. The new engine design that does not have an inlet system with an adjustable inlet length (DISA) is adapted to a new distribution shaft for the engine of the lower power stage.

Engine timing mechanism

As in the M43 motor of the BMW E36 family, the camshaft is driven by a single row roller chain. The camshaft drive does not require maintenance during the entire service life.

Drive chain Mechan. gas distribution in M43: 1 - drive chain; 2 - asterisk; 3 - M7x20 hexagon head bolt; 4 - asterisk; 5 - segment key 5x6.5; 6 - guide; 7 - Screw with spherical headband with a row. 8 - guide; 9 - cylindrical head bolt with M6X25-Z1 washer; 10 - stretching bar; 11 - sleeve; 12 - hex head bolt with M8X50-Z1 washer; 13 - chain tensioner; 14 - ring round 9x1.5; 15 - cylindrical head bolt with M6x20-Z1 washer; 16 - Wheel of the pulse sensor; 17 - Piercing washer;

A sector disk, designed to reliably determine the corner position of the camshaft by the Hall sensor, is screwed to the camshaft.

To reduce the cost and mass, the tension and guide strip is made of plastics.

The tensioning chain mechanism is similar to the mechanism of the former engine M43.

Engine switchgear cover

To improve the quality, the material and the design of the lower cover of the engine of the engine of distribution gear wheels were improved.

The top cover of engine switchgears has been subjected to the following changes:

• a modification of a new camshaft position sensor has a single housing with a plug connector;
• added fasteners under the details of the pressurized air system

Both engine switchgear caps are sealed with a rubber profile laying from improved material with a modified circuit.

Engine crankcase ventilation

Changes not underway the ventilation system of the motor crankcase adjustable by gas pressure. Before the gases derived from the crankcase will reach the hoses to the reducing valve, oil is separated from them in the labyrinth of the cylinder head cover. Depending on the pressure ratio in the intake system and in the engine crankcase, the reducing valve skips gases accumulating after throttle, in the intake system.

Thus, it is prevented by contamination of such nodes as an air flow meter, an idle regulator and a throttle valve.

Ventilation M43 motor crankcase: 1 - crankcase ventilation valve; 2 - cylindrical head bolt with M6x20-Z1 washer; 3 - hose; 4 - Hose mounting clamp L18-24; 5 - Hose mounting clamp L15-19;

M43 inlet system

To reduce the mass, M43B19 motors are equipped with two parts inlet system made of plastic. Both parts are connected by the intermediate aluminum plate, which opens the hose for the removal of the ventilation gases of the crankcase. A sound-absorbing cap will be put on the upper part.

Engine intake system M43: 1 - intake pipeline upper part; 2 - intake pipeline lower part; 3 and 4 - installation pin; 5 and 7- profile gasket; 6 - flange; 8 - executive node; 9 - ring round 75x2.5; 10 - nut flange M7; 11 - Hexagon Bolt with M7x100-Z1 Washer; 12 - screw;

In order to obtain a good nature of the torque change in the low rotation frequencies, the upper power motor motor, as before, is equipped with a differentiated intake system (DISA).

The principle of its work is based on the use of intake MHE, different lengths, in different ways acting from a dynamic point of view.

The plastic node, also called a cassette flap, contains a DISA flap, a membrane mechanism of a vacuum regulator of the ignition, vacuum chamber and an electromagnetic valve. The entire node, according to the design similar to the same node, is inserted into the inlet system and fastened with screws. When repaired, the entire node should be replaced.

Due to the single working volume in 1895 cm³, the inlet system without a cassette plug-in unit can be used for the bottom stage of the power (77 kW). A hole of the suction tube under a cassette plug-in block closes with a lid.

Air filter inlet

The intake system was completely recycled to reduce the level of inlet noise.

An additional acoustic resonator is installed on the filter housing. This resonator is a hollow plastic casing. Its task is to reduce intake noise in a certain range of oscillation frequencies.

Compared to the predecessor model, the filter surface was increased, which ensures a long service life.

Prepared by secondary air

To further reduce the contamination of exhaust gases, the M43B19 engine is equipped with a system of pressing secondary air.

Principle of operation :

• The catalyst transforms the spent gases only from the temperature of about 300º C. On the stage of starting a cold engine, the concentration of unburned hydrocarbons and carbon monoxide in the exhaust is very high. The decrease in the pollution of the exhaust gases is achieved by thermal afterburning, when hydrocarbons (HC) and carbon monoxide (CO) are oxidized in the exhaust oxygen, converting respectively into water and carbon dioxide.
• Depending on the coolant temperature, after starting the cold engine, the secondary air pump is turned on at exactly a certain time. The duration of its work, depending on the temperature at the start, can be up to 120 seconds. After this time, the catalyst is warm and cleans the exhaust gases.
• Two-stage secondary air pump has electric drive. Vacuum chamber, electrical switching valve and check valve are fixed on the top cover of distribution gear.
• Superior air is performed through a cast flange on the graduate manifold.
• In the engine of the upper power of the power, all parts intended for the pressurization of secondary air are mounted since the beginning of mass production. They were involved in full Its functions only after reprogramming on the parameters of the exhaust toxicity of the exhaust Gas EU3 since September 1998.
• In the EU3 D version, the secondary air pump is also briefly activated after starting. However, this is done only for pumping the pump.

Wiring harness M43

Since the beginning of the release of cars of the E46 family, the engine wiring harness with modular design (3 components) is used:

• Module 1/2 - gearbox (mechanical / automatic)
• Model 3 - Engine
• Model 4 - Ignition System

Belt drive

Auxiliary aggregates, namely:

• water pump;
• generator;
• the auxiliary pump of the hydraulic steering amplifier is activated from the crankshaft by means of not requiring the maintenance of the polyclinic belt;

In a mechanical device for tensioning a belt known in the previous models, a new tensioner roller is applied.

Engine belt drive M43TU (1st plane drive): 1 - water pump; 2 - guide roller; 3 - generator; four - Tension roller; 5 - crankshaft; 6 - auxiliary pump hydraulic steering amplifier;

In the secondary plane of the belt drive from the crankshaft to the air conditioning system applies mechanical device belt tension from. Air conditioning compressor (SEIKO SS 120) is also activated by a polyclinite belt.

M43TU engine belt drive (2-plane): 1 - air conditioning system; 2 - crankshaft; 3 - tensioning roller;

BMS46 engine control system

The BMS46 engine control system of the VMW firm is designed for the engine M43TU.

The engine is designed for optimal torque and for smooth operation is equipped with balance sheets.

This BMS46 / EU III engine control system was used in the E46 family cars and was first used on the M4ZV19 engine.

Control instrument hardware:

• sKE control device (SKE - serial structural standard housing);
• model design of plug connectors (5 separate plug sockets);
• 134 pin withdrawals;
• tire CAN;
• since September 1998, the requirements for the toxicity of the exhaust gases EU ιιι are fulfilled;
• flash storage device;

Sensors / Executive Organs

• 4 ignition coils with contactless distribution;
• serial injection;
• fuel air flow meter HPM 5;
• sensor position of the crankshaft and camshaft (Hall sensor);
• 2 acoustic detonation sensors;
• throttle valve potentiometer;
• no change controller with modified control;
• heated oxygen sensors in front of the catalyst and after it;
• measurement of the temperature of the input air, the temperature of the coolant, temperature at the outlet of the radiator;
• controlled ventilation valve DISA fuel tank (but not at 77 kW engines);
• serial electric fan;
• electronic anti-theft system EWS 3.3;
• a mounted system of pressing secondary air, as on the engine M44 (starting with SE December 1997);
• electrically controlled engenerate pump hydraulic brakes;
• pulse nutrition of ignition coils through an unloading relay;
• valve nozzles werehed by air;
• electron control thermostat;

Digital functions electronic system Engine Control (DME)

• control of the ignition and injection advance angle;
• adaptive anti-knockdation plotting adjustment;
• regulation by oxygen content in og with the help of sensors in front of the catalyst and after it;
• adaptive fuel tank ventilation management;
• the function of nutrition of the drive system;
• air conditioning compressor management;
• control of engine startup and warm-up phases;
• electronic anti-theft system EWS 3.3 with connector for tires to;
• management of the DISA system;
• adaptive idle regulation;
• catalyst protection by controlling low-voltage and high-voltage windings of ignition coils;
• stepless adjustment of the operation of the electric fan signal with pulse modulation;
• frequency limit rotation: 6200 rpm for engines 87 kW and 6000 rpm for 77 kW engines;
• determining an increased speed of rotation (the function is laid in the BMS control device and is still available for service);
• thermostat control (electronic control);
• indication of pressure and oil level on the instrument panel of double lamp of red / yellow colors;
• transmission of information about the temperature and frequency of rotation of the engine to the dashboard on the CAN bus;
• fuses in wiring harness;

Contactless ignition system

The block of coils of the contactless ignition system for four-cylinder changes has not undergone. Only the supply voltage of the terminal 15 is supplied through an unloading relay.

In the BMS46 system of the car 30/15 and 87, protected by fuses included in the wiring harness. Fuses are installed in the fuse block (under the hood of the engine on the left in the direction of movement) next to the BMS46 control unit.

Functioning of the oscillations of the drive system

This function provides exhaustion of oscillations arising in the actuator system with a sharp turnpoint of the engine torque and the moment of the load forces.

The vibrations in the drive are detected by the crankshaft position sensor and analyzed by the control unit.

Calculation of oscillations in the drive is ensured by reducing the ignition advance angle.

Fuel injection / valve nozzles

Through the valve nozzles, airborne, air directly (without magnetic valves) is absorbed from the inlet gas pipeline.

The hose attachment site is between the HFM5 flow meter and the input to the throttle knot.

This means that the amount of suction air depends on the vacuum in the inlet gas pipeline.

Air on hoses is distributed between 4 valve nozzles.

With full load in the injection unit, the fuel pressure is about 3 bar.

Film Air Flowmeter HFM 5

Air flow meter LMM 5.2 is replaced by HFM 5 air flow meter.

A feature of this flow meter is that the film sensitive element is no longer hanging freely in the suction funnel, as in the HFM 2 flow meter, and is fenced with an S-shaped plastic labyrinth.

HFM5 air flow meter

Crankshaft position sensors distributional shafts

The crankshaft position sensor is a Hall sensor that gives a signal only after the shaft begins to rotate.

It is located on the back of the engine under the starter. The sensor wires are not shielded, and twisted.

The pulse sensor wheel, as in the M44 engine, is mounted on the crankshaft between the 3rd and 4th cylinders.

The camshaft position sensor is a Hall sensor, which is a fixed engine with a stationary sector or depression between the teeth.

Sensors of detonation combustion

These sensors are sensors of sound oscillations propagating in a solid and operate, as in the DME 5.2.1 system, according to the differential principle. The connective wires of the sensor are not shielded, and twisted.

Throttle valve potentiometers

The working ranges of potentiometers lie approximately from 0.5 to 4.5 volts.

Idling regulator

The control of the idling regulator was changed. Both coils are connected to the overall mass of the control unit and are connected to the "plus" through the power transistors in the BMS control device with a power factor of the pulse from 4 to 94%. The main frequency, as before, is 100 Hz.

The signal on the on and off of the air conditioner compressor is transmitted over the CAN bus.

Oxygen sensor

In the BMS46 system in front of the catalyst, and after it is used by a potential-free sensor LSH 25 (sensor on zirconium dioxide) of the company Bosch.

The sensor standing after the catalyst (control sensor) is fully operational.

The temperature of the exhaust gases is determined by software means by calculation.

Prepared by secondary air

The device and functioning of the system of pressurization of secondary air are comparable to those as the engine M44.

Fuel tank ventilation valve

The fuel tank vent valve is activated with variable filling of the period of the controlled pulse.

In the engine control system BMS46, the fill factor of the pulse period on idling It is about 5 - 8%, and at the same time the fuel tank ventilation valve is open to a minimum.

Cooling fluid and air temperature sensors

In the BMS46 control system, a thermistor coolant temperature sensor is used, the signal of which is transmitted to indicate the temperature on the instrument panel over the CAN bus.

Thermistor intake temperature sensor is mounted in HFM 5.

Radiator output temperature sensor / Electronic temperature adjustment

The thermal resistance at the outlet of the radiator is used for electronic temperature adjustment. With similar adjustment, the diet of pulses is used.

Works electronic cooling system as well as on. Of course, the characteristics are coordinated with the corresponding engines.

At low load on the engine, a high cooling fluid temperature is set (about 105ºC), which optimizes fuel consumption.

With high load, the coolant temperature is adjusted from 85 to 100ºC. Due to this, the engine works optimally in terms of power.

On BMW cars due to the danger of burns, a radiator tube with heat fuse from unscrewing is always used.

Inlet system with adjustable DISA inlet tract length

All engines with BMS46 have a differentiated intake system, only the engine M4V19 with a capacity of 77 kW from it managed to refuse.

Regulation of the design is carried out depending on the frequency of rotation and load. The load signal can be removed through the DIS tester.

There is the following "Iron" rule:

• at the speed of rotation below, 3000 rpm on the DISA is always input \u003d "Long intake tract";
• at the speed of rotation above 4100 rpm on the DISA, the inlet is not produced \u003d "short intake tract";

Control electric fan

Engines with BMS46 do not have a fan with a viscous clutch, and equipped only with an electric fan.

The electrical fan control is made by the BMS46 control unit through the terminal stage of the power amplifier on the fan motor. Control is carried out at the main frequency of 110 Hz with shim signals (PWM \u003d latitude-pulse modulation).

The fan rotation frequency depends on the temperature at the outlet of the radiator and on the pressure in the air conditioner.

With an increase in the velocity of the vehicle, the fan speed is reduced.

The filling coefficient of the pulse period is from about 10 to 90%. When filling the pulse period less than 5% and more than 95%, the fan in rotation is not given, which allows you to securely detect faults.

Adjustable fan drive is used with gasoline and diesel engine car family E46.

Note: In the E36 family (with the BMS46 system), the fan turns on two-stage. The first stage is turned on through the relay, and the second stage - through bimetallic contact in the coolant circuit or pressure in the air conditioner.

Electronic anti-theft system EWS 3.3

Connecting an anti-theft system EWS 3.3 to the on-board network of the E46 family of the E46 family in full

The channel, which, from the EWS control unit, passes the authorizing signal to the control unit of the corresponding engine control system, is blocked by a variable code that changes each time the engine is turned on.

Due to the fact that the control unit is rigidly tied at the factory to the car data, its replacement (trial replacement) is no longer possible.

Compatibility EWSII / EWS III:

• the EWSII and EWS III control units can interact with the control units of the digital electronic engine control system (DME) with EWSII and EWS III interfaces. Due to this, it is possible to use the EWS III system by the body, regardless of the application of "new" DME control units.

At the same time, the following system configurations are formed:

• if the EWS II control unit is used in conjunction with EWS II DME, the resulting system is indicated as EWS II.2, and if it works in conjunction with EWS III DME, the EWS II.3 system is formed. Similarly, this designation refers to a combination of the EWS III control unit with both DME variants;
• when replacing the EWS control unit, it is necessary through the company's central bureau to purchase a control unit pre-configured through DOM data bank, as is done when ordering spare keys;
• when replacing the engine control unit, you must act as follows:
  • install a new control unit by taking it from the spare parts warehouse;
  • programming via MODIC / DIS;
  • after programming, this control unit is rigidly tied to the car and can no longer be installed on another car (the trial replacement is excluded);

Ejector pump with electrical control to enhance pressure in the brake drive

In the "unchanging" state, the ejector pump is open, thus contributing to an increase in pressure in the brake drive system.

The ejector pump with electrical control serially installed only on models 316 / 318i models with automatic gearbox.

Air leakage is compensated through the idle regulator.

Moments on and off:

when the antique gearbox lever is in the "D" position, the solenoid valve is not under the current and, therefore, contributes to an increase in the brake force;

when the automatic gearbox lever is in the positions "n" or "P", then at temperatures above 35 ° C (by thermistor sensor temperature of the coolant), the electromagnetic valve is under the current and therefore does not contribute to an increase in braking force.

Sprinkage of contacts of the 134-pin modular plug connector

Specific split contact for this car And determine the installation locations on the DIS or modic test.

BMW M43 Engine Problems

Some faults that are possible in the M43 engine:

• destruction of gasket GBC in the area of \u200b\u200bthe fourth cylinder;
• fuel injectors with the supply of turbulizing air flow;
• destruction of the DISA node;
• damage to the crank-connecting mechanism is possible;
• oil leak;

Engine BMW M43B18.

Engine characteristics M43.

Production	Steyr Plant.
Engine brand	M43
Years of release	1992-2001
Cylinder block material	cast iron
Supply system	injector
A type	in line
Number of cylinders	4
Valves on cylinder	2
Piston stroke, mm	81
Cylinder diameter, mm	84
Compression ratio	9.7
Engine volume, ccmm	1796
Engine Power, L.S. / Ob. Min	115/5500
Torque, Nm / Ob.min	168/3900
Fuel	95
Environmental norms	Euro 2-3.
Engine weight, kg	133
Fuel consumption, l / 100 km (for 318i E36) - city - Rouss - Mixed.	11.0 6.2 7.9
Oil consumption, gr. / 1000 km	up to 1000.
Engine oil	0W-30 0W-40 5W-30. 5W-40 10W-40 15W-50.
How much oil in the engine, l	4.0
Replacing the oil is carried out, km	7000-10000
Engine operating temperature, hail.	90-95
Engine resource, thousand km - According to the plant - on practice	- 300+
Tuning, L.S. - Potential - without loss of resource	150+ n.D.
The engine was installed	BMW Z3.

Reliability, problems and repair of the engine BMW M43

An inline four of the M43 family (it also includes it), published in 1992 as a substitution. The M43 cylinder block was almost unchanged from M40, the crankshaft now has 4 counterweights (there were 8 per M40) and lost a little in weight, the move remained unchanged. In addition to the crankshaft, pistons have changed, the compression ratio to 9.7 has increased.
The head of the cylinder block has changed significantly under the timing chain drive (there was a belt), the chain serves about 300 thousand km. The camshaft one (SOHC 8V), the rockers are changed, the valves are facilitated, the springs are distinguished, the hydrocomathers are not used. Valve diameters have not changed: intake 42 mm, graduation 36 mm. Characteristics of the standard camshaft M43B18: phase 244/244, lifting 10.6 / 10 mm. Also, the intake manifold with an adjustable DISA length was used on M43B18, which made it possible to increase the torque of both low and high turns. The ignition system has undergone changes.
This motor was used on cars BMW with index 18i.
The replacement of the engine was released only in 2001, in the face of the two-liter, which during the year took place M43B18.

Problems and disadvantages of BMW M43B18 engines

1. Leaves of oil. The usual case for the engine M43, the valve cover is often flowing, is treated with a replacement of gasket with sealant and kVKG.
2. knock, crash, engine noise M43. Foreign Summas Often creates the failed DISA flap. Check, look for remkomplekt and enable in order. The hydrocompensators are stared less often.
In addition, there are problems typical for the past M40B18: dips during acceleration, floating turnover, overheating, you can read in detail about them.
But the main minus for the owner is not even this, chief flaw engine m43, it is his small power. Power point Very weak, even light E36 with M43 rides very sluggish and inappropriate the image of BMW as a sports car.
Summing up, it must be said that despite all of the above, the BMW M43 engine is quite reliable and has a good resource, with proper care and maintenance, is able to roll back not one hundred km. However, those specimens that are presented on the market today, their own excavation and trouble-free operation are not waiting.

Engine tuning BMW M43B18

Atmospheric. Stroker

The easiest and rided way to increase the engine power M43 is a row with head from /, basic manipulations are described.
You can go to another way and install a cold inlet, a sports intake manifold and camshaft with a phase from 266-272 (from dbilas for example), the exhaust manifold 4-2-1, to flash and squeeze another 20-30 hp, losing a little in the nose.
Same right choice, It is to buy a BMW M50-52 contract engine and install the initially powerful and reliable engine.