Technical Training Product Information.
Advanced Diesel with
BluePerformance.
BMW Service
The information contained in the Product Information and the Workbook form an integral part of
the training literature of BMW Technical Training.
Refer to the latest relevant BMW Service information for any changes/supplements to the
Technical Data.
Information status: June 2008
Contact: conceptinfo@bmw.de
© 2008 BMW AG
München, Germany
Reprints of this publication or its parts require the written approval of
BMW AG, München
VH-23, International Technical Training
Product Information.
Advanced Diesel.
Diesel engine for North America
Selective Catalytic Reduction (SCR)
Low pressure exhaust gas recirculation
(LP EGR)
Notes on this Product Information
Symbols used
The following symbols are used in this Product Information to improve
understanding and to highlight important information:
3 contains important safety information as well as information that is
necessary to ensure smooth system operation and must be adhered to.
1 identifies the end of a note.
Information status and national variants
BMW vehicles conform to the highest safety and quality standards.
Changes in terms of environmental protection, customer benefits and
design render necessary continuous development of systems and
components. Consequently, there may be discrepancies between this
Product Information and the vehicles available in the training course.
This documentation describes left-hand drive vehicles.
In right-hand drive vehicles, the arrangement of some controls or
components may differ from the illustrations in this Product Information.
Further differences may arise as the result of the equipment variants used
in specific markets or countries.
Additional sources of information
Further information on the individual topics can be found in the following:
- Owner's Handbook
- Integrated Service Technical Application.
Contents.
Advanced Diesel.
Objectives
Product information and working reference for
practical applications.
Models 3
Engine variants 3
Introduction 7
System components 23
Engine mechanical system 23
Air intake and exhaust system 25
Cooling system 38
Fuel preparation system 41
Overview of fuel supply system 43
Functions of the fuel supply system 47
Components of the fuel supply system 51
Overview of selective catalytic reduction 60
Functions of selective catalytic reduction
system
Components of the selective catalytic
reduction system
Engine electrical system 110
Automatic transmission 119
72
95
1
1
6
Objectives.
Advanced Diesel.
Product information and working reference for practical applications.
This Product Information provides information
on the design and function of the M57D30T2
US engine.
This Product Information is structured as a
working reference and complements the
subject material of the BMW Aftersales
Training seminar. The Product Information is
also suitable for self-study.
As a preparation for the technical training
program, this Product Information provides an
insight into the diesel engine for the US
market. In conjunction with practical exercises
carried out in the training course, its aim is to
enable course participants to carry out
servicing work on the M57D30T2 US engine.
Technical and practical background
knowledge of the current BMW diesel engines
will simplify your understanding ofthesystems
described here and their functions.
1
6
2
7
Models.
Advanced Diesel.
Engine variants
Models with the M57D30T2 US engine at the
time of market launch in Autumn 2008.
1 - BMW 335d 2 - BMW X5 xDrive35d
3
Model
335d E90 M57D30T2 2993 90/84
X5 xDrive35d E70 M57D30T2 2993 90/84
Model series
Engine
Cylinder capacity in cm
Bore/stroke
in mm
Power in
kW/bhp at rpm
200/265
4200
200/265
4200
Torque in
Nm at rpm
580
1750
580
1750
Market launch
11/08
11/08
3
7
History of the M57 engine
The M57 engine is by far one of the most
successful engines at BMW. It is fitted in
numerous models right across the vehicle
range. It plays the part of the extremely
powerful top-of-the-range engine, for example
in the 3 Series just as effectively as the wellbalanced entry class engine in the 7 Series.
10 years have already passed since its
introduction and many improvements have
been made during this period. In particular the
re-engineering that took place in 2002 and
again in 2005 ensure that the M57 engine is
still state-of-the-art.
The following table shows an overview of the
individual models equipped with the M57
engine.
Engine
M57D30O0 530d E39 2926 135/184 390 DDE4.0 9/98 3/00
M57D30O0 730d E38 2926 135/184 410 DDE4.1 9/98 3/00
M57D30O0 330d E46 2926 135/184 390 DDE4.0 9/99 3/03
M57D25O0 525d E39 2497 120/163 350 DDE4.0 3/00 2/04
M57D30O0 530d E39 2926 142/193 390 DDE4.0 3/00 5/04
M57D30O0 730d E38 2926 142/193 430 DDE4.1 3/00 7/01
M57D30O0 X5 3.0d E53 2926 135/184 410 DDE4.0 4/01 9/03
M57D30O1 730d E65 2993 160/218 500 DDE506 9/02 3/05
M57D30O1 330d E46 2993 150/204 410 DDE506 3/03 9/06
M57D30O1 530d E60 2993 160/218 500 DDE508 3/03 4/04
M57D30O1 X3 3.0d E83 2993 150/204 410 DDE506 9/03 9/05
M57D30O1 X5 3.0d E53 2993 160/218 500 DDE506 9/03 9/06
M57D25O1 525d E60 2497 130/177 400 DDE509 4/04 3/07
M57D25O1 525d E61 2497 130/177 400 DDE509 4/04 3/07
M57D30O1 530d E60 2993 160/218 500 DDE509 4/04 9/05
M57D30O1 530d E61 2993 160/218 500 DDE509 4/04 9/05
M57D30T1 535d E90 2993 200/272 560 DDE606 9/04 3/07
M57D30T1 535d E61 2993 200/272 560 DDE606 9/04 3/07
Model
Model series
Cylinder capacity
in cm3Power output
in (kW/bhp)
Torque
in Nm
Engine
management
First used
Last used
4
7
Engine
M57D30O2 730d E65 2993 170/231 520 DDE626 3/05 9/08
M57D30O2 330d E90 2993 170/231 500 DDE626 9/05 9/08
M57D30O2 330d E91 2993 170/231 500 DDE626 9/05 9/08
M57D30O2 530d E61 2993 170/231 500 DDE626 9/05 in production
M57D30O2 530d E61 2993 170/231 500 DDE626 9/05 in production
M57D30O2 730Ld E66 2993 170/231 520 DDE626 9/05 9/08
M57D30O2 X3 3.0d E53 2993 160/218 500 DDE626 9/05 in production
M57D30U2 325d E90 2497 145/197 400 DDE606 9/06 in production
M57D30U2 325d E91 2497 145/197 400 DDE606 9/06 in production
M57D30O2 330d E92 2993 170/231 500 DDE626 9/06 in production
M57D30T2 335d E90 2993 210/286 580 DDE626 9/06 in production
M57D30T2 335d E91 2993 210/286 580 DDE626 9/06 in production
M57D30T2 335d E92 2993 210/286 580 DDE626 9/06 in production
M57D30T2 X3 3.0sd E83 2993 210/286 580 DDE626 9/06 in production
M57D30U2 325d E92 2497 145/197 400 DDE606 3/07 in production
M57D30U2 525d E60 2497 145/197 400 DDE606 3/07 in production
M57D30U2 525d E61 2497 145/197 400 DDE606 3/07 in production
M57D30O2 330d E93 2993 170/231 500 DDE626 3/07 in production
M57D30O2 X5 3.0d E70 2993 173/235 520 DDE626 3/07 in production
M57D30T2 535d E60 2993 210/286 580 DDE626 3/07 in production
M57D30T2 535d E61 2993 210/286 580 DDE626 3/07 in production
M57D30U2 325d E93 2497 145/197 400 DDE606 9/07 in production
M57D30T2 635d E63 2993 210/286 580 DDE626 9/07 in production
M57D30T2 635d E64 2993 210/286 580 DDE626 9/07 in production
M57D30T2 X5 3.0sd E70 2993 210/286 580 DDE626 9/07 in production
M57D30O2 X6
M57D30T2 X6
Model
xDrive30d
xDrive35d
Model series
Cylinder capacity
in cm3Power output
E71 2993 173/235 520 DDE626 5/08 in production
E71 2993 210/286 580 DDE626 5/08 in production
in (kW/bhp)
Torque
in Nm
Engine
management
First used
Last used
5
7
6
8
Introduction.
Advanced Diesel.
A diesel engine for North America
Impressive power and performance as well as
exemplary efficiency have contributed to
making BMW diesel engines an attractive as
well as future-oriented drive technology. This
technology is now being made available to
drivers in North America.
BMW is introducing this diesel technology to
the USA and Canada under the name "BMW
Advanced Diesel". The introduction is an
integral part of the EfficientDynamics
History
In 1892, Rudolf Diesel applied for a patent for
his first self-igniting combustion engine.
Initially, this large, slow-running engine was
intended for stationary operation only. The
intricate engine structure and complicated
injection system meant production costs were
high. The first simple diesel engines were not
particularly comfortable and powerful-revving
machines. It was not possible to mistake the
distinctive sound of the harsh combustion
process in the diesel engine when cold (diesel
knock). Compared to thesparkignition engine,
it offered a poorer power/weight ratio,
acceleration characteristics and lower specific
output.
"Miniaturization" could be realized only by
improving materials and the manufacturing
process during the course of commercial
vehicle production. Although the first diesel
vehicle was presented as early as 1936, it was
not before the 1970s that the diesel engine
became accepted as a viable drive source.
The breakthrough came in the 1980s when
the diesel engine was finally refined enough to
be a real alternative to the spark ignition
engine. At this time, in view of the improved
dynamics and acoustics the decision was
development strategy, which has become a
synonym for extremely low CO2 emissions not surprising when considering its extremely
low fuel consumption. EfficientDynamics is
not solely an instrument for reducing fuel
consumption but rather it is designed as an
intelligent entity with increased dynamics. Not
without good reason theM57D30T2 engine is
referred to as the world's most agile diesel
engine.
made to introduce the diesel engine in series
production vehicles at BMW.
1 - Rudolf Diesel and his engine
7
8
1983
The M21D24 engine introduced for the first
time in the E28 as the 524td featured an
exhaust turbocharger and had a displacement
of 2.4 litres. It was derived from the M20 6cylinder petrol engine and developed 85 kW/
115 bhp. Both engines could therefore be
built on the same production facilities.
At that time, the performance with a top speed
of 180 km/h and acceleration from 0 to 100
km/h in 13.5 seconds set new standards in the
dynamics of diesel motor vehicles. The 524td
was therefore given the nickname "Sport
diesel".
This was thefirst diesel engine at BMWand, at
the same time, the last for a long time in the
US market.
2 - BMW 524td with M21 engine
1985
The M21 was also built as a naturallyaspirated diesel engine as from September
1985, making it possible to offer a costeffective "entry-level engine". This engine
made a name for itself in the 324d (E30) as the
smoothest running auto-ignition engine on the
market.
1987
As the world's first carmaker to do so, BMW
introduced the electronic engine
management system, the so-called Digital
Diesel Electronics (DDE). Faster and more
exact than a mechanical control system, the
electronics effectively controls:
• Exhaust emission characteristics
• Fuel consumption characteristics
• Noise emission
• Engine running refinement.
8
8
1991
1991 saw the debut of the newly developed
M51D25 engine which, with intercooling and
an output of 105 kW/143 bhp was the most
powerful diesel engine in its class throughout
the world. It replaced the M21 engine and was
3 - BMW 525tds with M51 engine
fitted with a crankcase based on a completely
new design.
The engine was offered in the output variants
115 bhp and 143 bhp. Exhaust emission and
full load smoke were reduced by a V-shaped
main combustion chamber in the piston.
1994
The M41 engine was the first4-cylinder diesel
engine to beused at BMW. It was derived from
the M51D25 engine and shared 56 % of its
components. New features included the
hollow-cast camshaft mounted in 5 bearings
as well as a cylinder head cover the isolated
structure-borne noise.
This engine was fitted in various models of the
E36 series.
9
8
1998
In 1998 BMW built the most powerful 4cylinder diesel engine - the M47 with direct
fuel injection.
4 - BMW 320d with M47 engine
Motor sport provided the best proof of the
efficiency and reliability of the new diesel
technology. BMW celebrated a historic
success on the Nürburg Ring.
With 100 kW developed from 2 litre
displacement, a performance level was
achieved which up until then was the reserve
only of petrol engines. This corresponds to a
specific output of 50 kW or 68 bhp.
With the 320d, a diesel engine won a 24 hour
race for the first time in motor sports history in
1998. This victory came not only due to the
fact that it needed fewer pit stops for refuelling
but also because the BMW drove the fastest
lap times.
10
5 - BMW 320d touring car with M47 engine
8
1999
The first V8 diesel engine, the M67D40
engine, with 4 litre displacement was
presented in the E38 which developed an
output of 175 kW. BMW proved its technical
authority with the, at that time, world's most
powerful passenger vehicle diesel engine with
6 - BMW 740d with M67 engine
common rail fuel injection and 2 exhaust
turbochargers.
The engine is fitted with a crankcase made
from high-strength cast iron with vermicular
graphite (GGV), an aluminium cylinder head
and a two-piece oil sump.
2001
The M47TU with the second generation
common rail injection system and DDE5
boosted the power output to 110 kW/150 bhp.
The M57D30 engine is a further development
of the M51D25 engine. It has a cast iron
casing fitted with a light alloy cylinder head
with 4-valve technology. The M57 engine is
the world's first 6-cylinder in-line diesel engine
in a passenger vehicle that is equipped with
future-oriented common rail injection
technology.
This new, highly complex electronically
controlled fuel injection system perfectly
satisfies the demands for high and constant
injection pressure over the entire injection
period. The engine offers substantially lower
fuel consumption compared to swirl-chamber
engines, superior performance and smooth
engine operation under extreme conditions.
11
8
7 - BMW 530d with M57 engine
2004
The M57TU TOP engine with 2-stage
turbocharging is introduced as the most
powerful diesel engine (E60 and E61). One
small and one large turbocharger is usedin the
2-stage turbocharging system. The diesel
engine in the 535d develops 40 kW/54 bhp
more than at the same displacement (3.0
litres) in the 530d.
The power output is 200 kW/272 bhp. The
maximum torque of 560 Nm is reached at
2000 rpm. With this extraordinary engine, Luc
Alphand won not only the diesel classification
of the Paris-Dakar Rally, but also came fourth
in the overall rankings.
12
8 - BMW X5 3.0d with M57TU TOP engine
8
2005
The M57TU2 engine is fitted in the E65. In
addition to the increase in output and torque,
it boasts the following technical features:
• Reduced weight through aluminium
crankcase
• 3rd generation common rail system with
piezo-injector and a fuel rail pressure of
1600 bar
• Compliance with the exhaust emission
regulation EURO 4 and diesel particulate
filter as standard
• Optimized electric boost pressure actuator
for the turbocharger with variable turbine
geometry.
9 - BMW 730d with M57TU2 engine
2005
The M67 engine in the E65 was
comprehensively reengineered in the same
year. The aim was to achieve a distinct boost
in dynamics by increasing power output and
reducing weight. In the case of the M67
specifically this aim is reflected in an increase
in power output of 16 % while simultaneously
reducing the engine weight by 14 % - and
achieved without increasing fuel consumption.
This was mainly achieved through a new,
lightweight aluminium crankcase and by
increasing the displacement to 4.4 litres.
13
8
10 - BMW 745d with M67TU engine
2006
In 2006, the M57TU TOP engine was reengineered and equipped with the same
technical details as the M57TU2, such as an
aluminium crankcase and piezo-fuel injectors.
This engine was given the designation
M57D30T2. It was introduced simultaneously
into the 3 Series as the 335d and in the X3 as
the 3.0sd. This re-engineering resulted in
further-improved power characteristics,
enhanced smooth operation and a significant
reduction in fuel consumption. This engine
forms the basis for re-introducing diesel
technology into the USA after more than 20
years.
14
11 - X3 3.0sd with M57TU2 TOP engine
8
Legislation
Since the first exhaust emission legislation for
petrol engines came into force in the mid1960s in California, the permissible limits for a
range of pollutants have been further and
further reduced. In the meantime, all industrial
nations have introduced exhaust emission
legislation that defines the emission limits for
petrol and diesel engines as well as the test
methods.
Essentially, the following exhaust emission
legislation applies:
• CARB legislation (California Air Resources
Board), California
• EPA legislation (Environmental Protection
Agency), USA
• EU legislation (European Union) and
corresponding ECE regulations (UN
Economic Commission for Europe), Europe
• Japan legislation.
This legislation has lead to the development of
different requirements with regard to the
limitation of various components in the
exhaust gas. Essentially, the following exhaust
gas constituents are evaluated:
• Carbon monoxide (CO)
• Nitrogen oxides (NOx)
• Hydrocarbons (HC)
• Particulates (PM)
It can generally be said that traditionally more
emphasis is placed on low nitrogen oxide
emissions in US legislation while in Europe the
focus tends to be more on carbon monoxide.
The following graphic compares the standard
applicable to BMW diesel vehicles with the
current standards in Europe. A direct
comparison, however, is not possible as
• different measuring cycles are used and
• different values are measured for
hydrocarbons.
15
8
12 - Comparison of exhaust
emission legislation
Standard Valid from CO
[mg/km]
EURO 4 01.01.2005 500 250 300 - 25
EURO 5 01.09.2009 500 180 230 - 5
EURO 6 01.09.2014 500 80 170 - 5
LEV II MY 2005 2110 31 - 47 6
* In Europe, the sum of nitrogen oxide and hydrocarbons is evaluated, i.e. the higher the HC
emissions, the lower the NOx must be and vice versa.
** In the USA, only the methane-free hydrocarbons are evaluated, i.e. all hydrocarbons with
no methane
Although the European and US standards
cannot be compared 1:1 it is clear that
requirements relating to nitrogen oxide
emissions are considerably more demanding.
Diesel engines generally have higher nitrogen
oxide emission levels than petrol engines as
NO
[mg/km]
HC + NOx*
x
diesel engines are normally operated with an
air surplus.
For this reason, the challenge of achieving
approval in all 50 states of the USA had to be
met with a series of new technological
developments.
[mg/km]
NMHC**
[mg/km]PM[mg/km]
16
8
Overview of innovations, modifications and special features
The following table provides an overview of
the special features of the M57D30T2 US
engine. They are divided into various
categories.
• New development signifies a technology
that has not previously been used on BMW
engines.
• Modification signifies a component that was
specifically designed for the
M57D30T2 US engine but does not
represent a technical innovation.
• Adopted describes a component that has
already been used in other BMW engines.
This Product Information describes only the
main modifications to the M57D30T2 engine
compared to the Europe version as well as
fundamental vehicle systemsspecificto diesel
engines.
Component
Engine mechanical system 7 Very few modifications have been made to
Air intake and exhaust
system
Cooling system 7 In principle, the cooling system corresponds
Fuel preparation system 7 The functional principle of the fuel
New development
Modification
7 The most extensive changes were made to
Remarks
Adopted
the basic engine. The modifications that
have been made focus mainly on ensuring
smooth engine operation.
A significant feature, however, is the OBD
monitoring of the crankcase breather.
the air intake and exhaust system. For
instance, low pressure exhaust gas
recirculation (low pressure EGR) is used for
the first time at BMW on the E70.
In addition to other minor adaptations, there
are substantial differences in the sensor and
actuator systems.
to that of the Europe versions, however, it
has been adapted to hot climate
requirements.
preparation system does not differ from that
of the Europe version, however, individual
components have been adapted to the
different fuel specification.
17
8
Component
Fuel supply system 7 The fuel supply system is vehicle-specific
SCR system
(Selective Catalytic
Reduction)
Engine electrical system 7 The engine is equipped with the new DDE7
Automatic transmission 7 The automatic transmission corresponds to
New development
Modification
7 The SCR system is used for the first time at
Remarks
Adopted
and corresponds to the Europe version.
There are, however, significantdifferencesto
petrol engine vehicles.
BMW. Nitrogen oxide emissions are
drastically reduced by the use of a reducing
agent that isinjected into the exhaustsystem
upstream of a special SCR catalytic
converter. Since the reducing agent is
carried in the vehicle, a supply facility, made
up of two reservoirs, is part of this system.
(digital diesel electronics)control unit that will
be used in thenext generation diesel engines
(N47, N57).
The preheater system also corresponds to
the N47/N57 engines.
that in the ECE variant of the X5 xDrive35d.
The gearbox itself has already been used in
the US version of the X5 4.8i, however, a
different torque converter is used for the
diesel model.
18
8
Technical data
The following table compares the M57D30T2
US engine with petrol engines that are offered
for the same models.
Designation N52B30O1 N54B30O0 N62B48O1 M57D30T2
Type Straight 6 Straight 6 V8 Straight 6
Displacement [cm3] 2996 2979 4799 2993
Firing order 1-5-3-6-2-4 1-5-3-6-2-4 1-5-4-8-6-3-7-2 1-5-3-6-2-4
Stroke/bore [mm] 88.0/85 88.9/84 88.3/93 90.0/84
Output
at engine speed
Torque
at engine speed
Governed engine
speed limit
Power output per
litre
Compression ratio ε 10.7 10.2 10.5 16.5
Cylinder spacing [mm] 91 91 98 91
Valves/cylinder 4 4 4 4
Intake valve ∅ [mm] 34.2 31.4 35.0 27.4
Exhaust valve ∅ [mm] 29.0 28.0 29.0 25.9
Main bearing
journal ∅ on
crankshaft
Big-end bearing
journal ∅ on
crankshaft
Fuel specification [RON] 98 98 98
Fuel [RON] 91-98 91-98 91-98 Diesel
Engine
management
Exhaust emission
standard US
* SAE-hp
[kW/hp*]
[rpm]
[Nm/lbft]
[rpm]
[rpm] 7000 7000 6500 4800
[hp/l] 86.7 100 72.9 89.3
[mm] 56 56 70 60
[mm] 50 50 54 45
193/260
6600
305/225
2500
MSV80 MSD80 ME9.2.3 DDE7.3
ULEVII ULEVII
225/300
5800
407/300
1400
261/350
6250
475/350
3500
ULEVII
200/265
4200
580/428
1750
LEVII
19
8
Full load diagrams
To get an idea of the performance of the
M57D30T2 US engine, it is compared to
various petrol engines in the following full load
diagrams.
By comparing these two 3 litre engines it can
be clearly seen that, despite virtually identical
13 - M57D30T2 US engine
compared to
N52B30O1 engine
power output, the maximum torque of the
diesel is almost double as high.
20
8
This enormous difference in maximum torque
is also apparent when comparing the
14 - M57D30T2 US engine
compared to
N54B30O0 engine
turbocharged 3 litre petrol engine that has a
considerably higher nominal power output.
21
8
Even the 4.8 litre V8 engine cannot achieve
the maximum torque of the 3 litre diesel
engine.
However, the decisive factor is the low engine
speeds at which the diesel engine develops
15 - M57D30T2 US engine
compared to
N62B48O1 engine
this high torque. This means that more power
is available in this range. In terms of power
output, the diesel engine is superior to any of
these petrol engines up to an engine speed of
4000 rpm.
22
9
System components.
Advanced Diesel.
Engine mechanical system
Only slight modifications have been made to
the engine mechanical system compared to
the Europe version.
Crankshaft and big-end bearings
Only lead-free crankcase and big-end
bearings are used in the M57D30T2 US
engine. This conforms to requirements
Crankcase
In contrast to the Europe version, the
M57D30T2 US engine has a larger
reinforcement panel on the underside of the
crankcase.
The reinforcement panel now covers four of
the main bearing blocks for the crankshaft.
Pistons
The piston pin has a greater offset than in the
Europe version. The offset of the piston pin
means that the piston pin is slightly off centre.
This provides acoustic advantages during
The modifications include:
• Crankcase
• Crankshaft and big-end bearings
• Pistons
• Crankcase breather.
relating to environmental protection and the
disposal of end-of-life vehicles.
In principle, the reinforcement panel serves to
enhance the stability of the crankcase.
However, the enlargement was realized solely
for acoustic reasons.
3 Never drive the vehicle without the
reinforcement panel. 1
changes in piston contact. The acoustic
advantages of increasing the offset are further
developed particularly at idle speed.
23
9
Crankcase breather
The crankcase breather in the US version is
generally heated. In addition, operation of the
crankcase breather is OBD monitored (On
Board Diagnosis). This is because a leaking
system would produce emissions.
The only probable reason for a leak in the
system would be that the blow-by pipe is not
connected to the cylinder head cover. To
facilitate protection of this situation by the
OBD, the heating line isrouted via a connector
to the cylinder head cover (2). Essentially, this
connector serves only as a bridge so that
actuation of the heating system is looped
through. The plug connection is designed in
such a way that correct contact is made only
when the blow-by pipe has been connected
correctly to the cylinder head cover, i.e. the
contact for the heating system is not closed if
the blow-by pipe is not connected to the
cylinder head cover. OBD recognizes this
situation as a fault.
1 - Blow-by pipe
Index Explanation
1 Cylinder head cover
2 Blow-by heater connector for OBD
monitoring
3 Blow-by heater connector at wiring
harness
4 Filtered air pipe
5 Intake air from intake silencer
6 Blow-by heater connector at blow-
by pipe
7 Intake air to exhaust turbocharger
8 Blow-by pipe
3 If the blow-by pipe is not connected to the
cylinder head correctly, the OBD will activate
the MIL (Malfunction Indicator Lamp). 1
24
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