E39 M52 owners: Please check your realoem diagrams against your vehicle & help us out

According to Bentley, the Fuel pressure regulator for M52 is in fuel injector rail, in engine compartment.
For M54 it's in the fuel filter.
Page 160-12

The fuel pressure regulator on my M52TU/E46 is definitely not on the fuel rail or in the fuel filter. I believe it's in front of the fuel filter on the 2/3 distribution valve. I also don't have an L connector on the intake boot. But... the vacuum port from the CCV goes up to a metal line on the fuel rail (to the FPR?).

More or less mine looks like:



No L/F/T fittings, it goes straight into the hose.

Does this help you at all?

Bluebee...I've got an M52TU and an M54. Here are the respective images. Hope this helps.

As best as I can tell, it curves around the back of the M52TU engine. Not sure you can see much via this photo though....

Not sure if this is still relevant or indeed if picture wiil be shown as i am a newbie at this, However the Real OEM diagram for my model 1998 523i is correct

http://www.realoem.com/bmw/showparts.do?model=DD42&mospid=47539&btnr=11_1487&hg=11&fg=15

Hey guys. I forgot to check out the date, but if those were of the M52 I am sorry to tell you how they do not match my M52. I even went to the dealer for a certain cooling hose below the radiator and he said this is your hose. I argued with the guy telling him that is not the hose because I took it off and he found it in another diagram on another year car etc. Not sure who is making these mistakes, but eh. Hope these pics help more than confuse. Let me know if you need anymore for the M52. I will try my best. I had these off to replace the starter and bench test the old one. I knew it was shot or I would've tried different methods for testing.

Here are a few more. Hope this helps. Just thought I would throw in some eye candy

Dear BMANZetc.

I humbly suggest that you might want to put the last 7 characters of your VIN into RealOEM.com. I'm beginning to think that you might have a 1997 528i - according to their diagrams anyway. The 1998 528i shows that the fuel-attached FPR is not a part of that year's model (the part numbers are not included in the diagram).

Cheers.

This isn't the first time it has been brought up. I was at BMW and get said does the hose look like this? I had to tell them there diagrams were wrong in the system as I know what my hose looks like as I took it off haha. They found the hose on their 1999 diagram. Mine is indeed a 1998 as shown on the emissions label, veci, door label if you will, and registration ***128516;. I did just think of something though. It was almost identical and still and m52, but I didn't pay close enough attention as I only had the engine 2 weeks. I had a 1997 I swapped engines with because the 2 week old cars head gasket blew. That engine believe it or not only had 140k and guy appeared to take good care and only to dealer just my luck. Was going to do a head gasket job and so on when I had some extra cash. The engine in now from my older parts car (mine before I lost reverse) now in current car (pics above) has 309k and still going. Do these die? I looked at both diagrams for m52 and both hooked up the same. I only have 2 codes after driving 40-50 miles. CA 02 sensor control limit cylinders 1-3 and E3 0s sensor adaption limit reached cylinders 1-3. Nothin else. Everything appears to be buttoned up tightly. Happy Thanksgiving or holidays whichever you celebrate!!

Happy Thanksgiving to you, as well.

Did I understand correctly? You have a '97 engine in a '98 body? That would explain things.

Beyond that, I've been told by parts sales staff that 09/1997 was a funny month in that the early part of the month cars were different in some ways from the later part of the month. Unfortunately I don't have any details.

This is more fun than The Da Vinci Code. heh. :thumbup:

Haha yeah. It is 7/1998, but I totally forgot that the engine is from a 1997 of mine on the 1998 body is correct.

Euro RHD M52 (1996) 528 vin BV73231.
Copy and validate most of BMWMANZ2's photos as similar.
+ No F or L connector on top of the elbow boot between MAF and TB
+FPR is on top of fuel rail for me too.
+CCV has drain to dipstick and connects to intake manifold via grommet. No other vacuum hoses on CCV.

Well this is an old thread, but perhaps this will add to additional clarification on yet another version of the mighty M52 engine. Mine is in a 2000 528i, automatic.
I have the L shaped connection on the top of the intake hose, not the F connector. Hose goes to sucking jet. I also dont have a FPR mounted near or under intake
manifold. Its down below car, drivers seat, around the fuel filter. When I replaced fuel filter last year, it was not attached to FPR, it is a separate part, so I left it alone.

Regarding the vacuum hose from the SAS pierberg valve thingy, front right side of engine, that small hose runs back along block via various soft, then thin brittle hose
to curved soft hose again, and finally ending at the side nipple of that little valve under manifold backside, perhaps the evap value not sure of name. Has a nipple at top and one at side.
The end or top nipple attaches to a short hose, to the black/white one way check valve, then attaches to a nipple on the firewall side of the intake manifold. The white and black
one way value is called perhaps purge valve? This tiny little value has the black side facing the intake manifold.

And lastly, the new (OEM) CCV I just installed has a soft vacuum line running from the nipple on the ccv (the one capped on others cars) to the front of my fuel rail
(which is just tiny dia. metal pipe running from the front of fuel rail to rear as if a metal straw) then at the rear end of this tube/pipe another soft vacuum hose exits pipe
over the brake booster area, where it picks up that hard brittle plastic tubing which goes down underwheelwell to that FPR which sits infront of the fuel filter. So essentially,
the CCV nipple is attached directly to the FPR under drivers seat, but takes a long path along fuel rail, behind intake manifold, down to fuel filter to do its job.

I was only in there replacing the two leaking 14 y.o. (148,000 mi.) orig. plastic heater pipes, requiring me to remove the intake manifold, since I had replace all other hoses
two years earlier, but kept putting this off until a friend/indy said when those plastic pipes turn from black to a brown, you are on borrowed time, luckily they only weeped
and did not rupture. This allowed me time to buy everything I needed to replace while in there.

For those interested in doing this job, it is very involved, time consuming and requires great attention to detail, but very rewarding. While in there, since my care is aged, I
replaced knock sensors, the two plastic pipes that came with o-rings, manifold gaskets just because I removed IM.,Throttle body gasket same reason, CCV, as it was aftermarket,
and I wanted OEM, and wanted peace of mind, as I hope to not do this IM removal again. I purchased a new crankposition sensor, but saved for another day. It is diff. than one in car,
a redesigned one with additional connectors, and required snaking around all the way up to vanos solenoid. Was worried if it didnt operate correctly, I'd be at square one again, so
chose not to risk problems with the new for old swap, I'll wait for failure and a code to go thru that job.

I checked and replaced as needed any vacuum hoses, and the little black and white one way purge value to rear of manifold. Sucking jet and hoses to underside of manifold looked good,
and I chose to leave them alone. While inspired to do this job, I also installed a new HEPU waterpump, belts, all pulleys and rebuilt (regulator $30 for Bosch) an Ebay alternator I picked up
for $60. Might also note, I DID NOT removed the OFH, there was enough room to replace two heater pipes without doing so.

Afterwards, my car started up, gave me a CEL and I found one sensor I had forgotten to attach, only other slight problem was my wrench whacked an old oil pressure sensor on back of OFH, which I replaced
for $9 from Ebay. It was so old and brittle from heat, it snapped off the threaded part, but car ran with old one in there, but no sensor attached until I got the new one in mail, and installed today.
Hope this helps, and thanks for all the direction everyone.

On the top of the CCV is a spring loaded valve which closed off the path from the oil separator to the intake manifold at idle (high vacuum), and opened the path at higher rpm (low vacuum) to pull the gas from CCV into the intake. My question is that if the path is closed during idling then where does the gas from the crankcase (valve cover) go with additional blowby gas got into the crankcase if the car sit idling in traffic?