BMW X5 Owners & Service Manuals

BMW X5: Valvetrain

The valvetrain on the N52 introduced in 2006, used 5 mm valve stems on both the intake and exhaust. To increase durability, the exhaust valve stems were increased to 6 mm from 6/06 production.

All of the new NG6 engine have adopted the 6 mm valve stem for the exhaust, the intake stem remains at 5 mm.

The valves are of the "solid" type design (not Sodium filled). The diameter of the valve head is engine specific.


The lightweight hydroformed camshaft will still be used on the NG6 engines. Be aware that some engines may use the "cast" camshaft design. This is for supply and production reasons.

Cast and hydroformed camshafts are completely interchangeable. For example, a replacement camshaft may differ from the original. This is no problem, they will fit and work properly without any modifications.

Engine Service Information
Fig. 15: Identifying Camshaft Diameter


The infinitely variable Bi-VANOS system is still in use on all NG6 engines. The VANOS system still retains the use of the lightweight VANOS adjusting units introduced on the N52. The only change to the system is that the N54 engine uses different spread ranges for compatibility with turbocharged engine operation.

Engine Service Information
Fig. 16: Identifying Compatibility With Turbocharged Engine Operation

NOTE: Do not mix up the intake and exhaust VANOS units. They appear similar, but have different spread ranges. Improper installation can result in valvetrain damage.


The N51 and N52KP engines retain the already proven Valvetronic system from the N52. The only change for 2007 is an optimized VVT motor which has already been in production from 5/06.

The N54, on the other hand, does not use the Valvetronic system. Valvetronic is designed to reduce pumping losses and improve engine efficiency. The turbocharging system on the N54 is also designed to reduce pumping losses and increase engine efficiency.

Therefore, there is no need to have both systems on one engine. In summary, the efficiency of the N54 is gained through exhaust turbocharging and direct injection rather than Valvetronic.

Fig. 17: Identifying Injection Rather Valvetronic


 Gaskets And Seals

Head Gasket The head gasket design on the N54 is unique to that engine. It features a multi-layer steel design. There is no silicone rubber perimeter "shelf" as on the N52. This is not needed due to

 Crankcase Ventilation

One of the major changes on the new NG6 engines is that the crankcase ventilation system has been upgraded and improved. This applies to all of the new NG6 versions (N52KP, N51 and N54). There are t

 Air Management


 Removing And Installing Outer Upper Rail Trim With Electric Anchor Fitting Tensioner (From 04/2004)

Driver's seat only: NOTE: Version with anchor fitting tensioner from 04/2004. Lever trim (3) out of seat mechanism: upwards, slide towards rear and feed out of anchor fitting tensioner. Installation: Secure plug connection with felt strip against unlocking. Lock on plug connection to anchor fit

 Opening Adhesive Bonds

1. Opening spot-weld bonds Set punch mark in center of weld spot. Set 8 mm dia. weld spot drill bit on punch mark and drill through top metal sheet. Or open weld spot with Vario Drill spot welding cutter (refer to WORKSHOP EQUIPMENT & PLANNING CD, Chapter 7). NOTE: Because the weld spo

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