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Engine BMW N63B44- BMW's first mass-produced product in the non-compact genre of a bi-turbo V-shaped gasoline engine. Depending on the firmware and the degree of "waste", from 286 to 360 hp was removed from atmospheric predecessors, which essentially had the same block. This time they removed 408 hp, but with a slightly preloaded volume of 4.4 liters. Roughly, we can assume that at 408 hp. useful power, the same power flies into the pipe and something like that is also dissipated in the cooling system ... Many, but far from all, problems of this motor grow from here. Engineers fit the catalyst with the collector directly into the collapse of the block. The temperature of this heater reaches 900 degrees Celsius, with virtually no forced ventilation. The engine bay is also extremely cramped. In the last year alone, we have repaired several dozen of these motors, and they really shook us (some dealers barely repaired a few units over the same period, but they shook them just as much). And here's what I would like to say about this and in this connection, so as not to repeat it to everyone personally, and now we could just give a link ...
0. Under the zero point are all the problems of this engine associated with oil, according to which, it actually gets into repair at a Moscow run of 40-60 tkm. and at the age of 4-5 years. The reason for the appeal is an average oil consumption of 1 liter per 1000 kilometers. The reason for the expense is valve stem seals, clogged oil drainage, shrunken compression rings. All this has been repeatedly stated and explained here before. And now we turn to the main topic of the article: to the specific problems of the BMW N63B44 engine and the features of their repair.
1. A forced, compressed bi-turbo engine with a high operating temperature has ... a non-sleeve, but extremely heat-loaded silumin block is devoid of even a hint of a margin of safety. The threads of about every tenth block sometimes do not even withstand repeated tightening and the threads flow. At the same time, the bolts are practically indistinguishable from new ones - the geometry remains factory. There is practically no point in changing them "according to technology". It generally looks like a vestige of the cast iron era - it seems that a new tightening is only on new bolts ... better see how the thread comes out with the bolt (see photo). There is a certain probability of cylinder head lifting during further operation, in the case of further use of factory threads. Surprisingly, the head, "inflated" by 0.2 bar, rests on incomplete eight turns. A strong recommendation is a reinforced threaded fitting throughout the cylinder block at the slightest sign of a loose thread.
2. The oil seals of the pairs of cylinders closest to the engine shield turn into plastic in 3-4 years. The rest - a little later. Replacement of valve stem seals alone is successful in about one in ten cases. In addition, the seats of the intake and sometimes exhaust valves are overgrown with oil, which in the future, sooner or later, leads to a cylinder head overhaul ....
(In the photo, the caps are completely similar to those suffering from N52 ... (new / old)) 
which in the future will still lead to a cylinder head overhaul ....
3. Piezo injectors manufactured by SIEMENS have been updated four (!) times since the release, only according to the serial number. On average - once a year, even taking into account the inertia of a large manufacturer. The fourth, current factory revision, is considered to be a seemingly successful attempt to solve the main problem - uncontrolled leakage (like injectors of the 138th series and early 261s), leading to the so-called. in everyday life, "water hammer" - in a swollen cylinder (s), the valve simply bends ... The problem occurs most often after a long idle period without movement, or any pressure relief from the supply system(I remind you that the operating pressure of the high-pressure fuel pump is from 50 to 200 atm). For example, this is guaranteed to happen during a major overhaul, when the fuel line is disconnected for a long time ... After reinstallation, they begin to "overflow" in an unpredictable algorithm within a few hours after re-commissioning. You can search for a problem by cylinders for a very long time - most often there are no “mistakes” left - but the engine can choke, sneeze and shake. Mercedes, by the way, after the occurrence of similar problems with overflow, hastily switched to electromagnetic nozzles. A strong recommendation is the preventive replacement of the entire set with the current model.
According to the catalog, injectors have every chance to get into the X6 car, starting from the 138th "factory" revision, although they have already EXACTLY changed with the N54 engine. Please note that the "138th" injector in the latest modification is factory - probably seventh an attempt to make a working product, look and see in the photo first revisions 138- 01
:
We read in the text of the previously cited bulletin from the times of the revocable company:
"Injectors with PN/index 13 53 7 537 317-xx or 13 53 7 565 138-01 up to 7 565 138-07 must be carefully removed..."
That is, it is even somehow pointless to explain the expediency of preserving (a dark joke) officially recalled injectors. In other words, the review was that you are unlikely to find such nozzles in a real car, although I remember for sure that we had them in our collection - someone never reached the dealer. About the very first, 317th revision, I just keep quiet. Why am I all this - we found 138-XX injectors - you have every chance to change them for free. But the chances are not so much and the car must be relatively old. Here is the penultimate revision of the injectors of the 138th series (the photo shows that this particular one was produced on January 7, 2008) - 138-06: 
Here is the latest, 138-07, readable date July 28, 2008:
now, let's move on to the most interesting, "hydropercussion modification":
13 53 7 625 714 by BMW
She is factory 261-03 and up to -09 inclusive, launched into the series no later than July 2010:
I repeat - these revisions are the most "leaky". This has been personally tested by me on several engines. If you operate nozzles in the range from 261-03 to 261-09, then I highly recommend replacing them with modern ones - after that it will be more expensive for you.
the photo shows that modern nozzles differ EVEN in their body: 
The next model, according to the original - 13 53 7 585 261
As you can see, it starts around the middle of 2011 with 261-09 modification...
Apparently, something went wrong, since the next factory work on bugs 13 53 8 616 079 has only 261-11 numbers - there is only one model in between: 
There is still not enough information on these nozzles - the calibration interval 09-11 for the 261 series refers to relatively fresh cars - not everyone is given the time to overhaul so quickly)
well, so you think that since not so long ago you purchased (replaced) a completely fresh number in a box 13 53 8 616 079
and that's where it all ends?
That is, injectors 261-11 seem to be the most perfect and bug-free instance ?! 
Anyway, here's an exclusive: 
Not enough for you? Well, here's a fact for you: the injectors of the latest revisions do not line up with earlier ones, even serviceable ones, due to the probable incompatibility of their factory corrections,
which even released a PuMa document:
"The new piezo injectors have been available since January 2013. They can be used to replace the old injectors. However, due to a different adaptation mode, they cannot be used with the old design injectors in the same cylinder bank.Cause: Otherwise, there is a risk of too much deviation in the composition of the mixture within the bank of cylinders due to the overall measurement of the lambda value.
Mixed installation of "old" and "new" piezo injectors (part number 13 53 7 585 261, modification index 11 and higher, on the package 13 53 8 616 079) in the same row of cylinders is not allowed. "
The summary is comprehensive on this topic, it seems to be like revenge for the time taken to study a completely absurd issue, simply unprecedented for previous generations of BMW engines.
In total, Siemens-VDO has been releasing 16 (!) revisions of injectors in 7 years, which corresponds to a new version every six months, which unreasonably angers garage uncles.
Therefore, now, from the moment of the publication of this part of the article, the replacement of all injectors, when repairing the engine with us, will be mandatory. We have already played enough in nozzle roulette.
4. Svechi - this is the first model of the BMW engine, with three (!) Revisions of spark plugs. The first BMW engine where the spark plug produced by BOSCH really "blows off".
Strong recommendation: candles "///M" series, or an alternative analogue, in case of another unsuccessful batch ... 
5. At the time of 2014, the third revision of the BOSCH high-pressure fuel pump is already relevant. The pump itself does not cause any particular problems (if it doesn’t start to knock noticeably), it’s just that the car goes dumber and dumber, which is noticeable only when comparing the response (time / pressure) of a new pump and a pump with mileage. Replacing the model with a new one gives a sharper response to the gas and it becomes obvious that the car has regained its lost agility. A strong recommendation is to replace it with the current model.
6. A remarkable (along with the BMW N52 model) property of VANOS valves from BMW is wedging when pressure is released (disconnected). The second revision of the valve (from 10/2012) seems to be spared from such a problem. With patience, the valve can be pumped and revived in a couple of weeks of daily operation. The question is, how long will it last ... It's easier to change it right away. 
7. The VANOS mechanisms themselves have so far been left unchanged by the manufacturer. However, as it wears out (and this is clearly visible from the floating adaptations), at the moment of the next “empty” start, when the mechanism shakes strongly, the plastic protective cap is torn off from it ... The casing is chewed by the teeth of the chain drive, deformed in hot oil, and so on floats in the cylinder head ... Or, worse, shatters into pieces and clogs the oil receiver ... Approximately every 10th engine is already full of plastic offal ... The strong recommendation is a replacement.
The casing is chewed by the teeth of the chain drive, deformed and floats in the cylinder head ...
Or, worse and more often, it shatters into pieces and clogs the oil receiver ...
By the way, about the oil pump: the third revision of this important device is already at stake. I highly recommend installing a new sample during the repair, or at least just tighten the chain.
This is exactly the place where he draws "the best oil in the world", "with all BMW approvals", "developed by specialists specifically for this engine."
And here is the very dirt, the very additives falling out of the oil ... And this is not the worst case yet ... 
8. And more about pumps: a recently recognized disease is an additional pump leak, which, by the way, is located so well that when it leaks, it completely floods the generator. This metal-plastic product works with temperatures under 120 degrees and after lying down (idle) for a couple of weeks, it simply “shrinks”, begins to dig ... Simply because unmoistened and soaked seals “shrink”. By the way, the second additional pump, if it is included in the package, has the same fate and problems. They usually flow in chorus ... Strong recommendation: forced replacement.
9. And here's another bonus about pumps. A tricky question, so to speak. With what attempt can you make a reliable compact pump for cooling turbines?! BMW is trying for the fifth time. The turbine pump on this engine is almost a consumable. Dies either from life, or from the same short-term downtime. In addition, it can be pumped normally for more than one hour, and if there is enough air, it frightens the owner for a long time with terrible roaring sounds from under the hood. Strong recommendation: forced replacement. We are waiting for the sixth revision - the fifth sometimes goes no more than a year.
10.BMW N63 reminds the owner of the existence of such an interesting thing in the generator as a "tablet". The voltage regulator ... sometimes without warning, when the battery level is low, burns out the BSD bus - most often - a chronically buggy oil level and condition sensor. In half of the cases, the block itself, which the company has already redone 12 times, goes to ... The recommendation is to replace and overhaul the generator, at least regarding the actual wear of the brushes.
11. Sometimes it even becomes curious: since when does BMW complete such an incredibly complex assembly as "gas pedal, electronic". The game already has the ninth (!) revision in 13 years and about the fifth one during the life of the N63... As expected and without warning, it fails on almost every machine. The recommendation is preventive replacement.
12. Another excellent mechanical unit in terms of reliability: turbine. After 5-6 years of operation, it loses its shores, radial / axial alignment, begins to pour chips, clumsy body ... Well, or fabulously smoke if it jams. During the release, it has already been modified four times. Every second car has an oil-filled intercooler and wet pipes. Recommendation - replacement or repair.
Over time, a whole cemetery of N63 turbines accumulates: 
Well, in general, except for buggy throttles, shrinking tubes of anything, turbine pressure reducing valves, a bunch of plastic components and fittings, cracked power steering / antifreeze expansion tanks - they pour "by hand" and a couple of dozen little things - this is a very good engine. Very powerful and good luck ... If you pour good oil and 98th gasoline, it will last a long time.
Bonus: the plastic simply cannot withstand such temperatures and crumbles literally by hand: 
Let me remind you that the expansion tank is made of the same plastic and is forced to hold (like the entire cooling system) pressure up to 2 atm what happens in hot weather...
Many Japanese-Korean-VAZs have a safety valve of only 1.1 atm. Many old BMWs are 1.4. In other matters, the bar of 2 atm was taken by the M60 motor around 1994! 
P.S. The result of oil consumption is ash deposits in the cylinders. To be continued... 
BMW connoisseurs are familiar with the N63B44 and N63B44TU engines.
These power units belong to a new generation, which fully complies with the current Euro 5 environmental standard.
ATTENTION! Found a completely simple way to reduce fuel consumption! Don't believe? An auto mechanic with 15 years of experience also did not believe until he tried it. And now he saves 35,000 rubles a year on gasoline!
This motor also attracts drivers with high-quality dynamics and speed characteristics. Let's look at them in more detail.
Engine Overview
The release of the basic version of the N63B44 began in 2008. Since 2012, the N63B44TU has also been modified. Production was established at the Munich Plant.
The motor was intended to replace the obsolete aspirated N62B48. In general, the development was carried out on the basis of its predecessor, but thanks to the engineers, very few nodes remained from it.
The cylinder heads have been completely redesigned. They received a different placement of intake as well as exhaust valves. At the same time, the diameter of the exhaust valves became equal to 29 mm, and for the intake valves it is 33.2 mm. The cylinder head system has also been improved. In particular, all camshafts received a new phase in 231/231, and the lift was 8.8/8.8 mm. Another bushing toothed chain was also used to drive.
A completely custom cylinder block was also created, aluminum was used for it. A modified crank mechanism was installed in it.
The Siemens MSD85 ECU is used for control. There is a pair of Garrett MGT22S turbochargers, they work in parallel, providing a maximum boost pressure of 0.8 bar.
In 2012, a modified version, N63B44TU, was launched into the series. The motor received upgraded pistons and connecting rods. The range of adjustment of the gas distribution mechanism has also been expanded. A new engine control unit was used - Bosch MEVD17.2.8
Specifications
Motors have excellent dynamics, which is due to technical characteristics. For ease of comparison, all the main indicators are summarized in the table.
| Engine volume, cc | 4395 | 4395 |
| Maximum power, hp | 450 (46) / 4500 600 (61) / 4500 650 (66) / 1800 650 (66) / 2000 650 (66) / 4500 650 (66) / 4750 700 (71) / 4500 | 650 (66) / 4500 |
| Maximum torque, N * m (kg * m) at rpm. | 400 (294) / 6400 407 (299) / 6400 445 (327) / 6000 449 (330) / 5500 450 (331) / 5500 450 (331) / 6000 450 (331) / 6400 462 (340) / 6000 | 449 (330) / 5500 450 (331) / 6000 |
| Maximum power, hp (kW) at rpm | 400 - 462 | 449 - 450 |
| Fuel used | Gasoline AI-92 Gasoline AI-95 Gasoline AI-98 | Gasoline AI-95 |
| Fuel consumption, l/100 km | 8.9 - 13.8 | 8.6 - 9.4 |
| engine's type | V-shaped, 8-cylinder | V-shaped, 8-cylinder |
| Add. engine information | direct fuel injection | |
| CO2 emissions, g/km | 208 - 292 | 189 - 197 |
| Cylinder diameter, mm | 88.3 - 89 | 89 |
| Number of valves per cylinder | 4 | 4 |
| Supercharger | Twin turbo | Turbine |
| Start-stop system | optional | Yes |
| Piston stroke, mm | 88.3 - 89 | 88.3 |
| Compression ratio | 10.5 | 10.5 |
| Resource thousand km. | 400+ | 400+ |
Owners of cars with such engines are very lucky that now they do not check the numbers of power units when registering. The number is located at the bottom of the cylinder block.
In order to see it, you need to remove the engine protection, then you can see the marking embossed with a laser. Although there are no inspection requirements, it is still recommended to keep the room clean. 
Reliability and weaknesses
German-made engines have always been considered reliable. But, it is this line that is distinguished by the exactingness of maintenance. Any deviations can lead to the need for complex repairs.
All engines eat up oil well, this is primarily due to the tendency to coke the grooves. The manufacturer generally indicates that lubricant consumption up to a liter per 1000 kilometers is within the normal range.
Misfires may occur. The reason is the spark plugs. Often, mechanics recommend using spark plugs from M-series engines. They are completely identical.
Water hammer may occur. This happens after long downtime on the engines of early releases. The reason is in the piezo nozzles, in later assemblies other nozzles were used, devoid of this problem. Just in case, it is worth installing them without waiting for the occurrence of water hammer.
maintainability
For many drivers, self-repair of BMW N63B44 and N63B44TU engines turns out to be an almost impossible task. There are several reasons for this.
Many units are mounted on bolts for specially shaped heads. They are not included in standard auto repair kits. You need to purchase them separately.
For most of the work, even minor ones, it is necessary to dismantle a large number of plastic parts. At official BMW services, the standard for preparing the engine for removal is 10 hours. In a garage, this work takes 30-40 hours. But, in general, if everything is done according to the instructions, there will be no problems. 
Also, sometimes there may be difficulties with components. They are usually brought to order. This can complicate and delay the repair process somewhat.
What oil to use
As mentioned above, these internal combustion engines are quite demanding on the quality of the lubricant. Therefore, be sure to buy only synthetic oils recommended by the manufacturer. The use of engine oils with the following characteristics is considered optimal:
- 5W-30;
- 5W-40.
Please note that the packaging must necessarily indicate that the product is recommended and approved for use on turbocharged engines.
Oil should be changed every 7-10 thousand kilometers. Timely replacement significantly extends the life of the motor. It is recommended to immediately purchase a lubricant with a margin. 8.5 liters are placed in the engine, taking into account the consumption, it is better to take 15 liters at once.
Tuning Features
The most effective way to increase power is chip tuning. Using other firmware allows you to get an increase of 30 hp. This is very good considering the initial power. Moreover, the overall resource of the engine increases, after flashing it quietly serves about 500-550 thousand kilometers.
Cylinder boring is not effective, it only reduces the life of the block. If you want to change the design, it is better to install a sports exhaust manifold, as well as a modified intercooler. Such a refinement can give an increase of up to 20 hp.
SWAP capability
At the moment, there are no more powerful engines suitable for replacement in the BMW lineup. This somewhat limits the possibilities of motorists who prefer to replace the motor in order to improve technical characteristics.
What cars was it installed on?
Motors of these modifications were encountered quite often and on many models. We will list only those that can be found in Russia.
The N63B44 power unit was installed on the BMW 5-Series:
- 2016 - present, seventh generation, sedan, G30;
- 2013 - 02.2017, restyled version, sixth generation, sedan, F10;
- 2009 - 08.2013, sixth generation, sedan, F10.
It can also be found on the BMW 5-Series Gran Turismo:
- 2013 - 12.2016, restyling, sixth generation, hatchback, F07;
- 2009 - 08.2013, sixth generation, hatchback, F07.
The engine was also installed on the BMW 6-Series:
- 2015 - 05.2018, restyling, third generation, open body, F12;
- 2015 - 05.2018, restyling, third generation, coupe, F13;
- 2011 - 02.2015, third generation, open body, F12;
- 2011 - 02.2015, third generation, coupe, F13.
Limited installed on BMW 7-Series (07.2008 - 07.2012), sedan, 5th generation, F01.
Widely used on BMW X5:
- 2013 - present, suv, third generation, F15;
- 2018 - present, suv, fourth generation, G05;
- 2010 - 08.2013, restyled version, suv, second generation, E70.
Installed on the BMW X6:
- 2014 - present, suv, second generation, F16;
- 2012 - 05.2014, restyling, suv, first generation, E71;
- 2008 - 05.2012, suv, first generation, E71.
The N63B44TU engine is not as common. But, this is due to the fact that it was put into production relatively recently. It can be seen on the BMW 6-Series:
- 2015 - 05.2018, restyling, sedan, third generation, F06;
- 2012 - 02.2015, sedan, third generation, F06.
It was also used for installation on the BMW 7-Series:
- 2015 - present, sedan, sixth generation, G11;
- 2015 - present, sedan, sixth generation, G12;
- 2012 - 07.2015, restyling, sedan, fifth generation, F01.
( , ), as well as the crossover ( , ) and ( , ).
The exhaust manifold and turbocharger are located between the cylinder blocks, and the intake manifolds are located on the outside of the engine, which reduced the distance from the exhaust manifolds to the turbocharger and made it possible to create a more compact engine and reduce the width of the motor. The BMW H63 uses a more efficient air-to-water intercooler, which is more efficient than the standard air intercooler and provides a shorter air path.
Feature of the BMW N63 engine
On the N63, for the first time, they began to use technology that had not previously been used in BMW engines:
- gas distribution mechanism with a new toothed sleeve chain;
- the belt drive uses a new elastic belt tensioning system
air conditioner compressor drive; - For the first time, the cooling system uses an additional electric coolant pump in addition to the conventional coolant pump. In addition, for the first time, so-called indirect charge air cooling has been implemented, where the charge air is cooled by a liquid;
The following components and innovations have been specially developed for the H63 engine:
- the cylinder head cover, cylinder head, crankcase and oil bath received a new design. The feature of the cylinder head is the inlet and outlet ports, which have been swapped;
- the design of the crank mechanism is designed for higher power, and at the same time, great attention was paid to reducing the weight of the structure;
instead of the VALVETRONIC system, the VANOS system is used; - an oil pump with variable volume flow is used;
due to the location of the supercharger in the space between the rows of cylinders and indirect cooling - charge air intake and exhaust system received a new layout;
- a two-stage vacuum pump is used, similar to that used in the N62 engine;
engine control unit and new lambda probes;
The N63 uses a bi-turbocharger and high-precision injection (HPI) system using a homogeneous mixture similar to that used on the N54 engine. The design of the high pressure pump is very similar to that of the N43 engine.
BMW N63B44 engine
The first engine variant is designated as − N63B44 O0. This base version was produced from 2008 to 2013 and installed on:
Characteristics of the BMW N63 B44 engine
Comparison of the parameters of a 4.8-liter N62 with a 4.4-liter N63. Compared to its predecessor, the H63 engine has increased total power and better torque characteristics:
| N62B48O1 | N63B44O0 | |
| Design | V8 | V8 |
| Working volume, cm³ | 4799 | 4395 |
| The order of operation of the cylinders | 1-5-4-8-6-3-7-2 | 1-5-4-8-6-3-7-2 |
| 88,3/93 | 88,3/89 | |
| Power, hp (kW)/rpm | 367 (270)/6300 | 408 (300)/5500–6400 |
| Torque, N m / rpm | 490/3400 | 600/1750–4500 |
| Regulator-limited rpm | 6500 | 6500 |
| Liter power kW/l | 56,26 | 68,26 |
| Compression ratio, ε | 10,5 | 10,0 |
| Distance between cylinders, mm | 98 | 98 |
| Number of valves per cylinder | 4 | 4 |
| Inlet valve, mm | 35,0 | 33,0 |
| Exhaust valve, mm | 29,0 | 29,0 |
| Neck of the main bearing ∅ of a cranked shaft, mm | 70 | 65 |
| Connecting rod journals ∅ crankshaft, mm | 54 | 54 |
| Estimated fuel, ROZ | 98 | 98 |
| Fuel, ROZ | 91-98 | 91-98 |
| Engine management system | ME9.2.2 | MSD85 |
| EU emission standard | EURO 4 | EURO 4 |
| US emission standard | ULEVII | ULEVII |
BMW N63TU engine
In 2012, the engine was structurally updated and designated as − N63B44O1.
The biggest engine improvement N63B44O1 compared to its predecessor N63B44O0 is the latest technology for the formation of a mixture of TVDI (direct injection with turbocharging and variable valve stroke), which brings it closer to and. The new engine delivers better performance with reduced fuel consumption and reduced CO2 emissions.
The next updated version of the engine N63B44O2 was introduced in June 2015 on the new BMW 7 Series sedan.
This is an advanced 4.4-liter engine with TwinPower Turbo technology, with higher efficiency and improved efficiency, significantly reduced consumption and CO2 emissions.
The main innovations and innovations in the motor are:
- location in a V-shaped space between the cylinder rows of two Twin Scroll turbochargers with exhaust manifolds with flow separation from each row of cylinders (made using thin-walled casting technology);
- VALVETRONIC and Double-VANOS systems;
- an increase in the compression ratio from 10.0 to 10.5, due to which an increase in fuel efficiency was achieved;
- optimized cooling system with separate washing of the cylinder head and cylinder jackets;
- coolant pump;
- the intake system is partially integrated into the cylinder head;
Engine parameters BMW N63B44TU
| N63B44O1/O2 | N63B44 (M550i) | |
|---|---|---|
| Design | V8 | |
| Working volume, cc | 4395 | |
| The order of operation of the cylinders | 1-5-4-8-6-3-7-2 | |
| Cylinder diameter / piston stroke, mm | 89,0/88,3 | |
| Power l. With. (kW) at rpm | 449(330) 5500 — 6000 |
462(340) 5500 — 6000 |
| Regulator-limited speed, rpm | 6500 | — |
| Liter power kW/l | 75,1 | 77,3 |
| Torque N m at rpm | 650 1800 — 4500 |
650 1800 — 4750 |
| Compression ratio, ε | 10,0/10,5 | 10,5 |
| Number of valves per cylinder | 4 | |
| Estimated fuel, ROZ | 98 | |
| Fuel, ROZ | 91 — 98 | |
| CO2 emissions, g/km | 189-199 | 204 |
| Digital electronic engine management system | MEVD17.2.8 | — |
| Exhaust gas compliance | EURO 6 | |
The BMW N63 TU engine is used on:
- BMW 550i/550i xDrive F10
- BMW 550i GT/GT 550i xDrive F07
- BMW 750i/750iL F01/F02
- (B44O2)
On the basis of the H63 engine, BMW Motorsport created the M series for cars.
Engine structure
The structure of the BMW N63 engine
crankcase- a new design, made in a closed version with lowered walls made of aluminum alloy (Alusil) with reinforced cylinder liners. As with the N62, two bolts were used to fasten the main bearing caps and additional fastening to the walls.
cylinder head- with opposite placement of inlet and outlet channels. The nozzle and spark plug are located in the center of the combustion chamber. The cylinder head also has a built-in oil circuit check valve.
Crankshaft- The diameter of the main bearings of the crankshaft has been reduced from 70 mm to 65 mm in order to reduce weight, and the oil pump is driven by the crankshaft from the flywheel side, while the sprocket is directly integrated into the crankshaft.
Gas distribution mechanism- for the drive on each row of cylinders, a toothed sleeve chain of a new design with the same tensioners is used. Oil jets are built into the tensioner.
Camshaft- similar to that used on the M73 engine.
A - Inlet camshaft; B - Exhaust camshaft; 1 - Drive flange; 2 - Flats for a special device; 3 - Shaft pipe; 4 - Cam; 5 - Flange of the vacuum pump drive; 6 - Reference value of the camshaft sensor; 7 - Triple cam for high pressure pump drive; 8 - Turnkey place;
Stepless double VANOS- The charge change in the N63 engine is implemented using 4 valves per cylinder, driven by two camshafts located on top. The valve timing is controlled by both blocks of the continuously variable VANOS system. The VANOS units have the following adjustment angles:
- VANOS block on the intake side: 50° KV
- VANOS block on the exhaust side: 50° KV
The VANOS units in the N63 operate in the same way as those used in the N62, but the VANOS units in the N63 are missing some details, thereby optimizing their design. The blades of the VANOS block on the H63 engine are a single piece with the rotor.
Belt drive- double, equipped with a mechanical tension roller that provides the necessary tension to the V-ribbed belt. The air conditioning compressor is driven by an elastic belt tensioned by a new technology.
1 - Generator; 2 - V-ribbed belt; 3 - Coolant pump; 4 - Power steering pump; 5 - Tension roller; 6 - Vibration damper; 7 - Elastic belt; 8 - Air conditioning compressor;
crankcase ventilation- works on the principle implemented in the N54 engine. Each row of cylinders is equipped with a separate crankcase ventilation system.
1 - Throttle valve; 2 - Ventilation channel; 3 - Oil return; 4 - Crankcase cavity; 5 - Oil collector; 6 - Channel to the intake manifold; 7 - Pressure regulator; 8 - Oil separator; 9 - Oil drain;
Oil separator- for each row of cylinders, one labyrinth and four cyclone separators are built in, of which only three are used in the first version of the motor.
Due to the exhaust turbocharging system, the N63 engine, like the N54 engine, is equipped with a special crankcase ventilation.
Left - without turbocharger | Right - with turbocharger
A - Overpressure; B - Vacuum; C - Exhaust gases; D - Oil; E - crankcase gas;
1 - Air filter; 2 - Intake system; 3 - Oil separator; 4 - Oil drain; 5 - Ventilation channel; 6 - Crankcase; 7 - Oil collector; 8 - Drain channel / Channel of the drain oil pipeline; 9 - Turbocharger; 10 - Clean air pipeline; 11 - Wire to the clean air pipeline; 12 - Check valve intake manifold; 13 - Throttle valve; 14 - Check valve of the clean air pipeline; 15 - The pipeline to the intake manifold of the engine; 16 - Pressure throttle;
The N63 engine uses oil pump with adjustable volume flow. It is driven by the crankshaft from the flywheel side and is a pendulum vane pump, regulated by analogy with those installed on 6-cylinder engines.
Full flow oil filter mounted under the oil sump with built-in filter bypass valve.
Oil cools down in an air-oil heat exchanger. The oil cooler is located to the right of the cooling module.
N63 engine problems
Some malfunctions of the H63 motor:
- oil consumption: perhaps this is the most important disease of this power unit. After a run of 100,000 km, oil consumption increases. The reason is the weakened spring function of the ring (design miscalculation of engineers), high operating temperature;
- water hammer: the reason is in the piezo injectors (after a long engine downtime), which must be replaced with new ones with part number: 13538616079;
- misfiring: cause - spark plugs;
- excessive oil consumption: the reason is the weakened spring function of the ring;
The BMW N63 engine is an eight-cylinder engine from the automaker BMW, which replaced the BWM M60 and M62 engine series, with technical characteristics that meet the high requirements of the modern automotive industry. Designed according to the concept of "Efficient Dynamics", which implies a combination of economical operation of the engine and ease of driving. The N63B44 engine is the first mass-produced V8 biturbo from BMW. The atmospheric V8s that preceded it developed from 286 to 360 hp. And then the working volume decreased to 4.4 liters, and the power increased to 408 hp.
In an effort to create an energy-intensive and environmentally friendly engine, BMW is making sure steps, although it is not so easy to do so. This series can be safely called a new generation engine - a direct fuel injection system, and, noteworthy, two turbochargers located in the collapse of the cylinder blocks are an innovation first developed by BMW engineers.
For the N63, a new aluminum cylinder block was developed with a completely new lightweight crank mechanism. The cylinder heads have been redesigned with redesigned intake and exhaust ports. The diameter of the intake valves is 33.2 mm, exhaust 29 mm. N63 cylinder heads are equipped with an upgraded variable valve timing system on the intake and exhaust shafts Bi-VANOS / Dual-VANOS. The timing drive uses a toothed sleeve chain.
The turbocharging system is implemented using two Garrett MGT22S turbochargers, working in parallel and placed in the collapse of the block, the exhaust is also located there. The maximum boost pressure of N63 is 0.8 bar. The layout of turbochargers and main catalysts in the space between the cylinder banks (in the collapse of the V-shaped block) allows you to achieve a high level of power with an optimal layout and weight, as a result, the usual intake and exhaust manifolds have changed places. This arrangement allowed the use of larger diameter and shorter piping, minimizing pressure drop on both the air inlet and outlet sides.
However, this arrangement of exhaust manifolds has become a big problem for this engine: the space between the cylinder head, in which the exhaust is enclosed, heats up to 900 degrees Celsius. This temperature "boils" the oil and reduces the life of the main components of the N63 engine.
Control systemSiemensMSD85.
In 2012, the engine was upgraded and received the prefix TU to its name. The modified power plant uses pistons with a modified bottom, new connecting rods, and an adapted crankshaft. The cylinder head is designed to use the Valvetronic III intake valve lift system (as on the N55), as well as direct fuel injection (TVDI). N63TU camshafts are new compound. The VANOS variable valve timing system has also been modernized, its adjustment ranges have been expanded. The cooling system and oil supply have been improved, the inlet has been improved, the outlet has remained the same. The turbocharger pump wheel has been slightly modified. The engine management system has been replaced with Bosch MEVD17.2.8.
EngineN63B44
The engine has been in production since 2008 and has been used in several BMW vehicle ranges to date. The working volume of the cylinders is 4.4 liters (4395 cc) and the power is 402 hp. at 5500-6400 rpm. The torque is 600 Nm at 1750-4500 rpm. The maximum possible revolutions of the crankshaft of the engine are 7000 revolutions.
EnginebmwN63B44 is installed on cars with an index of 50i:
2008 - BMW X6 xDrive50i (E71 body)
2009 - BMW 750i/750Li sDrive/xDrive (F01/F02 body)
2011 - BMW X5 xDrive50i (E70 body)
2011 - BMW 550i sDrive/xDrive (F10/F11 body)
2012 - BMW 650i sDrive/xDrive (F12/F13 body)
EngineN63B44TU
The BMW N63B44TU engine is a 2012 modification, more powerful than the previous one - 450 hp at 5500 rpm. The gas distribution mechanism of the motor received a continuously variable Valvetronic valve lift system. Torque also increased and amounted to 650 Nm at 1750-4500 rpm.
EnginebmwN63B44TU is installed on cars with an index of 50i:
2013 - BMW 650i Gran Coupe (F12/F13 body)
2013 - BMW 750i/750Li sDrive/xDrive (F01/F02 body)
Based on the N63B44 engine, a sports turbocharged BMW S63 engine was created for the X6M, X5M, M6 and M5.
Motor problemsN63
Over 10 years of operation, experts and technicians have come to the conclusion that if you intend to buy a BMW with a biturbo "eight", it is better to immediately buy with a faulty engine. N63 has so many diseases that it will break down sooner or later. And here it is important not to overpay for a car with a "bouquet" of problems and malfunctions, the elimination of which is very expensive.
Oil consumption
There are different opinions among experts regarding the N63, they note the main problem of most BMW units - oil consumption. Based on the feedback from car owners, the new engine does not really lean on oil over the first 100 thousand kilometers, keeping within the declared consumption rates. But after the milestone of 100 thousand, the consumption increases markedly to an average of 1 liter per 1000 kilometers. The reason for the expense is valve stem seals, clogged oil drainage rings, shrunken compression rings, as well as turbines, crankcase ventilation, nozzles. Oil consumption diseases are typical for many turbo engines, among which is the N63 series of engines: the spring function of the ring is weakened - a common design miscalculation, this is the reason for the voracity of the N63. High operating temperatures, plus the use of “manufacturer-recommended” engine oils, accelerate coking of the piston grooves and provoke loss of ring mobility - the oil is successfully “squeezed” into the combustion chamber.
The second most common possible cause of "oil burner" is the material of the cylinder block. Alusil still suffers from childhood diseases in the form of corrosion and caverns. In this case, only replacing the block will help, otherwise up to 1 liter per 1000 km will go into such a cylinder.
Weak silumin block
The forced biturbo engine with a high operating temperature has an extremely heat-loaded silumin block, devoid of even a hint of a margin of safety. The threads of about every tenth block sometimes do not withstand re-tightening and the threads leak (the more mileage, the more likely, of course). There is a certain probability of cylinder head lifting during further operation in the event of further use of factory threads.
Valve stem seals
The oil seals of the pairs of cylinders closest to the engine shield (3-4 / 7-8) turn into plastic due to overheating in 3-4 years. The rest - a little later. Replacement of valve stem seals alone is successful in about one in ten cases. In addition, the seats of the intake and sometimes exhaust valves are overgrown with oil, which in the future, sooner or later, leads to a cylinder head overhaul.
fuel injectors
Piezo injectors manufactured by SIEMENS-VDO have been updated several times since their release only by serial number. On average, a new revision of injectors was released once a year, which is a lot even considering the inertia of a large manufacturer. All for the sake of trying to solve their main problem - a likely uncontrolled leak, leading to the so-called "water hammer", which simply bends the connecting rods.
This problem can befall BMW's biturbo G8 after a long period of inactivity, or a long release of pressure from the power system. For example, this is almost guaranteed to happen during overhauls, or even medium repairs, when the fuel line is disconnected for a long time. Once re-installed, the nozzles begin to “overflow” in an unpredictable pattern, within a few hours of re-commissioning. Mercedes, by the way, after the occurrence of similar problems with overflow, hastily switched to electromagnetic nozzles (which BMW itself, as expected, did in the latest models).
Candles
The spark plugs of the N63 engine are also a source of problems. This is the first BMW engine model with three spark plug revisions. It turned out that the candles are too fragile: the electrode can break off. In addition, at high pressure in the combustion chamber, the candles of the first samples are simply unable to “break through” the air-fuel mixture. Even brand new spark plugs out of the box can cause misfires. That is why, for M-motors, BOSCH produces reinforced candles in the same form factor. They are guaranteed to be normal.
injection pump
From 2008 to 2014, for the BMW N63 engine, three revisions of the BOSCH high-pressure fuel pump were produced. The pump itself does not cause any particular problems (if it doesn’t start to knock noticeably), it’s just that the car goes dumber and dumber, which is noticeable only when comparing the response (time / pressure) of a new pump and a pump with mileage. Replacing the model with a new one gives a sharper response to the gas and then it becomes obvious that the car has regained its lost agility. A strong recommendation is to replace the old injection pump with the current model. At the time of 2017, the cost of the latest pump revision under the recall action was reduced by 10 times relative to retail.
valvesVanos
Solenoid valves in the Vanos system tend to wedged when depressurized (disconnected). The second revision of the valve (released 10/2012) seems to be spared from such a problem. With patience, the valve can be forced to bleed or revived in a couple of weeks of daily operation in emergency mode.
MechanismsVanos
The VANOS mechanisms have so far been left unchanged by the manufacturer almost from the very beginning of production. The manufacturer does not seem to notice problems with them, which is expressed in the fact that over time and wear (and this is clearly visible from the “floated” adaptations), the plastic protective casing sometimes breaks off the mechanism, which is constantly boiled out in oil. Usually it breaks at the time of a cold start. The casing is chewed by the teeth of the chain drive, deformed and floats in the cylinder head. Or, worse, it shatters into pieces and clogs the oil receiver. Approximately every 10th N63 engine is already full of plastic tripe - pieces of the casing of the Vanos mechanism.
charge air pump
A common problem is a charge air cooling pump leak. This metal-plastic product works with temperatures up to 120 degrees and after being idle for a couple of weeks, it simply “shrinks” and begins to dig. Simply because seals that have not been moistened for a long time dry out. By the way, the second additional pump, if it is included in the package, has the same fate and problems.
Turbine
After 5-6 years of operation, the turbine loses its radial / axial centering and begins to pour chips, sliding it off the body. During the release, it has already been modified four times (new ones come even in a modified case). Every second car has an oil-filled intercooler and wet pipes.
Due to the location of the turbines in the collapse of the block, where the normal operating temperature reaches 300 degrees Celsius, engine oil “boils”, which is supplied to the turbine bearings and drained from the cartridge through thin-walled metal tubes. Recall that the boiling point of motor oils rarely exceeds 280 degrees. The oil simply cokes, clogs the pipes. Fresh oil simply begins to go into one of the parts of the turbine: it burns out in the exhaust or goes into the intake manifold elements.
The oil entering the intake manifold floods the pressure and temperature sensors, of which the N63 engine has four pieces (two on each side).
Consequences of high temperature
Everything that is constantly in contact with high temperatures is destroyed and cracked. For example, numerous vacuum tubes and pipes of the cooling system suffer from excessive heating. The plastic housings of turbine pressure reducing valves also crack.
throttle valve
The electromechanical throttles of the BMW N63 engine on a run of about 50-60 thousand km can begin to wedge. When jammed at low speed, the engine gets into emergency mode that cannot be switched off by anything except for a short-term removal of the battery terminal. A good harbinger of an emergency throttle condition is the nervous operation of the engine during warm-up. The characteristic jitter of the N63 motor may also indicate problems with the injectors.
Timing chain sprocket
The chain drive sprocket wears out in a few years: its teeth simply “eat up”.
Connecting rod bearings
BMW motors almost always had problems with connecting rod bearings. The manufacturer unsuccessfully calculates their strength and wear resistance, which ultimately results in an abundance of problems with the engine. The liners crank, especially against the background of oil changes at intervals of more than 8000 km. In this case, even branded BMW oil accumulates dirt that seeps under the liners. In general, the longer the oil change interval, the higher the chances of hearing the characteristic knock of the engine. For N63 engines in 2011, a revision of the crankshaft and all liners was released: connecting rod and main.
Piston group
In 2011, a modernized piston group was released, designed to not have a problem with coking of piston grooves and loss of ring properties.
It is difficult to avoid problems with the BMW N63 engine, especially with a sluggish plug mode of operation with an abundance of uncounted engine hours. Problems with BMW's twin-turbo V8 can be delayed. It is important to change the oil every 5-7 thousand km, fill only AI-98 gasoline, monitor the smoke and oil consumption.
contract motor price
Offers for used N63 engines with mileage are quite limited. The cost of this motor starts from 5000 rubles and rises to 8800 rubles.
The engine for your car you can on our website.
