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.
Engine BMW N63B44- BMW's first mass-produced product in the non-compact genre of a bi-turbo V-shaped gasoline engine. From atmospheric predecessors with a similar block, it was removed, depending on the firmware and the degree of "waste", from 286 to 360 hp. This time they removed 408 hp. 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 not all, of the 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 that's what I would like to express on this occasion in this connection, so as not to repeat to everyone personally, and now it would be possible just to give a link ...
1. A forced, compressed bi-turbo engine with a high operating temperature has ... a non-sleeved silumin block without 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. There is a certain probability of cylinder head lifting during further operation, in the case of further use of factory threads. Surprisingly, the "inflated" head rests on incomplete eight turns. A strong recommendation is a reinforced threaded fitting 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. Replacement of valve stem seals alone is successful in about one in ten cases.
Oil, in addition, overgrows the seats of the intake and sometimes exhaust valves, which in the future will still lead to a cylinder head overhaul ....
(In the photo, the caps are completely similar to those suffering from N52 ...) 
which in the future will still lead to a cylinder head overhaul ....
3. SIEMENS piezo injectors have been updated four (!) times since their release. On average, once a year. The last two revisions (261-XX) even come in a modified package. The fourth revision, which is currently relevant, is considered to be a seemingly successful attempt to solve the main problem - uncontrolled leakage (like injectors of the 138th series), leading to the so-called. in everyday life "water hammer" - in swallowed
cylinder(s) just bends the valve... The problem occurs most often after a long period of inactivity, or any pressure relief from the supply system(working pressure high pressure fuel pump from 50 to 200 atm). For example, during a major overhaul, when the fuel line is disconnected for a long time ... 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.
The last two revisions (261-XX) even come in a modified package.
4. Spark plugs - the first BMW model 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, it's just that the car goes dumber and dumber, which is only noticeable 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... 
7. The VANOS mechanisms themselves have so far been left unchanged by the manufacturer. However, as it wears out (and this is noticeable by 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 floats in the cylinder head ... Or, worse, it shatters into pieces and clogs the oil receiver ... Approximately every 10th engine is already full of plastic offal ... Strong recommendation - 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.
This is exactly the place where he draws the best oil in the world, "with all BMW approvals." And here is the same dirt, the same
additives falling out of the oil ... And this is not the worst case ... 
8. And more about pumps: a recently recognized disease is an additional pump leak, which, by the way, is located so well that 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 "shrinks" and begins to dig. Just because the seals "shrink". By the way, the second additional pump has the same fate and problems. Strong recommendation: forced replacement.
9. And even a bonus about pumps. Tricky question. How can one try to 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. In addition, it can be pumped normally for more than one hour, and if there is enough air, it scares the owner with terrible 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 will remind 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 lifetime of N63... As expected, 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, axial centering begins to pour shavings, clumsy hull ... 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: 
Good afternoon,
Everywhere I hear reviews about how bad the N63 was in the E70, they say it has a design miscalculation, because of which it constantly breaks down and often it comes to replacing the engine.
As for the N63TU, according to reviews, it has been slightly improved compared to the N63, but the meaning remains the same. I read more than once that a check engine popped up during the warranty period and everything ended with the replacement of the engine.
Also, my friend, the owner of one of the largest in Kiev, not the official BMW service, says the following - from the point of view of earnings, it’s good for me if you buy the F15 5.0i, but I don’t advise purely humanly, they say at best 60 thousand and our client.On the other hand, our family has an E70 4.8 of 2008 (as far as I understand with the N63), and from the moment it was bought new and until now, 70 thousand have already been driven, there have never been any questions with it (except for the consumption of 30 liters per computer But as I understand it, it takes into account the operation of the engine in traffic jams, so the real consumption is probably less). They just did scheduled maintenance and that's it.
My question is, is the N63TU a frankly low-quality engine with a design miscalculation, which at best will reach 60 thousand, and at worst will break even earlier?
Or a normal engine that will easily reach 100 thousand, just after passing all the scheduled maintenance?It would be especially interesting to hear the opinions of those who personally encountered these engines.
Click to reveal...
It was absolutely correct that they said above that on the e70 of the 8th year there was n62. The motor is really good, at one time I drove 130 tkm on it from zero. There was no oil as such, topping up between replacements (up to 1 liter) depended on how and how much I drowned in the car, and I always drowned from the heart. A couple of times in winter (-30 and below), oil was pressed through the dipstick (for someone through the filler neck) due to freezing of the ventilation breather, the problem was solved by warming the muzzle during cold weather, there were no other problems.
According to n63 and its modifications, its problem lies in two things: this is the layout of the engine and, as a result, overheating of everything that is in the collapse of the block, and the second is alusil. These two causes are exacerbated by burnt oil and the inept actions of the one who exploits it. Yes, n63tu was upgraded a bit, but not so radically that the above-mentioned sores went away. On my f16 n63tu (2 years, 20 tkm, oil consumption 0, oil change after 7 tkm or 200 m/h), I also initially thought about cold thermostats. However, having traveled for 10 days with the indications of the service menu on the tidy, I saw that in any modes (city, suburb, slow, fast) the oil temperature is in the range of 102-107 gr. (pictures from the tidy in the branch x6). For comparison, in the e71 (n55) and f25 (n52) that were simultaneously in the family at that time, the oil temperature under similar conditions was 110-115 gr. I understand that in the R6 there is nothing to bask in the collapse of the block due to its absence, unlike the V8, but nevertheless I was pleasantly surprised and have not changed the thermostat yet. Plus, the car has an extra. radiator in the bumper that comes with the speaker package.
N63 likes three things: not to stand in traffic jams, get systematically under the tail and a shortened oil change interval. And of course, in no case on an unheated engine should you press the slipper on the floor. There are a couple of friends who operate the e70 n63 from the salon, mileage for 80, no problems. Yes, there are similar examples on the forum. Therefore, it is necessary to listen more to the opinion of those who were / are its first owner, and not people who took frank trash on the cheap and are now blessed, and even more so those who never owned it, but poke links from the same lj. I do not want to say that it is problem-free, everything that is written, including in lj, has its place, but with a head-on approach, these problems can be reduced / eliminated and it is a pleasure to get pleasure from its dynamics. After all, it’s not for nothing that there is a phrase that the main problem with the n63 is that after it you won’t be able to drive any engine.
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