Engine BMW N63B44. - The first BMW mass product in the noncompact genre of the burbed V-shaped gasoline engine. With atmospheric precursors with a similar block, depending on the firmware and the degree of "parocility", from 286 to 360 hp This time removed 408 hp with a few pursed volume of 4.4 liters. Roughly we can assume that at 408 hp Useful power, the same power flies into the pipe and something so so also dissipates in the cooling system ... from here and many grow, but not all problems of this motor. Catalyst with a catcollectser Engineers fit straight into the collapse of the block. The temperature of this heaters reaches 900 degrees Celsius, with the actual absence of forced ventilation. Motor compartmentBesides, extremely close. Totally agree last year We repaired several dozen of such engines and they were specifically swapped (some dealers have barely repaired several pieces for the same period, but they are scared them no less). And so that I wanted to express about this in this regard, so as not to repeat each personally and it would be possible to just give a link ...

1.Usigned, teada bi turbocharged engine with high working temperature It has ... a ungilent silicone block without a hint of safety margin. Threads of about each tenth block sometimes do not even withstand even re-tightening And threads flow. There is a certain probability of lifting the GBC in the process of further operation, in the event of further use of the factory thread. It's amazing that "supervised" head holds on incomplete eight turns. The urgent recommendation is a strengthened threaded fitting at the slightest sign of weak thread.

2. The milling caps near the motor pair of cylinders turn into plastic already in 3-4 years. Replacing only masonry Caps Successful approximately in one of ten cases.
Butter, besides, the intake saddles are overgrown, and sometimes the exhaust valves, which will still lead to the bulkhead of the GBC ....
(In the photo of the caps are completely similar to those who suffer from N52 ...)


that in the future will still lead to the bulkhead of the GBC ....

3. The use of Siemens from the moment of release has already been updated four (!) Times. On average - once a year. The last two revisions (261-XX) are even in a modified corps. The fourth, current revision currently, is considered to be a successful attempt to solve the main problem - uncontrolled leakage (as the nozzles of the 138th series) leading to the so-called. in the use of "hydroudar" - in the lumpy
The cylinder (-s) is simply opposing the valve ... The problem occurs most often after a long idleness without movement, or any pressure removal from the power system (Operating pressure TNVD from 50 to 200 atm). For example, with overhaul, when the fuel line is disconnected for a long time ... Mercedes, by the way, after the occurrence of similar problems with overflow, hastily moved to electromagnetic nozzles. The urgent recommendation is the prophylactic replacement of the entire set on the current model.


The last two revisions (261-XX) are even in a modified corps.

4. Ignitions are the first BMW model, with three (!) Audits of spark plugs. First motor BMW.where Bosch's candle is really "blowing".
Understanding: Candles "/// M series, or an alternative analogue, in the case of another unsuccessful party ...

5. In the moment of 2014, the third revision of the BOSCH production increase is relevant. The pump itself does not deliver special problems, just the car rides everything dumber and dumber, which is noticeable only when comparing the response (time / pressure) of the new pump and pump with mileage. Replacing the model to a new one, gives a more acute response to gas and becomes obvious that the machine has gained lost ability. The urgent recommendation is replacing the current model.

6. Instrutential (along with the BMW N52 model) Vanos valves property from BMW - tweaking when dumping pressure (disconnection). The second revision of the valve (from 10/2012) seems to be delivered from such a problem. If you are patient, the valve can be pumped and revived in a couple of weeks of daily operation. The question will be enough for a long time ...

7. The Vanos mechanisms are still left by the manufacturer without changes. However, as wear is used (and this is noticeable by flooding adaptations), at the time of the next "empty" launch, when the mechanism shakes greatly, a plastic protective cap bursts with it. The casing is checked with a chain drive teeth, it is deformed in hot oil and swims into the GBC ... Or, what's worse, scatters on the pieces and scores the oil worker ... Approximately every 10th engine is already full of plastic climb ... the urgent recommendation is replacement.

The casing is checked by teeth of the drive of the chain, deformed and swims into the GBC ...

Or, what's worse and more often, scattered into pieces and scores the oil worker ...

By the way, about Maslonasos: the third revision of this is already on the horse important device. Irrenestly recommend to install a new sample when repairing.

That's just the place where it draws the world's best oil in the world, "with all BMW tolerances." And this is the dirt, the very
falling out of oil additives ... and this is not the most terrible case ...

8. And about the pumps: the recently recognized disease is to flow the additional pump, which, by the way, is so successfully located that completely flooded the generator. This metal-plastic product works with temperatures under 120 degrees and after detention (idle) for a couple of weeks "shanks" and begins to pour. Just because the seals are "quiet". By the way, the same fate and the problems of the second extra pump. Current Recommendation: Forced replacement.

9. And even another bonus about pumps. Tricky question. What attempt can you make a reliable compact pump for cooling turbines? BMW is trying for the fifth time. Turbine pump on this motor is almost a consumable. In addition, it may normally pump out for no one hour and in case there is enough air, scares the owner with terrible sounds from under the hood.
Current 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 about the existence of such an interesting thing in the generator, like "Tablet". Voltage regulator ... Sometimes without warning, with a low battery level, the BSD bus is increasing - most often - a chronically buggy level sensor and oil level. In half cases, gets and the block itself, which the company alterated 12 times ... Recommendation - replacement and generator bulkhead at least about the actual wear of the brushes.

11. The act even curious becomes: from what time the BMW will finish such an incredibly complex knot, like the "gas pedal, electronic". The game has already ninth (!) Revision for 13 years and about fifth in the life of N63 ... It is expected to refuse almost every machine. Recommendation - Preventive replacement.

12. The machine is excellent for reliability. Mechanical node: turbine. After 5-6 years of operation loses the shore, the axial center starts to pour into the chips, the core ... well, or fabulously smoke if the screw.
During the release, it was modified four times. Each second machine has an intercooler and wet nozzles flooded. Recommendation - Replacement or repair.

Over time, a whole turbine cemetery accumulates from N63:

Engine BMW. N63 - an eight-cylinder motor from the BMW automaker, which has replaced the BWM M60 and M62 engines series, with technical characteristics meet the high requirements of modern auto industry. Developed according to the concept of "Efficient Dynamics", which implies a combination of engine operation efficiency and convenience in driving a car. Motor N63B44 is the first mass BMW bulging V8. Preceded atmospheric V8 having developed from 286 to 360 hp And then the working volume has decreased to 4.4 liters, and the capacity has grown to 408 hp.

In the desire to create an energy-intensive and eco-friendly engine BMW makes confident steps, although it is not so easy to do. This series You can safely call the engine of the new generation - the system direct injection Fuel, and, noteworthy, two turbocharger placed in the collapse of cylinder blocks are an innovation for the first time developed by BMW engineers.

For N63, a new aluminum block of cylinders was developed with a fully new slight crank mechanism. The heads of the cylinder block are renovated, with the modified location of intake and outline channels. The inlet valve diameter of 33.2 mm, graduation 29 mm. The GBC N63 is equipped with an upgraded system for changing the phases of gas distribution on intake and graduation rates of Bi-Vanos / Dual-Vanos. A gear chain is used in the TRG drive.

The turbocharging system is implemented using two Garrett MGT22S turbocharger, working in parallel and placed in the collapse of the block, the release is also located there. Maximum pressure Adjusting N63 - 0.8 bar. Layout of turbocharger and basic catalysts in space between rows of cylinders (in the collapse of the V-shaped block) allows you to achieve high level Power with optimal layout and mass, as a result - changed seats familiar intake and exhaust manifolds. Such a location made it possible to use pipelines of the larger diameter and less length, as a result of which the pressure drop is minimized both on the air intake side and on the output side.

However, this arrangement of exhaust collectors has become a big problem of this engine: the space between the GBC in which the release is concluded, it is warm up to 900 degrees Celsius. Such a temperature "boil" oil and reduces the service life of the main nodes of the N63 engine.

Control systemSiemens.MSD85.

In 2012, the engine was modernized and to his name received the TU console. In modified power installation Pistons with a modified bottom, new connecting rods, adapted crankshaft are applied. The GBC is designed to use the Valvetronic III intake lifting elevation system (as on N55), as well as direct fuel injection (TVDI). N63TU camshafts are new components. The system of changing the Vanos gas distribution phases is also upgraded, its adjustment ranges are expanded. The cooling and oil supply system has been finalized, the inlet has been modified, the release remained the same. The turbocharger pumping wheel is somewhat modified. The engine control system is replaced by Bosch MEVD17.2.8.

EngineN63.B44.

The engine is made since 2008 and is used in several model ranks bMW cars Until now. Operating volume of cylinders 4.4 liters (4395 cubic meters) and power 402 hp With 5500-6400 revolutions per minute. The torque is 600 nm at 1750-4500 revolutions per minute. Maximum possible revs crankshaft The engine is 7000 revolutions.

EngineBMW.N63.B44 is installed on cars with index 50i:

2008 - BMW X6 xDrive50i (Body E71)

2009 - BMW 750i / 750li SDRIVE / XDrive (Body F01 / F02)

2011 - BMW X5 XDrive50i (Body E70)

2011 - BMW 550i sdrive / xDrive (Body F10 / F11)

2012 - BMW 650i sdrive / xDrive (Body F12 / F13)

EngineN63.B44.Tu.

Engine BMW N63B44TU - 2012 modification, more powerful than the previous one - 450 hp at 5,500 revolutions per minute. The motor distribution mechanism of the motor received a stepless system of changing valve lifting valves Valvetronic. The torque also increased and amounted to 650 nm at 1750-4500 revolutions per minute.

EngineBMW.N63.B44.TU is installed on cars with index 50i:

2013 - BMW 650i Gran Coupe (Body F12 / F13)

2013 - BMW 750i / 750li sdrive / xDrive (Body F01 / F02)

On the basis of the engine N63B44, a sports turbocharged Motor BMW S63 was created, for x6m, x5m, m6 and m5.

Motor problemsN63.

For 10 years of operation, experts and technical experts have come to the opinion that with the intention to buy BMW with a burbed "eight" better to immediately buy with a faulty motor. Diseases at N63 so much that it will break sooner or later. And here it is important not to overpay for a car with a "bouquet" of problems and faults, the elimination of which is very expensive.

Oil consumption

Among the experts are different opinions regarding N63, celebrate main problem Most BMW aggregates - oil consumption. Based on auto owners new engine During the first 100 thousand kilometers, it does not particularly lie on the oil, stacked in the claimed expenditure norms. But after the turn of 100 thousand, the flow rate increases on average to 1 l per 1000 km of mileage. Currency Cost - Outlet Caps, Crashing Oil Rings Rings, Sorted Compression Rings, as well as turbines, Carter ventilation, nozzles. Oil flowry diseases are characteristic of many turbo engines, among which also series of engines N63: the spring function of the ring is weakened - the usual constructive miscalculation, this is the cause of voraciousness N63. High operating temperature, plus the use of "recommended by the manufacturer" motor oils, accelerate the coking of the piston grooves and provoke the loss of mobility rings - the oil is successfully "live" into the combustion chamber.

Second on prevalence possible reason "Mased" is the material of the cylinder block. "Alusil" still suffers from childhood diseases in the form of corrosion, the formation of a cavern. In this case, only the replacement of the block will also help otherwise in such a cylinder will leave up to 1 liter per 1000 km.

Weak silhoune block

The forced burbed engine with a high operating temperature has an extremely thermally loaded silhoune block, devoid of and hint at the margin of safety. Threads of about each tenth block sometimes do not stand re-tightening and threads flow (than more mileageThe greater the probability, of course). There is a certain probability of lifting the GBC in the process of further operation in the event of the further use of the factory thread.

Valve stem seals

The oil-gauge caps of the Motor Shield of Cylinder Cylinders (3-4 / 7-8) due to overheating are converted into plastics for 3-4 years. The rest are somewhat later. The replacement of only oil-challenged caps is successful in approximately one of the ten cases. Butter, besides, the intake saddles are borne, and sometimes exhaust valves, which will still be sooner or later leads to the bulkhead of the GBC.

Fuel injectors

Siemens-VDO piezo-forming, since the release was updated several times only at the factory number. On average, the new revision of the nozzles took place once a year, which is much even taking into account the inertia of a large manufacturer. All for the sake of attempts to solve their main problem - the likely uncontrolled leakage, leading to the so-called "hydroudar", because of which the connecting rods are simply oppressed.

This problem may comprehend the bmw burbed "eight" after a long downtime without movement, or long-term pressure removal from the power system. For example, it is almost guaranteed when overhaul, or even repairs, when the fuel line is disconnected for a long time. After re-installation, the nozzles begin to "overflow" in an unpredictable algorithm, within a few hours after repeated commissioning. Mercedes, by the way, after the occurrence of similar problems with the overflow, hastily switched to electromagnetic nozzles (which in the last models was expected and BMW itself).

Candles

Motor spark plugs N63 are also a source of problems. This is the first model of the BMW engine with three ignition revisions. It turned out that the candles are too fragile: the electrode can roll out. In addition, at high pressure in the combustion chamber, the candles of the first samples are simply unable to "break through" the fuel and air mixture. Ignition passages can even give completely new candles out of the box. That is why, for M-motors, Bosch produces reinforced candles in the same form factor. They are guaranteed normal.

TNVD

From 2008 to 2014, three revisions of the Bosch production were produced for the BMW N63 motor. The pump itself does not deliver special problems (if it does not begin to knock noticeably), just the car rides everything dumber and dumber, which is noticeable only when comparing the response (time / pressure) of the new pump and pump with mileage. Replacing the model to a new one gives a more acute gas response and then it becomes apparent that the car has gained lost ability. The urgent recommendation is replacing the old TNVD to the current model. At the time of 2017, the cost of the most recent audit revision on the recall shares is reduced 10 times relative to retail.

ValvesVanos.

Solenagnetic valves of the Vanos system are typical of the pressure drop in pressure (disconnection). The second revision of the valve (released 10/2012) seems to be delivered from such a problem. If you are patient, the valve can be pumped forced or revitalize in a couple of days of daily operation in emergency mode.

MechanismsVanos.

Vanos mechanisms are still left by the manufacturer without changes almost from the very beginning of production. The manufacturer seems to not notice the problems with them, which is expressed in the fact that over time and wear (and this is well noticeable on the "floating" adaptation) from the mechanism sometimes breaks the plastic protective cover, which is constantly digested in oil. Usually it breaks at the time of the cold start. The casing is checked by teeth of the chain drive, is deformed and sails into the GBC. Or, what's worse, scatter on the pieces and scores the oil worker. Approximately every 10th engine N63 is already entire full of plastic desira - pieces of casing of the Vanos mechanism.

Advance Air Cooling Pump

A common problem is to flow the pump cooling pump. This metal-plastic product works with temperatures up to 120 degrees and after downtime during a couple of weeks trite "swelling", begins to pinch. Just because the protected sustainable seals are silent. By the way, the same fate and problems in the second additional pump, if it is presented in the configuration.

Turbine

After 5-6 years of operation, the turbine is lost by the radial / axial center starts to pour chip, reproaching it from the case. During the release, four times was modified (new go even in a modified corps). Each second machine has an intercooler and wet nozzles flooded.

Due to the location of the turbines in the block collapse, where the normal operating temperature reaches 300 degrees Celsius, the engine oil is "boiled", which is supplied to the turbine bearings and merges from the cartridge on thin-walled metal tubes. Recall, the boiling point of motor oils rarely exceeds 280 degrees. Oil is simply clogged, clogs the tubes. Fresh oil just begins to go into one of the parts of the turbine: burns in the release or goes into the elements of the intake manifold.

The oil falls into the intake manifold fills the pressure and temperature sensors, which the Motor N63 has four pieces (two each side).

The effects of high temperature

All that constantly comes into contact with high temperatures, collapsed and dissipated. For example, numerous vacuum tubes and cooling system nozzles suffer from excess heating. Plastic casing of reducing valves of turbines is also cracking.

Throttle valve

Electromechanical chokes of the BMW N63 motor on mileage of about 50-60 thousand km can start twisted. When jamming in a small run, the engine rises into an unconnected anything, except for short-term removal of the battery terminal, emergency mode. A good harbinger of the emergency choke state is the nervous operation of the engine when warming up. The characteristic jitter of the N63 motor may indicate problems with nozzles.

Archor chain timing

A stereoral of the chain drive is wears over a few years: her teeth simply "eats".

Skeeping inserts

BMW motors almost always had problems with connecting rod liners. The manufacturer unsuccessfully calculates their strength and wear resistance, which is eventually expressed in the abundance of engine problems. The liners turns, especially against the background of changing the oil at intervals of more than 8000 km. In this case, even the company bMW oil The dirt is accumulated, which leaks under the liners. In general, the longer the oil change interval, the higher the chances of hearing a characteristic bracket of the engine. For Motors N63 In 2011, the crankshaft revision and all inserts were released: connecting rod and indigenous.

Piston group

In 2011, an upgraded piston group was released, designed not to have a problem with the encryption of piston grooves and the loss of the rings properties.

With the BMW N63 motor, it is difficult to avoid problems, especially with sluggish cork mode with an abundance of unsolved motorcycles. The BMW burg-billed V8 problems can be delayed. It is important to change the oil every 5-7 thousand km, refuel only gasoline AI-98, follow the smallery and oil consumption.

Cost of contract motor

Suggestions for used N63 engines with mileage rather limited. The cost of this motor starts with 5,000 rubles and rises to 8800 rubles.

Engine for your car you can on our website.

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The exhaust manifold and the turbocharger are located between the cylinder blocks, and intake manifolds are located on the outside of the engine, which reduced the distance from 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-water intercooler, which is more effective in contrast to the standard air and provides a short air path.

Engine feature BMW N63

On the N63, for the first time began to use the technology that was not previously used in the BMW engines:

• gas distribution mechanism with a new toothed sleeve chain;
• belt drive is used new system Tension of elastic belt
  actuator air conditioner compressor;
• in the cooling system, for the first time, in addition to the usual cooling fluid pump, an additional electric coolant pump is used. In addition, for the first time, the so-called indirect cooling of adequate air, where the abandoned air is cooled with liquid;

The following components and innovations are specifically developed for the H63 engine:

• cylinder head cover, cylinder head, block cartridge and oil bath got a new design. The feature of the head of the cylinder block consists of intake and exhaust channels that were changed in places;
• the design of the crank-connecting mechanism is designed for higher power, and at the same time it was very important to reduce the mass of the structure;
  Instead of the ValveTronic system, a Vanos system is used;
• an oil pump with adjustable volume flow is used;
  Due to the location of the supercharger in space between rows of cylinders and indirect cooling
• advanced air The inlet and output system of og received a new layout;
• a two-stage vacuum pump similar to the N62 used in the engine is used;
  Engine control unit and new lambda probes;

The N63 uses a biturbone and high-precision injection system (HPI) using a homogeneous mixture similar to those that are used on the N54 engine. Pump design high pressure In many respects, it looks like this as on the engine N43.

Engine BMW N63B44.

The first version of the engine is indicated as - N63B44 O0.. This basic version was produced from 2008 to 2013 and was established on:

Engine Characteristics BMW N63 B44

Comparison of parameters of 4.8-liter N62 with 4.4-liter N63. Compared to its predecessor, the engine H63 has an increased total capacity and best characteristics torque:

Engine BMW N63TU.

In 2012, the engine was constructively updated and indicated as - N63B44O1.

The biggest improvement of the motor N63B44O1 compared with the predecessor N63B44O0. is the newest technology for the formation of a TVDI mixture (direct injection with turbocharging and variable valve strokes), which brings it closer to and. The new engine has the best performance features with a reduced fuel consumption and a reduced CO2 emission.

Next updated version Engine N63B44O2.was presented in June 2015 on the new sedan BMW 7 series.

This is an advanced 4,4-liter motor with tWINPOWER technology Turbo, with higher efficiency and improved efficiency of efficiently reduced consumption and CO2 emissions level.

The main innovations and innovations in the motor is:

• the location in the V-shaped space between the rows of cylinders of two turbocharger type TWIN SCROLL with exhaust manifiers with a flow separation from each row of cylinders (performed using thin-walled casting technology);
• valvetronic and Double-Vanos systems;
• an increase in compression ratio from 10.0 to 10.5 thanks to which the fuel efficiency has been reached;
• optimized cooling system with separate cleaning of Cylinders and cylinder shirts;
• coolant pump;
• the intake system is partially integrated into the cylinder head;

Engine Parameters BMW N63B44TU

BMW engine N63 TU applies to:

• BMW 550i / 550i xDrive F10
• BMW 550i GT / GT 550i xDrive F07
• BMW 750i / 750IL F01 / F02
• (B44O2)

Based on the engine H63, the BMW Motorsport division created for cars M series.
Engine structure

BMW N63 engine structure

Block Carter - a new design made in a closed version with lowered aluminum alloy walls (Alusil) with enhanced cylinder sleeves. Like N62, two bolts of fixing the covers of the indigenous bearings were applied and additional fastening To walls.

Head block cylinder - with the opposite placement of intake and exhaust channels. The nozzle and the ignition candle are located in the center of the combustion chamber. The CCC also built in the oil circuit check valve.

Crankshaft - The diameter of the native crankshaft bearings was reduced from 70 mm to 65 mm in order to reduce the mass, and the oil pump drive is carried out crankshaft From the flywheel side, at the same time the asterisk is directly embedded in the crankshaft.

Gas distribution mechanism - To drive on each row of cylinders, a toothed sleeve chain of a new design with the same tensioners is applied. Oil nozzles are built into the tensioner.

Camshaft - Similar to the M73 used on the engine.

A - camshaft inlet valves; B - camshaft of exhaust valves; 1 - drive flange; 2 - Lyas for a special device; 3 - Truck shaft; 4 - cam; 5 - Drive Flange vacuum pump; 6 - the reference value of the camshaft sensor; 7 - Triple cam for high pressure pump; 8 - turnkey place;

Continuous double Vanos. - the charge change in the engine N63 is implemented using 4 valves per cylinder driven by two above distributive treals. Phases of gas distribution are controlled by both blocks of stepless systems Vanos.. Vanos system blocks have the following adjustment angles:

• vanos block on the side of the intake: 50 ° KV
• vanos block on release side: 50 ° KV

The blocks of the VANOS system in N63 on the principle of operation of the same one that is used on the N62, but in the blocks of the VANOS system on N63 there are no some details, due to which their design is optimized. The vanos block blades of the VANOS engine H63 are a single part with a rotor.

Belt drive - Double, equipped with a mechanical tensioner roller, providing the necessary tension of the polycliner belt. The air conditioner compressor is driven by an elastic strap, stretched over the new technology.

1 - generator; 2 - polyclinic belt; 3 - coolant pump; 4 - steering hydraulic power pump; five - Tension roller; 6 - Dramper vibrations; 7 - elastic belt; 8 - air conditioning compressor;

Engine crankcase ventilation - Works on the principle implemented in the N54 engine. Each series of cylinders is equipped with a separate crankcase ventilation system.

1 - throttle; 2 - ventilation channel; 3 - refund; 4 - Carter cavity; 5 - oil collector; 6 - channel to inlet collector; 7 - pressure regulator; 8 - oil separator; 9 - Stock Oil;

Oil separator - For each row of cylinders, one labyrinth and four cyclone separators are built into, of which only three are used in the first version of the motor.

Because of the turbocharge system, the engine N63, as well as the N54 engine, is equipped with a special system carter ventilation.

Left - without turbocharger | Right - with turbocharger
A - overpressure; B - vacuum; C - spent gases; D - oil; E - Cartar gas;
1 — Air filter; 2 - inlet system; 3 - oil separator; 4 - oil drops; 5 - ventilation channel; 6 - Carter cavity; 7 - oil collector; 8 - drain channel / Channel of drain oil; 9 - turbocharger; 10 - pure air pipeline; 11 - wire to the pure air pipeline; 12 - check valve intake manifold; 13 - throttle; 14 - check valve of the pure air pipeline; 15 - pipeline to the intake manifold engine; 16 - pressure throttle;

In Engine N63 applies oil pump with adjustable volume flow. It is powered by a crankshaft from the flywheel and is a pendulum open pump adjustable by analogy with the 6-cylinder engines installed.

Four-way oil filter Mounted under the oil pallet with a built-in filter valve valve.

Butter cooled In the air-oil heat exchanger. Oil radiator is located to the right of the cooling module.

Motor problems N63.

Some malfunctions of the H63 motor:

• oil consumption: perhaps this most main disease This power unit. After the run in 100,000 km, the oil consumption increases. The reason is weakened by the spring function of the ring (constructive miscalculation of engineers), high operating temperature;
• hydroat: Cause - in piezoquorms (after a long engine idle), which need to be replaced with new part numbers: 13538616079;
• ignition Pass: Reason - Ignition Candles;
• oil overflow: Cause - Spring Ring Function Released;

Engine BMW N63B44 / N63TU

Engine characteristics N63B44 / N63TU

Reliability, problems and repair of the engine BMW N63B44

First turbocharged engine BMW In the configuration V8, it was published in 2008 in order to replace the atmospheric N62B48. For N63, a new aluminum block of cylinders was developed with a fully new slight crank mechanism.
The heads of the cylinder block are renovated, with the modified location of intake and outline channels. The inlet valve diameter of 33.2 mm, graduation 29 mm. The GBC N63 is equipped with an upgraded system for changing the phases of gas distribution on intake and graduation rates of Bi-Vanos / Dual-Vanos. Characteristics of standard BMW N63 camshafts: Phase 231/231, lifting 8.8 / 8.8 mm.In the TRG drive, a new gear sleeve chain is used.
The turbocharging system is implemented using two Garrett MGT22S turbocharger, working in parallel and placed in the collapse of the block, the release is also located there. Maximum pressurization pressure N63 - 0.8 bar.
Siemens MSD85 Management System.
In 2012, the engine was modernized and to his name received the TU console. In the finalified power installation, pistons with a changed bottom, new connecting rods, adapted crankshaft are applied. The GBC is designed to use the Valvetronic III intake lifting elevation system (as on N55), as well as direct fuel injection (TVDI). N63TU camshafts are new components, their characteristics: phase 260/252, lift 8.8 / 9.0 mm. The system of changing the VANOS gas distribution phases is also upgraded, its adjustment ranges are expanded: 70 ° inlet (was 50 °), release 55 ° (was 50 °). The cooling and oil supply system has been finalized, the inlet has been modified, the release remained the same. The turbocharger pumping wheel is somewhat modified. The engine control system is replaced by Bosch MEVD17.2.8.

The following modification was launched in production in 2015 and received the N63B44O2 index or the more familiar designation N63TU2. First car with this force aggregate There was a BMW 750i G11.
The differences between N63TU2 from N63TU are concluded in new pistons for the compression ratio of 10.5 (it was 10.0) with modified oiling rings, oilballs were replaced, another oil pump was installed, oil pan, their own skeeping insertsA little relieved flywheel (0.5 kg). In addition, it is used lightweight for 1.5 kg of CFC with changed oil channels and valves with chrome rods, slightly modified head gaskets. The Vanos adjustment range on the release is extended from 55 ° to 66 °. The intake and exhaust manifolds are also new, the TNLD is adapted, the cooling system is completely changed, and the turbocharger is replaced by Twin-Scroll MgT2256DSL. Manages all this iron Bosch DME 8.8.0.

On this company BMW I did not stop and in 2018 the following vision of this motor called N63TU3 came out. These motors are in two versions: N63B44M3 and N63B44T3.
The first is developing 462 hp, the second - 530 hp
The N63B44M3 engine differs from N63TU2 modified heads, oil-dialing rings and oil-gauge caps, S63TU2 rods, exhaust camshafts from S63TU4, a modified timing chain, new TNVD and nozzles, DME 8.8T.0 control unit., And the turbocharger remained from N63TU2, but now there is now Overbust function when power rises to 490 hp
Version N63B44T3 has more differences from N62TU2, consider them. There are new pistons and oil-giving rings, their indigenous bearings, overbalanced crankshafts, the connecting rods from S63TU4 and the exhaust camshaft from it, the heads are the same as N63B44M3. Also improved the timing chain, oil-giving caps, new fuel pump and nozzles, their candles and ignition coils, enlarged turbines, and the DME 8.8T.0 EBU.

Power units N63, N63TU, N63TU2 and N63TU3 were used onbMW cars with index 50i.
On the basis of the engine N63B44, a sports turbocharged Motor BMW S63 was created, for x6m, x5m, m6 and m5.

Motor modifications BMW N63

1. N63B44O0 (2008 - 2014 G.V.) - Basic version with a capacity of 408 hp At 5500-6400 rpm, torque is 600 nm at 1750-4500 rpm.
2. N63B44O1 (2012 - 2018) - the final modification of the N63TU, the list of changes see above. Power 450 hp At 5500-6000 rpm, torque is 650 nm at 2000-4500 rpm.
3. N63B44O2 (2015 - 2019) - version N63TU2 for 550i G30 and 750i G11 / G12. Differences from N63TU are painted above.
4. N63B44M3 (2018 - N.V.) - N63TU3 variation on 462 hp At 5250-6000 rpm, torque is 650 nm at 1500-4750 rpm.
5. N63B44T3 (2018 - N.V.) is the same N63TU3, but with a number of modifications (which is written slightly above). Power 530 hp At 5500-6000 rpm, a moment is 750 nm at 1800-4600 rpm.

Problems and disadvantages of BMW N63 engines

1. Zhor oil. This problem is connected with the encryption of piston grooves and the loss of the rings properties, and the malfunction can manifest itself on motors with a mileage of 50+ thousand km. Exit: overhaul with a replacement of piston rings.
2. Hydroat. This trouble may happen after a long downtime of the motor, the reason in unsuccessful piezo-forming, which have repeatedly changed during the production of N63B44. So that the problems do not happen, you need to replace the nozzles to the last revision.
3. ignition passage. The root of evil here is the spark plug here, the problem is solved by replacing them on candles from the sports M-series.
In addition, high oil consumption can cause corrosion of alusyl, in which case the cylinder block will have to be changed. Not too successful the location of the turbines between the series of cylinders provides a high concentration of heat transfer in the collapse of the block, where the main mains of Maslopodachi turbines are held. As a result, the tube is covered, the oil does not come, the turbines die. From elevated temperature, vacuum tubes, cooling tubes, and so on are also affected.
For the successful and most trouble-free operation of the N63 engine, it is necessary to constantly monitor its condition and regularly undergo maintenance. With this approach, you can quickly change unsuccessful nodes on fresh models and slightly protect yourself from serious problems.

Engine tuning BMW N63

Chip tuning

Ways to increase power on the N63 are quite simple, these are familiar Stage 1 or Stage 2. The usual firmware in Stage 1 by means of BMS JB4 will increase the capacity of +/- 30 hp The firmware in Stage 2, together with the replacement of downpappa, will give another 30 hp, which in the amount will provide a very substantial increase and significantly improve the dynamic indicators of the car for adequate money. A little more horses (about 20) can be added by installing a modified intake and other intercoolers (DINAN for example).
Chip tuning N63TU2 and N63B44M3 has a greater potential and on the firmware they show about 550 hp. and more than 800 nm of torque. The downpipe will be about 600 hp.
The maximum increase can be obtained at 850i and other vehicles with N63TU3 (N63B44T3). Here on the chip you can get about 680 hp And torque 850 nm. With downpipe, achieve up to 700 hp, and the moment will increase to almost 900 nm.

Engine BMW N63B44. - First BMW mass product in the noncompact genre of burbed V-shaped gasoline engine. With atmospheric precursors, possessing in essence, the similar block was removed, depending on the firmware and the degree of "parocility", from 286 to 360 hp. This time was removed 408 hp, but with a few pursed volume of 4.4 liters. Roughly we can assume that at 408 hp Useful power, the same power flies into the pipe and something so so also dissipates in the cooling system ... From here, many grow up, but not all problems of this motor. Catalyst with a catcollectser Engineers fit straight into the collapse of the block. The temperature of this heaters reaches 900 degrees Celsius, with the actual absence of forced ventilation. Motor compartment, besides, extremely close. Only over the past year, we repaired several dozen such engines and they are specifically swapped (some dealers for the same period barely repaired several pieces, but they scared them no less). And so that I wanted to express about this and in this regard, so as not to repeat each personally and it would be possible to just give a link ...

0.For with a zero point goes all the problems of this engine associated with oil, on which it actually falls into repairs on the Moscow mileage 40-60 TCM. and age 4-5 years. Cause of circulation - oil consumption on average 1 l per 1000 km of mileage. Currency Currency - Outlet Caps, Crashing Maslodes, Sorted Compression Rings. All this is many times outlined here and explained earlier. And now we turn to the main topic of the article: to the specific problems of the engine BMW N63B44 and the peculiarities of their repair.

1.Forced, the adugable burbed engine with a high operating temperature has a ... ungilent, but an extremely thermally loaded silhumine block is deprived of a hint of safety margin. Threads of about each tenth block sometimes do not even withstand even re-tightening and threads flow. The bolts are almost indistinguishable from new - geometry remains factory. There is practically no meaning to change their "technology". This generally looks like a rudiment of the cast iron era - it seems to be a new tightening only on new bolts ... Better look like a carving gets out with a bolt (see photo). There is a certain probability of lifting the GBC in the process of further operation, in the event of further use of the factory thread. Surprisingly, "supervised" on 0.2 bar head holds on incomplete eight turns. The urgent recommendation is a strengthened threaded fitting over the entire cylinder block with the slightest sign of weak thread.

2. The milling caps near the motor pair of cylinders turn into plastic already in 3-4 years. The rest are a little later. The replacement of only oil-challenged caps is successful in approximately one of the ten cases. Butter, besides, the intake saddles are overgrown, and sometimes the exhaust valves, which in the future still sooner or later leads to the bulkhead of the GBC ....
(In the photo of the caps are completely similar to those who suffer from N52 ... (new / old))


that in the future will still lead to the bulkhead of the GBC ....

3. The use of Siemens production from the moment of release has already been updated already four (!) ONLY only at the factory 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 successful attempt to solve the main problem - uncontrollable leakage (like in the nozzles of the 138th series and early 261s), leading to the so-called. In the use of "hydroudar" - in the fallen cylinder (s) simply turns the valve ... The problem occurs most often after a long idleness without movement, or any pressure removal from the power system (Working pressure of TNVD, remind, ranges from 50 to 200 atm). For example, this is guaranteed when the fuel line is disconnected for a long time ... After re-installation, it is started to "overflow" in an unpredictable algorithm for several hours after re-commissioning. You can look for a problem for the cylinders for a very long time - no "errors" most often does not even stay - but the engine can choke, sneeze and shake. Mercedes, by the way, after the occurrence of similar problems with overflow, hastily moved to electromagnetic nozzles. The urgent recommendation is the prophylactic replacement of the entire set on the current model.

According to the catalog, the X6 car has every chance to get the nozzles, starting with the 138 "factory" revision, although they have already changed exactly with the N54 engine. Please note that the "138th" nozzle in the last modification is factory - probably seventh Attempting to make a working product, look and make sure the photo firstrevision 138- 01 :

We read in the text of the previously given bulletin of the time of the response 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, to explain about the feasibility of preservation (gloomy joke) officially withdrawn nozzles is even somewhat meaningless. In other time, the review was that such nozzles you are unlikely to find in real carAlthough I remember exactly that they were in our collection - someone did not reach the dealer. About the very first, 317 revision I'm just silent. To which I all, I found 138-XX injectors - you have every chance to change them for free. But there are not so many chances and the car should be relatively old. Here is the penultimate revision of the injectors of the 138th series (the photo shows that this particular was produced on January 7, 2008) - 138-06:

Here is the last, 138-07, reading date July 28, 2008:

now, go to the most interesting, "Hydropic Modification":
13 53 7 625 714 by BMW
It is the factory 261-03 and to -09 inclusive, launched in a series no later than July 2010:


I repeat - these revisions, the most "leaks". This is verified by me personally on several engines. If you are operating in the interval from 261-03 to 261-09, then I essentially recommend replacing them to modern - after you will be more expensive.

the photo shows that modern nozzles differ even by the case:

Next model, by origin -13 53 7 585 261

As can be seen, it starts in about the middle of 2011 with 261-09 modifications ...

Apparently, something went wrong, since the next factory work on errors 13 53 8 616 079 has only 261-11 number - in the interval only one model:

According to these nozzles, there is not enough information - the gap of calibrations 09-11 for the 261 series refers to relatively fresh machines - so quickly roll out the period until the overhaul is not given to everyone)

well, you think that since not so long ago I purchased (replaced) completely fresh room in the box 13 53 8 616 079
and on this all ended?

That is, nozzles 261-11 It seems to be the most perfect and a mongless instance?!

No matter how much you are an exclusive:

Few you? Well, here's a fact: the injectors of the last revisions do not stand in one row with earlier, even working, because of the likely incompatibility of their factory corrections,
what even released a document Puma:

"From January 2013, new piezo-formins are available. They can be used to replace old injectors. But due to the other adaptation mode, they cannot be used with nozzles of the former design in one row of cylinders.Cause: Otherwise, there is a danger of too much deviation in the composition of the mixture inside a row of cylinders due to the general measurement of the lambda value.
Mixed installation of "old" and "new" piezoquormoons (part number 13 53 7 585 261, the modification index 11 and higher, on the package 13 53 8 616 079) in one row of cylinders is not allowed. "

Summary comprehensive on this topic, it seems to be revenge for the time spent on studying a completely absurd matter, just unprecedented for previous generations of BMW motors.

Total, Siemens-VDO already produces 16 (!) Audit of nozzles for 7 years, which corresponds new version Every six months, than the nice unclean-wash.
Consequently, now, since the publication of this part of the article, replacing all the injectors, when repairing the engine, we will have mandatory. In the nozzle roulette we have already played.

4. The ignitions are the first model of the BMW engine, with three (!) Revisions of the ignition candles. The first Motor BMW, where the candle of production Bosch really "blows up".
Understanding: Candles "/// M series, or an alternative analogue, in the case of another unsuccessful party ...

5. In the moment of 2014, the third revision of the BOSCH production increase is relevant. The pump itself does not deliver special problems (if it does not begin to knock noticeably), just the car rides everything dumber and dumber, which is noticeable only when comparing the response (time / pressure) of the new pump and pump with mileage. Replacing the model to a new one, gives a more acute response to gas and becomes obvious that the machine has gained lost ability. The urgent recommendation is replacing the current model.

6. Instrutential (along with the BMW N52 model) Vanos valves property from BMW - tweaking when dumping pressure (disconnection). The second revision of the valve (from 10/2012) seems to be delivered from such a problem. If you are patient, the valve can be pumped and revived in a couple of weeks of daily operation. The question will be enough for a long time ... it's easier to change immediately.

7. The Vanos mechanisms are still left by the manufacturer without changes. However, as we wear out (and this is well noticeable by the steady adaptation), at the time of the next "empty" launch, when the mechanism shakes greatly, a plastic protective cap is dried with it ... The casing is checked with the drive of the chain drive, deforming in hot oil and so Floats into the GBC ... Or, worse, scatters on the pieces and scores the oil worker ... Approximately every 10th engine is already all full plastic need ... The urgent recommendation is replacement.

The casing is checked by teeth of the drive of the chain, deformed and swims into the GBC ...

Or, what's worse and more often, scattered into pieces and scores the oil worker ...

By the way, about the Maslonasos: the third revision of this important device is already on the horse. Intronely recommend when repairing installing a new sample, or at least just pull the chain.

This is how it is from where he draws "the best oil in the world", "with all the tolerances of BMW", "developed by experts specifically for this engine."
And this is the dirt that the most falling out of the oil additives ... And this is not the most terrible case ...

8. And about the pumps: the recently recognized disease is to flow an additional pump, which, by the way, is so successful that the generator floods at the leaks. This metalplastic product works with temperatures under 120 degrees and after detention (downtime) during a couple of weeks trite "swelling", starts to pinch ... simply because "silent" non-relieved and impregnated seals. By the way, the same fate and problems in the second additional pump, if it is presented in the configuration. We usually flow a chorus ... Current Recommendation: Forced replacement.


9. And here's another bonus about pumps. Question on snowpad, so to speak. What attempt can you make a reliable compact pump for cooling turbines?! BMW is trying for the fifth time. Turbine pump on this motor is almost a consumable. Dies or from life, or from the same short-term idleness. In addition, it may normally pump out for more than one hour, and in the event that there is enough air, scares the owner with terrible roaring sounds from under the hood. Current 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 "Tablet". Voltage regulator ... Sometimes without warning, with a low battery level, the BSD bus is increasing - most often - a chronically buggy level sensor and oil level. In half cases, gets and the block itself, which the company alterated 12 times ... Recommendation - replacement and generator bulkhead at least about the actual wear of the brushes.


11. The act even curious becomes: from what time the BMW will finish such an incredibly complex knot, like the "gas pedal, electronic". The game has already ninth (!) Revision for 13 years and about fifth in the life of N63 ... expected and without warning refuses almost every machine. Recommendation - Preventive replacement.

12. The machine is excellent for reliability. Mechanical node: turbine. After 5-6 years of operation loses the coast, the radial / axial center starts to pour into the chips, the cheese of the housing ... well, or fabulously smoke if the screw. During the release, it was modified four times. Each second machine has an intercooler and wet nozzles flooded. Recommendation - Replacement or repair.

Over time, a whole turbine cemetery accumulates from N63:

Well, in general, if you do not consider buggy chokes, breathing tubes of all anything, reduction valves of turbines, a bunch of plastic components and fittings, cracking expansion tanks GUR / antifreeze - raw "by hand" and a couple of dozens of trifles - it is very good engine. Very powerful and lucky well ... if pouring good oil And the 98th gasoline will last long.

Bonus: Plastic simply does not withstand such temperatures and crumble literally by hand:

let me remind you that expansion tank Made from the same plastic forced to keep (like the entire cooling system) pressure up to 2 atmThat is quite happening in hot weather ...
Many Japanese Koreans-Vases have safety valve Just 1.1 atm. Many old BMW are 1.4. In other matters, the 2 atm plan was taken another M60 engine in about 1994!

P.S. The result of the flow of oil is the deposits of ashes in the cylinders. To be continued...