What motor resource N62 4.4. BMW TIS. View the document. Specifications: What is special in the motor

Principle of work valvetronic

The principle of work Valvetronic can be compared with the behavior of the human body during physical exertion. Suppose you run a coward. The amount of inhaled air is regulated by light. Breathing becomes deep, and the lungs take the amount of air that requires the body for energy conversion. If running from running to a calm walk, then the energy costs of the body will decrease, and it will take less air. Automatically breathing becomes more superficial. If now suddenly cover your mouth with a towel, it will breathe much harder to breathe.

Applicable to the suction of the outer air in the presence of Valvetronic, it can be said that at the same time "there is no towel" (i.e. throttle). The progress of valve (lungs) is regulated in accordance with the need for air. The engine can "breathe freely."

The technical rationale demonstrates the PV diagram below.

The upper area "WIN" is the power obtained during the combustion of fuel. The lower area "Losses" is a work spent on gas exchange processes. This is the energy that is spent on pushing the exhaust gases from the cylinder and to absorb the new portion of gases into the cylinder.

When sucking the engine with the Valvetronic throttle, the throttle is almost always open so wide that only a very weak discharge (50 mbar) is created. Load control is carried out by the closing time of the valves. Unlike ordinary engines, where the load management is carried out using throttle valveHere in the inlet system almost no discharge, which means the absence of energy costs to create this vacuum.

Higher efficiency is achieved thanks to the reduction of losses in the suction process.

In the previous figure, the traditional process with more substantial losses is depicted.
On the right drawing is noticeably reduced losses.

Unlike diesel engine In a conventional engine with a forced ignition, the amount of intake air is regulated by the accelerator pedal and throttle, and in the stoichiometric ratio (λ \u003d 1) the corresponding amount of fuel is injected.

In engines with ValveTronic, the amount of intake air is determined by the progress and duration of the opening of the valves. When applying an accurate amount of fuel, mode λ \u003d 1 is also implemented here.

In contrast to this gas engine With direct injection and layer mixture in a wide range of loads work on poorer fuel of the air mixture.

Therefore, when engines with Valvetronic disappears the need for the costly additional treatment of exhaust, and not allowing high sulfur content in the fuel, as is the case under gasoline engines with direct injection.
Engine structure

Mechanical part of the engine BMW N62

Motor view N62 Front: 1 - Valvetronic electric motors; 2 - Ventilation Valve fuel tank (filter valve with activated coal); 3 - electromagnetic valve VANOS system; 4 - generator; 5 - pulley of the coolant pump; 6 - thermostat housing; 7 - the throttle knot; eight - Vacuum pump; 9 - Suction pipe air filter;

Motor view N62 Behind: 1 - camshaft position sensor, a number of cylinders 5-8; 2 - the position sensor of the Valvetronic eccentric shaft, a series of cylinders 5-8; 3 - Sensor of the position of the eccentric shaft Valvetronic, a series of cylinders 1-4; 4 - camshaft position sensor, cylinder row 1-4; 5 - valves of additional air; 6 - e / engine adjustment of the inlet system with variable geometry;

General Input System

The increase in the power of the engine and torque, as well as the optimization of the nature of the change in the torque largely depend on how optimal the filling coefficient of the engine cylinders in the entire range of the rotational speed of the crankshaft is optimated.

A good coefficient of filling cylinders in the upper and lower ranges of rotational speed is achieved by changing the length of the intake path. The long inlet path leads to a good cylinder filter in the lower and middle ranges.

This allows you to optimize the nature of the change of torque and increase the torque.

To increase power in the upper frequency range, the engine requires a short intake path for better filling.

The inlet system was thoroughly reworked in order to resolve the contradiction, which consists in the fact that the intake path under different conditions should have a different extent.

The inlet system consists of the following nodes:

• suction nozzle in front of the air filter;
• air filter;
• suction tube with HFM (thermoanemometric air flow);
• throttle;
• inlet system with variable geometry;
• intake channels;

Air power system

Outdoor air supply system

The absorbable air falls through the suction pipe into the air filter, then to the throttle node, and further through the inlet system with a variable geometry into the inlet channels of both heads of the cylinder block.

The place of installation of the suction nozzle was chosen in accordance with the standards in the depth of the brown, namely, in the engine compartment from above. Depth of the overcome fusion is based on speed:

• 150 mm at 30 km / h
• 300 mm at 14 km / h
• 450 mm at 7 km / h

The filter element is designed to replace every 100,000 km.

Air power system N62: 1 - suction nozzle; 2 - air filter housing with suction noise silencer; 3 is a suction pipe with HFM (thermoanemometric air flow); 4 - extensive air valves; 5 - supercharger of additional air;

Throttle valve

The throttle valve, installed on the N62 engine, is not used to control the engine load. Load control is carried out by adjusting the stroke of the ink valves. The throttle tasks are as follows:

• support for optimal engine start
• ensuring a permanent vacuum of 50 mbar in a suction pipe in all load ranges

Suction tube with a variable turbine

Inlet system housing with variable engine geometry N62: 1 - drive assembly; 2 - a threaded hole for engine casing; 3 - fitting for ventilation of crankcase; 4 - fitting for ventilation of the fuel tank; 5 - suction air; 6 - holes for nozzles; 7 - threaded hole for distribution highway;

The inlet system is located between the rows of engine cylinders and is attached to the inlet channels of the cylinder blocks.

The housing of the inlet system with variable geometry is made of magnesium alloy.

View of the inlet system with a variable motor geometry H62 from the inside: 1 - intake canal; 2 - funnel; 3 - rotor; 4 - shaft; 5 - cylindrical gear wheels; 6 - the scope of the collector;

Each cylinder has its intake channel (1), which is connected via the rotor (3) with the collector (6).

One rotor for each row of cylinders are placed on one shaft (4).

The drive assembly (electric motor with reducer) adjusts the rotor shaft of a series of cylinders 1-4, depending on the frequency of rotation.

The second shaft, regulating rotors of the opposite range of cylinders, rotates in the opposite direction driven by the first shaft through the gear transmission (5).

The intake air passes through the scorehold and through the funnels (2) enters the cylinders. The rotation of the rotors is regulated by the length of intake paths.

Drive motor controls DME. To confirm the position of the funnel, it is equipped with a potentiometer.

The length of the intake path is smoothly adjustable depending on the rotation frequency of the engine crankshaft. The intake paths begin to decrease with a frequency of 3,500 rpm and continue to linearly decrease with increasing speed of rotation up to 6200 rpm.

Engine Carder Ventilation System

The exhaust gases formed in the blocking carter during combustion, (Blow-BY-GASE) are discharged into the labyrinth oil separator in the cylinder head cover.

Oshanging on the walls of the oil separator oil flows through the oil siphons into the head of the cylinder block, and from there - back to the oil crankcase. The remaining gases are sent through the valve (5) of pressure adjustment into the inlet inlet system.

In both covers of the cylinder heads, one by one labyrinth oil separator with pressure adjustment valve is integrated.

The throttle valve is regulated in such a way that in the intake system to remove gases there is always a vacuum of 50 mbar.

Pressure Adjustment Valve Sets 0-30 mbar in the block carter.

System for the production of og

In the N62 engines installed new system OG, in which gas exchange, acoustics and heating rate of the catalyst are optimized.

System of outlet of the engine H62: 1 - exhaust manifold with a built-in catalyst; 2 - broadband lambda - probes; 3 - control probes (hoppy graphic characteristic); 4 - exhaust pipe with front silencer; 5 - intermediate muffler; 6 - silencer damper; 7 - Rear muffler;

Exhaust manifold with catalyst

For each row of cylinders, one knee of the "four in two two to one" design is provided. Together with the catalyst housing, the exhaust manifold forms a single node.

In the catalyst housing, each other is the primary and main ceramic catalysts.

Fastening of broadband lambda-probes (Bosch Lsu 4.2) and control probes are located in front and, accordingly, behind the catalyst in the anterior tube or the catalyst exhaust funnel.

Muffler

For each row of cylinders, there is one in front of the front silencer of absorption with a volume of 1.8 liters.

For two front silencers, one intermediate absorption silencer with a volume of 5.8 liters.

Rear reflection silencers have a volume of 12.6 and 16.6 liters.

Silence valve

To minimize noise, the rear muffler is equipped with a damper. With the transfer and speed of rotation, over 1500 rpm, the silencer flap opens. This gives the rear muffler an additional volume in 14 liters.

Through the DME solenoid valve delivers the damper on the membrane mechanism.

Depending on the pressure, the membrane mechanism opens or closes the flap. The damper is closed under the action of discharge, and opens - when air is fed to the membrane mechanism.

Such control is carried out using an electromagnetic valve that switches the DME system.

Available air supply system

Due to the submission at the stage of heating the additional (additional) air, there is a hurrying of unburned residues, which leads to a decrease in the National and carbon hydrocarbons and carbon oxide hydrocarbons.

The energy released faster heats the catalyst in the heating stage and increases its neutralization level.

Auxiliary and hinged equipment and belt drive

Belt drive

Engine belt drive N62
1 - air conditioner compressor; 2 - 4-wedge corrugated belt; 3 - crankshaft pulley; 4 - coolant pump; 5 - node of the tensioner of the main drive; 6 - generator; 7 - Oplatric roller; 8 - steering hydraulic power pump; 9 - 6-wedge corrugated belt; 10 - air conditioner drive tensioner node;

Belt drive does not require maintenance.

Generator

Due to the high power of the generator (current in 180 a) and the generator associated with this, the generator is cooled by the engine cooling system. This method provides constant and uniform cooling.

The brushless generator is supplied by Bosch. It is located in an aluminum housing, notificed to the cylinder block. The outer walls of the generator are washed with the engine coolant.

As for the principle of operation and design, the generator is similar to that used with the M62 engine, only was somewhat modified.

New is the BSD interface (data interface by serial binary code) with DME ECU.

Generator engine BMW. N62: 1 - waterproof case; 2 - rotor; 3 - stator; 4 - seal;

Adjusting the generator

By BSD (data interface by serial binary code) The generator can actively communicate with the engine control unit.

The generator reports DME its data, such as type and manufacturer. It is necessary that the engine control system can align its calculations and set parameters with the type of generator that is installed.

DME takes the following functions:

• enable / disable the generator based on the values \u200b\u200blaidden in DME
• calculation of a specified voltage value to be installed through a voltage regulator
• managing the generator reaction on load jumps (Load Response)
• diagnostics of the data line between the generator and the engine control system
• saving generator fault codes
• turning the battery charge control lamp in the instrument combination

DME can detect the following faults:

mechanical malfunctions, such as blocking or failure of the belt drive
Electrical malfunctions, such as a malfunction of an exciting diode or an increased or reduced voltage caused by a regulator fault
Damage to the wire between DME and generator

Cutting a winding or short circuit is not recognized.

The execution of its main functions is guaranteed even when the BSD interface fails.

DME can affect the generator voltage via the BSD interface. Therefore, the charge voltage on the terminals of the battery can be dependent on the temperature of the battery to 15.5 V.

If the battery voltage is measured to 15.5 V, then this does not mean that the regulator is faulty.

High charge voltage indicates a low battery temperature.

Compressor

Compressor - 7-cylinder with swinging washer.

The operating volume of the compressor can be reduced to 3% and lower. This terminates the refrigerant supply of the air conditioner system. Inside the compressor, the refrigerant continues to circulate, providing reliable lubrication.

The power of the compressor is adjusted by the air conditioner EBU using the outer adjustment valve.

A 4-wedral corrugated belt is used to drive the compressor.

Engine compressor N62: 1 - adjusting valve;

Starter

The starter is on the left side of the engine under the output manifold. This is a compact intermediate starter with a capacity of 1.8 kW.

Location of the starter in the engine N62: 1 - starter with thermal protective facing;

Steering Pump Hydraus

The power steering pump is made in the form of a tandem radial-piston pump and drives through a 6-wedge corrugated belt. On vehicles without a Dynamic-Drive system, a plate supercharger is installed.

Heads block cylinders

Both head of the engine cylinder block N62, for valve control, are equipped with a valve drive with a smooth adjustment of the valvetronic stroke.

For additional processing of the OG in the cylinder heads, the channels of additional air are integrated.

Cooling the cylinder heads are carried out on the principle of horizontal stream.

One support jumper supports the distribution shaft and the Valvetronic eccentric shaft.

The head of the cylinder block is made of aluminum.

The cylinder head for N62B48, due to a higher load made of aluminum-silicon alloy, and the diameter of the combustion chamber was adapted for a larger diameter of the cylinder version B48.

Engines H62B36 and H36B44 have different heads of the cylinder block. They differ in the diameter of the combustion chamber and the inlet valve diameter.

The heads of the cylinder block in N62: 1 - the head of the cylinder block of the series 1 -4; 2 - the head of the cylinder block of row 5-8; 3 - Upper Guard Planck drive chain with oil nozzle; 4 - hole under the intake solenoid valve Vanos; 5 - a hole for the outlet solenoid valve Vanos; 6 - chain tensioner bracket; 7 - hole under the intake solenoid valve VANOS; 8 - a hole for the outlet solenoid valve Vanos; 9 - oil pressure switch; 10 - chain tensioner bracket; 11 is the upper guide of the drive chain drive chain with oil nozzle;

Sealing gasket GBC.

Sealing cylinder head gasket is a multi-layer steel conserved seal.

Sealing gaskets of the heads of the cylinder blocks of the engine H62B36 and H52B44 are characterized by the diameter of the holes. Gaskets can be distinguished when they are installed. To do this, the N62B44 engine laying at the edge on the output side is a hole of 6 mm, on the H62B48 the same two holes are located on the left side by the engine number.

Bolts fastening GBC.

N62 engine cylinder head fastening bolts All the same: elongated M10x160 bolts. In case of repair, they are always subject to replacement. The lower part of the timing unit is attached to the cylinder head of the M8X45 bolts.

Cylinder Cylinder Head Covers

Cylinder head cover N62: 1-4 - holes for rod ignition coils; 5 - pressure adjustment valve; 6 - Hole under the electric motor Valvetronic; 7 - a hole for the valvetronic sensor connector; 8 - camshaft position sensor;

Cylinder head cover covers are made of plastic. Through the lid pass guides of the rod ignition coils (pos. 1 -4), which are inserted into the head of the cylinder block.

Plastic guide sleeves of rod ignition coils that pass through the cylinder head cover to ignition candles:
1-2 - welded seals;

Plastic bushings have welded seals. If the seals were hardened or damaged, then the lisp should be replaced.

Valve drive

The actuator of the valves of each of the two cylinder raids is expanded by the components of the ValveTronic system.

Distributional shafts

The camshafts are cast from the "bleached" cast iron. To reduce weight, they are made hollow. To compensate for imbalance in the valve drive, camshafts are equipped with balancing masses.

Double Vanos (gas distribution system with variable valve opening phase)

The camshafts of the inlet and exhaust valves of the N62 engine are equipped with new stepless Vanos bladed knots.

The maximum adjustment of the camshafts is 60 degrees of the crankshaft for 300 ms.

Vanos executive nodes have an EIN / AUS labeling (inlet / release) so that when installing them is not confused by places.

Executive nodes Vanos.

Vanos nodes for N62: 1 - Node Vanos side of release; 2 - Vanos fastening bolt; 3 - flat spring; 4 - Vanos node side intake; 5 - asterisk toothed circuit;

The camshaft camshaft Vanos camshaft 1-4 camshaft is equipped with a vacuum pump drive bracket.

Electromagnetic Valves Systems Vanos

The solenoid valves of the Vanos system have the same design as. Only for the engine N62 is provided with a sealing ring.

Principle of action of Vanos.

Process adjustment

In the following figure, on the example of the VANOS node, the camshaft of the exhaust valves is shown the process of adjustment with the direction of oil pressure. The direction of the oil pressure is shown in red arrows. Drain (section where there is no pressure) is shown by a dotted blue arrow.

Oil merges through the solenoid valve in the tank. Under the tank, the lubricant canal located in the cylinder head.

When adjusting in the opposite direction, the solenoid valve switches, and other openings and channels are opened in the distributional shaft and in the Vanos node. The following image of the red arrow shows the direction of pressure. Drain of oil is shown by a dotted blue arrow.

Scheme of adjustment of the VANOS side of the release in the opposite direction: 1 - view of the Vanos node from above; 2 - view of the Vanos node on the side; 3 - opening of the hydraulic system in the distributional shaft; 4 - e / magnetic valve; 5 - Oil pump engine; 6 - Motor oil drain into the head of the cylinder block; 7 - Oil pressure from the oil pump;

If we consider the process of adjustment only within the adjustment node, it looks like this:

The rotor (7) is fixed on the camshaft bolt. The drive chain binds a crankshaft with a VANOS housing (1). On the rotor (7) springs (10), which pressed the blades (9) to the body. The rotor (7) has a deepening, which in the absence of pressure includes a retainer (6). When the solenoid valve submits to the Vanos node, the oil under pressure, the retainer (6) is pressed, and the VANOS node is unlocked for adjustment. Oil pressure is transmitted to the blade (9) in the channel A (11), and thereby changes the position of the rotor (7). Since the rotor is associated with the distributional shaft, the phases of the gas distribution are changed.

If the solenoid valve of the VANOS system switches, then the rotor (7) under the action of oil pressure in the pressure channel in (12) is returned to its original position. The operation of the torsion spring (3) is directed against the moment of the camshaft.

To ensure reliable Vanos node lubrication, each camshaft at the end there are two sealing rings. It is necessary to pay attention to their immaculate position.

Tham timing diagram

The above-described processes for adjusting the position of the camshafts of intake and exhaust valves allow you to draw up the following phase diagram of gas distribution:

For work on the removal / installation on the valve drive and for adjusting the phases of the gas distribution of the engine N62, new devices have been developed.

Valvetronic

Description of functioning

Valvetronic combines the Vanos system and adjust the progress of the valve. In such a combination, the system manages both the beginning of the opening and closing of the ink valves and the opening of their opening.

The amount of absorbable air is adjusted with an open throttle by changing the stroke of the valve.

This allows you to set the optimal filling of cylinders and leads to a decrease in fuel consumption.

ValveTronic is based on the system already known by the N42 engine, which has been adapted to the engine geometry N62.

Engine N62 each head of the cylinder block has one Valvetronic node.

The Valvetronic unit consists of a support jumper with an eccentric shaft, intermediate levers with fixing springs, pushers and camshafts inlet valves.

In addition, the following nodes include the ValveTronic system:

• one Valvetronic electric motor for each cylinder head;
• valvetronic control unit;
• one sensor of the eccentric shaft for each head of the cylinder block;

GBC series 1-4 in the unit N62: 1 - eccentric shaft; 2 - support for the electric motor Valvetronic; 3 - reference jumper; 4 - lubricating system of valve drive; 5 - the upper guide of the drive chain bar; 6 - Oil pressure switch; 7 - chain tensioner bracket; 8 - camshaft of exhaust valves; 9 - spark plug socket; 10 + 11 - wheels of the sensors of the position of the camshafts;

Valve stroke control system components

Eccentric Shaft Adjustment Drive Motor

The valve stroke is adjustable using two electric motors, which are activated by a separate control unit for commands coming from the DME system.

They rotate through the worm gearbox Eccentric shafts, one on the head of the cylinder block. The guide for them is the reference jumper (Cam-Carrier).

Both Valvetronic electric motors are located in terms of power take-off.

Sensor of the eccentric tree

Sensors of eccentric shafts are installed in both heads of the cylinder block over magnetic wheels of eccentric shafts. They report the ValveTronic control unit on the exact position of the eccentric shafts.

Magnetic wheel (11) on the eccentric shaft (5)

In wheels (11) of eccentric shafts (5) there are powerful magnets. They allow to determine the exact position of the eccentric shafts (5) using special sensors. Magnetic wheels are fixed on eccentric shaft bolts from nonferromagnetic stainless steel. In no case cannot be used for this purpose ferromagnetic bolts, since otherwise the sensors of the eccentric shafts will produce incorrect values.

The reference jumper (CAM-Carrier) serves as the camshaft guide inlet valves and the eccentric shaft. In addition, it serves as a support for adjusting the progress of valve stroke. The support jumper is chosen into a pair to the head of the cylinder block and cannot be replaced separately.

The engine N62 roller pushers are made of metal sheet.

Inlet valve strokes can be adjusted in the range from 0.3 mm to 9.85 mm.

The Valvetronic mechanism works on the same principle as the engine N42.

At the head of the cylinder head, the cylinder is harvested with high accuracy, which ensures strictly uniform dosage of air.

Details of the drive inlet valves are carefully adjusted to each other.

Therefore, the support jumper and the lower supports of the eccentric shaft and the camshaft of the inlet valves are processed with a low tolerance when they are already installed in the cylinder head.

If the supporting jumper is damaged or the lower supports, they are replaced only with the head of the cylinder block.

Valvetronic adjustment chart

The graph shows the possibilities of adjusting the Vanos and the stroke of the valves.

A feature of Valvetronic is that by changing the time of closing and stroke valves, you can freely set the mass of the absorbable air.

Chain drive

The chain drive of the engine N62: 1 - wheels of the position sensors of the camshafts, a number of cylinders 1-4; 2 - slapper bar, a number of cylinders 5-8; 3 - chain tensioner, a series of cylinders 5-8; 4 - wheels of camshaft position sensors, a number of cylinders 5-8; 5 is the upper guide of the drive chain strip with the built-in oil nozzle; 6 - Planck of the caller of the chain; 7 - an asterisk of an oil pump drive; 8 - lower cover of the drive chain; 9 - stretching bar, series of cylinders 1-4; 10 - solenoid valve, Vanos side of the intake; 11 - electromagnetic valve, Vanos side of release; 12 - the top cover of the drive chain; 13 - chain tensioner, a series of cylinders 1-4; 14 - Vanos side of the issue; 15 - the upper guide of the drive chain bar with the built-in oil nozzle; 16 - Vanos side of the intake;

The drive of the camshafts of both series of cylinders is carried out using a toothed chain.

Oil pump drive is carried out using a separate roller chain.

Dental chain

BMW N62 gear chain: 1 - teeth

The camshaft drive is carried out from the crankshaft using new non-maintenance of gear chains. On the crankshaft and on the nodes of Vanos there are appropriate asterisks.

The use of new gear chains improves the parameters of rotation of the drive chain on the asterisks and thereby reduces the noise level.

Crankshaft asterisk

An asterisk (3) of the crankshaft has three toothed crowns: two crowns (2) for the gear camshaft drive chain and one crown (1) for the roller chain of the oil pump drive.

This asterisk in the future will also be installed on a 12-cylinder engine version. When installing, you must pay attention to the installation direction and on the appropriate marking of the front side (V8 Front / V12 Front).

The engine V-12 asterisk is installed by the opposite side: a gear pump of the oil pump.

Cooling system

Coolant contour

Engine coolant circuit N62: 1 - head block of cylinders, row 5-8; 2 - Supporting heating pipeline (right and left sections of the heat exchanger); 3 - heating valves with electric water pump; 4 - sealing cylinder head gasket; 5 - Supporting heating pipeline; 6 - ventilation pipeline of the cylinder block; 7 - engine crankcase ventilation systems; 8 - gearboxes of the gearbox; 9 - Liquid-oil heat exchanger automatic transmission; 10 - heat exchanger thermostat CAT; 11 - generator body; 12 - radiator; 13 - section of low radiator temperature; 14 - thermal sensor; 15 - coolant pump; 16 - removal of fluid from the radiator; 17 - radiator ventilation pipeline; 18 - expansion tank; 19 - thermostat; 20 - head of the cylinder block, row 1-4; 21 - car heating; 22 - the high temperature of the radiator;

The optimal solution of the cooling system was found, so that the engine is heated in the shortest possible time during a cold start and at the same time cooled evenly during operation.

The coolant ishes the head of the cylinder block in the transverse direction (earlier - in the longitudinal). This provides a more uniform distribution of thermal energy over all cylinders.

The ventilation of the cooling system was upgraded. It is carried out through ventilation channels in the heads of the cylinder block and in the radiator (see the general view of the cooling circuit).

The air from the cooling system is collected in the expansion tank.

Through the use of ventilation channels, the system can not be pumped when replacing the coolant.

Circulation of coolant in the cylinder block N62: 1 - supply fluid from the pump along the supply pipe to the rear end of the engine; 2 - coolant from the walls of cylinders to the thermostat; 3 - connection connections to the coolant / thermostat pump;

The coolant supplied by the pump enters the supply pipe (1) located in the space between the rows of cylinders, to the rear end of the cylinder block. This space is equipped with cast aluminum lid.

From there, the coolant flows to the outer walls of the cylinders, after, in the head of the cylinder block (blue arrows).

From the GBC, the liquid flows into the space between the rows of cylinders (red arrows) and through the nozzle (3) to the thermostat.

If the liquid is still cold, then it flows from the thermostat directly through the pump back into the cylinder block (small closed circuit).

If the engine warms up to the operating temperature (85 ° C -110 ° C), the thermostat closes the small circuit of the coolant and opens a large contour with the involvement of the radiator.

Cooling fluid pump

Motor coolant pump N62: 1 - programmable thermostat (liquid removal from the radiator); 2 - connector of the heating element of the programmable thermostat; 3 - thermostat mixing chamber (in the coolant pump); 4 - temperature sensor (at the output of the engine); 5 - submission of fluid to the radiator; 6 - reverse pipeline heat exchanger PPC; 7 - leakage chamber (evaporative chamber); 8 - Supporting pipeline to the generator; 9 - coolant pump; 10 - fitting, expansion tank;

The coolant pump is combined with the thermostat housing and is attached on the bottom cover of the drive chain.

Programmable thermostat

A programmable thermostat allows high accuracy to adjust the degree of cooling the engine depending on the modes of its operation. Due to this, fuel consumption is reduced by 1-2%.

Cooling module

The cooling module in N62: 1 is the coolant radiator; 2 - expansion tank; 3 - coolant pump; 4 - motor heat exchanger nozzle; 5 - CPP liquid and oil exchanger;

The cooling module contains the following main components of the cooling system:

• coolant radiator;
• air conditioner capacitor;
• liquid-oil heat exchanger PPC with adjustment node;
• radiator fluid for hydraulic systems;
• oil radiator engine;
• pumping electric fan;
• fan casing with viscous coupling;

All pipelines are connected by already known fast couplings.

Coolant radiator

The radiator is made of aluminum. The partition divides its two successively enabled sections: section high and low temperature section.

The coolant first enters the high temperature section, it is cooled and then returns to the engine.

The coolant portion after the high temperature section falls through the hole in the radiator partition into the low temperature section and is still cooled even more.

From the low temperature section, the coolant enters the liquid-oil heat exchanger (if its thermostat is open).

Cooling fluid expansion tank

The expansion tank of the coolant is made from the cooling module and placed in the engine compartment next to the right wheel niche.

Liquid-oil heat exchanger CAT

The liquid-oil heat exchanger of the checkpoint on one side monitors the rapid warming of the oil in the gearbox, after which it provides sufficient cooling of the gearbox oil.

With a cold engine, the thermostat (10) includes a liquid oily heat exchanger of the checkpoint in a short closed engine circuit. Due to this, the oil in the checkpoint is heated as soon as possible.

The thermostat includes a liquid-oil heat exchanger of the CAT in the loop of the low temperature of the coolant radiator when the temperature on its plum reaches 82 ° C. Thanks to this, the oil in the gearbox is cooled.

Electroventian

The electric fan is built into the cooling module and creates pressure towards the radiator.

DME smoothly adjusts the frequency of its rotation.

Fan with viscous coupling

The fan drive with a viscous coupling is carried out through the coolant pump. Compared to the E38M62 engine, the coupling and the impeller of the fan were optimized by the level of noise and performance.

The fan with the viscous clutch is activated as the last cooling stage from the air temperature of 92 ° C.

Cylinder block

Oil Carter

Oil crankcase consists of two parts.

The upper part of the oil crankcase is cast from aluminum under pressure. Her joke with a block cartridge is sealed by a rubber gasket from sheet steel.

To the top of the oil crankcase, its lower part is fastened, which is made of a double metal sheet. Her joints with the upper part are sealed with a rubber gasket with sheet steel.

The upper part of the oil crankcase has a round hole under the oil filter element.

To seal its compound with the oil pump uses a sealing ring.

Block Carter

One-piece block cartridge design "Open Deck" is completely manufactured from aluminosilicate. Cylinder sleeves are reinforced by special technology.

Equipment options 3.5, 4.4 and 4.8 liters due to different diameters of cylinders (∅ 84 mm / 92 mm / 93 mm) differ part numbers.

Crankshaft

The crankshaft of the engine N62: 1 - the star of the crankshaft; 2-4 - hollow sections of the crankshaft;

The crankshaft is made of gray cast iron with induction hardening. To reduce weight in the field of bearing 2, 3, 4 crankshaft is made by the hollow.

It has five supports. The fifth support is simultaneously a stubborn bearing.

As a stop bearing of the crankshaft from the gearbox, a bearing is used, consisting of a semi-colt pair.

The width of the crankshaft was adapted to the changed rod and was reduced from 42 mm (N62B44) to 36 mm (N62B48). To increase the displacement, the neck of the crankshaft neck rose from 82.7 mm to 88.3 mm.

Piston

Piston - cast, optimized by weight, with a cut in the skirt to the zone of piston rings and with "piston" in the bottom of the piston.

Pistons are made of high-strength aluminum alloy and have three piston rings:

1. Groove for piston Ring \u003d flat ring
2. Groove for piston ring \u003d scraper conical socket
3. Groove for a piston ring \u003d three-hour oilmaging ring

Shatun.

The steel forged rod is made with a fault.

Skit (at an angle of 30 degrees) The joint with the rod rod allowed to make a crank chamber very compact.

Cooling the pistons is carried out by oil nozzles in a block carter on the side of the bottom of the piston bottom.

Pistons of engines B36 and B44 are characterized by the manufacturer and diameter.

In case of processing of cylinder mirrors, there are pistons of two repair dimensions.

Rolling rods on N62B44 - asymmetric shapes installed on N62B48 - symmetrically. The symmetric location of the connecting rods allowed more uniformly distributed strength, and therefore it became possible to reduce the bundle width of 21 mm (N62B44) to 18 mm (N62B48).

Flywheel

Flywheel - sheet set. In this case, the toothed rim and the incremental wheel (to determine the rotation frequency of the crankshaft and the crankshaft position) are attached to rivets directly to the slave disk.

Flywheel diameter is 320 mm.

Dramper vibration damper

The dramatic vibration damper has a rigid design on the axis.

Engine suspension

The Motor BMW H62 is suspended on two hydraulic mounting pillows, which are located on the front axle beam. The design and principle of operation correspond to the engine M62 installed on.

Lubrication system

Oil contour

Block Carter N62 with oil nozzles: 1 - Oil nozzle chain drive of a range of cylinders 5-8; 2 - Oil nozzles cooling bottoms of pistons;

Filtered motor oil Fixed with oil pump to lubrication and cooling points in the cylinder block and in the cylinder head.

In the block crankcase and in the head of the cylinder block, the oil is fed to the following details.

Block Carter:

• bearings of the crankshaft
• oil nozzles cooling bottom pistons
• oil nozzle chain drive of a series of cylinders 5-8
• plank Tensioner Chain Drive Row of Cylinders 1-4

Cylinder head head:

• chain tensioner
• planck Single Chain on Cylinder Head
• hydraulic pushers (compensation system elements
  valve gap)
• nutrition Vanos.
• bearings of the camshaft
• oil Planks Valve Drive Injectors

Shorter fuel injectors were used on the N62B48. They were adapted to the longer movement of the piston and they should not be confused with nozzles for N62B44.

Cheap oil valves

Reverse oil valves in the cylinder head N62: 1 - return oil valve VANOS side intake side; 2 - return oil valve node Vanos side of release; 3 - inverse oil valve lubrication head of the cylinder block;

In each head of the cylinder block, three inverse oil valves are screwed outside. They prevent the engine oil outlet from the cylinder head and from Vanos nodes.

Due to the fact that it is available to the check valves from the outside, when they are replaced, you do not need to remove the head of the cylinder block.

All inverse oil valves have the same design, so they cannot be confused.

Oil pressure switch

Oil pressure switch is located on the side of the cylinder head (row 1-4).

Oil pump

Motor oil pump N62: 1 - drive shaft; 2 - threaded mount; 3 - oil filter; 4 - excessive pressure valve; 5 - adjusting valve; 6 - Oil pressure from the pump to the engine; 7 - pipeline pressure control of oil from the engine to the adjusting valve;

Oil pump - two-stage with two parallel pairs of gear wheels, which is attached on the crankshaft bearing caps at an angle. Its drive is carried out from the crankshaft with a roller chain.

Oil filter

The oil filter is located under the engine in the area of \u200b\u200bthe oil crankcase.

The bracket for a replaceable oil filter element is built into the back cover of the oil pump.

The oil filter cover is screwed through the hole in oil Carter In the back cover of the oil pump. The oil filter cover is built into the oil filter cover for emptying the filter element before turning off the lid.

Based on the filter element there is a safety valve. When clogging the filter element, this valve sends the engine oil, bypassing the filter, to the engine lubrication places.

Cooling oil

On vehicles performed for hot countries, an oil radiator is installed. The oil radiator is located in front of the engine coolant heat exchanger over the condenser in the cooling module.

Motor oil hits from the pump through the channel in the block crankcase to the nozzle on the generator bracket. Oil thermostat is located on the generator bracket. The element in the oil thermostat keeps open access to the oil radiator permanently at an oil temperature in the range of 100-130 ° C.

Part of the oil is always (even with a fully open thermostat) passes by and enters the engine is not cooled. This measure guarantees the oil supply even with a malfunction of the oil radiator.

On vehicles without cooling oil, another generator bracket is installed without oil thermostat nozzles.

N62B48 is equipped with a modified oil collector. The lower section of the oil pan was reduced by 16 mm, which minimizes the power loss that occur in the crankcase as a result of pumping. The oil bar for B48 was made of cast aluminum, and the lower section of the oil pan is made of thick sheet steel with a thickness of 2 mm, as a result, it is less susceptible to mechanical effects, compared with B44.

ME9.2 motor control system

The N62-IM9.2 motor control system is based on the N42 engine control system, but it has been expanded.

The ECU of the DME system (digital electronic control system) is located together with the ValVetronic system control unit in the control electronics compartment.

DME controls the cooling electronics cooling fan.

The EU connector has a modular design and consists of 5 modules with 134 pins.

For all variants of the engine N62, the same block ME 9.2 is used, which is programmed for use with a specific option.

The ME 9.2 control unit is combined with its own development of the company BMW, the Valvetronic control unit. Both blocks take the control functions of the N62 engine.

At the same time, the task of the Valvetronic control unit is to control the inlet valves.

Description of functioning

There is no direct connection to the OBD diagnostic plug. DME is connected by the PT-CAN BUS tire with the ZGM central firewall transmitter. The OBD plug is connected to ZGM.

DME activates the fuel pump through the ZGM and ISIS (single intelligent security system) and through the ECU of the NPB system in SBSR (satellite the right central rack).

This makes it possible to even quickly disconnect the fuel pump in case of accident.

Activation of the air conditioner compressor relay. Uncinded air conditioner compressor is now activated by the air conditioner control unit.

DME signals needed to control the compressor are transmitted by the air conditioning control unit over the PT-CAN bus through ZGM.

FGR (system maintaining a specified speed) is integrated into DME.

With N62 engines, four lambda probe are installed in total.

Before both primary catalysts are located one broadband lambda probe to adjust the composition of the fuel and air mixture.

The main catalyst for each row of cylinders is located one prison for controlling the performance of the catalyst.

With the help of such a control system with unacceptable high concentration harmful substances The MIL control lamp (fault indicator) is activated in exhaustion, and the fault code is recorded.

Adjusting the composition of the mixture with lambda probes

Broadband lambda probe

The N62 engine is equipped with a new broadband lambda probe (primary catalyst probe).

The built-in heating element quickly provides the required operating temperature of at least 750 ° C.

Design and functioning

Due to the combination in a sensitive element of the reference cell (9) for λ \u003d 1 and the pumping cell (2), transporting oxygen ions, the broadband lambda probe is able to measure not only at λ \u003d 1, but also in the ranges of rich and poor mixture (λ \u003d 0.7 λ \u003d air).

Pumping (2) and reference (9) cells are made of zirconium dioxide and coated with two porous platinum electrodes. They are located in such a way that the measuring gap (8) with a height of 10 - 50 μm existed between them. The inlet connects this measuring gap with the surrounding spent gases. The voltage on the pumping cell is regulated by an electronic diagram of DME so that the composition of the gases in the measuring gap constantly had λ \u003d 1.

Under the poor, the pumping cell shakes oxygen from the measuring gap to the outside, while under the rich field, the flow direction changes to the opposite, and oxygen comes to the ode in the measuring gap. The current of the pump is proportional to the concentration of oxygen or the need for it.

Current Current Pumping Cell is converted by the DME system into the exhaust signal.

For work, the probe needs atmospheric air as a reference value inside the probe. The atmospheric air falls through the connector and then through the cable into the inner space of the probe. Therefore, it is necessary to protect the connector from contamination (wax coating, preserving means, etc.).

Signals

The nutrition of the heating system of lambda probes is made from the onboard network (13 V). The system turns on and off with a mass signal from the control unit. Cyclic is set through the characteristics field.

The lambda-probe signal with a lambda value 1 has a voltage of 1.5 V. With the infinite value of the lambda (pure air), the voltage is about 4.3 V.

Lambda probe has an imaginary mass of 2.5 V.

The base cell of the lambda probe in a static state has an OK voltage. 450 mV.

Level / Oil condition

General provisions

Oil status sensor in the bottom of the oil crankcase removed:
1 - electronic sensor unit; 2 - body; 3 - lower part of the oil crankcase;

To accurately measure the level, temperature and oil status in the oil crankcase, the oil status sensor is set.

Measuring the oil level allows its unacceptable fall and, thus, the engine damage.

Tracking the condition of oil allows you to determine exactly when it is replaced.

Principle of operation

The sensor consists of two cylindrical capacitors located one over the other. Oil condition is monitored by lower smaller capacitor (6).

Electrodes of the capacitor are inserted alone into another metal tubes (2 + 3). There is a dielectric between the electrodes - engine oil (4).

Electrical properties of motor oil change as wear and decrease in additives.

These changes (in the dielectric) lead to a change in the capacitor (oil status sensor).

The sensor digital signal is transmitted to the DME as information on the state of the engine in the engine. This sensor value is used in the DME to calculate the next term of the oil change.

The oil level in the engine is measured at the top of the sensor (5). This part is in the oil crankcase at the oil level. When the oil level is dropped (dielectric), the capacitor capacitance is appropriate. The sensor electronic circuit converts the value of the container into the digital signal, which is sent to the DME system.

For measuring the oil temperature, a platinum thermal sensor (9) is installed in the height of the oil sensor.

Level, temperature and oil condition are measured continuously until there is a stress on pin 87.

Possible malfunctions / consequences

The electronic circuit of the oil condition sensor has a function of self-diagnosis. If a malfunction in the OEZS, the DME system receives a corresponding message.

Introduction system with variable geometry

Adjusting the intake system is carried out using the drive node. The electric motor 12 V is the drive assembly direct current With a worm gearbox and potentiometer to confirm the position of the inlet system.

Possible malfunctions / consequences

If the drive assembly fails, the system stops in the current position. The driver can notice it by loss of power or reduce smoothness.

Valvetronic

Electrical equipment and functioning of valve drive with smooth adjustment

Electrical equipment of valve-adjustable valve adjustments consists of the following components:

• valvetronic control unit
• ECU of the DME system
• main relay system DME
• unloading relay Valvetronic
• two Eccentric Shaft Adjustment Electric Motor
• two sensors of the position of eccentric shafts
• two magnetic wheels on eccentric shafts

Description of functioning

When you turn on the contact 15, the main relay of the DME system is turned on and in addition to DME, the on-board network voltage on the Valvetronic control unit.

In EBU electronic circuit Works on a voltage of 5 V.

The electronic diagram performs the presets. With some delay (100 ms), the electronic circuit includes an unloading relay, ensuring that the loading chain of servomotors.

Then the connection between the DME system and the Valvetronic control unit is carried out via Locan bus. DME determines with which progress of the valve (depending on the driver's asked driver) should flow the gas exchange process.

The Valvetronic control unit transmits the DME system command, activating the servomotors by the signal in 16 kHz until the actual value of the position sensor of the eccentric shafts will correspond to the specified one.

On the Locan bus, the Valvetronic control unit reports the ECU of the DME system about the position of the eccentric shaft.

Adjusting idling

Adjusting the rotational speed of the crankshaft and, thus, the idle adjustment is carried out by the Valvetronic system.

Reducing the stroke of the valves on idling An appropriate amount of air is supplied to the engine.

With the introduction of the ValveTronic system, it was necessary to adapt the idle adjustment system. During the start and idling at the engine temperature in the range from -10 ° C to 60 ° C, the air flow is controlled by a throttle valve.

When driving to the operating temperature, the engine after 60 s after starting, switching to mode without using throttle valve occurs. But at a temperature below -10 ° C, the launch occurs when the throttle is fully open, as this positively affects the start parameters.

If the idle adjustment is fault, first of all, you need to check the engine for tightness, since the emerging air seats immediately affects the idle course. This becomes noticeable, for example, even in the absence of oil-measuring probe.

Engine power system

Working mixing system

The E38M62 engine of the E38M62 engine is for adaptation to the E65N62 engine, the following nodes were modified.

Pressure in the system is 3.5 bar.

Injectors

The nozzles were located closer to the inlet valves. This increased the angle of jet of injected fuel.

Due to the stronger spraying of fuel, this leads to optimal mixture formation and, thus, to a decrease in fuel consumption and emissions of harmful substances.

The distribution highways were optimized to achieve a more uniform distribution of fuel in order to achieve the optimal smoothness of the engine of the engine at low rotational frequencies.

Fuel pressure control

Pressure regulator is built into fuel filter. They are replaced assembly. The pressure regulator has only one return pipeline: between it and the fuel tank.

The pressure of the outdoor air is supplied to the fuel pressure regulator. In order for the leakage fuel to the environment, the intake system is connected to the pressure regulator when the pressure regulator is intelligible. The end of the hose is in the inlet tube behind the air flow meter.

Fuel pump (ECR)

The fuel pump is a two-stage pump with internal engagement gears.

The first step is the step of the paging. It feeds the second pair of gears (fuel supply stage) fuel, in which there are no air bubbles. The drive of both steps is carried out from the total electric motor.

The fuel pump, as in E38 on M62, is located in the fuel tank clip.

Adjusting fuel cells

Fuel supply is regulated depending on the need of the engine.

Adjusting the fuel pump and the cessation of fuel supply in the event of collisions are prerogative of ISIS (single intelligent security system).

Information about the required amount of fuel is transmitted from DME via PT-CAN bus and byteflight to satellite in the right central rack (SBSR).

The ECR adjustment system is built into SBSR (satellite in the right front rack).

SBSR controls the fuel pump signal PWM depending on how much fuel is required by the engine.

In SBSR, the current frequency of rotation of the pump is determined in the SBSR to consume the current electric pump, which is derived than the thrown amount of fuel.

Then, after adjustment, depending on the pump rotation frequency (voltage of the PWM control signal), the required pump performance is configured on a graphical characteristic encoded in SBSR.

Possible malfunctions / consequences

With the disappearance of the fuel queries from the DME, and the fuel pump speed signal signal in the SBSR, the fuel pump is operating when contact 15 is turned on with maximum performance.

Even with the disappearance of the control signals, this ensures uninterrupted fuel supply.

Fuel tank system

The fuel tank has a similar design with E38 series. It is made of plastic and for security reasons are installed above the rear axle.

The volume of the tank is 88 liters for jets with forced ignition and 85 l for diesel engines.

The reserve volume is in vehicles with the engine N62 \u003d 10 L, and with the engine N73 \u003d 12 liters.

For security and environmental protection, the fuel tank system has a very complex design. The tank consists of 2 half, which is due to the place of its installation. One suction jet pump pumps fuel from the left tank of the fuel tank into the right to the fuel pump.

Fuel Tank Diagnostics Module (DMTL)

To detect the leaks in the fuel tank system and its ventilation on vehicles for the USA, a fuel tank diagnostic module (DMTL) is installed.

It has a function of an inertial eleg, which automatically starts via DME after turning off the contact 15 if the evaluation criteria are performed.

DMTL is found to flow about from 0.5 mm in the entire system of the tank. About the presence of leaks signals MIL (fault indication lamp).

Principle of operation

Using an electrical air pressure (plate), DMTL creates an overpressure in the fuel tank in 20-30 mbar. DME measures the necessary pump current, which serves as an indirect pressure in the tank.

Before each measurement, DMTL performs a comparative measurement. At the same time, 10-15 s is injected with a pressure relative to the reference leaks in 0.5 mm and the pump current (20-30 mA) is measured.

If, with the subsequent discharge of pressure, the pump current will be lower than the pre-measured, this will serve as a signal on the presence of flows in the power system.

If the reference value of the current is exceeded, then the system is sealed.

Diagnostic execution

Diagnosis is performed in three stages. Its move is shown in the following schemes.

1st stage - Filter with activated coal (AKF)

Performing diagnostics 1 - purge filter with activated coal:

2nd stage - The reference measurement is performed relative to the reference leak

Diagnostics 2 - reference measurement:
A - throttle; In - to the engine; C - outdoor air; 1 - TEV fuel tank ventilation valve; 2 - AKF activated activated carbon filter; 3 - fuel tank; 4 - DMTL fuel tank diagnostic module; 5 - filter; 6 - pump; 7 - reference to flow;

3rd stage - There is actually an inspection for tightness. Measurement continues:

60-220 seconds with a hermetic system
200-300 seconds at leaks 0.5 mm
30-80 seconds at leaks\u003e 1 mm

During the measurement, the fuel tank ventilation valve is closed. The duration of measurement depends on the fuel level in the tank.

Performance of diagnostics 3 - Measurement in the tank:
A - throttle; In - to the engine; C - outdoor air; 1 - TEV fuel tank ventilation valve; 2 - AKF activated activated carbon filter; 3 - fuel tank; 4 - DMTL fuel tank diagnostic module; 5 - filter; 6 - pump; 7 - reference to flow;

Terms of launch diagnostics

The main launch conditions are:

• engine is turned off
• the duration of the last parking lot\u003e 5 hours
• duration of engine operation last time\u003e 20 minutes

Engine BMW N62 - Problems

Basic I. frequent malfunctions This motor is the Valvetronic system, the Vanos gas distribution phase change system and valve oil seals.

But, with proper care and reasonable operation, this power unit will show itself very well. Below are some faults that may occur during the operation of the motor:

• oil overwriters: Cause - Outline Caps. This malfunction may occur during a run of about 100,000 km, and after 50-100,000 km fail the oil lining rings;
• floating turnover: reason - the failure of the ignition coils, which should be checked or change. Another possible reason - air seats, flow meter or valvetronic;
• oil leakage: Cause - Most likely the crankshaft seal or the sealing laying of the generator body, which must be replaced;

The BMW N62 engine was replaced by.

IN model row BMW power units Engine N62 takes a worthy place. In 2002, this V-shaped eight-cylinder piston motor with perpendicularly located cylinders was recognized best Engine of the year. Glory got the engine deservedly, but did not save it from typical faults.

Characteristic breakdowns N62.

There are several community defects that are watching bMW owners With N62 inside. Among them:

1. Excess oil consumption. Occurs after 100,000 km of run due to wear siloslets Kolpacchkov. After 50,000-100,000 km, the mass surfactant rings also give a mileage.
2. Floating turns. Identify the cause is uniquely impossible, frequently encountered factors - the malfunction of the ignition coil, the settings of the Valvetronic system or the wear of one of its elements, as well as the air seats or the flow meter.
3. Oil flowing. Caused by the defect of the crankshaft seal or requiring the replacement of the sealing gasket of the generator body.

Whatever breakdown does not climb you, try to repair the engine as soon as possible.

Why should you contact GR CENTR

BMW car engine repair is a task that the center specialists decide constantly. The popularity of the German brand in Moscow, even among used models, makes it possible to constantly improve in diagnostics and subsequent repairs. The company's masters capable not only to carry out comprehensive tasks associated with the replacement of the engine and its elements, but also offer a wide range of additional services.

Did the N62 engine broke? Come to us for diagnostics today at: Ryazan Prospect, Vl. 39-a.

The BMW N62B48 model is an eight cylinder engine V-shaped architecture. This engine was produced within 7 years from 2003 to 2010 and was produced by multi-sieves.

A feature of the BMW N62B48 model is considered to be high reliability, providing comfortable and trouble-free operation of the car up to the end of the component resource.

Design and release: brief history of the engine development BMW N62B48

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The engine was first manufactured in 2002, but did not pass test tests due to the rapid overheating, and therefore the design was taken to modernize. The modified engine samples began to put on serial cars since 2003, however, the production of large circulation batches began only since 2005 due to the moral obsolescence of the previous generation of motors.

It is interesting! Since 2005, the release of the N62B40 model has begun, which represented the trimmed version of N62B48 with a smaller weight and power characteristics. The low-power model has become the last serial atmospheric engine with a V-image architecture manufactured by BMW. The next generation of motors was completed by an already injection turbine.

This engine is equipped with only a six-speed box-machine - the model on the mechanics failed during the period of the first test tests before reaching mass production. The reason was the immunity of electronic equipment to operate manually, which reduced the guaranteed resource of the motor almost twice.

The BMW N62B48 engine has become a necessary improvement for automobile concern During the release period of the restyling version of X5, which made it possible to modernize the car. Increasing the volume of working chambers up to 4.8 liters with preservation of stable functioning in any revolutions ensured the wide popularity of the engine - the BMW N62B48 version is valued by the V8 lovers and at the present time.

It's important to know! The vin number of the motor is duplicated on the sides at the top of the product under the front cover.

Specifications: What is special in the motor

The model is produced from aluminum and works on the injector, which guarantees the rational use of fuel and the optimal ratio of power to the mass of the equipment. The BMW N62B48 design is an improved version of M62B46, in which all weak nodes of the old model have been eliminated. The distinctive features of the new engine are:

1. An enlarged cylinder block, which made it possible to install a larger piston;
2. The crankshaft with a big move - an increase of 5 mm provided the motor to a large tracility;
3. Improved combustion chamber and fuel intake system that guarantees power increase.

The motor consistently functions only on high-octane fuel - the use of gasoline with a variety lower than A92 is fraught with detonation and a decrease in operational resource. The average fuel consumption ranges from 17 liters in the city and 11 liters on the highway, traffic fumes Comply with Euro standards 4. The engine requires 8 liters of 5W-30 or 5W-40 oil with a regular replacement after 7000 km of run or 2 years of operation. The average flow of technical fluid by the motor is 1 l per 1000 km.

• BMW 550i E60.
• BMW 650i E63.
• BMW 750i E65
• BMW X5 E53.
• BMW X5 E70.
• Morgan Aero 8.

It is interesting! Despite the production of blocks of cylinders from aluminum, the motor calmly takes up to 400,000 km of mileage without losing performance. Engine endurance is explained by the balanced operation of the automatic transmission and the electronic fuel supply system, which made it possible to reduce the load on all structural nodes.

Weak places and vulnerabilities of the engine BMW N62B48

All Vulnerabilities in the assembly of BMW N62B48 are manifested only after the end of the warranty: up to 70-80,000 km run Motor regularly functions even with intensive operation, then the following problems may appear:

1. Increased consumption technical fluids - The reason is the disruption of the tightness of the main oil pipes and the failure of oil caps. The fault is observed when the mark is achieved in 100,000 km of run and conduct full replacement Component oil pipelines to overhaul will have to be 2-3 times.
2. Prevent uncomplicated zhor oils can be regular diagnosed and replacing sealing rings. It is also important not to save on the quality of oil-resistant rings - the use of analogs or replicas of the original consumables is fraught with ambulance;
3. Unstable speed of revolutions or problems with a power set - the causes of insufficient thrust or "floating" revolutions can be the decompression of the engine and air seats, the output of the flow meter or vacuer, as well as the breakdown of the ignition coil. At the first signs of unstable operation of the motor, you need to check these structural nodes and troubleshoot;
4. Oil leakage - the problem lies in the exterior gasket of the generator or the crankshaft seal. The situation is fixed timely replacement consumables or transition to a longer analogs - to change the glands every 50,000 km;
5. Increased fuel consumption - the problem occurs when the catalysts are destroyed. Also, the fragments of catalysts can get into the engine cylinders, which will lead to the formation of damage to the aluminum housing. The optimal output from the situation is to replace the catalysts for flamestellers when buying a car.

In order to extend the engine's resource, it is recommended not to expose the motor dynamic loads, as well as not save on the quality of fuel and technical fluids. The regular replacement of components and sparing operation will increase the engine resource up to 400-450,000 km of run to the first need for overhaul.

It's important to know! Special attention is required to devote the BMW N62B48 motor during the mandatory warranty, and when approaching "Capital". The dismissive attitude towards the engine in these stages has a negative impact on the automatic transmission resource, which is fraught with costly repairs.

Tuning opportunity: Increase power correctly

The most popular way to increase the capacity of the BMW N62B48 is considered to install the compressor. The injection equipment allows you to increase the engine power by 20-25 horses without reducing the operational resource.

When buying, it is necessary to give preference to the models of the compressor with a stable discharge mode - in the case of BMW N62B48 should not be chased at high speeds. Also, when installing the compressor, it is recommended to leave the stock CPG and change the exhaust on the analogue of the sports type. After mechanical tuning, it is desirable to change the firmware of electrical equipment by setting up the ignition and the fuel supply system to new engine parameters.

Similar tuning will allow the motor to 420-450 horse power At maximum compressor pressure at 0.5 bar. However, this modernization is not practical, as it requires considerable investments - it is easier to purchase a car based on the V10.

Is it worth buying a car based on BMW N62B48

Motor BMW N62B48 is characterized high efficiencyallowing you to rationally use fuel and extract more power than its predecessor. The engine is economical, hardy and unpretentious in maintenance. The main disadvantage of the model is only the price: find the motor in good condition at fair value is quite problematic.

Special attention should be paid to the remodity of the motor: despite the old age of the model, finding components on the engine will not be difficult due to its popularity. A wide range is available on the market. original details, as well as analogs, which reduces the cost of repair. The BMW N62B48 car will become a good purchase and suitable for long-term operation.

8-cylinder gasoline engine N62TU

E60, E61, E63, E64, E65, E66, E70

Introduction

The N62TU engine is the result of improving the N62 unit.

The 8-cylinder gasoline engine N62TU has been recycled. The engine compared to the N62 has become even more powerful and turning.

N62TU has 2 options for working volume: 4.0 l and 4.8 liters. The current version of the digital engine control system is called DME 9.2.2.

Currently, the N62TU is used on E65, E66 (BMW 7 series).

Other start date of use:

\u003e E60, E61 (BMW 5th series) and E63, E64 (BMW 6 series): from 09/2005

\u003e E63, E64 (BMW 6th series): from 09/2005

New For N62TU is:

2-speed separate suction system with 2 DISA servomotors (every DISA servomotor has an output cascade)

Compliance with EURO 4, without an email supply system

Thermomemometric air flow meter with digital signal

Electronic oil level control.

\u003e Updated N62TU.

Start of release:

\u003e E60, E61: from 03/2007

\u003e E63, E64: from 09/2007

\u003e E65, E66: from 09/2007

\u003e E70 (BMW X5): from 09/2006

Innovations N62TU:

New Digital Electronic Engine Control System (DME 9.2.3)

New D-CAN Diagnostic Interface

D-CAN is a new diagnostic interface with a new communication protocol (instead of the previous OBD interface). D-Can transmits data between the car and the BMW tester (D-Can denotes "diagnose-on-can"). D-Can was first used on E70.

\u003e E65, E66 only performed for the United States

Events to reduce CO 2 emissions (only performed for Europe):

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ATTENTION! Found a completely simple way to reduce fuel consumption! Do not believe? Auto mechanic with 15 years old also did not believe, until he tried. And now it saves 35,000 rubles per year in gasoline!

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