In the past few years on certain models of cars german concern BMW is installed in the S63 B44B Series Engine, designed by the subsidiary of BMW Motorsport GmbH. This model is considered one of the modifications that has become the usual engine N63 and for the first time was installed in the X6M series cars. One of the features of this model is to make it the most economical about fuel consumption and significantly increase the general technical specifications Engine. Among its particularly interesting parameters, it is possible to note the existence of a cross intake manifold, using the innovative Valvetronic system and progressive inventions regarding the reliability and unpretentiousness of operation.

Basic technical parameters and changes S63 B44B

After the concern was stopped by the release of M5 E60, in BMW Motorsport GmbH, it was decided to abandon the release of the V10 modification (S85B50) and begin production of V8 engines equipped with two turbocharger. The basis for the production of the engine S63 B44B is a fairly powerful modification that is widely used on many bMW models, N63. The S63 B44B model uses similar blocks of cylinders, crankshaft and rods. It is worth noting that in this modification, specially designed pistons are established, calculated on the compression ratio of 9.3.

The S63 B44B uses the modified heads of the cylinder block. At the same time intake distributional shafts It remained unchanged, but the graduation parameters changed - a phase number 231/252 with lifting rates of 8.8 / 9 mm. Valves and springs are similar to the modification of N63 with the diameter of the intake valves 33.2 and release 29 mm. The chain of the gas distribution mechanism is similar to N63B44. Significant improvements have undergone the intake system - with the new design of the exhaust manifold. The S63 B44B produced a replacement of turbocharger installations on the Garrett MgT2260SDL with a superposed pressure of 1.2 bar (twinkling compressor devices are used). Use as a control system BOSCH MEVD17.2.8 allows you to accurately adjust the operation of the motor in real time.

If we talk about the main specificationsIn S63 B44B, a direct fuel injection is provided and an inflexible lift system of Valvetronic III is used. An important feature of this modification is the revision of the Double-Vanos system with simultaneous refinement of the cooling system. Power S63 B44B 560 horse power At 6-7 thousand rpm, with a torque of 680 nm.

S63 B44B is installed on which models

Developers and engineers of the BMW concern, and more precisely its separate division of Motorsport GmbH developed S63 B44B for bMW cars:

• X5m with an E70 body, model 2010;
• X6m - body E71, model 2010;
• Wiesmann GT MF5, model 2011;
• 550i F10;
• 650i F13;
• 750i F01.

Possible malfunctions and disadvantages S63 B44B

Despite reliability and high quality, the engine S63 B44B fails. The most common disadvantages of this model is:

• Excessive oil consumption resulting from the focusing of piston grooves. A similar problem may occur after a run of more than 50,000 km. Solving the problem is overhaul With mandatory replacement piston rings;
• Water hammer. The malfunction occurs after the long integrity of the engine and lies in constructive features Piezohorofuzuno. A malfunction is solved by replacing nozzles to newer modifications;
• Pass ignition. To solve such a problem, it is necessary to simply replace the candles on the candle of sports M-series.

In order to avoid possible problems with S63 B44B, it is necessary to constantly monitor its condition and regularly carry out that allows you to replace the worn nodes to be replaced in a timely manner.

Engine BMW S63. - 8-cylinder power unit with direct injection (TVDI) Developed by a BMW Motorsport division as a 10-cylinder replacement.

The BMW S63 engine was developed on the basis and debuted in 2009 on X6M. Compared to the N63 engine, the pistons, camshafts, cooling system, and an adequating system were replaced on S63. This became possible due to some changes, primarily the location of catalysts, which are placed together with two turbocharger over the two-rows of cylinders - V.

This power unit was installed under the hood, and.

Engine BMW S63B44.

S63B44O0. - The first 555-strong version power aggregate Installation on and.

S63B44T0. - The second, the updated version debuted on the sedan and characterized greater powerSince it is improved by even more innovative technologies, such as the Valvetronic system and a fully updated cooling system.

S63 TOP is also installed on:

Structure of cross-graduate manifold in S63

BMW S63 Engine Characteristics

Engine BMW S63TU.

In 2014, an upgraded S63TU was presented in Los Angeles ( S63B44B.). This motor noted his debut on new sports crossovers and.

Engine parameters BMW S63 TU

Engine BMW S63 TU (M5)

This version of the motor was presented. The engine has received new turbocharger, an optimized lubricant and cooling system, an improved and lightweight exhaust system.

Engine parameters BMW S63 TU (M5)

BMW S63 Engine Problems

When operating a motor in a reasonable limits, he will show himself from a very good side. The main problem can be considered oil overrudes and possible problems With high load cylinders. Most of all this concerns the first version of S63B44A (555-strong), as BMW engineers are developed when developing the updated version of S63B44T0 has worked on eliminating this malfunction.

The S63 Top engine was first used in F10M. The S63 Top engine is a modification based on the engine S63. Designation SAP - S63B44T0.

• In this case, the designation "S" indicates the development of the engine M GmbH.
• Number 63 denotes the type of engine V8.
• "B" denotes a gasoline engine and fuel - gasoline.
• Number 44 indicates the engine capacity of 4395 cm3.
• T0 denotes the technical processing of the base engine.

Modernization was aimed at improving the dynamics for use in the new M5 and M6 while reducing fuel consumption. This was achieved through consistent closure, as well as the use of Turbo-Valvetronic (TVDI) direct injection technology. It is already known and used in the N20 and N55 engines.

The following figure shows the position of installing the S63 TOP engine in F10M.

The new engine developed S63 TOP is characterized by the following parameters:

• V8. Gas engine With the direct injection Twin Turbo Twin-Scroll-Valvetronic (TVDI) and 412 kW (560 l.)
• Torque 680 nm, starting with 1500 revolutions per minute
• Liter power 93.7 kW

Specifications

Full load diagram S63B44T0

Brief description of the node

IN this description Functioning is predominantly described differences from the well-known S63 engines.

The following nodes were reworked for the S63 Top engine:

• Valve drive
• Head block cylinder
• Turbocharger og
• Catalyst
• Injection system
• Belt drive
• Vacuum system
• Sectional oil Carter
• Oil pump

Digital Electronic Engine Control System (DME)

In the new engine S63 TOP, a digital electronic engine control system (DME) MEVD17.2.8 is used, which includes the drive and actuator.

Activation digital electronic system Engine control (DME) is carried out by a car access system (CAS) through the activation wire (contact 15, activation). Sensors installed on the engine and in the car transmit input signals. Based on input signals and specified values \u200b\u200bcalculated on a special mathematical modelAlso, the characteristics laid down in memory are calculated signals to activate the actuators. DME manages actuating mechanisms directly or through the relay.

After turning off the contact 15, the phase of operation begins after switching on. During the operation phase, after switching on, correction values \u200b\u200bare defined. The main DME control unit reports readiness to switch to standby mode in the bus. After all the ECU participating in the process announces readiness to transition to standby mode, the central part-timer (ZGM) transmits a signal over the bus and approx. After 5 seconds, communication with the ECU is interrupted.

The following figure shows the mounting position of the digital electronic engine control system (DME).

Digital Electronic Engine Control System (DME) is a FlexRay, PT-CAN, PT-CAN2 tire subscriber and LIN bus. Digital Electronic Engine Control System (DME) In addition to other LIN bus from the car side connected to an intelligent sensor rechargeable battery. For example, from the engine side to the LIN bus connected generator and additional electric water pump. Digital electronic motor control system (DME) in the S63 Top motor via the data transmission interface by a sequential binary code is connected to the oil status sensor. Powered to the digital electronic engine control system (DME) and the digital electronic control system 2 (DME2) is fed through the built-in supply module using contact 30B. Contact 30B is activated by the car access system (CAS). To the LIN bus of the digital electronic engine control system 2 (DME2) in the S63 Top engine, the second additional electric water pump is connected.

On the digital electronic engine control system (DME), the temperature sensor and the surrounding pressure sensor are additionally located. The temperature sensor is designed for thermal control over the components in the DME control unit. Environmental pressure is necessary for diagnosing and verifying the reliability of sensor signals.

Both control units are cooled in the charge air cooling circuit with a coolant.

The following figure shows the cooling circuit for cooling the digital electronic engine control system (DME), as well as charge air coolers.

To ensure the cooling of the digital electronic engine control system (DME), it is important correctly without drips to connect hoses for coolant.

Cylinder head cover

Due to changes in the engine crankcase ventilation system, it was necessary to change the design of the cylinder head cover.

A labyrinth separator is used for separating in sewing oil gas to be built into the cylinder head cover the labyrinth separator. In the direction of the stream, there is a preliminary separator and filter plate thin cleaning with small nozzles. The bumping partition with a nonwoven material in front ensures further separation of particles of oil. Oil refund is equipped with a check valve to prevent direct suction of seeping gases without separation. Purified leakage gases are fed into the inlet system depending on the operating state or through the check valve, or through the volume control valve. The additional line from the engine crankcase ventilation system to the inlet system is not required, since the corresponding holes for individual intake channels are integrated into the cylinder head. Each series of cylinders has its own engine crankcase ventilation system.

New is the location of the position of the camshaft position of the cylinder head cover. It is built in accordance with one sensor for the camshaft position for the camshaft of the inlet valves and the camshaft of the exhaust valves for each series of cylinders.

engine Carder Ventilation System

When operating an undead engine in the inlet system, there is a vacuum. Due to it, the volume control valve opens, and the purified leakage gases through the holes in the cylinder head are entering inlet channels and as a result in the inlet system. Since with a strong resolution there is a danger that the oil will be absorbed through the engine crankcase ventilation system, the volume control valve performs the function of throttling. The volume control valve limits the flow and thus the pressure level in the block crankcase.

Pulvement in the engine crankcase ventilation system holds the check valve in the closed position. Through the hole located over it, the outer air additionally falls into the oil separator. Thus, the permission in the engine crankcase ventilation system is limited to a maximum of up to 100 mbar.

In the pressurization mode, the pressure in the inlet system increases and thereby closes the volume control valve. In this working condition, the vacuum exists in the purified air pipeline. If the check valve opens to the purified air pipe, purified leakage gases are sent to the inlet system.

The following figure shows the installation of the engine crankcase ventilation system.

Valve drive

In the S63 Top engine, along with double Vanos, the fully changeable adjustment of the valve stroke is also used. Valve drive itself consists of well-known components. New nodes are a rocker and an intermediate lever from the molded metal. In combination with the camshaft of the lightweight design, it was further reduced to reduce weight. To drive camshafts of each row of cylinders, the gear sleeve chain is used. Chain tensioners, stretch strips and reservoir bar for both series of cylinders are used the same. Oil jets are built into the chain tensioners.

Valvetronic

Valvetronic consists of a system for changing the stroke of valves and system of gas distribution with a variable phase of the opening of intake valves, and the moment of closing the inlet valve is selected arbitrarily. The control of the valves is carried out only on the inlet side, and the control system of gas distribution both on the inlet side and on the output side. The moment of opening and the moment of closing, and therefore the duration of the opening, as well as the course of the inlet valve is selected arbitrarily.

The 3rd generation Valvetronic system is already used in the N55 engine.

Adjusting the progress of valve

As can be seen in the following figure, the carrot motor Valvetronic is located on the head of the cylinder side of the intake. The eccentric shaft sensor is built into the Valvetronic servomotor.

Vanos.

Between the engine S63 and the engine S63 TOP there are the following differences:

• The Vanos system adjustment range was extended due to the reduction of the number of blades from 5 to 4. (Crankshaft on the inlet 70 °, the crankshaft on the release of 55 °)
• Thanks to the use of aluminum instead of steel, it was possible to reduce the weight from 1050 g to 650.

Head block cylinder

S63 Top Engine Cylinder Cylinder Head is new development with integrated air channels for the engine crankcase ventilation system. The oil circuit was also recycled and adapted to high power. In the S63 Top engine, as previously in the N55 engine, the Valvetronic system of the 3rd generation is used.

A new three-layer seal from spring steel is used as a sealing gasket of the cylinder block. Contact surfaces From the head of the cylinder block and the cylinder block are equipped with an opponent coating.

The following figure shows the components embedded in the head of the cylinder block.

Differentiated inlet system

The intake system was changed in accordance with the installation position in the F10, simultaneously receiving an optimized connection to the flow to the throttle body. Unlike the engine S63 in the S63 Top engine, there is no charge air recycling valve. In the engine S63 TOP for each row of cylinders there is own suction noise silencer. A film thermoaneometric air flow meter is built into the muffler of suction noise, respectively. The innovation is the use of a film thermometric flow meter of the 7th generation. Film thermoanemometric air flow meter is the same as in the N20 engine.

Heat exchangers for air and coolant were also adapted to an increase in cooling intensity.

The following figure shows the passage of the corresponding components.

Turbocharger og

The S63 Top engine has 2 TWIN-SCROLL technology turbocharger. Turbine wheels and compressor wheels were also recycled. Thanks to the modernization of turbine wheels, performance and coefficient useful action In high turnover of turbocharger OG. Due to this change, the OG turbocharger has become less sensitive to the operation of pumps. Therefore, it was possible to abandon the valve recycling recycling. The exhaust turbocharger has an already known design with a bypass valve controlled by discharge.

The following figure shows the exhaust manifold and the TWIN-SCROLL turbocharger for all rows of cylinders.

Catalyst

In the S63 Top engine, a catalyst with two walls is provided on each series of cylinders. In the catalysts there are now missing elements.

The well-known lambda probes manufactured by Bosch are used. The adjusting probe is located in front of the catalyst, as close as possible to the turbine output. Its position was chosen in such a way that you can process the data of all cylinders separately. The control probe is located between the first and second ceramic monoliths.

The following figure shows a catalyst tube with built-in components.

Exhaust gas production system

The exhaust gas release system was adapted to the S63 Top engine and a particular car. The exhaust manifold for all rows of cylinders was strengthened, now it is made in the form of a trumpet. External shells of the exhaust manifold are no longer required. To compensate for thermomechanical movements within exhaust manifolds, the release elements are welded into exhaust manifolds. The exhaust gas release system in two-way mode leads to the rear of the car and ends with 4 round outlet pipes. The S63 Top engine has active silencer valves that are activated using a vacuum.

The following figure shows the exhaust gas release system, ranging from the catalyst tube.

Additional electric coolant pump

An additional electric water pump along with the coolant pump is connected to the main circuit of the cooling. Additional electric water pump is responsible for cooling the turbocharger. Additional electric water pump works on the principle of the centrifugal pump and is designed to supply the coolant.

DME activates an additional electric water pump through the control circuit wire depending on the need.

Additional electric water pump can operate with a voltage of 9 to 16 volts, and the rated voltage is 12 volts. The range of permissible temperatures for the cooling medium is from -40 ° Celsius to 135 ° Celsius.

Injection system

In Engine S63 Top, high pressure injection is used, already known by the N55 engine. It differs from the inkjet direct injection using electromagnetic nozzles with multi-line spraying. Electromagnetic nozzle HDEV 5.2 Bosch company, unlike the opening of the injection system, is a multi-brown valve opening inside. The electromagnetic nozzle HDEV 5.2 is characterized by high variability in relation to the angle of falling and the shape of the jet and is designed for pressure in the system up to 200 bar.

The next difference is the welded highway. Separate fuel injection hose is no longer screwed to the highway, but are welded to it.

In the engine S63 TOP it was decided to abandon the sensor low pressure Fuel. A known adjustment of the amount of fuel is used by registering the rotational speed of the engine and the load crankshaft.

Pump high pressure Already known for 4-, 8- and 12-cylinder engines. To ensure sufficient fuel supply at any level of load in the engine S63 TOP, one high pressure pump is used for each row of cylinders. The high pressure pump is applied to the head of the cylinder block, it is activated by means of a camshaft of exhaust valves.

The following figure shows the location of the injection system components.

Belt drive

The belt drive was adapted to the increased rotational speed of the engine crankshaft. The belt pulley on the crankshaft has a smaller diameter. Accordingly, the drive belts were changed.

The belt drive actuates the main belt drive with the generator, the coolant pump and the steering hydraulic switch pump. The main belt drive is tensioned by means of a mechanical tensioning roller.

An additional belt drive covers the air conditioner compressor and is equipped with elastic belts.

The following figure shows the components connected to the belt drive.

Vacuum system

Vacuum engine system S63 TOP compared to the S63 engine has some changes.

Vacuum pump It has two-stage execution so that the brake amplifier gets most of the vacuum being created. The vacuum receiver is no longer located in the space in the collapse of the cylinders, but is installed on the underside of the oil crankcase. Vacuum pipelines were adapted accordingly.

The following figure shows the components of the vacuum system and their installation position.

Sectional Carter

Oil crankcase is made of aluminum and has a two-section execution. Oil filter is built into the top of the oil crankcase and is available below. The oil pump is applied to the top of the oil crankcase and is activated by chain from the crankshaft. In order to avoid foaming motor oil drive chain And the chain transmission asterisk is separated from the oil. Oil reassureer is integrated into the top of the oil crankcase. Threaded oil skipping hole in the lid oil filter No longer required.

The following figure shows the sectional oil crankcase. For a better schematic image of the components, the drawing is rotated 180 °.

Oil pump

The S63 Top engine has an oil pump that regulates volume flow, with a suction and discharge step in one case. Oil pump is firmly applied to the top of the oil crankcase.

The oil pump is driven by the crankshaft sleeve chain. The sleeve chain is held in the tension by the strip of the tensioner.

As a suction stage, a pump is used, which, with the help of an additional suction line, supplies engine oil from the front of the oil crankcase to the back.

To ensure the oil pressure engine, a plastic pump with swing spool, adjustable by volume flow, is used. To ensure reliable oil supply, the suction nozzle is located in the back of the oil crankcase.

The following figure shows the components of the oil pump and their drive.

Piston, rod and crankshaft

Due to the change in the combustion method and increase the level of rotation, these components were also constructed.

Piston

Now cast pistons are used with a set of piston rings MAHLE. The shape of the piston bottom was respectively adapted to the combustion method and the use of electromagnetic nozzles with multi-line spraying.

Shatun.

We are talking about a knocked rod with direct division. In a small slotted rod head, both in the engine N20 and N55, a molded hole is located. Thanks to this molded hole, the power acting through the piston through the piston finger is optimally distributed over the surface of the sleeve. Due to the improved distribution of forces, the load on the edges is reduced.

Crankshaft

S63 Top engine crankshaft is an adhesive shaft with a tempered top layer with 6 counterweights. The crankshaft relies on five bearing supports. The thrust bearing is located in the center on the side of the Bearing Bearing. Bearings that do not contain leads are used.

System Overview

System functions

• Engine cooling
• Twin-scroll.
• Oil supply

Engine cooling

The design of the cooling system is similar to the S63 engine. For the S63 Top engine, the cooling circuit was recycled to increase productivity. In the engine S63 Top, along with a mechanical coolant pump of only 4 additional electric water pumps.

• Additional electric water pump for cooling turbocharger og.
• Two additional electric water pumps for cooling uphold air coolers and a digital electronic engine control system (DME).
• Additional electric water pump for car salon heating.

Engine cooling and boost air cooling have separate cooling contours.

Due to the change in the impeller's geometry for the cooling fluid belt pump, an increase in the coolant flow is achieved. Thus, it was possible to optimize the cooling of the cylinder head. To ensure cooling of both OG turbochargers, an additional electric water pump is installed. During the engine operation, it is also used to support the cooling of the turbocharger.

To ensure sufficient charge air cooling in the S63 Top engine compared to the S63 engine, heat exchanger for air and coolant is increased. They are supplied with coolant through their own cooling system with 2 additional electric water pumps. The coolant circuit for cooling upper air and the digital electronic engine control system (DME) includes a radiator and 2 of the coolant radiator made. From an upward air with a heat exchanger for air and coolant for each row of cylinders, heat is selected. It is warm through the coolant heat exchanger is derived into atmospheric air. To do this, cooling the empower has its own cooling circuit. It is independent of the engine cooling system circuit.

The cooling module itself is available in one version. In cars with execution for countries with a tropical climate and in combination with additional equipment for maximum speed (SA840) Additionally, the resulting radiator is used (in the wheel niche right).

The following figure shows the cooling circuit.

The S63 Top engine has a thermostatic system already known by the N55 engine. The thermostatic system includes an independent regulation of electrical cooling components - an electric fan, a programmable thermostat and pumps of coolant.

The S63 Top engine is equipped with a traditional programmable thermostat. Thanks to the electrical heating in the programmable thermostat, it was additionally possible to implement the opening already at a small temperature of the coolant.

Twin-scroll.

Twin-scroll denotes a turbocharger of og with a two-way turbine housing. In the housing of the turbine, the exhaust gas from 2 cylinders, respectively, separately is sent to the turbine. Due to this, the so-called pulse prediment is more powerful. Separately, the flow of ogs in the turbine turbine housing in the form of a spiral (SCROLL) are sent to a turbine wheel.

In the turbine, the exhaust gas is rarely served with constant pressure. With a low speed of rotation of the engine crankshaft, reaches a turbine in pulsating mode. Due to the pulsation, a short-term increase in pressure ratio on the turbine is achieved. Since the PDA increases with pressure, due to pulsation, pressure is also increasing and, therefore, the engine torque.

To improve gas exchange in the S63 Top motor, the cylinders 1 and 6, 4 and 7, 2 and 8, as well as 3 and 5 were respectively connected to the exhaust pipe.

To limit pressure pressure, the bypass valve is used.

Oil supply

When slowing down and passing the turn with M5 / M6, very high acceleration values \u200b\u200bmay occur. Through the centrifugal forces arising from this most of Motor oil is displaced in the front of the oil crankcase. If this happens, the lamellar pump with a swing spool cannot provide oil into the engine, since there will be no oil for suction. Therefore, the engine S63 TOP uses an oil pump with a suction step and a discharge step (a rotary and plate pump with swing spool).

In the engine S63 Top, the components are lubricated and cooled using oil-sponsoring nozzles. Milking nozzles for cooling the bottom of the piston are in principle known. It is built in the return valve so that they open and closed, only starting from a certain oil pressure. Each cylinder has its own oil nozzle, which is supported by its form. proper position Installations. Along with the cooling of the bottom of the piston, it is also responsible for lubricating the piston finger.

The S63 Top engine has a full-flowered oil filter known by the N63 engine. Four-way oil filter is screwed at the oil crankcase below. The valve is built into the oil filter housing. For example, with a cold mating engine oil, the valve can open bypass around the filter. This happens if the pressure difference in front of the filter and after it exceeds approx. 2.5 bar. The permissible pressure difference was increased from 2.0 to 2.5 bar. In this way, a rarest filter bypass and more reliable filtering of dirt particles is ensured.

The S63 Top engine for cooling engine oil has an outstanding oil radiator under the cooling module. To ensure rapid heating of engine oil into the oil crankcase, the thermostat is built into the oil crankcase. The thermostat unlocks the supply pipe to the oil radiator, starting from the oil temperature in the engine 100 ° Celsius.

To control the oil level, the already known oil status sensor is used. Analysis of the quality of engine oil is not performed.

Guidelines for service

General instructions

Note! Give the engine to cool!

Repair work Allowed only after cooling the engine. The temperature of the coolant should not exceed 40 ° Celsius.

We reserve the right to typos, semantic errors and technical changes.

Engine BMW S63B44 / S63TU

Engine characteristics S63.

Reliability, problems and repair of the engine BMW S63

After the end of the production of M5 E60, in M \u200b\u200bGmbH, it was decided to abandon the V10 (S85B50) and switch to the configuration V8 with two turbocharger. As a base, a rather powerful, but quite civilian N63 was taken, the cylinder block, crankshaft, rods, pistons were installed on the degree of compression 9.3.
The cylinder heads from N63B44 were recycled, intake camshafts remained unchanged, the graduation changed, phase 231/252, lifting 8.8 / 9 mm. Valves, springs remain from N63, Dvalve Imaeters: intake 33.2 mm, graduation 29 mm. Timing chain from N63B44. Intake system Slightly changed, the exhaust manifold is new, the turbocharger is replaced with the twinks of Garrett MgT2260SDL, the pressure of the superior is 1.2 bar.Siemens MSD85.1 Management System.
This motor developed 555 hp At 6000 rpm, there was a designation S63B44O0 and was installed on x6m and x5m.
In 2011, for the new generation M5 F10, the above described power point It was updated to S63B44T0 (S63TU). This motor has a lot in common with N63TU: identical connecting rods, camshafts with a phase 260/252 and a lift of 8.8 / 9.0 mm, as well as a timing chain. In addition, new MAHLE pistons were used under the degree of compression 10, the new crankshaft. On S63B44T0 wasthe immediate fuel injection was implemented, the system of stepless change in lifting valve valves Valvetronic III was applied, the Double-Vanos system was finalized (adjustment range: inlet 70, release 55), the cooling system was finalized, the Garrett MGT2260DSL turbocharger was applied, pressurized pressure 1.5 bar.
Engine control system on M5 F10 - Bosch MEVD17.2.8.
All modifications allowed to increase power up to 560 hp. At 6000-7000 rpm, and the torque is 680 nm at 1500-5750 rpm.
The S63B44T0 engine was used on BMW M5 F10 and M6 F12 cars.

Since December 2014, S63B44T2 (S63TU2) has been sent (S63TU2), which are on X5M F85 and X6M F86. Power of these internal combustion engines increased to 575 hp. At 6000-6500 rpm, torque 750 nm at 2200-5000 rpm.
It stands here the same inlet as on the M5 F10, but adapted under X5 / X6, the oil pan, pump and cd hb, cooling system, the turbine are the same, but replaced by Westgates, are also adapted. exhaust system, ECU BOSCH MEVD 17.2.H. Advance pressure is the same - 1.5 bar.

In November 2017, the BMW M5 F90 began to produce, which received the following version of this motor - S63B44T4. It is equipped with new pistons, refined oil nozzles, x5m F85 crankcase (modified under M5), the turbine is also modified, an improved intake manifold is installed, a new TNVD, its exhaust. Manages this engine DME 8.8.t. Advance pressure increased to 1.7 bar.
For BMW M5 F10 COMPETTION PACKAGE and M6 F13 COMPETTION PACKAGE, the return S63TU increased to 575 hp at 6000-7000 rpm and up to 600 hp at 6000-7000 rpm.

Problems and disadvantages of BMW S63 engines

Fault motors BMW S63 is similar to those common in civilians N63. You can familiarize yourself with them.

Engine tuning BMW S63

Chip tuning

Given that the S63 turbo motor, there are no problems with his tuning at all. You just have to go to any tuning office and by usual flashing Stage 1, you will receive 680 hp. If you need more, then additionally buy downpaps, sports exhaust and appropriate setting. As a result, get 730-750 hp and more.
These motors are full of various iron, such as tuning intake, modified turbines and other interesting things that will increase power up to 800-900 and more horses, if 700 hp You are too small.