BMW N62B44 Manual

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Service training (145 pages)

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Page 1: Table Of Contents
N62B44 Engine ........
Page 2: Subject Page
Subject Page Components Cooling System ......... . .38 - Coolant Circuit .
Page 3: N62B44 Engine
• Identify the Secondary air components. • Explain how the initial VANOS position is retained when oil pressure is not present. • List the proper drive belt removal procedure. • Describe the throttle valve functions. • Identify the N62B44 designation. N62 Engine...
Page 4: Purpose Of The System
N62 Engine Purpose of The System The N62B44 engine is a completely new development from the NG (New Generation) series and is available as a B44 (4.4 liter). To achieve these objectives, enhancements The development objectives were: were made in the following areas: •...
Page 5: Technical Data
Technical Data E E n n g g i i n n e e N N 6 6 2 2 B B 4 4 4 4 Design 8 Cylinder V V Angle 90° Displacement (cm3) 4,398 Bore/Stroke (mm) 92/82.7 Cylinder Gap (mm) Main Crankshaft Bearing Diameter (mm) Output (kW) at speed (rpm)
Page 6 42-02-02 N62 Engine...
Page 7: Engine Views
2. Valvetronic Motor 3. Evaporative Emission Valve 4. VANOS Solenoid Valve 5. Thermostat Housing 6. Throttle Unit 7. Vacuum Pump N62B44 Engine (Front View) 42-02-03 1. Camshaft Position Sensor Cylinder Bank 5-8 2. Valvetronic Eccentric Shaft Position Sensor, Cylinder Bank 5-8 3.
Page 8: Fresh Air System
Fresh Air System Air Routing The intake air passes through the air intake duct to the air cleaner, through the throttle sec- tion into the variable intake manifold and on to the two cylinder head intake ducts. Increases in engine output and engine torque, as well as optimization of the engine torque curve, are largely dependent on an optimum engine volumetric efficiency over the entire engine speed range.
Page 9: Throttle Valve
Throttle Valve The throttle valve on the N62 is not necessary for engine load control. This is carried out by the intake valves variable lift adjustment. • Throttle Valve Housing with Throttle Valve. • Throttle Valve Actuator • Two Throttle Valve Potentiometers 42-02-25 Throttle Valve The tasks of the throttle valve are:...
Page 10: Intake Manifold
Intake Manifold The N62 engine is equipped with a Variable Intake Manifold making it possible to reach a generous torque curve even at low engine speeds, without incurring losses in engine out- put at higher speeds. It ensures that the engine exhibits optimum volumetric efficiency through the entire range of speeds.
Page 11 This is only possible if the intake valve is closed and the mass inertia causes the intake air to flow in front of the closed intake valve. The air is compressed, the pressure and the air flow increase. I I n n t t a a k k e e a a i i r r f f l l o o w w s s i i n n f f r r o o n n t t o o f f t t h h e e c c l l o o s s e e d d i i n n t t a a k k e e v v a a l l v v e e .
Page 12 1. Intake Port 2. Funnel 3. Rotor 4. Shaft 5. Spur Gears 6. Manifold Volume 42-02-09 The Variable Intake Manifold Each cylinder has its own intake pipe (1) which is connected to the manifold volume (6) via a rotor (3). The rotors are supported by one shaft (4) per cylinder bank. The second shaft, from which the rotor for the opposite cylinder bank is adjusted, is turned by spur gears (5) in the opposite direction from the driven shaft.
Page 13 The intake path length is determined by the fun- nel position. If the engine speed is less than 3,500 rpm, the funnel is in the longer intake path length position. This means that the intake air must cover a longer path to reach the cylinders. •...
Page 14: Crankcase Venting System
Crankcase Venting System The crankcase vapors (a result of combustion blow-by gasses) are led out of the crank- case and back into the combustion chamber via the intake manifold. The blow-by gasses contain droplets of oil which must be separated. The oil is returned to the sump while the blow-by gasses are led into the intake pipe for combustion.
Page 15: Exhaust System
Exhaust System The exhaust system is completely redesigned for the N62B44 engine. It has been opti- mized in terms of cylinder filling, scavenging, sound level and rapid catalytic converter light- off. Exhaust System 42-02-13 1. Manifold with Integrated Catalytic Converter 2.
Page 16: Silencers
Silencers • A 1.8 liter capacity front silencer has been fitted for each cylinder bank. • A single 5.8 liter center silencer is fitted downstream of the two front silencers. • The resonator type rear silencers have capacities of 12.6 and 16.6 liters. Exhaust Gas Flap The 12.6 liter rear silencer is fitted with an exhaust gas flap to keep noise to a minimum at engine idle speed and low rpm.
Page 17 Secondary Air Pump (SLP) The electrically-operated secondary air pump is mounted to the vehicle body. The pump draws out filtered fresh air from the air cleaner housing during the warm-up phase and sup- plies it to the two secondary air Non-return Valves. Once the engine has been started, the secondary air pump is supplied with voltage by the ECM via the secondary air pump relay.
Page 18: Ancillary Components
Ancillary Components and Drive Belts Drive Belts The belt drive has two components and is subdivided into the main and A/C drives. Both belts are driven by the crankshaft pulley. A 4 rib belt is used to drive the air conditioning compressor and a 6 rib belt is used for the main drive.
Page 19: Alternator
Alternator Due to the high power capacity of 180 A, the alternator is cooled by the engine's cooling system to enhance heat dissipation. The brushless Bosch alternator is installed in an alu- minum housing which is mounted to the engine block. The exterior alternator walls are sur- rounded with circulated engine coolant.
Page 20 The ECM takes on the following functions: • Activation/deactivation of the alternator. • Informing the alternator regulator of the nominal voltage value to be set. • Controlling the alternator's response to load. • Diagnosing the data line between the alternator and the ECM. •...
Page 21: Air Conditioning Compressor
N N o o t t e e : : The alternator regulator voltage is influenced by the ECM - BSD interface. The bat- tery charge voltage can therefore be up to 15.5 V, depending on the battery temperature. If a battery charge voltage of up to 15.5 V is measured, the regulator is not faulty. A high charge voltage indicates a low battery temperature.
Page 22: Cylinder Heads
Cylinder Heads The two N62 cylinder heads are a new development from BMW. They are fitted with the Valvetronic system. The secondary air ducts for subsequent exhaust gas treatment are integrated in the cylinder heads. The cylinder heads are cooled by the “cross-flow” princi- ple.
Page 23: Engine Covers
Engine Covers Each cylinder head has a plastic cover for the ignition coil cabling and top of the cylinder head. The covers “push fit” into rubber grommets on the cylinder head covers. A sound absorption cover for the top of the engine also covers the two Valvetronic motors.
Page 24: Valve Gear
Cylinder Head Gaskets The cylinder head gasket is a multi-layer steel gasket with a rubber coating. This type of gas- ket has previously been used on other engines. The B44 head gasket has a 6 mm hole in a flap on the outlet side of the cylinder head gasket.
Page 25: Valvetronic
Valvetronic Over the entire speed and load range, the gasoline engine needs a combustible fuel-air mixture within the ideal ratio (Lambda = 1). The mixture quantity must be altered to vary the speed and output. This variation is effected by the throttle valve. The mixture, which falls within the narrow range of Lambda = 1, is formed outside the combustion chamber using the fuel injection system (external mixture formation).
Page 26 Physical considerations: On engines with throttle valve control, the throttle valve is slightly open in the idling and part- load ranges. This results in the formation of up to 500 mbar vacuum in the intake manifold, which prevents the engine from aspirating freely and in turn prevents optimum cylinder fill- ing.
Page 27 Principle of Operation T T h h e e V V a a l l v v e e t t r r o o n n i i c c s s y y s s t t e e m m i i s s a a c c o o m m b b i i n n a a t t i i o o n n o o f f V V A A N N O O S S a a n n d d v v a a l l v v e e l l i i f f t t a a d d j j u u s s t t m m e e n n t t . . This combi- nation of abilities allows the ECM to control when the intake valves are opened and closed, and also the opening lift.
Page 28 Valvetronic Motors One Valvetronic motor is located on top of each cylinder head towards the inside of the engine “V”. The motors are capable of traveling from minimum to maximum lift in 300 milli-seconds. 1. Cylinder Head Cover, Cylinder Bank 1-4 2.
Page 29 Eccentric Shafts 43-02-32 The eccentric shafts (one per cylinder head) are driven by the Valvetronic motors and are supported by four caged needle bearing assemblies for a smooth rotation. To assist in maintaining the set positions and counter the valve train torque, a torque compensation spring is mounted on the end of the shaft for tension.
Page 30 Valve Lift The Valvetronic motor worm gear rotates the eccen- tric shaft clockwise or counterclockwise at a very quick rate (1). Due to the progressive “lobe” on the eccentric shaft, this rotation positions the intermediate lever (2) closer or further to the camshaft lobe. As the camshaft is rotating (3), the cam lobe will pivot the intermediate lever (4) and the “heel”...
Page 31: Bi-Vanos
Bi-VANOS (Variable Camshaft Adjustment) The N62 features compact infinitely variable vane-type VANOS for the intake and exhaust camshafts. The VANOS unit is easy to remove and install. The VANOS unit is designed as an integral component of the chain drive and is secured to the respective camshaft with a central bolt.
Page 32 Camshaft Sensors The cam shaft sensors (Hall effect) are mounted through the cylinder head cover. There are two sensors per cylinder head to monitor the intake and exhaust camshaft positions. The sensors monitor the impulse wheels attached to the ends of the camshafts. 1.
Page 33 VANOS Sectional Views 42-02-45 42-02-49 VANO’S Components 1. Housing with Sprocket 7. Hub 2. Front Plate 8. Black Plate 3. Torsion Plate 9. Blade 4. Lock Spring 10. Spring 5. Retaining Plate for Lock Spring 11. Pressure Chamber A 6. Spring Loaded Locking Pin 12.
Page 34 H H y y d d r r a a u u l l i i c c A A c c t t u u a a t t i i o o n n : : When oil pressure is applied to chamber A, the blades are forced away from the VANOS housing (counterclockwise).
Page 35 When the solenoid valve switches over, oil pressure is applied to chamber B. This forces the blades (and hub) in a clockwise direction back to the initial position, again changing the camshaft timing. The example below shows the r r e e s s e e t t procedure together with the pressure progression based on the VANOS unit for the exhaust camshafts.
Page 36: Vacuum Pump
The chart below shows the VANOS unit camshaft adjustment possibilities. The valve lift adjustment has also been incorporated. The special feature of Valvetronic is that the air mass drawn in the cylinders can be easily determined by the valve lift and closing time. The air mass can then be limited, thus the term “load control”.
Page 37: Chain Drive
Chain Drive The camshafts are driven by a toothed chain, one for each cylinder bank. The oil pump is driven by a separate roller chain. Chain Drive 43-02-50 1. Sensor wheels for the camshaft position sensor, cylinder bank 1-4 2. Tensioner Rail, Cylinder 5-8 3.
Page 38 Toothed Chain The camshafts are driven by the crankshaft using newly developed maintenance free toothed chains. The toothed chain gear wheels are located on the crankshaft and on the VANOS unit. Use of the new toothed chains (1) optimizes the drive chain rolling process and reduces noise.
Page 39 Tensioning Rail Bearing Pin The bearing pin for the cylinder bank 1-4 drive chain tensioning rail is hollowed. There is a ball (check) valve in the bearing pin. The valve opens at an oil pressure of 1 bar and allows engine oil to flow to the tensioning rail via a port (1).
Page 40: Cooling System
Cooling System Coolant Circuit - 14 Liter Coolant Capacity 42-02-56 Cooling System (Circuit Flow) 1. Cylinder Head Bank 5-8 12. Radiator 2. Coolant Supply (heater core) 13. Radiator Partition (low temp section) 3. Water valve with electric water pump 14. Temperature Sensor 4.
Page 41 Coolant Circuit The coolant flow has been optimized allowing the engine to warm up as quickly as possi- ble after a cold start as well as even and sufficient engine cooling while the engine is run- ning. The cylinder heads are supplied with coolant in a cross-flow pattern. This ensures more even temperature distribution to all cylinders.
Page 42: Water Pump
The coolant flows to the rear of the engine block, from there through the side channels to the cylinder walls and then into the cylinder heads (lower left picture). The cast aluminum cover at the rear of the engine block (with sealing bead) is shown on the lower right. 42-02-59 Water Pump/Thermostat Housing The water pump is combined with the thermostat housing and is bolted to the timing case...
Page 43 Leakage Restraint System in the Water Pump The water pump has a leakage restraint system for the functional leakage from the pump shaft piston ring type seal. The coolant which escapes through the pump shaft sliding ring seal usually accumulates and evaporates through a hold in the leakage chamber (evapora- tion area).
Page 44: Map-Controlled Thermostat
Map-controlled Thermostat The map-controlled thermostat allows the engine to be cooled relevant to operating con- ditions. This reduces fuel consumption by approximately 1-6%. The electrical connections, the design and the map-controlled thermostat response have been enhanced. The map- controlled thermostat function is the same as previous engines (M62). 1.
Page 45: Expansion Tank
Cooling Components 1. Cooling Radiator 4. Engine oil/air heat exchanger connection 2. Expansion Tank (hot countries only) 3. Water Pump 5. Transmission oil/coolant heat exchanger Cooling Radiator The radiator is made from aluminum and is divided into a high-temperature section and a low-temperature section by a partition wall (see coolant circuit diagram).
Page 46: Transmission Oil/Water Heat Exchanger
Transmission Oil/Coolant Heat Exchanger The transmission oil/coolant heat exchanger ensures that the transmission oil is heated up quickly and also that it is appropriately cooled. When the engine is cold, the transmission oil/coolant heat exchanger thermostat switches into the engine's recirculated coolant cir- cuit.
Page 47: Engine Block
Engine Block Oil Sump The oil sump consists of two parts. The upper section of the oil sump is made from cast aluminum and is sealed to the crankcase with a rubber-coated sheet steel gasket. This section of the oil sump has a cross shaped cut out oil filter element recess. The upper sec- tion of the oil sump is inter connected to the oil pump and is sealed with a sealing ring.
Page 48: Crankshaft
Crankshaft The N62 uses an inductively hardened cast-iron crankshaft. The crankshaft has five main bearings (familiar 4 bolt cast iron caps) and is hollowed around bearing journals 2, 3, and 4 for weight reduction. The fifth bearing is also the “thrust” bearing. The crankshaft stroke for the B44 is 82.7 mm.
Page 49: Flywheel
Flywheel The lightweight flywheel is made from a laminated plate. The starter ring gear is also the increment wheel for engine speed and crankshaft positioning/misfire detection. The ring gear is riveted directly to the flexplate (6). The fly- wheel diameter is 320 mm. Vibration Damper The vibration damper is a torsional vibration absorber (axial design).
Page 50: Lubrication System
Lubrication System Crankcase with oil jets 1. Oil Jet for Drive Chain Cylinder Bank 5-8 2. Oil Jets for Piston Cooling Crankcase with Oil Jets 42-02-71 The engine oil is supplied by the oil pump to the lubrication points in the engine block and is pumped into the cylinder heads.
Page 51: Oil Pump
N N o o t t e e : : T T h h e e o o i i l l c c h h e e c c k k v v a a l l v v e e s s a a r r e e d d i i f f f f e e r r e e n n t t i i n n d d e e s s i i g g n n a a n n d d s s h h o o u u l l d d n n o o t t b b e e m m i i x x e e d d u u p p o o n n i i n n s s t t a a l l l l a a t t i i o o n n .
Page 52 Oil Pressure Control 1. Oil Pump Stage 1 5. Sealing Plug 2. Oil Pump Stage 2 6. Oil Pump Housing 3. Pressure Control Valve Piston 7. Oil Sump 4. Pressure Control Valve Spring Oil Pressure Control O O i i l l p p r r e e s s s s u u r r e e c c o o n n t t r r o o l l v v a a l l v v e e i i n n i i n n i i t t i i a a l l S S t t a a g g e e t t w w o o = = B B o o t t h h p p u u m m p p s s u u p p p p l l y y c c i i r r c c u u i i t t s s p p o o s s i i t t i i o o n n , , w w i i t t h h o o u u t t p p r r e e s s s s u u r r e e .
Page 53: Oil Filter
Oil Filter The canister type oil filter (3) is located under the engine by the oil sump. The support for the oil filter is integrated in the rear oil pump cover. The oil filter housing (2 with o-ring) is threaded into the rear of the oil pump cover through an opening in the oil sump.
Page 54: Technical Data
Technical Data - Lubrication System The recommended oil is BMW High Performance 5W-30 Synthetic Oil * P/N 07 51 0 017 866 O O i i l l C C a a p p a a c c i i t t y y i i n n L L i i t t e e r r s s...
Page 55: Review Questions
Review Questions 1. What is the function of the throttle valve? 2. What are the conditions that will result in stage two oil supply? 3. What does the term “cracked” connecting rod mean? 4. What does the low temperature area refer to in the cooling system? 5.

BMW N62B44 Manual

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