BMW N62 Series, N62B36, N62B44 Service Training

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BMW
Service Training
New Generation N62 Engine
Course Contents/Background Material
Information status:
April 2001
New Generation N62 Engine Chapter 1-7
Course contents/Background material
© BMW AG, Service Training
Contents
Page
CHAP 1 N62 engine 1
Introduction 1
- General information 1
Technical data 2
- Full load graphs 3
Views of the N62 engine 5
- N62B36 5
CHAP 2 N62 supplement to existing documents 1
- Crankcase venting system 1
- Alternator 1
- Characteristic mapping thermostat 1
- Engine management 1
- VANOS 1
- Valvetronic system 1
CHAP 3 N62 engine mechanics 1
Fresh air system 1
- Air routing 1
- Intake manifold 4
- Crankcase venting system 13
Exhaust system 15
- Structure 15
- Exhaust manifold with catalytic converter 16
- Silencer 16
- Secondary air system 17
Ancillary components and belt drive 20
- Belt drive 20
- Alternator 22
- Coolant compressor 26
- Starter motor 27
- Power steering pump 27
Cylinder heads 28
- Engine cover 29
- Cylinder head covers 30
- Valve gear 32
- Valvetronic 36
- Bi-VANOS (variable camshaft adjustment) 44
- Vacuum pump 49
- Chain drive 50
New Generation N62 Engine Chapter 1-7
Course contents/Background material
© BMW AG, Service Training
Cooling system 58
- Coolant circuit 58
- Water pump 63
- Map-controlled thermostat 67
- Cooling module 68
- Cooling radiator 69
- Coolant expansion tank 69
- Transmission oil/water heat exchanger (ÖWT) 70
- Electrically-operated fans 70
- Viscous coupling fan 70
Engine block 71
- Oil sump 71
- Crankcase 73
- Crankshaft 74
- Connecting rod and piston 76
- Flywheel 78
- Vibration damper 78
- Engine suspension 78
Lubrication system 79
- Oil circuit 79
- Oil check valve 80
- Oil pressure switch 81
- Oil pump 82
- Oil filter 83
- Pressure control 84
- Oil cooling 85
- Technical data 86
CHAP 4 N62 engine management system ME 9.2 1
Introduction 1
- General information 1
- ME 9.2 overview 2
- Components 9
Functional description 12
- General information 12
- Oxygen sensor regulation 13
- Oil condition sensor (OEZS) 14
- Variable intake manifold 17
- Idle speed control 17
Valvetronic 19
- General information 19
- Function 21
- Valvetronic control unit 23
- DME control unit 24
- DME main relay 24
- Valvetronic additional relay 24
- Valvetronic motors 24
- Valvetronic sensors 25
New Generation N62 Engine Chapter 1-7
Course contents/Background material
© BMW AG, Service Training
CHAP 5 N62 fuel system 1
- General information 1
- Injection valves 1
- Fuel pressure regulator 2
- Electric fuel pump (EKP) 2
- EKP regulation 2
CHAP 6 E65 fuel systems 1
- General information 1
- Filling the tank 3
- Tank ventilation 5
- Fuel supply system 8
Fuel tank leak diagnostic module 10
- General information 10
- Function 10
- Diagnostic procedure 11
CHAP 7 Glossary 1
New Generation N62 Engine Chapter 1 P.1
Course Contents/Background Material
© BMW AG, Service Training
N62 engine
Introduction
- General information
The N62 engine is a completely new development from the
NG (New Generation) series, and is available in two engine-
capacity versions, B36=3.6 l and B44=4.4 l.
The development objectives were:
- A significant reduction in fuel consumption
- A reduction in the emission of pollutants
- Increased power
- Improved torque and torque curve
- Improved engine acoustics
In order to achieve these objectives, a complete package of
measures was introduced in the following areas:
- Engine mechanics
- Valve timing
- Intake air guidance
- Subsequent treatment of exhaust emissions
- Engine management control
The most important features of the new N62 engine are:
- 8 cylinders in 90º configuration
- 2 four-valve cylinder heads
- Light-alloy design
- Newly-developed variable intake manifold
- Valvetronic system
In conjunction with the newly-developed intake manifold, the
Valvetronic system, to which the intake valve lift can be adapted,
ensures optimum engine capacity.
Throttle valve use is conditional for engine load control.
The N62 is the best engine in its class. At this time there is no
other engine on the market which uses comparable technology.
New Generation N62 Engine Chapter 1 P.2
Course Contents/Background Material
© BMW AG, Service Training
Technical data
Engine N62B36 N62B44
Design 8 cylinder V 8 cylinder V
V angle 90º 90º
Displacement (cm
3
)
3,600 4,398
Bore/stroke (mm) 84/81.2 92/82.7
Cylinder gap (mm) 98 98
Main crankshaft bearing diameter (mm) 70 70
Crankshaft connecting rod bearing diameter (mm) 54 54
Output (kW)
at speed (rpm)
200
6,000
245
6,000
Torque (Nm)
at speed (rpm)
360
3,300
450
3,100
Cut-off speed (rpm) 6,500 6,500
Compression ratio 10.2 10.0
Valves/cylinders 4 4
Intake valve diameter (mm) 32 35
Exhaust valve diameter (mm) 29 29
Intake valve lift (mm) 0.3 - 9.85 0.3 - 9.85
Exhaust valve lift (mm) 9.7 9.7
Cams opening period (º crankshaft) 282/254 282/254
Engine weight (kg)
(construction group 11 to 13)
213 213
Fuel rating (RON) 98 98
Fuel (RON) 91-98 91-98
Firing sequence 1-5-4-8-6-3-7-2 1-5-4-8-6-3-7-2
Knock control Yes Yes
Variable intake manifold Yes Yes
Digital motor electronics ME9.2 +
Valvetronic
control unit
ME9.2 +
Valvetronic
control unit
Complies with exhaust emission regulations EU-3
EU-4
LEV
EU-3
EU-4
LEV
Engine length (mm) 704 704
Fuel consumption saving compared with the M62 13% 14%
Vmax (km/h) E65 electronic cut-out 250 250
New Generation N62 Engine Chapter 1 P.3
Course Contents/Background Material
© BMW AG, Service Training
- Full load graphs
N62B36
Fig. 1: Full load graphs comparison. Broken lines = M62B35
Output in kW
Torque in Nm
Speed
KT-8235
New Generation N62 Engine Chapter 1 P.4
Course Contents/Background Material
© BMW AG, Service Training
N62B44
Fig. 2: Full load graphs comparison. Broken lines = M62B44
Torque in Nm
Output in kW
Speed
KT-8236
New Generation N62 Engine Chapter 1 P.5
Course Contents/Background Material
© BMW AG, Service Training
Views of the N62 engine
- N62B36
Fig. 3: N62 engine front view
Index Description
1 Valvetronic motors
2 Tank ventilation valve (AKF valve)
3 VANOS solenoid valve
4 Alternator
5 Pulley for the water pump
6 Thermostat housing
7 Throttle unit
8 Vacuum pump
9 Intake pipe to air cleaner
KT-7886
New Generation N62 Engine Chapter 1 P.6
Course Contents/Background Material
© BMW AG, Service Training
Fig. 4: N62 engine side view
Index Description
1 Starter motor with heat protection
KT-7682
New Generation N62 Engine Chapter 1 P.7
Course Contents/Background Material
© BMW AG, Service Training
Fig. 5: N62 engine rear view
Index Description
1 Camshaft position sensor, cylinder bank 5-8
2 Valvetronic eccentric shaft position sensor, cylinder bank 5-8
3 Valvetronic eccentric shaft position sensor, cylinder bank 1-4
4 Camshaft position sensor, cylinder bank 1-4
5 Secondary air valves
6 Servomotor for variable intake manifold
KT-7681
New Generation N62 Engine Chapter 2 P.1
Course Contents/Background Material
© BMW AG, Service Training
N62 supplement to existing documents
- Crankcase venting system
See the M44 for details of how the pressure control valve
functions
- Alternator
See the M57 EU for details of the principle
- Characteristic mapping thermostat
See the M62 and DME M5.2 for details of how the characteristic
mapping thermostats function
- Engine management
See N42 engine management
- VANOS
See the N42 engine
- Valvetronic system
See the N42 Valvetronic system
New Generation N62 Engine Chapter 3 P.1
Course Contents/Background Material
© BMW AG, Service Training
N62 engine mechanics
Fresh air system
- Air routing
Fig. 6: N62 air routing
The intake air passes through the air intake duct to the air
cleaner, through the throttle section into the variable intake
manifold, and on to the two cylinder head intake ducts.
In accordance with fording depth guidelines, the air intake ducts
are situated high in the engine compartment. Fording depth is as
follows:
- 150 mm water depth at 30 km/h
- 300 mm water depth at 14 km/h
- 450 mm water depth at 7 km/h
The air cleaner element is designed to be changed at
100,000 km intervals.
Index Description
1 Air intake duct
2 Air cleaner housing with intake air silencer
3 Intake pipe with HFM (hot-film air-mass flow sensor)
4 Secondary air valves
5 Secondary air pump
KT-7888
New Generation N62 Engine Chapter 3 P.2
Course Contents/Background Material
© BMW AG, Service Training
Increases in engine output and engine torque, as well as optimi-
sation of the engine torque curve, are largely dependent on an
optimum engine volumetric efficiency over the entire engine
speed range.
Good volumetric efficiency in the lower and upper speed ranges
is achieved via long and short intake paths. Long air intake paths
ensure optimum volumetric efficiency in the lower to middle
speed ranges.
This optimizes the torque curve and increases the torque.
In order to optimize the power increase in the upper speed
range, the engine requires short air intake paths for better filling.
The air intake system has been completely reworked in order to
eliminate this inconsistency in terms of air intake path length.
The air intake system consists of the following components:
- Intake air ducts upstream of the air cleaner
- Air cleaner
- Intake pipe with HFM (hot-film air-mass flow sensor)
- Throttle unit
- Variable intake manifold
- Intake port
New Generation N62 Engine Chapter 3 P.3
Course Contents/Background Material
© BMW AG, Service Training
Throttle valve
The throttle valve mounted on the N62 is not necessary for
engine load control. This is carried out by the intake valves'
variable lift adjustment. The tasks of the throttle valve are:
- Starting the engine:
During the starting procedure and when the engine is idling at
a temperature of between 0 ºC and 60 ºC, airflow is controlled
by the throttle valve.
If the engine is at operating temperature, it will be switched to
non-throttle mode approximately 60 seconds after it is started
up. In cold conditions, however, the engine is started with the
throttle valve fully opened, since this has a positive effect on
the starting characteristics.
- Ensuring a constant vacuum pressure of 50 mbar in the intake
pipe:
This vacuum pressure is needed to exhaust the blow-by gases
from the crankcase and the fuel vapours from the activated
charcoal filter.
- The emergency running function:
If the Valvetronic system should fail, the throttle valve imple-
ments the engine's emergency running function (conventional
load control).
Throttle valve structure
- Throttle-valve housing with throttle valve
- Throttle valve actuator
- Two throttle valve potentiometers (feedback signal is contra-
rotating)
New Generation N62 Engine Chapter 3 P.4
Course Contents/Background Material
© BMW AG, Service Training
- Intake manifold
General information
The N62 engine is fitted with a variable intake manifold to make
it possible to reach a generous torque curve, even at low engine
speeds, without incurring losses in engine output at higher
speeds. It ensures that the engine exhibits optimum volumetric
efficiency through the entire range of speeds.
A new feature is that on the N62, the variable intake manifold
intake pipe length can be adjusted depending on the engine
speed.
The various requirements on a good petrol engine are
multilayered, and often appear to be contrary to one another.
The most important requirements are:
- High engine output
- High engine torque at favourable engine speeds
- Favourable torque curve
- Low pollutant emissions
- Smooth engine operation over the entire speed range
- Good engine acoustics
- Low fuel consumption
To achieve these objectives, every component of the engine, the
exhaust system and the engine management system must be
optimally matched to one another.
A particularly important factor is cylinder filling and scavenging.
This is determined by the optimal matching of the intake pipe
dimensions, the exhaust system and the valve timing.
Good cylinder filling is the basic prerequisite for the fulfilment of
the requirements.
The complete air intake system, and to a certain extent the
intake manifold, contribute to optimum cylinder filling.
New Generation N62 Engine Chapter 3 P.5
Course Contents/Background Material
© BMW AG, Service Training
The volumetric efficiency of the engine cylinders is determined
by physical processes which occur in the intake pipe while the
engine is running.
For optimum filling in every speed range, the engine needs an
intake manifold with different intake path lengths.
Long intake paths for low engine speeds, and short intake paths
for high engine speeds. Until now, the intake pipe length was
determined by the torque curve or output requirements.
Previously, if a good torque was needed at low engine speeds,
the engine was fitted with a long intake pipe. The consequence
was a poorly-running engine with insufficient end output.
If the emphasis is on a lively, high-capacity engine, a short intake
pipe is needed.
A fixed length intake pipe, therefore, is a compromise.
The introduction of the diversified intake manifold (DISA) has
made it possible to adjust the intake pipe to form a long or short
intake path, using a flap in the intake manifold.This variable
facilitates good torque curves as well as very good engine
output in the higher speed ranges.
With the N62, a variable intake manifold is used for the first time.
It ensures that the intake path is always the optimum length for
the engine speed, thus ensuring the best possible volumetric
efficiency.
New Generation N62 Engine Chapter 3 P.6
Course Contents/Background Material
© BMW AG, Service Training
Function
In order to understand how engine speed relates to volumetric
efficiency, the physical processes within the intake pipe must be
taken into consideration.
To ensure that there is good airflow to the engine cylinders, the
intake pressure in front of the intake valve should ideally be high.
This means that good airflow (high gas molecule density) in front
of the intake valve is necessary.
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 and the pressure and the air flow
increase.
Fig. 7: Intake air flows in front of the closed intake valve
Index Description
1 Closed intake valve
2 Air manifold
KT-8409
New Generation N62 Engine Chapter 3 P.7
Course Contents/Background Material
© BMW AG, Service Training
As soon as the intake valve is opened, the pressurized intake air
flows into the cylinder, expands, and draws the air molecules
which follow into the cylinder. This means that suction waves
form in the intake pipe, which move at sonic speed (333 m/s) in
the opposite direction to the intake air. These suction waves are
reflected in the intake manifold and create pressure waves
which then move once more at sonic speed in the direction of
the intake valve.
Fig. 8: Movement of the intake air with the intake valve open
Index Description
1 Pressure waves
2 Air manifold
3 Suction waves
KT-8408
New Generation N62 Engine Chapter 3 P.8
Course Contents/Background Material
© BMW AG, Service Training
The intake pipe is at the optimum length when the pressure
waves are at the intake valve shortly before it is closed. The
increase in pressure in front of the intake valve results in
increased air flow to the cylinders once more.
This process is described as recharge effect. The opening angle
of the intake valve remains unchanged as the engine speed
increases. The opening time, however, is reduced proportio-
nately (with conventional, non-Valvetronic engines).
Since the suction waves and pressure waves expand at sonic
speed, the suction path length must be adapted depending on
the engine speed to ensure that the tip of the pressure wave
reaches the intake valve before it is closed.
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