torque BMW 545i 2004 E60 N62B44 Engine Workshop Manual

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N62 Engine
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).
The development objectives were:
• Reduction in fuel consumption
• Reduction in emissions
• Increased power
• Improved torque and torque curve
• Improved engine acoustics
The most important features of
the new N62 engine are:
• 8 cylinders in a 90º V configu-
ration
• 2 four-valve cylinder heads
• Light-alloy design
• Newly-developed variable
intake manifold
• Valvetronic system
In conjunction with the Variable Intake Manifold, the Valvetronic system adapts the intake
valve lift to ensure optimum cylinder filling. The throttle valve use is limited during engine
operation to maintain a constant intake manifold vacuum.
T Th
he
e
N
N6
62
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i
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gy
y.
.
To achieve these objectives, enhancements
were made in the following areas:
• Engine mechanicals
• Treatment of exhaust emissions
• Valve timing
• Engine management control
• Intake air flow
43-02-01

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N62 Engine
Technical Data

E En
ng
gi
in
ne
e
N N6
62
2B
B4
44
4


Design 8 Cylinder V

V Angle 90°

Displacement (cm3) 4,398

Bore/Stroke (mm) 92/82.7

Cylinder Gap (mm) 98

Main Crankshaft Bearing Diameter (mm) 70

Output (kW)
at speed (rpm) 325
6,100

Torque (Nm)
at Speed (RPM) 330
3,600

Cut-off speed (RPM) 6.500

Compression Ratio 10.0

Valves / Cylinders 4

Intake Valve Diameter (mm) 35

Exhaust Valve Diameter (mm) 29

Intake Valve Lift (mm) 0.3 – 9.85

Exhaust Valve Lift (mm) 9.7

Cams Open Period (º crankshaft) 282/254

Engine Weight (kg) 213

Fuel 91 Octane

Firing Order 1-5-4-8-6-3-7-2

Knock Sensor Yes

Variable Intake Manifold Yes

Digital Motor Electronics ME 9.2 with Valvetronic Control Unit

Complies with Exhaust Emission Regulations EU-3
EU-4
LEV
Engine Length (mm) 704

Fuel Consumption Saving Compared with the M62 14%

Downloaded from www.Manualslib.com manuals search engine 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.
Long and short intake paths contribute to good volumetric efficiency in the lower and upper
speed ranges. 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 cylinder filling. The air intake system has been completely rede-
velopd in order to eliminate this inconsistency in terms of air intake path length.
The air intake system consists of the following components:
6
N62 Engine
42-02-05 Air Intake System
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

Downloaded from www.Manualslib.com manuals search engine 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.
The new feature is the Variable Intake Manifold intake pipe length can be adjusted depend-
ing on the engine speed to provide efficient cylinder filling and scavenging. This is deter-
mined by the optimal matching of the intake pipe dimensions, the exhaust system and the
valve timing.
The intake manifold is located in the engine “V” and is mounted on the cylinder head intake
ports.
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.
8
N62 Engine
42-02-47

Downloaded from www.Manualslib.com manuals search engine 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.
• Storing alternator fault codes.
• Activating the charge indicator lamp in the instrument cluster.
The connection with the ECM makes it possible to equalize the alternator load torque for
nearly all operating conditions. This supports the engine idling speed control and the bat-
tery load balance. In addition, the ECM receives information from the Power Module about
the battery's calculated temperature and charge status. This means that alternator output
can be adapted precisely to the temperature and load status of the battery which increas-
es the battery service life.
The charge indicator display strategy has not changed in comparison with the alternators
currently in use. Regulating the alternator output is particularly important when activating
Valvetronic operating motors.
A temperature protection function is implemented in the voltage regulator. If the alternator
overheats, the alternator voltage is reduced until an appropriate temperature has been
reached.
T Th
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E
EC
CM
M
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re
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f
fo
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ll
lo
ow
wi
in
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g
f
fa
au
ul
lt
ts
s:
:
• Mechanical faults such as blockages or belt drive failure.
• Electrical faults such as exciter diode defects or over/under voltage caused by regula-
tion defects.
• Connection defects between the ECM and the alternator.
C Co
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.
18
N62 Engine

Downloaded from www.Manualslib.com manuals search engine 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).
The mixture control is influenced by the throttle valve and is not optimal in all the different
load ranges. This is particularly true in the idle to part-load ranges, since the throttle valve
is only opened slightly in these ranges. The consequences are less than optimal cylinder
filling, torque and increased fuel consumption.
Technical measures were previously introduced; such as the optimization of air/fuel mixing,
improved valve overlap, introduction of DISA and the steady improvement of mixture con-
trol all depend on the throttle valve. This is where the new completely unique Valvetronic
design comes in.
The Valvetronic system simultaneously varies the valve opening time and the valve opening
lift between 0.3 mm and 9.85 mm, according to engine speed and load. This means that
the air/fuel mixture volume is controlled according to engine requirements. This type of mix-
ture and volume control makes the typical throttle valve control unnecessary.
23
N62 Engine

Downloaded from www.Manualslib.com manuals search engine 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. The Valvetronic system with an open throttle valve largely counteracts this disadvan-
tage. The air-mass flow to the intake valves is unrestricted. The full ambient pressure is
available directly at the intake valves for cylinder filling and scavenging.
The Valvetronic system primarily controls the fill by adapting the valve opening time and the
valve lift (short opening time/small valve lift = lower fill, and vice versa). During the valve
opening phase the engine aspirates more freely via the intake valves even with small valve
lifts vs. a throttle valve which is continuously blocked.
The slower cylinder filling from the intake valves with partial lift results in more turbulence in
the combustion chamber, thus faster and better mixture control and more efficient com-
bustion. At lower engine speeds this effect is intensified by opening the intake valves later,
after top dead center (ATDC) using VANOS. This increases vacuum in the combustion
chamber which accelerates filling and turbulence when the intake valves are opened.
I In
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um
mm
ma
ar
ry
y,
,
the additional variability of the Valvetronic system results in optimization of
cylinder filling and scavenging throughout the engine's entire operating range. This has a
positive effect on output, torque and a decrease in fuel consumption and exhaust emis-
sions.
F Fe
ea
at
tu
ur
re
es
s:
:
• Valve lift adjustment
• VANOS for intake and outlet
• Variable intake manifold
• Mixture control and ignition control
• Other individual engine design measures
T Th
hi
is
s
r
re
es
su
ul
lt
ts
s
i
in
n:
:
• Improved engine idling
• Improved engine torque
• Improved engine torque curve
• Fewer pollutant emissions
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24
N62 Engine
T Th
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a
ar
re
e:
:
• Improved cylinder filling with air/fuel mix-
ture
• Improved mixture control before the cylin-
der inlet
• Improved combustion procedure

Downloaded from www.Manualslib.com manuals search engine 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.
N No
ot
te
e:
:

The Valvetronic motor must first be removed in order to remove the cylinder head
cover. The eccentric shaft must be in the minimum lift position and the motor must be
wound out from the eccentric shaft. The worm gear could otherwise be damaged when
separating the worm shaft and the worm wheel as the eccentric shaft springs back (due to
the torque compensation spring).
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o
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es
ss
s
t
th
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e
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r
s
sh
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t
(
(w
wo
or
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m
s
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t)
)
u
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in
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t
th
he
e
A
Al
ll
le
en
n
k
ke
ey
y.
.
T Th
he
e
m
mo
ot
to
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ca
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n
t
th
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en
n
n
no
o
l
lo
on
ng
ge
er
r
b
be
e
u
us
se
ed
d.
.
The Valvetronic motor worm gear rotates the
eccentric 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.
N No
ot
te
es
s:
:

26
N62 Engine
1
2
Valvetronic Motor
1. Cylinder Head Cover, Cylinder Bank 1-4
2. Valvetronic Motor for Eccentric Shaft Adjustment
42-02-2943-22-28

Downloaded from www.Manualslib.com manuals search engine 27
N62 Engine
Eccentric Shafts
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.
Magnets are fitted in the (removable) magnetic wheel at the
end of the eccentric shaft. Together with the position sensor,
the Valvetronic Control Module determines the exact shaft
position. The eccentric shaft sensor is mounted through the
cylinder head cover (one per cylinder head) at the back.
The magnetic wheel is secured to the shaft by a bolt and is
indexed by a tab (arrow) to prevent incorrect installation.
Intermediate Lever and Roller Finger
The intermediate lever is positioned further (minimum valve
opening) or closer (maximum valve opening) to the camshaft
by the the progressive “lobe” on the eccentric shaft as it is
rotated. This offers a variable ratio effect for valve actuation.
The roller finger is used to actuate the intake valve.
The intermediate levers and roller fingers are matched (by
classification) to ensure uniform valve lift.
N No
ot
te
e:
:
W
Wh
he
en
n
d
di
is
sa
as
ss
se
em
mb
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g/
/a
as
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em
mb
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li
in
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g
t
th
he
e
v
va
al
lv
ve
et
tr
ra
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in
n,
,
t
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e
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nt
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rm
me
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ia
at
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e
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s
a
an
nd
d
r
ro
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er
r
f
fi
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ge
er
rs
s
m
mu
us
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t
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be
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rn
ne
ed
d
t
to
o
t
th
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e
o or
ri
ig
gi
in
na
al
l
p
po
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it
ti
io
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ns
s
t
to
o
p
pr
re
ev
ve
en
nt
t
u
un
ne
ev
ve
en
n
c
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yl
li
in
nd
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er
r
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ch
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ar
rg
gi
in
ng
g
w
wh
hi
ic
ch
h
c ca
an
n
r
re
es
su
ul
lt
t
i
in
n
r
ro
ou
ug
gh
h
i
id
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le
e
a
an
nd
d
e
en
ng
gi
in
ne
e
p
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er
rf
fo
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an
nc
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c
co
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mp
pl
la
ai
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.

R Re
ef
fe
er
r
t
to
o
t
th
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e
R
Re
ep
pa
ai
ir
r
I
In
ns
st
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ct
ti
io
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ns
s
f
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t
to
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er
ra
an
nc
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e
n
nu
um
mb
be
er
rs
s!
!
42-02-3643-02-32
43-02-38
43-02-33

Downloaded from www.Manualslib.com manuals search engine 31
N62 Engine
VANOS Sectional Views
M Me
ec
ch
ha
an
ni
ic
ca
al
l
L
La
ay
yo
ou
ut
t:
:
The figures above show a sectional view of one VANOS unit. The VANOS unit is secured
by a central bolt through the hub (7) to the camshaft. The timing chain connects the crank-
shaft with the housing of the unit.
There is a recess in the hub in which the locking pin (6) engages without oil pressure
(sprung). When the solenoid valve is activated to supply oil pressure to the VANOS unit,
the locking pin is compressed and releases the VANOS for adjustment.
The internal blades (9) are spring loaded (10) to provide a seal between the oil pressure
chambers (11 and 12). The torsion spring (3) acts against the camshaft torque.
42-02-4942-02-45
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. Pressure Chamber B