egr valve BMW 645Ci COUPE 2005 E63 N62B44 Engine Workshop Manual

Downloaded from www.Manualslib.com manuals search engine 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. It remains switched on until the engine has taken in
a certain amount of air.
The O ON
N
period may be a maximum of 90 seconds and it depends on the following engine
operating conditions:
• Coolant temperature (from -10 ºC to approximately 60 ºC)
• Air temperature (NTC sensor in HFM)
• Engine speed
One non-return valve is mounted on each cylinder head (see also Engine Views).
The non-return valves are opened by the pressure generated from the secondary air pump.
The secondary air is led through a pipe to the secondary air ducts (integral in the cylinder
heads) for distribution into the exhaust ports.
The non-return valves are sprung closed when the secondary air pump is deactivated. This
prevents exhaust vapors, pressure and condensation from flowing back into the secondary
air pump.
15
N62 Engine
43-02-14
View From Rear of The Cylinder Head
1. Cylinder Head Lead
2. Non-return Valve (SLV)
3. Secondary Air Pump Connection

Downloaded from www.Manualslib.com manuals search engine 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.
The inlet camshaft and the Valvetronic eccentric shaft are jointly guided by a bridge sup-
port. The cylinder heads are made from aluminum and are manufactured using gravity die-
casting. The upper timing chain housing is now an integral part of the cylinder head.
20
N62 Engine
Cylinder Head
1. Cylinder Head for Cylinder Bank 1-4 7. Mounting VANOS Intake Solenoid
2. Cylinder Head for Cylinder Bank 5-8 8. Mounting VANOS Outlet Solenoid
3. Upper Timing Chain Guide with Oil Jet 9. Oil Pressure Switch
4. Mounting for VANOS Intake Solenoid 10. Chain Tensioner Mount
5. Mounting for VANOS Outlet Solenoid 11. Upper Timing Chain Guide with Oil Jet
6. Chain Tensioner Mount43-02-20

Downloaded from www.Manualslib.com manuals search engine 35
N62 Engine
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.
1. Sensor wheels for the camshaft position sensor, cylinder bank 1-4
2. Tensioner Rail, Cylinder 5-8
3. Chain Tensioner, Cylinder Bank 5-8
4. Sensor Wheel for the camshaft position sensor, cylinder bank 5-8
5. Upper timing chain guide with integrated oil jet
6. Guide rail
7. Sprocket for Oil Pump Drive
8. Timing case lower section
9. Tensioning rail, cylinder bank 1-4
10. Solenoid Valve, VANOS exhaust camshaft
11. Solenoid Valve, VANOS intake camshaft
12. Upper Timing Chain Cover
13. Chain Tensioner, Cylinder Bank 1-4
14. VANOS exhaust camshaft Bank 1-4
15. Upper Timing Chain guide with integrated oil jet
16. VANOS intake camshaft 1-4Chain Drive
43-02-50

Downloaded from www.Manualslib.com manuals search engine 46
N62 Engine
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.
Crankshaft Thrust Bearing
The thrust bearing halves are multiple pieces that are assem-
bled as one part for the the number five main bearing at the
rear of the engine. The bearing thickness conforms to the
familiar triple classification system (yellow - green - white).
Piston and Connecting Rod
The reduced weight cast piston contains integrated
valve reliefs in the piston crown. The pistons are made
from high-temperature aluminum alloy equipped with
three piston rings.
• First piston ring groove = square ring
• Second piston ring groove = taperface ring
• Third piston ring groove = three-part oil control ring
The forged steel connecting rod and cap is separated
by the familiar “cracked” process. The connecting rod
(large end) is angled at 30º allowing sufficient articula-
tion in a very compact space. The pistons are cooled
by oil jets spraying under the exhaust side of the pis-
ton crown.
Crankshaft
1. Crankshaft Sprocket
2-4. Hollowed Area (Weight Reduction)
42-02-68
42-02-70
42-03-70

Downloaded from www.Manualslib.com manuals search engine 51
N62 Engine
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.
A A
d
dr
ra
ai
in
n
p
pl
lu
ug
g
i
is
s
i
in
nt
te
eg
gr
ra
at
te
ed
d
i
in
n
t
th
he
e
o
oi
il
l
f
fi
il
lt
te
er
r
h
ho
ou
us
si
in
ng
g
f fo
or
r
d
dr
ra
ai
in
ni
in
ng
g
t
th
he
e
f
fi
il
lt
te
er
r
a
as
ss
se
em
mb
bl
ly
y
b
be
ef
fo
or
re
e
t
th
he
e
h
ho
ou
us
s-
-
i in
ng
g
i
is
s
r
re
em
mo
ov
ve
ed
d
(
(1
1
w
wi
it
th
h
o
o-
-r
ri
in
ng
g)
).
.
The filter element support dome contains an over pressure relief valve. If the filter element
is blocked, this valve bypasses unfiltered engine oil around the element to the supply lubri-
cation to the engine.
Pressure Control
The oil pressure control valve in the oil pump has two functions:
1. Deactivates stage two oil pump circuit above 2 bar. Stage two is only active in the
lower speed range. This is to ensure that there is always sufficient oil pressure for
the VANOS units even at high oil temperatures and low speeds. The oil pump power
consumption is reduced by deactivating stage two.
2. Monitoring the required oil pressure for the engine. The piston in the control valve is
moved by a spring against the engine control pressure which is returning from the
engine. This means that precise monitoring of the actual engine oil pressure is pos-
sible.
A A
s
se
ep
pa
ar
ra
at
te
e
p
pr
re
es
ss
su
ur
re
e
r
re
el
li
ie
ef
f
v
va
al
lv
ve
e
i
in
n
t
th
he
e
o
oi
il
l
p
pu
um
mp
p
a
au
ut
to
om
ma
at
ti
ic
ca
al
ll
ly
y
o
op
pe
en
ns
s
a
at
t
t
th
he
e
m
ma
ax
xi
im
mu
um
m
p
pr
re
es
s-
-
s su
ur
re
e
o
of
f
a
ap
pp
pr
ro
ox
xi
im
ma
at
te
el
ly
y
1
15
5
b
ba
ar
r.
.
T
Th
hi
is
s
p
pr
re
ev
ve
en
nt
ts
s
d
da
am
ma
ag
ge
e
i
in
n
t
th
he
e
o
oi
il
l
p
pu
um
mp
p
e
es
sp
pe
ec
ci
ia
al
ll
ly
y
a
at
t
l
lo
ow
w
o
oi
il
l
t te
em
mp
pe
er
ra
at
tu
ur
re
es
s.
.
42-02-77