lock BMW 745i 2002 E65 N62B44 Engine Workshop Manual

Downloaded from www.Manualslib.com manuals search engine SubjectPage
Components
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
- Coolant Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
- Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
- Map-Controlled Thermostat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
- Cooling Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
- Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
- Expansion Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
- Transmission Oil/Water Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . .44
- Electrically-Operated Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
- Viscous Coupling Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Engine block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
- Oil Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
- Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
- Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
- Connecting Rods and Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
- Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
- Vibration Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
- Oil Jets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
- Oil Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
- Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
- Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
- Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
- Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Review Questions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Downloaded from www.Manualslib.com manuals search engine 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. Each drive belt has a maintenance free tensioning unit with tensioning pulley
and torsioner.
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:
The tensioning pulley is pushed back using a
Torx tool in the recess provided (1) and fixed in
this position by inserting a locking pin as shown
(2).
16
N62 Engine
42-02-15 Ancillary Components and
Drive Belts
1. Air Conditioning Compressor
2. 4 Rib A/C Drive Belt
3. Crankshaft Pulley
4. Water Pump
5. Tensioning Unit Main Drive Belt
6. Alternator
7. Deflection Pulley
8. Power Steering Pump
9. 6 Rib Drive Belt
10. Tensioner Unit A/C Drive Belt
42-02-16

Downloaded from www.Manualslib.com manuals search engine 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. The function and design of the alternator is the
same as in the M62, with only minor modifications. The BSD interface (bit-serial data inter-
face) for the ECM is new.
* Further details found in the cooling circuit
section
Regulation
The alternator communicates with the Engine Control Module (ECM) via the BSD (bit-seri-
al data interface). The alternator conveys data such as model and manufacturer. This is
necessary to allow the engine management system to adapt it’s calculations and specific
control to the type of alternator fitted.
17
N62 Engine
42-02-17
Alternator
1. Watertight Housing
2. Rotor
3. Stator
4. Seal
Alternator Coolant Flow
1. Coolant Return Flow
2. Coolant Inlet Flow
42-02-18

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.
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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.
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18
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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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
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s:
:
• Valve lift adjustment
• VANOS for intake and outlet
• Variable intake manifold
• Mixture control and ignition control
• Other individual engine design measures
T Th
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:
• Improved engine idling
• Improved engine torque
• Improved engine torque curve
• Fewer pollutant emissions
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24
N62 Engine
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:
• 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
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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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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 28
N62 Engine
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” of the inter-
mediate lever will depress the roller finger. A spring is
located on each intermediate lever to maintain con-
stant contact with the camshaft.
The roller finger is cushioned by the HVA and will open
the intake valve (5).
The Valvetronic system varies the valve opening lift
between 0.3 mm and 9.85 mm by rotating the eccen-
tric shaft during engine operation to increase or
decrease intake (flow) into the cylinder based on throt-
tle request.
* This is an assembly that affects all of the intake
valves (per cylinder head) to work in unison.
N No
ot
te
es
s:
:

1
2
3
4
5

Downloaded from www.Manualslib.com manuals search engine 31
N62 Engine
VANOS Sectional Views
M Me
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L
La
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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

Downloaded from www.Manualslib.com manuals search engine 32
N62 Engine
H Hy
yd
dr
ra
au
ul
li
ic
c
A
Ac
ct
tu
ua
at
ti
io
on
n:
:
When oil pressure is applied to chamber A, the blades are forced away from the VANOS
housing (counterclockwise). The blades are keyed into the hub which results in the hub
position being rotated in relation to the housing (with sprocket). The hub is secured to the
camshaft which changes the camshaft to sprocket relationship (timing).
The example below shows the a ad
dj
ju
us
st
tm
me
en
nt
t
procedure together with the pressure progres-
sion based on the VANOS unit for the exhaust camshafts.
During this adjustment chamber B is open (through the solenoid) to allow the oil to drain
back through the cylinder head (internal reservoir).
Hydraulic Actuation - Chamber A
1. Front View of Vanos Unit 5. Engine Oil Pump
2. Side View of Vanos Unit 6. Supplied Oil from Pump (Switched Through Solenoid)
3. Camshaft Oil Port (Chamber B) 7. Supplied Oil Pressure (From Engine Oil Pump)
4. Solenoid Valve43-02-45

Downloaded from www.Manualslib.com manuals search engine 33
N62 Engine
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 re
es
se
et
t
procedure together with the pressure progression
based on the VANOS unit for the exhaust camshafts.
During this adjustment chamber A is open (through the solenoid) to allow the oil to drain
back through the cylinder head (internal reservoir).
N No
ot
te
es
s:
:

42-02-44 Hydraulic Actuation - Chamber B
1. Front View of VANOS Unit 5. Engine Oil Pump
2. Side View of VANOS Unit 6. Oil Return (Switched through Solenoid)
3. Camshaft Oil Port (Chamber B) 7. Supplied Oil Pressure (From Engine Oil Pump)
4. Solenoid Valve