Engine Identification and Serial Number
The engine ID and sequential serial number are located on the passenger side of the engine behind the AC compressor mounting at the front of the crankcase.
Scheme 842
Overview of Engine Changes
The latest generation of BMW V-8 engines differs from past designs in several areas. Although all of these engines have been derived from the M60 engine from 1993, the N63 engine design is a departure from the original design. The following chart will point out some of the differences where the N63 is unique and distinct. The information found below outlines the new engine technology as compared to previously known systems. The features are organized by engine system and are divided into the following categories
- New Development - this is a system or component which has never been used previously on a BMW engine.
- New Design - this is a system or component which has been specifically developed for the N63 engine, but does not represent a technical innovation.
- Technology carried over from N54 - This represents technology already known from the N54 engine and adapted to the N63.
| Component/System | New Development | New Design | Technology carried over from N54 | Remarks |
|---|---|---|---|---|
| Engine casing components | X | Engine casing components include the cylinder head, cylinder head cover, crankcase, oil pan. | ||
| Crankshaft drive system | X | Crankshaft drive system includes the crankshaft which has reduced weight, while maintaining sufficient strength. | ||
| Valve gear | X | The N63 engine uses VANOS, which is carried over from N52. (No VALVETRONIC is used) | ||
| Timing gear | X | A new tooth-roller chain is used in the timing gear. | ||
| Belt drive | X | The belt drive uses the ELAST drive belt, but is characterized by a new tensioning system for the AC compressor. | ||
| Oil supply | X | A volumetrically controlled oil pump is used for the N63 engine. | ||
| Cooling system | X | In addition to a conventional coolant pump, the N63 engine uses an auxiliary electric cooling pump for cooling of the turbochargers. There is also an additional cooling circuit for the water-cooled intercoolers with it's own electric coolant pump and heat exchangers. | ||
| Air intake and exhaust systems | X | Due to the arrangement if the turbochargers in the "v-space" and the indirect charge air cooling, the intake and exhaust systems are completely re-configured. | ||
| Turbocharging | X | A bi-turbocharging system has been carried over from the N54 engine. | ||
| Vacuum system | X | A two-stage vacuum pump similar to that used on the N62TU engine. | ||
| Fuel system | X | The HPI injection system from the N54 engine has been adapted to the V-8 (N63). | ||
| Engine electrical system | X | The engine management system features a new ECM and there are new oxygen sensors (LSU ADP). |
ENGINE COMPONENTS COMPARISON CHART
Scheme 843
Crankcase breather, naturally-aspirated engine operation
Because of its exhaust-gas turbocharging, in the same way as the N54 engine, the N63 engine is equipped with a special crankcase breather.
The standard function can only be utilized while there is a vacuum in the intake manifold, i.e. in naturally-aspirated engine operation.
As soon as the pressure in the intake manifold is increased by turbocharging, the blow-by gasses can no longer be introduced by way of this route. A non-return valve is incorporated in the channel to the intake manifold to prevent the risk of boost pressure being introduced into the crankcase.
There is a risk, under conditions of high vacuum, that oil can be drawn in through the crankcase breather into the intake manifold. So, this area of the crankcase breather must be provided with a pressure limiting facility.
Scheme 844
This is realized in the N63 engine with a restrictor, which limits the throughflow and thus also the pressure level in the crankcase breather. As the illustration shows, ventilation takes place during naturally aspirated operation via an external line from the cylinder head cover to the intake manifold.
The throttle for limiting pressure on the N63 is integrated in the non-return valve to the intake manifold.
Crankcase breather, turbocharged operation
In turbocharged mode, the pressure in the intake manifold increases and thus closes the non-return valve. Because there is a vacuum in the clean-air pipe in this operating range, it opens the nonreturn valve to the clean-air pipe and the blow-by gasses are directed via the turbocharger compressor and the intercooler into the intake manifold.
Scheme 845
| Index | Explanation |
|---|---|
| A | Cleaned blow-by gas |
| B | Ventilation, naturally aspirated operation |
| C | Ventilation, turbocharged operation |
| 1 | Oil separator |
| 2 | Intake manifold |
| 3 | Clean-air pipe |
| 4 | Check valve to intake |
| 5 | Check valve to clean air pipe |
COMPONENTS DESCRIPTION CHART
Principle of Operation
The turbocharger is driven by the engine's exhaust gasses, i.e. exhaust gasses under pressure are routed by the turbocharger turbine and in this way delivers the motive force to the compressor, which rotates on the same shaft. It is here that the induction air is precompressed in such a way that a higher air mass is admitted into the engine's combustion chamber.
In this way, it is possible to inject and combust a greater quantity of fuel, which increases the engine's power output and torque. The turbine and the compressor can rotate at speeds of up to 175,000 RPM. The exhaust inlet temperature can reach a maximum of 950°C.
Because of these high temperatures, the turbochargers of the N63 engine are not only connected with the engine oil system but also integrated in the engine coolant circuit.
In connection with the auxiliary electric coolant pump on the N63 engine, even after the engine has been switched off, it is possible to dissipate the residual heat from the turbochargers, thus preventing the lubricating oil in the bearing housing from overheating.