Characteristics of the N63B44/N63TU engine
| Parameter | Value |
|---|---|
| Manufacturing | Munich Plant |
| Engine make | N63 |
| Years of production | 2008-now |
| Cylinder block material | Aluminum |
| Power system | Injector |
| Type | V-shaped |
| Number of cylinders | 8 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 88.3 |
| Cylinder diameter, mm | 89 |
| Compression ratio | 10, 10.5 (N63TU2) |
| Engine displacement, cc | 4395 |
| Engine power, hp/rpm | 408/5500, 450/5500 (N63TU), 450/5500-6000 (N63TU2), 462/5250-6000 (N63TU3), 530/5500-6000 (TU3) |
| Torque, Nm/rpm | 600/1750, 650/2000-4500 (N63TU), 650/1800-4500 (N63TU2), 650/1500-4750 (N63TU3), 750/1800-4600 (TU3) |
| Environmental regulations | Euro 5, Euro 6 (TU +) |
| Engine weight, kg | 228 |
| Fuel consumption, l/100 km | City: 12.7, Highway: 7.1, Mixed: 9.2 |
| Oil consumption, g/1000 km | To 1000 |
| Engine oil | 5W-30, 5W-40 |
| How much oil in the engine, liters | 8.5 |
| Oil change is carried out, km | 7000-10000 |
| Engine operating temperature, deg. | 110-115 |
| Tuning, hp. – potential | 550+ |
| The engine was installed on cars | BMW 550i F10 / G30, BMW 650i F13, BMW 750i F01 / G12, BMW X5 E70, BMW X5 F15 / G05, BMW X6 E71, BMW X6 F16 / G06, BMW 550i GT F07, BMW 850i G15, BMW X7 G07 |
Reliability, problems and repairs of the N63B44 engine
BMW’s first turbocharged engine in a V8 configuration, launched in 2008 to replace the atmospheric N62B48. For the N63, a new aluminum cylinder block with an all-new lightweight crank was developed.
The cylinder heads are redesigned, with revised intake and exhaust ports. Inlet valves are 33.2 mm in diameter and exhaust valves are 29 mm in diameter. N63 cylinder heads are equipped with modernized Bi-VANOS/Dual-VANOS intake and exhaust camshaft timing system. The specifications of the standard BMW N63 camshafts are: phase 231/231, lift 8.8/8.8 mm. The timing drive utilizes a new toothed bushing chain.
The turbocharging system is realized with two Garrett MGT22S turbochargers working in parallel and placed in the block camber, there is also the exhaust. The maximum boost pressure of the N63 is 0.8 bar.
In 2012, the engine was modernized and received the prefix TU to its name. In the finalized power plant used pistons with modified bottom, new connecting rods, adapted crankshaft. The cylinder head is designed to use the Valvetronic III intake valve lift system (as on the N55), as well as direct fuel injection (TVDI). The N63TU camshafts are new composite camshafts with a 260/252 phase and 8.8/9.0 mm lift. The VANOS timing system has been modernized and its adjustment ranges have been extended: intake 70° (was 50°), exhaust 55° (was 50°). The cooling and oil supply system has been improved, the intake has been modified, the exhaust remains the same. Turbocharger pump wheel slightly modified. The engine management system was replaced by Bosch MEVD 17.2.8.
The next modification was launched in 2015 and received the index N63B44O2 or more familiar designation N63TU2. The first car with this powertrain was the BMW 750i G11.
The differences of N63TU2 from N63TU are in new pistons for compression ratio of 10.5 (it was 10.0) with revised oil rings, oil injectors were replaced, another oil pump, oil pan, crank liners, slightly lightened flywheel (by 0.5 kg). In addition, there are lightened on 1.5 kg cylinder-head with modified oil channels and valves with chrome rods, slightly modified head gaskets. The VANOS adjustment range on the exhaust has been extended from 55° to 66°. The intake and exhaust manifolds are also new, the fuel injector is adapted, the cooling system is completely changed, and the turbochargers are replaced by twin-scroll MGT2256DSL. All this hardware is controlled by the Bosch DME 8.8.0 ECU.
BMW didn’t stop there and in 2018, the next vision of this motor came out called N63TU3. These motors come in two versions: the N63B44M3 and the N63B44T3.
The former develops 462 hp and the latter develops 530 hp.
N63B44M3 engine differs from N63TU2 by modified heads, oil rings and oil caps, connecting rods from S63TU2, exhaust camshafts from S63TU4, modified timing chain, new fuel injectors and injectors, DME 8.8T.0. control unit, and the turbocharger remains from N63TU2, but now there is an overboost function, when the power rises to 490 hp.
The N63B44T3 version has more differences from the N62TU2, let’s take a look at them. It has new pistons and oil rings, its own main bearings, rebalanced crankshaft, connecting rods from S63TU4 and exhaust camshaft from the same, heads are the same as in N63B44M3. There is also refined timing chain, oil caps, new fuel pump and injectors, its own plugs and ignition coils, enlarged turbos, and ECU DME 8.8T.0.
The N63, N63TU, N63TU2 and N63TU3 powertrains were used in BMW’s 50i cars.
Based on the N63B44 engine, the BMW S63 turbocharged sports motor was created for the X6M, X5M, M6 and M5.
Modifications of BMW N63 engines
- N63B44O0 (2008 – 2014) – base version with 408 hp at 5500-6400 rpm, 600 Nm of torque at 1750-4500 rpm.
- N63B44O1 (2012 – 2018) – finalized modification of N63TU, see the list of changes above. Power 450 hp at 5500-6000 rpm, torque 650 Nm at 2000-4500 rpm.
- N63B44O2 (2015 – 2019) – N63TU2 version for 550i G30 and 750i G11/G12. Differences from the N63TU are spelled out above.
- N63B44M3 (2018 – present) – N63TU3 variation at 462 hp at 5250-6000 rpm, 650 Nm torque at 1500-4750 rpm.
- N63B44T3 (2018 – present) – the same N63TU3, but with a number of modifications (written about just above). Power is 530 hp at 5500-6000 rpm, torque 750 Nm at 1800-4600 rpm.
Problems and disadvantages of BMW N63 engines
- Oil burn. This problem is connected with the encrustation of piston grooves and loss of properties of rings, and the malfunction can appear on motors with a mileage of 50+ thousand kilometers. The way out: overhaul with replacement of piston rings.
- Hydro shock. This trouble can happen after a long idle time of the engine, the reason is unsuccessful piezo injectors, repeatedly changed during the production of N63B44. To avoid this problem, it is necessary to replace the injectors with the latest revision.
- Ignition misses. The root of the evil here are spark plugs, the problem is solved by replacing them with plugs from the sporty M-series.
In addition, high oil consumption can also cause corrosion of alusil, in which case you will have to change the cylinder block. Not too successful location of turbines between the rows of cylinders provides high concentration of heat dissipation in the collapse of the block, where the main lines of turbine oil supply pass. As a result, the tubes get clogged, oil does not flow, and the turbines die. Vacuum tubes, cooling pipes, etc. also suffer from the increased temperature in the shaft.
For successful and maximally trouble-free operation of the N63 engine, it is necessary to constantly monitor its condition and regularly undergo maintenance. With this approach, you can promptly replace unsuccessful nodes with fresh models and somewhat protect yourself from serious problems.
Tuning of the BMW N63 engine
Chip tuning
The ways to increase power on the N63 are quite simple, they are the familiar Stage 1 or Stage 2. The usual Stage 1 firmware via BMS JB4, will increase power by +/- 30 hp. Flashing in Stage 2 together with the replacement of downpipes will give another 30 hp, which in total will provide a very significant increase and significantly improve the dynamic performance of the car for adequate money. A few more horses (about 20) can be added by installing a modified intake and other intercoolers (Dinan for example).
Chip tuning N63TU2 and N63B44M3 has more potential and on the firmware they show about 550 hp and more than 800 Nm of torque. With downpipe it will be around 600 hp.
The maximum gain can be obtained on 850i and other cars with N63TU3 (N63B44T3). Here on the chip you can get about 680 hp and torque of 850 Nm. With downpipe get to 700 hp, and the torque will increase to almost 900 Nm.
ENGINE RATING: 3