New Generation N62 Engine: Course Contents/Background Material

New Generation N62 Engine
Course Contents/Background Material
Information status:
April 2001
BMW
Service Training
New Generation N62 Engine Chapter 1-7
Course contents/Background material
Contents
Page
CHAP 1 N62 engine 1

Introduction 1
- General information 1
Technical data 2
- Full load graphs 3
Views of the N62 engine 5
- N62B36 5
CHAP 2 N62 supplement to existing documents 1

- Crankcase venting system 1
- Alternator 1
- Characteristic mapping thermostat 1
- Engine management 1
- VANOS 1
- Valvetronic system 1
CHAP 3 N62 engine mechanics 1

Fresh air system 1
- Air routing 1
- Intake manifold 4
- Crankcase venting system 13
Exhaust system 15
- Structure 15
- Exhaust manifold with catalytic converter 16
- Silencer 16
- Secondary air system 17
Ancillary components and belt drive 20
- Belt drive 20
- Alternator 22
- Coolant compressor 26
- Starter motor 27
- Power steering pump 27
Cylinder heads 28
- Engine cover 29
- Cylinder head covers 30
- Valve gear 32
- Valvetronic 36
- Bi-VANOS (variable camshaft adjustment) 44
- Vacuum pump 49
- Chain drive 50
© BMW AG, Service Training

Cooling system 58
- Coolant circuit 58
- Water pump 63
- Map-controlled thermostat 67
- Cooling module 68
- Cooling radiator 69
- Coolant expansion tank 69
- Transmission oil/water heat exchanger (ÖWT) 70
- Electrically-operated fans 70
- Viscous coupling fan 70
Engine block 71
- Oil sump 71
- Crankcase 73
- Crankshaft 74
- Connecting rod and piston 76
- Flywheel 78
- Vibration damper 78
- Engine suspension 78
Lubrication system 79
- Oil circuit 79
- Oil check valve 80
- Oil pressure switch 81
- Oil pump 82
- Oil filter 83
- Pressure control 84
- Oil cooling 85
- Technical data 86
CHAP 4 N62 engine management system ME 9.2 1

Introduction 1
- ME 9.2 overview 2
- Components 9
Functional description 12
- Oxygen sensor regulation 13
- Oil condition sensor (OEZS) 14
- Variable intake manifold 17
- Idle speed control 17
Valvetronic 19
- Function 21
- Valvetronic control unit 23
- DME control unit 24
- DME main relay 24
- Valvetronic additional relay 24
- Valvetronic motors 24
- Valvetronic sensors 25

CHAP 5 N62 fuel system 1

- Injection valves 1
- Fuel pressure regulator 2
- Electric fuel pump (EKP) 2
- EKP regulation 2
CHAP 6 E65 fuel systems 1

- Filling the tank 3
- Tank ventilation 5
- Fuel supply system 8
Fuel tank leak diagnostic module 10
- Function 10
- Diagnostic procedure 11
CHAP 7 Glossary 1

New Generation N62 Engine Chapter 1 P.1
N62 engine
Introduction
- General information
The N62 engine is a completely new development from the
NG (New Generation) series, and is available in two engine-
capacity versions, B36=3.6 l and B44=4.4 l.
The development objectives were:
- A significant reduction in fuel consumption
- A reduction in the emission of pollutants
- Increased power
- Improved torque and torque curve
- Improved engine acoustics
In order to achieve these objectives, a complete package of

measures was introduced in the following areas:
- Engine mechanics
- Valve timing
- Intake air guidance
- Subsequent treatment of exhaust emissions
- Engine management control
The most important features of the new N62 engine are:

- 8 cylinders in 90º configuration
- 2 four-valve cylinder heads
- Light-alloy design
- Newly-developed variable intake manifold
- Valvetronic system
In conjunction with the newly-developed intake manifold, the

Valvetronic system, to which the intake valve lift can be adapted,
ensures optimum engine capacity.
Throttle valve use is conditional for engine load control.
The N62 is the best engine in its class. At this time there is no
other engine on the market which uses comparable technology.

Technical data
Engine N62B36 N62B44
Design 8 cylinder V 8 cylinder V
V angle 90º 90º
Displacement (cm3) 3,600 4,398
Bore/stroke (mm) 84/81.2 92/82.7
Cylinder gap (mm) 98 98
Main crankshaft bearing diameter (mm) 70 70
Crankshaft connecting rod bearing diameter (mm) 54 54
Output (kW) 200 245

at speed (rpm) 6,000 6,000
Torque (Nm) 360 450

at speed (rpm) 3,300 3,100
Cut-off speed (rpm) 6,500 6,500
Compression ratio 10.2 10.0
Valves/cylinders 4 4
Intake valve diameter (mm) 32 35
Exhaust valve diameter (mm) 29 29
Intake valve lift (mm) 0.3 - 9.85 0.3 - 9.85
Exhaust valve lift (mm) 9.7 9.7
Cams opening period (º crankshaft) 282/254 282/254
Engine weight (kg) 213 213

(construction group 11 to 13)
Fuel rating (RON) 98 98
Fuel (RON) 91-98 91-98
Firing sequence 1-5-4-8-6-3-7-2 1-5-4-8-6-3-7-2
Knock control Yes Yes
Variable intake manifold Yes Yes
Digital motor electronics ME9.2 + ME9.2 +

Valvetronic Valvetronic
control unit control unit
Complies with exhaust emission regulations EU-3 EU-3

EU-4 EU-4
LEV LEV
Engine length (mm) 704 704
Fuel consumption saving compared with the M62 13% 14%
Vmax (km/h) E65 electronic cut-out 250 250

- Full load graphs
N62B36
Output in kW
Torque in Nm
Speed
KT-8235
Fig. 1: Full load graphs comparison. Broken lines = M62B35

N62B44
Output in kW
Torque in Nm
Speed
KT-8236
Fig. 2: Full load graphs comparison. Broken lines = M62B44

Views of the N62 engine

- N62B36
KT-7886
Fig. 3: N62 engine front view
Index Description
1 Valvetronic motors
2 Tank ventilation valve (AKF valve)
3 VANOS solenoid valve
4 Alternator
5 Pulley for the water pump
6 Thermostat housing
7 Throttle unit
8 Vacuum pump
9 Intake pipe to air cleaner

KT-7682
Fig. 4: N62 engine side view
Index Description
1 Starter motor with heat protection

KT-7681
Fig. 5: N62 engine rear view
Index Description
1 Camshaft position sensor, cylinder bank 5-8
2 Valvetronic eccentric shaft position sensor, cylinder bank 5-8
3 Valvetronic eccentric shaft position sensor, cylinder bank 1-4
4 Camshaft position sensor, cylinder bank 1-4
5 Secondary air valves
6 Servomotor for variable intake manifold

N62 supplement to existing documents
- Crankcase venting system

See the M44 for details of how the pressure control valve
functions
- Alternator
See the M57 EU for details of the principle
- Characteristic mapping thermostat

See the M62 and DME M5.2 for details of how the characteristic
mapping thermostats function
- Engine management
See N42 engine management
- VANOS
See the N42 engine
- Valvetronic system
See the N42 Valvetronic system

N62 engine mechanics

Fresh air system
- Air routing
KT-7888
Fig. 6: N62 air routing
Index Description
1 Air intake duct
2 Air cleaner housing with intake air silencer
3 Intake pipe with HFM (hot-film air-mass flow sensor)
5 Secondary air pump
The intake air passes through the air intake duct to the air
cleaner, through the throttle section into the variable intake
manifold, and on to the two cylinder head intake ducts.
In accordance with fording depth guidelines, the air intake ducts
are situated high in the engine compartment. Fording depth is as
follows:
- 150 mm water depth at 30 km/h
The air cleaner element is designed to be changed at
100,000 km intervals.

Increases in engine output and engine torque, as well as optimi-

sation of the engine torque curve, are largely dependent on an
optimum engine volumetric efficiency over the entire engine
speed range.
Good volumetric efficiency in the lower and upper speed ranges
is achieved via long and short intake paths. 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 filling.
The air intake system has been completely reworked in order to
eliminate this inconsistency in terms of air intake path length.
The air intake system consists of the following components:
- Intake air ducts upstream of the air cleaner
- Air cleaner
- Intake pipe with HFM (hot-film air-mass flow sensor)
- Throttle unit
- Variable intake manifold
- Intake port

Throttle valve
The throttle valve mounted on the N62 is not necessary for

engine load control. This is carried out by the intake valves'
variable lift adjustment. The tasks of the throttle valve are:
- Starting the engine:
During the starting procedure and when the engine is idling at
a temperature of between 0 ºC and 60 ºC, airflow is controlled
by the throttle valve.
If the engine is at operating temperature, it will be switched to

non-throttle mode approximately 60 seconds after it is started
up. In cold conditions, however, the engine is started with the
throttle valve fully opened, since this has a positive effect on
the starting characteristics.
- Ensuring a constant vacuum pressure of 50 mbar in the intake

pipe:
This vacuum pressure is needed to exhaust the blow-by gases
from the crankcase and the fuel vapours from the activated
charcoal filter.
- The emergency running function:

If the Valvetronic system should fail, the throttle valve imple-
ments the engine's emergency running function (conventional
load control).
Throttle valve structure
- Throttle-valve housing with throttle valve

- Throttle valve actuator
- Two throttle valve potentiometers (feedback signal is contra-
rotating)

- Intake manifold
General information
The N62 engine is fitted with a variable intake manifold to make

it possible to reach a generous torque curve, even at low engine
speeds, without incurring losses in engine output at higher
speeds. It ensures that the engine exhibits optimum volumetric
efficiency through the entire range of speeds.
A new feature is that on the N62, the variable intake manifold
intake pipe length can be adjusted depending on the engine
speed.
The various requirements on a good petrol engine are
multilayered, and often appear to be contrary to one another.
The most important requirements are:
- High engine output
- High engine torque at favourable engine speeds
- Favourable torque curve
- Low pollutant emissions
- Smooth engine operation over the entire speed range
- Good engine acoustics
- Low fuel consumption
To achieve these objectives, every component of the engine, the

exhaust system and the engine management system must be
optimally matched to one another.
A particularly important factor is cylinder filling and scavenging.
This is determined by the optimal matching of the intake pipe
dimensions, the exhaust system and the valve timing.
Good cylinder filling is the basic prerequisite for the fulfilment of
the requirements.
The complete air intake system, and to a certain extent the
intake manifold, contribute to optimum cylinder filling.

The volumetric efficiency of the engine cylinders is determined

by physical processes which occur in the intake pipe while the
engine is running.
For optimum filling in every speed range, the engine needs an
intake manifold with different intake path lengths.
Long intake paths for low engine speeds, and short intake paths
for high engine speeds. Until now, the intake pipe length was
determined by the torque curve or output requirements.
Previously, if a good torque was needed at low engine speeds,
the engine was fitted with a long intake pipe. The consequence
was a poorly-running engine with insufficient end output.
If the emphasis is on a lively, high-capacity engine, a short intake
pipe is needed.
A fixed length intake pipe, therefore, is a compromise.
The introduction of the diversified intake manifold (DISA) has
made it possible to adjust the intake pipe to form a long or short
intake path, using a flap in the intake manifold.This variable
facilitates good torque curves as well as very good engine
output in the higher speed ranges.
With the N62, a variable intake manifold is used for the first time.
It ensures that the intake path is always the optimum length for
the engine speed, thus ensuring the best possible volumetric
efficiency.

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.
This is only possible if the intake valve is closed and the mass
inertia causes the intake air to flow in front of the closed intake
valve. The air is compressed and the pressure and the air flow
increase.
KT-8409
Fig. 7: Intake air flows in front of the closed intake valve
Index Description
1 Closed intake valve
2 Air manifold

As soon as the intake valve is opened, the pressurized intake air

flows into the cylinder, expands, and draws the air molecules
which follow into the cylinder. This means that suction waves
form in the intake pipe, which move at sonic speed (333 m/s) in
the opposite direction to the intake air. These suction waves are
reflected in the intake manifold and create pressure waves
which then move once more at sonic speed in the direction of
the intake valve.
KT-8408
Fig. 8: Movement of the intake air with the intake valve open
Index Description
1 Pressure waves
2 Air manifold
3 Suction waves

The intake pipe is at the optimum length when the pressure

waves are at the intake valve shortly before it is closed. The
increase in pressure in front of the intake valve results in
increased air flow to the cylinders once more.
This process is described as recharge effect. The opening angle
of the intake valve remains unchanged as the engine speed
increases. The opening time, however, is reduced proportio-
nately (with conventional, non-Valvetronic engines).
Since the suction waves and pressure waves expand at sonic
speed, the suction path length must be adapted depending on
the engine speed to ensure that the tip of the pressure wave
reaches the intake valve before it is closed.

KT-6799
Fig. 9: Variable intake manifold housing
Index Description
1 Drive unit
2 Thread for engine cover
3 Crankcase venting system connection
4 Tank ventilation connection
5 Intake air
6 Injection valve holes
7 Fuel rail thread
The intake manifold is located in the V of the engine, and is

mounted on the cylinder head intake ducts.
The variable intake manifold housing is made from a magnesium
alloy.

KT-6800
Fig. 10: Interior view of the variable intake manifold
Index Description
1 Intake port
2 Funnel
3 Rotor
4 Shaft
5 Spur gears
6 Manifold volume
Each cylinder has its own intake pipe (1) which is connected to
the manifold volume (6) via a rotor (3).
The rotors are supported by one shaft (4) per cylinder bank.
The second shaft, from which the rotor for the opposite cylinder
bank is adjusted, is turned by spur gears (5) in the opposite
direction from the driven shaft.
The intake air flows via the manifold volume through the
funnel (2) and on to the cylinders.
The intake path length is set as the rotor turns.

Setting the intake manifold
KT-8114
Fig. 11: Intake manifold set to short intake path
KT-8115
Fig. 12: Intake manifold set to longer intake path

The intake path length can be adjusted according to the engine

speed. Adjustment from long to short intake path begins at
3,500 rpm. If the engine speed increases, the intake path length
is linearly reduced, up to 6,200 rpm.
The intake path length is determined by the funnel position.
If the engine speed is less than 3,500 rpm, the funnel is in the
longer intake path length position (see illustration on previous
page). This means that the intake air must cover a longer path to
reach the cylinders.
When an engine speed of 6,200 rpm is reached, the rotor is
adjusted to the shorter intake path position. The intake path to
the cylinders is now short.
The funnel can be linearly adjusted to any point between the
long/short intake path positions.
Funnel adjustment is carried out by the drive unit, which is
located on the rear of the intake manifold housing.
The drive motor then also adjusts the drive shaft with funnels
(cylinder bank 1-4). The second shaft with funnels for cylinder
bank 5-8 is synchronously adjusted by the spur gears.
The drive motor is controlled by the DME and is intended for
providing feedback about the funnel position via a potentio-
meter.

- Crankcase venting system
General information
The gases which penetrate the crankcase as a result of combu-

stion (blow-by gases) must not escape outside into the
atmosphere. This is why they are led out of the crankcase and
back into the combustion chamber via the intake manifold.
The blow-by gases contain droplets of oil. If these blow-by
gases carrying droplets of oil were to be fed into the engine
combustion zone, there would be the following consequences:
- Higher oil consumption
- An effect on pollutant emissions
- Blue smoke
In order to avoid this, the blow-by gases must be separated from
the engine oil. The oil is returned to the sump once separated.
The blow-by gases are led into the intake pipe for combustion.
Engine running is affected if the blow-by gases are returned to
the combustion process, particularly in near-idling speed
ranges.
This influence is taken into account by lambda regulation.
The blow-by gases must be intentionally passed into the intake
tract to avoid negative side-effects

KT-7711
Fig. 13: Cylinder head cover with labyrinth separator
Index Description
1-4 Openings for spark plugs
5 Pressure control valve
6 Opening for Valvetronic motor
7 Opening for Valvetronic sensor connector
8 Camshaft sensor
The crankcase vapours (blow-by gases) produced during

combustion are carried from the crankcase and into the cylinder
head cover via a labyrinth separator.
The oil which accumulates on the walls of the labyrinth
separator flows into the cylinder head via a siphon, and from
there flows back to the sump. The remaining gases are passed
back to the engine for combustion via the pressure control
valve (5) in the intake manifold.
One labyrinth separator with pressure control valve is integrated
in each of the two cylinder head covers.
The throttle valve is controlled such that there is always a
vacuum pressure of 50 mbar in the intake manifold.
The pressure control valve regulates the crankcase pressure to a
low 0-30 mbar.

Exhaust system
- Structure
KT-7066
Fig. 14: Exhaust system
Index Description Index Description
1 Manifolds with integrated 5 Centre silencer

catalytic converter
2 Broadband planar oxygen 6 Exhaust gas flap

sensors
3 Secondary oxygen sensor 7 Rear silencers

(steep characteristic curve)
4 Exhaust pipe with front

silencer
The exhaust system was completely redesigned for the N62B36

and N62B44 engines, and is identical in each engine. It has
been optimized in terms of cylinder filling and scavenging, the
acoustic system and rapid catalytic converter light-off.

- Exhaust manifold with catalytic converter

A four-into-two-into-one manifold has been fitted for each
cylinder bank. The manifold and the catalytic converter housing
together form one component.
A ceramic-bed pre-catalytic converter and a ceramic-bed main
catalytic converter are arranged one behind the other in the
catalytic converter housing.
The supports for the broadband planar oxygen sensors
(Bosch LSU 4.2) and the secondary oxygen sensors are located
in front of and behind the catalytic converter in the headpipe or
catalytic converter outlet funnel.
- Silencer
An absorption-type, 1.8 l capacity front silencer has been fitted
for each cylinder bank.
An absorption-type, 5.8 l centre silencer is fitted downstream of
the two front silencers.
The rear silencers are of the resonator type, and have capacities
of 12.6 and 16.6 litres.
Exhaust gas flap
To keep noise to a minimum at engine idling speed and near

engine idling speeds, the rear silencer is fitted with an exhaust
gas flap. The exhaust gas flap is opened when a gear is
engaged and the engine speed is above 1,500 rpm. This
activates an additional rear silencer capacity of 14 litres.
A vacuum-controlled diaphragm box opens and closes the
exhaust gas flap. The exhaust gas flap is closed using vacuum
pressure, and is opened by ventilating the diaphragm box.
This control procedure is carried out using a solenoid valve
which is electrically actuated from the DME.

- Secondary air system
General information
KT-7888
Fig. 15: N62 air routing
Index Description
1 Air intake duct
2 Air cleaner housing with intake air silencer
3 Intake pipe with HFM (hot-film air-mass flow sensor)
5 Secondary air pump
Blowing additional air (secondary air) into the cylinder head

exhaust duct during the warm-up phase results in a thermal
secondary combustion which in turns results in a reduction of
the non-combusted hydrocarbons (HC) and carbon monoxide
(CO) contained in the exhaust vapours.
The energy generated during this process heats up the catalytic
converter faster during the warm-up phase, and increases its
conversion rate.

Secondary air pump (SLP)
The electrically-operated secondary air pump is fixed to the

engine compartment body. The pump draws out filtered fresh air
from the air cleaner housing during the warm-up phase and
supplies it to the two secondary air valves.
Once the engine has been started, the SLP is supplied with on-
board voltage by the DME via the secondary air pump relay. It
remains switched on until the engine has taken in a certain
amount of air.
The ON period may be a maximum of 90 seconds, and depends
on the following engine operating conditions:
- Coolant temperature (from -10 ºC to approximately 60 ºC)
- Air flow
- Engine speed
Secondary air valves (SLV)
KT-8090
Fig. 16: Secondary air valve
Index Description
1 Cylinder head lead
2 Secondary air valve
3 Secondary air pump connection

One secondary air valve for each cylinder bank is screwed to the
back of the cylinder heads (see also Engine views in the Intro-
duction section for the N62).
The SLV is opened by the pressure generated by the secondary
air pump. The secondary air is led through a pipe to the
secondary air ducts.
The SLV is closed as soon as the secondary air pump is
switched off, preventing exhaust vapours from flowing back to
the secondary air pump.

Ancillary components and belt drive

- Belt drive
KT-6968
Fig. 17: Belt drive
1 Air conditioning 6 Alternator

compressor
2 4-V-belt 7 Deflection pulley
3 Crankshaft 8 Power steering pump

pulley
4 Coolant pump 9 6-V-belt
5 Tensioning unit main drive 10 Tensioning unit A/C drive

The belt drive has two components, and is subdivided into the
main and A/C drives.
Both V-belts are driven by the crankshaft pulley.
A 4-V-belt is used for the air conditioning belt drive, and a
6-V-belt is used for the main drive.
Each belt drive has a tensioning unit with tensioning pulley and
torsioner.
The belt drive needs no maintenance.
To disassemble the V-belt, the tensioning pulley is pushed back
using a Torx tool (1) and fixed in this position using a peg (2).
KT-7732
Fig. 18: Tensioning pulley
Index Description
1 Recess for Torx tool
2 Special tool

- Alternator
Due to its high power capacity of 180 A, the alternator is cooled
by the engine's cooling system. This ensures constant and even
cooling.
The brushless alternator is supplied by Bosch, and is found in an
aluminium housing which is flanged to the engine block. The
exterior alternator walls are rinsed with engine coolant.
The function and design of the alternator are the same as that in
the M62, with only minor modifications.
The BSD interface (bit-serial data interface) for the DME control
unit is new.
KT-7321
Fig. 19: Alternator
Index Description
1 Watertight housing
2 Rotor
3 Stator
4 Seal

KT-7698
Fig. 20: Alternator housing
Index Description
1 Coolant return flow
2 Coolant in-flow
Alternator regulation
The alternator can actively communicate with the engine control

unit via the BSD (bit-serial data interface).
The alternator conveys to the DME data such as model and
manufacturer. This is necessary to allow the engine
management system to adapt its calulations and specifications
to the type of alternator fitted.
The DME takes on the following functions:
- Activation/deactivation of the alternator using specified DME
values
- Informing the alternator regulator of the nominal voltage value
to be set
- Controlling the alternator's response to load pressure (Load
Response)
- Diagnosing the data line between the alternator and the engine
management system
- Saving alternator fault codes
- Activating the charge indicator lamp in the instrument cluster

The connection with the DME makes it possible to almost

completely equalize the alternator load torque. This supports the
engine idling speed control system, and the battery load
balance can be improved thanks to this intervention in the
engine management system.
In addition, the DME receives information from the power
module fitted in the car about the battery's calculated tempe-
rature and charge status. This means that alternator
output can be adapted precisely to the temperature and load
status of the battery. This increases the battery's service life.
The charge indicator display strategy for the new BSD interface
alternators has not changed in comparison with the alternators
used until now.
Regulating the alternator torque, particularly when activating
Valvetronic operating motors, could cause headlamp power
fluctuations to occur. To prevent this, the headlamps are
supplied by an LSM (light switch module) with an 80 Hz cycle,
13.8 volt voltage.
A global temperature protection function is implemented in the
generator regulator. If the alternator overheats, the alternator
voltage is reduced until an appropriate temperature has been
set again in response.
Possible malfunctions/consequences
The DME can recognize the following faults:

- Mechanical faults such as blockages or belt drive failure
- Electrical faults such as exciter diode defects or over/under-
voltage caused by regulation defects
- Connection defects between the DME and the alternator
Coil breaks and short-circuits cannot be recognized.

Basic alternator function is also guaranteed even if the BSD
interface fails.

Note
The alternator regulator voltage is influenced by the DME BSD

interface. The battery terminal charge voltage can therefore be
up to 15.5 V, depending on the battery temperature.
If, therefore, the after-sales service measure a battery charge
voltage of up to 15.5 V, the regulator is not faulty.
A high charge voltage indicates a low battery temperature.

- Coolant compressor
The coolant compressor is supplied by Denso, and is clutch-
free, i.e. it functions all the while the engine is running.
The compressor is a 7-cylinder swash plate compressor.
The compressor's displacement can be reduced to less than
3%. This means that no refrigerant is supplied to the coolant
circuit. There is an internal compressor coolant circuit to
maintain lubrication.
The air conditioning electronics regulate the compressor output
via an external control valve.
The compressor is driven via the 4-V-belt.
KT-7703
Fig. 21: Coolant compressor
Index Description
1 Control valve

- Starter motor
The starter motor is located on the right-hand side of the engine
below the exhaust manifold, and is a compact planetary drive
starter with a 1.8 kW output.
KT-7682
Fig. 22: N62 engine
Index Description
1 Starter motor with heat-protective cover
- Power steering pump

The power steering pump is a tandem radial piston pump, and is
driven by the 6-V-belt. A vane pump is fitted on cars without the
Dynamic-Drive-System.
Further information about the power steering pump can be
found in the Chassis/steering section.

Cylinder heads
General information
The two N62 cylinder heads are a new development from BMW.
They are fitted with the Valvetronic valve timing system.
The secondary air ducts for subsequent exhaust vapour
treatment are integrated in the cylinder heads.
The cylinder heads are cooled according to the cross-flow
principle.
The inlet camshaft and the Valvetronic eccentric shaft are jointly
guided by means of a bridge support.
The cylinder heads are made from aluminium. They are
manufactured using gravity die-casting.
The cylinder heads for the B36 and B44 engines are not the
same. The combustion chamber and intake valve diameters are
different (see the N62 Introduction/Technical data section).

- Engine cover
KT-8260
Fig. 23: Engine covers
Index Description
1 Side engine covers
2 Sound absorption cover
Each cylinder head has a plastic ignition coil cover (1) to cover
the ignition coil cabling. The covers (1) are fixed by connecting
them to rubber grommets on the cylinder head covers.
The engine is additionally fitted with a sound absorption
cover (2) which also covers the two Valvetronic motors. This
cover is fixed to the intake manifold housing using four screws.

- Cylinder head covers
KT-7711
Fig. 24: Cylinder head cover
Index Description
1-4 Apertures for the ignition coil rods
5 Crankcase venting system pressure control valve
6 Opening for Valvetronic motor
7 Opening for Valvetronic sensor connector
8 Camshaft sensor
The cylinder head covers are made from plastic. The sleeves for
threading the ignition coil rods are inserted into the cylinder
head through the cylinder head cover (nos. 1-4).

KT-7893
Fig. 25: Plastic sleeves for threading the ignition coil rods through the cylinder head
cover to the spark plugs.
Index Description
1-2 Moulded-on gaskets
Note
The plastic sleeves have moulded-on gaskets.

The sleeves must be completely replaced if any hardening or
damage is visible on the gaskets.

- Valve gear
KT-7709
Fig. 26: Cylinder heads
1 Cylinder head for cylinder 7 Hole for VANOS intake

bank 1-4 solenoid valve
2 Cylinder head for cylinder 8 Hole for VANOS outlet

bank 5-8 solenoid valve
3 Upper timing chain guide 9 Oil pressure switch

with oil jet
4 Hole for VANOS intake 10 Chain tensioner mount

solenoid valve
5 Hole for VANOS outlet 11 Upper timing chain guide

solenoid valve with oil jet
6 Chain tensioner mount

KT-7712
Fig. 27: Cylinder head, cylinder bank 1-4, seen from below
Cylinder head gaskets
KT-7694
Fig. 28: Cylinder head gaskets

The cylinder head gasket is a multi-layer steel gasket with a

rubber coating. This type of gasket has previously been used on
other engines.
Note
Once work has been carried out on the cylinder head gasket
surface, the cylinder head gaskets must be replaced with
gaskets of a different thickness. The cylinder head gaskets on
the B36 and the B44 have different hole diameters. Once fitted,
it is possible to tell the cylinder head gaskets apart.
This is because the B44 gasket has a 6 mm hole in a flap on the
outlet side of the cylinder head gasket.
Cylinder head bolts
The cylinder head bolts for the N62 engine are always
M10x160 necked-down bolts. These bolts should always be
replaced when repairs are carried out. The lower part of the
timing chain housing is bolted to the cylinder head using two
M8x45 bolts.

Camshafts
KT-7683
Fig. 29: Camshafts
Index Description
1 Camshaft sensor wheels
2 Thrust bearing area with oil ducts for the VANOS units
The camshafts are made from chilled cast iron and are hollowed
to reduce their weight. The camshafts are fitted with balancing
weights for equalising imbalances in the valve gear.

- Valvetronic
General information
Over its entire speed and load range, the petrol engine needs a
flammable and combustible fuel-air mixture which closely
approximates the λ1 ratio (excluding direct injection petrol
engines).
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 λ1, is formed
outside the combustion chamber using the carburettor or fuel
injection systems (external mixture formation).
Mixture control, determined by the throttle valve, is not optimal
in all the different load ranges. This is particularly true of the
idling to part-load ranges, since the throttle valve is only opened
slightly in these ranges.
The throttle valve prevents the engine from aspirating freely. The
consequences are poor cylinder filling, poor torque and
increased fuel consumption.
The technical measures introduced, such as the optimisation of
the gas exchange, the improved valve overlap, the introduction
of DISA, the steady improvement of mixture control and many
other measures concerning the engine, can use the throttle
valve to minimize the disadvantageous tendency of preventing
the engine from aspirating freely, but they cannot prevent it
altogether.
This is where the new, completely unique Valvetronic design
comes in.
The Valvetronic system simultaneously varies the effective valve
opening period, and also the valve opening lift between 0.3 mm
and 9.85 mm, according to speed and load. This means that it
controls the fuel-air mixture volume according to engine require-
ments.
This type of mixture volume control makes the load control
throttle valve unnecessary.

Physical considerations:
On engines with throttle valve control, the throttle valve is only

slightly open in the idling and part-load ranges. This results in
the formation of a vacuum pressure of up to 500 mbar upstream
of the intake manifold throttle valve, which prevents the engine
from aspirating freely, in turn preventing optimum filling.
The Valvetronic system open throttle valve largely counteracts
this disadvantage. The air-mass flow to the intake valve is
unimpeded. The full ambient pressure (approximately
1,000 mbar) is available directly at the intake valve for cylinder
filling and scavenging.
The Valvetronic system primarily controls the fill by adapting the
valve opening period, and secondly, through the size of the valve
lift (short opening period/small valve lift=lower fill, and vice
versa).
During the valve opening phase, the engine aspirates more
freely via the valves, even with small valve lifts, than via a throttle
valve which is continuously blocked. In the cylinder filling and
scavenging phase with closed valves, on the other hand, the
engine operates almost without loss using a gas spring.
The residual (lower) throttling loss at the valve with partial lift
results in more fill turbulence in the combustion chamber, and
thus faster and better mixture control, and faster and more
thorough fuel conversion.
At lower speeds, this effect is specifically intensified by opening
the intake valve later, after top dead centre (ATDC), using
VANOS. The resulting increased vacuum pressure in the combu-
stion chamber accelerates the filling motion as the valve is
opened, thus inciting the fill turbulence.
On the whole, the additional variability of the Valvetronic system,
made possible by the adjustable valve lift, results in better
adaptation and optimisation of cylinder filling and scavenging
throughout the engine's entire operating range, in terms of
output, torque, consumption and exhaust emissions.

Summary of the Valvetronic system

- Valve lift adjustment
- VANOS for intake and outlet
- Mixture control with DME 9.2 ignition control
- Other individual engine-related measures
These features currently represent the best in the field of petrol
engine construction.
The main benefits of these features are:
- Improved cylinder filling with fuel-air mixture
- Improved mixture control before the cylinder inlet
- Improved combustion procedure
This results in:

- Improved engine idling
- Improved engine torque
- Improved engine torque curve
- Fewer pollutant emissions
These benefits result in a clear improvement in handling charac-

teristics and fuel consumption reduction (14%) for the driver.

Function
The Valvetronic system is a combination of VANOS and valve lift

adjustment. This combination of abilities allows it to control
when the intake valves are opened and closed, and also the
opening lift.
The intake air flow is set by adjusting the valve lift while the
throttle valve is fully opened.
This improves cylinder filling still further, and reduces fuel
consumption.
The Valvetronic system is based on the one used in the N42
engine, and has been brought into line with the geometrics of
the N62 engine.
Each cylinder head in the N62 engine has a Valvetronic unit.
This Valvetronic unit consists of a bridge support with eccentric
shaft, the intermediate levers with retaining springs, the drag
lever and the inlet camshaft.
In addition, the following components belong to the Valvetronic
system:
- A Valvetronic motor for each cylinder head
- A Valvetronic control unit
- A Valvetronic sensor for each cylinder head

KT-7710
Fig. 30: Cylinder head for cylinder bank 1-4
1 Eccentric shaft 7 Chain tensioner mount
2 Valvetronic motor mount 8 Exhaust camshaft
3 Bridge support 9 Spark plug threads
4 Valve gear oil supply 10+11 Camshaft sensor wheels
5 Upper timing chain guide
6 Oil pressure switch
The inlet camshaft thrust bearing is mounted on the cylinder

head independently of the bridge support.

KT-6733
Fig. 31: Photograph of the valve lift adjustment device
The drag lever rollers on the N62 engine are made from sheet
metal (they are made from high-quality cast steel on the N42).
The intake valve lift can be adjusted to anywhere between
0.3 mm and 9.85 mm.
The mechanical function of the Valvetronic system is the same
as that of the N42 engine, and has already been described in
this documentation.
Note
The cylinder heads are precision mounted together work side to

ensure precise and uniform distribution. The valve gear
components on the intake side are precisely matched to one
another.
The bridge support and the lower eccentric shaft and inlet
camshaft bearings therefore work together in the cylinder head
once fitted, to the tightest limits.
If the bridge support or the lower bearings are damaged, the
entire cylinder head must also be replaced.

Valvetronic motor
The two Valvetronic motors are located towards the inside in the
engine's V.
KT-8261
Fig. 32: Valvetronic motor
Index Description
1 Cylinder head cover, cylinder bank 1-4
3 Valvetronic motor for eccentric shaft adjustment

Note
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 for this.
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).
If it is not possible to remove the motor, due to mechanical
failure or sticking, the worm shaft can be moved using an Allen
key to release the motor.
A hole must be drilled in the rear plastic motor cover in order to
get to the motor shaft (worm shaft) using the Allen key. The
motor can then no longer be used.

- Bi-VANOS (variable camshaft adjustment)

The N62 inlet and outlet camshafts are fitted with the new,
adjustable VANOS vane cells.
The camshaft adjustment rate is 60º crankshaft/300 ms.
The VANOS units are labelled In/Out.
The VANOS function is the same as that of the N42 engine.
VANOS units
KT-7692
Fig. 33: VANOS units
Index Description
1 VANOS unit outlet side
2 VANOS threaded connection
3 Spring plate
4 VANOS unit inlet side
5 Toothed chain gear teeth

The VANOS unit gear teeth have been brought into line with the
new toothed chain.
The VANOS unit for the cylinders 1-4 outlet shaft has a mounting
for the vacuum pump drive.
A spring plate has been fitted between the VANOS unit and the
vacuum pump drive to reduce wear.

VANOS oil supply
KT-7729
Fig. 34: Camshaft with VANOS oil supply holes
Index Description
1+2 Rear oil duct with four holes
3+4 Front oil duct with four holes
5 Front oil duct outlets
6+7 Hook sealing washer
KT-7761
Fig. 35: Cross section of a camshaft

The VANOS units are supplied with oil via holes in the camshaft.
The oil holes are located on the left and right of the thrust
bearing.
Depending on the individual VANOS adjustment direction, the
VANOS is supplied with oil via either the rear oil ducts (1+2) or
the front oil ducts (3+4). The oils moves through the camshaft to
the VANOS units.
VANOS solenoid valves
The design of the VANOS solenoid valves is the same as those

in the N42 engine. The gasket is used only for the N62 engine.

VANOS position sensor
The position sensors are mounted independently of the VANOS

unit on the opposite side of the camshaft.
The sensor wheels are made from a sintered material.
The following diagram shows the VANOS unit camshaft

adjustment possibilities.
Crankshaft
TDC BDC TDC BDC TDC
KT-7635
Fig. 36: N62 valve timing diagram
1 Outlet open 3 Intake open
2 Outlet closed 4 Intake closed

- Vacuum pump
The N62 engine's Valvetronic system means that it needs a
vacuum pump for brake servo. The throttle valve is open while
the car is being driven, which means that insufficient intake pipe
vacuum pressure is created.
The N62 vacuum pump has a larger internal volume than the
N42 vacuum pump, for greater evacuation capacity. A second
vacuum connection has been fitted for exhaust gas flap
adjustment.
The vacuum pump is driven by the cylinders 1-4 outlet shaft. The
power comes from the VANOS unit.
The design of the vacuum pump is described in the documen-
tation for the N42 engine.

- Chain drive
KT-7959
Fig. 37: 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.

Index Description
1 Sensor wheels for the camshaft position sensor, cylinder bank 1-4
2 Tensioning rail, cylinder bank 5-8
3 Chain tensioner, cylinder bank 5-8
4 Sensor wheels 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 outlet
11 Solenoid valve, VANOS intake
12 Upper timing chain cover
13 Chain tensioner, cylinder bank 1-4
14 VANOS outlet
15 Upper timing chain guide with integrated oil jet
16 VANOS intake

Toothed chain
KT-7638
Fig. 38: Toothed chain
Index Description
1 Gear teeth
The camshafts are driven by the crankshaft using newly-

developed, no-maintenance toothed chains. The relevant
toothed chain gear wheels are located on the crankshaft and on
the VANOS unit.
Use of the new toothed chains optimizes the drive chain rolling
process to the sprocket, thus reducing noise.

Crankshaft sprocket
KT-7636
Fig. 39: Crankshaft sprocket
Index Description
1 Oil pump drive roller chain gear wheels
2 Camshaft drive toothed chain gear wheels
3 Crankshaft sprocket
The crankshaft sprocket (3) has three gear teeth: two toothed
chain gear wheels for the camshaft drive (2) and one roller chain
gear wheel (1) for the oil pump drive chain.
Note
The sprocket will also be fitted to a 12-cylinder engine variant

which will be available in the future. Please observe the instal-
lation instructions and the relevant labels (V8 Front/V12 Front)
when fitting the sprocket.
On the V-12 engine, the sprocket is fitted the other way round,
with the oil pump gear wheel to the rear.

Chain tensioner
KT-7890
Fig. 40: Chain tensioner, cylinder bank 1-4
Index Description
1 Chain tensioner
2 Tensioning rail
3 Bearing pin
A chain tensioner is mounted in the side of the cylinder head for

each camshaft drive chain. There is a guide ball in the chain
tensioner. The guide ball moves in an arched groove at the
tensioning rail.
The chain tensioner seal must be replaced each time the chain
tensioner is disassembled.
The chain tensioners are the same for both the left and the right
cylinder heads.

5
KT-7637
Fig. 41: Tensioning rail bearing pins
Index Description
1 Engine oil to tensioning rail
2 Ball valve
3 Bearing pin
4 Thread for securing the bearing pin to the engine
5 Sealing rings for sealing the tensioning rail
The bearing pin for the left-hand drive chain tensioning rail
(cylinder bank 1-4) is hollowed. There is a ball valve in the
bearing pin. The valve closes at an oil pressure of 1.5 bar and
allows engine oil to flow to the tensioning rail via a hole (1).

KT-7678
Fig. 42: Chain tensioner, cylinder bank 5-8
Index Description
1 Chain tensioner
2 Tensioning rail
3 Oil jet
An oil jet has been fitted to lubricate the right-hand drive chain
(cylinder bank 5-8). There is a valve in the oil jet which opens at
a pressure of 1.5 bar and supplies the drive chain with engine
oil.

KT-7889
Fig. 43: Upper timing chain guide on the cylinder head
Index Description
1 Seal
2 Oil jet
An immobile guide rail is screwed to the cylinder head to guide

the drive chain to the cylinder head. There is a small hole in the
guide rail through which the cylinder head area of the drive
chain is supplied with engine oil.
There is a rubber-coated steel gasket between the guide rail and
the cylinder head.

Cooling system
- Coolant circuit
KT-7960
Fig. 44: N62 coolant circuit

Index Description
1 Cylinder head, cylinder bank 5-8
2 Heating delivery line (right and left sides of the heat exchanger)
3 Heating valves with electric water pump
4 Cylinder head gasket
5 Heating delivery line
6 Cylinder head ventilation line
7 Holes for crankcase venting system
8 Transmission oil lines
9 Oil/water heat exchanger for automatic transmission
10 Thermostat for transmission oil heat exchanger
11 Alternator housing
12 Radiator
13 Radiator, low temperature area
14 Temperature sensor
15 Water pump
16 Radiator return flow
17 Radiator ventilation line
18 Expansion tank
19 Thermostat
20 Cylinder head, cylinder bank 1-4
21 Vehicle heating
22 Radiator, high temperature area

Coolant flow has been optimized. The engine is warmed up as

quickly as possible after a cold start, and even and sufficient
engine cooling while the engine is running is also ensured.
The cylinder heads are supplied with coolant in a cross-flow
pattern (previously longitudinal). This ensures more even tempe-
rature distribution to all cylinders.
The cooling system ventilation has been improved and is carried
out via ventilation ducts in the cylinder heads and in the radiator
(see the overview of the coolant circuit).
The air in the cooling system accumulates in the expansion tank.
When a pressure of 2 bar is reached in the expansion tank, the
air is intentionally blown clear by the expansion tank breather
cap pressure relief valve.
Note
Using the ventilation ducts means that it is not necessary to

carry out a particular ventilation routine during coolant
exchange.
The complex coolant area and the targeted small ventilation
bores mean that a certain time should be allowed after the
cooling system has been filled for the air to evacuate (see
Workshop Manual).

KT-7728
Fig. 45: Coolant flow in the engine block
Index Description
1 Coolant from the coolant pump through the feed pipe to the rear face
of the engine
2 Coolant from the cylinder walls to the thermostat
3 Connection to water pump/thermostat
The coolant flows from the water pump through the feed pipe (1)
in the engine's V, and to the rear side of the engine block. This
area has a cast aluminium cover (see following illustration).
From the rear side of the engine, the coolant flows to the
external cylinder walls, and from there into the cylinder heads
(blue arrows).
The coolant then flows from the cylinder heads in the engine
block V (red arrows) and through the connection (3) to the
thermostat.
The still cold coolant flows from the thermostat directly into the
water pump and back to the engine (short circuit).
When the engine reaches operating temperature (85 ºC-110 ºC),
the thermostat closes the small coolant circuit and opens the
large coolant circuit, including the radiator.

KT-7725
Fig. 46: Coolant flow to the rear of the engine block
From the rear of the engine block, the coolant flows through the
side apertures to the cylinder walls, and from there it flows to the
cylinder heads.
KT-7695
Fig. 47: Cast aluminium cover at the rear of the engine block

- Water pump
KT-7733
Fig. 48: Water pump
Index Description
1 Map-controlled thermostat (radiator return flow)
2 Electrical connection for map-controlled thermostat heating element
3 Thermostat mixing chamber (in water pump)
4 Temperature sensor (engine outlet temperature)
5 Radiator in-flow
6 Heat exchanger transmission oil return flow
7 Leakage chamber (evaporation space)
8 Alternator in-flow
9 Water pump
10 Expansion tank connection
The water pump is combined with the thermostat housing and is

screwed to the timing case lower section.

KT-8138
Fig. 49: Leakage restraint system in the water pump
Index Description
1 Impeller
2 Sliding ring seal
3 Leakage chamber/evaporation space
4 Leakage chamber cover
5 Delivery from the sliding ring seal to the leakage chamber
6 Hub for pulley and viscous clutch
The water pump has a leakage restraint system for the functional
leakage from the pump shaft piston ring type seal. The coolant
which escapes through the pump shaft sliding ring seal usually
accumulates here and evaporates through a hold in the leakage
chamber (evaporation area).
If the sliding ring seal is faulty, the leakage chamber fills
completely with coolant. Sliding ring seal leakages can be
detected by monitoring the fluid level in the leakage chamber
(inspection hole)

Note
In the past, fully functional water pumps were often replaced

because the functional sliding ring seal leakage which is
necessary for water pump operation resulted in evaporation
residues being left on the external walls of the water pump.
The leakage restraint system has the advantage that the coolant
escaping from the sliding ring seal (normal, functional leakage)
evaporates without a trace and cannot be mistakenly identified
as a water pump defect during visual inspections by the after-
sales-service.

KT-7731
Fig. 50: Timing chain lower section
Index Description
1 Coolant to engine
2 Water pump housing in lower section of timing chain
3 Threaded connection for tensioning pulley
4 Crankshaft sealing ring

KT-7708
Fig. 51: Water pump with map-controlled thermostat
Index Description
1 Radiator return flow to thermostat
2 Connection for map-controlled thermostat heating element
3 Temperature sensor
4 Radiator in-flow (from the engine to the radiator)
Note
The impeller is made from reinforced plastic. The impeller is at

an increased risk of breakage during installation work on the
water pump due to the hardness of the material.
- Map-controlled thermostat
The map-controlled thermostat allows the engine to be cooled
in accordance with the relevant operating conditions. This
reduces fuel consumption by around 1-6%.
The electrical connections, the design and the map-controlled
thermostat throttle response have been optimized.
The map-controlled thermostat function is the same as that for
previous engines (M62).

- Cooling module
KT-7887
Fig. 52: Cooling module
Index Description
1 Cooling radiator
2 Expansion tank
3 Water pump
4 Engine oil/air heat exchanger connection (in hot countries only)
5 Transmission oil/water heat exchanger (ÖWT)
The cooling module contains the following main cooling system

components.
- Cooling radiator
- Air conditioning condenser
- Transmission oil/water heat exchanger (ÖWT) with control unit
- Hydraulic fluid radiator
- Engine oil radiator
- Main electric fan
- Fan shroud for viscous coupling fan

All the components (with the exception of the transmission oil

radiator) can be removed for repairs without disassembling any
other coolant circuit.
All cable connections have been fitted with the quick-release
couplings which have been used in the past.
- Cooling radiator
The radiator is made from aluminium and is divided into a high-
temperature section and a low-temperature section by a
partition wall. The two sections are connected in series.
The coolant first flows into the high-temperature section, and
then back to the engine, cooled.
Some of the coolant flows through an opening in the radiator
partition wall to the high-temperature section, then on to the
low-temperature section where it is cooled further.
The coolant then flows from the low-temperature section (when
the ÖWT thermostat is open) into the oil/water heat exchanger.
- Coolant expansion tank

The coolant expansion tank has been removed from the cooling
module and installed in the engine compartment on the right-
hand wheel-housing.
Note
The expansion tank should never be filled to above the Max

marking during a service. Surplus coolant is expelled by the
pressure relief valve in the breather cap as it heats up.
It is also best to avoid overfilling the expansion tank after repairs
have been carried out on the cooling system since the newly-
designed cooling circuit ensures very good engine ventilation.

- Transmission oil/water heat exchanger (ÖWT)

The transmission oil/water heat exchanger ensures that the
transmission oil is heated up quickly and also that it is safely and
appropriately cooled.
When the engine is cold, the transmission oil/water heat
exchanger (ÖWT) thermostat switches the transmission oil/water
heat exchanger to the engine's shorted circuit. This allows the
transmission oil to heat up as quickly as possible.
From an ÖWT thermostat return flow water temperature of
82 ºC, the ÖWT thermostat switches the transmission oil/water
heat exchanger to the low-temperature coolant radiator circuit.
This cools the transmission oil.
- Electrically-operated fans
The electric fan is integrated in the cooling module and is fitted
flush against the radiator.
The speed is regulated by the DME.
- Viscous coupling fan

The viscous coupling fan is driven by the water pump. The noise
output and the performance of the fan coupling and the fan
wheel have been optimized compared with the E38M62.
The viscous coupling fan is the last cooling level and switches
on at an air temperature of 92 ºC.

Engine block
- Oil sump
KT-7686
Fig. 53: Oil sump
Index Description
1 Upper section of the oil sump
2 Oil pump
3 Oil condition sensor
4 Lower section of the oil sump
5 Oil filter element
6 Oil drain plug

The oil sump consists of two parts.

The upper section of the oil sump is made from cast aluminium
and is sealed to the crankcase with a rubber-coated sheet steel
gasket.
The double-skinned lower section of the oil sump is flanged to
the upper section of the oil sump. The upper section of the oil
sump is sealed using a rubber-coated sheet steel gasket.
The upper section of the oil sump has a crossed-shaped cut-out
oil filter element recess.
The upper section of the oil sump is sealed to the oil pump using
a sealing ring.

- Crankcase
KT-8142
Fig. 54: N62 crankcase
Index Description
1 V (coolant collection area)
The crankcase has a one-piece “open deck” design and is made

entirely from AluSil. The cylinder walls are hardened using a
specific procedure (exposure honing).
Exposure honing involves treating the cylinders with a special,
soft strip. This flushes the aluminium from the cylinders and the
hard silicone particles remain on the cylinder walls.
The crankcase can be treated twice (sun honing procedure).
Repair stage 1+2 pistons are available for this purpose.
Due to the different cylinder bore diameters (84 mm/92 mm), the
two engine variants (3.6 l/4.4 l) have different part numbers.

- Crankshaft
KT-7891
Fig. 55: Crankshaft
Index Description
1 Crankshaft sprocket
2-4 Hollowed area of the crankshaft
The ductile cast-iron crankshaft is inductively hardened.

For reasons of weight, the crankshaft has been hollowed around
bearings 2, 3, and 4.
The crankshaft has five bearings. The fifth bearing is also the
axial guide bearing.
The crankshaft lift is
- 81.2 mm for the B36
- 82.7 mm for the B44
The crankshaft can be reground in two repair stages.

KT-7676
Fig. 56: Crankshaft thrust bearing
A locating bearing is fitted transmission side as a crankshaft

thrust bearing.

- Connecting rod and piston
KT-7680
Fig. 57: Piston and tilted connecting rod
The cast piston is a weight-optimized box piston with integrated

valve pockets in the piston crown.
The pistons are made from high-temperature aluminium alloy
and are 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 steel forged connecting rod is split.

As the connecting rod eye is split at 30º, it is possible to carry
out the cranking in a very compact space.
The pistons are cooled by oil jets on the exhaust side of the
piston crown.
The pistons for the B36 and B44 engines are made by different
manufacturers and have different diameters.
If a cylinder is redressed, the pistons are available in two
oversizes.

- Flywheel
The flywheel is made from laminated plate. The starter rim and
increment wheel (for recording the engine speed and crankshaft
positioning detection) are riveted directly on the drive disc while
warm.
The flywheel diameter is 320 mm.
- Vibration damper
The vibration damper is a torsional vibration absorber in an axial
non-interacting design.
- Engine suspension
The engine suspension is provided by means of two hydraulic
damping engine mounts.
The engine mounts are located on the front axle carrier. The
structure and function of the engine mounts are the same as
those of the E38/M62.

Lubrication system
- Oil circuit
KT-7685
Fig. 58: Crankcase with oil jets
Index Description
1 Oil jet for chain drive cylinder bank 5-8
2 Oil jets for cooling the piston crown
The engine oil is filtered by the oil pump to the lubrication and
cooling points in the engine block and is pumped into the
cylinder head.
The following components in the crankcase and cylinder head
are supplied with engine oil.
Crankcase:
- Crankshaft bearing
- Oil jets for cooling the piston crowns
- Oil jets for the chain drive on cylinder bank 5-8
- Tensioning rail for chain drive on cylinder bank 1-4
Cylinder head:
- Chain tensioner
- Guide rail on cylinder head
- Hydraulic tappet (hydraulic valve adjustment elements)
- VANOS supply
- Camshaft bearing
- Oil jet strips for the valve gear

- Oil check valve
KT-7706
Fig. 59: Oil check valves in the cylinder head
Index Description
1 Oil check valve for VANOS intake
2 Oil check valve for VANOS exhaust
3 Oil check valve for cylinder head oil supply
Three oil check valves are inserted into each cylinder head from
the outside. This prevents the engine oil from flowing back out of
the cylinder head and the VANOS units.
As the check valves are accessible from the outside, there is no
need to remove the cylinder head when changing the check
valves.

KT-7684
Fig. 60: Oil check valves
Note
The oil check valves are identical in design which means that
they cannot be mixed up.
- Oil pressure switch

The oil pressure switch is located on the side in the cylinder
head (cylinder bank 1-4).

- Oil pump
KT-7884
Fig. 61: N62 oil pump
Index Description
1 Drive shaft
2 Threaded connection
3 Oil filter
4 Pressure relief valve
5 Control valve
6 Oil pressure from the oil pump to the engine
7 Oil pressure control cable from the engine to the control valve
The oil pump is secured to the crankshaft bearing cap by

threaded connections inserted at an angle, and is driven by the
crankshaft using a roller chain.
The oil pump is a two-level gear oil pump with two parallel
switched gear clusters.
The oil pump function is the same as that of the N42 engine.

Note
The drive chain play must be set once the oil pump has been
fitted.
Details of the adjustment procedure can be found in the repair
instructions.
- Oil filter
The oil filter is located beneath the engine by the oil sump.
The support for the oil filter element is integrated in the rear oil
pump cover.
The oil filter cover is screwed to the rear oil pump cover through
an opening in the oil sump. An oil drain plug is integrated in the
oil filter cover for emptying the filter element before the cover is
unscrewed.
The filter element support dome contains a bursting pressure
valve. If the filter element is blocked, this valve guides the unfil-
tered engine oil around the filter element to the engine's lubri-
cation points.

- Pressure control
The oil pressure control valve in the oil pump has two functions:
1. It switches off the second level (impeller) of the oil pump in a
short circuit from about 2 bar.
The second level 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's power consumption is reduced by switching off
the second level.
2. It monitors 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 oil pressure in
the engine is possible.
A separate pressure relief valve in the oil pump automatically

switches off at the maximum pressure of approximately 15 bar.
This prevents damage in the oil pump, especially at low oil
temperatures.

- Oil cooling
An oil cooler is built into vehicles used in hot countries. The oil
cooler is located in front of the engine coolant heat exchanger
above the condenser in the cooling module.
The engine oil flows from the oil pump through a channel in the
crankcase to a connection on the generator support. The
generator support has an oil thermostat. A wax element in the oil
thermostat continuously opens the inflow to the oil cooler when
the oil temperature is between 100 ºC to 130 ºC.
Some of the engine oil always flows past the oil thermostat and
through the engine without being cooled, even when the oil
thermostat is fully open.
This ensures that the minimum amount of oil is supplied even if
the oil cooler is faulty.
A modified generator support, without connections for the oil
thermostat, is fitted to vehicles which do not have an oil cooler.

- Technical data
Oil capacity in litres Description
9.2 l Total capacity when first filled at the production plant
9.7 l Total capacity when first filled at the production plant

(engines with oil cooler)
8l After-sales service oil filter change capacity
1.5 l Capacity between "min"/"max" mark in the oil dipstick
Oil pressure Description
1.5 - 2.0 bar Minimum oil pressure at 20 ºC
4.0 - 6.0 bar Maximum oil pressure at 20 ºC
Oil delivery rate Description
60-65 l/min At maximum speed (6,500 rpm) and at 150 ºC

N62 engine management system ME 9.2

Introduction
The ME9.2 engine management system is based on that of the
N42 engine and was modified to suit the N62 engine and given
extra functions.
The DME control unit (digital engine management system) is
located in the electronic equipment compartment together with
the Valvetronic control unit and the IVM (integrated supply
module).
The DME controls an electronic equipment compartment fan to
cool the electronics system.
The control unit connector has a modular structure and has a
5-connector module with 134 pins.
The ME 9.2 control unit is the same for all N62 engine variants.
The engine management data is programmed according to the
version.
The ME 9.2 control unit is combined with BMW's own invention,
the Valvetronic control unit. Both control units control the
N62 engine.
The Valvetronic control unit controls the intake valve lift.
All those components which are not described here are already
familiar from the M62/N42 engine documentation.

- ME 9.2 overview
ME 9.2, section 1
KT-7075
Fig. 62: ME 9.2 block diagram, section 1

ME 9.2, section 2
KT-7029
Fig. 63: ME 9.2 block diagram, section 2

Index Description
A Solenoid valve exhaust flap
A1 Ignition lock/CAS (car access system)
ABS/ASC Anti-lock Braking System / Automatic Stability Control
DISA Variable-geometry intake manifold
DME/ME 9.2 Engine control unit
EDK Electronic throttle valve
EV 1-8 Injection valves 1 to 8
EWS3 Electronic vehicle immobilizer 3
FPM Accelerator pedal module
G Alternator
HFM Hot-film air mass meter
K1 DME relay
K2 Start relay
K3 Secondary pump relay
K4 Valvetronic relay
K5 Power supply relay, ignition coils 1-8
KS 1-2 Knock sensor, cylinders 1-2
KWG Crankshaft sensor
L1 Electronic fan
L2 Electronic equipment compartment fan
LSH 1 Oxygen sensor downstream of catalytic converter 1
LSH 2 Oxygen sensor downstream of catalytic converter 2
LSV 1 Oxygen sensor upstream of catalytic converter 1
LSV 2 Oxygen sensor upstream of catalytic converter 2
NTC 1 Radiator coolant outlet temperature sensor
NTC 2 Radiator coolant temperature sensor
NWGA1-2 Exhaust camshaft sensor
NWGE 1-2 Inlet camshaft sensor
P1 Intake manifold pressure sensor
P2 Ambient pressure sensor
S Engine unit, variable intake manifold
S1 Oil pressure switch
S2 Brake switch
SLP Secondary air pump
SLV Secondary air valve
T Map-controlled thermostat heating
TEV Fuel tank vent valve
OEZS Oil condition sensor
VA 1-2 Vanos exhaust camshafts
VE 1-2 Vanos inlet camshafts
V SG Valvetronic control unit
ZS 1-8 Ignition coil rods 1 to 8

PIN Type Description/type of signal Connection/measurement note
X6001 9-pin black Plug connector, DME module 1
1-01 I Voltage supply, terminal 15 Tape end programming
1-02 Blank
1-03 D TxD" Tape end programming
1-04 G Ground Ground terminal
1-07 I Voltage supply, terminal 30 Fuse F4
1-08 I Terminal 87 Fuse F1
1-09 O DME relay controls DME relay
2-01 O Oxygen sensor heating ground supply Oxygen sensor 1 upstream of

catalytic converter
2-02 O Oxygen sensor heating ground supply Oxygen sensor 2 upstream of

catalytic converter
2-03 D CANL CAN bus car low
2-04 D CANH CAN bus car high
2-05 Blank
2-06 O Oxygen sensor heating ground supply Oxygen sensor 1 downstream of

catalytic converter
2-07 G Oxygen sensor signal, ground Oxygen sensor 1 upstream of

catalytic converter
2-08 G Oxygen sensor, ground Oxygen sensor 2 downstream of

catalytic converter
2-09 G Oxygen sensor signal, ground Oxygen sensor 2 upstream of

catalytic converter
2-10 G Oxygen sensor signal, ground Oxygen sensor 1 downstream of

catalytic converter
2-11 Blank
2-12 O Oxygen sensor heating ground supply Oxygen sensor 2 downstream of

catalytic converter
2-13 O Oxygen sensor pump current Oxygen sensor 1 upstream of

catalytic converter
2-14 I Oxygen sensor signal Oxygen sensor 2 downstream of

catalytic converter
2-15 O Oxygen sensor pump current Oxygen sensor 2 upstream of

catalytic converter
2-16 I Oxygen sensor signal Oxygen sensor 1 downstream of

catalytic converter
2-17 Blank
2-18 Blank
2-19 I Oxygen sensor Oxygen sensor 1 upstream of

catalytic converter
2-20 I Oxygen sensor signal Oxygen sensor 1 upstream of

catalytic converter
2-21 O Oxygen sensor signal Oxygen sensor 2 upstream of

catalytic converter
2-22 I Oxygen sensor signal Oxygen sensor 2 upstream of

catalytic converter
2-23 O DME relay controls DME relay
2-24 Blank

3-01 I Heated film mass air flow sensor signal Hot-film air mass meter
3-02 I Pressure sensor signal Intake pipe pressure
3-03 I Intake air temperature
3-04 O HFM5 voltage supply HFMREF
3-05 I Blank
3-06 O Negative activation, fuel injection valve Injection valve, cylinder 4
3-08 Negative activation, fuel injection valve Injection valve, cylinder 6
3-09 O VANOS valve signal Inlet camshaft 2
3-10 O VANOS valve signal Inlet camshaft 1
3-11 Negative activation, fuel injection valve Injection valve, cylinder 7
3-12 O Heated thermostat
3-14 G Heated film mass air flow sensor, ground Throttle potentiometer 2
3-15 Blank
3-16 I Signal, camshaft sensor Exhaust camshaft 1
3-17 I Signal, camshaft sensor Exhaust camshaft 2
3-18 O Valvetronic Control
3-19 D Alternator and oil quality
3-20 O VANOS valve signal Exhaust camshaft 1
3-21 O TEV Tank ventilation
3-22 Blank
3-23 O VANOS valve signal Exhaust camshaft 2
3-27 I KWG signal Crankshaft sensor
3-28 I Engine temperature NTC signal Coolant temperature
3-29 I Signal, camshaft sensor Inlet camshaft 1
3-30 I Signal, camshaft sensor Inlet camshaft 2
3-31 I Throttle valve sensor signal Throttle valve position
3-32 I Throttle valve sensor signal Throttle valve position
3-33 I KS 1-2 Knock sensor signal
3-37 G KWG Crankshaft sensor
3-38 D Engine LoCAN high (engine local CAN) Valvetronic control unit
3-39 Blank
3-40 O Variable intake manifold control 1
3-41 O Variable intake manifold control 2
3-42 O Throttle valve motor controls Throttle valve operation
3-43 O Throttle valve motor controls Throttle valve operation

3-44 Blank
3-45 I Variable intake manifold potentiometer Bearing feedback
3-50 O Throttle valve sensor activation Throttle potentiometer
3-51 D Engine LoCAN low (engine local CAN) Valvetronic
3-52 G Throttle valve sensor Throttle valve sensor
4-01 Blank
4-02 Blank
4-03 O SLP1 Secondary pump relay
4-04 O Signal, auxiliary fan motor Auxiliary fan motor
4-05 G Bodywork, ground Terminal 31
4-06 I Start signal, terminal 50 Ignition/starter switch
4-07 G Ground, pedal position sensor Accelerator pedal sensor
4-08 I Signal, pedal position sensor Accelerator pedal sensor
4-09 O Supply, pedal position sensor Accelerator pedal sensor
4-10 Blank
4-11 Blank
4-12 G Ground, pedal position sensor Accelerator pedal sensor
4-13 I Signal, pedal position sensor Accelerator pedal sensor
4-14 O Supply, pedal position sensor Accelerator pedal sensor
4-15 Blank
4-16 Blank
4-17 O Output, engine speed signal (TD) Diagnostic plug
4-18 O Exhaust flap
4-19 O Electronic equipment compartment fan
4-20 Blank
4-21 Blank
4-22 I ASC ASC control unit
4-23 Blank
4-24 I Brake light switch signal (ASC, LSM) Brake light switch
4-25 I Oil pressure switch signal
4-26 I Voltage supply, terminal 15 Fuse
4-27 Blank
4-28 I Brake light switch signal (CAS) Brake light switch
4-29 Blank
4-30 Blank
4-31 Blank
4-32 Blank
4-33 I/O Communication line (EWS) Electronic vehicle immobilizer

(EWS)

4-34 Blank
4-35 W Alarm wire PT car CAN connection
4-36 I/O Car CAN bus high PT car CAN connection
4-37 I/O Car CAN bus low PT car CAN connection
4-38 G Ground Coolant outlet temperature sensor
4-39 I NTC signal for electronic fan activation and Coolant outlet temperature sensor
Map-controlled thermostat
4-40 O Automatic start
5-01 O Signal, terminal 1 Ignition coil, cylinder 3

- Components
The following list shows all the components of the ME 9.2
engine controls for the N62 engine.
Sensors
- Accelerator pedal module (FPM)

- Hot film air mass meter (HFM)
- Knock sensor 1 (KS 1-2)
- Crankshaft sensor (KWG)
- Oxygen sensor downstream of catalytic converter 1 (LSH1)
- Oxygen sensor downstream of catalytic converter 2 (LSH2)
- Oxygen sensor upstream of catalytic converter 1 (LSV1)
- Oxygen sensor upstream of catalytic converter 2 (LSV2)
- Coolant outlet temperature sensor (NTC1)
- Water temperature sensor (NTC2)
- Exhaust camshaft sensor 1 (NWGA1)
- Exhaust camshaft sensor 2 (NWGA2)
- Inlet camshaft sensor 1 (NWGE1)
- Inlet camshaft sensor 2 (NWGE2)
- Intake manifold pressure sensor (P1)
- Oil condition sensor (OEZS)
- Ambient pressure sensor in the engine control unit (P2)
- Variable intake manifold position sensor
Actuators

- Electronic throttle valve (EDK)
- Injection valves 1-8 (EV 1-8)
- Electronic fan (L1)
- Electronic equipment compartment fan (L2)
- Secondary air pump (SLP)
- Tank ventilation valve (TEV)
- VANOS exhaust camshaft 1 (VA1)
- VANOS inlet camshaft 1 (VE1)
- VANOS exhaust camshaft 2 (VA2)
- VANOS inlet camshaft 2 (VE2)
- Valvetronic control unit (V SG)
- Ignition coil rods 1-8
- Map-controlled thermostat

Switch
- Starter switch (A1)
Relay
- DME relay (K1)

- Starter motor relay (K2)
- Secondary air pump relay (K3)
- Valvetronic relay (K4)
- Power supply relay to ignition coils 1-8 (K5)
Interfaces
- Car CAN bus high (CAN F H)

- Car CAN bus low (CAN F L)
- Engine LoCAN high (engine local CAN)
- Engine LoCAN low (engine local CAN)

6
KT-7892
Fig. 64: Engine wiring harness
Index Description
1 Plug connector to electronic equipment compartment
2 Plug connector to injection valves
3 Valvetronic sensor plug connector
4 Camshaft angle sensor plug connector
5 Plug connector to ignition coil rods
6 Device control unit plug connector

Functional description
There is no direct connection to the on-board diagnostics
system (OBD) diagnostic connector. The DME is connected to
the ZGM (central gateway module) via the PT CAN bus. The
OBD diagnostic connector is connected to the ZGM.
The fuel pump relay is controlled by the digital engine-
management system via the ZGM and ISIS (integrated safety
and information system) using the airbag control unit in the
SBSR (right-hand side satellite B-pillar).
This enables the fuel pump to be switched off in the event of an
accident.
There is no direct control for the air conditioning system
compressor relay. The non-connected air conditioning system
compressor is now controlled by the air conditioning system
control unit.
The DME signals required for the refrigerant compressor control
system are received in the air conditioning system control
electronics via the PT CAN bus and the ZGM.
The FGR (cruise control) is integrated in the DME.

- Oxygen sensor regulation

The N62 engines are fitted with a total of four oxygen sensors.
One planar broadband oxygen sensor (constant characteristic
curve), which regulates the fuel-air mixture, is located upstream
of each of the two primary catalytic converters.
There is a secondary catalytic converter sensor for each cylinder
bank positioned downstream of the main catalytic converter
(volatile characteristic curve) which monitors the catalytic
converter performance.
This monitoring means that if the exhaust gas concentration is
too high, the MIL (malfunction indicator lamp) lights up and a
fault code is stored.
Details of how the planar broadband oxygen sensor works can
be found in the description of the N42 engine.

- Oil condition sensor (OEZS)
General information
KT-7707
Fig. 65: Oil condition sensor in the lower section of an oil sump which has been
removed
Index Description
1 Sensor electronics
2 Housing
3 Lower section of the oil sump
An oil condition sensor was built in the engine's oil sump to

record the exact engine oil level, oil temperature and the
condition of the engine oil.
Recording the engine oil level protects the engine from having
an oil level which is too low and thereby from the resultant
engine damage.
Recording the condition of the oil, means that it is possible to
determine exactly when an oil change is required.

Function
KT-7106
Fig. 66: Oil condition sensor
1 Housing 6 Oil condition sensor
2 Outer metal tube 7 Sensor electronics
3 Inner metal tube 8 Oil sump
4 Engine oil 9 Temperature sensor
5 Oil level sensor
The sensor consists of two connected cylinder capacitors. The

lower, smaller capacitor (6) records the oil condition.
Two metal tubes (2+3) which act as capacitor electrodes are
located inside the sensor. The engine oil (4) dielectric is located
between the electrodes.
The electrical material properties of the engine oil change in
accordance with increased wear and additive deterioration.

The different electrical material properties of the engine oil

(dielectric) change the capacitance of the capacitor (oil
condition sensor).
This capacitance value is processed to a digital signal in the
evaluation electronics (7) which is integrated in the sensor.
The digital sensor signal is sent to the DME in the form of a
statement about the engine oil condition. The DME processes
this sensor value to calculate the next oil change service.
The engine oil level is determined in the upper section of the
sensor (5). This part of the sensor is located on the top of the oil
level in the oil sump. As the oil level lowers (dielectric), the
capacitance of the capacitor also changes. The sensor
electronics process this capacitance value into a digital signal
which is sent to the DME.
A platinum temperature sensor (9) is integrated at the foot of the
oil condition sensor to measure the oil temperature.
The engine oil level, oil temperature and engine oil condition are
constantly recorded, provided voltage is supplied to terminal 15.
The oil condition sensor is supplied with voltage via terminal 87.
The oil condition sensor electronics system has its own diagno-
stics function. A fault in the OEZS results in a corresponding
error message being transmitted to the DME.

General information
In the N62 engine, the infinitely variable intake manifold is

operated by turning the rotor in the intake manifold.
Adjustments to the intake manifold are carried out by a drive
unit. The drive unit consists of a 12 V DC electric motor with
worm gears and a potentiometer for the intake manifold position
bearing feedback.
The drive unit is equipped with a 5-pin connector.
If the drive unit fails, the system remains in its current position.
The driver may notice this in the form of loss of power or
reduced elasticity.
- Idle speed control
The Valvetronic system controls the engine speed and the idle
speed.
Reduced valve lift when the engine is idling ensures that the
engine is allocated the appropriate airflow.
When the Valvetronic system is used, the idle speed control
must be adjusted. During the starting procedure and when the
engine is idling at a temperature of between -10 ºC and 60 ºC,
airflow is controlled by the throttle valve.
If the engine is at operating temperature, it will be switched to
non-throttle mode approximately 60 seconds after it is started
up. However, at temperatures below -10 ºC, the engine is started
with the throttle valve fully opened since this has a positive
effect on the starting characteristics.

Note
If the idle speed control is faulty, the engine must be checked for
leaks because leaking air has an immediate effect on idling. This
also becomes noticeable when there is no oil dipstick, for
example.

Valvetronic
KT-7074
Fig. 67: Valvetronic N62 block diagram
Index Description
DME Digital motor electronics
K1 DME main relay
K2 Additional relay
M1 Valvetronic motor, cylinder bank 1-4
M2 Valvetronic motor, cylinder bank 5-8
V SG Valvetronic control unit
S1 Valvetronic sensor, cylinder bank 1-4
S2 Valvetronic sensor, cylinder bank 5-8
The N42 Valvetronic control system was extended for the N62
engine by adding two Valvetronic motors and two Valvetronic
sensors.

X60212 10-pin Valvetronic control unit

module 1 connector
1-01 I Voltage supply power electronics system Cylinder bank 1
1-02 G Ground, power electronics system Cylinder bank 1
1-03 O Additional relay control Cylinder bank 1
1-04 G Ground for power electronics system Cylinder bank 2
1-05 I Voltage supply for power electronics system and Cylinder bank 2
additional relay
1-06 O Engine control 1 Cylinder bank 1
1-08 O Additional relay control Cylinder bank 2
X60211 24-pin Valvetronic control unit

module 2 connector
2-01 I Voltage supply for electronics system and main relay Cylinder banks 1+2
2-02 O Sensor power supply Cylinder bank 1
2-03 O Guide sensor signal (chip select) Cylinder bank 1
2-04 I Guide sensor signal (data) Cylinder bank 1
2-05 O Clock signal for data transfer from the guide sensor Cylinder bank 1
and reference sensor (clock)
2-06
2-07 D Engine LoCAN high (engine local CAN) Cylinder banks 1+2
2-08
2-09 O Sensor power supply Cylinder bank 2
2-10 O Guide sensor signal (chip select) Cylinder bank 2
2-11 I Guide sensor signal (data) Cylinder bank 2
2-12 O Clock signal for data transfer from the guide sensor Cylinder bank 2
and reference sensor (clock)
2-13 I Emergency running mode signal input Cylinder banks 1+2
2-14 Blank
2-15 G Sensor shield Cylinder bank 1
2-16 G Sensor ground Cylinder bank 1
2-17 O Reference sensor signal (chip select) Cylinder bank 1
2-18 I Reference sensor signal (data) Cylinder bank 1
2-19 D Engine LoCAN low (engine local CAN) Cylinder banks 1+2
2-20 G Sensor shield Cylinder bank 2
2-21 G Sensor ground Cylinder bank 2
2-22 O Reference sensor signal (chip select) Cylinder bank 2
2-23 I Reference sensor signal (data) Cylinder bank 2

- Function
The electrical structure of the fully variable valve lift adjustment
consists of the following individual components:
- Valvetronic control unit
- DME control unit
- DME main relay
- Valvetronic additional relay
- Two eccentric shaft adjustment motors
- Two eccentric shaft position sensors
- Two magnetic wheels on the eccentric shafts
Activation of terminal 15 switches the DME main relay and also

supplies voltage to the Valvetronic control unit.
Modules inside the control unit reduce the voltage supply to the
control unit electronics system and the sensors to 5 volts.
The electronics system carries out a pre-drive check. The
additional relay electronics are switched on after a delay
(approx. 100 ms), which guarantees the load current circuit. The
delayed connection protects the relay contacts from charring.
From this stage on, the DME control unit and the Valvetronic
control unit communicate via the LoCAN bus. The DME deter-
mines with which valve lift the charge cycle will be carried out, in
accordance with the load required by the driver.
The Valvetronic control unit converts the DME command by
operating the operating motor at 16 kHz until the actual value
from the eccentric shaft position sensor corresponds with the
target value.

Once the target value has been reached, the engine is

controlled contrary to the exact positioning. This measure tests
the engine. The Valvetronic control unit transmits the exact
position of the eccentric shaft to the DME control unit via the
LoCAN bus.
If the Valvetronic control unit detects a peripheral fault, it
transmits this to the DME too. The DME then stores it in the fixed
fault memory.
Fault Emergency Effect

programme
Sensor faulty Activated Maximum valve lift
LoCAN bus faulty Activated Maximum valve lift
Valvetronic Activated Valve lift which is currently

control unit faulty set
Operating motor Activated A second motor is driven in

faulty exactly the same position as
the faulty motor
Emergency running lead
There is another interface between the DME control unit and the
Valvetronic control unit which is known as the emergency
running wire. It is operated by the DME control unit and the
Valvetronic control unit. Only two messages can be transmitted
using this wire:
- Test function
- Maximum valve lift
A signal with a frequency of 100 Hz is placed on this wire to

transmit these two messages.

The test function is carried out during the pre-drive check. The
pulse width repetition rate is 50%.
The maximum valve lift command is given if the LoCAN bus is
faulty. In this case, the pulse width repetition rate is 80%.
If there is a fault when the emergency programme is running
with maximum valve lift, the operating motor (N42) or the
operating motors (N62) are supplied with 30% power. This
measure drives the operating motors softly to the limit stop
which prevents the occurrence of additional mechanical faults.
The load control is now operated via the throttle valve.
- Valvetronic control unit

The Valvetronic control unit can be fitted in both the N42 and the
N62 engine. The control unit is assigned to the appropriate
engine by means of DIS or MoDiC.
The difference in the N62 hardware consists of a second
eccentric shaft adjustment motor and eccentric valve position
sensor.
As far as the DME is concerned, the Valvetronic control unit is an
intelligent actuator which adjusts the valve lift.
The eccentric shaft adjustment motors are operated by two
power output stages which can allow the motor to run on the
right and the left.
Control unit faults or faults in the Valvetronic peripherals are
detected by the Valvetronic control unit and are transmitted via
the LoCAN to the DME control unit where they are stored for
diagnostics.

- DME control unit

The valve lift adjustment is recorded by the DME control unit and
transmitted via the LoCAN to the Valvetronic control unit, which
then implements it.
- DME main relay

The Valvetronic control unit electronics system is supplied with
voltage from the DME main relay.
- Valvetronic additional relay

The Valvetronic additional relay is a single relay on the N42 and
a double relay on the N62. It supplies the load current for the
operating motors.
- Valvetronic motors
Two DC motors are fitted to adjust the two eccentric shafts. For
adjustments, they are operated by a frequency of 16 kHz for
reasons of acoustics and in order to make exact adjustments.
In order to position the engine exactly, the polarity is briefly
reversed once the target position predefined by the DME has
been attained. This generates braking torque which immediately
stops the engine.
After this, the engine is unpowered. The eccentric shaft sensor
continuously monitors the position of the engine. The self-
locking of the engine and the worm gear prevents the engine
from being adjusted by the eccentric shaft and the valve lift
while it is unpowered.
However, if automatic adjustment does take place, this is
recorded by the monitoring and the engine is moved back to the
predetermined position.
The adjustment time required to move the engine from minimum
to maximum valve lift is 200 ms.

- Valvetronic sensors
Each eccentric shaft is monitored by a detecting sensor. The
N62 engine has two sensors which are of the same design, and
function in exactly the same way. These are magneto-resistive
sensors (refer to N42 and M47 Tü).
These sensors are considerably more robust than Hall sensors
and therefore cope with vibrations and temperatures better.
There are two measuring sensors, two measuring and evaluation
electronic sensors and two transmitting sensors in each of the
two sensor housings.
One sensor is the guide sensor, while the other is the reference
sensor.
Both sensors cover a rotation angle of 180º of the eccentric
shaft. The signal course of the reference sensor is opposite to
that of the guide sensor.
The Valvetronic control unit supplies the guide and reference
sensors with 5 volts and the earth connection using common
wires. Each of the two sensors requires three interfaces for data
transfer:
- CS (chip select)
- DAT (data transfer)
- CLK (clock line)
There is only one clock line, but it works inside the sensor on
both the guide and reference sensor. The guide sensor transmits
the eccentric shaft positions to the Valvetronic control unit at
shorter intervals than the reference sensor.
Once the exact position of the eccentric shaft has been
recorded by the magneto-resistive bridge circuit, this value is
stored in an internal register.
The Valvetronic control unit sends the command to the guide
sensor via the CS line to transmit the data from the internal
register to the output register. The Valvetronic control unit then
sends the command to the output register via the CLK line to
transfer the data in serial.

The data telegram from the guide sensor is then issued on the
DAT line, giving the exact position of the eccentric shaft.
The reference sensor works in exactly the same way but does
not transfer the information to the Valvetronic control unit as
often as the guide sensor.

N62 fuel system

The following E38M62 fuel preparation system components
have been modified and brought into line with the E65N62.
The fuel system pressure is 3.5 bar.
- Injection valves
KT-7677
Fig. 68: Fuel distributor block with injection valves
The injection valves have been positioned closer to the intake

valves. This means that larger injection angles can be covered
by the injection spray.
Greater fuel spray atomization leads to optimum fuel mixing and
thereby reduces fuel consumption and exhaust emissions.
The fuel distributor blocks have been improved for better fuel
distribution. This measure guarantees optimum engine
smoothness even at low speeds.

- Fuel pressure regulator

The pressure regulator is integrated in the fuel filter and the two
parts are only available as a single unit. There is only a return
line from the pressure regulator between the fuel pressure
regulator and the fuel tank.
The fuel pressure regulator is charged with the ambient air
pressure. The pressure regulator is supplied with air via a hose
to ensure that if there are any leaks in the pressure regulator, any
leaking fuel does not escape into the environment. This hose
stops in the intake air pipe behind the mass air flow sensor.
- Electric fuel pump (EKP)

The fuel pump is a two-part in-tank gear pump.
The first part is for the pre-delivery stage. It feeds the in-tank
gear pump pair which is designed for the delivery stage with
bubble-free fuel. The two parts are driven by the same electric
motor.
- EKP regulation
The fuel is delivered in accordance with fuel consumption by
engine-use controlled regulation. This produces the following
benefits:
- The load balance of the alternator and battery is improved
thanks to the lower fuel pump power demand
- The lower power input reduces the fuel pump's heat radiation.
This reduces the amount of fuel being heated in the fuel tank
- Integration of the crash-cut-out in the EKP regulation
- Longer EKP service life
- Omission of the EKP relay

EKP regulation and fuel cut-out in the event of a crash, are ISIS
(Intelligent Safety Integration System) features.
The fuel requirement is transmitted by the DME via the PT CAN
bus and the byteflight bus to the right-hand side satellite B-pillar
(SBSR).
The EKP regulation is integrated in the SBSR (right-hand side
satellite B-pillar). (The SBSR controls the front right belt force
limiter and the fuel pump.)
The SBSR controls the EKP via a PWM signal in accordance
with the fuel quantity required by the engine.
The current pump speed is recorded in the SBSR from the EKP
current consumption and the fuel quantity required is deduced
from that.
The fuel quantity required is then set from the coded mapping in
the SBSR, after correction according to the pump speed (PWM
control current).
KT-7872
Fig. 69: Fuel requirement signal course

If the fuel quantity requirement from the DME and EKP rotation
speed signal in the SBSR fails, the fuel pump will continue to
operate with the greatest delivery rate when terminal 15 is
activated.
This guarantees the fuel supply even if the control signals fail.

E65 fuel systems

KT-8112
Fig. 70: E65/US design fuel system

Index Description
1 Air cleaner
2 Intake pipe
3 Engine
4 Exhaust system
5 Oxygen sensor
6 Tank ventilation valve (TEV)
7 DME engine control unit
8 Purge air
9 Carbon canister
10 Fuel tank leak diagnostic module
11 Roll-over valve
12 Dust filter
13 Service ventilation
14 Pressure test lead
15 Fuel tank cap
16 Service vent valve (float valve)
17 Anti-spitback flap
18 Surge chamber
19 Electric fuel pump
20 Pressure relief valve
21 Suction jet pumps
22 Fuel tank
23 Outlet protection valve
24 Refuelling breather
25 Fuel filter
26 Pressure regulator
27 Injection rail
28 Float valve
29 Expansion tank
30 Filler vent valve

The design of the fuel tank corresponds to that of the E38. It is

made of plastic and, for safety reasons, is mounted over the rear
axle.
The tank capacity is 88 litres for petrol engines and 85 litres for
diesel engines.
The reserve volume is 10 litres for cars with the N62 engine, and
12 litres for cars with the N73 engine.
The tank system design is very complex due to its safety
features and to minimize its impact on the environment. In
addition, the position of the tank produces two tank halves. This
means that fuel from the left half of the tank must be channelled
into the right half of the tank to enter the fuel pump.
- Filling the tank

There must be no escape of fuel vapours when the tank is being
filled. It must be possible to fill the tank quickly and the fuel
must not foam up.
The fuel tank system must also match the technical classifica-
tions on the fuel filler pumps. The two most important require-
ments for filling up are:
- The flow speed is 15-55 litres per min
- The cut-out pressure is 20-30 hPa
The fuel is prevented from foaming up when the tank is being
filled as the tank filler pipe is located low down on the fuel tank.
An anti-spitback flap (17) is fitted on the fuel tank filler hole. This
flap prevents fuel from splashing back towards the pump nozzle
during refuelling.

The following filler neck measures prevent the escape of fuel

vapours during refuelling:
A spring-loaded cap locks the filler neck from the outside, even
if the fuel filler cap has been opened. The filler neck is designed
so that the incoming fuel functions like a venturi tube during
refuelling and also draws external air into the tank so that no fuel
vapours can escape during this stage either.
The tank pressure must not exceed the pump nozzle cut-out
pressure as a result of the extra air flowing into the tank, even at
the maximum delivery rate. This could otherwise cause the
pump nozzle to cut-out early.

- Tank ventilation
Optimum ventilation of the tank system ensures trouble-free
refuelling, and that no vacuum can develop during operation.
The ventilation system consists of:
- Two service vent valves (left/right 16)
- A filling ventilation valve (30)
- A hose to the fuel expansion tank (24)
- Two rollover valves in the fuel expansion tank (11+28)
- A service vent hose (13)
- An activated-carbon filter with hoses (9)
- A dust and spider filter (12)
Tank ventilation components

- Service vent (16):
The service vent valve (16) on the right side of the tank consists
of a float which locks the ventilation while fuel is being admitted
(ball valve).
The service vent valve (16) ensures that no fuel enters the venti-
lation pipe when the vehicle is on an incline. A simple ventilation
connection piece (16) is located in the left tank chamber.
Both service vent valves (16) ensure that no air cushions form in
the lower positions of the tank.

- Expansion tank (29):
The task of the expansion tank is to receive fuel when the fuel
tank is full and has expanded due to heating (e.g. solar
radiation). The activated-carbon filter would cease to function if
fuel reached it.
- Rollover valve (11):
The rollover valve is also a plastic ball valve. When the vehicle is
in its usual position, the rollover valve is open, thereby allowing
air to flow in and out. In the same way, fuel can flow via the filling
vent valve (28) from the fuel tank into the expansion tank, and
from the expansion tank back into the fuel tank.
In the event of an accident in which the vehicle rolls over, the
ball locks the expansion tank inlet and outlet openings and
prevents fuel from escaping.
- Dust and spider filter (12):
The dust and spider filter prevents dust and small insects from
entering the activated-carbon filter, which would thus render it
unserviceable.
Tank ventilation function

During refuelling, the air escapes via the service ventilation into
the expansion tank.
Air molecules in the tank have combined with hydrocarbon
molecules. These must not escape into the ambient air. The air
containing hydrocarbon molecules is fed through the activated-
carbon filter. This filters out the hydrocarbon molecules and
stores them.
The activated-carbon filter is regenerated when the engine is
running. This means that air is passed through the activated-
carbon filter in the opposite direction and is supplied to the
combustion air via the engine's purge air pipe (8). The fuel
evaporation control valve (6), which is controlled by the digital
engine-management, controls the proportioning.

The air which is now free of hydrocarbon molecules escapes via

the dust and spider filter into the atmosphere. The layout of the
tank ventilation is designed such that trouble-free refuelling can
take place.
If the fuel level reaches the ventilation valve (30), the ball floats
and closes the ventilation pipe.
The tank pressure increases beyond the pump nozzle cut-out
pressure and switches it off. During fuel withdrawal, the fuel tank
system is ventilated in the reverse direction to prevent the
formation of a vacuum.

- Fuel supply system

The fuel tank system must fulfil various requirements concerned
with supplying the engine with fuel. These include:
- Providing sufficient fuel at each service point
- Ensuring fuel supply regardless of the driving style
- Ensuring that the tank can be almost completely drained
The tank geometry presents an added difficulty. This is due to

the installation location in the vehicle. The tank is made up of
two halves which are only directly connected up to a certain
height.
A large proportion of the fuel volume cannot reach the fuel pump
without technical assistance.
Fuel supply system structure:
- Fuel tank (22)
- Surge chamber (18)
- Fuel pump (19)
- Two suction jet pumps (21)
- Outlet protection valve (23)
- Pressure relief valve (20)
- Internal tank fuel lines
- Fuel filter with fuel pressure regulator (25+26)
- Fuel distributor pipe with injection valves (27)
Internal tank fuel circuit operation

The fuel pump pumps fuel from the surge chamber via the fuel
filter to the injection valves as required. The fuel pump always
pumps more fuel than the engine requires in all operating condi-
tions.
The fuel pressure regulator built into the fuel filter adjusts the
pressure to 3.5 bar and feeds the excess fuel in the return flow
back into the tank. The pressure regulator valve in the return
flow sets a return pressure of 1.0-1.5 bar.
This pressure should prevent fuel vapour locks in the return flow
and should also ensure operation of the two suction jet pumps
(delivery rate required for both pumps = 25 litres per hour) at the
same time.

The fuel flows from the pressure regulator valve on to an

intersection point where the fuel return flow is separated. Some
of the fuel flows through the suction jet pump in the left half of
the tank via the internal fuel line to the surge chamber.
The suction jet pump acts like a venturi tube which draws the
returning fuel from the left half of the tank into the right half.
The other amount of diverted fuel flows via the second internal
fuel supply directly to the right half of the tank and to a suction
jet pump (21) which is fitted there. This pumps the fuel from the
right half of the tank into the surge chamber to ensure that the
surge chamber is always filled with enough fuel.
The surge chamber ensures that the fuel delivery pump is always
supplied with sufficient fuel in all driving conditions.

Fuel tank leak diagnostic module

A fuel tank leak diagnostic module is always fitted on US
vehicles to detect leaks in the tank and tank ventilation system.
The fuel tank diagnostic module is a run-on function which is
automatically started via the digital engine management system
when terminal 15 is switched off and if the assessment criteria
are fulfilled at the same time.
The fuel tank leak diagnostic module detects leaks measuring
over 0.5 mm in diameter anywhere in the entire tank system.
A leak is indicated by the MIL (malfunction indicator lamp).
- Function
The fuel tank leak diagnostic module generates excess pressure
of 20-30 mbar in the fuel tank using an electrically operated air
pump (vane pump). The pump flow required for this is calculated
by the digital engine management system and serves as the
indirect value for the tank pressure.
A comparison measurement is carried out by the fuel tank leak
diagnostic module before each measurement. To do this, excess
pressure is built up for 10-15 seconds using a previous leak of
0.5 mm as reference and the pump flow required for that
(20-30 mA) is measured.
If a lower pressure is detected in the subsequent pressure build-
up compared to the reference pump flow previously measured,
this signals a leak in the fuel system.
If the reference flow is exceeded, there is no leakage in the
system.

- Diagnostic procedure
There are three stages to the diagnostic procedure, as shown in
the following diagrams.
First the activated-carbon filter (AKF) is flushed.
The second step involves a reference measurement being taken
against a reference hole.
Finally the actual leak test is carried out. The time taken for the
measurement is:
- 60-220 seconds if the system has no leaks
- 200-360 seconds if there is a leak measuring 0.5 mm
- 30-80 seconds if there is a leak measuring over 1 mm
The fuel vent valve is closed during the measurement. The time
taken for the measurement depends on how full the tank is.
KT-8113
Fig. 71: Current intake of the fuel tank leak diagnostic module pump
Index Description
RM Reference measurement
R Reference leak Ø 0.5 mm
L Leak
D No leakage

KT-8109
Fig. 72: Diagnostic procedure: 1st Flushing the activated-carbon filter
Index Description
A Throttle valve
B To the engine
C Fresh air
2 Activated-carbon filter (AKF)
3 Fuel tank
4 Fuel tank leak diagnostic module (DMTL)
5 Filter
6 Pump
7 Reference leak

KT-8111
Fig. 73: Diagnostic procedure: 2nd Reference measurement
Index Description
A Throttle valve
B To the engine
C Fresh air
3 Fuel tank
5 Filter
6 Pump
7 Reference leak

KT-8110
Fig. 74: Diagnostic procedure: 3rd Tank measurement
Index Description
A Throttle valve
B To the engine
C Fresh air
3 Fuel tank
5 Filter
6 Pump
7 Reference leak

Diagnosis start conditions
Start criterion Start condition

DME run-on activated
Last engine downtime > 5 hours
Duration of current driving > 20 minutes
operation
Fuel tank level > 15% and < 85%
Ambient temperature > 4 ºC and < 35 ºC
Altitude above sea level < 2500 m
AKF filling < limit value (almost full)
Battery voltage > 10.95 V and < 14.5 V
The main start conditions are:

- Engine OFF
- Last engine downtime > 5 hours
- Last engine operating duration > 20 minutes
The leakage diagnosis is only carried out every second time the
main start conditions are fulfilled.
The main start conditions are usually fulfilled twice daily, for
example if the driver drives to work in the morning and drives
home in the evening.

Refuelling while a leak diagnosis is taking place

The digital engine management system detects refuelling during
a leak diagnosis as a result of the pressure drop when the fuel
filler cap is opened and the subsequent pressure increase when
the tank is filled.
In this case, the leakage diagnosis is interrupted, the solenoid
valve in the DMTL module is switched off and the tank pressure
escapes via the activated carbon filter.
If refuelling does not take place immediately after the fuel filler
cap has been opened, the system detects a large leak and the
digital engine management system records an error. If refuelling
is detected in the next driving cycle, the error is cleared.

Glossary
Abbreviation Explanation
AKF Activated-charcoal filter
BSD Bit-serial data interface
CAN Controller area network
DME Digital motor electronics
DMTL Fuel tank leak diagnostic module
DISA Variable-geometry intake manifold
EKP Electronic fuel pump
FGR Cruise control
HVA Hydraulic valve clearance adjustment
HFM Hot-film air mass meter
ISIS Intelligent Safety Integration System
MIL Malfunction Indicator Lamp
OEZS Oil condition sensor
OBD On-Board Diagnosis
ÖWT Oil/water heat exchanger
PWM Pulse width modulation
PT CAN Powertrain CAN
SBSR Satellite, B-pillar right
SLP Secondary air pump
SLV Secondary air valve
TEV Fuel tank vent valve
VANOS Variable camshaft adjustment
ZGM Central gateway module

New Generation N62 Engine: Course Contents/Background Material

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New Generation N62 Engine: Course Contents/Background Material

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New Generation N62 Engine

Course Contents/Background Material

Course contents/Background material

CHAP 1 N62 engine 1

CHAP 2 N62 supplement to existing documents 1

CHAP 3 N62 engine mechanics 1

© BMW AG, Service Training

Course contents/Background material

CHAP 4 N62 engine management system ME 9.2 1

© BMW AG, Service Training

Course contents/Background material

CHAP 5 N62 fuel system 1

CHAP 6 E65 fuel systems 1

© BMW AG, Service Training

Course Contents/Background Material

In order to achieve these objectives, a complete package of

The most important features of the new N62 engine are:

In conjunction with the newly-developed intake manifold, the

© BMW AG, Service Training

Course Contents/Background Material

Engine N62B36 N62B44

Design 8 cylinder V 8 cylinder V

V angle 90º 90º

Displacement (cm3) 3,600 4,398

Bore/stroke (mm) 84/81.2 92/82.7

Cylinder gap (mm) 98 98

Main crankshaft bearing diameter (mm) 70 70

Crankshaft connecting rod bearing diameter (mm) 54 54

Output (kW) 200 245

Torque (Nm) 360 450

Cut-off speed (rpm) 6,500 6,500

Compression ratio 10.2 10.0

Intake valve diameter (mm) 32 35

Exhaust valve diameter (mm) 29 29

Intake valve lift (mm) 0.3 - 9.85 0.3 - 9.85

Exhaust valve lift (mm) 9.7 9.7

Cams opening period (º crankshaft) 282/254 282/254

Engine weight (kg) 213 213

Fuel rating (RON) 98 98

Fuel (RON) 91-98 91-98

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

Knock control Yes Yes

Variable intake manifold Yes Yes

Digital motor electronics ME9.2 + ME9.2 +

Complies with exhaust emission regulations EU-3 EU-3

Engine length (mm) 704 704

Fuel consumption saving compared with the M62 13% 14%

Vmax (km/h) E65 electronic cut-out 250 250

© BMW AG, Service Training

Course Contents/Background Material

- Full load graphs

Fig. 1: Full load graphs comparison. Broken lines = M62B35

© BMW AG, Service Training

Course Contents/Background Material

Fig. 2: Full load graphs comparison. Broken lines = M62B44

© BMW AG, Service Training

Course Contents/Background Material

Views of the N62 engine

Fig. 3: N62 engine front view

2 Tank ventilation valve (AKF valve)

3 VANOS solenoid valve

5 Pulley for the water pump

9 Intake pipe to air cleaner