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BMW N62

Reciprocating internal combustion engine From Wikipedia, the free encyclopedia

BMW N62
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The BMW N62 is a naturally aspirated V8 petrol engine which was used in BMW cars from 2001 to 2010. It also remained in small-scale production for the Morgan Aero until 2019.[1] The N62 is the world's first engine to use a continuously variable-length intake manifold,[2] and BMW's first V8 to feature variable valve lift (called Valvetronic).[3][4][5]

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Unlike its predecessor and successor, there was no M version of the N62.

In the International Engine of the Year awards in 2002, the N62 was awarded "International Engine of the Year", "Best New Engine" and "Above 4-litre" categories.[6]

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Design

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The N62 was a clean sheet design and not a direct evolution of the M60 engine line that evolved into the M62 engine. The N62 4.4L has a bore of 92 mm (3.6 in) and stroke of 82.7 mm (3.26 in) for a total displacement of 4,398cc and features double-VANOS variable valve timing on both the intake and exhaust camshafts (the M62 features variable valve timing on only the intake camshaft).[7] As per the M62, the N62 has double overhead camshafts (DOHC) with four valves per cylinder, an aluminium engine block and an aluminium cylinder head. The N62 4.4 featured offset fracture-split forged powdered metal connecting rods and it was also the first V8 and only the second BMW engine to feature Valvetronic technology which on the N62 varies the valve lift of the engine from .03mm to 9.85mm.[8] The redline is 6500 rpm.[4] Valvetronic technology allows for variable valve timing, variable lift and variable duration and the N62 adjusts the lift instead of utilizing the throttle body during normal operation. The engine does feature a throttle body but this is only used for emergency applications in the event of Valvetronic failure, for certain cold start conditions and to maintain a set amount of vacuum in the intake during low load conditions such as cruising on the highway or idling. The vacuum pump mounted on the bank 1 cylinder head only supplies the brake booster and certain auxiliaries with vacuum, making the use of the standard TB for manifold vacuum control a requirement for proper functioning of the crankcase ventilation system as well as the fuel evap valve and other emissions related systems.[8]

The N62B44 is the only production engine in the world to feature a continuously variable length intake manifold known as the DIVA intake (not to be confused with the DISA intake as used on many other BMW production engines). The intake length path begins to shorten at 3,500 RPM and is progressively shortened until it reaches its shortest length at the engine's redline. This maximizes torque throughout the RPM range, producing a much broader torque curve and more peak HP.

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The N62B48 engine used in the E53 X5 4.8is was a 4.8L variant of the N62B44 which was accomplished by way of an increased bore size to 93 mm (3.7 in) and stroke to 88.3 mm (3.48 in) which increased the displacement to 4798.52 cc. The N62B48 in the E53 shared other components with the N62B44 including the DIVA intake which was replaced when the engine was evolved to the N62TU. The oil pan was modified and deepened to account for the longer stroke crankshaft, this change was applied to all N62's in October 2003 which includes the 4.4 variants in production at the time. Other changes were also made to accommodate the longer stroke crankshaft such as more traditional non-offset connecting rods.

The N62 was evolved into the N62TU beginning in model year 2005 and the 4.4 was replaced with the 4.8 variant by using the same bore and stroke from the 4.8 version in the E53 4.8is.[9] The N62TU featured several changes over the N62B44, including different exhaust manifolds, improved catalytic converters, new pre-cat oxygen sensors, new MAF, updated engine management unit, replacement of the DIVA continuously variable length intake manifold to a DISA two-stage manifold, removal of secondary air injection ports and different heads to accommodate this change and the increased bore, different spark plugs and inlet and exhaust valves with a stem diameter decreased to 5mm from 6mm.

Applications:

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Versions

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More information Engine, Displacement ...

N62B36

The N62B36 is a 3,600 cc (219.7 cu in) version. Bore is 84 mm (3.3 in) and stroke is 81.2 mm (3.2 in). It produces 200 kW (270 hp) at 6,200 rpm and 360 N⋅m (270 lb⋅ft) at 4,250 rpm.[4][10]

Applications:

N62B40

The N62B40 is a TU variant which replaced the 3.6L 4,000 cc (244.1 cu in) version. Bore is 87 mm (3.4 in) and stroke is 84.1 mm (3.3 in). It produces 225 kW (302 hp) at 6,300 rpm and 390 N⋅m (290 lb⋅ft) at 3,500 rpm.[4][7]

Applications:

N62B44

The N62B44 is a 4,398 cc (268.4 cu in) version. Bore is 92 mm (3.6 in) and stroke is 82.7 mm (3.3 in). It produces 245 kW (329 hp) at 6,100 rpm and 450 N⋅m (330 lb⋅ft) at 3,600 rpm (except for in the X5 model).

Applications:

N62B48

The N62B48 has a displacement of 4,799 cc (292.9 cu in), a bore of 93 mm (3.7 in) and a stroke of 88.3 mm (3.5 in).

Applications- 261 kW version:

Applications- 265 kW version:

Applications- 270 kW version:

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N62B48B on BMW 750i (E65/E66)

Alpina H1

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Alpina H1-engine in BMW E60

The H1 is a version of the N62B44 made by Alpina. The H1 is based on an N62B44 block with a forged crankshaft from Alpina, high strength Mahle pistons and the addition of an ASA centrifugal supercharger.[13] The H1 has a redline of 6,200 rpm.

Applications- 368 kW

Applications- 390 kW

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See also

References

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