Product Information.

N63 Engine.

BMW Service
The information contained in the Product Information and the Workbook form an integral part of
the training literature of BMW Aftersales Training.

Refer to the latest relevant BMW Service information for any changes/supplements to the
technical data.

Information status: November 2007

Contact: [email protected]

© 2007 BMW AG
München, Germany
Reprints of this publication or its parts require the written approval of
BMW AG, München
VS-12 Aftersales Training
Product Information.
N63 Engine.

High precision injection

Bi-turbocharging

Exhaust turbocharger in V-space

Indirect charge air cooling

Notes on this Product Information

Symbols used
The following symbols are used in this Product Information to improve
understanding and to highlight important information:

3 contains information to improve understanding of the systems

described and their function.

1 identifies the end of a note.

Information status and national variants

BMW vehicles satisfy the highest requirements of safety and quality.
Changes in terms of environmental protection, customer benefits and
design render necessary continuous development of systems and
components. Discrepancies may therefore arise between specific details
provided in this Product Information and the vehicles available during the
training course.
This documentation only describes European left-hand-drive variants. In
right-hand-drive vehicles some control elements and components are
arranged differently from what is shown in the graphics in this Product
Information. Further discrepancies may arise from market- or country-
specific equipment specifications.

Additional sources of information

Further information on the individual topics can be found in the following:
- Owner's Handbook
- BMW diagnosis system
- Workshop systems documentation
- BMW Service Technology.
Contents.
N63 Engine.

Objectives 1
Product information and reference work for
practical applications 1

Models 3
Engine variants 3

Introduction 5

System overview 11
Engine identification 11

System components 13
Engine mechanical system 13
Oil supply 26
Cooling system 32
Air intake and exhaust system 38
Vacuum system 49
Fuel system 52
Engine electrical system 66

Service information 69
System components 69

Test questions 73
Questions 73
Answers to questions 75
 3
Objectives.
N63 Engine.

Product information and reference work for practical

applications
This Product Information is intended to insight into the new N63 8-cylinder petrol
provide you with information on the design engine. The Product Information, in
and operation of the N63 engine. conjunction with practical exercises carried
out in the training course, will enable the
This Product Information is structured as a
participants to carry out servicing work on the
working reference and complements the
N63 engine.
subject material of the BMW Aftersales
Training seminar. The Product Information is Technical and practical background
also suitable for self-study. knowledge of the current BMW diesel engines
will simplify your understanding of the systems
As preparation for the technical training
described here and their functions.
course, this Product Information provides an

1
 3

2
 4
Models.
N63 Engine.

Engine variants
Models fitted with the N63 engine at market
launch in May 2008

in kW/bhp at rpm
Power output

in Nm at rpm
Stroke/bore
capacity
Cylinder

Torque
Engine
Series

in cm3
Model

in mm
300/408 600
X6 xDrive50i E71 N63B44O0 4395 88.3/89
5500 1750

History
Eight-cylinder petrol engines at BMW
Displacement

Power output

management
in kW/bhp

First used

Last used
Torque
Engine

Engine
Series

in cm3
Model

in Nm

M60B30 730i E32 2997 160/218 290 ME3.3 4/92 3/96

M60B40 740i E32 3982 210/286 400 ME3.3 5/92 3/96
M60B30 530i E34 2997 160/218 290 ME3.3 9/92 6/96
M60B40 540i E34 3982 210/286 400 ME3.3 9/92 3/96
M60B40 840i E31 3982 210/286 400 ME3.3 9/92 3/96
M62B35 735i E38 3498 173/235 320 ME5.2 3/96 7/97
M62B44 540i E39 4398 210/286 420 ME5.2 3/96 7/97
M62B44 740i E38 4398 210/286 420 ME5.2 3/96 7/97
M62B44 840i E31 4398 210/286 420 ME5.2 3/96 9/99
M62B35 535i E39 3498 173/235 320 ME5.2 6/96 7/97
M62B35 535i E39 3498 173/235 320 ME5.2.1 7/97 9/98
M62B35 735i E38 3498 173/235 320 ME5.2.1 7/97 9/98
M62B44 540i E39 4398 210/286 420 ME5.2.1 7/97 9/98
M62B44 740i E38 4398 210/286 420 ME5.2.1 7/97 9/98
S62B50 M5 E39 4941 294/400 500 MSS52 9/98 9/03
M62B35TU 535i E39 3498 180/245 345 ME7.2 9/98 9/02

3
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Displacement

Power output

management
in kW/bhp

First used

Last used
Torque
Engine

Engine
Series

in cm3
Model

in Nm
M62B35TU 735i E38 3498 180/245 345 ME7.2 9/98 9/01
M62B44TU 540i E39 4398 210/286 440 ME7.2 9/98 4/04
M62B44TU 740i E38 4398 210/286 440 ME7.2 9/98 9/01
M62B44TU X5 4.4i E53 4398 210/286 440 ME7.2 9/99 9/03
S62B50 Z8 E39 4941 294/400 500 MSS52 9/00 9/03
M62B46 X5 4.6is E53 4619 255/347 480 ME7.2 9/01 4/04
N62B36O0 735i E65 3600 200/272 360 ME9.2 11/01 3/05
N62B36O0 735Li E66 3600 200/272 360 ME9.2 11/01 3/05
N62B44O0 745i E65 4398 245/333 450 ME9.2 11/01 3/05
N62B44O0 745Li E66 4398 245/333 450 ME9.2 11/01 3/05
N62B44O0 545i E60 4398 245/333 450 ME9.2.1 9/03 9/05
N62B44O0 645Ci E63 4398 245/333 450 ME9.2.1 9/03 9/05
N62B44O0 X5 4.4 E53 4398 235/320 440 ME9.2 9/03 9/06
N62B44O0 545i E61 4398 245/333 450 ME9.2.1 4/04 9/05
N62B44O0 645Ci E64 4398 245/333 450 ME9.2.1 4/04 9/05
N62B48O0 X5 4.8is E53 4799 265/360 490 ME9.2 4/04 9/06
N62B40O1 740i E65 4000 225/306 390 ME9.2.2 3/05 Still
current
N62B40O1 740Li E66 4000 225/306 390 ME9.2.2 3/05 Still
current
N62B48O1 750i E65 4799 270/367 490 ME9.2.2 3/05 Still
current
N62B48O1 750Li E66 4799 270/367 490 ME9.2.2 3/05 Still
current
N62B40O1 540i E60 4000 225/306 390 ME9.2.2 9/05 Still
current
N62B48O1 550i E60 4799 270/367 490 ME9.2.2 9/05 Still
current
N62B48O1 550i E61 4799 270/367 490 ME9.2.2 9/05 Still
current
N62B48O1 650i E63 4799 270/367 490 ME9.2.2 9/05 Still
current
N62B48O1 650i E64 4799 270/367 490 ME9.2.2 9/05 Still
current
N62B48O1 X5 4.8i E70 4799 261/355 475 ME9.2.3 12/06 Still
current
S65B40O0 M3 E92 3999 309/420 400 MSS60 6/07 Still
current

4
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Introduction.
N63 Engine.

Eight-cylinder engine with bi-turbocharging

As the successor to the N62 engine, the N63 turbocharging in connection with high
was developed based on the principles of precision injection.
"Efficient Dynamics". Efficient Dynamics
The N63 is the first engine world-wide to
combines driving enjoyment with efficiency
feature an optimized package, involving the
which, in a new engine, is expressed in
integration of the turbocharger and the main
increased power output together with
near-engine catalytic converters in the V-
reduced fuel consumption. One of the ways of
space. With the aim of achieving the
achieving this objective is downsizing. This
demanding performance objectives in
means the same power output is achieved
connection with optimum package and
with reduced engine displacement or higher
weight, the exhaust turbochargers and the
power output at the same engine
catalytic converters have been placed in the V-
displacement. Both objectives apply to the
space between the cylinder banks resulting in
N63 engine. Compared to the N62 engine, the
the intake and exhaust ports changing places.
power output has been boosted while
With short pipe lengths and larger cross
decreasing the engine displacement.
sections, this arrangement minimizes the
This is primarily achieved by technologies that pressure losses on the intake and exhaust
already gave the N54 engine its legendary side.
dynamics and outstanding efficiency: Bi-

5
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Overview of new developments, modifications and special

features
The following table shows an overview of the • Technology of N54 engine denotes
changes/modifications made to the N62 components and systems that were
engine. Distinctions are made in various designed for the N63 engine but their
categories. technology is already known from the N54
engine.
• New development denotes a new
technology that has never before been Therefore, only the main changes/
used on BMW engines. modifications to the N62 engines are
described in the following. This document
• New design denotes a component that was
does not deal with technologies that are
specifically developed for the N63 engine
already known from the N54 engine.
but does not represent a technological
innovation.
New development

Technology of
New design

N54 engine

Component Remarks
Engine casing components 7 The engine casing components (cylinder
head cover, cylinder head, crankcase and oil
pan) have been newly designed. The cylinder
head has the special feature that the intake
and exhaust ports have been interchanged
compared to the standard arrangement.
Crankshaft drive system 7 The crankshaft drive has been adapted to
the higher engine power output, while at the
same time attaching great significance to
lightweight construction.
Valve gear 7 Only the valve timing gear without
VALVETRONIC, i.e. with VANOS is used.
Technically, the VANOS system is related to
that of the N52 engine.
Timing gear 7 A new tooth-roller chain is used in the timing
gear.

6
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New development

Technology of
New design

N54 engine
Component Remarks
Belt drive 7 The belt drive is characterized by a new
tensioning system for the ELAST drive belt
of the A/C compressor.
Oil supply 7 A volumetric flow controlled oil pump is now
also used on the N63 engine.
Cooling system 7 Significant changes have been made to the
cooling system of the N63 engine. Besides
the conventional coolant pump, an electric
auxiliary coolant pump is used for the first
time. In addition, an indirect charge air
cooling system is used also for the first time.
This means the charge air is liquid-cooled.
Air intake and exhaust 7 Due to the arrangement of the turbochargers
systems in the V-space and the indirect charge air
cooling, the complete air intake and exhaust
system has been newly configured.
Turbocharging 7 A bi-turbocharging system is used
comparable to that of the N54 engine.
Vacuum system 7 A two-stage vacuum pump similar to that of
the N62 engine is used.
Fuel system 7 The familiar high precision injection system
(HPI) is used. As on the N54 engine it
operates exclusively in homogeneous mode.
The high pressure pump is very similar to
that on the N43 engine.
Engine electrical system 7 The N63 engine features a new engine
control unit. New oxygen sensors are also
used.

7
 5

Technical data
Description N62B48O1 N63B44O0
Engine type V8 V8
Displacement [cm3] 4799 4395
Firing order 1-5-4-8-6-3-7-2 1-5-4-8-6-3-7-2
Stroke/bore [mm] 88.3/93 88.3/89
Output [kW/bhp] 270/367 300/408
at engine speed [rpm] 6300 5500 - 6400
Torque [Nm] 490 600
at engine speed [rpm] 3400 1750 - 4500
Governed speed limit [rpm] 6500 6500
Power output per litre [kW/l] 56.26 68.26
Compression ratio ε 10.5 10.0
Cylinder spacing [mm] 98 98
Valves/cylinders 4 4
Intake valve ∅ [mm] 35.0 33.0
Exhaust valve ∅ [mm] 29.0 29.0
Main bearing journal ∅ on
[mm] 70 65
crankshaft
Big-end bearing journal ∅ on
[mm] 54 54
crankshaft
Fuel specification [RON] 98 98
Fuel [RON] 91-98 91-98
Engine management ME9.2.2 MSD85
Exhaust emission standard EU EURO 4 EURO 4
Exhaust emission standard US ULEVII ULEVII

8
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Full-load diagram
Compared to the predecessor N62, the N63 overall output and more extensive torque
engine is characterized by distinctly higher curve.

1 - Full load diagram -

N63B44O0 engine

9
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10
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System Overview.
N63 Engine.

Engine identification

Engine designation
The engine designation is used in the Index Explanation
technical documentation for the purpose of
distinctly identifying engines. N BMW Group "New Generation"
As from market launch, the N63 engine will be 6 8-cylinder engine
available in the following version: 3 Petrol direct injection
• N63B44O0 B Petrol engine
In the technical documentation you will also 44 4.4 litre displacement
find the abbreviated engine designation, i.e. O Upper power output stage
N63, that only indicates the engine type. 0 New development

Engine identification and serial number

The engines are correspondingly marked on The engine serial number is a consecutive
the crankcase for clear identification and number that permits unambiguous
assignment. This engine ID is additionally identification of each and every engine.
required for official approval. The first seven
The engine identification and serial number
places of the ID are decisive for this purpose.
are located on the crankcase behind the
The engine ID of the N63 corresponds to the mounting bracket for the A/C compressor.
new standard where the first six places are
equivalent to the engine designation.

11
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12
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System Components.
N63 Engine.

Engine mechanical system

Crankcase
The crankcase of the N63 engine is a new Similar to the N62 engine, a double main
design based on the closed-deck principle bearing bolting with additional side wall
with lower-set side walls. It is made of an mounting is used.
aluminium alloy (Alusil) with honed cylinder
There is now no coolant reservoir in this area
liners.
due to the new arrangement of the
turbochargers in the V-space.

Cylinder head
The most distinctive new feature on the The fuel injectors and spark plugs are
cylinder head of the N63 engine is the inverse arranged transversely adjacent to each other
arrangement of the intake and exhaust ports. in the centre of the combustion chamber roof.
At the same time, optimized cross flow
There is now only one non-return valve for the
through the coolant jacket from the intake to
oil circuit integrated in the cylinder head. The
exhaust side has been achieved.
two non-return valves that were used for
The intake port features a trailing edge for VANOS are now integrated in the VANOS
creating more intensive charge movement. units.

Crankshaft
To reduce weight, the main bearing diameters The oil pump on the N63 engine is driven by
of the crankshaft have been reduced from 70 the crankshaft on the flywheel side. The
mm to 65 mm. sprocket is built directly into the crankshaft.

Timing gear
A newly developed tooth-roller chain is used The N63 engine is no longer blocked off at
per cylinder bank to drive the camshafts. This ignition TDC of the first cylinder but rather at
chain combines the advantages of a tooth- 150° before ignition TDC of the first cylinder.
type chain and a roller chain, i.e. high To block off the engine, a special tool is placed
resistance to wear and low running noise. on the torsional vibration damper thus forming
the reference for the plug mandrel to the
The chain tensioners, tensioning and slide
crankcase.
rails are common parts for both cylinder banks.
The oil spray nozzles are integrated in the
chain tensioners.

13
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Camshafts
The N63 engine has assembled camshafts of The following illustration shows the different
the type as used on the M73 engine. All components of the camshafts.
components are shrink-fitted on to the shaft.

1 - Camshafts - N63 engine

Index Explanation Index Explanation

A Intake camshaft 4 Cam
B Exhaust camshaft 5 Output flange for vacuum pump
1 Drive flange 6 Reference for camshaft sensor
2 Flat for special tool 7 Three-point cam for driving high
pressure pump
3 Shaft tube 8 Flats for spanner

The drive flange, the spanner flats and the flats camshafts. It is located after the first/fifth
for the special tool are made from one single cylinder.
component.
Another special feature of the N63 engine is
A three-point cam that drives the high that the exhaust camshafts for cylinders 2, 4, 7
pressure pump of the fuel system is and 8 produce a different valve lift curve than
additionally mounted on the exhaust for cylinders 1, 3, 5 and 6.

14
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2 - Valve lift curves - N63 engine

Index Explanation Index Explanation

A Cylinders 2, 4, 7 and 8 4 Exhaust valve closes
B Cylinders 1, 3, 5 and 6 5 Exhaust valve opening period
1 Valve lift [mm} 6 Intake valve opens
2 Crankshaft angle [° crank angle 7 Intake valve closes
3 Exhaust valve opens 8 Intake valve opening period

15
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The exhaust valves of cylinders 2, 4, 7 and 8 and a smaller valve lift for even smoother
open later, they have a shorter opening period engine operation.

Infinitely variable double VANOS

The charge cycle in the N63 engine is realized The VANOS units on the N63 engine differ
with four valves per cylinder, which are driven from the VANOS units on the N62 engine.
by two overhead camshafts. The function is identical but some
components have been omitted and the
The engine timing can be variably influenced
VANOS unit has been optimized. On the N63
by means of the two infinitely variable VANOS
engine, the individual vanes of the VANOS unit
units.
are no longer individual parts but rather they
The VANOS units used here have the have been further developed to form an
following timing angles: oscillating rotor (as on the N52 engine). The
torsion spring integrated in the N62 VANOS
• Intake VANOS unit: 50° crankshaft angle
unit is now designed as a coil spring
• Exhaust VANOS unit: 50° crankshaft angle accommodated on the front of the N63
VANOS unit protected by a plastic cover.

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Belt drive
The N63 engine is equipped as standard with
a double belt drive.

3 - Belt drive - N63 engine

Index Explanation Index Explanation

1 Alternator 5 Tensioning pulley
2 Poly-V-belt 6 Torsional vibration damper
3 Coolant pump 7 ELAST drive belt
4 Power steering pump 8 A/C compressor

The main belt drive features a mechanical The A/C compressor is driven by a ELAST
tensioning pulley that provides the necessary drive belt which is mounted and tensioned in a
tension in the poly-V-belt. new way.

17
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Index Explanation
1 Mounting position for ELAST drive
belt
2 Turning torsional vibration damper
for tensioning belt
3 Normal position

The belt pulley on the torsional vibration

damper can be shifted in a defined position in
the direction of the A/C compressor. This
makes it possible to easily install the ELAST
drive belt without the need for special tools.
This is made possible by an eccentric slot in
the belt pulley, which allows the crankshaft to
be shifted in radial direction after the four
mounting screws holding the belt pulley have
been removed. The tension in the ELAST
drive belt pulls the belt pulley back into the
central position over the crankshaft when the
engine is now turned by 180°.
3 Go to the repair instructions for the
ELAST drive belt mounting procedure. 1

4 - Mounting the ELAST drive belt

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Crankcase breather
The crankcase breather on the N63 engine which the engine oil is separated from this
operates in accordance with the same mixture. The separated engine oil flows
principle as on the N54 engine. Each cylinder through an oil drain (9) back into the oil sump.
bank has its own crankcase breather. The cleaned blow-by gas flows through a
volume control device (7) and a duct to the
Standard function intake manifold (6) and into the clean-air pipe
of the air intake system.
The blow-by-gas passes through the
ventilation duct (2) to an oil separator (8), in

5 - Crankcase breather,
standard function

Index Explanation Index Explanation

1 Throttle valve 6 Channel to intake manifold
2 Ventilation duct 7 Pressure control device
3 Oil return 8 Oil separator
4 Crankshaft cavity 9 Oil drain
5 Oil sump

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Oil separator the oil separator housing of each cylinder

bank, however, only three are used at present.
Labyrinth and cyclone oil separators are used
The fourth is reserved for further
on the N63 engine. One labyrinth separator
developments.
and four cyclone separators are integrated in

6 - Oil separator - N63 engine

Index Explanation Index Explanation

1 Channel to air intake system 5 Oil return
2 Cylinder head cover 6 Oil separator housing
3 Labyrinth 7 Cyclone
4 Ventilation duct from cylinder head

The oil mist drawn out of crankcase is routed the heavier oil settles on the cyclone walls and
through the labyrinth. This serves as the first from there drips into the oil drain. The lighter
oil separation stage as the oil collects on the blow-by gas is sucked out from the middle of
walls of the labyrinth and flows off. The further the cyclone. The cleaned blow-by gas is then
flow of blow-by-gas is made to swirl in the fed to the air intake system.
cyclones. As a result of the centrifugal forces,

20
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Crankcase breather, naturally-aspirated engine is equipped with a special crankcase

engine operation breather.
Because of its exhaust-gas turbocharging, in
the same way as the N54 engine, the N63

7 - Crankcase breather,
naturally-aspirated engine
operation

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Index Explanation Index Explanation

A Overpressure 7 Oil sump
B Vacuum 8 Oil return channel
C Exhaust gas 9 Exhaust turbocharger
D Oil 10 Clean-air pipe
E Blow-by gasses 11 Line to clean-air pipe
1 Air cleaner 12 Non-return valve to intake manifold
2 Intake manifold 13 Throttle valve
3 Oil separator 14 Non-return valve to clean-air pipe
4 Oil drain 15 Line to intake manifold
5 Ventilation duct 16 Pressure restrictor
6 Crankshaft cavity

The standard function can only be utilized the intake manifold, this area of the crankcase
while there is a vacuum in the intake manifold, breather must be provided with a pressure-
i.e. in naturally-aspirated engine operation. limiting facility. This is realized in the N63
engine with a restrictor, which limits the
As soon as the pressure in the manifold is
throughflow and thus also the pressure level in
increased by turbocharging, the blow-by
the crankcase breather.
gasses can no longer be introduced by way of
this route. A non-return valve is incorporated in As the following illustration shows, ventilation
the channel to the intake manifold to prevent takes place in naturally aspirated operation via
the risk of boost pressure being introduced an external line from the cylinder head cover to
into the crankcase. the intake manifold. The throttle for limiting
pressure on the N63 is integrated in the non-
In view of the risk at high vacuums of oil being
return valve to the intake manifold.
drawn in through the crankcase breather into

22
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8-

Index Explanation Index Explanation

A Cleaned blow-by gas 2 Intake manifold
B Ventilation, naturally-aspirated 3 Clean-air pipe
engine operation
C Ventilation, turbocharged operation 4 Non-return valve to intake manifold
with throttle function
1 Oil separator 5 Non-return valve to clean-air pipe

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Crankcase breather, turbocharged the clean-air pipe in this operating range, it

operation opens the non-return valve to the clean-air
pipe and the blow-by gasses are directed via
In turbocharged mode, the pressure in the
the turbocharger compressor and the
intake manifold increases and thus closes the
intercooler into the intake manifold.
non-return valve. Because there is a vacuum in

9 - Crankcase breather,
turbocharged operation

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Index Explanation Index Explanation

A Overpressure 7 Oil sump
B Vacuum 8 Oil return channel
C Exhaust gas 9 Exhaust turbocharger
D Oil 10 Clean-air pipe
E Blow-by gasses 11 Line to clean-air pipe
1 Air cleaner 12 Non-return valve to intake manifold
2 Intake manifold 13 Throttle valve
3 Oil separator 14 Non-return valve to clean-air pipe
4 Oil drain 15 Line to intake manifold
5 Ventilation duct 16 Pressure restrictor
6 Crankshaft cavity

3 If the exhaust system produces blue which suggest that there is a fault in the area
smoke, it is necessary to check whether the of the crankcase breather. A clear sign of a
engine is also drawing oil into the combustion problem is an oiled up clean-air pipe. 1
chamber through the crankcase breather,

25
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Oil supply

10 - Oil circuit - N63 engine

26
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Index Explanation Index Explanation

1 Oil pan 16 Non-return valve
2 Volumetric flow-controlled oil pump 17 Filter
3 Pressure relief valve 18 Solenoid valve
4 Oil filter 19 VANOS swivel motor
5 Filter bypass valve 20 VANOS valve, exhaust camshaft
6 Thermostat 21 Non-return valve
7 Oil cooler 22 Filter
Oil-to-air heat exchanger
8 Oil pressure switch 23 Solenoid valve
9 Crankcase 24 VANOS swivel motor
10 Oil spray nozzles for cooling piston 25 Oil spray nozzle for timing chain
crown
11 Lubricating points, crankshaft main 26 Chain tensioner
bearings
12 Lubricating points, shaft bearings of 27 Lubricating points, camshaft
exhaust turbochargers bearings (10x)
13 Cylinder heads (2x) 28 Lubricating point, high pressure
pump
14 Non-return valve 29 Hydraulic valve lash adjusters (8x)
15 VANOS valve, intake camshaft

27
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Oil pump
In the same way as the 6-cylinder engines, the is designed as a sliding-vane positive
N63 engine is now equipped with a volumetric displacement pump with a control system that
flow controlled oil pump. It is driven by the also operates in the same way as on the 6-
crankshaft on the flywheel side. The oil pump cylinder engines.

11 - Sliding-vane positive
displacement oil pump -
N63 engine

Index Explanation Index Explanation

1 Vane 6 Slide
2 Pump shaft 7 Oil chamber
3 Compression spring 8 Rotor
4 Intake side 9 Pressure side
5 Sealing strip 10 Pivot pin

The difference is that the oil pressure does not The oil pressure that acts on the slide is
act on the control piston but rather directly on tapped off downstream of the oil filter and
the slide. cooler, i.e. the pressure prevailing in the
system.

28
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Advantage of volumetric flow-controlled expelled into the oil channels as the volume
oil pump decreases.
The oil pump uses a considerable proportion The oil pressure in the system (downstream
of the engine power output. VANOS requires of the oil filter and oil cooler) acts on the slide
a large volume of oil for the purpose of against the force of a compression spring in
adjusting the camshaft angle. On the other the control oil chamber. The slide element can
hand, VANOS requires no oil flow for retaining rotate about a pivot pin.
the camshaft angle. Consequently, the oil
The pressure increases in the system when
requirement depends on the extent of the
less oil is required by the lubricating system
adjustment operations.
than the pump delivers. As a result, the
Conventional oil pumps produce the oil pressure in the control chamber also
pressure necessary for the largest possible oil increases thus turning the slide so that the
flow rate that can occur in the engine. In many pump shaft is located more in the centre of the
operating situations, this represents slide, thus reducing the change in volume and
unnecessary energy consumption through the therefore the delivered quantity.
oil pump and additional wear of the oil.
If the oil required by the engine increases, for
The volumetric flow-controlled oil pump example, VANOS control intervention, the
delivers only as much oil as is necessary under pressure in the lubricating system drops and is
the respective engine operating conditions. therefore also reduced in the control oil
No surplus quantities of oil are delivered in chamber. The compression spring moves the
low-load operating ranges, thus reducing fuel slide such that the pump shaft is off-centre,
consumption and oil wear and tear. thus increasing the change in volume and
therefore the delivered quantity.
Functional principle of volumetric flow-
controlled oil pump Pressure relief valve
The pump is designed as a sliding-vane The pressure relief valve is integrated in the oil
positive displacement pump. In delivery mode, pump. Pressure upstream of the filter is
the pump shaft is positioned off-centre in the applied to the valve which opens at a pressure
housing and the vanes are displaced radially of approx. 18 bar. When opened, the valve
during rotation. As a result, the vanes form allows surplus oil to flow directly into the oil
chambers of differing volume. The oil is drawn pan.
in as the volume increases and, conversely,

29
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Oil filter
The N63 engine is equipped with the standard No drain valve is fitted due to its installation
full flow oil filter. It is screwed into the oil pan position. A drain plug in the oil filter cover
from below. It also features an integrated filter makes it possible to drain the oil out of the filter
bypass valve. The valve opens when the filter housing before the oil filter cover is opened.
is dirty and ensures that the lubrication points
still receive engine oil (albeit unfiltered).

Oil cooling
The oil is cooled via an oil-to-air heat A thermostat only allows the oil to flow through
exchanger. This separate oil cooler is located the oil cooler when a defined oil temperature
to the right of the cooling module. has been reached, thus ensuring the engine oil
heats up at a rapid rate.

Oil spray nozzles

Oil spray nozzles are used at points that in the oil spray nozzle. This valve ensures that
cannot be reached by oil channels. On the the oil circuit is not drained via the oil spray
N63 engine, these are the standard oil spray nozzles while the engine is not running.
nozzles for piston crown cooling and the oil
spray nozzles for lubricating the timing chain. Oil spray nozzles for timing chain
lubrication
Oil spray nozzles for piston crown
The oil spray nozzles for lubricating the timing
cooling
chains are integrated in the chain tensioners of
The N63 engine has four double oil spray the two cylinder banks. They spray the engine
nozzles for cooling the piston crowns. Each oil oil directly on to the timing chains. A throttle in
spray nozzle cools an opposing pair of the oil spray nozzle limits the oil output.
cylinders. A piston cooling valve is integrated

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Chain tensioner
The N63 engine is equipped with one chain 3 The chain tensioner must be secured
tensioner per cylinder bank. It is a hydraulic prior to its removal. Follow the repair
chain tensioner that acts on a tensioning rail. instructions precisely. 1
Chain tensioners always act on the no-load
side of the chain, i.e. the slack side.

Non-return valves in cylinder head

Non-return valves that prevent the oil There is only one non-return valve in the
channels in the cylinder head draining while cylinder head of the N63 engine. The non-
the engine is not running are normally installed return valves for VANOS units are now directly
in the cylinder head. integrated in the solenoid valves.

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Cooling system
Due to the exhaust turbocharging system and developed for the first time where the charge
the compact arrangement of the air is cooled by an air-to-coolant heat
turbochargers in the V-space, the heat output exchanger.
of the N63 engine is very high.
There are two separate cooling circuits for
Correspondingly, great significance is
engine and charge air cooling.
attached to the cooling system. In addition, an
indirect charge air cooling system has been

12 - Cooling system - N63 engine

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Index Explanation Index Explanation

1 Radiator 12 Vent line
2 Radiator for transmission cooling 13 Coolant temperature sensor at
engine outlet
3 Coolant temperature sensor at 14 Expansion tank
radiator outlet
4 Electric fan 15 Vent line
5 Characteristic map thermostat 16 Transmission fluid-to-coolant heat
exchanger
6 Electric auxiliary coolant pump for 17 Auxiliary coolant radiator
turchocharger cooling
7 Coolant pump A Electric coolant pump for charge air
cooling
8 Exhaust turbocharger B Vent line
9 Heating heat exchanger C Intercooler
10 Duo-valve D Expansion tank for charge air cooling
11 Electric auxiliary coolant pump for E Radiator for charge air cooling
vehicle heating

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Engine cooling
The engine cooling system undertakes the The N63 engine features a conventional
classic task of carrying heat away from the coolant pump that is driven by the belt drive.
engine and maintaining a defined operating This pump cannot be used to continue cooling
temperature as constant as possible. As on the turbochargers after the engine has been
the N54 engine, the two turbochargers are shut down.
also cooled.

13 - Engine cooling circuit - N63 engine

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Index Explanation Index Explanation

1 Radiator 10 Duo-valve
2 Radiator for transmission cooling 11 Electric auxiliary coolant pump for
vehicle heating
3 Coolant-temperature sensor at 12 Vent line
radiator outlet
4 Electric fan 13 Coolant-temperature sensor at
engine outlet
5 Characteristic map thermostat 14 Expansion tank
6 Electric auxiliary coolant pump for 15 Vent line
turchocharger cooling
7 Coolant pump 16 Transmission fluid-to-coolant heat
exchanger
8 Exhaust turbocharger 17 Auxiliary coolant radiator
9 Heating heat exchanger

Electric auxiliary coolant pump for The heat input into the engine is calculated
turbocharger cooling based on the injected fuel quantity. This
function is similar to the heat management
The electric coolant pump on the N54 engine
function on 6-cylinder engines.
features an afterrunning function to carry away
the heat build-up from the turbochargers after The afterrunning period of the auxiliary electric
the engine has been shut down. coolant pump can extend up to 30 minutes.
The electric fan also cuts in to improve the
For this function, the N63 engine is equipped
cooling effect. As in previous systems, the
with an additional electrically operated coolant
electric fan runs for a maximum of 11 minutes,
pump with an output of 20 W. This pump is
however, it now operates more frequently.
also used during engine operation to assist
turbocharger cooling.
System protection
The auxiliary electric coolant pump cuts in,
As on the N54 engine, in the event of the
taking the following factors into consideration:
coolant or engine oil being subject to
• Coolant temperature at engine outlet excessive temperatures, certain functions in
the vehicle are influenced in such a way that
• Engine oil temperature
more energy is made available to the engine
• Injected fuel quantity cooling system, i.e. temperature increasing
loads are avoided.

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Charge air cooling

With the introduction of the N63 engine, heat exchanger into the ambient air. For this
indirect charge air cooling is used for the first purpose, the charge air cooling system has its
time at BMW. Heat is taken from the charge air own low temperature cooling circuit, which is
by means of an air-to-coolant heat exchanger. independent of the engine cooling circuit.
This heat is then given off via a coolant-to-air

14 - Charge air cooling circuit - N63 engine

Index Explanation Index Explanation

A Electric coolant pump for charge air D Expansion tank for charge air cooling
cooling
B Vent line E Radiator for charge air cooling
C Intercooler

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Intercoolers Pump actuation depends on the following

values:
The intercoolers are installed on the end faces
of the cylinder heads. They operate in • Outside temperature
accordance with the counterflow principle and
• Difference between charge air temperature
cool the charge air by up to 80 °C.
and outside temperature
Electric coolant pump
Venting
The coolant circuit for charge air coolant is
A separate venting routine is provided for the
operated with a 50 W pump. This pump does
purpose of venting the low-temperature circuit
not run automatically when the engine is
of the charge air cooling system. This venting
turned on.
is initiated in the same way as for the cooling
circuit on 6-cylinder engines.

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Air intake and exhaust system

The main change to the air intake and exhaust engine. This arrangement makes the N63
system of the N63 engine is the interchanged engine very compact despite the
positions of the intake and exhaust sides. turbocharging. Another new feature is indirect
Consequently, the exhaust manifolds and charge air cooling with intercoolers mounted
turbochargers as well as the catalytic on the engine.
converters are located in the V-space of the

15 - Air intake and exhaust system - N63 engine

Index Explanation Index Explanation

1 Throttle valve 7 Exhaust turbocharger
2 Charge air temperature and 8 Catalytic converter
pressure sensor
3 Intercooler 9 Electropneumatic pressure
converter
4 Diverter valve 10 Wastegate valve
5 Intake silencer 11 Intake-manifold pressure sensor
6 Hot-film air mass meter 12 Digital motor electronics (DME)

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Air intake system

16 - Air intake system - N63 Motor

Index Explanation Index Explanation

1 Intake silencer 8 Unfiltered air pipe
2 Exhaust turbocharger 9 Intercooler
3 Diverter valve 10 Charge air temperature and
pressure sensor
4 Hot-film air mass meter 11 Throttle valve
5 Crankcase breather connection for 12 Crankcase breather connection for
turbocharged engine operation naturally aspirated engine operation
6 Clean air pipe 13 Intake manifold pressure sensor
7 Charge air pipe 14 Intake manifold

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Exhaust system

17 - Exhaust system - N63

engine

Index Explanation Index Explanation

1 Oxygen sensor (monitor sensor 4 Exhaust manifold
LSF4.2 after catalytic converter)
2 Catalytic converter 5 Exhaust turbocharger
3 Oxygen sensor (monitor sensor LSF
ADV before catalytic converter)

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Turbocharging
The turbocharging principle of the N63 engine at low engine speeds. The boost pressure is
is very similar to that of the N54 engine. Two controlled by means of wastegate valves.
relatively small, parallel-connected exhaust Diverter valves are also used.
turbochargers ensure rapid response already

Exhaust turbocharger

18 - Exhaust turbocharger -
N63 engine

Index Explanation Index Explanation

1 Turbine 4 Diverter valve
2 Bearing pedestal 5 Vacuum unit
3 Compressor 6 Wastegate valve

Principle of operation mass is admitted into the engine's

combustion chamber. In this way, it is possible
The turbocharger is driven by the engine's
to inject and combust a greater quantity of
exhaust gasses, i.e. exhaust gasses under
fuel, which increases the engine's power
pressure are routed by the turbocharger
output and torque. The turbine and the
turbine and in this way delivers the motive
compressor can rotate at speeds of up to
force to the compressor, which rotates on the
175,000 rpm. The exhaust inlet temperature
same shaft. It is here that the induction air is
can reach max. 950 °C.
precompressed in such a way that a higher air

41
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Because of these high temperatures, the vacuum units, which are controlled by
turbochargers of the N63 engine are not only electropneumatic pressure converters
connected with the engine oil system but also (EPDW) via the engine management system.
integrated in the engine coolant circuit. In
The vacuum is generated by the permanently
connection with the auxiliary electric coolant
driven vacuum pump and stored in a pressure
pump on the N63 engine, even after the
accumulator. The system is designed to
engine has been switched off, it is possible to
ensure that these loads/consumers do not
dissipate the residual heat from the
have a negative influence on the brake boost
turbochargers, thus preventing the lubricating
function.
oil in the bearing housing from overheating.
3 The afterrunning function of the auxiliary
The flow of exhaust gas to the turbine wheel
can be influenced with the wastegate valves.
electric coolant pump serves to dissipate the
When the boost pressure has reached its
stored heat from the turbocharger and thereby
desired level, the wastegate valve begins to
counteract oil coking in the bearings. This is an
open and direct part of the exhaust-gas flow
important component-protecting function. 1
past the turbine wheel. This prevents the
turbine from further increasing the speed of
Bi-turbocharging
the compressor.
Great importance is attached to turbocharger
This control option allows the system to
response in the N63 engine. A delayed
respond to various operating situations.
response to the driver's command, i.e. the
accelerator-pedal position, is not acceptable. In the idle phase, the wastegate valves of both
The driver therefore must not experience any turbochargers are closed. This enables the full
so-called "turbo lag". This requirement is met exhaust-gas flow available to be utilized to
in the N63 engine with two relatively small speed up the compressor already at these low
turbochargers, which are connected in engine speeds. When power is then
parallel. Each cylinder bank drives one exhaust demanded from the engine, the compressor
turbocharger. can deliver the required boost pressure
without any noticeable time lag.
The advantage of smaller turbochargers lies in
the fact that, as the turbocharger runs up to In the full-load situation, the boost pressure is
speed, the lower moment of inertia of the maintained at a consistently high level when
turbine causes fewer masses to be the maximum permissible torque is reached
accelerated, thus allowing the compressor to by a partial opening of the wastegate valves. In
attain a higher boost pressure in a shorter this way, the compressors are only ever
amount of time. induced to rotate at a speed which is called for
by the operating situation. Opening of the
Boost pressure control wastegate valves takes drive energy from, the
turbine thus limiting the charger speed and
The boost pressure of the turbochargers is
preventing overspeed. In addition, there is no
directly dependent on the flow of exhaust gas
further increase in boost pressure, thus
which reaches the turbocharger turbines. Both
benefiting fuel consumption.
the velocity and the mass of the exhaust gas
flow are directly dependent on engine speed At full-load the N63 engine operates at an
and engine load. The engine management overpressure of up to 0.8 bar in the intake
system uses wastegate valves to control the manifold.
boost pressure. These valves are operated by

42
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Blow-off control They therefore have an important function

with regard to engine acoustics and help to
The diverter valves in the N63 engine reduce
protect the turbocharger components.
unwanted peaks in boost pressure which can
occur when the throttle valve closes quickly.

19 - Diverter valves - N63 engine

Index Explanation Index Explanation

1 Diverter valve, closed 2 Diverter valve, open

A vacuum is generated in the intake manifold • a clearly noticeable, disruptive pumping

when the throttle valve is closed at high engine noise can be heard,
speeds. This leads to a build-up of high
• and this pumping noise is accompanied by
dynamic pressure after the compressor which
a component-damaging load being exerted
cannot escape because the route to the intake
on the turbocharger, since high-frequency
manifold is blocked.
pressure waves exert axial load on the
This leads to a "pumping up" of the turbocharger bearings
turbocharger. This means that

43
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The diverter valves are electrically operated When the throttle valve closes, the boost
valves. pressure (upstream of the throttle valve) and
its increase are compared with stored target
values. The diverter valves are opened if the
actual values exceed the target by a certain
value. As a result, the boost pressure is
diverted to the intake side of the compressor.
This procedure prevents the disruptive and
component-damaging pumping effect from
occurring.

20 - Diverter valve - N63 engine

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Charge air cooling Cooling the charge air serves to increase

power output as well as reduce fuel
Indirect charge air cooling is used for the first
consumption. The charge air heated in the
time on the N63 engine.The charge air is not
turbocharger by its component temperature
routed directly to an air-to-air heat exchanger.
and by compression is cooled in the
The charge air is cooled by means of an air-to-
intercooler by up to 80 °C.
coolant heat exchanger. The N63 engine
therefore features a separate self-contained This increases the density of the charge air,
low-temperature coolant circuit. which in turn improves the charge in the
combustion chamber. This results in a lower
level of required boost pressure. The risk of
knock is also reduced and the engine operates
with improved efficiency.
Indirect charge air cooling has the advantage
of requiring little space as the system can be
mounted directly on the engine. Due to the
near-engine installation position, the distinctly
shorter pipe length required for charge air
routing also have a positive effect. In this way,
pressure loss has been substantially reduced,
thus improving power yield and engine
response.

Index Explanation
A Hot charge air
B Cooled charge air
C Cooled coolant
D Hot coolant
1 Intercooler
2 Charge air temperature and
pressure sensor

21 - Intercooler - N63 engine

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Load control boost pressure. At full load the throttle valve is

completely open and load control is
Load control of the N63 engine is realized by
undertaken by the wastegate valves.
means of the throttle valve and the wastegate
valves. The load control graphic shows that the
wastegate valves are integrated in load control
The throttle valve is the primary component in
in all operating situations of the N63 engine on
this process. The wastegate valves are
the basis of characteristic map control.
actuated to bring about a fine tuning of the

22 - Load control

Index Explanation Index Explanation

n Engine speed in rpm 2 Turbocharged operation
p Absolute pressure in intake manifold 3 Dark = Wastegate closed
in mbar
Light = Wastegate open
1 Naturally-aspirated engine operation

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 7

Controlled variables 3 The list below sets out those components

or functional groups of the N63 engine in
Among other things, the following variables
which a failure, a malfunction or implausible
influence boost pressure control in the N63
values result in boost pressure control being
engine:
deactivated. The driver is alerted to a fault of
• Intake-air temperature this type by the emission warning lamp.
• Engine speed • High pressure fuel system
• Throttle-valve position • Inlet VANOS
• Ambient pressure • Exhaust VANOS
• Intake-manifold pressure • Crankshaft sensor
• Pressure before the throttle valve • Camshaft sensor
(reference variable)
• Boost-pressure sensor
The electropneumatic pressure transducers
• Knock sensors
are activated by the engine control unit on the
basis of these variables. • Intake-air temperature sensor
The result of this activation can be checked 1
from the boost pressure achieved, which is
measured before the throttle valve.
3 One principle of vehicle repair is
particularly important in this respect:
There follows a comparison of the boost
Work on the causes and not on the effects! 1
pressure achieved with the setpoint data from
the characteristic map, which can, if With regard to the diagnosis and subsequent
necessary, give rise to an activation correction. repair of turbocharging components, it is
The system therefore controls and monitors important to ensure that they are also actually
itself during operation. identified as defective components with the
diagnostic technology available. It is always
Limp-home mode vital to ensure that the cause of the fault is
determined and rectified and that if necessary
In the event during operation of malfunctions,
work is not carried out on symptoms of fault
implausible values or failure of any of the
consequences.
sensors involved in turbocharger control,
activation of the wastegate valves is shut down Thus, for instance, a leaking flange on the
and the valve flaps are thus fully opened. intercooler can have far-reaching
Turbocharging ceases at this point. consequences.

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3 The N63 engine also is governed by three • Contaminated lube oil causes scoring
golden rules of procedure: on shaft journals and bearings. Oilways
and seals will become clogged and
1. Do not rashly trace loss of power and
cause high oil leakage losses.
engine malfunctions back to the
Elements entering the turbocharger
turbocharger. Turbochargers in perfect
system from the outside such as sand,
working order are often unnecessarily
dirt, screws and the like will be trapped
removed and replaced. If blue smoke
by a filter before the compressor.
emerges from the exhaust system, check
Service the filters at regular intervals
whether the air cleaner is contaminated or
(service intervals). Take care to keep
the engine is consuming too much oil
the clean-air area of the air cleaner and
because of wear. Only then resort to
the air ducting to the compressors
checking the turbocharger. If the
clean and free from all types of
turbocharger is running too loud, inspect
particles.
all the connections on the turbocharger
pressure side. If black smoke or a loss of 3. Do not make any alterations to the
power is detected, in this case too check turbocharger.
the engine and the connecting pipes first.
Never attempt to alter the boost-pressure
2. Main causes of turbocharger damage: control linkage. The turbocharger has
been optimally configured at the factory. If
• Insufficient lubrication and
the turbocharger operates at higher boost
consequently bearing failure.
pressures than permitted by the engine
Compressor and turbine wheels will
manufacturer, the engine may run hot and
grind in the housings, the seals will be
pistons, cylinder heads or engine
damaged and the shaft may also shear
bearings may fail, or the safety function of
off.
the engine electronics may respond and
• Foreign bodies damage the turbine activate the engine's limp-home program.
and impeller. The resulting imbalance
1
will reduce efficiency and may cause
the rotors to burst.

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Vacuum system
The N63 engine is equipped with a vacuum A vacuum accumulator is used to make
pump for generating the vacuum necessary available sufficient vacuum to the wastegate
for the brake booster and secondary loads. valves at all times. This accumulator is not
These secondary loads include the wastegate connected to the loads in series as standard
valves and exhaust flaps. but is connected in parallel.

Index Explanation
1 Vacuum pump
2 Non-return valve for secondary
loads
3 Non-return valve for brake booster
4 Non-return valve at brake booster
5 Brake booster
6 Electric changeover valve
7 Vacuum units for exhaust flaps
8 Electropneumatic pressure
converter
9 Vacuum unit for wastegate valve,
cylinder bank 1
10 Vacuum accumulator
11 Electropneumatic pressure
converter
12 Vacuum unit for wastegate valve,
cylinder bank 2

23 - Vacuum system - N63 engine

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Vacuum pump
The vacuum pump is similar to that used on first stage is for the brake booster and the
the N62 engine. It is designed as a two-stage second for the secondary loads.
pump and therefore ha two connections. The

24 - Vacuum pump - N63

engine

Index Explanation Index Explanation

1 Non-return valve for brake booster 4 Vacuum pump housing
2 Non-return valve for secondary 5 Vane
loads
3 Connection opening for secondary 6 Connection opening for brake
loads booster

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 7

Most of the evacuation is used for the first the second stage cuts in. The vacuum build-
stage thus rapidly building up vacuum for the up here therefore takes longer, as shown in
brake booster. The opening for the secondary the following diagram.
loads is released only in the last section, i.e.

25 - Delivery rate of two-stage vacuum pump

Index Explanation Index Explanation

1 Vacuum 3 Delivery rate for secondary load
2 Time 4 Delivery rate for brake booster
This solution takes into account the different
requirements of the brake booster and
secondary loads.

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Fuel system

Principles of direct injection

In the case of direct injection, the fuel is stratified-charge mixture formation provides
injected under high pressure (between 50 and two concepts of petrol direct injection, which
200 bar) directly into the combustion demonstrate distinctive features with regard
chamber. Basically, homogeneous or to consumption and emissions.

26 - Comparison of mixture
formation

Index Explanation Index Explanation

1 Manifold injection 3 Direct injection, stratified-charge
operation
2 Direct injection, homogeneous

The differences arise through the various The fuel vaporizes in the combustion
mixture-formation processes. The graphic chamber. The gas movements in the
above entitled "Comparison of mixture combustion chamber cause the air to mix with
formation" shows the sequence in time of the injected fuel in such a way that there is a
mixture formation for direct injection in homogeneous (λ=1) mixture at the point of
homogeneous and stratified-charge modes injection. The mixture-formation and thus the
and by comparison for manifold injection. combustion process is similar to a
conventional engine with manifold injection.
The mixture composition is shown as an air
Because the fuel is introduced first into the
ratio for four points in time. The colours
cylinder and vaporizes there, thermal energy is
represent the respective local air ratio
removed from the cylinder charge by this
according to the comparison scale.
vaporization. This improves the knock
characteristics so that the compression ratio
Direct injection, homogeneous
can be increased. Efficiency increases in total
In the case of direct injection, the fuel injector by up to 10 %.
leads directly into the combustion chamber.

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High-precision injection (HPI)

Overview and function

27 - Fuel system - N63 engine

Index Explanation Index Explanation

1 High pressure pump 6 Low pressure sensor
2 Volume control valve 7 High pressure line (rail - injector)
3 Piezo-injector 8 Rail
4 Fuel feed from electric fuel pump 9 High pressure line (pump - rail)
5 Feed line 10 Rail pressure sensor

The fuel is delivered from the fuel tank by the If this sensor fails, the electric fuel pump
electric fuel pump via the feed line at an continues to run at 100 % delivery with
admission pressure of 5 bar to the high terminal 15 ON.
pressure pump. The admission pressure is
The fuel is compressed in the permanently
monitored by the low pressure sensor. The
driven single-piston high pressure pump and
fuel is delivered by the electric fuel pump in
delivered through the high pressure line to the
line with demand.
rail. The fuel accumulated under pressure in
the rail in this way is distributed via the high
pressure lines to the piezo-injectors.

53
 7

Index Explanation
p Pressure
m Engine load
n Engine speed

The required fuel delivery pressure is

determined by the engine-management
system as a function of engine load and
engine speed. The pressure level reached is
recorded by the rail pressure sensor and
communicated to the engine control unit.
Control takes place by means of the volume
control valve based on setpoint/actual value
adjustment of the rail pressure.
Configuration of the pressure is geared
towards best possible consumption and
28 - Fuel-pressure diagram
smooth running of the N63 engine. 200 bar is
required only at high load and low engine
speed.

29 - Warning sticker for working on the HPI system

3 Working on this fuel system is only ignition coils are not fouled by fuel. The
permitted after the engine has cooled down. resistance of the silicone material is
The coolant temperature must not exceed 40 significantly reduced by heavy fuel contact.
°C. This must be observed without fail, This can cause sparkover at the spark-plug
otherwise there is a danger of fuel sprayback head and with it misfires.
on account of the residual pressure in the high
• Before making modifications to the fuel
pressure system. 1
system, remove the ignition coils without
3 When working on the high pressure fuel fail and protect the spark-plug slot against
system, take particular care to ensure the ingress of fuel with a cloth.
conditions of absolute cleanliness and follow
• Before refitting the piezo-injector, remove
the work sequences described in the repair
the ignition coils and ensure conditions of
instructions. Even the tiniest contaminants
absolute cleanliness.
and damage to the screw connections on the
high pressure lines can cause leaks. 1 • Ignition coils heavily fouled by fuel must be
3 When working on the fuel system of the
replaced.
N63 engine, it is important to ensure that the 1

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 7

Design and function of high pressure

pump

30 - High pressure pump with volume control valve - N63 engine

Index Explanation Index Explanation

A Low pressure connection 3 Pressure relief valve
B High pressure connection 4 Piston
1 Equalization chamber 5 Volume control valve
2 High pressure non-return valve 6 Electrical connection of volume
control valve
The fuel is delivered via the supply passage at soon as the engine is running. Fuel therefore
the admission pressure generated by the continues to be pressurized for as long as new
electric fuel pump to the high pressure pump. fuel is supplied to the high pressure pump via
From there, the fuel is directed via the volume the volume control valve. The volume control
control valve and the low pressure non-return valve is activated by means of the engine
valve into the fuel chamber of the plunger- management connection and determines the
and-barrel assembly. The fuel is placed under delivered quantity of fuel. The pressure is
pressure by a piston in this plunger-and-barrel controlled by the volume control valve opening
assembly and delivered via the high pressure and closing in the direction from the plunger-
non-return valve to the high pressure port. and-barrel assembly to the fuel inlet.The fuel
The high pressure pump is bolted to the drawn in by the piston is largely forced back
cylinder head and is driven by a three-point into the pressure inlet when the volume
cam on the camshaft. This means the piston is control valve is opened.
permanently moved by the three-point cam as

55
 7

The maximum pressure in the high pressure When the piston generates pressure, fuel
area is limited to 245 bar. If excessive pressure passes between the piston and its guide. This
is encountered, the high pressure circuit is is intentional for lubrication purposes.
relieved by a pressure relief valve via the ports
A higher pressure is produced at the rear of
leading to the low pressure area. This is
the piston as it moves downwards. This could
possible without any problems because of the
give rise to the danger of fuel being forced
incompressibility of the fuel, i.e. the fuel does
through the seal of the piston out of the pump
not change in volume in response to a change
and into the engine oil system. The
in pressure. The pressure peak created is
connection to the equalization chamber
compensated for by the liquid volume in the
ensures that there is never a pressure higher
low pressure area.
than the fuel feed behind the piston.
The equalization chamber is incorporated in
When opened, the volume control valve
the feed to the high pressure pump. It has the
prevents pressure fluctuations being
task of reducing the pressure peaks produced
transmitted into the low pressure system as
by piston movement in the low pressure
changes in volume before and after the piston
system.
are equalized.

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 7

Hydraulics diagram of fuel system

31 - Fuel system - N63 engine

Index Explanation Index Explanation

1 Electric fuel pump 7 High pressure non-return valve
2 Low pressure sensor 8 Pressure relief valve
3 Engine control unit 9 Equalization chamber
4 High pressure pump 10 Rail
5 Volume control valve 11 Rail pressure sensor
6 High pressure pump element 12 Piezo-injectors
(piston)

The volume control valve controls the fuel required for the respective load point is set.
pressure in the rail. It is activated by the engine The pressure relief valve additionally provides
management system via a pulse-width- the option of reducing the pressure in the fuel
modulated (PWM) signal. Depending on the rail by directing the fuel out of the high
activation signal, a restrictor cross-section of pressure system back into the pump element.
varying size is opened and the fuel-mass flow

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Fuel injectors
The outward opening piezo-injector renders
possible spray-directed direct injection and
thus the innovations of the high precision
injection system. Because only this
component ensures that the injected fuel
spray cone remains stable, even under the
prevailing influences of pressure and
temperature in the combustion chamber. This
piezo-injector permits injection pressures of
up to 200 bar and extremely quick opening of
the nozzle needle. In this way, it is possible to
inject fuel into the combustion chamber under
conditions released from the power cycles
limited by the valve opening times. 33 - Outward-opening piezo-injector

The piezo-injector is integrated together with

the spark plug centrally between the inlet and
exhaust valves in the cylinder head. This
installation position prevents the cylinder walls
or the piston crown from being wetted with
injected fuel. A uniform formation of the
homogeneous air/fuel mixture is obtained with
the aid of the gas movement in the
combustion chamber and a stable fuel spray
cone. The gas movement is influenced on the
one hand by the geometry of the intake
passages and on the other hand by the shape
of the piston crown. The injected fuel is
swirled in the combustion chamber with the
boost air until a homogeneous mixture is
available throughout the compression space
at the point of ignition.

32 - Installation position of outward-opening piezo-injector

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Design of piezo-injector

34 - Piezo-injector subassemblies

Index Explanation Index Explanation

1 Outward-opening nozzle needle 3 Thermal compensator
2 Piezo-element

The piezo-injector essentially consists of three able to counter the different operating
subassemblies. The expansion of the temperatures with comparable valve lifts, the
energized piezo-element lifts the nozzle injector has a thermal compensating element.
needle outwards from its valve seat. To be

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3 Replace the Teflon sealing ring when 3 The holding-down element for securing
fitting and removing the piezo-injector. This the piezo-injectors must rest on both injector
also applies when an injector that has just wings as otherwise the necessary force is not
been fitted has to be removed again after an applied to the piezo-injector. 1
engine start. 1
3 Do not clean the nozzle-needle tip of the
3 A piezo-injector provided with a new piezo-injector. 1
Teflon sealing ring should be fitted as quickly
as possible because the Teflon sealing ring Piezo-element
could swell up. The information provided in the
The movement of the nozzle needle in the
repair instructions must be observed without
injector is generated no longer by a solenoid
fail. 1
coil but rather by a piezo-element.
3 When fitting, make sure that the piezo-
injector is correctly seated. 1

35 - Behaviour of piezo-element when voltage is applied

Index Explanation Index Explanation

1 Piezo-crystal, unenergized 3 Layer design of piezo-element
2 Piezo-crystal, energized

A piezo-element is an electromechanical In order to achieve greater travel, it is possible

converter, i.e. it consists of a ceramic material to design a piezo-element in several layers.
which converts electrical energy directly into The actuator module consists of layers of the
mechanical energy (force/travel). A familiar piezo-ceramic material connected
application is the piezo cigarette lighter: when mechanically in series and electrically in
a piezo-crystal is pressed, voltage is parallel.
generated until a spark flashes over and the
The deflection of a piezo-crystal is dependent
gas ignites. In the case of the piezo-actuator,
on the applied voltage up to a maximum
voltage is generated so that the crystal
deflection; the higher the voltage, the greater
expands.
the travel.

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Injector adjustment Outward-opening nozzle needle

When the injectors are manufactured, a The nozzle needle is pressed outwards from
multitude of measurement data is recorded at its tapered valve seat. This opens up an
specific points in the factory. In this way, the annular orifice. The pressurized fuel flows
tolerance ranges for injector-quantity through this annular orifice and forms a hollow
adjustment are determined and specified in a cone, the spray angle of which is not
six-digit number combination. Information on dependent on the backpressure in the
the lift performance of the injector is also combustion chamber.
added for injector voltage adjustment. Injector
adjustment is required because of the
individual voltage demand of each piezo-
actuator. An allocation is made to a voltage-
demand category, which is included in the
number combination on the injector. These
data are transmitted to the control unit. During
engine operation, these values are used to
compensate for deviations in the metering and
switching performance.
3 When replacing an injector, it is absolutely
essentially to carry out an injector adjustment.
1
36 - Outward-opening nozzle needle

37 - Spray cone of outward-

opening piezo-injector

Index Explanation Index Explanation

1 Ideal cone 3 Non-permitted divergence of
spray cone
2 Permitted divergence of spray
cone

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The spray cone (1) of a piezo-injector can • The graphic below shows an intact spark
diverge during operation (2). Due to the plug without giving any cause for complaint.
formation of soot inside the engine, such
divergence is perfectly normal and acceptable
to a certain extent. If, however, spray
divergence reaches the stage where it begins
to spray the spark plug wet, the spark plug
may incur damage.
Spark plug damage profiles for N63 engine:
• There may be separations in the spark plug
insulator nose.

40 - Spark plug OK

• The graphic below shows a spark plug to be

replaced after a service life of 100,000 km
(service interval) which gives not cause for
complaint.

38 - Damage profile - insulator separation

• The electrode may erode on one side.

41 - Spark plug after 100,000 km without cause for complaint

3 When dealing with spark plugs for the

N63 engine, it must be borne in mind that
there are damage profiles which indicate a
fault in the piezo-injectors. Merely replacing
the spark plugs alone in such a case will not
39 - Damage profile, electrode erosion on one side
lead to the problem being rectified. 1

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Injection strategy the actual time resulting from the engine

speed available for metering the fuel is an
Injection of the fuel mass required for the
important framework quantity.
operating situation can take place in up to
three individual injections. Which option is The following graphic shows the fuel injection
used in the relevant operating situation is strategy for an engine at operating
dependent on engine load and speed. Here temperature.

42 - Fuel injection strategy -

N63 engine

Index Explanation Index Explanation

n Engine speed 2 Two-time injection
m Torque 3 Three-time injection
1 One-time injection

A special situation during the operation of any 30° crankshaft angle after TDC. The main
engine is the range in which a high load occurs quantity of the required fuel is injected before
at low engine speed, so-called "Low End TDC and mixed with the boost air. The piston
Torque" operation. In this operating situation, is situated after TDC in its downward travel
the required fuel mass is metered to the such that the air/fuel mixture is already
engine in three individual injections. This expanding again, which reduces the ignitability
results in a highly effective mixture formation of the mixture.
which in the final analysis has the effect of both
In order to ignite the mixture reliably, a small
increasing power output and saving fuel.
residual quantity of fuel is injected 25°
crankshaft angle after TDC and this
Operating mode: catalytic-converter
guarantees an ignitable mixture at the spark
heating
plug. This small fuel quantity therefore
In order to bring the catalytic converters up to provides for ignition of the residual charge in
operating temperature as quickly as possible, the combustion chamber. This operating
the N63 engine has a catalytic converter mode is set by the engine-management
heating mode for when the engine is started system after a maximum period of 60 s from
from cold. In this mode, combustion heat is engine starting but is terminated if the
intentionally introduced into the exhaust train catalytic-converter response temperature is
and not used first and foremost to develop reached earlier.
power output. The point of ignition is moved to

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Injector control and adaptation basis by way of lambda closed-loop control.

The residual oxygen in the exhaust gas is
The fuel mass required for the operating
measured in each case for cylinder bank 1 and
situation is injected by the piezo-injector into
cylinder bank 2. The new oxygen sensors
the combustion chamber. This mass can be
permit allocation to the individual cylinders.
influenced by three correcting variables:
This measurement result is compared with the
• the rail pressure values expected from the set correcting
variables. The result of a deviation is that the
• the injector opening time
injector opening signal is adapted. This
• and the injector opening lift adaptation is stored in the control unit and is
therefore available for subsequent engine
The injector opening time and the injector
operation. However, these stored values are
opening lift are activated directly at the piezo-
lost when the system is flashed and must be
injector. The opening time is controlled via the
relearned.
signal ti and the opening lift via the energy
quantity in the activation of the piezo-injector. A further adaptation of the injector activation
takes place depending on time and use. This
Injector adaptation cylinder-selective adaptation involves a check
of the residual oxygen content with a
The fuel masses and injection cycles
conclusion as to the cylinder causing the
determined from the load/speed map are
situation. To this end, it is necessary for part of
included in a pilot-control program map. Here,
the exhaust gas flow not to be swirled in the
while further framework parameters are taken
turbocharger. For this reason, the flap of the
into consideration, the energy quantities and
wastegate valve must be fully opened, i.e.
injector opening times required to activate the
swung out of the exhaust-gas flow. This
injectors are determined. The N63 engine can
wastegate flap position extends beyond its
be safely and reliably operated with these
normal opening position in engine operation.
characteristic map values.
Based on the result of this cylinder-selective
For optimization of: monitoring, the energy quantity is adapted if
necessary to activate the injectors.
• Emission values
Furthermore, the cylinder-selective adaptation
• Smooth running
includes if necessary an adaptation of the
• Fuel consumption injector opening signal based on smooth-
running monitoring of the N63 engine.
• Power output
Overall adaptation of the injectors is limited to
The controlled variables of energy quantities
a 15% additional quantity.
and injector opening times are continuously
monitored. This occurs on a cylinder-selective

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HPI Limp-home mode

If a fault is diagnosed in the system, such as 3 Causes of HPI limp-home mode may be:
e.g. failure of the rail pressure sensor, the
• Implausible rail pressure sensor values
volume control valve is de-energized; the fuel
then flows via a so-called bypass into the rail. • Failure of volume control valve
3 In the event of HPI limp-home mode, • Leakage in high pressure system
turbocharging is deactivated by an opening of
• Failure of high pressure pump
the wastegate valves. 1
• Failure of rail pressure sensor
1

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Engine electrical system

Due to the different mixture formation with the completely new components. The
compared to the N62 engine, the engine components of the air intake and exhaust
electrical system of the N63 has been system as well as of the fuel system are
substantially modified. This section only deals described in the respective sections.

Control unit
The N63 engine is equipped with the engine • Chamber 1 (8 pins): Ignition
management MSD85. High precision injection
• Chamber 2 (59 pins): Engine plug, cylinder
and turbocharging in connection with eight
bank 1 and several central engine functions
cylinders make high demands on the control
unit. A very powerful 150 MHz processor is • Chamber 3 (40 pins): Vehicle plug
therefore used.
• Chamber 4 (54 pins): Engine plug, cylinder
The control unit features a new connector bank 2 and several central engine functions
concept with five chambers and functional
• Chamber 5 (16 pins): Fuel injection
configuration. This means each chamber is
assigned to a specific function group. An engine plug relates to sensor/actuator
connections on the engine while the vehicle
The following list outlines the configuration of
plug represents the interface to the vehicle-
the chambers in corresponding order:
specific components.
The functions of the engine management
system are described in the respective
systems.

Sensors
Oxygen sensors stability, shorter response times of less than
30 milliseconds as well as high signal
The familiar Bosch LSF4.2 sensors are used
accuracy.
as the monitor sensors downstream of the
catalytic converter. The control sensors The fact that the sensor is ready for operation
upstream of the catalytic converter are new. in less than 5 seconds means lower emission
The new LSU ADV sensors are used here for values in the engine warm-up phase. Thanks
the first time. LSU denotes oxygen sensor to higher measuring dynamics of the sensor,
universal and ADV advanced. They therefore the air-fuel ratio can be more effectively
represent further-developed broadband determined and controlled separately for each
oxygen sensors. cylinder. This results in a homogeneous
exhaust flow that reduces emissions while also
The new ADV oxygen sensor has an extended
having a favourable effect on long-term
measuring range: It starts measuring from
emission characteristics. The service life of the
Lambda = 0.65. Other advantages of the new
sensor equals the service life of the vehicle.
sensor include the higher temperature

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Actuators
Electric fan • 93 % pulse duty factor equates to the
maximum fan speed
As usual, the electric fan has its own
electronics module and is controlled • 97 % pulse duty factor is a command for
dependent on engine speed by a pulse-width self-diagnosis of the fan electronics
modulated signal. The pulse duty factor during
To output the fan afterrunning command, the
normal operation (100 Hz) is converted into a
output frequency of the DME is reduced to 10
speed signal.
Hz during the latching phase (terminal 15
• 7 % pulse duty factor wakes the fan OFF). The fan time and speed are selected
electronics based on the pulse duty factor.
• 11 % pulse duty factor equates to 33% of A further new feature is that the DME switches
the maximum fan speed the power supply through terminal 30 via a
relay.

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68
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Service Information.
N63 Engine.

System components

Belt drive
3 Go to the repair instructions for the
ELAST drive belt mounting procedure. 1

Crankcase breather
3 If blue smoke occurs at the exhaust which suggest that there is a fault in the
system, it is necessary to check whether the crankcase-breather area. A clear sign of a
engine is also drawing oil into the combustion problem is an oiled up clean-air pipe. 1
chamber through the crankcase breather,

Chain tensioner
3 The chain tensioner must be secured
prior to its removal. Follow the repair
instructions precisely. 1

Turbocharging
3 The afterrunning function of the auxiliary values result in boost pressure control being
electric coolant pump serves to dissipate the deactivated. The driver is alerted to a fault of
stored heat from the turbocharger and thereby this type by the emission warning lamp.
counteract oil coking in the bearings. This is an
• High pressure fuel system
important component-protecting function. 1
• Inlet VANOS
Limp-home mode
• Exhaust VANOS
In the event during operation of malfunctions,
• Crankshaft sensor
implausible values or failure of any of the
sensors involved in turbocharger control, • Camshaft sensor
activation of the wastegate valves is shut down
• Boost-pressure sensor
and the valve flaps are thus fully opened.
Turbocharging ceases at this point. • Knock sensors
3 The list below sets out those components • Intake-air temperature sensor
or functional groups of the N63 engine in
1
which a failure, a malfunction or implausible

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3 One principle of vehicle repair is grind in the housings, the seals will be
particularly important in this respect: damaged and the shaft may also shear
off.
Work on the causes and not on the effects! 1
• Foreign bodies damage the turbine
With regard to the diagnosis and subsequent
and impeller. The resulting imbalance
repair of turbocharging components, it is
will reduce efficiency and may cause
important to ensure that they are also actually
the rotors to burst.
identified as defective components with the
diagnostic technology available. It is always • Contaminated lube oil causes scoring
vital to ensure that the cause of the fault is on shaft journals and bearings. Oilways
determined and rectified and that if necessary and seals will become clogged and
work is not carried out on symptoms of fault cause high oil leakage losses.
consequences. Elements entering the turbocharger
system from the outside such as sand,
Thus, for instance, a leaking flange on the
dirt, screws and the like will be trapped
intercooler can have far-reaching
by a filter before the compressor.
consequences.
Service the filters at regular intervals
3 The N63 engine also is governed by three (service intervals). Take care to keep
golden rules of procedure: the clean-air area of the air cleaner and
the air ducting to the compressors
1. Do not rashly trace loss of power and
clean and free from all types of
engine malfunctions back to the
particles.
turbocharger. Turbochargers in perfect
working order are often unnecessarily 3. Do not make any alterations to the
removed and replaced. If blue smoke turbocharger.
emerges from the exhaust system, check
Never attempt to alter the boost-pressure
whether the air cleaner is contaminated or
control linkage. The turbocharger has
the engine is consuming too much oil
been optimally configured at the factory. If
because of wear. Only then resort to
the turbocharger operates at higher boost
checking the turbocharger. If the
pressures than permitted by the engine
turbocharger is running too loud, inspect
manufacturer, the engine may run hot and
all the connections on the turbocharger
pistons, cylinder heads or engine
pressure side. If black smoke or a loss of
bearings may fail, or the safety function of
power is detected, in this case too check
the engine electronics may respond and
the engine and the connecting pipes first.
activate the engine's limp-home program.
2. Main causes of turbocharger damage:
1
• Insufficient lubrication and
consequently bearing failure.
Compressor and turbine wheels will

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High precision injection (HPI)

1 - Warning sticker for working on the HPI system

3 Working on this fuel system is only ignition coils are not fouled by fuel. The
permitted after the engine has cooled down. resistance of the silicone material is
The coolant temperature must not exceed 40 significantly reduced by heavy fuel contact.
°C. This must be observed without fail, This can cause sparkover at the spark-plug
otherwise there is a danger of fuel sprayback head and with it misfires.
on account of the residual pressure in the high
• Before making modifications to the fuel
pressure system. 1
system, remove the ignition coils without
3 When working on the high pressure fuel fail and protect the spark-plug slot against
system, take particular care to ensure the ingress of fuel with a cloth.
conditions of absolute cleanliness and follow
• Before refitting the piezo-injector, remove
the work sequences described in the repair
the ignition coils and ensure conditions of
instructions. Even the tiniest contaminants
absolute cleanliness.
and damage to the screw connections on the
high pressure lines can cause leaks. 1 • Ignition coils heavily fouled by fuel must be
3 When working on the fuel system of the
replaced.
N63 engine, it is important to ensure that the 1

Fuel injectors
3 Replace the Teflon sealing ring when wings as otherwise the necessary force is not
fitting and removing the piezo-injector. This applied to the piezo-injector. 1
also applies when an injector that has just
been fitted has to be removed again after an
3 Do not clean the nozzle-needle tip of the
piezo-injector. 1
engine start. 1
3 A piezo-injector provided with a new
3 When replacing an injector, it is absolutely
essentially to carry out an injector adjustment.
Teflon sealing ring should be fitted as quickly
1
as possible because the Teflon sealing ring
could swell up. The information provided in the 3 When dealing with spark plugs for the
repair instructions must be observed without N63 engine, it must be borne in mind that
fail. 1 there are damage profiles which indicate a
3 When fitting, make sure that the piezo-
fault in the piezo-injectors. Merely replacing
the spark plugs alone in such a case will not
injector is correctly seated. 1
lead to the problem being rectified. 1
3 The holding-down element for securing
the piezo-injectors must rest on both injector

71
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HPI Limp-home mode

If a fault is diagnosed in the system, such as 3 Causes of HPI limp-home mode can be:
e.g. failure of the rail pressure sensor, the
• Implausible rail pressure sensor values
volume control valve is de-energized; the fuel
then flows via a so-called bypass into the rail. • Failure of the volume control valve
3 In the event of HPI limp-home mode, • Leakage in the high pressure system
turbocharging is deactivated by an opening of
• Failure of the high pressure pump
the wastegate valves. 1
• Failure of rail pressure sensor
1

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Test questions.
N63 Engine.

Questions
This section provides you with the opportunity It contains questions on the subject of the N63
of checking what you have learnt. Engine.

1. What is the special feature of the belt drive on the N63 engine?
4 The main belt is double-sided
4 The ELAST drive belt for the A/C compressor has a mechanical tensioning pulley Consolidating and assessing what
you have learned.

4 The ELAST drive belt is tensioned by means of the belt pulley on the torsional vibration
damper
4 The main belt has a hydraulic belt tensioner

2. On the N63 engine, where are the blow-by gasses directed?

4 Into the intake manifold in naturally aspirated engine operation
4 Into the intake manifold in turbocharged engine operation
4 Into the clean air pipe in naturally aspirated engine operation
4 Into the clean air pipe in turbocharged engine operation

3. How is the oil supply of the N63 engine controlled?

4 Map-controlled oil pump with pressure measurement after the oil cooler
4 Volume flow-controlled oil pump with pressure reduction after the oil cooler
4 Pressure relief valve with pressure reduction after the oil cooler
4 Pressure relief valve with pressure reduction before the oil filter

4. Which statements relating to the cooling system of the N63 engine are correct?
4 The auxiliary electric coolant pump for turbocharger cooling can run during engine
operation
4 The auxiliary electric coolant pump for turbocharger cooling can continue running after the
engine has been shut down
4 The electric coolant pump for charge air cooling can run during engine operation
4 The electric coolant pump for charge air cooling can continue running after the engine has
been shut down

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5. When are the diverter valves opened?

4 Under full load at low engine speeds
4 On reaching the maximum boost pressure
4 When the throttle valve is closed at high engine speed
4 At high engine speeds and low load

6. What is the special feature of the vacuum pump on the N63 engine?
4 It is a two-stage pump
4 It is pressure-controlled
4 It is pressure-regulated
4 It is volume flow-controlled

7. What is the task of the volume control valve and the pressure relief valve in the
high pressure pump in the high precision injection system?
4 The volume control valve allows fuel to flow out of the high pressure system back into the
pump element when the pressure in the fuel rail is too high
4 The volume control valve allows only as much fuel into the pump element as to maintain
the correct pressure in the rail
4 The pressure relief valve allows fuel to flow out of the high pressure system back into the
pump element when the pressure in the fuel rail is too high
4 The pressure relief valve allows only as much fuel into the pump element as to maintain the
correct pressure in the rail

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Answers to questions
1. What is the special feature of the belt drive on the N63 engine?
4 The main belt is double-sided
4 The ELAST drive belt for the A/C compressor has a mechanical tensioning pulley
5 The ELAST drive belt is tensioned by means of the belt pulley on the torsional vibration
damper Check it!

4 The main belt has a hydraulic belt tensioner

2. On the N63 engine, where are the blow-by gasses directed?

5 Into the intake manifold in naturally aspirated engine operation
4 Into the intake manifold in turbocharged engine operation
4 Into the clean air pipe in naturally aspirated engine operation
5 Into the clean air pipe in turbocharged engine operation

3. How is the oil supply of the N63 engine controlled?

4 Map-controlled oil pump with pressure measurement after the oil cooler
5 Volume flow-controlled oil pump with pressure reduction after the oil cooler
4 Pressure relief valve with pressure reduction after the oil cooler
5 Pressure relief valve with pressure reduction before the oil filter

4. Which statements relating to the cooling system of the N63 engine are correct?
5 The auxiliary electric coolant pump for turbocharger cooling can run during engine
operation
5 The auxiliary electric coolant pump for turbocharger cooling can continue running after the
engine has been shut down
5 The electric coolant pump for charge air cooling can run during engine operation
4 The electric coolant pump for charge air cooling can continue running after the engine has
been shut down

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5. When are the diverter valves opened?

4 Under full load at low engine speeds
4 On reaching the maximum boost pressure
5 When the throttle valve is closed at high engine speed
4 At high engine speeds and low load

6. What is the special feature of the vacuum pump on the N63 engine?
5 It is a two-stage pump
4 It is pressure-controlled
4 It is pressure-regulated
4 It is volume flow-controlled

7. What is the task of the volume control valve and the pressure relief valve in the
high pressure pump in the high precision injection system?
4 The volume control valve allows fuel to flow out of the high pressure system back into the
pump element when the pressure in the fuel rail is too high
5 The volume control valve allows only as much fuel into the pump element as to maintain
the correct pressure in the rail
5 The pressure relief valve allows fuel to flow out of the high pressure system back into the
pump element when the pressure in the fuel rail is too high
4 The pressure relief valve allows only as much fuel into the pump element as to maintain the
correct pressure in the rail

76
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