Engine BMW N63B44- BMW's first mass-produced product in the non-compact genre of a bi-turbo V-shaped gasoline engine. Depending on the firmware and the degree of "waste", from 286 to 360 hp was removed from atmospheric predecessors, which essentially had the same block. This time they removed 408 hp, but with a slightly preloaded volume of 4.4 liters. Roughly, we can assume that at 408 hp. useful power, the same power flies into the pipe and something like that is also dissipated in the cooling system ... Many, but far from all, problems of this motor grow from here. Engineers fit the catalyst with the collector directly into the collapse of the block. The temperature of this heater reaches 900 degrees Celsius, with virtually no forced ventilation. The engine bay is also extremely cramped. In the last year alone, we have repaired several dozen of these motors, and they really shook us (some dealers barely repaired a few units over the same period, but they shook them just as much). And here's what I would like to say about this and in this connection, so as not to repeat it to everyone personally, and now we could just give a link ...
0. Under the zero point are all the problems of this engine associated with oil, according to which, it actually gets into repair at a Moscow run of 40-60 tkm. and at the age of 4-5 years. The reason for the appeal is an average oil consumption of 1 liter per 1000 kilometers. The reason for the expense is valve stem seals, clogged oil drainage, shrunken compression rings. All this has been repeatedly stated and explained here before. And now we turn to the main topic of the article: to the specific problems of the BMW N63B44 engine and the features of their repair.
1. A forced, compressed bi-turbo engine with a high operating temperature has ... a non-sleeve, but extremely heat-loaded silumin block is devoid of even a hint of a margin of safety. The threads of about every tenth block sometimes do not even withstand repeated tightening and the threads flow. At the same time, the bolts are practically indistinguishable from new ones - the geometry remains factory. There is practically no point in changing them "according to technology". It generally looks like a vestige of the cast iron era - it seems that a new tightening is only on new bolts ... better see how the thread comes out with the bolt (see photo). There is a certain probability of cylinder head lifting during further operation, in the case of further use of factory threads. Surprisingly, the head, "inflated" by 0.2 bar, rests on incomplete eight turns. A strong recommendation is a reinforced threaded fitting throughout the cylinder block at the slightest sign of a loose thread.
2. The oil seals of the pairs of cylinders closest to the engine shield turn into plastic in 3-4 years. The rest - a little later. Replacement of valve stem seals alone is successful in about one in ten cases. In addition, the seats of the intake and sometimes exhaust valves are overgrown with oil, which in the future, sooner or later, leads to a cylinder head overhaul ....
(In the photo, the caps are completely similar to those suffering from N52 ... (new / old)) 
which in the future will still lead to a cylinder head overhaul ....
3. Piezo injectors manufactured by SIEMENS have been updated four (!) times since the release, only according to the serial number. On average - once a year, even taking into account the inertia of a large manufacturer. The fourth, current factory revision, is considered to be a seemingly successful attempt to solve the main problem - uncontrolled leakage (like injectors of the 138th series and early 261s), leading to the so-called. in everyday life, "water hammer" - in a swollen cylinder (s), the valve simply bends ... The problem occurs most often after a long idle period without movement, or any pressure relief from the supply system(I remind you that the operating pressure of the high-pressure fuel pump is from 50 to 200 atm). For example, this is guaranteed to happen during a major overhaul, when the fuel line is disconnected for a long time ... After reinstallation, they begin to "overflow" in an unpredictable algorithm within a few hours after re-commissioning. You can search for a problem by cylinders for a very long time - most often there are no “mistakes” left - but the engine can choke, sneeze and shake. Mercedes, by the way, after the occurrence of similar problems with overflow, hastily switched to electromagnetic nozzles. A strong recommendation is the preventive replacement of the entire set with the current model.
According to the catalog, injectors have every chance to get into the X6 car, starting from the 138th "factory" revision, although they have already EXACTLY changed with the N54 engine. Please note that the "138th" injector in the latest modification is factory - probably seventh an attempt to make a working product, look and see in the photo first revisions 138- 01
:
We read in the text of the previously cited bulletin from the times of the revocable company:
"Injectors with PN/index 13 53 7 537 317-xx or 13 53 7 565 138-01 up to 7 565 138-07 must be carefully removed..."
That is, it is even somehow pointless to explain the expediency of preserving (a dark joke) officially recalled injectors. In other words, the review was that you are unlikely to find such nozzles in a real car, although I remember for sure that we had them in our collection - someone never reached the dealer. About the very first, 317th revision, I just keep quiet. Why am I all this - we found 138-XX injectors - you have every chance to change them for free. But the chances are not so much and the car must be relatively old. Here is the penultimate revision of the injectors of the 138th series (the photo shows that this particular one was produced on January 7, 2008) - 138-06: 
Here is the latest, 138-07, readable date July 28, 2008:
now, let's move on to the most interesting, "hydropercussion modification":
13 53 7 625 714 by BMW
She is factory 261-03 and up to -09 inclusive, launched into the series no later than July 2010:
I repeat - these revisions are the most "leaky". This has been personally tested by me on several engines. If you operate nozzles in the range from 261-03 to 261-09, then I highly recommend replacing them with modern ones - after that it will be more expensive for you.
the photo shows that modern nozzles differ EVEN in their body: 
The next model, according to the original - 13 53 7 585 261
As you can see, it starts around the middle of 2011 with 261-09 modification...
Apparently, something went wrong, since the next factory work on bugs 13 53 8 616 079 has only 261-11 numbers - there is only one model in between: 
There is still not enough information on these nozzles - the calibration interval 09-11 for the 261 series refers to relatively fresh cars - not everyone is given the time to overhaul so quickly)
well, so you think that since not so long ago you purchased (replaced) a completely fresh number in a box 13 53 8 616 079
and that's where it all ends?
That is, injectors 261-11 seem to be the most perfect and bug-free instance ?! 
Anyway, here's an exclusive: 
Not enough for you? Well, here's a fact for you: the injectors of the latest revisions do not line up with earlier ones, even serviceable ones, due to the probable incompatibility of their factory corrections,
which even released a PuMa document:
"The new piezo injectors have been available since January 2013. They can be used to replace the old injectors. However, due to a different adaptation mode, they cannot be used with the old design injectors in the same cylinder bank.Cause: Otherwise, there is a risk of too much deviation in the composition of the mixture within the bank of cylinders due to the overall measurement of the lambda value.
Mixed installation of "old" and "new" piezo injectors (part number 13 53 7 585 261, modification index 11 and higher, on the package 13 53 8 616 079) in the same row of cylinders is not allowed. "
The summary is comprehensive on this topic, it seems to be like revenge for the time taken to study a completely absurd issue, simply unprecedented for previous generations of BMW engines.
In total, Siemens-VDO has been releasing 16 (!) revisions of injectors in 7 years, which corresponds to a new version every six months, which unreasonably angers garage uncles.
Therefore, now, from the moment of the publication of this part of the article, the replacement of all injectors, when repairing the engine with us, will be mandatory. We have already played enough in nozzle roulette.
4. Svechi - this is the first model of the BMW engine, with three (!) Revisions of spark plugs. The first BMW engine where the spark plug produced by BOSCH really "blows off".
Strong recommendation: candles "///M" series, or an alternative analogue, in case of another unsuccessful batch ... 
5. At the time of 2014, the third revision of the BOSCH high-pressure fuel pump is already relevant. The pump itself does not cause any particular problems (if it doesn’t start to knock noticeably), it’s just that the car goes dumber and dumber, which is noticeable only when comparing the response (time / pressure) of a new pump and a pump with mileage. Replacing the model with a new one gives a sharper response to the gas and it becomes obvious that the car has regained its lost agility. A strong recommendation is to replace it with the current model.
6. A remarkable (along with the BMW N52 model) property of VANOS valves from BMW is wedging when pressure is released (disconnected). The second revision of the valve (from 10/2012) seems to be spared from such a problem. With patience, the valve can be pumped and revived in a couple of weeks of daily operation. The question is, how long will it last ... It's easier to change it right away. 
7. The VANOS mechanisms themselves have so far been left unchanged by the manufacturer. However, as it wears out (and this is clearly visible from the floating adaptations), at the moment of the next “empty” start, when the mechanism shakes strongly, the plastic protective cap is torn off from it ... The casing is chewed by the teeth of the chain drive, deformed in hot oil, and so on floats in the cylinder head ... Or, worse, shatters into pieces and clogs the oil receiver ... Approximately every 10th engine is already full of plastic offal ... The strong recommendation is a replacement.
The casing is chewed by the teeth of the chain drive, deformed and floats in the cylinder head ...
Or, worse and more often, it shatters into pieces and clogs the oil receiver ...
By the way, about the oil pump: the third revision of this important device is already at stake. I highly recommend installing a new sample during the repair, or at least just tighten the chain.
This is exactly the place where he draws "the best oil in the world", "with all BMW approvals", "developed by specialists specifically for this engine."
And here is the very dirt, the very additives falling out of the oil ... And this is not the worst case yet ... 
8. And more about pumps: a recently recognized disease is an additional pump leak, which, by the way, is located so well that when it leaks, it completely floods the generator. This metal-plastic product works with temperatures under 120 degrees and after lying down (idle) for a couple of weeks, it simply “shrinks”, begins to dig ... Simply because unmoistened and soaked seals “shrink”. By the way, the second additional pump, if it is included in the package, has the same fate and problems. They usually flow in chorus ... Strong recommendation: forced replacement.
9. And here's another bonus about pumps. A tricky question, so to speak. With what attempt can you make a reliable compact pump for cooling turbines?! BMW is trying for the fifth time. The turbine pump on this engine is almost a consumable. Dies either from life, or from the same short-term downtime. In addition, it can be pumped normally for more than one hour, and if there is enough air, it frightens the owner for a long time with terrible roaring sounds from under the hood. Strong recommendation: forced replacement. We are waiting for the sixth revision - the fifth sometimes goes no more than a year.
10.BMW N63 reminds the owner of the existence of such an interesting thing in the generator as a "tablet". The voltage regulator ... sometimes without warning, when the battery level is low, burns out the BSD bus - most often - a chronically buggy oil level and condition sensor. In half of the cases, the block itself, which the company has already redone 12 times, goes to ... The recommendation is to replace and overhaul the generator, at least regarding the actual wear of the brushes.
11. Sometimes it even becomes curious: since when does BMW complete such an incredibly complex assembly as "gas pedal, electronic". The game already has the ninth (!) revision in 13 years and about the fifth one during the life of the N63... As expected and without warning, it fails on almost every machine. The recommendation is preventive replacement.
12. Another excellent mechanical unit in terms of reliability: turbine. After 5-6 years of operation, it loses its shores, radial / axial alignment, begins to pour chips, clumsy body ... Well, or fabulously smoke if it jams. During the release, it has already been modified four times. Every second car has an oil-filled intercooler and wet pipes. Recommendation - replacement or repair.
Over time, a whole cemetery of N63 turbines accumulates: 
Well, in general, except for buggy throttles, shrinking tubes of anything, turbine pressure reducing valves, a bunch of plastic components and fittings, cracked power steering / antifreeze expansion tanks - they pour "by hand" and a couple of dozen little things - this is a very good engine. Very powerful and good luck ... If you pour good oil and 98th gasoline, it will last a long time.
Bonus: the plastic simply cannot withstand such temperatures and crumbles literally by hand: 
Let me remind you that the expansion tank is made of the same plastic and is forced to hold (like the entire cooling system) pressure up to 2 atm what happens in hot weather...
Many Japanese-Korean-VAZs have a safety valve of only 1.1 atm. Many old BMWs are 1.4. In other matters, the bar of 2 atm was taken by the M60 motor around 1994! 
P.S. The result of oil consumption is ash deposits in the cylinders. To be continued... 
Engine BMW N63B44- BMW's first mass product in the genre of a bi-turbo V-shaped gasoline engine. Depending on the firmware and the degree of "waste", from 286 to 360 hp was removed from atmospheric predecessors, which essentially have the same block. This time they removed as much as 408 hp, but also with a slightly preloaded volume - 4.4 liters!
We can assume that at 408 hp. useful power, the same power flies into the pipe, and something like that is dissipated in the cooling system ... Many, but not all, of the problems of this long-suffering motor grow from here.
The engineers fit the collector directly into the collapse of the block. The temperature of this "heater" can reach 900 degrees Celsius, in the absence of forced ventilation. The engine compartment itself, moreover, is extremely cramped ...
0. Under the zero point are all the problems of this engine associated with oil, for which, in fact, it gets into repair at the "Moscow" run of 40-60 tkm. and at the age of 4-5 years. The reason for the appeal is an average oil consumption of up to 1 liter per 1000 kilometers. The reason for the expense is valve stem seals, clogged oil drainage rings, shrunken compression rings, and so on - turbines, crankcase ventilation, nozzles ... All this has been repeatedly stated and explained here. And now we turn to the main topic of the article: to the specific problems of the BMW N63B44 engine and the features of their repair.
1. A forced and fairly "compressed" bi-turbo engine with a high operating temperature has an extremely heat-loaded silumin block, devoid of even a hint of a margin of safety. The threads of about every tenth block sometimes do not withstand re-tightening and the threads leak (the more mileage, the more likely, of course). The bolts themselves are practically indistinguishable from new ones - the geometry remains factory. There is practically no point in changing them "according to technology". This condition generally looks like a rudiment of the cast iron era - it seems like a new tightening should only be on new bolts ... better see how part of the thread of the block crawls out along with the bolt. There is a certain probability of cylinder head lifting during further operation in the event of further use of factory threads. Surprisingly, the head "inflated" by 0.2 bar is kept, apparently, on incomplete eight turns.
The only way out is a reinforced threaded insert.
2. The oil seals of the pairs of cylinders closest to the engine shield (3-4 / 7-8) turn into plastic in 3-4 years. The rest - a little later. Replacement of valve stem seals alone is successful in about one in ten cases. In addition, the seats of the inlet and sometimes exhaust valves are overgrown with oil, which in the future, anyway, sooner or later leads to a cylinder head overhaul .... (In the photo, the caps are completely similar to those suffering from N52 ... (new / old))
which in the future will still lead to a cylinder head overhaul ....
3. Piezo injectors manufactured by SIEMENS-VDO have been updated several times since the release, only by serial number. On average - once a year, which is a lot, even taking into account the inertia of a large manufacturer. The fourth, current factory revision, is considered to be a seemingly successful attempt to solve the main problem - a likely uncontrolled leak, leading to the so-called. in everyday life, "water hammer" - in a swollen cylinder (s), the connecting rods simply bend ...
The problem is likely after a long period of inactivity without movement, or after a long release of pressure from the power system. For example, this is almost guaranteed to happen during overhauls, or even medium repairs, when the fuel line is disconnected for a long time ... After re-installation, the injectors begin to "overflow" in an unpredictable algorithm, within a few hours after re-commissioning. Mercedes, by the way, after the occurrence of similar problems with overflow, hastily switched to electromagnetic nozzles (which BMW itself, as expected, did in the latest models).
More details about this problem are written. A strong recommendation is to replace the entire kit with the current model.
According to the catalog, injectors have every chance of getting into the BMW X6 starting from the 138th "factory" revision, although they have already been EXACTLY changed with the N54 engine, associated with misfires in the cylinders. Please note that the "138th" injector is in the latest modification, this is factory - seventh(!) an attempt to make a working product, look and see in the photo first revisions 138- 01
:
Bulletin of the times of the recall campaign:
"Injectors with PN/index 13 53 7 537 317-xx or 13 53 7 565 138-01 up to 7 565 138-07 must becarefully removed..." - revisions from 01 to 07, inclusive, were subject to replacement.
You are unlikely to find such nozzles in a real car, although I remember for sure that we had them in our collection - someone never reached the dealer. About the very first, 317th revision, I just keep quiet and will not even publish photos. Although, okay, I’ll publish it: so that you can consider that they also tried to bring it to mind at least 10 (ten) times: 
Why am I all this: if you find 138-XX injectors, you have a ghostly chance to change them for free. But there is not much chance to find them and the car must be really old. Here is the penultimate revision of the injectors of the 138th series (the photo shows that this particular one was produced in January 2008) - 138-06:
Here is the last, 138-07, readable date - July 2008:
now, let's move on to the most interesting, "hydropercussion modification" - it will be any cooler than cylinder errors:
13 53 7 625 714 by BMW
She is factory 261-03 and up to -09 inclusive, launched into the series no later than July 2010:
I repeat - these revisions are the most "leaky". If you operate the nozzles in the interval
from 261-03 to 261-09, I highly recommend replacing them with modern ones.
the photo shows that modern nozzles differ even in the body:
The next model, according to the original - 13 53 7 585 261
As you can see, it starts around the middle of 2011 with 261-09 modification...
The following number according to the original BMW 13 53 8 616 079 - :
A more modern product is now under the same serial number:
Namely - 261-12 calibration:
Another fun fact: the injectors of the latest revisions (11 and 12) do not line up with the earlier ones, even conditionally serviceable ones, due to the probable incompatibility of their factory corrections, about which even a PuMa document was released:
"The new piezo injectors have been available since January 2013. They can be used to replace the old injectors. However, due to a different adaptation mode, they cannot be used with the old design injectors in the same cylinder bank.Cause: Otherwise, there is a risk of too much deviation in the composition of the mixture within the bank of cylinders due to the overall measurement of the lambda value.Mixed installation of "old" and "new" piezo injectors (part number 13 53 7 585 261, modification index 11 and higher, on the package 13 53 8 616 079) in the same row of cylinders is not allowed. "
Quite a rare situation: is already flowing, but the amount of leakage is relatively small.The car is actually on the verge of an emergency.It would have flowed a little more, there would have been a major overhaul due to "water hammer".
4. Svechi - this is the first model of the BMW engine, with three (!) Revisions of spark plugs. The first BMW engine, where a fragile spark plug manufactured by BOSCH is really "".
Well, in fact, of course, it doesn’t blow off, but “closes” with high pressure - even completely new candles from the “box” can give gaps. That is why, for ///M motors, BOSCH produces reinforced candles in the same form factor. They are guaranteed to be normal.
Strong recommendation: candles "///M" series, or an alternative analogue from NGK, in case your candles are the victim of another unsuccessful batch ...
5. At the time of 2014, the third revision of the BOSCH high-pressure fuel pump is already relevant. The pump itself does not cause any particular problems (if it doesn’t start to knock noticeably), it’s just that the car goes dumber and dumber, which is noticeable only when comparing the response (time / pressure) of a new pump and a pump with mileage. Replacing the model with a new one gives a sharper response to the gas and it becomes obvious that the car has regained its lost agility. A strong recommendation is to replace it with the current injection pump model. At the time of 2017, the cost of the pump for the recall action was reduced by 10 times relative to retail - a freebie!
6. A remarkable (along with the BMW N52 model) property of VANOS valves from BMW is wedging when pressure is released (disconnected). The second revision of the valve (from 10/2012) seems to be spared from such a problem. With patience, the valve can be forced to bleed or revived in a couple of weeks of daily operation in emergency mode. The question is, how long will it last ... It's easier to change all the valves at once.
7. The VANOS mechanisms themselves have been left unchanged by the manufacturer almost from the very beginning of production. However, with the passage of time and wear (and this is clearly seen from the floated adaptations), sometimes the plastic protective cap is torn off from it, which is constantly boiled out in oil ... The casing is chewed by the teeth of the chain drive, deformed and floats in the cylinder head ... Or what is worse, it shatters into pieces and clogs the oil receiver ... Approximately every 10th engine is already full of plastic offal ... The strong recommendation is a replacement.
The reason why it rips off the lid is a blow at the moment of a cold start. At the resulting VANOS, the shafts scatter "on the cold",
which can be clearly seen in the video:
The flying cover, in this case, was simply tightened under the clutch: 
Result: 
New VANOS have adaptations most often within just one degree: 
Faulty ones begin to "flow" and knock "on the cold" after 3 degrees (the first graduation,
e.g. knocking).
And in the city there are a lot of cars with adaptations not only in 2-3, but in 6-8 degrees.... 
The casing is chewed by the teeth of the chain drive, deformed and floats in the cylinder head ...
Or, worse and more often, it shatters into pieces and clogs the oil receiver ...
By the way, about the oil pump: the third revision of this important device is already in the game. I recommend installing a new sample during the repair.
This is exactly the place where he draws "the best oil in the world", "with all BMW approvals", "developed by specialists specifically for this engine."
And here is the very dirt, the very additives falling out of the oil ... And this is not the worst case yet ...
8. And more about pumps: a common problem is a charge air cooling pump leak. This metal-plastic product works with temperatures up to 120 degrees and after lying down (idle) for a couple of weeks it simply “shrinks”, begins to dig ... Simply because seals that have not been moistened for a long time “shrink”. By the way, the second additional pump, if it is included in the package, has the same fate and problems.
9. The turbine pump on this motor is almost a consumable. He dies either from life, or from the same short-term downtime. In addition, it can be pumped normally for more than one hour, and if for some reason there is enough air, it will frighten the owner for a long time with terrible roaring sounds from under the hood. Especially noticeable - after turning off the ignition.
Recommendation: forced replacement.
10. Recommendation from practice - a bulkhead of the generator after a run of 50-60 tkm, at least about the actual wear of the brushes and bearings.
11. After 5-6 years of operation, the turbine begins to pour chips into the radial / axial alignment, clumping the body ... During the production period, it has already been modified four times (new ones even come in a modified body). Every second car has an oil-filled intercooler and wet pipes. I will talk about this (about the reasons) separately below. Live (dry) turbines after 40-50 tkm in Moscow did not come across. Recommendation - replacement or repair.
Over time, a whole cemetery of N63 turbines accumulates:
At N63, let me remind you, the turbines are located in the collapse of the block. Which from all sides (literally) is a very "technological" solution.
Let's make sure of a very dense and efficient layout: in a limited space there are at the same time
two exhaust manifolds, catalysts and a pair of turbines (dismantled in the photo):
In fact, this is a directional metal heater with a power of up to 300 kW:
Let me remind you that the boiling point of motor oils is around 280 degrees Celsius.
Here is the normal temperature in the camber area, with a freshly started engine idling:
Here is the typical temperature in the camber area, after a short trip:
The thermal imager turns out like this: red spots are where the sensitivity of the sensor scales. It's well over 300.This is a piece of the collector screen and
two specks - slots for platformsfor lambda probes. This "heater" is right above the heads - valve stem seals.
In the same place, in the collapse, there are also thin-walled metal pipes for oil supply to turbines. This is what the turbine drain pipe looks like,
from which the exhaust manifold is only a few centimeters:
They live literally a couple of seasons before the probable jamming of the turbine.
Inside the tube (all tubes) sometimes looks something like this:
If you have not changed (did not wash) all the oil supply pipes of the turbines, then the new turbines will actually work "dry" - they will not live long. Change the turbine without eliminating
the cause of oil starvation is useless.
13. Another weak point of the BMW X6 is electromechanical chokes. On a run of about 50-60 tkm, they can start to wedge. When jammed at low speed, the engine gets into emergency mode that cannot be switched off by anything other than the battery terminal. A good harbinger of an emergency throttle condition is the nervous operation of the engine when warming up (but this shaking should not be confused with problems with injectors. If you have already changed the nozzles to a new model, and the engine is still shaking when warmed up, it is probably the throttle and it will soon fail ). 
14. The actual problem of many hot engines and, in particular, the BMW N63: shrinking vacuum tubes and pipes of the cooling system. And also some plastic components and fittings - everything that is constantly in contact with high temperature.
It is worth, for example, to leave the car without movement for a long time, and they can unscheduledly remind themselves of a leak or leakage ...
It is simply impossible to list all the pipes. The most famous of them are the pipes of the ventilation system. They are made of very thin plastic - they dry out and crumble. At any when working with internal combustion engines, it is better to change them as a consumable for 2-3 years of operation. Better yet, carry them as a spare. If you still have old-style tubes (before 2012), it makes sense to replace them immediately.
When the lower ventilation pipes burst (lose their tightness), the pressure in the manifold begins to jump to atmospheric: 
I also recommend changing...
Old sample: 
new pattern: 
The plastic used is weak and often does not withstand prolonged high temperatures, cracks and crumbles literally by hand...
Let me remind you that the expansion tank is made of the same plastic and is forced to hold (like the entire cooling system) pressure up to 2 atm,
which is likely in hot weather...
16. Pressure and temperature sensors in the intake lines require attention. There are two of them on each side: a total of four pieces. 
For problem engines, with constant oil consumption and high pressure of crankcase gases, they are constantly flooded with this oil - a wet sensor does not work normally. 
There have already been replacements for both sensors - it is better to immediately install a new sensor.
17. A small and very important detail is the chain drive sprocket. For a couple of years, she sometimes eats "teeth", compare with the lower, serviceable one: 
And yet, the situation is worse, although much less often: 
The chain, of course, is also better to install a new one ...
18. To this motor undoubtedly refers to an article about problems with connecting rod bearings. This article is needed.
The crankshaft has already been changed by the manufacturer once, so from the 2011 season there is a new model: 
19. In addition, the same applies to the piston group. The pistons were also replaced for a reason.
The new piston comes from 2011: 
P.S. The result of prolonged oil consumption is ash deposits in the cylinders. And
FAQ and comments on BMW N63 engines, compiled on the basis of many years of practice for this type of engine, unconditional recommendations and considerations:
1.Install new nozzles.
2. Use the oils recommended by me.
3. Oil change - 5-7 tkm (ideal), 8-10 tkm - limit.
4. A modified cold oil and coolant thermostat is a must.
5. Gasoline only AI-98.
6. Monitor smoke and oil consumption
7. Wash radiators (front package + oil, in fender liner)
If the car is already in an unknown and not very good condition (mileage / age / oil consumption / just bought), then immediately add:
1. Caps and chain - replacement.
2.Generator - bulkhead.
3. Ventilation system - replacement.
4. Turbines - repairs are likely on the run from 50 to 100)
Major fatal problems (with expensive consequences):
1. Nozzle leak - overhaul. Google "N63, injector leak, water hammer."
2. If the oil has been changed at least once with an interval of more than 10 tkm, dirt can potentially accumulate in the engine, which at the time of the next oil change will quickly “weld” the connecting rod bearings to you. There are a lot of cases and no one is to blame (except for the one who set the oil change intervals, or did it before you). Google "N63, cranked the liner." Not a single "clean" inside the internal combustion engine came across with such a problem.
FAQ:
1. Have the new generations of this internal combustion engine become better - revision "B" and "C" (2012/2015 onwards). The answer is, in many ways, steel. A large number of the problems listed here have been removed, but all the basic structural problems have been preserved. The motor has been improved, but even high-quality work on errors does not mean that global problems can be circumvented - it is still hot, potentially problematic oil is still poured into it right at the factory. BMW switched to 12,000 km oil change intervals in 2012 - and that helps too.
2. Are the "S" series motors better - everything is the same, adjusted for some differences in the cooling system. If the N63 starts to behave worse already at runs of 40-60 tkm, then S-motors, in view of the specifics of cooling and operation, can relatively easily live up to 80-100. This is a noticeable difference. And a lot depends on how they ride.
3. Is there a difference in years of production? A BMW with an N63 engine up to and including 2010 is an extremely dangerous purchase - the engine needs to be shaken up there either entirely or by 2/3. Runs after 100,000 km can have a double meaning - either it is a "pure highway car" and then such a motor may suddenly turn out to be "fresh", well, or it is again a candidate for overhaul - the car was in long-term and everyday urban operation.
BMW N63B44/N63TU engine
Characteristics of the N63B44 / N63TU engine
| Production | Munich Plant |
| Engine brand | N63 |
| Release years | 2008-present |
| Block material | aluminum |
| Supply system | injector |
| Type | V-shaped |
| Number of cylinders | 8 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 88.3 |
| Cylinder diameter, mm | 89 |
| Compression ratio | 10 10.5 (N63TU2) |
| Engine volume, cc | 4395 |
| Engine power, hp / rpm | 408/5500 450/5500 (N63TU) 450/5500-6000 (N63TU2) 462/5250-6000 (N63TU3) 530/5500-6000 (TU3) |
| Torque, Nm/rpm | 600/1750 650/2000-4500 (N63TU) 650/1800-4500 (N63TU2) 650/1500-4750 (N63TU3) 750/1800-4600 (TU3) |
| Fuel | 95-98 |
| Environmental regulations | Euro 5 Euro 6 (TU+) |
| Engine weight, kg | 228 |
| Fuel consumption, l/100 km (for 550i F10) - town - track - mixed. |
12.7 7.1 9.2 |
| Oil consumption, g/1000 km | up to 1000 |
| Engine oil | 5W-30 5W-40 |
| How much oil is in the engine, l | 8.5 |
| Oil change is carried out, km | 7000-10000 |
| Operating temperature of the engine, hail. | 110-115 |
| Engine resource, thousand km - according to the plant - on practice |
- - |
| Tuning, HP - potential - no loss of resource |
550+ - |
| The engine was installed | BMW 550i F10/G30 BMW 650i F13 BMW 750i F01/G12 BMW X5 E70 BMW X5 F15/G05 BMW X6 E71 BMW X6 F16/G06 BMW 550i GT F07 BMW 850i G15 BMW X7 G07 |
Reliability, problems and repair of the BMW N63B44 engine
BMW's first turbocharged V8 engine came out in 2008 to replace the naturally aspirated N62B48. For the N63, a new aluminum cylinder block was developed with a completely new lightweight crank mechanism.
The cylinder heads have been redesigned with redesigned intake and exhaust ports. The diameter of the intake valves is 33.2 mm, exhaust 29 mm. N63 cylinder heads are equipped with an upgraded variable valve timing system on the intake and exhaust shafts Bi-VANOS / Dual-VANOS. Characteristics of standard BMW N63 camshafts: phase 231/231, rise 8.8/8.8 mm.The timing drive uses a new toothed sleeve chain.
The turbocharging system is implemented using two Garrett MGT22S turbochargers, working in parallel and placed in the collapse of the block, the exhaust is also located there. The maximum boost pressure N63 is 0.8 bar.
Siemens MSD85 control system.
In 2012, the engine was upgraded and received the prefix TU to its name. The modified power plant uses pistons with a modified bottom, new connecting rods, and an adapted crankshaft. The cylinder head is designed to use the Valvetronic III intake valve lift system (as on the N55), as well as direct fuel injection (TVDI). N63TU camshafts are new composite camshafts, their characteristics are: phase 260/252, lift 8.8/9.0 mm. The VANOS variable valve timing system has also been modernized, its adjustment ranges have been expanded: intake 70 ° (was 50 °), exhaust 55 ° (was 50 °). The cooling system and oil supply have been improved, the inlet has been improved, the outlet has remained the same. The turbocharger pump wheel has been slightly modified. The engine management system has been replaced with Bosch MEVD17.2.8.
The next modification was put into production in 2015 and received the N63B44O2 index or the more familiar N63TU2 designation. The first car with this powertrain was the BMW 750i G11.
The differences between the N63TU2 and the N63TU are the new pistons for a compression ratio of 10.5 (it was 10.0) with modified oil scraper rings, the oil injectors were replaced, another oil pump, an oil pan, their own connecting rod bearings were installed, the flywheel was slightly lightened (by 0.5 kg). In addition, cylinder heads lightened by 1.5 kg with modified oil channels and valves with chrome rods are used here, head gaskets are slightly modified. The exhaust VANOS adjustment range has been extended from 55° to 66°. The intake and exhaust manifolds are also new, the injection pump is adapted, the cooling system is completely changed, and the turbochargers are replaced with twin-scroll MGT2256DSL. The Bosch DME 8.8.0 ECU controls all this hardware.
BMW did not stop there and in 2018 the next vision of this motor called N63TU3 was released. These motors come in two versions: N63B44M3 and N63B44T3.
The first develops 462 hp, the second - 530 hp.
The N63B44M3 engine differs from the N63TU2 in modified heads, oil scraper rings and valve stem seals, connecting rods from S63TU2, exhaust camshafts from S63TU4, a modified timing chain, new injection pumps and injectors, a DME 8.8T.0 control unit., and the turbocharger remains from N63TU2, but now there is overboost function when power is increased to 490 hp
The N63B44T3 version has more differences from the N62TU2, let's take a look at them. Here are new pistons and oil scraper rings, their own main bearings, a rebalanced crankshaft, connecting rods from S63TU4 and an exhaust camshaft from it, the heads are the same as those of N63B44M3. Also, the timing chain, valve stem seals, a new fuel pump and injectors, their own spark plugs and ignition coils, enlarged turbines, and the DME 8.8T.0 ECU have been improved here.
Power units N63, N63TU, N63TU2 and N63TU3 were used onBMW cars with index 50i.
Based on the N63B44 engine, a sports turbocharged BMW S63 engine was created for X6M, X5M, M6 and M5.
Modifications of BMW N63 engines
1. N63B44O0 (2008 - 2014) - basic version with 408 hp at 5500-6400 rpm, torque 600 Nm at 1750-4500 rpm.
2. N63B44O1 (2012 - 2018) - modified modification of N63TU, see list of changes above. Power 450 hp at 5500-6000 rpm, torque 650 Nm at 2000-4500 rpm.
3. N63B44O2 (2015 - 2019) - N63TU2 version for 550i G30 and 750i G11/G12. Differences from N63TU are described above.
4. N63B44M3 (2018 - present) - variation of N63TU3 with 462 hp at 5250-6000 rpm, torque 650 Nm at 1500-4750 rpm.
5. N63B44T3 (2018 - present) - the same N63TU3, but with a number of modifications (which are described a little higher). Power 530 hp at 5500-6000 rpm, torque 750 Nm at 1800-4600 rpm.
Problems and disadvantages of BMW N63 engines
1. Zhor oil. This problem is connected with the coking of the piston grooves and the loss of the properties of the rings, and the malfunction can occur on engines with a mileage of 50+ thousand km. Output: overhaul with the replacement of piston rings.
2. Water hammer. This trouble can happen after a long idle time of the motor, the reason is unsuccessful piezo injectors, which have changed several times during the production of N63B44. To prevent a problem, you need to replace the nozzles with the latest revision.
3. Misfires. The root of evil here is spark plugs, the problem is solved by replacing them with candles from the sports M-series.
In addition, high oil consumption can also cause corrosion of alusil, in which case you will have to change the cylinder block. The not very good location of the turbines between the rows of cylinders ensures a high concentration of heat transfer in the collapse of the block, where the main oil supply lines of the turbines pass. As a result, the pipes coke, the oil does not flow, the turbines die. Vacuum tubes, cooling tubes, and so on also suffer from elevated temperatures in the collapse.
For the successful and most trouble-free operation of the N63 engine, it is necessary to constantly monitor its condition and regularly undergo maintenance. With this approach, you can quickly change unsuccessful nodes to fresh models and somewhat protect yourself from serious problems.
BMW N63 engine tuning
Chip tuning
The ways to increase the power on the N63 are quite simple, these are the usual Stage 1 or Stage 2. The usual firmware in Stage 1 via BMS JB4 will increase the power by +/- 30 hp. The firmware in Stage 2, together with the replacement of downpipes, will give another 30 hp, which in total will provide a very significant increase and significantly improve the dynamic performance of the car for adequate money. A few more horses (about 20) can be added by installing a modified intake and other intercoolers (Dinan for example).
Chip tuning N63TU2 and N63B44M3 has more potential and they show about 550 hp on the firmware. and more than 800 Nm of torque. With the downpipe, there will be about 600 hp.
Maximum gain can be obtained on 850i and other vehicles with N63TU3 (N63B44T3). Here on the chip you can get about 680 hp. and a torque of 850 Nm. With a downpipe, you will achieve up to 700 hp, and the moment will increase to almost 900 Nm.
Reliability, problems and repair of the BMW N63B44 engine
BMW's first turbocharged V8 engine came out in 2008 to replace the naturally aspirated N62B48. For the N63, a new aluminum cylinder block was developed with a completely new lightweight crank mechanism.
The cylinder heads have been redesigned with redesigned intake and exhaust ports. The diameter of the intake valves is 33.2 mm, exhaust 29 mm. N63 cylinder heads are equipped with an upgraded variable valve timing system on the intake and exhaust shafts Bi-VANOS / Dual-VANOS. Characteristics of standard BMW N63 camshafts: phase 231/231, rise 8.8/8.8 mm. The timing drive uses a new toothed sleeve chain. The turbocharging system is implemented using two Garrett MGT22S turbochargers, working in parallel and placed in the collapse of the block, the exhaust is also located there. The maximum boost pressure N63 is 0.8 bar. Siemens MSD85 control system.
In 2012, the engine was upgraded and received the prefix TU to its name. The modified power plant uses pistons with a modified bottom, new connecting rods, and an adapted crankshaft. The cylinder head is designed to use the Valvetronic III intake valve lift system (as on the N55), as well as direct fuel injection (TVDI). N63TU camshafts are new composite camshafts, their characteristics are: phase 260/252, lift 8.8/9.0 mm. The VANOS variable valve timing system has also been modernized, its adjustment ranges have been expanded: intake 70 (was 50), exhaust 55 (was 50). The cooling system and oil supply have been improved, the inlet has been improved, the outlet has remained the same. The turbocharger pump wheel has been slightly modified. The engine management system has been replaced with Bosch MEVD17.2.8.
The N63 and N63TU power units were used on BMW cars with the 50i index.
Based on the N63B44 engine, a sports turbocharged BMW S63 engine was created for the X6M, X5M, M6 and M5.
Modifications of BMW N63 engines
- N63B44O0 (2008 - 2014) - basic version with 408 hp at 5500-6400 rpm, torque 600 Nm at 1750-4500 rpm.
- N63B44O1 (2012 - present) - modified modification of N63TU, see list of changes above. Power 450 hp at 5500-6000 rpm, torque 650 Nm at 2000-4500 rpm.
Problems and disadvantages of BMW N63 engines
- Zhor oil. This problem is connected with the coking of the piston grooves and the loss of the properties of the rings, and the malfunction can occur on engines with a mileage of 50+ thousand km. Output: overhaul with the replacement of piston rings.
- Water hammer. This trouble can happen after a long idle time of the motor, the reason is unsuccessful piezo injectors, which have changed several times during the production of N63B44. To prevent a problem, you need to replace the nozzles with the latest revision.
- Misfires. The root of evil here is spark plugs, the problem is solved by replacing them with candles from the sports M-series. In addition, high oil consumption can also cause corrosion of alusil, in which case you will have to change the cylinder block. The not very good location of the turbines between the rows of cylinders ensures a high concentration of heat transfer in the collapse of the block, where the main oil supply lines of the turbines pass. As a result, the pipes coke, the oil does not flow, the turbines die. Vacuum tubes, cooling tubes, and so on also suffer from elevated temperatures in the collapse. For the successful and most trouble-free operation of the N63 engine, it is necessary to constantly monitor its condition and regularly undergo maintenance. With this approach, you can quickly change unsuccessful nodes to fresh models and somewhat protect yourself from serious problems.
- For these motors, it is imperative to install a cold BMW thermostat to avoid engine overheating. And replacement valve stem seals.
Characteristics of the N63B44 / N63TU engine
| Production | Munich Plant |
| Engine brand | N63 |
| Release years | 2008-present |
| Block material | aluminum |
| Supply system | injector |
| Type | V-shaped |
| Number of cylinders | 8 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 88.3 |
| Cylinder diameter, mm | 89 |
| Compression ratio | 10 |
| Engine volume, cc | 4395 |
| Engine power, hp / rpm | 408/5500 450/5500(TU) |
| Torque, Nm/rpm | 600/1750 650/1750(TU) |
| Fuel | 95-98 |
| Environmental regulations | Euro 5 Euro 6 (TU) |
| Engine weight, kg | 228 |
| Fuel consumption, l/100 km (for 550i F10) - town - track - mixed. |
12.7 7.1 9.2 |
| Oil consumption, g/1000 km | up to 1000 |
| Engine oil | 5W-30 5W-40 |
| How much oil is in the engine, l | 8.5 |
| Oil change is carried out, km | 7000-10000 |
| Operating temperature of the engine, hail. | 110-115 |
| Engine resource, thousand km - according to the plant - on practice |
|
| Tuning, HP - potential - no loss of resource |
550+ - |
| The engine was installed | BMW 550i F10 BMW 650i F13 BMW 750i F01 BMW X5 E70 BMW X5 F15 BMW X6 E71 BMW X6 F16 BMW 550i GT F07 |
The engines of the BMW N63 series - an atmospheric large-sized, volumetric engine, became a logical continuation of the N-series, namely the N62 power unit. High technical characteristics and a high environmental standard made it possible to make the power unit reliable and powerful.
Characteristics and features of motors
The BMW N63 engines received an improved cylinder block, in which cast-iron sleeves were marked, which allows for a major overhaul without hindrance. In the block itself are located - a new crankshaft and a modified system of a light crank mechanism.
The new head of the block, in which the system of steplessly changing the height of the valves - Valvetronic III is installed. Also an improved system for changing the valve timing on the intake and exhaust shafts Bi-VANOS / Dual-VANOS. The camshafts are cast iron, and the phase is 231/231, the lift is 8.8/8.8 mm. The diameter of the intake valves is 33.2 mm, exhaust 29 mm.
The turbocharging system is implemented using two Garrett MGT22S turbochargers operating in parallel and located in the collapse of the block, the exhaust is also located there. The maximum boost pressure N63 is 0.8 bar.
Siemens MSD85 control system.
Consider the main technical characteristics of the N63 motors:
BMW N63 engine.
Modifications
In the entire history of production, the N63 engine received only two modifications, namely:
BMW N63 engine
- N63B44O0 (2008 - 2014) - basic version with 408 hp at 5500-6400 rpm, torque 600 Nm at 1750-4500 rpm.
- N63B44O1 (2012 - present) - modified modification of N63TU, list of changes. Power 450 hp at 5500-6000 rpm, torque 650 Nm at 2000-4500 rpm.
Service
Maintenance of N63 motors is no different from standard power units of this class. Maintenance of engines is carried out at intervals of 15,000 km. Recommended maintenance should be carried out every 10,000 km.
The process of repairing the BMW N63 engine.
Typical malfunctions
In principle, all motors are similar in design and characteristics. So, let's look at what common problems can be found on the N63:
Repair of cylinder block and crankshaft BMW N63.
- floating turns. To fix it, you will need to diagnose the ignition coils.
- Oil leak. Worth checking the pads.
- Increased oil consumption. Every 100 thousand kilometers it is worth changing the valve stem seals.
- Water hammer. A long downtime of the motor leads to the fact that the piezo injector does not work.
Conclusion
The N63 engine is a fairly reliable and high-quality engine. All of them have a high rating and respect of motorists, experts. Maintenance of the power unit can be carried out independently. As for repairs, it is recommended to contact a service station.
