Mfp-Pi N63TU en
Mfp-Pi N63TU en
Mfp-Pi N63TU en
Product�information.
N63TU�engine.
BMW�Service
General�notes
Symbols�used
The�following�symbol/schematic�diagram�is�used�in�this�document�to�facilitate�better�comprehension
or�to�draw�attention�to�very�important�information:
Contains�important�safety�information�and�information�that�needs�to�be�observed�strictly�in�order�to
guarantee�the�smooth�operation�of�the�system.
Information�status�and�national-market�versions
BMW�Group�vehicles�meet�the�requirements�of�the�highest�safety�and�quality�standards.�Changes
in�requirements�for�environmental�protection,�customer�benefits�and�design�render�necessary
continuous�development�of�systems�and�components.�Consequently,�there�may�be�discrepancies
between�the�contents�of�this�document�and�the�vehicles�available�in�the�training�course.
This�document�basically�relates�to�the�European�version�of�left�hand�drive�vehicles.�Some�operating
elements�or�components�are�arranged�differently�in�right-hand�drive�vehicles�than�shown�in�the
graphics�in�this�document.�Further�deviations�may�arise�as�a�result�of�the�equipment�specification�in
specific�markets�or�countries.
Additional�sources�of�information
Further�information�on�the�individual�topics�can�be�found�in�the�following:
• Owner's�Handbook
• Integrated�Service�Technical�Application.
Contact:�conceptinfo@bmw.de
©2012�BMW�AG,�Munich,�Germany
Reprints�of�this�publication�or�its�parts�require�the�written�approval�of�BMW�AG,�Munich
The�information�contained�in�this�document�forms�an�integral�element�of�the�technical�training�of
the�BMW�Group�and�is�intended�for�the�trainer�and�participants�in�the�seminar.�Refer�to�the�current
respective�information�systems�of�the�BMW�Group�for�any�changes/additions�to�the�technical�data.
Information�status:�April�2012
N63TU�engine.
Contents.
1. Introduction............................................................................................................................................................................................................................................ 5
1.1. Models..................................................................................................................................................................................................................................... 5
1.2. Technical�data............................................................................................................................................................................................................. 5
1.2.1. Full�load�diagram� ................................................................................................................................................................ 7
1.3. New�features/Changes.................................................................................................................................................................................. 7
1.4. Engine�identification......................................................................................................................................................................................... 9
1.4.1. Engine�designation............................................................................................................................................................ 9
1.4.2. Engine�identification........................................................................................................................................................ 9
2. Engine�mechanics................................................................................................................................................................................................................. 11
2.1. Engine�housing..................................................................................................................................................................................................... 11
2.1.1. Crankcase.....................................................................................................................................................................................12
2.1.2. Cylinder�head�gasket................................................................................................................................................. 12
2.1.3. Cylinder�head......................................................................................................................................................................... 12
2.1.4. Cylinder�head�cover..................................................................................................................................................... 14
2.1.5. Oil�sump......................................................................................................................................................................................... 22
2.2. Crankshaft�drive................................................................................................................................................................................................... 23
2.2.1. Crankshaft�with�bearings..................................................................................................................................... 23
2.2.2. Connecting�rod�with�bearing......................................................................................................................... 24
2.2.3. Piston�with�piston�rings......................................................................................................................................... 25
2.3. Camshaft�drive....................................................................................................................................................................................................... 26
2.4. Valve�gear.......................................................................................................................................................................................................................27
2.4.1. Design................................................................................................................................................................................................ 27
2.4.2. Valvetronic................................................................................................................................................................................... 31
2.5. Belt�drive......................................................................................................................................................................................................................... 34
3. Oil� supply............................................................................................................................................................................................................................................... 36
3.1. Overview.......................................................................................................................................................................................................................... 36
3.1.1. Hydraulic�circuit�diagram..................................................................................................................................... 36
3.2. Oil�pump�and�pressure�regulation.......................................................................................................................................... 38
3.2.1. Oil�pump......................................................................................................................................................................................... 38
3.3. Oil�cooling�and�filtering............................................................................................................................................................................ 39
3.3.1. Oil�cooling.................................................................................................................................................................................... 40
3.3.2. Oil�filtering................................................................................................................................................................................... 40
3.4. Oil�monitoring.......................................................................................................................................................................................................... 40
3.4.1. Oil�level............................................................................................................................................................................................. 40
3.5. Oil�spray�nozzles.................................................................................................................................................................................................40
3.5.1. Piston�crown�cooling..................................................................................................................................................40
3.5.2. Chain�drive.................................................................................................................................................................................. 41
3.5.3. Camshaft........................................................................................................................................................................................42
3.5.4. Valvetronic�servomotor........................................................................................................................................... 42
N63TU�engine.
Contents.
4. Cooling....................................................................................................................................................................................................................................................... 43
4.1. System�overview................................................................................................................................................................................................. 43
4.1.1. Cooling�circuit,�engine............................................................................................................................................. 44
4.1.2. Cooling�circuit�of�charge�air�cooler�and�DME..................................................................... 52
4.2. Heat�management........................................................................................................................................................................................... 55
4.2.1. Auxiliary�water�pump.................................................................................................................................................. 55
4.2.2. Map�thermostat.................................................................................................................................................................. 55
5. Intake/exhaust�emission�system................................................................................................................................................................ 56
5.1. Overview.......................................................................................................................................................................................................................... 56
5.2. Intake�air�system.................................................................................................................................................................................................58
5.2.1. Intake�silencer....................................................................................................................................................................... 59
5.2.2. Hot�film�air�mass�meter..........................................................................................................................................59
5.2.3. Intake�manifold..................................................................................................................................................................... 59
5.3. Exhaust�turbocharger..................................................................................................................................................................................60
5.3.1. Function.......................................................................................................................................................................................... 61
5.4. Exhaust�emission�system..................................................................................................................................................................... 61
5.4.1. Exhaust�manifold.............................................................................................................................................................. 61
5.4.2. Catalytic�converter......................................................................................................................................................... 62
6. Vacuum�system.......................................................................................................................................................................................................................... 64
7. Fuel�preparation........................................................................................................................................................................................................................ 65
7.1. Overview.......................................................................................................................................................................................................................... 65
7.2. Fuel�pump�control............................................................................................................................................................................................ 66
7.3. High�pressure�pump..................................................................................................................................................................................... 66
7.4. Injectors.............................................................................................................................................................................................................................67
8. Fuel� supply.......................................................................................................................................................................................................................................... 68
9. Engine�electrical�system........................................................................................................................................................................................... 69
9.1. Overview.......................................................................................................................................................................................................................... 69
9.2. Engine�control�unit.......................................................................................................................................................................................... 75
9.2.1. Overall�function................................................................................................................................................................... 77
N63TU�engine.
1.�Introduction.
The�N63TU�engine�replaces�the�predecessor�N63.�The�fundamental�further�development�of�the�N63
engine�to�the�N63TU�engine�is�the�latest�fuel-mixture�generation�technology�Turbo-Valvetronic�Direct
Injection�TVDI.�There�are�strong�similarities�here�to�the�N20�or�N55�engines.�The�new�engine�boasts
better�performance�data�at�reduced�fuel�consumption�and�CO2�emissions.
In�this�documentation�the�differences�to�the�N63�predecessor�engine�are�described.
1.1.�Models
Development�series N63B44O1 Series�introduction
F01 BMW�750i 07/2012
BMW�750i�xDrive
F02 BMW�750Li 07/2012
BMW�750Li�xDrive
F06 BMW�650i 07/2012
BMW�650i�xDrive
F07 BMW�550i 07/2012
BMW�550i�xDrive
F12 BMW�650i 07/2012
BMW�650i�xDrive
F13 BMW�650i 07/2012
BMW�650i�xDrive
1.2.�Technical�data
Unit N63B44O0 N63B44O1
Development�series F01 F01�LCI
Model�designation BMW�750i BMW�750i
Design V8 V8
Displacement [cm³] 4395 4395
Ignition�sequence 1-5-4-8-6-3-7-2 1-5-4-8-6-3-7-2
Bore�hole/Stroke [mm] 89/88.3 89/88.3
Power�output [kW�(HP)] 300�(407) 330(449)
at�engine�speed [rpm] 5500�-�6400 5500�-�6000
Cutoff�speed [rpm] 6500 6500
Power�output�per�litre [kW/l] 68.3 75.1
Torque [Nm] 600�rpm 650
at�engine�speed [rpm] 1750�-�4500 2000�-�4500
Compression�ratio [ε] 10.0 10.0
Valves�per�cylinder 4 4
Fuel�rating [RON] 95 98
5
N63TU�engine.
1.�Introduction.
Unit N63B44O0 N63B44O1
Fuel [RON] 91�-�98 91�-�98
Fuel�consumption�complying�with�EU [l/100�km] 11.4 8.6
CO2�emissions [g/km] 266 199
Digital�Engine�Electronics�(DME) MSD85 MEVD17.2.8
Exhaust�emissions�legislation EURO�5 EURO�5
Maximum�speed [km/h] 250 250
Acceleration�0–100 km/h [s] 5.2 4.8
Vehicle�kerb�weight�DIN/EU [kg] 1945/2020 1940/2015
6
N63TU�engine.
1.�Introduction.
1.2.1.�Full�load�diagram
BMW�N63/N63TU�in�the�F01
Full�load�diagram�comparing�N63B44O0�engine�with�N63B44O1�engine
1.3.�New�features/Changes
The�following�table�provides�an�overview�of�the�changes�to�the�N63�engine.
7
N63TU�engine.
1.�Introduction.
System Comment
Engine�mechanics • New�cylinder�head�due�to�use�of�the�Turbo�Valvetronic�Direct
Injection�(TVDI)�procedure
• 3rd�generation�Valvetronic
• New�valve�gear�with�modified�timing
• Adoption�of�VANOS�from�the�N55�engine
• New�cylinder�head�cover�with�adapted�crankcase�ventilation
• Pistons�with�modified�piston�crown�geometry
• New�connecting�rod�with�even�pitch�and�adaptation�of�the
crankcase�due�to�modified�connecting�rod�shape
• Adapted�crankshaft
• Chain�drive�with�modified�guide�rails�and�an�extruded�chain
with�142�elements.
Oil�supply • Pendulum�slide�cell�pump�with�small�overall�width
• Eight�individual�oil�spray�nozzles�for�piston�crown�cooling.
Cooling • New�temperature-dependent�coolant�pump
• Integration�of�the�two�engine�control�units�in�the�low-
temperature�circuit�and�cooling�over�the�back�panel�with
cooling�pipe
• Expansion�tank�under�the�left�side�wall�with�separate�filling
hopper.
Intake�and�exhaust • Adaptation�of�the�subshell�for�the�air�intake�duct�due�to�new
emission�systems geometry�of�the�cylinder�head�cover
• Use�of�the�hot�film�air�mass�meter�7
• Adoption�of�the�charge�air�temperature�and�intake-manifold
pressure�sensor�from�the�N20�engine
• Exhaust�turbocharger�with�new�compressor�and�modified
wastegate�valves
• Discontinuation�of�the�blow-off�valves.
8
N63TU�engine.
1.�Introduction.
System Comment
Vacuum�system • Two-stage�vacuum�pump�with�new�arrangement�of�the
screw�connection
• Vacuum�reservoir�for�the�wastegate�valves�in�the�V-area�of
the�engine.
Fuel�preparation • Use�of�the�known�high-pressure�injection�with�injectors�and
high�pressure�pump�HDP5
• Discontinuation�of�fuel�low-pressure�sensor
Engine�electrical�system • New�dual�control�unit�concept�with�one�control�unit�per�bank
• Oil�level�sensor�with�an�additional�temperature�sensor�in�the
main�oil�duct�via�starter�motor.
1.4.�Engine�identification
1.4.1.�Engine�designation
The�N63TU�engine�in�version�N63B44O1�is�described�in�this�documentation.
In�the�technical�documentation,�the�engine�designation�is�used�to�ensure�clear�identification�of�the
engine.
The�technical�documentation�also�contains�the�short�form�of�the�engine�designation�N63TU,�which
only�indicates�the�engine�type.
Itemization
Index Explanation
N BMW�Group�"New�Generation"
6 V8�engine
3 Engine�with�exhaust�turbocharger,�Valvetronic
and�direct�fuel�injection�(TVDI)
B Petrol�engine,�longitudinally�installed
44 4.4�litres�displacement
O Upper�performance�class
1 First�revision
1.4.2.�Engine�identification
The�engines�have�an�identification�mark�on�the�crankcase�to�ensure�clear�identification�and
classification.�This�engine�identification�is�necessary�for�approval�by�government�authorities.�The�first
six�digits�of�the�engine�identification�correspond�to�the�engine�designation.
9
N63TU�engine.
1.�Introduction.
The�engine�number�can�be�found�on�the�engine�above�the�engine�identification.�This�consecutive
number,�in�conjunction�with�the�engine�identification,�permits�clear�identification�of�each�individual
engine.
N63TU�engine,�engine�identification�and�engine�number
Index Explanation
22620097 Individual�consecutive�engine�number
N BMW�Group�"New�Generation"
6 V8�engine
3 Engine�with�exhaust�turbocharger,�Valvetronic�and�direct�fuel�injection�(TVDI)
B Petrol�engine,�longitudinally�installed
44 4.4�litres�displacement
B Type�test�concerns,�standard
10
N63TU�engine.
2.�Engine�mechanics.
2.1.�Engine�housing
The�engine�housing�comprises�the�engine�block,�cylinder�heads,�cylinder�head�covers,�oil�sump�and
the�gaskets.
N63TU�engine,�structure�of�engine�housing
Index Explanation
1 Cylinder�head�cover
2 Profile�seal
3 Cylinder�head
4 Cylinder�head�gasket
5 Crankcase
6 Gasket�for�upper�oil�sump�section
7 Upper�oil�sump�section
11
N63TU�engine.
2.�Engine�mechanics.
Index Explanation
8 Gasket�for�oil�sump
9 Oil�sump
10 Gasket
11 Gear�case�cover
2.1.1.�Crankcase
The�crankcase�is�manufactured�from�die-cast�aluminium�GL-AlSi917Cu4MG,�similar�to�the�N63
engine.�The�cylinder�barrels�are�made�from�Alusil.�The�crankcase�has�been�revised�as�now�only
connecting�rods�with�an�even�pitch�are�used.
2.1.2.�Cylinder�head�gasket
A�three-layer�spring�steel�gasket�is�used�for�the�cylinder�head�gasket.�There�is�a�stopper�plate�(2)�in
the�area�of�the�cylinder�bores�in�order�to�achieve�sufficient�contact�pressure�for�sealing.�The�contact
surfaces�for�the�cylinder�head�and�the�engine�block�are�layered�and�have�a�partial�fluorocaoutchouc
coating�with�anti-stick�coating.
N63TU�engine,�cylinder�head�gasket
Index Explanation
1 Top�spring�steel�layer�with�anti-stick�coating
2 Stopper�layer
3 Bottom�spring�steel�layer�with�anti-stick�coating
2.1.3.�Cylinder�head
The�cylinder�head�of�the�N63TU�top�engine�is�a�new�development�with�integrated�air�ducts�for�the
crankcase�ventilation�in�the�inlet�area.
3rd�generation�Valvetronic�technology�is�also�used�in�the�N63TU�top�engine,�similar�to�the�N55�engine.
The�Valvetronic�servomotor�is�connected�on�the�outer�side�at�the�cylinder�head.
The�combination�of�exhaust�turbocharger,�Valvetronic�and�direct�fuel�injection�is�known�as�Turbo
Valvetronic�Direct�Injection�(TVDI).
12
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�cylinder�head�with�Valvetronic
Index Explanation
1 VANOS,�intake�side
2 VANOS,�exhaust�side
3 Roller�tappet,�high�pressure�pump
4 Eccentric�shaft
5 Torsion�spring
6 Gate
7 Intermediate�lever
8 Valvetronic�servomotor
13
N63TU�engine.
2.�Engine�mechanics.
2.1.4.�Cylinder�head�cover
Design
The�cylinder�head�cover�is�a�new�design�with�adapted�crankcase�ventilation�and�line�routing.�A
ventilation�register�with�an�additional�ventilation�line�is�used.�Each�bank�has�its�own�oil�separator.�An
additional�line�from�the�crankcase�ventilation�to�the�air�intake�system�is�not�used�as�corresponding
bore�holes�for�the�individual�intake�ports�are�integrated�in�the�cylinder�head.
The�camshaft�sensors�are�positioned�on�the�front�of�the�cylinder�head�cover.
To�separate�the�oil�contained�in�the�blow-by�gas,�a�labyrinth�oil�separator�is�used.�A�pre-separator�(7)
and�a�fine�cobbing�plate�with�small�air�vents�(6)�are�in�the�flow�direction.�The�oil�drops�are�separated�at
these�barriers�and�return�to�the�cylinder�head�via�the�return�line�(9�and�10).�An�impact�surface�(5)�with
an�upstream�fleece�ensures�further�separation�of�oil�particles.�The�oil�return�(10)�is�equipped�with�a
non-return�valve�in�order�to�prevent�direct�intake�of�blow-by�gasses�without�separation.�If�the�oil�level
increases�in�this�pipe,�the�non-return�valve�opens�and�the�oil�drops�into�the�cylinder�head.�Finally�the
cleaned�blow-by�gases�are�re-fed�into�the�intake�system�depending�on�the�operating�condition�of�the
engine�via�the�non-return�valve�(1)�or�via�the�volume�control�valves�(12�and�3).
14
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�cylinder�head�cover�with�crankcase�ventilation
Index Explanation
1 Non-return�valve�for�the�clean�air�pipe�with�leak�hole
2 Purge�air�line
3 Intake�pipe�with�volume�control�valve
4 Line�to�clean�air�pipe
5 Impact�surface�with�upstream�fleece
15
N63TU�engine.
2.�Engine�mechanics.
Index Explanation
6 Fine�cobbing�plate�with�small�air�vents
7 Pre-separator
8 Inlet�for�blow-by�gases
9 Oil�return
10 Oil�return�with�non-return�valve
11 Connecting�line�via�blow-by-gas�channel�for�the�intake�port
12 Volume�control�valve�for�the�air�intake�system�with�throttle�function
13 Oil�separator
Crankcase�ventilation�in�naturally�aspirated�engine�operation
In�the�naturally�aspirated�engine�operation�there�is�a�vacuum�in�the�air�intake�system�(12).�The�two
volume�control�valves�(3)�are�opened.�The�cleaned�blow-by�gases�reach�the�inlet�areas�of�both�banks
and�thus�the�air�intake�system�through�the�left�oil�separator�via�the�intake�pipe�(5)�and�ducts�in�the
cylinder�head�(19).�As�there�is�a�risk�that�oil�may�be�drawn�in�via�the�crankcase�ventilation�in�the�case
of�large�vacuums,�the�volume�control�valve�has�a�throttle�function�and�limits�the�flow�and�thus�also�the
pressure�level�in�the�crankcase.
The�vacuum�in�the�crankcase�ventilation�keeps�the�non-return�valves�(2�and�6)�closed.�Fresh�air�flows
from�both�clean�air�pipes�through�the�right�oil�separator�into�the�inside�of�the�engine�via�the�leakage
holes.�The�vacuum�in�the�crankcase�ventilation�is�thus�restricted.�At�the�same�time�the�chemical
ageing�of�the�lubricating�oil�and�also�the�water�content�in�the�blow-by�gases�are�reduced�by�flushing
the�crankcase�with�fresh�air.
16
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�overview�of�crankcase�ventilation�in�the�naturally�aspirated�engine�operation
Index Explanation
B Ambient�pressure
C Vacuum
D Exhaust�gas
E Oil
F Blow-by�gases
1 Leakage�hole�in�the�housing�of�the�non-return�valve
2 Non-return�valve�for�the�clean�air�pipe
3 Volume�control�valve�for�the�air�intake�system�with�throttle�function
4 Purge�air�line
5 Intake�system�from�bank�2�to�bank�1
17
N63TU�engine.
2.�Engine�mechanics.
Index Explanation
6 Line�to�the�clean�air�pipe�with�non-return�valve�and�leakage�hole
7 Clean�air�pipe
8 Oil�separator
9 Charge�air�cooler
10 Intake�silencer�with�hot�film�air�mass�meter�7
11 Throttle�valve
12 Intake�manifold
13 Oil�return
14 Ventilation�duct
15 Crank�chamber
16 Oil�sump
17 Exhaust�turbocharger
18 Oil�return�duct
19 Duct�in�the�cylinder�head
N63TU�engine,�components�of�the�crankcase�ventilation�in�the�naturally�aspirated�engine�operation
18
N63TU�engine.
2.�Engine�mechanics.
Index Explanation
1 Fresh�air�supply�via�leakage�holes�when�non-return�valves�are�closed
2 Volume�control�valves�open
3 Infeed�of�the�blow-by�gases�to�the�inlet�area�of�the�cylinder�head
4 Supply�of�scavenging�air�via�the�oil�separator�to�the�crankcase
5 Purge�air�line
6 Intake�of�blow-by�gases�to�the�oil�separator
7 Intake�of�the�cleaned�blow-by�gases�via�ducts�to�the�inlet�area�of�the�cylinder
head
Crankcase�ventilation�in�charged�operation
In�charged�operation�the�pressure�in�the�intake�system�(12)�increases�and�thus�closes�the�volume
control�valves�(3).�As�there�is�a�vacuum�in�this�operating�condition�in�the�clean�air�pipe�(7),�the�non-
return�valves�(2�and�6)�for�the�clean�air�pipe�thus�open�and�the�cleaned�blow-by�gases�are�conveyed�via
the�compressor�of�the�exhaust�turbocharger�and�the�charge�air�cooler�(9)�into�the�air�intake�system.
19
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�overview�of�ventilation�in�charged�operation
Index Explanation
A Charging�pressure
C Vacuum
D Exhaust�gas
E Oil
F Blow-by�gases
1 Leakage�hole�in�the�housing�of�the�non-return�valve
2 Non-return�valve�for�the�clean�air�pipe�open
3 Volume�control�valves�for�the�intake�system�with�throttle�function,�closed
4 Purge�air�line
5 Intake�pipe�from�bank�2�to�bank�1
20
N63TU�engine.
2.�Engine�mechanics.
Index Explanation
6 Line�to�the�clean�air�pipe�with�open�non-return�valve
7 Clean�air�pipe
8 Oil�separator
9 Charge�air�cooler
10 Intake�silencer�with�hot�film�air�mass�meter�7
11 Throttle�valve
12 Intake�system
13 Oil�return
14 Ventilation�duct
15 Crank�chamber
16 Oil�sump
17 Exhaust�turbocharger
18 Oil�return�duct
19 Duct�in�the�cylinder�head
N63TU�engine,�components�of�the�crankcase�ventilation�in�charged�operation
Index Explanation
1 Non-return�valves�for�the�clean�air�pipe�open
2 Intake�of�blow-by�gases�to�the�oil�separator
3 Volume�control�valves�closed
21
N63TU�engine.
2.�Engine�mechanics.
2.1.5.�Oil�sump
The�oil�sump�is�made�from�aluminium.�It�is�designed�as�a�one-piece�component,�known�from�the
N63TU�engine.�The�oil�filter�is�integrated�in�the�upper�oil�sump�section.
The�oil�pump�is�screwed�to�the�upper�oil�sump�section�and�driven�via�a�chain�by�the�crankshaft.�The�oil
deflector�is�integrated�in�the�upper�oil�sump�section.�The�oil�drain�plug�is�not�used�in�the�oil�filter�cover
for�cost�reasons.
N63TU�engine,�upper�oil�sump�section�with�oil�pump
Index Explanation
1 Oil�level�sensor
2 Intake�pipe�for�the�pressure�pump
3 Pendulum�slide�cell�pump
4 Chain�drive�of�the�crankshaft
5 Oil�pressure�switch
6 Oil�filter�cover�without�oil�drain�plug
7 Oil�temperature�sensor
8 Connection�from�the�engine�oil�cooler
9 Connection�to�the�engine�oil�cooler
22
N63TU�engine.
2.�Engine�mechanics.
2.2.�Crankshaft�drive
The�crankshaft�with�connecting�rod�and�piston�has�changes�in�comparison�to�the�N63�engine.�The
weight�of�the�crankshaft�has�been�optimised�and�the�connecting�rods�are�no�longer�diagonal,�but�have
an�even�pitch.�The�piston�weight�was�also�reduced.
N63TU�engine,�crankshaft�drive�with�connecting�rod�and�piston
Index Explanation
1 Crankshaft
2 Powertrain�for�oil�pump
3 Powertrain�for�camshafts
2.2.1.�Crankshaft�with�bearings
Crankshaft
The�crankshaft�of�the�N63TU�engine�has�a�stroke�of�88.3�mm�and�is�made�of�the�material�C38.�It�is�a
forged�crankshaft�with�a�hardened�surface�layer�and�six�balance�weights.
Crankshaft�bearings
The�crankshaft�is�supported�by�five�bearings.�The�two-material�thrust�bearing�is�located�in�the�middle
at�the�third�bearing�position.�Robust�lead-free�two-material�bearings�are�used.
23
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�crankshaft�bearings
Index Explanation
1 Upper�bearing�shell�with�groove�and�oil�hole
2 Thrust�bearing�with�groove�and�oil�hole
3 Lower�bearing�shell�without�groove
The�identification�markings�for�the�bearings�are�stamped�on�the�crankcase�and�on�the�crankshaft.
Refer�to�the�repair�instructions�if�the�crankshaft�is�to�be�fitted�with�new�bearings.
2.2.2.�Connecting�rod�with�bearing
Connecting�rod
The�connecting�rod�of�the�N63TU�engine�has�been�redesigned.�It�is�a�cracking�forged�connecting
rod�with�even�pitch.�A�shaped�bore�is�fitted�in�the�small�connecting�rod�eye.�The�force�acting�from�the
piston�via�the�gudgeon�pin�is�optimally�distributed�to�the�bushing�surface�by�this�shaped�bore�and�the
edge�load.
24
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�cracked�connecting�rod�with�even�pitch
Bearings
The�connecting�rod�bearing�shells�are�lead-free�and�robust�electroplated�bearings�are�used.�The
bearing�pairs�are�marked�in�red/blue.�The�blue�bearing�is�on�the�rod�side,�the�red�bearing�is�installed�on
the�cover.
2.2.3.�Piston�with�piston�rings
Cast�pistons�with�a�Mahle�piston�ring�package�are�used.�The�piston�crown�shape�is�adapted
accordingly�to�the�combustion�process,�the�valve�positions�and�the�use�of�the�injectors�with�multiple
nozzles.�The�gudgeon�pin�was�manufactured�3�mm�shorter�as�a�result�of�the�new�piston�and�is�now
57�mm�long.�The�piston�weight�was�reduced�by�60�g�per�piston�with�the�new�design�despite�the
increased�ignition�pressure.
25
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�cast�piston�with�piston�rings
Index Explanation
1 Plain�rectangular�compression�ring�with�ball-shaped�tyre�tread�(B-ring)
2 Taper�faced�piston�ring�(NM-ring)
3 Oil�scraper�ring�with�spiral�expander�(DSF-ring)
2.3.�Camshaft�drive
A�toothed�sleeve-type�chain�with�142�elements�is�used�per�bank�for�the�drive�of�the�installed
camshafts.�This�is�supplied�with�oil�via�the�oil�spray�nozzle�in�the�chain�tensioner.�Tensioning�rail,�guide
and�slide�rails�are�now�different�parts�for�both�banks.�The�tensioning�rail�with�an�integrated�thrust�piece
is�made�completely�from�plastic.
26
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�camshaft�drive
Index Explanation
1 VANOS,�exhaust�side
2 VANOS,�intake�side
3 Chain�tensioner
4 Tensioning�rail
5 Tooth-type�chain
6 Crankshaft�gear
2.4.�Valve�gear
2.4.1.�Design
In�the�N63TU�engine�the�fully�variable�valve�lift�control�is�also�used�in�addition�to�double�VANOS.�The
valve�gear�itself�comprises�known�components.
27
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�valve�gear
Index Explanation
1 Exhaust�camshaft
2 Intake�camshaft
3 Gate
4 Intermediate�lever
5 Torsion�spring
6 Valvetronic�servomotor
7 Valve�spring,�intake�valve
8 VANOS,�intake�side
9 Intake�valve
10 Exhaust�valve
11 Valve�spring,�exhaust�valve
12 VANOS,�exhaust�side
28
N63TU�engine.
2.�Engine�mechanics.
Camshafts
The�N63TU�engine�possesses�the�known�camshafts�in�a�lightweight�construction.�All�cams�are�forced
onto�knurled�points.
N63TU�engine,�built-up�camshafts
Index Explanation
1 Exhaust�camshaft
2 Intake�camshaft
29
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�valve�cams
Index Explanation
1 Valve�lift�[mm]
2 Crankshaft�degrees�[°KW]
3 Exhaust�valve�open
4 Intake�valve�open
5 Opening�period�of�exhaust�valve
6 Exhaust�valve�closes
7 Intake�valve�closes
8 Opening�period�of�intake�valve
Technical�data�of�valve�gear
N63B44O0 N63B44O1
Intake�valve�dia.�/�Shaft�diameter [mm] 33.0/6 33.2/6
Exhaust�valve�dia./Shaft�dia. [mm] 29/6 29/6
Maximum�valve�lift,�intake/exhaust�valve [mm] 8.8/9.0 8.8/9.0
VANOS�adjustment�range,�intake [crankshaft 50 70
degrees]
VANOS�adjustment�range,�exhaust [crankshaft 50 55
degrees]
30
N63TU�engine.
2.�Engine�mechanics.
Spread,�intake�camshaft [crankshaft 70�–�120 55�–�125
degrees]
Spread,�exhaust�camshaft [crankshaft 64�–�114 60�–�115
degrees] (cylinders�2,4,7,8)
70�-�120
(cylinders�1,3,5,6)
Opening�period,�intake�camshaft [crankshaft 231 260
degrees]
Opening�period,�exhaust�camshaft [crankshaft215�(cylinders�2,4,7,8) 252
degrees] 231�(cylinders�1,3,5,6)
Intake�and�exhaust�valves
The�intake�and�exhaust�valves�both�have�a�shaft�diameter�of�6�mm.�The�exhaust�valves�are�hollow�and
filled�with�natrium.�This�results�in�improved�and�quicker�heat�dissipation.
2.4.2.�Valvetronic
The�Valvetronic�comprises�fully�variable�valve�lift�control�and�variable�camshaft�timing�control�(double
VANOS),�which�makes�the�closing�time�of�the�intake�valve�freely�selectable.
Valve�lift�control�is�performed�on�the�intake�side,�while�camshaft�control�is�performed�on�both�the
intake�and�exhaust�sides.
Throttle-free�load�control�is�only�possible�if:
• the�valve�lift�of�the�intake�valve
• and�camshaft�adjustment�of�the�intake�and�exhaust�camshafts�are�variably�controllable.
Result:
The�opening�and�closing�times�and�thus�the�opening�period�and�the�lift�of�the�intake�valve�are�freely
selectable.
VANOS
The�components�of�VANOS�(variable�camshaft�timing�control)�known�from�the�N55�engine�are�used.�In
the�process:
• The�adjustment�range�of�the�VANOS�was�increased�from�50°�to�70°�through�the�use�of�four
instead�of�five�flanks
• The�weight�was�reduced�from�1050�g�to�650�g�through�the�use�of�aluminium�instead�of�steel.
31
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�VANOS�with�oil�supply
Index Explanation
1 Oil�duct�for�timing�advance
2 Rotor
3 Oil�duct�for�timing�retardation
4 VANOS,�exhaust�side
5 VANOS,�intake�side
6 VANOS�solenoid�valve,�intake�side
7 VANOS�solenoid�valve,�exhaust�side
Valve�lift�control
As�can�be�seen�in�the�following�diagram,�the�Valvetronic�servomotor�is�attached�at�the�intake�side�to
the�cylinder�head.�The�eccentric�shaft�sensor�is�integrated�in�the�Valvetronic�servomotor.
The�system�uses�Valvetronic�III,�which�is�already�used�in�the�N55�engine.
The�roller�cam�follower�of�the�intake�side�and�the�intermediate�lever�are�made�from�sheet�metal�and
divided�into�various�classes.�This�can�be�seen�on�the�punched-on�numbers.
32
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�valve�lift�control
Index Explanation
1 VANOS,�exhaust�side
2 Exhaust�camshaft
3 Roller�cam�follower
4 Hydraulic�valve�clearance�compensation�HVCC
5 Valve�spring�on�exhaust�side
6 Exhaust�valve
7 Intake�valve
8 Hydraulic�valve�clearance�compensation�HVCC
9 Valve�spring�on�intake�side
33
N63TU�engine.
2.�Engine�mechanics.
Index Explanation
10 Roller�cam�follower
11 Valvetronic�servomotor
12 Eccentric�shaft
13 Spring
14 Intermediate�lever
15 Intake�camshaft
16 VANOS,�intake�side
2.5.�Belt�drive
The�belt�drive�has�been�adopted�from�the�N63�engine�and�remains�unchanged.
The�belt�drive�includes�a�main�belt�drive�with�an�alternator,�coolant�pump�and�power�steering�pump.
The�main�belt�drive�is�operated�with�a�tensioning�pulley�with�torsion�spring�tensioner.
The�secondary�belt�drive�includes�the�air�conditioning�compressor�and�is�equipped�with�an�elastic�belt.
The�revolver�tensioning�system�known�from�the�N63�engine�is�used�for�replacing�the�elastic�belt.
34
N63TU�engine.
2.�Engine�mechanics.
N63TU�engine,�belt�drive
Index Explanation
1 Belt�pulley,�alternator
2 Belt
3 Belt�pulley,�coolant�pump
4 Belt�pulley,�power�steering�pump
5 Belt�tensioner
6 Belt�pulley,�crankshaft
7 Belt�pulley,�A/C�compressor
35
N63TU�engine.
3.�Oil�supply.
3.1.�Overview
The�following�graphics�provide�an�overview�of�the�oil�supply�and�show�the�hydraulic�circuit�diagram
and�the�actual�layout�of�the�oil�ducts�in�the�engine.
3.1.1.�Hydraulic�circuit�diagram
N63TU�engine,�hydraulic�circuit�diagram
36
N63TU�engine.
3.�Oil�supply.
Index Explanation
A Oil�sump
B Crankcase
C Cylinder�head�2�x
D Chain�tensioner
E VANOS�valve,�intake
F VANOS�valve,�exhaust
1 Oil�sump
2 Volume-controlled�pendulum�slide�cell�pump
3 Pressure�limiting�valve
4 Oil�filter
5 Filter�bypass�valve
6 Thermostat
7 Oil�cooler�(oil-air�heat�exchanger)
8 Oil�pressure�switch
9 Oil�temperature�sensor
10 Oil�spray�nozzles�for�piston�crown�cooling
11 Lubrication�point�on�crankshaft�main�bearing
12 Lubrication�points�on�exhaust�turbocharger
13 Non-return�valve,�cylinder�head
14 Lubrication�points�on�camshaft�bearing
15 Oil�spray�nozzle�for�timing�chain
16 Chain�tensioner
17 Hydraulic�valve�clearance�compensating�elements�(16�x)
18 Non-return�valve
19 Strainer
20 VANOS�solenoid�valve
21 Swivel�motor
22 Non-return�valve
23 Strainer
24 VANOS�solenoid�valve
25 Swivel�motor
37
N63TU�engine.
3.�Oil�supply.
3.2.�Oil�pump�and�pressure�regulation
The�N63TU�engine�is�equipped�with�a�volume-flow-controlled�oil�pump.�It�is�driven�over�a�chain�by�the
crankshaft.�It�is�a�pendulum�slide�cell�pump�whose�controller�functions�similar�to�the�N63�engine.�The
width�of�the�housing�was�reduced�by�6�mm�and�only�has�an�overall�width�of�40�mm.�The�function�is�the
same�as�the�existing�pendulum�slide�cell�pump.�The�intake�snorkel�is�positioned�deep�in�the�rear�area
of�the�oil�sump�to�guarantee�a�definite�oil�supply.
Information�on�the�operating�principle�of�a�volume-flow-controlled�oil�pump�can�be�found�in�the
product�information�bulletin�"N63�Engine".
3.2.1.�Oil�pump
N63TU�engine,�oil�pump�with�counterbalance�shafts
Index Explanation
1 Oil�pump�outlet
2 Oil�return�to�the�oil�chamber
3 Pressure�limiting�valve�(maximum�18�bar)
4 Intake�pipe
5 Pendulum�slide�with�a�width�of�40�mm
6 Oil�chamber�for�pendulum�slide
7 Drive�for�oil�pump�shaft
38
N63TU�engine.
3.�Oil�supply.
3.3.�Oil�cooling�and�filtering
The�N63TU�engine�possesses�the�full-flow�oil�filter�familiar�from�the�N63�engine.�It�is�screwed�into
the�oil�sump�from�below.�The�oil�drain�plug�is�not�used�in�the�oil�filter�cover.�A�filter�bypass�valve�is
integrated�in�the�oil�filter�housing.
N63TU�engine,�oil�filter�module
39
N63TU�engine.
3.�Oil�supply.
Index Explanation
1 Thermostat
2 Connection�for�engine�oil�cooler
3 Engine�oil�cooler
3.3.1.�Oil�cooling
The�N63TU�engine�has�an�air-coolant�heat�exchanger�for�cooling�the�engine�oil�which�is�attached
below�the�cooling�module.�To�make�possible�quick�heating-up�of�the�engine�oil,�a�thermostat�is
integrated�in�the�oil�sump.�The�thermostat�releases�the�supply�to�the�oil�cooler�from�an�engine�oil
temperature�of�100�°C.
3.3.2.�Oil�filtering
Naturally�the�N63TU�engine�has�a�filter�bypass�valve�which�can�open�a�bypass�round�the�filter�if,�for
example,�the�engine�oil�is�cold�and�viscous.�This�occurs�if�the�pressure�difference�between�before�and
after�the�filter�exceeds�approx.�2.5�bar.�The�permissible�pressure�difference�has�been�increased�from
2.0�to�2.5 bar�in�order�to�protect�the�lead-free�crankshaft�and�connecting�rod�bearings.�This�ensures
that�the�filter�is�bypassed�much�less�frequently�and�any�dirt�particles�are�reliably�filtered�out.�The�filter
bypass�valve�is�integrated�in�the�oil�filter�housing.
3.4.�Oil�monitoring
3.4.1.�Oil�level
For�monitoring�the�oil�level�the�familiar�oil�level�sensor�is�used�which�is�already�available�in�the�N20�and
N55�engine�with�vehicle�electrical�system�BN�2020.
3.5.�Oil�spray�nozzles
In�the�N63TU�engine�too,�the�components�which�cannot�be�reached�directly�by�an�oil�duct�are
lubricated�and/or�cooled�by�oil�spray�nozzles.
3.5.1.�Piston�crown�cooling
The�oil�spray�nozzles�for�piston�crown�cooling,�as�used�in�the�N63TU�engine,�are�in�principle�familiar.
They�incorporate�a�non-return�valve�to�enable�them�to�open�and�close�only�from�a�specific�oil�pressure.
Each�cylinder�has�its�own�oil�spray�nozzle,�which�obtains�the�correct�installation�position�through�its
styling.�In�addition�to�the�piston�crown�cooling,�these�are�also�responsible�for�the�lubrication�of�the
gudgeon�pins.
40
N63TU�engine.
3.�Oil�supply.
N63TU�engine,�oil�spray�nozzles�for�the�piston�crown�cooling
Index Explanation
1 Oil�spray�nozzle
Opening�pressure 2.25�-�2.65�bar
Closing�pressure 2.0 bar
3.5.2.�Chain�drive
The�chain�drive�in�the�N63TU�engine�is�divided�into�an�upper�section,�the�camshaft�drive,�and�a�lower
section,�the�oil�pump�drive.
Camshaft�drive
The�oil�spray�nozzles�for�the�lubrication�of�the�timing�chains�are�integrated�in�the�respective�chain
tensioner�of�the�banks.�They�spray�the�oil�directly�onto�the�timing�chain.�A�throttle�in�the�oil�spray
nozzle�limits�the�emerging�oil.�The�timing�chain�of�the�camshaft�drive�is�designed�as�a�toothed�sleeve-
type�chain.
41
N63TU�engine.
3.�Oil�supply.
N63TU�engine,�chain�tensioner�with�oil�spray�nozzle�for�timing�chain
Index Explanation
1 Toothed�sleeve-type�chain�with�142�elements
2 Oil�spray�nozzle
3 Chain�tensioner
Oil�pump�drive
The�oil�pump�is�driven�via�a�sleeve-type�chain�by�the�crankshaft.�The�sleeve-type�chain�is�kept
tensioned�by�a�tensioning�rail.�The�secondary�drive�is�lubricated�via�the�oil�sump.
3.5.3.�Camshaft
The�oil�supply�of�the�chain�tensioner,�the�hydraulic�valve�clearance�compensating�elements�and�the
bearing�positions�in�the�cylinder�head�is�effected�via�a�rising�pipe�from�the�engine�housing�in�the
cylinder�head.�A�non-return�valve�in�the�cylinder�head�in�the�rising�pipe�prevents�the�oil�duct�idling.
3.5.4.�Valvetronic�servomotor
The�worm�gear�for�adjusting�the�eccentric�shaft�is�lubricated�using�the�oil�spray�from�the�camshaft.
42
N63TU�engine.
4.�Cooling.
The�cooling�system�too�demonstrates�similarities�with�the�N63�engine.�The�engine�and�charge�air
cooling�both�have�separate�cooling�circuits.�In�the�cooling�circuit�of�the�charge�air�cooling�the�cooling
for�both�control�units�of�the�Digital�Engine�Electronics�was�integrated.
4.1.�System�overview
N63TU�engine,�cooling�circuit,�ECE�version
Index Explanation
A Electric�coolant�pump�for�the�cooling�circuit�of�the�charge�air�and�DME
B Ventilation�line�for�charge�air�cooling
C Charge�air�cooler
D Digital�Engine�Electronics�DME�1
E Digital�Engine�Electronics�DME�2
43
N63TU�engine.
4.�Cooling.
Index Explanation
F Expansion�tank
G Cross-flow�cooler�for�the�cooling�circuit�of�charge�air�and�DME
1 Radiator
2 Radiator�for�the�transmission�oil�cooling
3 Coolant�temperature�sensor�at�radiator�outlet
4 Electric�fan
5 Map�thermostat�with�heating�element
6 Electric�auxiliary�water�pump�for�exhaust�turbocharger�cooling
7 Temperature-dependent�coolant�pump
8 Exhaust�turbocharger
9 Heat�exchanger
10 Duo�valve
11 Electric�auxiliary�water�pump�for�vehicle�heating
12 Ventilation�line�for�banks
13 Coolant�temperature�sensor�at�engine�outlet
14 Expansion�tank
15 Coolant�filler�pipe
16 Ventilation�line�for�cooling�circuit,�engine
17 Transmission�oil-to-coolant�heat�exchanger
4.1.1.�Cooling�circuit,�engine
The�engine�cooling�is�realised�via�a�conventional�coolant�pump�with�a�map�thermostat.�The�impeller
has�a�diameter�of�70�mm.�The�volumetric�flow�of�the�coolant�may�be�influenced�by�the�use�of�a�new
mechanical�function�which�will�be�explained�in�detail�in�due�course.�Overall�different�versions�of�the
cooling�system�can�be�installed�depending�on�the�equipment�and�national-market�version�of�the
vehicle.�The�ECE�version�is�described�below.�There�is�also�the�variant�for�hot�countries.�In�this�case�an
auxiliary�radiator�is�connected�to�the�cooling�circuit�in�the�direction�of�travel�on�the�left.�The�additional
radiator�is�equipped�with�a�non-return�valve�with�compression�spring�to�prevent�a�return�by�the�electric
auxiliary�water�pump�in�the�case�of�a�low�volumetric�flow�of�the�coolant.�In�addition�to�this�version,
there�is�also�the�ECE�version�with�auxiliary�heater.
The�electric�fan�has�a�nominal�power�of�850 W.
The�following�graphics�show�the�installation�locations�and�layout�of�the�components.
44
N63TU�engine.
4.�Cooling.
N63TU�engine,�cooling�circuit,�engine,�ECE�version
Index Explanation
1 Radiator
2 Radiator�for�the�transmission�oil�cooling
3 Coolant�temperature�sensor�at�radiator�outlet
4 Electric�fan
5 Map�thermostat�with�heating�element
6 Electric�auxiliary�water�pump�for�exhaust�turbocharger�cooling
7 Temperature-�and�speed-dependent�coolant�pump
8 Exhaust�turbocharger
9 Heat�exchanger
10 Duo�valve
45
N63TU�engine.
4.�Cooling.
Index Explanation
11 Electric�auxiliary�water�pump�for�vehicle�heating
12 Ventilation�line�for�banks
13 Coolant�temperature�sensor�at�engine�outlet
14 Expansion�tank
15 Coolant�filler�pipe
16 Ventilation�line�for�cooling�circuit,�engine
17 Transmission�oil-to-coolant�heat�exchanger
46
N63TU�engine.
4.�Cooling.
Components�Cooling�circuit,�engine�without�exhaust�turbocharger
N63TU�engine,�components�for�cooling�system�of�engine�without�exhaust�turbocharger,�ECE�version
Index Explanation
1 Electric�auxiliary�water�pump
2 Coolant�pump
3 Duo�valve
4 Expansion�tank
5 Filling�cup
6 Coolant�temperature�sensor�at�engine�outlet
47
N63TU�engine.
4.�Cooling.
Index Explanation
7 Electric�fan
8 Radiator
9 Plug�connection�for�electric�fan
10 Coolant�temperature�sensor�at�radiator�outlet
11 Map�thermostat
12 Return�of�heated�coolant�from�engine�housing�to�coolant�pump
13 Supply�of�cooled�coolant�via�impeller�to�the�engine�housing
14 Heat�exchanger
15 Coolant�level�sensor
Temperature-dependent�coolant�pump
A�thermal�actuator�(5)�with�an�adjusting�piston�(4)�made�from�plastic�is�now�integrated�in�the�coolant
pump.�The�adjusting�piston�is�positioned�over�an�inner�second�preloaded�spring�(3)�and�is�supported
at�the�lower�end�over�the�thermal�actuator.�The�adjusting�piston�can�thus�be�moved�upwards�over
the�thermal�actuator,�but�axial�movement�is�also�allowed.�The�thermal�actuator�is�secured�over�a�long
preloaded�spring�(2)�with�the�cover�(1)�in�the�coolant�housing.
The�adjusting�piston�(4)�reaches�over�a�lug�into�the�groove�of�the�ring�valve�(6),�which�can�move
outwards�on�the�fixed�ring�insert�(7)�via�guiding�grooves.�It�is�thus�possible�to�fade�the�impeller�(8)�by
the�ring�valve�(6).
48
N63TU�engine.
4.�Cooling.
N63TU�engine,�components�of�the�temperature-dependent�coolant�pump,�not�in�USA�and�South�Korea
Index Explanation
1 Cover
2 Spring�for�thermal�actuator
3 Spring�for�adjusting�piston
4 Adjusting�piston�made�out�of�plastic
5 Thermal�actuator
6 Ring�valve
7 Ring�insert
8 Impeller
The�graphic�below�shows�the�different�positions�of�the�ring�valve.�Upon�a�cold�start�of�the�engine
the�ring�valve�is�positioned�over�the�impeller�so�that�only�a�small�volumetric�flow�of�10%�arises.
The�operating�temperature�of�the�engine�is�thus�reached�quicker�which�results�in�savings�on�fuel
consumption.�If�the�operating�temperature�of�the�coolant�of�80°C�is�exceeded,�the�thermal�actuator
switches�and�moves�the�adjusting�piston.�At�the�same�time�the�ring�valve�is�opened.�The�impeller�is
thus�released�whereby�100%�volumetric�flow�is�available.
49
N63TU�engine.
4.�Cooling.
N63TU�function�of�the�temperature-dependent�coolant�pump,�not�in�USA�and�South�Korea
Index Explanation
1 10%�volumetric�flow�of�the�coolant,�ring�valve�encases�the�impeller
2 100%�volumetric�flow,�ring�valve�releases�the�impeller
In�addition�to�the�temperature-dependent�switch�point�of�the�thermal�actuator�there�is�a�speed-
dependent�safety�function.�This�serves�to�protect�the�engine�from�overheating�if�a�very�high�engine
performance�is�demanded�during�a�cold-start�phase.�From�an�engine�speed�of�3500�rpm�the�impeller
is�released�completely�via�another�adjusting�mechanism�so�that�100%�delivery�rate�is�available.�This
is�realised�via�return�of�the�coolant�pressure�from�the�pressure�auger�directly�to�the�ring�valve.�The
adjusting�piston�is�disconnected�from�the�thermal�actuator�as�described�above�and�acts�against�a
second�preloaded�spring.�In�the�vane�chamber�a�speed-dependent�coolant�pressure�builds�up�which
presses�the�ring�valve�against�the�spring�force�of�the�adjusting�piston�in�an�open�direction.�The�flow
rate�increase�is�effected�without�delay.
In�summary,�a�delivery�rate�by�the�coolant�pump�arises�from:
• 10%�at�coolant�temperature�<�80°C�and�engine�speed�<�3500�rpm
• 100%�at�coolant�temperature�<�80°C�and�engine�speed�>�3500�rpm
• 100%�at�coolant�temperature�>�80�°C.
Components�of�cooling�circuit�of�exhaust�turbocharger
The�mechanical�coolant�pump�is�driven�via�a�belt�and�cannot�be�used�for�cooling�the�exhaust
turbocharger�after�the�engine�has�shut�down.�For�this�reason�there�is�an�electric�coolant�pump,�which
works�at�a�power�of�20�W,�for�this�separate�cooling�circuit.�But�also�during�engine�operation�the�electric
coolant�pump�is�switched�on�taking�into�account�the�coolant�temperature�at�the�engine�outlet:
50
N63TU�engine.
4.�Cooling.
The�after-run�of�the�electric�coolant�pump�can�last�up�to�30�minutes�for�a�stationary�engine�and�when
the�ignition�is�turned�off.�This�is�calculated�on�account�of�the�following�values:
• Engine�oil�temperature
• Injected�fuel�quantity
• Intake�air�temperature
• Exhaust-gas�temperature
• Fuel�temperature.
The�electric�fan�can�run�down�for�a�maximum�of�eleven�minutes.
N63TU,�cooling�circuit�of�the�exhaust�turbocharger�with�electric�auxiliary�water�pump,�ECE�version
Index Explanation
1 Supply�line�to�the�exhaust�turbochargers
2 Return�line�from�the�exhaust�turbochargers�to�the�auxiliary�water�pump
3 Electric�auxiliary�water�pump
4 Coolant�temperature�sensor�at�radiator�outlet
51
N63TU�engine.
4.�Cooling.
Index Explanation
5 Map�thermostat
6 Coolant�temperature�sensor�at�engine�outlet
7 Return�of�the�heated�coolant�from�the�engine�housing�to�the�coolant�pump
housing
8 Supply�of�the�cooled�coolant�to�the�engine�housing
4.1.2.�Cooling�circuit�of�charge�air�cooler�and�DME
An�independent�cooling�system�with�an�electric�coolant�pump�is�used�for�the�cooling�circuit�of�the
charge�air�cooler�and�DME�control�units.�The�cooling�circuit�for�the�charge�air�cooling�and�the�Digital
Engine�Electronics�(DME)�contains�a�cross-flow�radiator�and�two�auxiliary�radiators.
N63TU�engine,�cooling�circuit�of�charge�air�cooling�with�DME,�ECE�version
52
N63TU�engine.
4.�Cooling.
Index Explanation
A Electric�coolant�pump�for�the�cooling�circuit�of�the�charge�air�and�DME
B Ventilation�line�for�charge�air�cooling
C Charge�air�cooler
D Digital�Engine�Electronics�DME�1
E Digital�Engine�Electronics�DME�2
F Expansion�tank
G Cross-flow�cooler�for�the�cooling�circuit�of�charge�air�and�DME
Components�of�the�cooling�circuit�of�charge�air�cooling�with�DME
The�50�W�pump�has�a�self-diagnosis�and�dry-run�protection.�If�the�engine�speed�is�increased�by�15
minutes�over�a�period,�the�auxiliary�water�pumps�are�switched�off�and�a�fault�code�is�stored�in�the�DME.
The�expansion�tank�does�not�have�a�coolant�level�switch�and�does�not�automatically�detect�when�the
fluid�level�is�too�low.
53
N63TU�engine.
4.�Cooling.
N63TU�engine,�components�of�cooling�circuit�of�charge�air�with�DME,�ECE�version
Index Explanation
A Digital�Engine�Electronics�DME�1
B Ventilation�line�for�charge�air�cooling
C Charge�air�cooler
D Expansion�tank
E Digital�Engine�Electronics�DME�2
F Cross-flow�cooler�for�the�cooling�circuit�of�charge�air�and�DME
G Electric�coolant�pump�for�the�cooling�circuit�of�the�charge�air�and�DME
54
N63TU�engine.
4.�Cooling.
4.2.�Heat�management
The�N63TU�engine�has�the�same�heat�management�functions�in�the�Digital�Engine�Electronics�(DME)
as�in�the�N55�engine.�This�comprises�independent�control�of�the�electric�cooling�components�of
electric�fan,�map�thermostat�and�coolant�pumps.
4.2.1.�Auxiliary�water�pump
The�N63TU�engine�also�has�three�further�electric�auxiliary�water�pumps�in�addition�to�the�mechanical
coolant�pump:
• for�heating�the�interior
• for�cooling�the�exhaust�turbocharger
• for�cooling�the�charge�air�cooler�and�the�two�control�units�of�the�Digital�Engine�Electronics.
The�electric�coolant�pump�for�the�cooling�circuit�of�the�charge�air�with�DME�has�a�power�of�50�W.�The
two�others�work�at�a�power�of�20�W.
If�the�coolant�pump�is�removed�and�then�to�be�reused,�it�is�important�to�ensure�that�it�is�set�down�still
filled�with�coolant.�Drying�out�may�cause�the�bearing�positions�to�stick.�The�upshot�of�this�is�that�the
coolant�pump�may�possibly�not�start,�which�in�turn�may�result�in�engine�damage.
Before�installing,�turn�the�impeller�manually�to�ensure�that�it�moves�freely.
4.2.2.�Map�thermostat
The�N63TU�engine�is�fitted�with�a�conventional�map�thermostat�which�has�the�following�technical�data
in�non-electrically�controlled�mode:
• Opening�start�at�105�°C
• Complete�opening�at�120�°C.
In�addition,�an�electric�heater�in�the�map�thermostats�can�be�used�to�make�the�thermostat�open
already�at�a�lower�coolant�temperature.
55
N63TU�engine.
5.�Intake/exhaust�emission�system.
The�intake�and�exhaust�emission�systems�are�in�principle�comparable�with�those�in�the�N63�engine.
The�list�below�itemises�the�most�important�changes�to�the�intake�and�exhaust�emission�systems:
• Flow-optimised�air�intake�duct�with�adaptation�of�the�subshell�to�the�new�cylinder�head�cover
geometry
• Hot�film�air�mass�meter�7
• Adaptation�of�the�intake�system�with�regard�to�the�Valvetronic�servomotor�attached�at�the�side
• Adaptation�of�the�exhaust�system�by�integration�of�the�pipe�elbows�in�the�catalytic�converter
near�the�engine�and�discontinuation�of�the�screw-on�flanges.
5.1.�Overview
N63TU�engine,�air�intake�and�exhaust�emission�systems
56
N63TU�engine.
5.�Intake/exhaust�emission�system.
Index Explanation
1 Throttle�valve
2 Charging�pressure�sensor
3 Charge�air�cooler
4 Intake�silencer
5 Hot�film�air�mass�meter�7
6 Exhaust�turbocharger
7 Wastegate�valve
8 Electropneumatic�pressure�converter
9 Oxygen�sensor�before�catalytic�converter,�control�sensor�LSU�ADV
10 Oxygen�sensor�after�catalytic�converter,�monitoring�sensor�LSF4.2
11 Catalytic�converter
12 Digital�Engine�Electronics�(DME)
13 Charge�air�temperature�and�intake-manifold�pressure�sensor
57
N63TU�engine.
5.�Intake/exhaust�emission�system.
5.2.�Intake�air�system
N63TU�engine,�air�intake�system
Index Explanation
A Intake�air
B Compressed,�heated�charge�air
C Cooled�charge�air
1 Intake�silencer
2 Exhaust�turbocharger�without�blow-off�valve
3 Hot�film�air�mass�meter�7
4 Connection�for�crankcase�ventilation�for�clean�air�pipe
5 Clean�air�pipe
6 Unfiltered�air�pipe
7 Connection�for�tank�vent�valve
58
N63TU�engine.
5.�Intake/exhaust�emission�system.
Index Explanation
8 Charge�air�cooler
9 Charge�air�pipe
10 Charging�pressure�sensor
11 Throttle�valve�with�servomotor
12 Charge�air�temperature�and�intake-manifold�pressure�sensor
13 Intake�manifold
5.2.1.�Intake�silencer
The�N63TU�engine�has�its�own�intake�silencer�for�each�bank.�These�are�fixed�in�the�vehicle�and�hold
the�hot�film�air�mass�meters.
5.2.2.�Hot�film�air�mass�meter
The�N63TU�engine�is�equipped�with�the�hot�film�air�mass�meter�7�which�is�familiar�from�the�N20
engine.
Malfunction�or�disconnection�of�the�hot�film�air�mass�meter�does�not�immediately�result�in�emergency
engine�operation.�However,�impaired�mixture�preparation�and�therefore�poorer�emission�values�are
possible,�which�is�why�the�emissions�warning�lamp�lights�up.
5.2.3.�Intake�manifold
The�volume�of�the�air�intake�system�has�been�optimised�and�it�has�a�flow-optimised�connection�for�the
throttle�body.�It�also�includes�the�charge�air�temperature�and�charging�pressure�sensor.
N63TU�engine,�intake�manifold�with�throttle�valve
59
N63TU�engine.
5.�Intake/exhaust�emission�system.
Index Explanation
1 Throttle�valve
2 Intake�manifold
3 Charge�air�temperature�and�intake-manifold�pressure�sensor
4 Connection�from�tank�vent�valve
5.3.�Exhaust�turbocharger
The�N63TU�engine�has�two�exhaust�turbochargers.�The�compressor�was�slightly�revised�and�is�now
equipped�with�nine�blades�of�the�same�size.�Up�to�now�double�blades�with�five�large�and�five�small
blades�were�used.�A�blow-off�valve�could�thus�be�dispensed�with�for�this�overall�concept.
The�exhaust�turbocharger�has�the�familiar�structure�with�an�adapted�housing�and�a�wastegate�valve,
which�originates�from�the�exhaust�turbocharger�of�the�N13�engine.
N63TU�engine,�exhaust�turbocharger
60
N63TU�engine.
5.�Intake/exhaust�emission�system.
Index Explanation
1 Turbine
2 Bearing�seat
3 Compressor
4 Vacuum�unit
5 Wastegate�valve
For�assembly�precise�alignment�of�the�exhaust�turbocharger�is�necessary.�Please�strictly�observe�the
repair�instructions.
5.3.1.�Function
The�blow-off�valves�at�the�exhaust�turbocharger�are�discontinued�for�this�overall�concept�as�their�job
is�effectively�replaced�by�the�engine�interventions.�The�feasibility�was�supported�by�the�use�of�an
optimised�compressor�which�permits�a�more�stable�pump�design�in�comparison�to�the�predecessor
compressor.
Reasons�for�the�installation�of�a�blow-off�valve�to�date�were:
• Avoidance�of�pump�for�load�shedding�(transition�from�traction�to�coasting/overrun�mode)
• Possible�pumping�causes�pulsating,�acoustic�interference�noise
• Arising�pressure�waves�as�a�result�which�burden�the�thrust�bearing�of�the�exhaust
turbocharger.
In�the�case�of�load�shedding�without�a�blow-off�valve�the�aim�is�to�avoid�a�compressor�pump.�A
pumping�compressor�arises�if�high�pressure�ratios�and�low�mass�flows�occur.�In�contrast�the�engine
measures�are�that�through�the�engine�control�the�target�mass�flow�is�increased�until�the�pump�limit�can
fall�below�the�limit�and�the�charging�pressure�can�dissipate.�The�necessary�mass�flow�is�adjusted�by
activating�the�throttle�valve�and�valve�lift.�Excessive�cylinder�filling�and�the�resulting�high�torque�is�then
torque-controlled�for�example�reduced�via�an�ignition�timing�adjustment�in�retarded�direction.�A�neutral
drivability�is�thus�shown.
5.4.�Exhaust�emission�system
5.4.1.�Exhaust�manifold
The�cast-iron�exhaust�manifold�of�the�N63TU�engine�remains�unchanged�from�its�predecessor.
61
N63TU�engine.
5.�Intake/exhaust�emission�system.
N63TU�engine,�exhaust�manifold
Index Explanation
1 Exhaust�manifold
2 Slide�rail
3 Nut
4 Beaded�metal�gasket
5.4.2.�Catalytic�converter
The�N63TU�engine�has�one�catalytic�converter�per�bank.�The�outlet�hoppers�are�now�single-walled.
The�catalytic�converter�near�the�engine�comprises�first�and�second�monoliths.�The�catalytic�converters
have�decoupling�elements�which�are�also�described�as�expansion�elements.
62
N63TU�engine.
5.�Intake/exhaust�emission�system.
N63TU�engine,�sectional�view�of�the�catalytic�converter
Index Explanation
1 Control�sensor
2 Ceramic�monolith�1
3 Connection�of�the�turbine
4 Monitoring�sensor
5 Ceramic�monolith�2
6 Exhaust�pipe
Oxygen�sensors
The�established�Bosch�oxygen�sensors�are�used:
• Control�sensor:�LSU�ADV
• Monitoring�sensor:�LSF4.2.
The�control�sensor�is�located�ahead�of�the�primary�ceramic�monolith,�as�close�as�possible�to�the
turbine�outlet.�Its�position�has�been�chosen�so�that�all�the�cylinders�can�be�recorded�separately.�The
monitoring�sensor�is�positioned�between�the�first�and�second�ceramic�monoliths.
63
N63TU�engine.
6.�Vacuum�system.
The�vacuum�system�of�the�N63TU�engine�demonstrates�some�changes�to�the�N63�engine.�The
vacuum�reservoir�and�the�pressure�converter�are�in�the�familiar�locations.�The�bolting�points�of�the
vacuum�pump�have�a�new�arrangement�due�to�the�new�cylinder�head.
N63TU�engine,�vacuum�system
Index Explanation
1 Vacuum�pump
2 Connection,�brake�servo
3 Connection�for�secondary�consumer
4 Vacuum�reservoir
5 Vacuum�units�for�wastegate�valves
6 Connection�for�vacuum�line�to�the�electric�changeover�valve�for�vacuum�units
of�exhaust�flaps
7 Electropneumatic�pressure�converter�EPDW�for�wastegate�valves
The�vacuum�pump�as�usual�is�designed�to�have�two�stages�so�that�the�majority�of�the�generated
vacuum�is�made�available�to�the�brake�servo.�The�vacuum�reservoir�is�positioned�in�the�V-room�and�is
now�made�out�of�plastic.
64
N63TU�engine.
7.�Fuel�preparation.
The�N63TU�engine�makes�use�of�high-pressure�injection,�which�was�introduced�in�the�N55�engine.�It
differs�from�high-precision�injection�(HPI)�in�that�it�uses�solenoid�valve�injectors�with�multihole�nozzles.
7.1.�Overview
The�following�overview�shows�the�fuel�preparation�system�of�the�N63TU�engine.�It�essentially
corresponds�to�the�systems�with�direct�fuel�injection�familiar�in�BMW�models.�Only�the�guide�of�the
fuel�line�has�been�adapted�in�the�area�of�the�alternator.
N63TU�engine,�fuel�preparation
Index Explanation
1 Fuel�line
2 Fuel�quantity�control�valve
3 Injector
4 High�pressure�line,�rail�-�injector
65
N63TU�engine.
7.�Fuel�preparation.
Index Explanation
5 Rail
6 High�pressure�line,�high�pressure�pump�to�rail
7 High�pressure�pump
8 Fuel�supply�line
Bosch�high-pressure�fuel�injection�valves�with�the�designation�HDEV5.2�are�used.�The�high�pressure
pump�is�already�known�from�the�4-,�8-�and�12-cylinder�engines.�An�innovation�in�the�N63TU�engine�is
the�fact�that�the�high�pressure�lines�from�rail�to�injector�are�now�no�longer�screwed�at�the�rail�end,�but
welded.
Work�on�the�fuel�system�is�only�permitted�after�the�engine�has�cooled�down.�The�coolant�temperature
must�not�exceed�40�°C.�This�stipulation�must�be�observed�without�fail,�as�otherwise�there�is�a�risk�of
fuel�being�sprayed�back�on�account�of�the�residual�pressure�in�the�high-pressure�fuel�system.
When�working�on�the�high-pressure�fuel�system,�it�is�essential�to�adhere�to�conditions�of�absolute
cleanliness�and�to�observe�the�work�sequences�described�in�the�repair�instructions.�Even�the�slightest
contamination�and�damage�to�the�screwed�fittings�of�the�high-pressure�lines�can�cause�leaks.
When�working�on�the�fuel�system�of�the�N63TU�engine,�it�is�important�to�ensure�that�the�ignition�coils
are�not�fouled�with�fuel.�The�resistance�of�the�silicone�material�is�greatly�reduced�by�sustained�contact
with�fuel.�This�may�result�in�flashovers�on�the�spark�plug�head�and�thus�in�misfires.
• Before�making�any�modifications�to�the�fuel�system,�without�fail�remove�the�ignition�coils�and
protect�the�spark�plug�shaft�against�ingress�of�fuel�by�covering�with�a�cloth
• Before�reinstalling�the�solenoid�valve�injectors,�remove�the�ignition�coils�and�ensure�that
conditions�of�greatest�possible�cleanliness�are�maintained.
• Ignition�coils�heavily�fouled�by�fuel�must�be�replaced.
7.2.�Fuel�pump�control
The�fuel�is�delivered�from�the�fuel�tank�through�the�electric�fuel�pump�via�the�feed�line�at�a�primary
pressure�of�5.9�bar�to�the�high�pressure�pump.�The�on-load�speed�control�is�effected�via�the�DME.�The
low-pressure�sensor�is�dispensed�with.
7.3.�High�pressure�pump
The�known�Bosch�high�pressure�pump�is�used.�This�is�a�single-plunger�pump�which�is�driven�from�the
exhaust�camshaft�via�a�triple�cam.�So�that�sufficient�fuel�pressure�is�guaranteed�in�each�load�condition
of�the�engine,�a�high�pressure�pump�is�used�in�the�N63TU�engine�for�each�bank.
For�further�information�on�the�high�pressure�pump,�please�refer�to�the�"N63�Engine"�product
information�bulletin.
66
N63TU�engine.
7.�Fuel�preparation.
7.4.�Injectors
The�Bosch�HDEV5.2�solenoid�valve�injector�is�an�inward-opening�multihole�valve�–�unlike�the�outward-
opening�piezo�injector�used�in�HPI�engines.�The�HDEV5.2�too�is�characterised�by�high�variability�with
regard�to�spray�angle�and�spray�shape,�and�is�configured�for�a�system�pressure�of�up�to�200�bar.
These�injectors�are�already�used�in�the�N55�and�N20�engine.
For�further�information�on�injector�activation,�refer�to�the�section�entitled�Engine�Electrical�System.
N63TU�engine,�injector
The�stems�of�the�solenoid�valve�injectors�can�only�withstand�a�certain�tensile�force�and�a�certain
torque.�It�is�essential�when�removing�and�installing�the�injectors�to�follow�the�specific�procedure�set
out�in�the�repair�instructions,�as�otherwise�the�injectors�will�suffer�damage.
If�an�injector�was�replaced�or�a�cylinder�replaced,�an�injection�quantity�compensation�must�be
performed.�This�is�performed�with�help�of�a�so-called�adjustment�value.�The�adjustment�value�is
imprinted�on�the�injector�body�with�three�figures.�The�adjustment�value�must�be�read�before�the
installation.
67
N63TU�engine.
8.�Fuel�supply.
The�fuel�supply�is�vehicle-specific.�The�previously�known�components�are�used.
68
N63TU�engine.
9.�Engine�electrical�system.
9.1.�Overview
N63TU�engine,�DME�1/system�wiring�diagram�MEVD17.2.8
69
N63TU�engine.
9.�Engine�electrical�system.
Index Explanation
1 Engine�electronics�Valvetronic�direct�fuel�injection�MEVD17.2.8�DME�1
2 Ambient�pressure�sensor
3 Temperature�sensor
4 FlexRay
5 PT-CAN
6 PT-CAN2
7 Tank�leak�diagnosis,�Natural�Vacuum�Leak�Detection�NVLD�(only�US�version)
8 Zero-gear�sensor�(only�with�automatic�engine�start-stop�function,�manual
gearbox)
9 Car�Access�System�(CAS)
10 Clutch�switch�(with�manual�gearbox�only)
11 Active�cowl�flap�control
12 Relay�for�electric�fan
13 Electric�fan
14 Map�thermostat
15 Exhaust�flaps�(1�valve,�2�flaps)
16 Tank�vent�valve
17 VANOS�solenoid�valve,�intake�camshaft
18 VANOS�solenoid�valve,�exhaust�camshaft
19 Electric�coolant�pump,�exhaust�turbocharger
20 Electropneumatic�pressure�converter�(EPDW)�wastegate
21 Quantity�control�valve
22–25 Injectors
26–29 Ignition�coils
30 Ground
31 Speed�sensor�(manual�gearbox�only)
32 Oxygen�sensor�LSF4.2
33 Oxygen�sensor�LSU�ADV
34 Engine�speed�signal�diagnostic�connector
35 Charging�pressure�sensor�before�throttle�valve
36 Rail�pressure�sensor
37 Charge�air�temperature�and�intake-manifold�pressure�sensor�after�throttle
valve
38 Knock�sensors�1�–�2
39 Knock�sensors�3�-�4
40 Hot�film�air�mass�meter�(HFM)�7
70
N63TU�engine.
9.�Engine�electrical�system.
Index Explanation
41 Camshaft�sensor,�intake�camshaft
42 Camshaft�sensor,�exhaust�camshaft
43 Crankshaft�sensor,�signal�is�looped�through�to�DME�slave
44 Accelerator�pedal�module
45 Throttle�valve
46 Engine�temperature�(sensor�at�housing�of�coolant�pump)
47 Coolant�temperature�at�radiator�outlet
48 Oil�temperature�sensor
49 Oil�pressure�switch
50 Brake�vacuum�sensor�(only�with�automatic�engine�start-stop�function,�manual
gearbox)
51 Valvetronic�servomotor
52 Oil�level�sensor
53 Intelligent�battery�sensor�(IBS)
54 Electric�coolant�pump,�charge�air�cooler�and�Digital�Engine�Electronics�(DME)
55 DC/DC�converter�(for�automatic�engine�start-stop�function)
56 Alternator
71
N63TU�engine.
9.�Engine�electrical�system.
N63TU�engine,�DME�2/system�wiring�diagram�MEVD17.2.8
72
N63TU�engine.
9.�Engine�electrical�system.
Index Explanation
1 Engine�electronics�Valvetronic�direct�fuel�injection�MEVD17.2.8�DME�2
2 Ambient�pressure�sensor
3 Temperature�sensor
4 FlexRay
5 PT-CAN
6 PT-CAN2
7 Car�Access�System�(CAS)
8 Tank�vent�valve
9 VANOS�solenoid�valve,�intake�camshaft
10 VANOS�solenoid�valve,�exhaust�camshaft
11 Relay,�transmission�oil�pump�(manual�gearbox�only)
12 Pressure�converter�(EPDW)
13 Quantity�control�valve
14–17 Injector
18–21 Ignition�coil
22 Ground
23 Oxygen�sensor�LSF4.2
24 Oxygen�sensor�LSU�ADV
25 Charging�pressure�sensor�before�throttle�valve
26 Rail�pressure�sensor
27 Charge�air�temperature�and�intake-manifold�pressure�sensor�after�throttle
valve
28 Knock�sensors�5�-�6
29 Knock�sensors�7�-�8
30 Hot�film�air�mass�meter�(HFM)�7
31 Camshaft�sensor,�intake�camshaft
32 Camshaft�sensor,�exhaust�camshaft
33 Crankshaft�sensor
34 Digital�Engine�Electronics�(DME)�master
35 Throttle�valve
36 NTC�transmission�oil�temperature�(only�with�manual�gearbox)
37 DME�1/�DME�2�encoding
38 Valvetronic�servomotor
73
N63TU�engine.
9.�Engine�electrical�system.
N63TU�engine,�vehicle�connection�module�100�of�DME�1�and�DME�2
74
N63TU�engine.
9.�Engine�electrical�system.
Index Explanation
1 Digital�Engine�Electronics�DME�2
2 Automatic�air�flap�control
3 Electric�fan
4 Solenoid�for�the�automatic�air�flap�control
5 Power�distribution�boxes
6 Electric�auxiliary�water�pump�for�charge�air�and�DME
7 Digital�Engine�Electronics�DME�1
8 Transmission�speed�sensor�(manual�gearbox�only)
9 A/C�compressor
10 Junction�box�(JB)
11 Fuse,�terminal�30B
12 DC/DC�converter�(for�automatic�engine�start-stop�function)
13 Rear�right�power�distribution�box
14 Fuse,�terminal�30
15 Intelligent�battery�sensor�(IBS)
16 Valve,�exhaust�flap
17 Relay�for�electric�fan
18 Tank�leak�diagnosis�(only�for�US�and�South�Korea�versions)
19 Gear�selector�lever�(only�automatic)
20 Integrated�Chassis�Management�(ICM)
21 Accelerator�pedal�module
22 Coupling�switch�module�(manual�gearbox�only)
23 Instrument�cluster
24 Car�Access�System�(CAS)
25 Central�gateway�module�(CGM)
26 Footwell�module�(FRM)
27 Starter�motor
28 Switch�reversing�light�(manual�gearbox�only)
29 Dynamic�Stability�Control�DSC
9.2.�Engine�control�unit
The�N63TU�engine�has�a�Bosch�DME�with�the�designation�MEVD17.2.8.�It�is�strongly�related�to�the
Digital�Engine�Electronics�of�the�N55�engine.�There�is�a�separate�water-cooled�engine�control�unit
fixed�to�the�engine�for�every�bank.�The�actuators�and�sensors�of�bank�one�are�assigned�to�the�DME�1
control�unit,�the�DME�2�control�unit�is�responsible�for�the�functions�of�bank�two.�DME�1�is�the�master
75
N63TU�engine.
9.�Engine�electrical�system.
control�unit�and�also�assumes�all�information�concerning�the�entire�engine,�such�as�turning�on�the
crankshaft�sensor�and�making�it�available�to�the�DME�2�control�unit�directly�or�via�the�bus�system.�Due
to�the�variety�of�sensors�and�actuators�a�distribution�to�two�control�units�was�necessary.
N63TU�engine,�Digital�Engine�Electronics
Index Explanation
1 DME�control�unit,�bank�1
2 Power�distribution�boxes
3 DME�control�unit,�bank�2
Do�not�attempt�any�trial�replacement�of�control�units.
Because�of�the�electronic�immobiliser,�a�trial�replacement�of�control�units�from�other�vehicles�must�not
be�attempted�under�any�circumstances.�An�immobiliser�adjustment�cannot�be�reversed.
The�cooling�of�the�two�control�units�of�the�Digital�Engine�Electronics�is�effected�in�the�N63TU�engine
by�connection�to�the�cooling�circuit�of�the�charge�air�cooling.�An�aluminium�cooling�loop�is�integrated
in�the�housing�base�of�the�control�units�for�this�system.
76
N63TU�engine.
9.�Engine�electrical�system.
The�plug�concept�is�identical�to�the�MEVD17.2�in�the�N55�engine.�There�is�a�logical�division�into�six
modules.
N63TU�engine,�connections�MEVD17.2.8
Index Explanation
1 Module�100,�vehicle�connection,�48�pins
2 Module�200,�sensors�and�actuators�1,�58�pins
3 Module�300,�sensors�and�actuators�2,�58�pins
4 Module�400,�Valvetronic�servomotor,�11�pins
5 Module�500,�DME�supply,�12�pins
6 Module�600,�fuel�injection�and�ignition,�24�pins
9.2.1.�Overall�function
The�Digital�Engine�Electronics�(DME)�is�the�computing�and�switching�centre�of�the�engine�control
system.�Sensors�on�the�engine�and�the�vehicle�deliver�the�input�signals.�The�signals�for�activating
the�actuators�are�calculated�from�the�input�signals,�the�setpoint�values�calculated�using�a�computing
model�in�the�DME�control�unit�and�the�stored�program�maps.�The�DME�control�unit�activates�the
actuators�directly�or�via�relays.
The�DME�control�unit�is�woken�up�via�the�wake-up�line�(terminal�15�Wake�up)�by�the�Car�Access
System�(CAS).
77
N63TU�engine.
9.�Engine�electrical�system.
The�after-run�starts�after�terminal�15�OFF.�The�adaptation�values�are�stored�during�the�after-run.�The
DME�control�unit�uses�a�bus�signal�to�signal�its�readiness�to�"go�to�sleep".�When�all�the�participating
control�units�have�signalled�their�readiness�to�"go�to�sleep",�the�bus�master�outputs�a�bus�signal�and
the�control�units�terminate�communication�five�seconds�later.
The�board�in�the�DME�control�unit�accommodates�two�sensors:�a�temperature�sensor�and�an�ambient
pressure�sensor.�The�temperature�sensor�is�used�to�monitor�the�temperature�of�the�components�in�the
DME�control�unit.�The�ambient�pressure�is�required�for�calculating�the�mixture�composition.
78
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