BMW N63B44/N63TU Engine


  1. Specifications
  2. Overview, problems
  3. Performance tuning

N63B44 Specs

Manufacturer  Muhich Plant
Also called BMW N63
Production 2008-present
Cylinder block alloy Aluminum
Configuration V8
Valvetrain DOHC
4 valves per cylinder
Piston stroke, mm (inch) 88.3 (3.48)
Cylinder bore, mm (inch) 89 (3.50)
Compression ratio 10
Displacement 4395 cc (268.2 cu in)
Power output 300 kW (408 HP) at 5,500-6,400 rpm
330 kW (450 HP) at 5,500-6,000 rpm (TU)
Torque output 600 Nm (440 lb·ft) at 1,750-4,500 rpm
650 Nm (480 lb·ft) at 1,750-4,500 rpm (TU)
Redline 6,500 rpm
HP per liter 92.8
102.4 (TU)
Fuel type Gasoline
ECU Siemens MSD85
Weight, kg (lbs)
Fuel consumption, L/100 km (mpg)
-City

-Highway
-Combined
for F10 550i
12.7 (18.5)
7.1 (33.1)

9.2 (25.6)
Turbocharger   2 x Garrett MGT22S
Oil consumption , L/1000 km
(qt. per miles)
up to 1.0
(1 qt. per 750 miles)
Recommended engine oil 5W-30
5W-40
Engine oil capacity, L (qt.) 8.5 (9.0)
Oil change interval, km (miles) 7,000-10,000
(4,500-6,000)
Normal engine operating temperature, °C (F) 110-115 (230-240)
Engine lifespan, km (miles)
-Official information
-Real


Tuning, HP
-Max HP
-No life span loss

550+

The engine is installed in BMW 550i F10/F11
BMW 650i F12/F13
BMW 750i/750Li F01/F02
BMW X5 E70
BMW X5 F15
BMW X6 E71
BMW X6 F16
BMW 550i GT F07

BMW N63 engine reliability, problems and repair

The first turbocharged engine BMW V8 was developed in 2008 to replace the naturally aspirated N62B48. For the N63 a new aluminum cylinder block was developed. It had the absolutely new lightweight pistons, rods and crankshaft.

The cylinder heads were developed anew with the changed location of the inlet and the outlet. The diameter of the inlet valves is 33 mm, the diameter of the outlet valves is – 29 mm. Cylinder heads N63 are equipped with the modified variable valve timing system on the inlet and exhaust camshafts Double-VANOS. The characteristics of the stock camshafts of BMW N63: duration 231/231 deg, lift 8.8/9.0 mm. In timing a new toothed chain is used.
The turbocharging system is implemented with the help of two turbochargers Garrett MGT22S, which work concurrently. They are located in vee of engine. The exhaust is also there. The maximal boost pressure of the BMW N63 is 11.5 psi (0.8 bar).
The engine control unit is Siemens MSD85. BMW N63 engine firing order – 1-5-4-8-6-3-7-2.

In 2012 the engine was modified. The pistons with the changed tops were used. Also the new piston rods and adjusted crankshaft were applied. Cylinder heads were developed to use the variable valve lift system Valvetronic III on the inlet valves (as on the N55) and also for the direct fuel injection (TVDI). Camshafts N63TU were new. Their specs are: duration 260/252 deg, lift 8.8/9.0 mm. The variable valve timing system VANOS was also upgraded. The systems of cooling, oil feeding and the intake system were updated. The exhaust system remained the same. The turbocharger impeller was also somewhat upgraded. The engine control unit was replaced with Bosch MEVD17.2.8.
The engines N63 and N63TU were used on the models BMW 50i.

BMW N63 engine modifications and differences

1. N63B44O0 (2008 – 2014) is the base version with the following specs: Power – 408 HP at 5,500-6,400 rpm, 600 Hm of torque at 1,750-4,500 rpm.
2. N63B44O1 (2012 – present) is the updated version of the N63TU. See the list of modification above. The power is 450 HP at 5,500-6,000 rpm, 650 Hm of torque at 2,000-4,500 rpm.

BMW N63 engine common problems and issues

1. High Oil Consumption. This problem is connected with the gummed piston ring grooves and degradation of the piston rings. Such failure may appear on the engines N63 with the distance of run 30,000+ miles (50,000+ km). In such cases it is necessary to make an overhaul with replacing the piston rings.

2. Hydrolock. This trouble may happen as a result of lengthly downtime of the engine. It may be caused by the failed piezo injectors, which were replaced not for once for the time of manufacturing the N63B44. To avoid the problem, it is necessary to replace the injectors by the final revision.

3. Misfire. It mainly happens because of the spark-plugs. To solve the problem you should purchase the plugs of the sport M-series.

Besides, the high oil consumption may be caused by corrosion of the alusil sleeves. Once it’s happened, it is necessary to change the cylinder block. If the location of the turbines between the cylinder rows is not quite appropriate, it causes high concentration of heat emission. There the turbine oil lines also pass. As a result, the tubes get coked and the flow of oil worsens with time. It results in turbine failure. The raised temperature in vee of engine affects the vac pipes, cooling tubes and so on.
To exploit the engine N63 with the minimum of problems, you should always care about its state and maintain it regularly. It will let replacing the failed units with the last versions in time and protecting oneself against some serious problems, to a certain extent.

BMW N63 engine tuning

BMW N63 performance upgrades

It is possible to increase the power of the engine N63 quite quickly and easily. You should just purchase BMW JB4 and on the firmware Stage 1 you will get the extra power 30 HP. If you want it being still more powerful, then buy the downpipes, and on the firmware Stage 2 you will get 60 HP more. These mods are not expensive, and they considerably improve the dynamic characteristics of your BMW. To add about 20 HP more, buy the performance air intake and the bigger intercoolers, such as Dinan, for example. These upgrades all together let winning about 500 HP and the perfect dynamics for your BMW. 

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