BMW N62 Engine

The BMW N62 is a V8 engine has kept the Alusil aluminium engine block but the design of the block is completely new compared to its earlier M62 engine. Improvements were made with consideration to its aluminium double overhead camshaft cylinder heads which feature an extra set of roller rocker arms, referred to as 'intermediate arms'. The engine uses SFI fuel injection and also has 4 valves per cylinder for each of its combustion chambers. Included, the engine features an all new design of double VANOS and Valvetronic technology together with new fracture split forged conrods.

Valvetronic was initially used on BMW's mass market engines such as the BMW N42 straight-4, N62 V8, N73 V12 and BMW N52 straight-6 engines. First introduced by BMW on the 316 ti compact in 2001, Valvetronic engines have since been added to many of BMW's engines which are featured in many successfully engineered cars today. 

The N62B44 is a 4.4 Litre or 4398 cc engine with a 92 mm bore and 82.7 mm stroke. There were two versions manufactured by BMW one producing 235 kW or 319 Hp at 6100 rpm and 440 N·m at 3700 RPM and the other 245 kW or 333 Hp at 6100 RPM and 450 N.m at 3600 revolutions per minute.

The N62B48 also came in two versions and both displaced 4.8 litres or 4799 cc. The first engine is a 265 kW or 360 Hp and 500 N.m motor that was fitted to the BMW X5 4.8iS A, while a different set up is used for the 270 kW or 367 Hp version. The cylinder bores were cut to 93 mm and the crank stroked to 88.3 mm respectively.

Valvetronic equipped engines rely on the amount of valve lift, rather than a butterfly valve in the intake manifold throttle body. Valvetronic is a variable valve timing system that offers continuous and precise variable intake valve lift, from 0.3 to 9.7 mm and duration. It operates in conjunction with the independent Double VANOS valve timing system, continuously varying the timing on both intake and exhaust cams.

The intermediate arms, (roller rocker arms), are positioned between the valve stem and the camshaft. These arms are able to pivot on a central point, by means of an extra electronically actuated camshaft and without any movement of the intake camshaft, can vary the intake valve lift from a fully open position to an almost closed position, or idle position.

Now that the intake valves lift have the ability to move from an almost closed position to a fully open position and everywhere in between, the primary means of controlling engine output is transferred from the throttle plates to the intake valve train.

By shortening the duration of the intake valve lift instead of opening the throttle, fuel pumping losses are reduced and fuel economy is drastically improved by the system. By reducing valve lift asymmetrically on multi valve engines, swirl is generated in the combustion chambers thus creating a better air/fuel mixture before detonation occurs.

 

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