| BMW N62 | |
| Production: | 2001-2010 |
| Configuration: | Naturally aspirated 90° V8 |
| Displacement: | 3600cc 4000cc 4398cc 4799cc |
| Bore: | 842NaN2 872NaN2 922NaN2 93mm |
| Stroke: | 81.22NaN2 84.12NaN2 82.72NaN2 88.32NaN2 |
| Valvetrain: | DOHC w/ VVT & VVL |
| Block: | Aluminium |
| Head: | Aluminium |
| Fueltype: | Petrol |
| Fuelsystem: | Port injected |
| Predecessor: | BMW M62 |
| Successor: | BMW N63 |
The BMW N62 is a naturally aspirated V8 petrol engine which was used in BMW cars from 2001–2010. It also remained in small-scale production for the Morgan Aero until 2019.[1] The N62 is the world's first engine to use a continuously variable-length intake manifold,[2] and BMW's first V8 to feature variable valve lift (called Valvetronic).[3] [4] [5]
Unlike its predecessor and successor, there was no M version of the N62.
In the International Engine of the Year awards in 2002, the N62 was awarded "International Engine of the Year", "Best New Engine" and "Above 4-litre" categories.[6]
The N62 was a clean sheet design and not a direct evolution of the M60 engine line that evolved into the M62 engine. The N62 has a bore of 92mm and stroke of 82.7mm for a total displacement of 4,398cc and features double-VANOS variable valve timing on both the intake and exhaust camshafts (the M62 features variable valve timing on only the intake camshaft).[7] As per the M62, the N62 has double overhead camshafts (DOHC) with four valves per cylinder, an aluminium engine block and an aluminium cylinder head. The N62 4.4 featured offset fracture-split forged powdered metal connecting rods and it was also the first V8 and only the second BMW engine to feature Valvetronic technology which on the N62 varies the valve lift of the engine from .03mm to 9.85mm.[8] The redline is 6500 rpm.[4] Valvetronic technology allows for variable valve timing, variable lift and variable duration and the N62 adjusts the lift instead of utilizing the throttle body during normal operation. The engine does feature a throttle body but this is only used for emergency applications in the event of Valvetronic failure, for certain cold start conditions and to maintain a set amount of vacuum in the intake during low load conditions such as cruising on the highway or idling. The vacuum pump mounted on the bank 1 cylinder head only supplies the brake booster and certain auxillaries with vacuum, making the use of the standard TB for manifold vacuum control a requirement for proper functioning of the crankcase ventilation system as well as the fuel evap valve and other emissions related systems.[9]
The N62B44 is the only production engine in the world to feature a continuously variable length intake manifold known as the DIVA intake (not to be confused with the DISA intake as used on many other BMW production engines). The intake length path begins to shorten at 3,500 RPM and is progressively shortened until it reaches it's shortest length at the engine's redline. This maximizes torque throughout the RPM range, producing a much broader torque curve and more peak HP.
Applications:
The N62B48 engine used in the E53 X5 4.8is was a 4.8L variant of the N62B44 which still utilized many features of the N62B44 such as the DIVA intake manifold.
The N62B44 was evolved into the N62B48TU beginning in model year 2005.[10] The N62B48 featured several changes over the N62B44, including an increase in the bore size to 93mm and stroke to 88.3mm which increased the displacement to 4798.52 cc. Other changes include different exhaust manifolds, replacement of the DIVA continuously variable length intake manifold to a DISA two-stage manifold, removal of secondary air injection ports and several small changes to accommodate the longer stroke crankshaft such as more traditional non-offset connecting rods and a deeper oil pan. It also featured different spark plugs, oxygen sensors, engine computer and inlet and exhaust valves with a stem diameter decreased to 5mm from 6mm.
Applications:
| Engine | Displacement | Power | Torque | Year |
|---|---|---|---|---|
| 36001NaN1 | 2000NaN0 at 6,200 rpm | 3600NaN0 at 3,700 rpm | 2001 | |
| 40001NaN1 | 2250NaN0 at 6,300 rpm | 3900NaN0 at 3,500 rpm | 2005 | |
| N62B44 | 43981NaN1 | 2350NaN0 at 6,100 rpm | 4400NaN0 at 3,700 rpm | 2003 |
| 2450NaN0 at 6,100 rpm | 4500NaN0 at 3,600 rpm | 2001 | ||
| 47991NaN1 | 2650NaN0 at 6,200 rpm | 5000NaN0 at 3,500 rpm | 2004 | |
| 2610NaN0 at 6,300 rpm | 4750NaN0 at 3,400 rpm | 2005 | ||
| 2700NaN0 at 6,300 rpm | 4900NaN0 at 3,400 rpm | 2005 | ||
| H1 | 43981NaN1 | 3680NaN0 at 5,500 rpm | 7000NaN0 at 3,500 rpm | 2007 |
| 3900NaN0 at 5,500 rpm | 7250NaN0 at 4,750 rpm | 2007 |
The N62B36 is a 36001NaN1 version. Bore is 841NaN1 and stroke is 81.21NaN1. It produces 200kW at 6,200 rpm and 360Nm at 4,250 rpm. [11]
Applications:
The N62B40 is a 40001NaN1 version. Bore is 871NaN1 and stroke is 84.11NaN1. It produces 225kW at 6,300 rpm and 390Nm at 3,500 rpm. [7]
Applications:
The N62B44 is a 43981NaN1 version. Bore is 921NaN1 and stroke is 82.71NaN1. It produces 245kW at 6,100 rpm and 450Nm at 3,600 rpm. (except for in the X5 model).
Applications:
The N62B48 has a displacement of 47991NaN1, a bore of 931NaN1 and a stroke of 88.31NaN1.
Applications- 261 kW version:
Applications- 265 kW version:
Applications- 270 kW version:
The H1 is a version of the N62B44 made by Alpina. The H1 is based on an N62B44 block with a forged crankshaft from Alpina, high strength Mahle pistons and the addition of an ASA centrifugal supercharger.[14] The H1 has a redline of 6,200 rpm.
Applications- 368 kW
Applications- 390 kW