Engines BMW N62B36, N62B40
Next, after the M62B35, the 8-cylinder piston power unit of light-alloy construction, the N62B36 from BMW Plant Dingolfing, went into mass production, which replaced its famous predecessor. The N62B44 served as the basis for the creation of the engine.
N62B36
In BC N62B36 installed: crankshaft with a piston stroke of 81.2 mm; cylinders with a diameter of 84 mm and new connecting rods.
The cylinder head is similar to the N62B44, except for the diameter of the intake valves, which have become smaller - 32 mm. Exhaust valves remain the same - 29 mm.
Also in the N62B36, the Valvetronic and Double VANOS systems appeared. The power unit is controlled by a Bosch DME ME version with firmware 9.2.
The engine was installed in the BMW 35i until the German automaker began replacing it with a redesigned N2005B62 in 40.
| Key features of the BMW N62B36 | |
|---|---|
| Volume cm3 | 3600 |
| Max power, hp | 272 |
| Max torque, Nm (kgm)/rpm | 360 (37) / 3700 |
| Consumption, l / 100 km | 10.09.2019 |
| A type | V-shaped, 8-cylinder |
| Cylinder diameter, mm | 84 |
| Max power, hp (kW)/r/min | 272 (200) / 6200 |
| Compression ratio | 10.02.2019 |
| The piston stroke, mm | 81.2 |
| Models | 7-Series (735i E65) |
| Resource, outside. km | 400+ |
* The engine number is located near the left paw, under the exhaust manifold.
N62B40
In parallel with the large-capacity N62B48 unit, BMW Plant Dingolfing produced its counterpart, the N62B40, which replaced the N62B36 engine. The basis for the development of this installation was precisely the N62B48, in the BC of which a crankshaft with an 84.1 mm piston stroke and cylinders with a diameter of 87 mm were installed.
The N62B40 cylinder head received improved combustion chambers and valves modified for a new release (with an increased pipe cross section). The material for the manufacture of the head was an alloy of aluminum with silicon - silumin. Also for the N62B40, a new two-stage intake with a DISA system would be installed.
The engine management system was a Bosch ECU version DME ME with firmware 9.2.2. This motor was used on BMW 40i models.
Since 2008, the entire family of N62 powertrains has been gradually replaced by a new series of N63 turbocharged units.
| Key features of the BMW N62B40 | |
|---|---|
| Volume cm3 | 4000 |
| Max power, hp | 306 |
| Max torque, Nm (kgm)/rpm | 390 (40) / 3500 |
| Consumption, l / 100 km | 11.02.2019 |
| A type | V-shaped, 8-cylinder |
| Cylinder diameter, mm | 84.1-87 |
| Max power, hp (kW)/r/min | 306 (225) / 6300 |
| Compression ratio | 10.05.2019 |
| The piston stroke, mm | 84.1-87 |
| Models | 5-Series (540i E60), 7-Series (740i E65) |
| Resource, outside. km | 400+ |
* The engine number is located near the left paw, under the exhaust manifold.
Advantages and problems of N62B36 and N62B40
pros
- Dual-VANOS/Bi-VANOS
- Valvetronic
- Resource
Cons
- Maslozhor
- Floating revolutions
- Oil leaks
Among the main disadvantages of the N62B36 and N62B40 engines, increased oil consumption is most often noted. This usually happens after a run of 100 thousand km. and the reason for everything is the valve stem seals. After about a hundred thousand mileage, the oil scraper rings finally fail.
Floating revolutions, as a rule, appear due to the failure of the ignition coil. You can also check the Valvetronic gas distribution system, the presence of air leakage, the flow meter.
The occurrence of oil leaks, as a rule, appears due to the crankshaft seal or the generator housing gasket. In addition, the cells of catalysts that collapse over time end up in the cylinders, resulting in scoring. The best solution in this case would be to replace the catalysts with flame arresters.
In general, so that the resource of the N62B36 and N62B40 engines is as long as possible, and there are as few problems with them as possible, it is better not to save on engine oil and fuel, and also to carry out regular maintenance.
Tuning N62B36 and N62B40
The most suitable way to tune the N62B36 is to chip the system. You will also need: a sports exhaust, a low resistance filter and a good setting of the ECU itself. All this will allow you to get up to 300 hp. and give the engine good dynamics. It makes no sense to do something else, it’s better then just to change the car.
Good tuning of the N62B40 for adequate money will not work, and here you will have to choose: either chipping or an expensive turbocharger. Flashing the control unit, coupled with a zero resistance filter and installing a sports exhaust system, will be able to provide 330-340 hp. and a feeling of aggressive engine operation.
Conclusion
In summary, it is safe to say that the N62 power units, belonging to the New Generation engine series, served as a good replacement for the M62. Compared to its predecessor, the N62 motor has undergone significant changes, both mechanically and digitally. Thanks to all the innovations, the engineers managed to increase power and improve torque, as well as reduce fuel consumption and harmful emissions into the atmosphere.
On the one hand, improvements and innovations have made the work of the latest generations of power units more rational, but on the other hand, all this has significantly complicated their designs, which have become only “capricious”. This applies not least to the N62B36 and N62B40 engines. One of the most problematic places in the N62 is the aforementioned Double Vanos system. Also a weak point is the mechanics of the Valvetronic system.
At the International Powertrain Competition in 2002, the N62B36 was awarded the following titles: "Best New Engine", "Best Engine of the Year", and is also the winner in the category: "Best 4-litre Engine".
