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BMW M62 Engine

In 1997 BMW launched the new M62  engines which was the beginning of the Alusil engine block era. The Alusil aluminium alloy is commonly used to make aluminium alloy engine blocks. The engine cylinders of the block are etched, (honing process), which exposes the silica within the metal which exposes a very hard silicon precipitate creating an excellent bearing surface, porous enough to withhold oil, essential for the pistons rings.

This was an improvement over the earlier BMW M60 V8 engine block sleeves which were coated with Nikasil, a cylinder wall plating process, similar to that of hard chrome. Nikasil deteriorated with the use of fuels containing sulfur, which caused pitting and eventual peeling off, resulting in piston ring to bore failure. BMW stopped using Nikasil in 1996.

Alusil as a Hypereutectic aluminium-silicon alloy, (Al17Si4CuMg or A390). It contains a mixture of blended aluminium and silicon and it is this alloy which has been developed and perfected by Kolbenshmidt manufacturing.

The M62 engine was fitted with Sequential fuel injection, as well as double overhead camshafts with 4 valves per cylinder as its predecessor. It also features sintered fracture split, forged, powdered metal H beam connecting rods.

The M62B44 is a 4.4 litre engine or 4398 cc M62 generation power plant with a 92 mm bore and 82.7 mm stroke. M62B44 was not manufactured with BMW's VANOS variable valve timing system. The engine produced 210 kW or 282 Hp and 420 N·m and was fitted with a mechanical throttle.

Then towards the last quarter of 1998, BMW introduced the M62TUB44 which included the VANOS valve timing system and an electronically actuated throttle valve body. Each cylinder bank included a single stage VANOS system on each intake cam. Vehicles fitted with these engines were: BMW E39 540i, E38 740i/740iL, E53 X5 4.4i and Land Rover Range Rover 4.4i

The M62B46 was a 4.6 litre 4619 cc version producing 255 kW or 342 Hp and 480 N·m of torque. To increase torque and power outputs for the M62 engine, stroke was increased from 82.7 mm to 85.0 mm while the bore was increased from 92.0 mm to 93.0 mm, giving an effective displacement of 4619 cc for the X5 E53 4.6iS and the E39 Alpina B10.

Many documented dynomometer runs of E39 540’s that generate between 255 and 275 HP at the rear wheels, indicated that the cars were producing crankshaft numbers that far exceeded what BMW had previously published in the specification figures released.

The high performance S62 engine was desined and manufactured for the E39 M5 and E52 Z8. The engine is a 4.9 litre or 4941 cc V8 engine that is based on the same architecture as the regular aluminium block 4.4 L BMW M62 powerplant found in the E39 540i engines.

The engine boasts 94.0 mm bores and the stroke was increased from 82.7 mm to 89.0 mm which resulted in a displacement of 4941 cc improving torque and output significantly. The cylinder centres are 98.0 mm apart, leaving only 4 mm of block surface between cylinders. Special steel head gaskets were designed to prevent leakage between bores.

 

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