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F10 / F11 (2011 - Current)
The new chapter in the highly successful story of the BMW 5 Series Sedan (F10) and wagon (F11)

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  #1  
Old 07-15-2013, 09:08 AM
Alan L. Alan L. is offline
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New LCI 550 N63tu - Technical Specs

Some interesting information I've come across on what changed between the old N63 V8 used in the 11-13 550's vs the N63TU (Technical Update) engine in the LCI 550.

According to my friend who is a tech at Bmw all N63's drink oil like crazy. The reason behind it is due to emissions regulation according to a engineer over at Bmw. Bmw used specific piston rings which allows more oil to seep through and they supposidly revised that somewhat on the newer N63tu motor. He told me the newer motor doesn't drink as much oil as the old one but still expect to top off in between oil changes. Bmw considers this behavior "normal".

http://prodcds.bmwuniversity.com/lib...U%20Engine.pdf

Looks like they changed quite a bit with the new motor including new pistons/rings, turbochargers, valvetronic cylinder heads to name a few.

Really excited to try out this V8 when my new F10 arrives. I've test driven the new 650GC with it and it is a beast but one thing that I didn't like was there is a initial delay during take off. There is a slight split second delay from when you push the throttle down to the floor before it would take off like a bat out of hell. My silky smooth N55 did not do this and power (although not as much) was immediate.

Alan
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Last edited by Alan L.; 07-15-2013 at 10:04 AM.
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  #2  
Old 07-15-2013, 09:21 AM
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dunderhi dunderhi is offline
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Thanks for the new reading material.

Unfortunately, some 650 owners are finding the new motor still drinks a lot of oil for which BMW is now recommending adding two quarts when the motor is down one.

As time goes on, I'm becoming more of a proponent for a hard break-in to reduce the oil consumption. Well on the other hand, it could be that I'm just lucky. Either way, my second oil change on my 550 went the full 17kmi without an add and my 650 is looking pretty good at this point.
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  #3  
Old 07-15-2013, 09:28 AM
Alan L. Alan L. is offline
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^^ did you do the same hard break in for both the 550 and 650?

I've always done a mix with my cars. Baby it most of the time but I do take it to redline during break in. My old N54 335 did drink oil though. Not much but every 1-2K miles i would have to put in half a quart.

Alan
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  #4  
Old 07-15-2013, 09:34 AM
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New LCI 550 N63tu - Technical Specs

I have the n63tu as well, almost 5k miles and it hasn't asked for any oil yet.

Also have the initial throttle delay after that its warp 9...


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  #5  
Old 07-15-2013, 11:43 AM
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dunderhi dunderhi is offline
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Quote:
Originally Posted by Alan L. View Post
^^ did you do the same hard break in for both the 550 and 650?

I've always done a mix with my cars. Baby it most of the time but I do take it to redline during break in. My old N54 335 did drink oil though. Not much but every 1-2K miles i would have to put in half a quart.

Alan
Both cars were pretty much the same philosophy, drive the engine under load for most of the first hundred miles or so. For my 335d, my entire ED was only 38 miles, but it spent half of them above 120mph. So, a high speed trip down the Autobahn with numerous three-quarter throttle accelerations (to prevent multigear kick-downs) from 80-130/150mph seems to work for me. IMHO, redlining lining should only be done under a full load where it takes a few seconds to reach the redline. This should hold true at any point in an engine's life.

For the cautious or safety minded folks out there, yes I agree with BMW's lawyers that there is some inherent danger in breaking in a car in this manner, so I will caution everyone to follow your owners manuals and not what you read on the internet.
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  #6  
Old 07-19-2013, 07:16 PM
Alan L. Alan L. is offline
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Just spent some time skimming through the technical training document and learned a couple of interesting facts about the engine. Some of this may also apply towards the N63 but mainly applies towards the updated N63tu motor.

N63tu has a new cylinder head with Valvetronic Direct Injection

Vanos system is derived from the N55 engine

N63TU had new cast piston made by Mahle

N63TU has new forged connecting rods and crankshaft

Engine has its own oil catch can system where it drains excess oil back into the oil pan

Uses Bosch fuel injectors and pump from the N55 and N20

No longer uses blow off valves in the N63TU

There is two DME (ECU) one on each side of the motor

It has two separate cooling systems. One to cool the air to water intercoolers and both DME's with its own secondary radiator while the second main one cools the engine/turbo chargers. Even the DME's has coolant lines going into them!

There is a traditional mechanical coolant pump and also an additional electric coolant pump.

The electric pump can run up to 30mins max after the engine is shut off

Electrical fan can run up to 11mins max after the engine is shut off

The N63TU has revised turbos with more turbine blades

Thats all i remember for now and those are the key interesting stuff for me. Hopefully this updated motor solved some of the earlier issues that the 550's had revolving around the fuel system and burning tons of oil in-between oil changes.

Alan
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  #7  
Old 07-19-2013, 09:57 PM
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My 550 needs oil top off almost every 1500 miles.
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  #8  
Old 07-19-2013, 10:03 PM
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Quote:
Originally Posted by Alan L. View Post
Just spent some time skimming through the technical training document and learned a couple of interesting facts about the engine. Some of this may also apply towards the N63 but mainly applies towards the updated N63tu motor.

N63tu has a new cylinder head with Valvetronic Direct Injection

Vanos system is derived from the N55 engine

N63TU had new cast piston made by Mahle

N63TU has new forged connecting rods and crankshaft

Engine has its own oil catch can system where it drains excess oil back into the oil pan

Uses Bosch fuel injectors and pump from the N55 and N20

No longer uses blow off valves in the N63TU

There is two DME (ECU) one on each side of the motor

It has two separate cooling systems. One to cool the air to water intercoolers and both DME's with its own secondary radiator while the second main one cools the engine/turbo chargers. Even the DME's has coolant lines going into them!

There is a traditional mechanical coolant pump and also an additional electric coolant pump.

The electric pump can run up to 30mins max after the engine is shut off

Electrical fan can run up to 11mins max after the engine is shut off

The N63TU has revised turbos with more turbine blades

Thats all i remember for now and those are the key interesting stuff for me. Hopefully this updated motor solved some of the earlier issues that the 550's had revolving around the fuel system and burning tons of oil in-between oil changes.

Alan
Pretty cool. Do you think the exhaust note is more aggressive on the M Sport than the previous years?
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  #9  
Old 07-20-2013, 04:33 AM
Alan L. Alan L. is offline
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In regards to burning oil this is very common with the N63 according to my friend who works as a tech with BMW. He said the updated motor doesn't burn as much but still does. BMW considers this normal behavior when he spoke to their engineer about it. Said it was done on purpose for emissions reasons but I don't see the connection between the two.

When I had the 650GC with this new engine I did notice that both the engine and exhaust sounded really deep and aggressive in that car. It was loud enough that I thought the car had active sound like the M5's but 6 series members said the car didn't have it. If the LCI 550 sounded like how the 650GC did I wouldn't even need an aftermarket exhaust system.

Alan
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  #10  
Old 07-20-2013, 04:34 AM
jjsC6 jjsC6 is offline
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Interesting. My 2012 550 went almost 12,000 miles before needing a quart of oil.
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  #11  
Old 07-20-2013, 09:46 AM
sb535 sb535 is offline
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Quote:
Originally Posted by Alan L. View Post
In regards to burning oil this is very common with the N63 according to my friend who works as a tech with BMW. He said the updated motor doesn't burn as much but still does. BMW considers this normal behavior when he spoke to their engineer about it. Said it was done on purpose for emissions reasons but I don't see the connection between the two.

When I had the 650GC with this new engine I did notice that both the engine and exhaust sounded really deep and aggressive in that car. It was loud enough that I thought the car had active sound like the M5's but 6 series members said the car didn't have it. If the LCI 550 sounded like how the 650GC did I wouldn't even need an aftermarket exhaust system.

Alan
I hope you are right about the exhaust, both the 650 and the 650GC sound much better than the five. I have asked this question in the past and I do recall someone mentioning that the 650 has a different exhaust system so the change to the "Tu" engine may not matter.....I really hope I am wrong
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  #12  
Old 07-20-2013, 10:00 AM
Kar Don Kar Don is offline
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New LCI 550 N63tu - Technical Specs

Quote:
Originally Posted by ChrisF01 View Post
I have the n63tu as well, almost 5k miles and it hasn't asked for any oil yet.

Also have the initial throttle delay after that its warp 9...


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Hmm weren't you saying a month or so ago how great the 8spd trans was and had no delayed response? My N63 is still at max oil level since its oil change 4k miles ago


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  #13  
Old 07-21-2013, 03:33 PM
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Ace535i Ace535i is offline
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Alan, what are you going to do with your current ride when you get the 2014 550i?

Look like you did a lot of eye-popping mods.
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  #14  
Old 07-21-2013, 05:49 PM
Alan L. Alan L. is offline
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Transferring almost everything over to the new car. Going to look pretty much the same just only much much faster
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