Engine Components / Basic Engine
Crankcase:
For production reasons (production capacity at crankcase manufacturer), two different aluminium alloys are used in the production of the crankcase.
The crankcases of engines for markets with critical fuel quality (high sulphur content in fuel) are made of Alusil (same as M73). These are engines for
- USA/CND
- GB (incl. Ireland)
- South America
- Mexico
- Saudi Arabia
- South Africa
In the same way as the M73 engine the crankcase of these engines is made from an aluminium alloy (Alusil) in a chilled casting process. The cylinder barrels are not coated. The required surface quality of the cylinder barrels is achieved by means of an etching process as part of the production process.
The crankcases of the M62 engines for all other markets are made of the aluminium alloy (AlSi9Cu3) as known from the M60 engine. The cylinder barrels of these crankcases are coated in a nickel-dispersion process (Nikasil)
The part number serves as the external identification feature for both crankcase variants (aluminium alloys). The two material variants of the crankcases also feature correspondingly different surface coatings for the pistons (refer to 'Pistons').
Irrespective of the different production methods. the design of the crankcases is identical for both variants.
As already fitted on the M52 and M73, piston cooling by means of hook-type nozzles is implemented on the M62. These hook-type nozzles are screwed directly into the bearing blocks. With the aid of these hook-type nozzles, the oil jet is directed at the piston crown over the entire path of piston travel.
The hook-type nozzles are assembled and disassembled in a different way than known from the M52 / M73. Please follow repair instructions!
Crankshaft:
Due to the extended stroke, the crankshaft is new for both engine capacity variants. As on the M60, it is mounted in 5 bearings. The crank pins are offset by 90°. Six counterweights ensure smooth engine operation.
The crankshaft is forged in steel for both M62 engine capacity variants. Weight is reduced by the central hollow cavity.
Pistons:
Corresponding to the two different aluminium alloys used for the crankcase (dependent on country variant), the pistons and piston rings feature different surface coatings. The pistons for the crankcases made of Alusil are ferrous-coated. The pistons are differentiated by their pan numbers.
If pistons need be replaced during repairs, care must be taken particularly on vehicles from foreign markets to ensure that the pistons and piston rings, allocated to the crankcase on the basis of their corresponding part numbers, are installed.
Irrespective of the surface coating, the design of the pistons is identical (full slipper skirt pistons).
The pistons are designed to enable operation with fuel RON 95. The compression ratio for both engine capacity variants is 10.0 :1.
Connecting Rods:
The connecting rods are of the same design as on the M60 engine.
For the first time on the M60 engine and now also on the M62 engine, sintered metal connecting rods are fitted. In addition to the lower weight (moved masses), these connecting rods offer high strength over the entire output range of an engine.
The connecting rod and the big-end bearing cap are separated during manufacture of the forged sintered connecting rods. This renders conventional centering by means of fitted dowels during assembly unnecessary centering is achieved by means of the break structure and the guide for the connecting rod bolts. Taring (colored dots or identification numbers for the weight class) is not necessary thanks to the high production accuracy achieved in the sintered forging process
On the M62 engine, new antifatigue bolts are used to secure the connecting rod to the crankshaft.
Flywheel:
In connection with the automatic transmission, the flywheel is of a one-piece design and made of steel. A hydraulically dampened dual mass flywheel (ZOOMS) is used on manual transmission vehicles.
As on the M73 engine, the increment gearing for the crankshaft sensor is located on the flywheel for both variants. The inductive pulse generator is mounted in the transmission/clutch bell housing. The new installation location for the increment wheel on the flywheel now makes it possible for the DME control unit to detect misfiring.
On the previous engines, the increment wheel was mounted radially dampened by means of a vulcanized rubber element on the torsional vibration absorber. With this arrangement, it would not be possible to detect irregularities in engine speed.
On the flywheel, the increment wheel is connected rigidly to the crankshaft without a damping element.
In this way, irregularities in engine speed, caused by misfiring for example. are transmitted directly to the increment wheel. In addition to the engine speed and reference mark, misfiring caused by faults in the ignition or fuel injection systems can now be detected with the inductive pulse generator. Misfiring detection is a requirement laid down in OBD II (US).
Oil Pan:
As on the E38 M60, the oil pan is of a two-piece design. The upper pan is an aluminium die casting. The bottom part of the oil pan is based on a double sheet metal plate design.
The oil filling capacities are identical to those of the M60 engine.
The oil filling capacities for both M62 engine displacement variants are:
- The oil filling capacities for both M62 engine displacement variants are:
- 9.25 l for initial filling
- 7.5 l oil change with oil filter
- 8.5 l oil change with oil filter including oil cooler (tropics)
The difference between 'MIN' and 'MAX' on the dipstick is 1.5 l.
Oil Pump:
The oil pump housing and the oil pump cover of the M62 are made of aluminium die casting (M60 magnesium) The design and drive of the oil pump are identical to those of the M60.
Oil Level Sensor:
As in the E38 M60 and in the M73 engines, a thermal oil level sensor is fitted in the M62.
This oil level sensor sends a pulse width modulated signal to the check-control module (E31: CCM; E38/E39: LCM).
The pulse duty factor of this signal is a measure for the oil level in the engine. If the level drops below a threshold value stored in the CCM/LCM control unit, the check control message "Check engine oil level" is displayed for the driver.
Oil Filter:
The oil filter is of identical design as that on the M62, however, the filter housing is secured on the body.
Crankcase Ventilation:
As on the M60, the crankcase is ventilated by means of a pressure-controlled system. The design of the crankcase ventilation is the same as the system already known from the M60.
The blow-by gasses which are produced during engine operation collect in the crankcase.
The intake system is connected to the crankcase by means of a pressure control valve integrated in the end cover of the intake system. The resulting vacuum draws off the blow-by gasses in the crankcase via a cyclone separator.
The oil vapors contained in the blow-by gasses condense on the cool walls of the cyclone separator and are returned to the oil sump via a return line. The remaining gaseous components are fed via a distributor pipe in the intake system to the mixing chamber in the throttle housing.