The BMW M60 is a naturally aspirated V8 petrol engine which was produced from 1992 to 1996. It was BMW's first V8 engine in over 25 years.
48-633: The M60 was replaced by the BMW M62 engine. During the 1970s, BMW produced a prototype V8 engine for the E23 7 Series , however this engine did not reach production. Development of the M60 began in 1984. The M60 engine has double overhead camshafts with four valves per cylinder . The camshaft is driven by a dual-row timing chain with a self-adjusting tensioner. Valves had hydraulic lash adjustment to reduce maintenance. The ignition and fuel injection systems are controlled by
96-728: A Technical Update included VANOS ( variable valve timing ) for the intake camshafts. The S62 engine is the BMW M high performance version of the M62, which was released in the E39 M5 , BMW Z8 , Ascari KZ1 , and the Ascari A10 . Like the BMW M60 engine it replaced, the M62 is a DOHC engine with four valves per cylinder , an aluminum block and aluminum heads. The M62 has fracture-split forged connecting rods, hypereutectic pistons with ferrous coated side skirts. Most of
144-527: A bore of 89 mm (3.50 in) and a stroke of 80 mm (3.15 in), for a total displacement of 3,982 cc (243.0 cu in). Compression ratio is 10.0:1, giving 210 kW (282 bhp) at 5800 rpm and 400 N⋅m (295 lb⋅ft) at 4500 rpm. It had a forged crankshaft. Applications: Alpina produced a high compression (10.8:1) version of the M60B40 for the BMW Alpina B10 4.0 (based on
192-656: A bore of 93 mm (3.7 in) and a stroke of 85 mm (3.3 in). Applications: Following with updates to the regular production M62B44 the F4 was a revised version of the Alpina F3 engine and featured variable valve timing on the intake camshafts, an electronically controlled throttle body and a slight increase in power. The Alpina F4 received a revision into the F4/1 in late 2000 which slightly increased fuel efficiency while decreasing its emissions output although power output remained
240-719: A cylinder ID and as a result, both banks of injectors fired at once. Motronic 1.2 is the same as 1.1, but uses a hot-film MAF in place of the flapper-door style AFM. This version was used by BMW on the S38B36 engine in the E34 M5 and on the M70B50 engine in the 750il from 1988 until 1990. Motronic 1.1 was superseded in 1988 by the Motronic 1.3 system that was also used by PSA on some XU9J-series engines (which previously used Motronic 4.1). and by BMW. The Motronic 1.1 and 1.3 systems are largely similar,
288-458: A modified engine computer which lets the engine spin to its 7,200 rpm redline. It has a bore of 94 mm (3.7 in) and a stroke of 93.0 mm (3.7 in). Applications: The BMW S62 engine (full model code S62B50 ) is the high-performance variant of the M62, which is fitted to the E39 M5 and the E52 Z8 . The S62 was BMW's first V8 engine to have double-VANOS (variable valve timing on
336-401: Is naturally aspirated , an air temperature sensor is located in the air flow meter to work out the air mass. However, if the engine is turbocharged , an additional charge air temperature sensor is used to monitor the temperature of the inducted air after it has passed through the turbocharger and intercooler , in order to accurately and dynamically calculate the overall air mass. Motronic 1.1
384-527: Is achieved by altering the timing of the main injectors based on engine temperature. The idle speed is also fully controlled by the digital Motronic unit, including fast-idle during warm-up. Updated variants ML 2.10.1 through 2.5 add MAF Mass Air Flow sensor logic and direct fire ignition coils per cylinder. Motronic 2.1 is used in the Porsche 4 cyl 16V 944S/S2/968 and the 6 cyl Boxer Carrera 964 & 993, Opel/Vauxhall, FIAT & Alfa Romeo engines. The M2.3.2 system
432-427: Is adaptive circuitry, which adjusts for changes in an engine's characteristics over time. Some PSA engines also include a knock sensor for ignition timing adjustment, perhaps this was achieved using an external Knock Control Regulator. The Motronic units have 2 injection outputs, and the injectors are arranged in 2 "banks" which fire once every two engine revolutions. In an example 4-cylinder engine, one output controls
480-405: Is also fully controlled by the Motronic unit, including fast-idle during warm-up (therefore no thermo-time switch is required). The ML4.1 system did not include provision for a knock sensor for timing adjustment. The ignition timing and fuel map could be altered to take account of fuels with different octane ratings by connecting a calibrated resistor (taking the form of an "octane coding plug" in
528-521: Is continuing and new ML-Motronic versions appear, Bosch launched the M-Motronic. There were many versions. While older versions were improved and further developed, new M-Motronic versions appear. So it makes no sense, to identify newer/older versions within the first counting numbers after the “M”. For example: The M2.3 und M2.3.2 (used by Audi/VW) appears long before 1997. So the M1.5.5 is much more developed than
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#1732851282837576-405: Is powered by various i8051 derivatives made by Siemens. ?? ?? The Motronic ML4.1 system was used on Opel / Vauxhall eight-valve engines from 1987 to 1990, Alfa Romeo and some PSA Peugeot Citroën XU9J-series engines. Fuel enrichment during cold-start is achieved by altering the timing of the main injectors based on engine temperature, no "cold start" injector is required. The idle speed
624-500: Is stored in DIL or PLCC EPROM and ranges from 32k to 128k. Often known as "Motronic basic", Motronic ML1.x was one of the first digital engine-management systems developed by Bosch . These early Motronic systems integrated the spark timing element with then-existing Jetronic fuel injection technology. It was originally developed and first used in the BMW 7 Series , before being implemented on several Volvo and Porsche engines throughout
672-488: Is the trade name given to a range of digital engine control units developed by Robert Bosch GmbH (commonly known as Bosch) which combined control of fuel injection and ignition in a single unit. By controlling both major systems in a single unit, many aspects of the engine's characteristics (such as power, fuel economy, drivability, and emissions) can be improved. Motronic M1.x is powered by various i8051 derivatives made by Siemens, usually SAB80C515 or SAB80C535. Code/data
720-619: Is used in non- VANOS BMW M50B25 engines. Motronic 3.3 is used by BMW M60B30/B40 V8's in the 5, 7 & 8 series. Motronic 3.3.1 is used in BMW M50B25 engines with VANOS. Motronic 3.7 is used in the Alfa Romeo V6 engine in the later 12 valve 3.0L variants, replacing the L-Jetronic . Motronic 3.7.1 is used in the Alfa Romeo V6 engine in the 24 valve variants. Motronic M3.8x is used in many Volkswagen/Audi/Skoda vehicles Motronic M4.x
768-639: Is very reliable and problems encountered are usually caused by poor contact at the associated plug/socket combinations that link the various system sensors to the Electronic Control Unit (ECU). Predecessor of the ME Motronic. Also used in the Opel engines C16SEI Was used since 1991 in the Opel Astra F with C20NE engine. Major change was the use of a MAF instead of AFM in the Motronic 1.5. Was used since 1994 in
816-525: The Bosch Motronic 3.3 system, and the ignition system is a coil-on-plug design with knock sensors . To reduce weight, the engine uses aluminum for both the engine block and cylinder head, magnesium valve covers and a plastic intake manifold. The M60 was BMW's first car engine to use a "split conrod" design, where sintered connecting rods are made as a single piece and then fractured in order to ensure increased rigidity and an exact fit. The dry weight of
864-464: The 1980s. The components of the Motronic ML1.x systems for the most part remained unchanged during production, although there are some differences in certain situations. The engine control module (ECM) receives information regarding engine speed, crankshaft angle, coolant temperature and throttle position. An air flow meter also measures the volume of air entering the induction system. If the engine
912-432: The 1996 model year OBD II diagnostics were introduced on some cars while M4.3 was beginning to be phased out. The last M4.3 equipped cars were made for model year 1997. The Motronic 4.4 was used by Volvo from 1996 until 1998. The M4.4 was based on its predecessor and featured only a small number of improvements. Memory capacity was doubled and a few new functions were introduced such as immobilizer compatibility. OBD II
960-598: The B8 4.6. The M60 uses Nikasil - an alloy containing aluminium, nickel and silicon alloy- to line the cylinders bores. In fuels with high sulfur content (such as used fuels sold at the time in the United States, United Kingdom and South America), the sulfur damages the Nikasil bore lining, causing the engine to lose compression. In the U.S. and U.K., sulfur rich fuel is being phased out. BMW replaced engines under warranty and Nikasil
1008-767: The E34 5 Series) and the B11 4.0 (based on the E32 7 Series) and in some B8 4.0 models (based on the E36 3 Series) produced for the Japanese market. The M60 engine produced 234 kW (314 bhp) in the B10 4.0. The engine's displacement was later enlarged to 4,619 cc (281.9 cu in) for use in the B8 4.6 and B10 4.6 . The power output is 253 kW (339 bhp) in the B10 4.6 and 248 kW (333 bhp) in
SECTION 20
#17328512828371056-465: The ECU received several upgrades, including migration from a distributor-based ignition to coil on plug sequential ignition and an added overboost function. This ECU ended in 1997 when the last Audi S6 rolled off the assembly line. This ECU was also used in the legendary Audi RS2 Avant. The V8 version of the ECU was only single processor based while retaining all the same features of the turbo 5-cylinder ECU less
1104-403: The M62 engines used Alusil for the block material, however some early M62 engines used Nikasil cylinder coating instead. Alusil technology integrates silicon throughout the aluminum cast so that liners or treated bores within this block family are not needed. The M62 uses a Bosch Motronic 5.2 engine control unit (also called "DME") and a hot wire MAF . In 1998, a "Technical Update"
1152-545: The M62B46 production engine. It has a bore of 93 mm (3.7 in) and a stroke of 89 mm (3.5 in). Applications: Based on the production M62B44 the Racing Dyamics R52 engine featured a billet crankshaft, special pistons with stock connecting rods and a modified cylinder head which work together to raise the compression ratio to 11.3:1. It also features custom tubular exhaust manifolds, different camshafts and
1200-631: The Motronic M1.7 and two distributors. This system was used by Volvo on the B6304 engine used in the Volvo 960. Motronic M2.x is powered by various i8051 derivatives made by Siemens, usually SAB80C515 or SAB80C535. The ML 2.1 system integrates an advanced engine management with 2 knock sensors, provision for adaptive fuel & timing adjustment, purge canister control, precision sequential fuel control and diagnostics (pre OBD-1). Fuel enrichment during cold-start
1248-720: The Opel Omega B with X20SE engine. (Modified successor of C20NE engine) Major change to the Motronic 1.5.2 was the use of DIS ignition system, knock sensor and EGR valve. Was also used in the Opel engine X22XE. Used in Fiat/Alfa/Lancia and Opel vehicles. The key feature of Motronic 1.7 is the elimination of an ignition distributor, where instead each cylinder has its own electronically triggered ignition coil. Motronic 1.7 family has versions 1.7, 1.7.2, 1.7.3, all of them used on M42/M43 engines in BMW 3 Series (E36) up to 1998 and BMW 5 Series (E34) up to 1995. The BMW M70 12 cylinder had
1296-670: The Technical Update was applied, resulting in the M62TUB35. Versions used in the E39 5 Series application have slightly more power than versions used in the E38 7 Series. Applications: The M62B44 has a bore of 92 mm (3.6 in) and a stroke of 82.7 mm (3.26 in). Applications: In 1998, the Technical Update was applied, resulting in the M62TUB44. In the United States, power for TU models
1344-512: The boost control. The 3.6 V8 version had a distributor-based ignition system and was upgraded around the same time to coil on plug as its 20V turbo counterpart in 1992–1993. Was introduced in 1988 in the Opel Kadett E GSi 16V C20XE engine. Sequential fuel injection and knock control. Late '80s and early '90s, various Ferrari. Some Opel / Vauxhall (C20LET engine). Successor of the Motronic 2.5. Was used from 1992 at Opel C20XE engine. Major change
1392-411: The engine is between 175 kg (386 lb) and 203 kg (448 lb). The M60B30 has a bore of 84 mm (3.31 in) and a stroke of 67.6 mm (2.66 in), for a displacement of 2,997 cc (182.9 cu in). Compression ratio is 10.5:1, giving an output of 160 kW (215 bhp) at 5800 rpm and 290 N⋅m (214 lb⋅ft) at 4500 rpm. Applications: The M60B40 has
1440-503: The increased stroke. Applications: The Alpina F3 was developed by Alpina and based on the M62B44 engine. Released late in 1996 it used a modified M62B44 block supplied to Alpina from BMW featuring a bore of 93mm. It also featured a modified cylinder head, different intake camshafts, a crankshaft with increased stroke along with different pistons, a different air intake manifold and exhaust manifolds as well as custom engine programming. It has
1488-452: The injectors for cylinders 1 and 3, and the other controls 2 and 4. The system uses a "cylinder ID" sensor mounted to the camshaft to detect which cylinders are approaching the top of their stroke, therefore which injector bank should be fired. During start-up (below 600 rpm), or if there is no signal from the cylinder ID sensor, all injectors are fired simultaneously once per engine revolution. In BMW vehicles, this Motronic version did not have
BMW M60 - Misplaced Pages Continue
1536-426: The intake and exhaust camshafts). The S62 engine produces 294 kW (400 PS; 394 hp) at 6600 rpm and 500 N⋅m (369 lb⋅ft) at 3800 rpm. The redline is 7000 rpm. The bore and stroke are 94 mm (3.7 in) and 89 mm (3.5 in) respectively. This results in a displacement of 4,941 cc (301.5 cu in), compared with the 4,398 cc (268.4 cu in) of
1584-497: The largest M62 engine at the time. Other differences compared to the M62 include: Like the M62, the S62 has an aluminium block and head. The S62 was assembled at BMW's Dingolfing plant . Applications: The 1998-2000 Bentley Arnage (Green Label) is powered by a Cosworth -developed twin-turbo version of the M62B44. This engine produces 260 kW (349 hp) and 569 N⋅m (420 lb⋅ft). Motronic#5.2 Motronic
1632-526: The main improvement being the increased diagnostic capabilities of Motronic 1.3. The 1.3 ECM can store many more detailed fault codes than 1.1, and has a permanent 12-volt feed from the vehicle's battery which allows it to log intermittent faults in memory across several trips. Motronic 1.1 can only advise of a few currently-occurring faults. This system was used on some of General Motors engines (C20NE, 20NE, C20SE, 20SE, 20SEH, 20SER, C20NEF, C20NEJ, C24NE, C26NE, C30LE, C30NE, C30SE, C30SEJ, C30XEI...). The system
1680-448: The same. It has a bore of 93 mm (3.7 in) and a stroke of 85 mm (3.3 in). Applications: The F5 was Alpina's final iteration of the M62B44 engine, it featured all the same technology as the F4/1 but with an increased displacement due to an increased stroke thanks to a modified crankshaft. The increased stroke necessitated an oil pan with additional clearance as well as revised intake camshafts and exhaust camshafts from
1728-590: The six cylinder Volvo 960 /S90/V90. After the 850 was replaced by the Volvo V70 , Volvo S70 and Volvo C70 the system was used until the end of model year 1998. The Motronic 4.6 was used in Nissan Micra K11 from 2000 until 2003. Motronic 5.2 was used in the BMW M44B19 engine. Compared to 1.7, Motronic 5.2 has OBD-II capability and uses a hot-wire MAF sensor in place of the flapper-door AFM. Motronic 5.2.1
1776-574: The system was integrated with body control module and anti-theft system. ML-Motronic appears in 1979. BMW equipped the E32 732i with the Bosch ML-Motronic. This was a L-Jetronic (now in digital technology) with digital ignition control in the same housing. Data was stored in EPROM. ML-Motronic and M-Motronic must be keep apart. There is ML3.2 and M3.2, these a two different things. While the ML-Motronic
1824-400: The vehicle's wiring loom) to one of the ECU pins, the resistance depending on the octane adjustment required. With no resistor attached the system would default to 98 octane. There is a single output for the injectors, resulting in all injectors firing simultaneously. The injectors are opened once for every revolution of the engine, injecting half the required fuel each time. Motronic ML4.1
1872-458: Was applied to the M62, resulting in the M62TU variants. New features include single-VANOS (variable valve timing for the intake camshaft) and electronic throttle control . The engine management was updated to Motronic ME7.2. Figures specified are for European models. The M62B35 has a bore of 84 mm (3.3 in) and a stroke of 78.9 mm (3.1 in). Applications: In 1998,
1920-405: Was eventually replaced by Alusil . Nikasil engines are unlikely to be a problem today, as cars with affected engines are off the road or have received replacement engines. BMW M62 BMW M62 is a naturally aspirated V8 petrol engine which was produced from 1995 to 2005. A successor to the BMW M60 , the M62 features an aluminium engine block and a single row timing chain. In 1998,
1968-419: Was increased to 216 kW (290 hp). Applications: The M62TUB46 is based on the M62TUB44. Revisions include full metal vanos hubs. 10.5mm lift intake and exhaust camshafts. Stronger valve springs. Bore of 93 mm (3.7 in) and stroke of 85 mm (3.3 in). Underdriven crank shaft drive pulley. Two-piece oil scraper ring instead of three-pieces. 93 mm pistons with reduced height due to
BMW M60 - Misplaced Pages Continue
2016-588: Was made for Audi's turbo 20V 5-cylinder engines mainly, but a variant was also used on the Audi 32V 3.6L V8 and a few Audi 32V 4.2 V8 engines. The turbo 5 cylinder version was the first time knock and boost control had been introduced in one ECU, though the ECU was really two computers in one package. One side of the ECU controlled the timing and fueling while the other side controlled the boost and knock control. Each side has its own Siemens SAB80C535 processor and its own EPROM for storing operating data. What made this ECU special
2064-407: Was standard on all cars fitted with this system albeit the necessary protocols were not integrated for all markets. The system was used for the five- and six-cylinder modular engined cars and was used on turbocharged and naturally aspirated models. Introduced in 1996 for 1997 model year it was first installed on some of the last 850 models like the 2.5 20V and AWD. A coil on plug variant existed for
2112-481: Was the introduction of DIS ignition. Was also at Opel V6 engine C25XE (1993, Opel Calibra (also X25XE), Opel Vectra A) used. Modified as M2.8.1 (1994) for X30XE and X25XE (Opel Omega B). M2.8.3 engine X25XE (Opel Vectra B) and X30XE (Opel Sintra). Motronic M3.x is powered by i196 microcontroller with code in flash memory ranging from 128kB to 256kB. Compared with ML1.3, this system adds knock sensor control, purge canister control and start-up diagnostics. Motronic 3.1
2160-517: Was the use of two crank sensors and one cam sensor. The ECU used one crank sensor to count the teeth on the starter ring for its RPM signal, and the other read a pin on the back of the flywheel for TDC reference. This ECU was first seen when the 20V turbo 5-cylinder engine (RR Code) was installed into the Audi Quattro. It was then used in the Audi 200 20V turbo until 1991 when the Audi S4 was introduced and
2208-474: Was used by BMW from 1987 on motors such as the M20 . This version was also used by Volvo from 1982-1989 on the turbocharged B23ET, B230ET and B200ET engines. The systems have the option for a lambda sensor, enabling their use with catalytic converter-equipped vehicles. This feedback system allows the system to analyse exhaust emissions so that fuel and spark can be continually optimised to minimise emissions. Also present
2256-643: Was used in Land Rover Discovery Series II and P38 Range Rovers that were built starting with late 1999. It was only used in cars equipped with V8 gasoline engines. This variant of the engine management system was adapted for off-road use. Unlike the Motronic system in BMW sedans, that uses a chassis accelerometer to differentiate between misfires and rough road, the Land Rover version used signal from ABS control unit to detect rough road conditions. This version of
2304-455: Was used in the Opel engines: 20NE, 20SE, 20SEH, 20SER, C20NE, C30LE, C30NE. The Motronic 4.3 was used by Volvo for their five-cylinder turbocharged 850 models from 1993 until 1996. It was introduced with the launch of the 850 Turbo (also called the 850 T-5 and 850 T-5 Turbo ) in October 1993 for model year 1994. Features included OBD I diagnostics, dual knock sensors and a lot more. For
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