4.4L V8 Engine Complete Assembly for 2014-2016 BMW X5, X6

A quick look at your own vehicle makes sure the right engine shows up:

• Check your VIN: Confirm that the 4th through 8th digits of your VIN match the VDS code for an xDrive50i (typically KR6C or similar).
• Verify your Ignition Coils: Open your hood, remove the engine cover, and inspect your ignition coils. Confirm they are Bosch-manufactured coils.
• Check the Engine Code: Locate the flat machined surface on the lower front passenger side of your engine block (behind the A/C compressor) and verify that the stamped code begins with N63B44B (or N63B44O1).
• Confirm Dual DMEs: Verify that your vehicle has two silver aluminum engine computers (DMEs) mounted directly behind each headlight. If your vehicle only has a single DME in a black box on the passenger side, you have the older, incompatible N63 engine.
• Confirm your chassis: Make sure your vehicle is an X5 or X6. Do not order this engine if you are driving a 5-Series or 6-Series sedan/coupe, as the oil pan and engine mounts will not align with your chassis.

What the install really takes — plan and budget with confidence:

Special tools this job needs:

• BMW Engine Timing Tool Kit (OEM #83302249117 / #83302249144)
• BMW Injector Removal/Installation Tool (OEM #83302184264)
• BMW Vacuum Bleeding Tool (OEM #83300496423)
• BMW ISTA/D (or equivalent high-end bi-directional scan tool)
• Engine support table / hydraulic powertrain lift table

Budget for these consumables at install:

• 9.0 liters of BMW Longlife-01 (LL-01) or LL-01 FE approved synthetic oil (typically 0W-30 or 5W-30) and an OEM filter
• BMW-approved HT-12 (green) or G48 (blue) coolant mixed 50/50 with distilled water
• Exhaust manifold gaskets (multi-layer steel) and copper lock nuts (one-time use)
• Turbocharger oil and coolant line O-rings, gaskets, and feed/return lines
• V-band clamps for the turbochargers and catalytic converters (one-time use)
• Front and rear crankshaft seals (if not already pre-installed)
• 8 new OEM Bosch or NGK spark plugs gapped to factory specifications
• Bosch-manufactured ignition coils (if replacing)

What your vehicle’s computers will need after the swap:

What’s involved: Fuel Injector Coding (IMA Calibration) & Valvetronic / VANOS Adaptation Relearn

While the engine block itself does not require programming to run, the N63TU uses direct-injection piezo fuel injectors. Each injector has a unique calibration code printed on its body. If you install this engine with its included injectors (or install new ones), you must program these calibration codes into your vehicle's DMEs. Additionally, you must run a Valvetronic limit-stop relearn procedure and reset all engine adaptations before starting the engine.

Pro tips for a smooth first start-up — hand them to whoever does the install:

• CRITICAL: Oil Pump Priming (SI B11 02 20): You must never start this engine immediately after installation. Because replacement engines are shipped dry, you must perform the BMW-mandated priming procedure: remove the fuel injector electrical connectors (or disable the fuel pump fuse) and crank the engine using the starter in 10-second intervals (allowing 20 seconds of starter cool-down in between) at least three times to build oil pressure in the bearings and VANOS gears before firing it up.
• Ground Connections: Pay meticulous attention to the engine ground straps. Loose or forgotten ground connections on the N63TU can cause voltage spikes that instantly fry the expensive DMEs, alternator, or oil level sensor.
• Hot-Vee Heat Management: The turbochargers sit directly in the 'V' of the engine, creating extreme heat. When transferring your turbos, ensure all heat shields and turbo blankets are perfectly positioned and undamaged. Reusing brittle plastic crankcase ventilation (PCV) hoses is a recipe for immediate vacuum leaks; always install new PCV lines.
• Valvetronic Relearn is Mandatory: You must use ISTA to cycle the ignition and relearn the Valvetronic eccentric shaft limit stops before you crank the engine. Failing to do this can cause the engine to run terribly or physically damage the Valvetronic system.
• Engine Removal Method: Do not try to pull this engine out from the top. The factory procedure dictates dropping the entire powertrain and front subframe out from the bottom of the chassis.

Easy to get right once you know them:

• Reusing One-Time Use Fasteners: Reusing the copper nuts on the exhaust manifolds or the V-band clamps on the turbos leads to exhaust leaks, which melt nearby plastic components due to the extreme heat of the Hot-Vee layout.
• Failing to Code the Injectors: Attempting to drive without coding the fuel injectors results in a rough idle, rich/lean fuel trims, and eventual catalytic converter damage.
• Mixing Up Ignition Coils: This engine is designed specifically for Bosch ignition coils. Trying to force Delphi coils or older-style coils onto this cylinder head will cause misfires and physical damage to the wiring harness connectors.
• Skipping the Oil Priming Procedure: Impatient installers who skip the oil priming step often ruin the crankshaft bearings within the first 30 seconds of operation, voiding the warranty.
• Reusing baked turbo lines: Reusing the old turbo coolant and oil lines often leads to immediate leaks upon startup, requiring the top of the engine to be torn down again.

Not issues with the units on this page — the manufacturer documented these for every engine of this family, wherever you buy one. Handy for your installer: