Bulletin
Engine code

IA Technical Bulletin

BMW N63 Engine Guide

Engine: N63

Bulletin text

IAIK means IA-insiders knowledge. Our collected BMW technical and ownership notes.

The N63 is BMW's 4.4 liter (4,395 cc) twin-turbocharged V8. BMW's engine training says it was introduced with the E71 xDrive50i in 2008. IAIK places the turbochargers and exhaust routing inside the V between the cylinder banks, a layout it calls hot-V. IAIK lists short exhaust paths and compact packaging as the engineering benefits, and concentrated heat as the reason the condition of surrounding hoses, seals and ventilation components matters to ownership.

The name covers four generations, and they are not one engine.

Original N63 (N63B44O0): 400 hp, two turbochargers, no Valvetronic.
N63TU (N63B44O1): 445 hp, series introduction 07/2012, the generation where BMW added third-generation Valvetronic.
N63TU2 (N63B44O2): introduced in July 2015; BMW USA's 2015 press release gives 445 hp and a compression ratio raised from 10.0:1 to 10.5:1.
N63TU3 (N63B44M3 and N63B44T3): BMW's training presents it from November 2018 as a further development of the TU2, in two performance classes.

IAIK's own summary is that generation, oil-consumption evidence and cooling history are more useful than a family-wide verdict. This guide says which generation each statement applies to.

Quick read

Ownership position: IAIK says generation, oil-consumption evidence and cooling history are more useful than a family-wide verdict.
Reliability: No family-wide verdict. BMW's valve seal bulletins treat the original N63 and the N63TU as separate cases, and its timing chain check names only original-N63 production dates. From our own shop, IAIK rates the N63TU3 as very solid; see The Insider Read.
Cost to own: Not established by IAIK. The dossier gives no repair reserve or replacement mileage.
Power potential: Not established by IAIK, which gives no safe tuning output. BMW's factory outputs run from 400 hp (original N63) to 523 hp (N63TU3 T3).
Main watch item: Oil consumption, diagnosed separately from external leaks, cooling faults and crankcase ventilation. In our shop, IAIK most often sees turbocharger issues and oil and coolant line issues on N63s.

N63 At a Glance

Question	Practical answer
Where it started	E71 xDrive50i, 2008, per BMW's engine training.
Generations	Original N63 (N63B44O0), N63TU (N63B44O1), N63TU2 (N63B44O2), N63TU3 in two versions (N63B44M3 and N63B44T3)
Factory output	400 hp (original N63) to 523 hp (N63TU3 T3); every generation is in Technical Specifications.
Engine oil	0W-30 LL01FE in BMW's February 2017 oil chart; capacities by generation are in Technical Specifications.
Oil consumption allowance	BMW's SI B11 03 13 says BMW engines other than Motorsport can use up to 1 quart of oil per 750 miles at any time.
Reliability profile	No family-wide verdict; see the failure points below.
Best ownership indicator	IAIK points to the exact generation (and, for the TU3, whether it is M3 or T3) plus documented oil-consumption diagnosis, coolant repairs and ventilation work.
Typical annual planning budget	Not established by IAIK; the dossier gives no repair reserve.
Possible first-year catch-up	Not established by IAIK.
Largest documented exposure	Oil consumption and its separate causes (valve stem seals, turbocharger seals, crankcase ventilation); the original N63 timing chain check; the turbocharger auxiliary coolant pump recalls. No repair costs are established.
Common tuned street range	Not established by IAIK; the dossier gives no safe tuning output.
Before buying	Identify the generation (for the TU3, M3 or T3) and review documented oil-consumption diagnosis, coolant repairs and ventilation work. Ask a BMW dealer to check your VIN for open recalls.

Where you find it

BMW's bulletins, training and parts data list the N63 in the chassis below; the parts data used here ends in December 2019, so later builds are not established. The M cars (S63) are a separate engine and are not listed.

Generation	Chassis and models	Built (BMW)
Original N63 (N63B44O0)	F01 750i, 750i xDrive, ALPINA B7; F02 750Li, 750Li xDrive, ALPINA B7L	9/2008-6/2012
	F04 ActiveHybrid 7	4/2010-6/2012
	F07 550i and 550i xDrive Gran Turismo	9/2009-6/2012
	F10 550i and 550i xDrive	3/2010-7/2013
	F12 650i and 650i xDrive Convertible; F13 650i and 650i xDrive Coupe	F12 3/2011-7/2012; F13 7/2011-7/2012
	E70 X5 xDrive50i; E71 X6 xDrive50i; E72 X6 ActiveHybrid	E70 3/2010-6/2013; E71 7/2008-6/2014; E72 9/2009-9/2011
N63TU (N63B44O1); BMW's 2026 settlement bulletin lists these cars under the label N63TU1, matched here to N63B44O1 by chassis and build dates, not by a BMW statement	F01 750i, 750i xDrive, ALPINA B7 (short and long wheelbase, and xDrive); F02 750Li, 750Li xDrive	6/2012-5/2015 (ALPINA from 7/2012)
	F06 650i and 650i xDrive Gran Coupe; ALPINA B6 xDrive Gran Coupe	650i 5/2012-9/2018; 650i xDrive 2/2012-9/2018; ALPINA B6 xDrive 3/2014-9/2018
	F07 550i and 550i xDrive Gran Turismo	550i 6/2012-2/2015; 550i xDrive 6/2012-1/2017
	F10 550i and 550i xDrive	550i 6/2013-10/2016; 550i xDrive 7/2013-10/2016
	F12 650i and 650i xDrive Convertible; F13 650i and 650i xDrive Coupe	F12 6/2012-5/2018; F13 6/2012-2/2017
	F15 X5 xDrive50i; F16 X6 xDrive50i	F15 7/2013-6/2018; F16 3/2014-5/2019
N63TU2 (N63B44O2)	G11 and G12 750i and 750i xDrive; ALPINA B7 (G12)	G11 750i xDrive and G12 750i xDrive 7/2015-2/2019; G12 750i 11/2015-2/2019; ALPINA B7 7/2016-12/2018
	G30 M550i xDrive	3/2017-6/2019
N63TU3 M3 (N63B44M3)	G05 X5 xDrive50i; G07 X7 xDrive50i	from 8/2018 (G05) and 12/2018 (G07)
N63TU3 T3 (N63B44T3)	G15 M850i xDrive Coupe; G14 M850i xDrive Convertible; G12 750i	from 10/2018 (G15), 11/2018 (G14) and 3/2019 (G12)
	Also in BMW's parts data: G16 M850i xDrive Gran Coupe, G30 M550i xDrive, G11 750i xDrive, and G05, G06 and G07 X5, X6 and X7	from 7/2019 (G16, G30), 3/2019 (G11) and 8/2019 (X5, X6, X7)

BMW's TU training gives the series introduction as 07/2012 for the F01, F02, F06, F07, F12 and F13, while the 2026 settlement bulletin prints earlier start dates for some of them, for example 2/2012 for the 650i xDrive Gran Coupe; BMW does not explain the difference.

BMW's 2026 bulletin still labels F-chassis cars built through 2019 as N63TU1, and which of the cars built after July 2015 carry TU2 hardware is not established here.

Technical Specifications

Specification	Detail
Configuration	V8, two turbochargers, direct fuel injection, four valves per cylinder
Code reading	In BMW's training, O is the upper output stage, M and T are the medium and top performance classes, and the last digit counts revisions.
Displacement	4,395 cc; 89 mm bore and 88.3 mm stroke in every generation
Firing order	1-5-4-8-6-3-7-2
Compression ratio	Original N63 10.0:1; N63TU 10.0:1; N63TU2 10.5:1; both N63TU3 versions 10.5:1
Power, original N63	300 kW / 400 hp at 5,500-6,400 rpm
Power, N63TU	330 kW / 445 hp; BMW's training gives the rpm band as 5,500-6,400 in one table and 5,500-6,000 in another
Power, N63TU2	445 hp at 5,500-6,000 rpm (750i xDrive, BMW USA, 2015)
Power, N63TU3 M3	340 kW / 456 hp at 5,250-6,000 rpm; 360 kW / 490 hp at 5,300-6,000 rpm with the overboost function
Power, N63TU3 T3	390 kW / 523 hp at 5,500-6,000 rpm
Torque, original N63	600 Nm at 1,750-4,500 rpm
Torque, N63TU	650 Nm; BMW's training gives the rpm band as 1,750-4,500 in one table and 2,000-4,500 in another
Torque, N63TU2	480 lb-ft at 1,800-4,500 rpm (750i xDrive, BMW USA, 2015)
Torque, N63TU3 M3	650 Nm (479 lb-ft) at 1,500-4,750 rpm
Torque, N63TU3 T3	750 Nm (553 lb-ft) at 1,800-4,600 rpm
Maximum engine speed	6,500 rpm (original N63 and N63TU)
Valvetrain, original N63	Double VANOS, no Valvetronic; VANOS adjustment range 50 degrees on the intake side and 50 degrees on the exhaust side
Valvetrain, N63TU	Third-generation Valvetronic with double VANOS; VANOS adjustment range 70 degrees intake and 55 degrees exhaust (crankshaft degrees)
Valvetrain, N63TU3	Third-generation Valvetronic, as on the N55 and the N63TU2
Fuel system, original N63	BMW's high-precision injection with piezo injectors, adapted from the N54
Fuel system, N63TU	Solenoid HDEV5.2 injectors, system pressure up to 200 bar, one high-pressure pump per bank
Fuel system, N63TU3	HDE6 high-pressure injection up to 350 bar, one high-pressure pump per bank
Engine management	MSD85 (original N63), MEVD17.2.8 (N63TU), DME 8.8.0 (N63TU2), DME 8.8T.0 (N63TU3), with one control unit per bank on the N63TU and N63TU3
Charge air cooling	Indirect (air-to-coolant); BMW's training says it was first used on the N63
Crankshaft	Forged steel on the original N63 and the N63TU
Timing drive	Tooth-roller chain on the original N63; toothed roller-type chain with 142 elements per bank on the N63TU
Engine oil	BMW's February 2017 chart lists 0W-30 LL01FE for the N63 and N63TU in model years 2012-2015 and for the N63TU and N63R in 2016 and newer; for model year 2011 and older it lists 5W-30 LL01 or 0W-30 LL01FE.
Oil capacity, original N63	9.5 quarts (9.0 L) in the E70, E71, F01, F02 and F07, and in the F10, F12 and F13 without all-wheel drive; 10.0 quarts (9.5 L) in the F10, F12 and F13 with all-wheel drive; 9.0 quarts (8.5 L) in the E72 and F04 hybrids
Oil capacity, N63TU	10.0 quarts (9.5 L) in every chassis BMW's chart lists (F01, F02, F06, F07, F10, F12, F13, F15, F16)
Oil capacity, N63TU2	G12 10.5 quarts (10.0 L) without xDrive and 11.0 quarts (10.5 L) with xDrive; G30 with xDrive 11.0 quarts (10.5 L); BMW's chart calls this engine N63R
Oil capacity, N63TU3	10.5 liters, both M3 and T3
Oil capacity, superseded figure	BMW's May 2013 bulletin SI B11 01 13 set a refill of 9.5 quarts (9.0 L) for the N63 and N63T, while the February 2017 chart lists 10.0 quarts (9.5 L) for the N63T; use the current figure for your VIN.
Emissions	ULEV II for the original N63 and the N63TU in BMW's training tables

The Insider Read

IAIK treats the N63 as a family with separate service histories rather than one engine, and asks you to keep the original N63 and the N63TU apart.

BMW's training agrees on the biggest difference: the original N63 has no Valvetronic, and the N63TU uses third-generation Valvetronic.

IAIK also warns against describing TU3 hardware as an upgrade already present on a TU2 engine, and notes that the TU3 splits into the N63B44M3 and N63B44T3, which are separate performance classes.

A later revision is not proof that every earlier issue has disappeared, in IAIK's words. Before buying or rebuilding, IAIK wants the generation established, the oil-consumption diagnosis documented, and the coolant repairs and ventilation work reviewed.

In IAIK's framing, the complete engine designation and that paperwork, not the shared N63 name, should drive the diagnosis and the parts plan.

What IAIK sees in our shop

The notes in this part come from IAIK's own shop experience, not from BMW figures, and they are not failure rates.

IAIK's general N63 notes do not split the earlier generations apart: in our shop, IAIK most often sees turbocharger issues and oil and coolant line issues, along with valve cover gasket leaks, piston ring failures and leaking valve stem seals.

When an N63's valve stem seals are leaking, IAIK's shop usually does not recommend a seal job: in IAIK's experience a complete replacement engine has cost a little less than the labor for the valve stem seals, so the shop recommends the engine instead.

IAIK rates the N63TU3 very differently from the earlier engines. In our shop, IAIK has found TU3 cars very solid, including cars that were turned into rentals and got little maintenance.

The TU3 cars IAIK sees are mostly the M850i, the later M550i xDrive and the G05-generation X5. In BMW's parts data, as in the table above, the M850i and the G05 X5 with the N63 appear only with TU3 engines, and the M550i xDrive carries the TU3 from 7/2019 builds; M550i xDrive cars built 3/2017-6/2019 have the TU2.

IAIK estimates, from our shop, that the TU3 has maybe ten percent of the coolant issues the original N63 had.

In IAIK's experience the parts that do fail on a TU3 are the turbocharger coolant lines, which sit on top of the engine, so the job is easier to reach.

IAIK also sees coolant expansion tanks crack eventually, but IAIK sees that across BMW models, not as a TU3 weakness.

Apart from the fluid lines that feed the turbochargers, IAIK has not seen a TU3 leak from the oil pan, the valve cover gasket or the oil filter housing in our shop.

In our shop IAIK has seen more S58s come in with issues than N63TU3s, and IAIK would rate the TU3 as more reliable than the N55 on the same shop experience.

IAIK sees the TU3 as a big improvement over BMW's earlier turbocharged V8s. Those comparisons are IAIK shop experience, not a BMW finding.

Factory Deep Dive

Hot-V architecture does not make every N63 the same

BMW's training says the N63 was the first engine worldwide to integrate the turbochargers and the main near-engine catalytic converters in the V-space.

BMW USA's 2015 press release for the 2016 7 Series describes the redesigned V8 with the turbochargers in the V-shaped space, twin-scroll turbochargers, flow-separated bank-specific exhaust manifolds, and a compression ratio raised from 10.0:1 to 10.5:1.

For the TU3, BMW's training lists reworked exhaust gas thermal management in the V-space among the new features.

What changed from the original N63 to the N63TU

BMW's training lists these changes for the N63TU (N63B44O1) against the original N63.

Third-generation Valvetronic, the version from the N55, with the servomotor mounted on the outside of the cylinder head.
A new cylinder head with integrated air ducts for the crankcase ventilation, and a new cylinder head cover with its own oil separator for each bank.
VANOS from the N55, with the intake adjustment range raised from 50 to 70 degrees.
Solenoid injectors in place of piezo injectors.
No blow-off valves on the turbochargers; BMW says Valvetronic and engine interventions make them unnecessary, and the compressor now has nine blades of one size where the earlier one had five large and five small.
A redesigned crankshaft and connecting rods with even pitch, and pistons 60 g (2.1 oz) lighter.
A toothed roller-type chain with 142 elements per bank.
Two engine control units, one per bank.

IAIK says to keep the parts plan tied to the complete engine designation and the installed components.

N63TU2 and the move to N63TU3

BMW's TU3 training describes only the differences from the TU2, so a full TU2 hardware list is not established here beyond BMW USA's 2015 press release.

BMW lists these as new in the TU3.

Reworked piston rings, including a new oil scraper ring.
Reworked timing chains, with the chain pins coated in chromium nitride to reduce wear.
A "crosstalk point" in the intake area.
Injection pressure raised from 200 bar to 350 bar.
A new Digital Motor Electronics unit (DME 8.8T.0).
No hot-film air mass meter; the DME calculates the air mass instead.
A different valve stem seal material, chosen to prevent premature hardening.
A bypass line between the two charge air coolers.

BMW says the TU3 carries over from the TU2 the crankcase design, the oil supply and the exhaust manifold, and in the M3 also the turbochargers, pistons and cylinder head cover.

TU3: M3 and T3 are separate engines

In the training specification, the M850i xDrive Coupe's N63B44T3 is a 4,395 cc V8 rated at 390 kW / 523 hp at 5,500-6,000 rpm and 750 Nm at 1,800-4,600 rpm, with a 10.5:1 compression ratio and DME 8.8T.0 management, and IAIK says those figures belong to that application.

The N63B44T3 uses electric arc wire-sprayed cylinder walls, and its cast pistons carry a graphite skirt coating adapted to them; the M3 pistons are carried over from the TU2.

The T3 also has a revised crankshaft balance and IROX-coated main bearing shells on the bearing cap side. Its connecting rods are taken from the S63B44T4, while the M3 rod comes from an earlier S63 engine.

IAIK adds that shared ancestry is not enough to show that complete rotating assemblies can be interchanged.

The TU3 monitors the crankcase ventilation for leaks with a crankcase pressure sensor; on the T3 it sits at the bank 1 cylinder head cover, and on the M3 it is mounted near the oil filler.

BMW says a leak is most easily detected at 500-3,000 rpm and an average load of 20%-80%, and that the DME stores a fault when the reading exceeds the stored target. The TU3 oil pressure sensor has a damping element for a better signal.

The M3 keeps the 31 kV rod-type ignition coils, and the T3 uses modular 42 kV coils.

Boost control differs by generation

Original N63: electrically operated diverter (blow-off) valves.
N63TU: no blow-off valves.
N63TU3 M3: an overboost function that BMW says is active only in launch control, holding 650 Nm up to 5,000 rpm with a 34 hp gain for a short time.
N63TU3 T3: electrically operated blow-off valves.

Cooling: separate circuits and auxiliary pumps

Original N63: a belt-driven coolant pump, plus an electric auxiliary pump of 20 W that cools the turbochargers, including after shutdown for up to 30 minutes, and a separate low-temperature circuit for the charge air coolers.
N63TU: three electric auxiliary water pumps in addition to the mechanical pump, for heating, turbocharger cooling, and the charge air coolers with the two control units.
N63TU: the map thermostat starts to open at 105 C (221 F) and is fully open at 120 C (248 F) without electric heating; the oil cooler is released at 100 C (212 F) oil temperature.
N63TU3: the same cooling system as the TU2 apart from minor changes, one or two external radiators depending on the vehicle, and the bypass line between the two charge air coolers.

Technician service notes: fuel system and ignition coils

Both the N63TU and N63TU3 training say not to open the fuel system above 40 C (104 F) coolant temperature, because residual pressure can spray fuel. Both say to remove the ignition coils and cover the spark plug wells before opening the fuel system, and to replace coils that are heavily soaked with fuel, because fuel lowers the silicone insulation's resistance and can cause flashover and misfires.

After an injector or cylinder is replaced on the N63TU, an injection quantity compensation is done with the adjustment value printed on the injector body. On the TU3, BMW says the injectors and the DME form a matched CVO function: when either is replaced, both must be identified by VIN in the parts catalog.

BMW says the TU3 spark plug insulator must stay clean and untouched by fingers and the plug is held only by its thread, and the coil boot must not be oiled or greased.

BMW says control units must never be swapped between vehicles to test, because of the immobilizer.

Technician service notes: auxiliary pump and covers

If an N63TU coolant pump is removed and reused, BMW's training says to set it down still filled with coolant, because a dry pump can stick and fail to start. On the TU3, BMW says to remove and refit the acoustic engine cover carefully and only above 20 C (68 F).

Technician service notes: bottom end and inspection (IAIK)

For a T3 bottom-end repair, IAIK says to identify the piston coating, the cylinder running surface and the bearing shell position before assembly, and it notes that the IROX coating applies to the main bearing cap side.

IAIK suggests asking whether a borescope inspection can document an oil leak in the engine valley, with a photograph or inspection record of where the oil is, before a larger teardown is authorized. IAIK cautions that oil seen in the valley does not by itself show that a cover, locating tab or return-line seal has failed.

Known Failure Points and Service Items

Recall information on this page was checked against NHTSA on October 1, 2026. Recalls are added and closed over time, and whether a specific car is covered is a VIN check with BMW or NHTSA.

01 Oil consumption: keep it separate from leaks, cooling faults and ventilation faults

IAIK says to distinguish oil consumption from an external leak, and to record coolant loss, oil use and fault information separately so the repair plan follows the evidence.

BMW's oil consumption bulletin SI B11 03 13 says turbocharged engines use more oil than naturally aspirated ones, and that some oil normally migrates past the turbine bearing seals into the intake tract. It says the engine should be leak-free before an analysis, and lists maintenance, overfilling, oil viscosity, engine speed and load, and the crankcase ventilation among the frequent causes to check first.

For the N63TU built 6/2012-12/2012 (F01, F02, F06, F07, F12, F13), BMW's SI B11 04 13 names the turbocharger, crankcase ventilation, engine gasket leaks, internal engine tolerances and sealing, and improper filling or topping up as possible causes of a low-oil message appearing too often.

Watch for the low engine oil message coming up more often than the service schedule suggests, smoke at a cold start, after a period of warm idling, during driving or after the driver reapplies the accelerator, and spark plugs fouled with oil. IAIK says smoke alone does not identify a failed part, and that a short video showing the operating conditions is more useful than a description of 'a little smoke.'

02 Valve stem seals (original N63 and N63TU)

BMW has a valve seal bulletin for each: SI B11 08 15 (N63 and S63, June 2017) covers the original N63 in the same production windows as the timing chain check, and SI B11 01 17 (N63T and S63T, November 2017) covers the N63TU, with the F01, F02, F06, F07, F12 and F13 from 7/2012, the F10 from 7/2013, the F15 from 6/2013 and the F16 from 6/2014.

In both, BMW's signs of leaking seals are smoke from the tailpipe on starting or on aggressive acceleration and deceleration, plugs fouled with oil, and excessive oil consumption, and BMW says a complete oil consumption test comes first.

The June 2017 revision of SI B11 08 15 says cars under 40,000 miles should not be considered for valve seal replacement. SI B11 01 17 says that on cars with reproducible smoking when hot, a compression test, a leak-down test, and an inspection of the crankcase ventilation lines and turbo intake and outlet tubes for excess oil should be done and documented before the seals are replaced.

Both bulletins tell technicians not to remove the intake manifolds to clean the intake valve carbon.

For the TU3, BMW's training says a different valve stem seal material is used to prevent premature hardening. For a legacy N63, IAIK lists valve-stem sealing, turbo-area cooling lines and chain condition in the inspection plan, and warns that a later engine should not inherit the same diagnosis just because it shares the N63 name.

IAIK sees leaking valve stem seals often on N63s in our shop. When the seals leak, IAIK's shop usually recommends a replacement engine instead of a seal job, because in IAIK's experience the engine has cost a little less than the seal labor.

Watch for smoke from the tailpipe on a cold start or on hard acceleration and deceleration, spark plugs wet with oil, and oil use that stays high after leaks and ventilation are ruled out.

03 Crankcase ventilation, turbo seals and turbo oil lines

BMW's SI B11 03 08 (July 2018) says the crankcase ventilation on the N63R, N63, N63T and other engines has no regulating valve, so its pressure cannot be measured consistently; the pressure is set by an orifice in the ventilation tubes, and the check is a visual inspection for loose connections or cracks, with an oily residue around active leaks, and a smoke machine may help.

The same bulletin lists excess crankcase pressure as a cause of oil seal damage, more oil consumption, and oil in the intake and in the charge tubes or intercooler, and says these can be misdiagnosed as a defective turbocharger.

BMW's Customer Care Package for the original N63 lists fresh air intake turbo seals and crankcase ventilation lines (hoses) among the parts it may replace.

BMW's all-model turbocharger bulletin SI B11 07 11 (revision 5, March 2024) says a restricted oil supply can starve and seize a turbocharger, and tells technicians to inspect the oil supply and return lines for blockage, collapse or kinking whenever a turbocharger is replaced; BMW's valve seal bulletins list it among the documents to read first.

On a TU3 with a crankcase-pressure fault, IAIK says to assess the ventilation system and the sensor arrangement, and that an electronic leakage report does not by itself identify the failed seal, valve or sensor.

IAIK sees turbocharger issues and oil and coolant line issues often on N63s in our shop; on the TU3, the turbocharger coolant lines are the main item IAIK sees.

Watch for oily residue around the ventilation connections, oil in the charge air tubes or intercooler, a whistling or howling noise, rough idle or misfire, and a stored crankcase-pressure fault on a TU3.

04 Timing chain (original N63)

BMW's SI B11 16 14 (revision 7, March 2022), N63 Engine: Check the Timing Chain, covers the original N63 in the E70, E71, E72, F01, F02, F04, F07, F10, F12 and F13 production windows in the table above. BMW says it is not a mandatory campaign or recall and goes with the N63 Customer Care Package.

The check measures chain elongation with a diagnostic test plan, and BMW says to replace both timing chains if the chains are stretched. BMW's bulletin also says the chain job includes replacing the oil pan gasket, that liquid sealer is not a proper substitute, and that the oil service interval must afterwards be retrofitted to 12 months or 10,000 miles.

IAIK lists chain condition in the inspection plan for a legacy N63. For the TU3, BMW's training says the chain pins were recoated with chromium nitride to reduce wear. BMW's timing chain check names only original-N63 production dates, so whether a comparable check exists for the N63TU is not established here.

Watch for stored VANOS or camshaft position faults, which BMW says can affect the chain test result, and any record that the chain test or the shorter oil interval was never done.

05 Turbocharger auxiliary coolant pump: recalls 11V-521, 12V-161 and 18V-248

Recall 11V-521 (BMW SI B11 08 11, November 2011, revised March 2012): BMW says moisture ingress into the electronics of the turbocharger auxiliary coolant pump could cause a short circuit, the pump may overheat, and in rare cases a fire is possible in the engine compartment or the whole vehicle.

It covers N63 cars (F01 and F02 including ALPINA B7 and B7L, F04, F07, F10, E70, E71 and E72) produced from November 16, 2007 to February 2, 2011, plus N74 and S63 cars. BMW replaces the pump with an improved pump, and the bulletin says the repair is covered under warranty regardless of time or mileage.

NHTSA's record for 11V-521 lists model years 2008-2011 across the X6, 7 Series, X5, 5 Series and 5 Series Gran Turismo. Recall 12V-161 (April 2012) expanded it to certain 2011 5 Series and 5 Series Gran Turismo and 2012 6 Series Convertible, 7 Series, X5 and X6 vehicles; NHTSA lists 2,846 potentially affected units and says the remedy began April 30, 2012.

Recall 18V-248 (April 2018, BMW SI B11 05 18): BMW says the electronic circuit board of the auxiliary coolant pump could short circuit and overheat, with a rare risk of fire in the engine compartment. BMW's bulletin covers certain model year 2008-2012 vehicles with N63, S63 and N74 engines and lists these N63 models: 5 Series (F07, F10), 6 Series (F12, F13), 7 Series (F01, F02 including ALPINA), 7 Series ActiveHybrid (F04), X5 (E70), X6 (E71) and X6 Hybrid (E72); it says about 23,164 vehicles are affected.

The procedure is the turbocharger auxiliary water pump replacement, done free of charge. NHTSA's record adds that BMW recommends owners park the vehicle outdoors until the remedy has been performed.

NHTSA's own summary of 18V-248 names 2011-2012 model years. BMW's two 18V-248 documents give different production windows: the Part 573 report says August 1, 2010 to December 31, 2011, and the dealer bulletin says November 2007 through November 2011, so a VIN check with a BMW dealer settles it. The Part 573 report says the recalled pumps are of a specific design level and later pumps are an improved design.

Watch for any history without proof the pump was replaced, and any coolant loss that has not been documented; BMW's 11V-521 bulletin says B-pillar label code 604 punched out means that campaign was done. IAIK says to review documented coolant repairs before buying.

06 Customer Care Package items on the original N63

BMW's N63 Customer Care Package (SI B11 06 14, revised March 27, 2025) applies to the original N63 in the production windows in the table above. BMW describes a 6 point check and, if needed, replacement of one or more of: hot-film air mass sensors, piezo high pressure fuel injectors, the engine vacuum pump, the fuel system low pressure sensor and feed line, fresh air intake turbo seals and crankcase ventilation lines. BMW says it is not a mandatory campaign or recall.

BMW's December 2014 overview says that after the repairs the car is reprogrammed and the condition-based oil service interval drops from a 15,000-mile to a 10,000-mile base, with an annual oil change indication. BMW says a service label with code 721 punched out shows the care package was done.

Watch for a car with no proof the care package was done, no code 721 punched on the label, and no record of the shorter oil interval.

07 Oil consumption class action settlements

BMW's SIB 01 29 18 (revised October 2019) describes the Bang settlement for original-N63 vehicles (E70 X5 xDrive50i, E71 X6 xDrive50i, E72, F01, F02, F04, F07, F10, F12 and F13), effective October 12, 2018. BMW's SIB 01 01 22 (revised January 21, 2026) describes the Isley settlement for N63TU1 vehicles, with benefits available from February 9, 2022.

For the N63TU1 settlement, BMW's bulletin says the campaign includes up to three free oil consumption tests; after a failed test BMW authorizes one engine repair attempt or offers an engine replacement under a mileage-based contribution matrix; and repairs are covered in year one regardless of age and mileage, then up to the first 10 years or 120,000 miles from the in-service date.

The bulletin uses more than 1 liter per 750 miles as the trigger to continue the diagnosis, says replacement engines have improved components compared with engines produced before May 2017, and excludes owners who opted out. It is a notice of settlement benefits, not a recall or service action, and it says BMW NA denies the allegations.

The Bang settlement's short-term extension window of one year or 12,000 miles had expired by the October 2019 revision, and coverage then ran for the remainder of the first 10 years or 120,000 miles. Whether any benefit under either settlement is still open for a given car is not established here; ask a BMW center with the VIN.

Watch for a car whose owner opted out, which BMW says gets none of the settlement benefits, and an engine serial number that does not match BMW's records.

08 Valve cover gaskets and piston rings (IAIK, shop experience)

IAIK sees valve cover gasket leaks and piston ring failures on N63s in our shop. IAIK has not seen a TU3 leak from the valve cover gasket. IAIK gives no frequency or mileage for these items.

Reliability Verdict

No family-wide verdict is defensible from these documents. IAIK ties the picture to generation, documented oil-consumption diagnosis and cooling history, and BMW's own bulletins are written by generation.

What the documents do support: BMW ran a care package and a timing chain check for the original N63 (neither mandatory), issued valve seal bulletins for both the original N63 and the N63TU, recalled the turbocharger auxiliary coolant pump on certain 2008-2012 model year cars, and settled one oil consumption class action for each of those two generations.

IAIK cautions that a later revision is not proof that every earlier issue has disappeared, and gives no replacement mileage.

IAIK, from our own shop, rates the N63TU3 highest of the generations: by IAIK's estimate it has maybe ten percent of the original N63's coolant issues, and IAIK has not seen one leak from the oil pan, valve cover gasket or oil filter housing. That is IAIK shop experience, not a failure rate.

For the TU3, BMW's recall 19V-513 covers certain G05, G07, G12, G14 and G15 cars built October 10, 2018 to June 24, 2019 with N63B or N63M engines, because the high-pressure fuel pump mounting screws may not have been tightened correctly; the remedy replaces both high-pressure pumps and their screws. For the TU2 the documents opened here give no engine recall or service bulletin, which is a limit of this research and not a clean bill of health.

Power Potential

Not established by IAIK: the dossier gives no tuned output and no safe limit. BMW's factory outputs are the only power figures given here: 400 hp for the original N63, 445 hp for the N63TU and N63TU2, 456 hp for the TU3 M3 (490 hp with overboost) and 523 hp for the TU3 T3.

IAIK's warning that shared ancestry with S63 parts does not make rotating assemblies interchangeable is about parts, not a stated power limit.

Cost of Ownership

Not established by IAIK: the dossier gives no annual budget, repair reserve, replacement mileage or first-year catch-up figure.

What BMW's documents say about who pays: the 11V-521 pump replacement was covered under warranty regardless of time or mileage, the care package and timing chain check are not recalls, and the N63TU1 settlement ties repair coverage to the first 10 years or 120,000 miles from the in-service date. The 10-year limit runs from each car's in-service date, so it has already passed for the earliest cars in the class (2013 model year), and whether it has passed for a given car is not established here.

One IAIK shop observation bears on cost: when N63 valve stem seals leak, IAIK has found that a complete replacement engine costs a little less than the seal labor, so that is what the shop recommends. IAIK gives no dollar figure for either job.