This guy is like an Engine scientist, good stuff deep knowledge.

Hello Tim. Just wanted to thank you for your tremendous effort put into this video. I certainly learnt a lot- thanks again from a grateful B58 owner 🍻

Hi Tim. Just when we think your videos could not possibly be any more informative or professional, this one happens!  As always, great content, much appreciated.

Interesting. Even BMW sold the Valvetronic system as something that makes the conventional throttle obsolete, but in fact thats not the case - the two systems actually work in tandem.   These engines are genius (I have the N52 6cyl) when you learn to understand them and get them running just right, and a nightmare of confusing symptoms and expensive problems if you don't!  I'm still learning about mine and, while it does seem intimidatingly complex at times, I do have to marvel and the ingenuity of it all.

What an amazing video! Should be mandatory on BMW training, so well explained. Thank you!

BMW 650i 2007 convertible identical to what you have except it’s LHS.  The car done KM167k having issues with LHS valvetronic shaft according to the garage technician.  Few weeks ago I was driving and suddenly the engine sign with speed reduction to 40.  Had to tow the car to the garage, he scanned the car and told me eventually he will need to do physical checks while the valvetronic visible.  He is speculating the shaft becoming weak.  Anyway, he did a reset since I only have issues if the engine is cold where the RPM dancing up and down.  Once o have my foot on the escalator for few seconds, then the RPM stay still and car can be driven.  However the RPM can be funny when reducing speed at traffic lights.  SO basically the car will need to go to the garage technician to get it repaired. The cost “might sound cheaper” than Europe around $300-400.   Having the engine overhaul cost $2000.  The car is 20 years old and still running.  I tend to change engine oil 5000-6000 thousand 5W-40.  Before I use to get it done every 10,000.  Fully synthetic German brand.  SO wanted to share my experience in order others benefit.  Thank you.

Hi Timm this is Alvin your number one fan. The green screen worked out great. Great information 👍🏾. Stay safe my friend. Blessings

This guy is awesome...with great details and explanations. BMW owners across the globe owe u a solid. Many thanks

Amazing! So much information so quickly and without any gibberish! Thank you very much!🚗🚗

Hell of a job on your in detail description of what and why thing happen in those " now not so complicated engines"!!
  Keep it up cause I learned more from you in 10mins that 5 hrs watching how to fix videos...
 I have a customer with a n62 2005 x5 4.4i and it's been a bit tricky figuring out why the misfires. I replaced eccentric shaft sensor on driverside along with the camshaft sensors. I swapped sides with the valvetronic motors and fixed the oil leak from vaccum pump and plugged the vaccim line back into the little outlet on the front of it. Now there is only 2 misfires on 1 & 5 and camshaft sensor b on bank 2 but then another scanner reads vanos solenoid problems.. its confusing and why would misfires be on #5 or 8 when the sensor problems read on #1 w/ camsensor issues?

Dear Timm, I really appreciate your excellent videos and you helped me a lot with my car.
I think there is one element of the explanation missing here, or maybe I didn't understand it properly. One of the major reason for VT saving a plenty of fuel is that it avoids much of the pumping losses. At low power or at idle, a normal (non-VT) engine must pull in air from the inlet manifold at very low absolute pressure and this takes a plenty of work. In a crude view, at suction phase there is much less pressure on the top surface of the piston than at the bottom, so the piston is spending mechanical work on the gas, unlike at the expansion phase, when the gas is working on the piston and the engine is actually producing mechanical power. The work spent on sucking in air can be considered as "negative work" of the engine missing from the output but still requiring fuel to be burnt for.
Since the manifold pressure of a VT engine is kept by the regulation of the throttle very close to atmospheric pressure, that is, there is no significant vacuum in there, it needs much less work for the piston to take in the necessary (at idle) small amount of air.
This sounds an uninteresting minor thing, but in real life this is an extremely important thing. These overmotorised cars have huge displacement and much-much more power available than really needed for most traffic situations. Thus in most of their life the engine is running at very low power or idle (like in a traffic jam in London :) ). At low power the huge displacement comes with disproportionately large pumping losses compared to the mechanical work produced by the engine, therefore VT can save a plenty of fuel by reducing this loss.

Hi Tim! I can't believe I came across your video. I've been trying to find answers to my problem through forums and JustAnswer mechanics online and non of it has really helped compared to your video!

Long story short, had valve stem seals and guides repaired on my 13' 650i at local shop and when the valvetronic is connected, I get constant misfires in cylinder 3 and 7 and white smoke. Borescope shows oil inside cylinders as well. Disconnect the valvetronic however and it runs perfectly smooth no misfires no smoke.

The other fault stored is related to boost pressure. They're both shut off, and when I test the wastegates through ISTA service function, both turbo wastegates don't move. Exhaust valves are not moving either. I always assumed turbos automatically shut off when valvetronic is disconnected but I'm now thinking the shop screwed up the vacuum lines to the pressure converters and turbo wastegates.

Theres traces of oil in the PCV valve as well. Which is strange because it was working absolutely fine before the repair. Its only a few months old.

So..... Given its a twin turbo car, I'm assuming the turbos have to be functioning in order to create the vacuum for the crankcase ventilation to work and in turn stopping my oil leak and misfires? Does that sound like it could be my problem??

Looking forward to your answer!

Helo Tim, I am from Brazil. Thank you very much for sharing your knowledge. The best explanation I've seen so far about Valvetronic and engine performance.

I hope im this fucking cool when im older

I admire your knowledge my friend. Keep making these videos they're great. -Fellow BMW loyalist from the states

BMW 650i 2007 convertible, Will start checking the PCV valve first then move to get the valvetronic shaft replaced as suggested by the garage technician.  Start with the DIY repair then move to the garage repairs.  People shouldn’t be spending more than necessary, BMW 650 or 640 2008 market price between $5000-7000 SO is worth spending more? It’s a personal choice I guess.

Tim,
Thank you for posting this video. It helped me better understand the system and how it functions. I have yet to see anything close to it.

Valvetronic Professional! Each one teach one.

A solution looking for a problem.

Great video ❤

Hi Tim, just want to thank you for all your videos. I just bought a 09 650i e64 thats been in an accident. Needed a strut, control arm, fender, hood/bonnet repair, airbags, and a few other things. I bought it online and had it delivered. I am so happy i bought it. Thanks again for all the info. Cheers