BMW 3 Series 3.0 engine
Buy Engine BMW 335 i 3.0
Contract Engine for BMW 33.0 2006 - 2011
Engine Model: N54 B30 A; N55 B30 A
Engine size: 3.0
Horsepower: 306
Warranty: 14 days after pickup or pickup in your city. Check the final terms with the manager.
If the Goods are not in our warehouses at the time of order, We will promptly deliver them from the Transit warehouse in 1-3 days! Any Photos of the Units you need - on request! (p.s. If possible Video)
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BMW 3 series engine with designation: 335i and displacement: 3.0 with designation: N54B30 available in Moscow warehouse.
We supply BMW 3.0 units from Germany and other European countries without a rally in Russia. BMW 3 e90 engines have passed the official customs clearance procedure, you purchase the engine with all accompanying documents. The price of the N54B30 unit may differ greatly from individual sellers, this is due to the different residual resource of the units and the country of their operation. BMW 335 engines without a run in the Russian Federation, as a rule, will cost more than the internal combustion engine, which was operated in Russia, due to the poor quality of our roads and the maintenance of the engine with oil of not as high quality as in European countries.
All BMW 3 Series 335: 3.0 engines presented with us are tested and ready to install. We are market leaders and are pleased to offer our customers a wide range of contract ICEs. Before buying a BMW 335 engine, we carry out a comprehensive check of its working condition, so our customers can be sure that they are buying a reliable and durable internal combustion engine.
It is very easy to buy a BMW 335 unit without prepayment. You need to independently drive up to our Moscow warehouse and pick up the n54b30 motor for your car. The BMW 3.0 engine can be installed immediately after purchase from our service, while we will provide you with an extended warranty of 30 days.
You can also purchase the n54b30 unit from any city in Russia. To do this, just call us and order the required BMW engine with a volume of 3.0. After making an advance payment, we will deliver BMW E90 3.0 engines to the city you need. Before sending, our manager will send you a photo and video review of the N54B30 engine for a more detailed inspection. In addition, you can purchase 3 liter BMW units in bulk for a warehouse in your region. For bulk orders, we provide our customers with special purchase conditions and a more extended warranty.
Replacing a BMW 335 engine is mostly a more profitable process compared to repairing an old one. Repairing a BMW unit is distinguished by many exceptional difficulties, duration and high costs, which in some cases may not bring the desired result. Reviews for the n54b30 motor are very diverse and depend on the features of operation by individual car owners, the quality of the engine oil and compliance with its replacement intervals.
(BMW 135i, BMW 335i, BMW Z4 3.5i / is, BMW X6 3.5i and BMW 740i cars)
Before talking about tuning the BMW N54 engine, I would like to briefly acquaint you with its design and modifications.
The N54 engine is BMW's first turbocharged, direct injection, high-pressure petrol engine that stands out from its predecessors in its outstanding combination of power and fuel efficiency.
For the first time, the BMW N54 engine was introduced in 2006 together with the new BMW 335i coupe, later this engine appeared on the following models BMW X6 3.5, BMW 535i, BMW 135i, BMW Z4 3.5 and BMW 740i. In addition, ALPINA has released ALPINA B3 Bi-turbo and ALPINA B3S Bi-turbo cars based on the BMW 335i.
For its outstanding performance and design excellence in 2007 and 2008, this soap engine was awarded the International Engine of the Year nomination.
Initially, the engine power was 306 hp at 5800 rpm, and the torque reached 400 nm at 1300-5000 rpm.
During the release, the following modifications appeared, the power of which was confirmed by official sources and, I hope, by measurements on a motor stand.
1) BMW Perfomance power kit (aka a serial engine on F01-F02) with a power of 326 hp. torque 450 Nm
2) Serial engine on the BMW 1 Series M Coupe. It also stands on the Z4 3.5is, power 340 hp. torque 450 Nm
There are also two serial modifications from Alpina.
1) Alpina B3 Biturbo power 360 hp. torque 500 Nm
2) Alpina B3S Biturbo power 400 hp. torque 540 Nm
Consider the design features.
All-aluminum cylinder block with dry thin-walled cast iron liners.
Turbocharging - Two parallel turbines integrated into the exhaust manifold.
Cooling of the charge air in the intercooler.
Second generation direct injection of high pressure petrol with piezoelectric injectors, fuel pressure up to 200 bar. 
New generation engine control unit Siemens MSD 80 / MSD 81.
Variable valve timing device on the intake and exhaust camshaft (Double Vanos)
External engine oil cooler.
New electric pump for high power cooling system. (400 t.)
Aluminum cylinder head with plastic valve cover.
Steel crankshaft.
BMW N54 Engine Specifications
|
engine's type |
Inline 6 cylinder. |
|
Working volume (cm cube) | |
|
Bore / Stroke (mm) | |
|
Cylinder distance (mm) | |
|
Crankshaft main bearing diameter (mm) | |
|
Crankshaft connecting rod bearing diameter (mm) | |
|
The order of the cylinders | |
|
Engine power (hp / kW at rpm) |
306/225 at 5800 |
|
Maximum torque (Nm @ rpm) |
400 at 1300-5000 |
|
Maximum admissible speed (rpm) | |
|
Liter capacity (kW / l) | |
|
Compression | |
|
Number of valves per cylinder | |
|
Intake valve diameter (mm) | |
|
Outlet valve diameter (mm) | |
|
Engine weight (kg) | |
|
Engine management system |
Siemens MSD 80 / MSD 81 |
|
Environmental Compliance EU / US |
Before moving on to our tuning program for this engine, let's look at the factory engine boost programs.
It is most interesting to see how the changes made to the design of the BMW 1 Series M Coupe differ: The engine itself is identical in design, and of the fundamental changes, only a more powerful engine cooling fan. Everything else is a new engine management program.
The situation is similar with the BMW Performance Power kit, with a more powerful cooling fan, an additional radiator and a new engine management program.
No less fascinating is the study of Alpina engines - in order to increase the boost pressure, the compression ratio was lowered to 9.4 and the engine cooling was also intensified, only here it was realized due to a more powerful engine oil cooler. Otherwise, the main increase in power occurs due to changes in the engine control program.
As we can see from the previous study, the potential of the N54 engine is in the region of 400 hp, and even with the observance of all environmental standards of Europe, and without complying with EURO 4, we can talk about 420-450 hp. There is also information on the network that someone made a 450 hp engine, replacing the turbines with Garrett.
However, I want to remind you that in addition to the engine, there are some other units in the car, for example, automatic transmissions, which transmit the power flow from the engine to the wheels and which also have some redistribution of capabilities.
And therefore, taking into account all of the above, within the framework of the serial design with automatic transmission, a maximum power of 400-420 hp can be considered.
From all the previous discussion, we can confidently conclude that the most effective way to boost the BMW N54 engine is with the refinement of certain elements of the car that are involved in ensuring the engine's operation.
There are two types of chip tuning:
The traditional option is to change the standard engine program, when the data cards responsible for certain engine parameters are changed. In this case, the algorithm of the ECU is fully preserved. This is both an advantage and a disadvantage of this option - on the one hand, it is impossible to increase the parameters more than allowed by the built-in safety algorithm, on the other hand, it guarantees the durability and safety of the system as a whole.
External chip - a device is built into the engine wiring that changes the input and output signals of the engine control unit. With an external chip, everything is exactly the opposite: since it can modify the ECU signals indefinitely, it becomes possible to emit the normal operation of the engine control system during completely abnormal actual operation.
In my opinion, the external chip is worse, because:
... firstly, it allows you to go beyond the boundaries of acceptable parameters
secondly, given the non-linearity of the ECU signals, is it possible to obtain balanced solutions in the entire range of engine operating modes,
thirdly, these are some additional devices that may be faulty and which are rather problematic to diagnose.
However, this method also has undeniable advantages: the achieved result does not change when the engine is reprogrammed, using this method it is quite easy to bypass anti-tuning measures that car manufacturers have recently begun to use, as well as when new models of control units appear, as a rule, manufacturers external chips react much faster.
With this, some introductory part devoted to tuning the BMW N54 engine can be completed and we can proceed to our program for tuning the BMW N54 engine.
BMW N54 engine tuning
If you are curious and persistent, then on the Internet you will find many offers of chip tuning for the BMW N54 engine. However, as a rule, if we are talking about a more or less reputable tuning studio, then the power will be limited to 360-370 hp.
However, as mentioned above, there is a certain modification of the N54 engine from Alpina, which in the standard version produces 400 hp. On the basis of this firmware, we created our own versions of the N54 motor
So, let's start with the most powerful version.
BMW N54 engine tuning up to 420 hp.
This program is only possible with the engine control unit MSD 81 (for machines up to 03/08, a retrofitting to this unit is required, the cost of MSD 81 is 1155 euros)
As mentioned above, this variant is developed on the basis of the BMW Alpina B3S Bi-turbo solution, which guarantees reliability and balance in all modes and includes the following:
Enhanced cooling (on vehicles where necessary) - more powerful engine fan, additional radiator.
Additional power is obtained by eliminating the EURO 4 standard and removing the catalyst, which makes it possible to enrich the fuel mixture and increase the boost pressure.
Program cost:
This program is also possible only with the engine control unit MSD 81 (for cars up to 03/08, re-equipment is required for this unit, the cost of MSD 81 is 1155 euros)
This is actually a factory version of the BMW Alpina B3S Bi-turbo, which has guaranteed reliability and has been extensively tested in BMW-AG conditions.
Includes the following:
Compression reduction to 9.4 - forged pistons with a larger combustion chamber
Enhanced cooling (on cars where it is needed) - more powerful engine fan, additional radiator.
Engine management program with increased boost pressure and rich mixture at maximum power.
I want to note that the exhaust system remains standard and the car fully complies with the EURO 5 environmental standards.
Graphs of torque and engine power after tuning
The cost of the program for all models is 5800 euros.
BMW N54 engine tuning up to 400 hp.
without reducing the compression ratio.
This program is, again, only possible with the engine control unit MSD 81 (for machines up to 03/08, a retrofitting to this unit is required, MSD 81 costs 1155 euros). It is based on the same factory version of the BMW Alpina B3S Bi-turbo, but in this version, the fight against detonation is carried out by enriching the fuel mixture, which allows you to leave the factory compression ratio of 10.2. However, this will have to abandon the catalysts. And although this solution has not passed the official comprehensive tests, the accumulated experience of tuners around the world shows that this solution works.
So, an inexpensive option for tuning the BMW N54 engine up to 400 hp.
Alpina B3S based engine management software
More cooling (where needed) - more powerful motor fan.
Again, catalysts can be removed in two ways:
installing a system from Supersprint
Or simply by welding pipes instead of standard catalysts. Naturally, the solution from Supersprint is preferable, but given its cost, you can save money and do a little collective farm. Nevertheless, the turbines perfectly perform the role of a preliminary muffler and the sound of the standard exhaust system after such a vandal removal of the catalysts will not get much worse. In addition, not all cars have a Supersprint solution, and in this case there is no choice.
Graphs of torque and engine power after tuning
The main feature of these options is the use of an engine management program based on the Alpina B3S firmware, which is especially important for owners of rear-wheel drive cars of the 1 and 3 series. The factory firmware not only provides the necessary power, but also leaves the car balanced enough without sudden surges of torque at the rear wheels. In the conditions of "garage tuning" it is quite difficult to achieve such a balanced car.
Again, I want to note that replacing the intercooler with a more efficient one does not give any significant positive effect, since the standard one is more than enough. Although, if you wish, of course, we can offer you various options.
BMW N54 engine tuning up to 380 hp
This program is intended for vehicles with the MSD 80 engine control unit (manufactured before 03/08).
Unfortunately, for these cars, within the framework of the normal operation of this engine control unit, it is not possible to increase the power over 380 hp. This is due to the built-in control over the operation of the automatic transmission, which gives an error in the amount of torque. That is, in other words, a certain safety mechanism is incorporated into the algorithm of the engine control program, so as not to break the automatic transmission, which at the moment we do not know how to turn off (and judging by the websites of competitors, not only we could not cope with this problem)
Although successful cases with an external chip show that the automatic transmission can withstand a power flow of 400-420 hp.
But since, for ideological reasons, we do not install an external chip, then in this version the power is limited to 380 hp. If this is not enough for you, then you can re-equip it with MSD 81 and see option 400-420 hp.
Again, it is possible to implement several methods, which, despite the same power, differ in cost and performance:
1) Option - right and expensive. - Developed based on BMW Alpina B3 Bi-turbo solution. This option will provide guaranteed vehicle reliability and balance. Includes the following:
Compression reduction to 9.4 - forged pistons with a larger combustion chamber
Engine management program with increased boost pressure.
Replacement of catalysts with Pipes Kit stainless steel intake pipes and a complete exhaust system coordinated with it. (The increased temperature of the exhaust gases can destroy the standard catalysts and for this reason it is better to remove them in advance so that there would be no problems with the engine later).
Graphs of torque and engine power after tuning
Program cost:
BMW 135i / BMW 1 Series M Coupe - 10,700 euros.
For BMW 335i - 10,700 euros. - 10800 euros
For BMW 535i (USA) - 7600 euros.
For BMW Z4 3.5i / 3.5is - 8000 euros.
For BMW X6 3.5i - € 8,400.
For BMW 740i - not developed at the moment.
2) Option is a kind of simplified program of option 1. Given the fact that we are already removing the catalysts, due to a slightly richer fuel mixture, it is possible to do without lowering the compression ratio. And although this solution has not passed the official comprehensive tests, the accumulated experience of tuners around the world shows that this solution works.
So, an inexpensive option for tuning the BMW N54 engine up to 380 hp.
Engine management program based on BMW Alpina B3 Bi-turbo
More cooling (where needed) - more powerful engine fan, additional radiator.
Removal of catalysts from the standard exhaust system
Program cost: with / without Supersprint exhaust system.
For BMW 135i / BMW 1 Series M Coupe - 7200/2600 euros.
For BMW 335i - 10,700 euros. - 6500/2600 euros
For BMW 535i (USA) - 4000/2600 euros.
For BMW Z4 3.5i / 3.5is - 4500/2600 euros.
For BMW X6 3.5i - 4800/2600 euros.
For BMW 740i - not developed at the moment.
BMW N54 engine tuning up to 360 hp
360 hp program. - this program is intended for vehicles manufactured both before 03/08 with an MSD 80 engine control unit and after 03/08 with an MSD 81 control unit.
This is a classic chiptuning based on the same BMW Alpina B3 program.
In principle, it would not be bad to remove the catalysts and increase the cooling, but again the experience of tuners around the world shows that this program works with success in standard cars.
Graphs of torque and engine power after tuning
The cost of the program for all models with MSD control unit 80 - 500 euros.
BMW N54 engine tuning up to 340 hp / 326 hp
Program 340 hp. / 326 hp - this program is intended for vehicles manufactured both before 03/08 with an MSD 80 engine control unit and after 03/08 with an MSD 81 control unit.
This is a classic chiptuning, based on the BMW 1 Series M Coupe program for 340 hp and the BMW Performance Power kit for 326 hp.
These programs are included in our tuning program exclusively for people who do not trust garage kulibins and guarantee factory quality and car balancing. For full authenticity to the factory settings, it is necessary to strengthen the cooling system, but you can not do this, see the 360 \u200b\u200bhp program.
Graphs of torque and engine power after tuning
The cost of the program for all models with MSD 80 control unit is 400 euros.
The cost of the program for all models with the MSD 81 control unit is 800 euros.
Now you can discuss the cost of all these programs.
It is not difficult to understand that the cost consists of individual elements and works included in the program. Any of the programs is based on chip tuning, depending on the power and complexity of the tasks, its cost varies from 1000 euros for the most powerful versions of programs to 400 euros for a 326 hp program. I repeat once again that all our programs were not written by some Kulibin in the garage, but written by the same people who write programs for BMW, but only by order of Alpina, or it is generally BMW programs that are used on other models.
Further, the cost is affected by the need to replace the engine control unit with MSD 81, unfortunately, the most powerful program is written for this unit and it will not work to fill it into MSD 80. The cost of the control unit is about 1155 euros.
Lowering the compression ratio to 9.4 is possible only with replacing the pistons, since due to direct injection of gasoline there are rather strict requirements for the shape of the combustion chamber, and it is impossible to use shortened connecting rods or thicker cylinder head gaskets on this engine. Thus, the only way to reduce the compression ratio is to install pistons with a larger combustion chamber in the piston, again due to direct injection this combustion chamber must be of a certain shape. The ideal case is the native piston from Alpina, but, unfortunately, it is not always possible to buy them. Fortunately, we got our hands on the native pistons from Alpina and, naturally, we were able to remove the drawings and make a full-fledged copy of these pistons.
And now we can assemble a full-fledged analogue of the Alpina motor, both on native pistons and on forged pistons made by our order (by the way, it is not known which ones are better in the end :-)) However, the cost of this work is quite high and reaches 3500 euros.
The exhaust system is not unimportant in terms of cost. Numerous experiments with various systems led us to the conclusion that the most acceptable for the purpose of removing catalysts and tuning after this correct sound is the Supersprint exhaust system, and just as not surprisingly, this is a vandal removal of catalysts from the standard system. On average, the cost of a complete Supersprint system will cost you 5,000 euros with installation. Although, as mentioned above, not all Supersprint models make a full exhaust and sometimes the vandal method is the only option.
Additional cooling - in general, everything is simple: the standard fan is 400 W, and the one that is offered as additional cooling is 850 W. I think no further explanations are needed, I will only note that on some machines it will be necessary to redo the wiring for such a powerful fan. The fan costs about 600-700 euros.
I will also note that the BMW Performance Power kit on some models also includes an additional radiator, although in my opinion it is enough to install only one fan.
Thus, the cost of the BMW N54 engine tuning program is added up.
Resource
Perhaps the second most popular question, after the question of what power will be, how much the resource is reduced. In general, it is already pleasing to understand that nothing in this life is free, and that you will have to pay for the increased capacity with a resource. However, for completeness, understanding it should be noted that in the conditions of Russia it is quite problematic to fully realize the full potential of an engine with a capacity of 360-400 hp. and therefore, most of the time, the power developed by the motor will hardly reach significantly higher values \u200b\u200bthan before tuning. Well, increased wear in those short moments of time when the full potential of the motor will be used will not have a significant effect on the resource.
However, it must be remembered that the forced motor is already working close to the limit of the capabilities of all engine systems and any malfunction can cause a transition to emergency operation. Therefore, when driving in maximum power mode for a rather long time, it is important to carefully monitor the engine temperature readings and, for good reason, the state of the lubrication system (oil temperature and pressure)
In addition, it is important to use the best available fuels and lubricants: 98 gasoline, oils for highly accelerated engines (for example Castrol TWS), antifreezes with increased boiling T, etc.
All this will be a guarantee of high reliability of the motor and its sufficient resource.
And one of the last aspects is fuel consumption. Despite the fact that it is usually for motors with a capacity of 300 hp. talking about fuel economy is stupid, in the case of BMW N54 engines, fuel consumption can be a pleasant surprise, in the good sense of the word.
Direct injection of gasoline and Double Vanos, as well as the perfect shape of the combustion chamber of the engine provide an amazingly low fuel consumption of this engine (naturally in comparison with engines of similar power). And with the correct tuning of this engine in the mode of reasonable movement in city traffic or on the highway, it is not surprising, pleasantly low fuel consumption remains.
However, miracles do not happen and fuel consumption will increase significantly in the maximum power mode.
So, answering the question about fuel consumption - everything is in your hands, if you want to save fuel, do not press the gas pedal to the floor.
I hope this short educational program has answered most of your questions and will help you choose the right tuning program for your N54 engine.
Good afternoon.Available BMW X6 2009 onwards 3.0L engine. Some time ago I noticed that the engine rumbles like a diesel one. I went to the service, made a full diagnosis, found nothing. The sound did not seem to be amplified, but at the same time it was clear that the engine should not work like that. After a while, the engine icon began to light up, at first less often further more and more often. The trip to the service did not give any results again. The car seemed to work without problems, continued to drive. After some time, problems began. The engine began to poison, twitch, especially in the morning when the car was cold, sometimes even deaf. The revolutions jump until it warms up, in general the car began to live its own life. And finally a couple of weeks ago - smoke began to pour out of the chimney, such a nasty, white, stinking smoke. Stinks of gasoline. It is impossible to start in the garage even with the door open, after a minute there is nothing to breathe, it hurts your eyes. I must say right away that I am not a mechanic, I don’t understand cars at all and I know that this is not the best car to start with, but I have no options. The car is no longer under warranty, and in the cabin I was charged so much money that it’s easier for me to throw it away, so armed with a computer and friends who are at least dragging something into it, they got down to business.
Purchased a flash drive to read errors. At first, it gave an error of fuel supply problems, in the end, when the smoke came down, it shows a malfunction of the 1st and 3rd cylinders. I swapped coils, nozzles, the result is the same, 1 and 3 cylinders are buggy. Then he stupidly turned off the fuel supply to the first and third cylinders, started it up, there is almost no smoke, the engine works even better than on 6 cylinders. I connected back the 3 cylinder, again there is almost no smoke. I was 90 percent sure that these were candles, I was delighted. I understand that candles are the first thing to start with, but I need a special key, which I did not have. I ordered, while I was waiting, I did all of the above. And yesterday the key came. I bought candles, unscrewed them, put new ones. With a sinking heart he started .... and hell, the smoke is coming down more than ever. I don’t know what to do next. Actually, I ask for help if anyone has any ideas.
In any case, I decided that since I had already climbed, I would climb further. In this service, they saw a crack in the engine cover, they said it was necessary to change it, since oil was flowing. And the noise does not give rest to this, so you still have to figure it out before the chain. In general, at the moment I removed the collector - all in oil from the inside. The next stage will be the engine cover. By the way, it is required to note that the candles were dirty, in oil, but just from the first cylinder the candle looks the best. The same is in the collector, all zones are in oil, except for the first two. I look at the engine valves, hard plaque everywhere except the first cylinder. By the way, maybe I'm wrong, and the counting of the cylinders does not come from the chain. In general, I will be glad to any advice. I have nothing to lose, the car is ruined, it cannot drive. I will not give it to the service, since there is no such money.
BMW enginesquite strongly associated in the minds of many motorists as "high-tech" and "reliable". By the way, the concepts are often mutually exclusive. My long experience in the field of car maintenance and communication with owners testifies to a vague idea of \u200b\u200bthe real resource of the engines of this brand, both in general and of each model in particular in the "public opinion". My personal experience summarized based on a detailed inspection of several hundred BMW ICEs over several years is presented below.
M10, M20, M30, M40, M50
The engines are conditionally the first generation. A primitive crankcase ventilation system based on the principle of differential pressure. The thermostat opening point is about 80 degrees. With a mileage of 350-400 tkm, the CPG may have minimal wear. The valve stem seals lose their elasticity to 250-300 tkm. The relative likelihood of problems with them is even higher than problems with rings. When the rings are buried, the probability of reversibility to the nominal state is quite high. Demand for oil is not high, especially since the main period of operation fell on the moment of development and formation of the market for high-quality "synthetics". The latest generation of real trouble-free "millionaires", repaired "on the knee" in a garage.
Typical operational features of the first generation engines:
M10 - single-shaft, with an ignition distributor, carburetor, multiple modifications stretched its life for almost 30 years. It is found on a huge number of cars, most of which never made it to Russia.
M40 - "comfort modernization" M10 - belt drive and hydraulic lifters. A rare but relatively problem-free subspecies.
The M20 is a belt-driven “six” that replaced the M10 and took an intermediate position between it and the older model - the M30. The development potential of the M10 was structurally limited by the displacement, that is, an increase in the total volume and specific volume of the cylinders. Not exceeding the "constructive optimum" of 500 cubic centimeters, with four cylinders from two liters, there was no way to jump out. The additional two cylinders provided the required horsepower. We are well known for cars in the 34th body, where it has proven itself well.
The M30 is the main "six" of the first generation with a classic set of characteristics - one camshaft and an ignition distributor. The list of modifications is also wide, including the first sports engine in modern BMW history, the M88, which served as the basis for the well-known S38 engine for M-series cars. He also found the main application in numerous modifications of cars in the 32nd and 34th bodies - leaders in the number of cars of this generation imported to Russia.
Among the general distinguishing characteristics, one can note the low compression ratio of the first generation engines - with numbers like 8: 1 and 9: 1, on the one hand, it made the engines insensitive and undemanding to the octane number of the fuel, on the other, it made factory turbocharged modifications possible without significant modifications ...
Formally, in terms of resource characteristics, it can be considered the last potential "millionaire" of the first wave, but it has a number of advantageous differences from the first generation engines, sufficient to consider it apart from the above dinosaurs. First, the engine finally acquired the four valves per cylinder so badly needed for a civilian BMW, basing the fashion on the "explosive" character "on medium" and firmly securing this glory for BMW engines. Also, individual ignition coils were added, and with them the candles of a new "refined" standard (here it is, a true sign of a generational change on an industrial scale). It was he who later became the legislator of the almost unbroken proportion of "1 Nm per 10 cubic centimeters of volume", which was not available for atmospheric engines of the previous generation. Of course, this required a significant increase in the compression ratio from 10 to 11: 1 (sic!) - a parameter later repeated only in the N52 generation in 2005. It is not surprising that the motor normally runs on gasoline with a high frequency not less 95, which is a surprise for many owners, but for a two-liter modification, in truth, it is frankly not enough. Yes, indeed, another novelty of this engine - knock sensors - helps to partially compensate for such operational "illiteracy", but adjusting the ignition timing only helps to smooth out the consequences of refueling with inappropriate fuel after the fact: the car from their presence, alas, does not run better. In addition, it was the last "civilian" modification that used the time-tested "unbreakable" combination of "cast iron block - aluminum cylinder head". As a result, the M50, which appeared in 1989, became and, perhaps, will remain the most successful BMW unit in terms of consumer characteristics.
Considering this engine as an evolutionary development of the M50, it would be more correct to title the paragraph as "M50TU-M52". It was the “M50”, updated in 1992, with the factory index M50TU, that received a relatively reliable mechanism for controlling the valve timing of the intake shaft, today commonly known as VANOS. The addition of two valves led to a doubling of the bore, which, as expected, resulted in a deterioration in the filling of cylinders at low revs. In turn, this caused a skew of the torque characteristic towards "torsional", but such "character" of the engine is inconvenient when driving slowly. VANOS was designed to compensate for this "drawback" by slightly stretching the torque response. Contrary to popular belief, this did not lead to an increase in engine power density. The power was increased in a known way - the displacement of the most powerful modification was 2.8 liters - the minders "added" 300 cubes. There is a version that the 2.3 and 2.8 liter modifications, unusual for the world engine building, were adjusted to the tax requirements in force in Germany at that time. The M52 block has become aluminum, and a heavy-duty nikasil coating has been applied to the cylinder walls. All other changes mainly affected the environment: the M52 became the first engine with an "ecological" ventilation system for crankcase gases - a valve with atmospheric reference pressure was used, now opening only "on demand". The thermostat opening temperature was raised to 88-92 degrees - which is higher than the first generation ICE.
The resource of this modification, according to my data, has decreased by about half: problems with caps and CPGs begin at the turn of 200-250 tkm and further, with an expected resource of the internal combustion engine of about 450-500 tkm. Depending on the mode of operation (city / highway), the figure varies within + -100 tkm. Even with an average degree of loss of ring mobility, oil consumption may be absent, or extremely insignificant. Conventionally, this is the last potential "millionaire", with proper care. There are no special "nikasil" problems in real life, as well as high-sulfur fuel in large cities since the early 2000s ...
The peculiarities of the operation of these motors are primarily associated with minor sores of not yet fully electronic systems and expensive consumables used in the engine and their aging - the throttle drive cables and the control of the anti-skid system are stretched, expensive flow meters and equally not cheap titanium oxygen sensors die. , ABS blocks, etc. However, with proper care, you can still get a "nearly a million" with proper care and a little more expense, on your BMW in the back of an E39 or E36 - they mainly got this engine.
M52TU, M54
Further "greening" and the struggle for the elasticity of the moment characteristic. The first significant difference between these models is a controlled thermostat with an opening point of 97 degrees - the efficient operation mode is finally shifted towards partial loads, which ensures complete combustion of the mixture in urban operation mode. BMW was an innovator in the use of systems of this kind and still remains true to this tradition - at the time of 2011, few competitors "smoke" oil to temperatures well over 100 degrees. In urban operation, the oil is oxidized even more intensively than on engines of the previous generation, and the inevitable result was a decrease in the expected "problem-free" mileage by about two times - to 150-180 tkm. Problems with caps start at 250-280 tkm. The first BMW engine to be truly capricious about oil quality - neglecting its choice now means significant costs in the near future. The design differences are expressed in the desire of the designers to formally increase the power by increasing the volume and "expand" the torque characteristic to the maximum possible range - now VANOS also controls the exhaust shaft, and a completely expensive damper appears at the inlet that changes the length of the intake tract - DISA. Unlike the "sporty" S38B38, here the whole structure is made of plastic, and, therefore, not eternal. The engine now pulls really briskly in a wide rev range, but the character is very different from the pronounced "torsion" motors of the M50 era. By the way, the gas pedal becomes electronic - now the firmware determines the degree of its "sensitivity", regulates the "ecology" and protects the "box". In the aluminum block, cast iron sleeves were used for the last time. The motor can be called the most common in Russia - the popular bodies E46, E39, E53 are quite common in city traffic.
Reliability rating: 3/5. Rings: 3/5. Caps: 3/5.
For motors of the M series, models M52, M52TU, M54, sludge formation is characteristic on the inner side of the oil filler cap - a constant temperature zone, which indicates the quality of the oil used. The drier and thinner the layer, the more chances of finding the engine alive. The relevance of this feature is directly related to the mode of operation - "city" cars are reliably determined with an extremely high probability, while "suburban" cars with "track" mode of operation may not have problems with equally bright signs of sludge formation under the cover.
A fundamentally new (if you count in fact - only the third) generation, which started in 2005. The engine is "hot" not only due to the thermostatting mode, but also due to the tight layout of the engine compartment. Almost all previously known systems have received evolutionary development: oxygen sensors are now broadband, the length of the intake manifold changes in two stages, all this in one form or another was present earlier. Small design improvements were added in the form of a variable displacement oil pump, a more reliable crankcase ventilation valve, an oil cup heat exchanger, etc. The block is also made of another "advanced" magnesium-aluminum alloy, but now instead of plug-in honed cast iron sleeves, it uses a chemically etched oil-retaining coating. The revolution affected the air supply system - the Valvetronic system, which debuted in 2001 on economical "fours" (direct control of air supply to the cylinders through the opening of the valve, bypassing the throttle unit) has now moved to the main engine range. The problem solved with its help is the so-called. "Throttling losses" allegedly allowed to reduce fuel consumption by an average of 12% (I would like to add "theoretically"), but required the addition of a complex mechanism, including an additional eccentric shaft with additional valve fittings, different from the previous generation engines. The expression "hit the Valvetronic" among BMW owners with engines of this generation means, as a rule, an unstable idle speed and costs within 1000 euros. The only consolation can be found in the attempt to recalculate the perceived 12% fuel savings per mileage. Generation “N” engines also have specific engine performance problems associated with the control unit firmware. The path chosen for a slight increase in power turned out to be quite trivial - the engine was simply “clocked” up to 7000 rpm. "Honestly" to increase the volume did not begin - the optimal value of about 0.5 liters per cylinder has already been achieved in the three-liter version of the predecessor.
Problems with the occurrence of rings (the degree is always above average) concern almost all specimens of intracity operation with a mileage of more than 40 tkm and an age of 2 years, full reversibility is observed only up to a run of 60-65 tkm. By the turn of 50-60 tkm, problems with valve stem seals are already possible. By the mileage of 80-100 tkm and the age of 4-5 years, both problems are encountered and provide a cumulative effect, which guarantees a consumption of about 1 liter per 1000 km or more - this is unprecedentedly early. By 110-120 tkm, as a rule, the catalyst is clogged. Several specimens with low mileage were found, after processing of which, measurements on the packs of piston rings testified to the absence of normal running-in (!) - the rings lay down earlier than they had time to roll in. The predicted resource during standard operation is no more than 150-180 tkm. The overwhelming number of inspected specimens is not recommended for purchase already at the turn of 80-120 tkm and at the age of 5-6 years. The three-liter model has about a third more resource, most likely explained by a different material of the oil scraper rings. The engine is almost as common as its predecessor and is found mainly on cars of the 1,3,5 series, as well as on coupes and BMW X series.
Contrary to popular misconception, neither the modified version of the rings, nor the slightly modified shape of the piston skirt did not affect the engine resource in any way. The modified crankcase ventilation through the valve integrated into the cover, which appeared on the N52N, also does not guarantee any improvement.
N53 / N54 / N55
In engines of subsequent generations, there is the same frantic desire to further green the engines, reduce specific metal consumption, etc. A disappointment for conservative fans of the brand.
With the advent of the N53, BMW gasoline engines have taken another step towards diesel - for the sake of another "environmental percentage" (but not savings!), Buyers received high-precision high-pressure injectors, injection pumps and all the potential problems of a diesel engine to boot. However, the N53 did not fit Valvetronic. In the N54, however, too, but with this model BMW began a wide "swindle" - a turbine appeared in the canonical inline-six again, even two. In the N55, Valvetronic was returned, and the complex sequential turbine system was removed - it is there alone. But the N55 engine is now the most "diesel" of all gasoline engines.
It's funny that BMW initially did not dare to massively promote the first N53 direct injection engine in all markets due to fears of intense coke formation at the injectors. At the same time, the design of BMW-SIEMENS injectors is fundamentally different from competitors that use a coking "open" hole. BMW injectors “spray” by opening the valve, which is a pointed top of the pyramid - this atomization “cleans” the valve seat by the spraying process itself, much like cleaning the valve inlets on conventional injection engines. But for this disease of all engines with direct injection, no cure has yet been invented.
Due to the different valve cover design, the primary self-diagnosis method is radically different from the M-series motors. The first sign of ill health is the red-brown oil varnish on the lid petals, which at first can be easily removed by mechanical action. The second stage is brown sand along the perimeter of the central part of the cover. The third and fourth - sand along the entire back surface and, less often, oily "jelly" under it. The characteristic of the oil used is also given by the state of the torsion spring, which is perfectly distinguishable under the lid - at the first stage it still retains its metallic (gray) color under a turbid, dark yellow oil film, at the second stage it acquires a characteristic reddish-brown tint. The third stage, when long-term operation on oil with high acidity makes it visually "loose", "corroded" - such an engine, most likely, already has an irreversibly worn CPG. For example, there is practically no chance of buying a problem-free N52B25 series motor over 5 years old, subject to Moscow operation.
Continuation is being prepared ...
