At one time, the M50 engine was a real BMW favorite. He came to replace the M20 motor in 1991. New engine It was developed in two variations - 2.0 and 2.5 liters. However, his "life" was short-lived in the market: the release of "fifty-old" was discontinued in 1996, when it arose new modification With an aluminum block - it was assigned the M52 index.
Device M50.
The M50 engine was installed on the E34 and E36 model. In 1992 engineers concern BMW. Gave M50 new system Timing distribution called Vanos. The main "china" of the innovation became the intake camshaft, which allowed to increase the engine thrust on low and medium turnover without loss in high.
The design is a standard 6-cylinder engine, which turned out to be a cast iron block with an aluminum head. However, compared with the predecessor M20, the BMW M50 was a rather impressive step forward: 24th valve system of gas distribution with two camshafts, driven by chain, and valve drives through hydrocomathers. The ignition system was also subject to change - it became entirely electronic, the rubber was removed behind unnecessaryness and added the ignition coil to each candle.
M50 became the most successful and reliable engines from BMW, so they received further life - on the basis of the M50, such modifications were collected as 3 liter M3Е36 with a capacity of 240 hp. and Alpina B3 with 250 hp The last option was intended for the American market. The weight of the engine was about 136 kg.
M50 modifications
| Engine modification | Cylinder diameter, mm | Piston stroke, mm | Volume, cm3 | Compression ratio | Power, hp | Nm Torque | Max. rpm / min |
|---|---|---|---|---|---|---|---|
| M50B20. | 80 | 66 | 1991 | 10,5:1 | 150 at 6000 rpm | 190 at 4700 o, min | 6500 |
| M50B20TU Vanos. | 80 | 66 | 1991 | 11:1 | 150 at 5900 rpm | 190 at 4200 o, min | 6500 |
| M50B25 | 84 | 75 | 2494 | 10:1 | 192 at 6000 rpm | 245 at 4700 o, min | 6500 |
| M50B25TU Vanos. | 84 | 75 | 2494 | 10,5:1 | 192 at 5900 rpm | 245 at 4200 o, min | 6500 |
disadvantages
Despite all the "luckyness" M50, it turned out to be not perfect, like all the "long" engines: with a strong overheating, the gas joint loses hermeticness, as a result of which cracks are formed on the GBC. Excessive oil consumption, which in normal operation is 1 l per 1000 km, is observed after 300-400 thousand km of mileage. The consequences are sad - exhaust valves burn, and in some cases, due to local overheating, cracks are formed between them.
Many spare parts manufacturers install plastic details In the water pump, which becomes the cause of the destruction of bearings and the impeller of the pump. Often with a low qualification of masters, the result of the repair is incorrectly established camshafts. The motors of the first anniversary of the release suffer from the failures of the ignition coils and cases of burnout by the power keys controlling the ignition. But the erosion of the liners is distributed less than that of 40 series engines. Many engines 50 series observed leaks of oils - under the pads of the pallet, valve and front caps, along the connection of the cylinder block with an oil filter and the ring of the probe.
Some M50 suffer from the disconnection of cylinders, which in turn ceases to supply fuel. To enable them, it is often required not only to eliminate the malfunction, but also to clean the memory. But at least these systems are not too much suffering from breakdowns associated with lambda probe - oxygen sensor.
Dignity
The M50 has a number of differences from the first generation motors, which, of course, has become a big step forward for BMW. It is this engine with its 4 valves to the cylinder founded the fashion on the "explosive" engines of German autohygigant, which reached the present day.
The M50 became the last unit in which the bunch of the "cast-iron block and an aluminum cylinder head", which was truly true and reliable design.
Also, the M50 set the popular standard "1 nm by 10 cm 3 cylinders", which was unattainable in the engines of the old series. The engine has perfectly adapted to 95 gasoline, which, however, not to say about 2 liter versions - it lacks even such octane number. But this problem is solved to some extent using detonation sensors. According to the results, despite the shortcomings inherent in him, the BMW M50 became the best in the history of the concern both technical and consumer data.
Engine operation BMW M50 (video)
Motor BMW M50 is available in two versions, with a volume of 2.0 and 2.5 liters and was produced at the Steyer plant. Until 1996, 943,795 engines were produced.
BMW M50 from M20 is different many constructive features, including smaller CO2 emissions and fuel consumption, higher efficiency and power, as well as stability and efficiency.
The main difference compared to the M20 is the 24-valve cylinder head and two upper camshafts (DOHC), which are powered by two timing chains (gear strap in M20), pushers have low operating costs, hydraulic compensator, all parts of the ignition system are under Plastic cap on the lid valves, forged connecting rods (C45), lightweight pistons, high compression ratio, full fuel injection, intake manifold It has completely smooth inner walls and is 50% more easily than an aluminum intake manifold from M20.
On the basis of the M50 motor was created, which was installed on.
To implement the tasks, the purpose of the power indicators, for the engine M50, a completely new head of the DOCH cylinder block was developed (with two upper camshafts) with a 4-valve technique, the peculiarity of which is low operation of gas exchange, the perfect position of the spark plug and a reduction in the movement of each valve .
Engine BMW M50B20.
This version of the power unit was installed on,
Engine BMW M50B24.
2,4-liter option motor BMW M50 volume of 2.4 liters (2394 cubic cc) which was produced for cars 3 and 5 series of Thai specification. Its maximum power - 188 hp (138 kW) at 5900 rpm, and the torque is 235 nm at 4700 rpm. Piston diameter is 84 mm and 72 mm piston stroke.
Engine BMW M50B25
BMW M50 Engine Characteristics
| M50B20. | M50B25 | ||
| engine's type | inline 6-cylinder | ||
| mounting position | in front | 30º to graduation | |
| side | 2.28º ago | ||
| effective engine volume | dM³. | 1990 | 2494 |
| piston move | mM. | 66 | 75 |
| diameter of the cylinder | mM. | 80 | 84 |
| 0,825 | 0,893 | ||
| power | kW / hp | 110/150 | 140/190 |
| at a speed of rotation | rpm | 5900 | 5900 |
| torque | NM | 190 | 245 |
| at a speed of rotation | rpm | 4700 | 4700 |
| specific power | kW / dm³. | 55,3 | 56,1 |
| compression ratio | :1 | 10,5 | 10,0 |
| the order of the cylinders | 1-5-3-6-2-4 | ||
| maximum piston rate | m / S. | 14,3 | 16,25 |
| valve diameter | mM. | ||
|
30 | 33 | |
|
27 | 30,5 | |
| valve running | mM. | ||
|
9,7/8,8 | 9,7/8,8 | |
| control section | vP. / Vol. | 240º / 228º | 240º / 228º |
| valve opening angle | vP. / Vol. | 96º / 104º | 101º / 101º |
| fuel | high octane unleaded gasoline | ||
BMW M50 Engine Structure / Mechanics
Engine M50: 1 - Oil pump; 2 - drive belt; 3 - Pump coolant; 4 - thermostat; 5 - oil filter; 6 - chains; 7 - intake
collector; 8 - candles and ignition coils; 9 - camshafts; 10 - hydrotherapler;
Carter / Cracked-connecting mechanism
Feature:
- new Development - Waste-rigid Carter Optimized by mass;
- distance between cylinders: 91 mm, cylinder diameter (2.0 liters): 80 mm, cylinder diameter (2.5 liters): 84 mm;
- crankshaft from cast iron with spherical graphite on 7 native bearings with 12 counterweights;
- flywheel in hand of execution;
- durable oscillations with integrated incremental gear;
Technical parameters of the cylinder block, mm:
Block engine Carter M50: 1 - block of cylinders with pistons; 2 - M10x75 hex head bolt; 3 - oil nozzle; 4 - plug d \u003d 12.0mm; 5 - Bolt bearing cover; 6 - oil nozzle; 7 - cover d \u003d 45mm; 8 - threaded plug; 9 - sealing ring; 10 - centering sleeve d \u003d 13,5mm; 11 - centering sleeve d \u003d 10,5mm; 12 - centering sleeve d \u003d 14,5mm; 13 - FALS Block Carter Basescreen Set;
The crankshaft with the liners of the M50 engine bearings: 1 is a circulating crankshaft with bearings inserts; 2 and 3 - inserts of a stubborn bearing; 4, 5, 6 and 7 - bearing liner;
Pistons
Aluminum pistons with thermostatic inserts are installed in M50 M50. In the bottom of the piston there are four valve pockets, two on intake and exhaust valve.
The bottom of the piston of the 2.5-liter engine additionally has a segment recess (there is no segment recess in a 2-liter motor). The bottom of the pistons is cooled by spraying the oil. Sprinklers are located in the crankcase in the field of indigenous bearings crankshaft.
M50: 1 motor piston - piston; 2 - piston finger; 3 - Spring locking ring; four - Repair kit piston rings;
M50 engine piston: on the left side of a 2.0-liter motor piston, with a right - 2,5-liter power unit;
Piston rings:
- top compression ring: Cylindrical ring coated with chrome, 1.5 mm high
- lower compression ring: a conical ring with a dross on the working surface, 1.75 mm high
- occargable ring: so-called. Boxed slit with twisted spring expander, 3 mm high
Distributional shaft drive
The drive is carried out by two single row roller chains:
- Main drive (primary chain):
- from the crankshaft to the graduation camshaft with the guide plate on the slave chain branch
- hydraulically shock-absorbed stretching bar
- Auxiliary drive (secondary chain):
- from graduation to the intake distribution shaft
- plank guide and hydraulically shock-covered tensioner
Both chains are cooled in places of departure from stars by splashing oil. The chain of the primary drive is equipped with a sprinkler located above the first native bearing of the crankshaft. The secondary drive circuit is equipped with a sprinkler in the chain tensioner housing.
The valves are powered by two semi-cast top, liter hollow camshafts.
Distributing shafts and plate pushers are set assembly with bearings housing to relieve maintenance.
Engine cylinder head M50: 1 - head of the cylinder block with support planets; 2 - Supported Planck Face release; 3 - centering sleeve d \u003d 9.5mm; 4 - Hex nut with washer; 5 - valve guide sleeve; 6 - inlet valve seat ring; 7 - Ring of the graduation valve seat; 8 - centering sleeve d \u003d 9.5mm; 9 - installation pin M7x95; 10 - mounting pin M7 / 6x29.5; 11 - M7x42 mounting pin; 12 - mounting pin M7x55; 13 - Installation pin M6x30-Zn; 14 - Installation pin M6x45; 15 - mounting pin M6x35-Zn; 16 - centering sleeve d \u003d 8.5x9mm; 17 - mounting pin M8x50; 18 - centering sleeve d \u003d 10,5mm; 19 - lid d \u003d 28mm; 20 - threaded plug M24x1.5; 21 - Threaded plug M18x1.5; 22 - M8x1 threaded plug; 23 - threaded plug M12x1.5; 24 - Sealing ring; 25 - Lid 22.0mm;
Characteristic Sadls Valveov
| Parameter |  Valve seat |
|||
| inlet | graduation | inlet | graduation | |
| M50B20. | M50B25 | |||
| The diameter of the planting opening saddle in the head of the block, mm: | ||||
|
34 | 28 | 34 | 31,5 |
|
34,2 | 28,2 | 34,2 | 31,7 |
|
34,4 | 28,4 | 34,4 | 31,9 |
| with admission, mm | from 0.00 to +0.025 | from 0.00 to +0.025 | ||
| Corner of the work chamfer, degrees | 45 | 45 | 45 | 45 |
| The angle is external adjustment | 15 | 15 | 15 | 15 |
| The angle internal adjustment | 60 | 60 | 60 | 60 |
| Width of the work chamfer, mm | 1,40-1,90 | 1,40-1,90 | ||
| Outer diameter, mm | ||||
|
34,1 | 28,1 | 31.6 (nominal 34.1) | |
|
34,3 | 28,3 | 31.8 (1st repair 34.3) | |
|
34,5 | 28,5 | 32.0 (2nd repair 34.5) | |
| with admission, mm | from 0.00 to -0.025 | from 0.00 to -0.025 | ||
| Saddle height, mm | ||||
|
7,3 | 7,3 | ||
|
7,5 | 7,5 | ||
|
7,7 | 7,7 | ||
| with admission, mm | from 0.00 to -0.01 | from 0.00 to -0.01 | ||
Engine valves M50
| Options | Inlet valves | Exhaust valves | ||
| M50B20. | M50B25 | M50B20. | M50B25 | |
| Head diameter, mm | 30,00 | 33,00 | 27,00 | 30,50 |
| Tolerance for the diameter of the head, mm | from 0.0 to -0,016 | from 0.0 to -0,016 | ||
| Rod diameter, mm | ||||
|
6,975 | 6,975 | ||
|
7,10 | 7,10 | ||
|
7,20 | 7,20 | ||
|
from 0.00 to -0,015 | from 0.0 to -0,015 | ||
| Clearance between guide bushings and valve rods | 0,5 | 0,5 | ||
| Parameters of guide sleeves, mm | |
| total length | 43,5 |
| Outside diameter: | |
|
12,5 |
|
12,6 |
|
12,7 |
| Production tolerance | from +0.033 to +0.044 |
| Inner diameter: | |
|
7,0 |
|
7,1 |
|
7,2 |
| Production tolerance | from 0.0 to +0.015 |
| The diameter of the holes for the guide sleeves: | |
|
12,5 |
|
12,6 |
|
12,7 |
| Production tolerance | from 0.00 to -0,018 |
Head block cylinder
GBC M50 engine with diametrically opposed to intake and outlet channels with
- four valves on the cylinder
- two camshafts
- tarbed pushers S. hydraulic regulation Gap (HVA)
Very small corners of the valves make the combustion chamber flat and ensure the concentration of a combustible mixture around the spark plug located centrally.
GBC BMW M50 in context
Hydraulic clearance control and valve drive
(HVA) integrated into a plate pusher. This decreases noise formation and facilitated maintenance:
- No need to install and check the valve drive clearance
- Phases of gas distribution are clearly respected within a long time
The hydraulic barbed pusher mainly consists of two moving parts - a plate pusher and cylinder.
Spring force Both parts are moved to complete absence The gap between the camshaft and the valve rod.
Check valve serves to fill and lock the camera high pressure.
Oil circulation
Oil supply is carried out through a duoccentric pump with an internal rotor and an integrated oil pressure control system (similar to B).
The pump is located in the oil pan and applied to the cylinder block. It is powered by a single row roller chain directly from the crankshaft.
Oil filter is installed on the inlet side in a vertical position. Paper filter cartridge can be replaced from above. To replace the filter unscrewed the central fastening bolt covers oil filter.
Engine M50 in section - Front view
Cooling system
Water pump integrated into the chain crankcase. The end sealing ring has a ceramic surface, the impeller is made of plastic, aluminum housing.
The removal of warm water for heating is carried out from the head of the cylinder block.
Carter and GBC are primarily cooled in the longitudinal direction. The main flow of water runs in front of the back, rises through the connecting channels into the head of the cylinder block and there flows back forward.
Auxiliary aggregates
The units are powered by a wedge belt that do not require maintenance.
Steering amplifier pump and the generator are located on the left, air conditioner compressor (SA) - on the right, close to the engine and are installed rigidly, not elastic.
Drive unit auxiliary aggregates carried out on two levels:
- Level 1 (main drive):
- crankshaft - Water Pump (Fan) - Generator - Pump Power Pump or Tandem Pump (Level Regulation)
- 2 level (optional drive):
- crankshaft - air conditioning compressor
The external amplifier springs belt tensioner located on the slave belt branch, hydraulically depreciates in one direction. Tension roller Made of plastic.
Spark plug
Separate plastic redirecting roller near the generator increases the angle of its coverage. In the ignition system M50 (RZV), the ignition candle is also used - "F" Candle with SAE-contact and a three-spin side electrode.
The side electrode was developed by BMW in collaboration with suppliers specifically for 4-valve engines. Burning in these engines is tougher and fast and puts higher demands before the spark plug.
The side electrode is welded to the candle housing at three points (on 3 legs) and has a triangle shape relative to the central electrode.
Gap between electrodes on new Candack is 0.9 mm +/- 0.1 mm. Candle has resistance< 1 кОм.
Ignition coil
Each ignition candle has its own ignition coil. The coil screws to the iron package in this way electrical contact with the mass is ensured.
Innings high voltage The spark plug is carried out with the help of a silicone funnel, a contact rod with an interference resistor and a cone-shaped contact spring, which presses the SAE contact of the candle. This design provides the largest secondary voltage of the ignition system, since there are no high voltage wires and losses associated with the voltage distribution.
Engine ignition coil M50: 1 and 2- ignition coil; 3 - the tip of the wire to the ignition candle; 4 - Hex nut; 5 - shield; 6 - Hex bolt; 7 - plug housing connector; 8 - Ignition Candle;
The ignition coil is galvanically disconnected, i.e. The end of the secondary winding is removed from the coil. It is indicated by "4a" and is a middle contact of a three-pole plug connection:
- from the primary side of the terminal 1 and 15
- contact "4A"
Its contact tongue is longer. Thus, for safety reasons, when disconnecting the plug, this contact is disconnected by the latter.
Engine BMW M50TU
Since September 1992 (PU92), installed up to this point on BMW E36 and E34, the BMW M50 motor is replaced by its recycled version. M50 Tu. (TU - technically recycled).
Motor feature BMW M50 TU
Technical processing of the M50 motor led to the following improvements:
- improved the nature of the change of torque, especially in the range of average rotational speeds
- reduced fuel consumption
- improved idling characteristic while reducing the idle speed
- improved output characteristics (reduction of emission toxicity)
- improved pickup
- best engine acoustics
Improvements of the M50TU engine (M50TU) relative to the M50 engine were achieved by the following constructive changes and measures:
- using digital motor electronics DME3.3.1 with anti-knock regulation in a 2.5 liter engine ( M50TUB25)
- application of the engine controller Siemens MS 40.1 in all models E36 and E34 with an engine M50TUB20.
- increased compression
- application of the Vanos system
- changes in the crystal connecting mechanism (new pistons and connecting rods)
- new idling regulator in a 2.5-liter engine M50TUB25 (ZWD-5)
- using a thermal film flow meter
- reducing the diameter of the valve rod and the application of one valve spring
- application of plate pushers and springs plates optimized for the masses
- change valve acceleration characteristics
- changing the crankshaft oscillations
BMW M50 TU Engine Characteristics
| technical specifications | M50TUB20. | M50TUB25 | |
| engine's type | inline 6-cylinder | ||
| mounting position | in front | 30º to graduation | |
| side | 2.28º ago | ||
| effective engine volume | dM³. | 1990 | 2494 |
| piston move | mM. | 66 | 75 |
| diameter of the cylinder | mM. | 80 | 84 |
| the ratio of the piston / diameter of the cylinder | 0,825 | 0,893 | |
| power | kW / hp | 110/150 | 140/190 |
| at a speed of rotation | rpm | 5900 | 5900 |
| torque | NM | 190 | 245 |
| at a speed of rotation | rpm | 4200 | 4200 |
| specific power | kW / dm³. | 55,3 | 56,1 |
| compression ratio | :1 | 11,0 | 10,5 |
| the order of the cylinders | 1-5-3-6-2-4 | ||
| maximum piston rate | m / S. | 14,3 | 16,25 |
| valve diameter | mM. | ||
|
30 | 33 | |
|
27 | 30,5 | |
| valve running | mM. | ||
|
9,0/9,0 | 9,0/9,0 | |
| control section | vP. / Vol. | 228º / 228º | 228º / 228º |
| valve opening angle | vP. / Vol. | 105-80º (Vanos / 105º) | 110-85º (Vanos / 101º) |
| fuel | high-octane nonethydrated gasoline (Super) | ||
M50TUB25 was used on E36 325i / 325is and E34 525i / 525iX.
Vanos.
As power characteristics and indicators exhaust gasesand the behavior of the 4-stroke gasoline engine On the course of the car on the move of the car, it is possible to significantly improve with the help of a variable angle of opening inlet distribution Vala.
The opening angle of the inlet camshaft of the M50TU engine can be changed, i.e. Taking into account the specific operating conditions, switch from late opening to earlier or vice versa.
Advantages of the Vanos system:
- high power and improved torque in certain ranges of revolutions
- reduced content of the share of NOX and CH exhaust gases in the incomplete load range
- minor residual gas content with an idle speed; Due to this, on the one hand, improved idling quality due to a more favorable mixture, and on the other hand, a lower fuel consumption due to a decrease in the number of idle speed. Improved idle acoustics
- best engine response
- high functional safety
- extensive self-diagnosis and trouble-free error search
The Vanos switching system is controlled by the control unit of the corresponding digital motor electronics. In the 2-liter motor of the Siemens MS401 management unit, in a 2.5-liter engine - Bosch M3.3.1 management control unit.
Design Vanos.
As for the M50TU20 engine, and for M50TU25, a variety of tests were carried out with various variants of distributional shafts and opening angles to detect the most advantageous variable opening angles in the opening camshaft.
As a result, the following opening angles were selected:
- M50TU20.
- 105º (later switching)
- 80º (early switching)
- M50TU25
- 110º (later switching)
- 85º (early switching)
From this follows for both options for engines maximum corner Switching a variable opening angle of the inlet camshaft value of 25º KW (the angle of the crankshaft).
Components:
- inlet camshaft with a chicken crown in front;
- a stroke chain with an internal chicken crown;
- hydraulically mechanical device for rearrangement of a camshaft with a single hydraulic piston and a skeleton gear;
- electromagnetic 4/2-channel switching valve;
- connecting Oclineal Line from Cylinder Block to 4/2-Channel Valve;
- controller control and diagnostic electronics;
Functioning of the Vanos system
The VANOS system in M50 runs running the corresponding digital electronics engine. The controller with an electromagnet switches the 4/2-channel valve and thus affects the pressure of the engine oil to the hydraulic piston.
The hydraulic piston with the help of mechanical stops and the oil-acting oil is kept in one of their two possible positions (black and white switching mode). Inside the hydraulic piston is a movable gear. This gear by means of osostico engagement, converts the translational movement of the piston in the rotation of the camshaft - relative to the leading asterisk.
The hydraulic piston with the gear is set coaxially with an intake switching shaft in a pressure under pressure by an aluminum housing located on the head side of the GBC.
4/2-channel switching valve is designed in such a way that in the presence of pressure in one of its chamber, there is no pressure (reverse outflow). When the current is supplied to the valve magnet, the piston, anchor against the spring force moves to the previous position. The spiral spring provides the opposite move to a later position. Thus, with a malfunction of an electromagnet or a failure of the control signal, the camshaft automatically returns to the later position.
With this emergency function The motor can be launched even when the Vanos system is faulty. With the early position of the camshaft during start, the engine will not start.
Management of the Vanos system
Magnetic valve control of the VANOS system is carried out using the controller and depends on the temperature of the coolant, load and the engine speed.
At the time of switching the system for changing the opening angle of valves occur changes to the installation of the beginning of injection and ignition.
To avoid frequent, repeating switching of the VANOS system, control occurs in hysteresis mode.
M50TUB25 Diagnostics with DME M3.3.1
If error messages are not in memory, the control signal is fed to the Vanos system when the M50TUB25 engine is running with DME M3.3.1 at an idle speed. For this apply two adapters - special tools BMW No. 61 2 050 and 61 1 467. If you close the magnetic valve for a mass, the engine with a working VANOS system will work extremely uneven or completely stall.
M50TUB20 diagnostics with MS40.1
With the help of self-diagnosis, the VANOS system is performed completely. The absence of error messages on the M50TUB20 motor error messages with MS40.1 is a sign of the full operation of the VANOS system.
Before checking functioning In MS40.1, you should also read the data from the malfunction memory.
If there are no such messages, the VANOS system, controlled by this controller, can be checked using the tester. If you switch the distributional shaft on the engine on idling, the power unit with a working VANOS system will work extremely uneven or completely stall (similar to the operation of the operation on the engine with DME M3.3.1).
Motor problems BMW M50
M50 engine is considered one of the most. Listed below possible malfunctions engine, but it is worth considering the correct maintenance of the motor, because when properly operation, the power unit will show itself completely different:
- overheating: Tip - Check the condition of the radiator, pump, thermostat, availability aerial traffic in the cooling system and the radiator lid;
- troit: double-check ignition coils, candles and nozzles;
- floating turns: possible reasons The emergence of a malfunction is the failure of a idling valve or a throttle position sensor;
- antifreeze leak - cracked expansion tank;
- failure of individual ignition coils;
- burnout of the power key control keys;
- leather oil on the joint of a glass of oil filter, gaskets valve cover, pallet and front cover;
- the fuel supply is turned off;
Power bMW aggregate M50 was replaced by.
Dieseli type M-50 F-3 (12CPN 18/20)
Diesel M-50 F-3 (M-400) - four-stroke, V-shaped, twelve-cylinder, with mechanical supervision, high-speed ship engine With jet spraying of fuel. Models of right and left rotation are produced. Diesel right rotation differs from the left rotation diesel appearance reversing coupling, supercharger, intricate water pump, exhaust system, "And also by the location of the aggregates of the pump of fresh water and an oil pump with a centrifuge. The location of the aggregates on the left and right rotation dieselms is a mirror.
Diesel M-50 F-3 is designed to work on high-speed vessels with underwater wings. On the engine type "Rocket", one engine is installed, the meteor type - two and type "satellite" - four engines. The diesel engine is equipped with reversing couplings consisting of friction and gear couplings and ensuring the transmission of rotation from the crankshaft of a diesel engine to the rowing shaft (front turn), the disagreement of these shafts ( idling) and changing the direction of rotation of the rowing shaft (reverse).
Operational power front stroke It may vary depending on the purpose within 368-736 KET with a corresponding change in the number of rollers of the shaft in the range of 1200 - 1640 rpm, maximum power rear stroke - 184 kets at 750 rpm and duration of operation not more than 1 hour
Diesel Carter is cast from aluminum alloy and consists of two parts. In the upper carrier part there are seven nests of indigenous bearings with liners in which the crankshaft rotates. The detachable steel liners are flooded with sweaty bronze and planted shafts. Working surface The liners are covered with lead-tin alloy. Located at an angle of 60 ° area of \u200b\u200bthe top of the crankcase serve to install two six-cylinder blocks.
The crankshaft is made of doped steel subjected to nitrogenation. He has six knees located
parly in three planes at an angle of 120 ° to each other. Round rugs are connected by round cheeks. The rear flange of the crankshaft is fastened with a spring shock absorber, which reduces the irregularity of the torque with variable loads. There are six main and six trailed connecting rods on the crankshaft of diesel.
The connecting rods of the 2-way steel are made of alloy steel.
The top heads of the main and trailed rods are the same and have pinned bronze sleeves pressed in them. Lower head of the main connecting rod unit: The lid is attached to the main connecting rod with a wedge with two conical pins. In the lower head of the main connecting rod, the steel, filled with a leading bronze liner consisting of two halves. The trailed connecting rod connects to the main connecting rod by means of a finger pressed into the eye of the main connecting rod.
Piston - stamped aluminum alloy. The bottom of the piston has the form of the combustion chamber of Gesselman. On the piston there are grooves in which four are installed piston rings, of which two (upper) are compression, and the rest of the scale. In four deepening, the bottom of the piston are gas distribution valves. The piston finger is made of doped steel, hollow, with a hardened outer surface, pressed into the piston bosses.
Cylinder blocks - six-cylinder, are installed on the upper calter of the diesel engine and are attached to it anchor stiletto. Each block of cylinders consists of a shirt, six sleeves of cylinders and heads. At the top of the sleeve has a bin that it relies on the surface of the shading in the block shirt. The lower cylinder sleeve belt is compacted by five rubber rings: four serve to seal the water cavity, and the fifth (lower) prevents leakage of oil from the upper crankcase cavity.
Fig. 1. Diesel M-50F-3
In diesel engines of the M-400 type there are two six-cylindrous monoblock (the head is cast at the same time with the cylinder block). Six cylinder sleeves are pressed in monoblocks, each of which is a compound of two pipes: internal - from alloy steel and external - from carbon steel. The working surface of the inner tube is nitrate.
The gas distribution mechanism is driven from the crankshaft by inclined transmission located in the front of the diesel engine. Each cylinder has four valves - two inlets and two graduation. The valve is pressed to the saddle with three cylindrical springs. On each head of the block there are two distribution rollers, the cams of which directly act on the valve plates interconnected by cylindrical gears.
The procedure for the operation of cylinders on the diesel engine of the right rotation: 1l-6Pr-5L-2Pr-3L-4PR-6L-1Pr-2L-5PR-4L-3PR; On the left rotation dieselle: 1pr-6l-4pr-3l-2pr-5l-6pr-1l-3pr-4l-5pr-2l.
Fuel system. From the consumable tank through the filter fuel enters the fuel-blowing pump, from which 2-4 bar is fed through two parallel to the connected fuel filter at fuel pump High pressure and in nozzles.
The fuel pump is a twelve gluner, with a double-sided cut-off and with separate suction and cut-off. The diameter of the plunger is 13 mm, the stroke of the plunger is 12 mm. Fuel supply pressure 700-1000 bar. The procedure for the operation of the pump plungers, believing from the end of the roller on the drive side, the following: 2-11-10-3-6-7-12-1-4-9-8-5.
A diesel regulator is a complete, indirect action, with elastically connected cataract. Provides the stability of revolutions in the range from 500 to 1850 rpm.
The nozzle is a closed type, with a hydraulically controlled needle. The sprayer of the nozzle has eight bucket holes with a diameter of 0.35 mm, located so that when sprinkling the fuel, a cone is formed with an angle at the vertex 140 °. Fuel injection pressure, equal to 200 bar, ensures its spraying on the smallest particles, evenly distributed throughout the volume compressed air In the combustion chamber.
Request spare parts Viber 89639932224
Engine BMW M50B20TU 206S2
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In exchange of reliable, but morally obsolete engines M20 concerners of the BMW concern in 1990 developed a completely new six-cylinder row power unit, which received the designation M50. It became so successful that he served as the basis for a number of Bavarian motors of the following generations and had several modifications that differ from each other by the presence of additional nodes, systems, as well as the characteristics of the torque. M50 engines are equipped with two camshafts and four valves for each of the cylinders. This made it possible to significantly increase the efficiency of using the fuel and air mixture and, as a result, increase the power of the motor. In addition, in order to increase the reliability, the belt drive of the gas distribution mechanism was replaced by chain. Cost 35,000 rubles. |
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Engine specifications M50B20TU (206S2)
Engine Model: M50B20TU (206S2)
Volume: 1991 cm3
Power: 150 hp
Number of cylinders: 6
Since 1992, the M50 power units began to be equipped with a branded system for changing the VANOS gas distribution phases, with which it was possible to significantly reduce fuel consumption and increase torque (especially on low revolutions). These engines were produced up to 1995 and they were equipped with such models. bMW carslike E36 320, E36 325, E34 520 and E34 525.
As for such important characteristicsas reliability and resource, then they power aggregates M50 are at a high level. Masters of maintenance stations noted that the overwhelming majority of problems with them are caused incorrect operation and use non-quality oil and fuel.
Engine BMW M50B20 / M50B20TU
Engine characteristics M50B20.
| Production | Munich Plant. |
| Engine brand | M50 |
| Years of release | 1990-1996 |
| Cylinder block material | cast iron |
| Supply system | injector |
| A type | in line |
| Number of cylinders | 6 |
| Valves on cylinder | 4 |
| Piston stroke, mm | 66 |
| Cylinder diameter, mm | 80 |
| Compression ratio | 10.5
11 (TU) |
| Engine volume, ccmm | 1991 |
| Engine Power, L.S. / Ob. Min | 150/6000
150/5900 (TU) |
| Torque, Nm / Ob.min | 190/4700
190/4200 (TU) |
| Fuel | 95 |
| Environmental norms | Euro 1. |
| Engine weight, kg | - |
| Fuel consumption, l / 100 km (for E36 320i) - city - Rouss - Mixed. |
11.2 6.7 8.6 |
| Oil consumption, gr. / 1000 km | up to 1000. |
| Engine oil | 5W-30. 5W-40 10W-40 15W-40 |
| How much oil in the engine, l | 5.75 |
| Replacing the oil is carried out, km | 7000-10000 |
| Engine operating temperature, hail. | ~90 |
| Engine resource, thousand km - According to the plant - on practice |
- 400+ |
| Tuning, L.S. - Potential - without loss of resource |
400+ 190-200 |
| The engine was installed | |
Reliability, problems and repair of the engine BMW M50B20
The smallest row six bMW series M50 (the family also entered M50B24,) published in 1990, as a replacement outdated. The main innovation here is the use of a new GBC with 4 valves per cylinder and two camshafts, as well as with hydrocompensators. Are used distributional shafts with phase 240/228, lift 9.7 / 8.8. The diameter of intake valves is 30 mm, graduation 27 mm. On the M50, an intake manifold from plastic, more advanced confosition.
Control system BOSCH MOTRONIC 3.1 / Siemens MS40.0.
Among other things, in the M50B20 belt drive, the timing gave way to a more reliable chain, which is more than 250 thousand km, instead of a traver, individual ignition coils are used, electronic system Ignition, new pistons, light rods 135 mm, compression height of piston 42.8 mm. Injectors M50 - 154 CC.
In 1992, the M50 engines were equipped with a phase inspector on the intake shaft (Vanos) and the name of new motors was changed to the M50B20TU. In these motors, new connectors were used, a long 145 mm long, and the compression piston height is now 31.64 mm.
Siemens MS 40.1 engine control system
These motors were used on cars BMW with index 20i.
In 1994, a new more advanced, with the same working volume, came to replace the low-consuming M50.
BMW M50B20 engine modifications
1. M50B20 (1990 - 1992 G.V.) - Basic variation of the engine. Compressive degree of 10.5, power 150 hp at 6000 rpm, torque 190 nm at 4700 rpm.
2. M50B20TU (1992 - 1996. At 5900 rpm, torque 190 nm at 4200 rpm.
Problems and disadvantages of BMW M50B20 engines
In the fault area, the M50B20 engine is similar to the eldest 2.5-liter brother M50B25, you can find out more details about problems.
BMW M50B20 Engine Tuning
M50B20 Stroker
It's no secret that 2 liter engine Does not affect capacity and many M50B20 owners do not mind to increase power, not much at the same time losing reliability. The simplest way will buy an engine for SWAP. If we consider the options for modifying the native engine, then the easiest option to raise the return, it is to increase the working volume to 2.6 liters., With standard BMW details.
For this step, we will need to buy crankshaft and air flow sensor from, connecting rods stock, we buy pistons from M50TUB20. Nozzle, throttle, fuel pressure regulator and configured ECU is taken from M50B25. After the transformation data, we obtain the compression ratio of ~ 12 and the power of about 200 hp, there is 98 gasoline and we go without problems, or we put a thick gasket GBC. And Ipear 95, as an option you can remove from the bottom of the piston of 0.3 mm and do the standard gasket.
If the motor with Vanos, then put the crankshaft and connecting rods from M52B28, nozzles from M50B25.
To ours new Motor M50B26 revealed to full, you need to buy an intake manifold and throttle valve From M50B25, making a portage of heads, combine channels and install an exhaust equationery collector with a full exhaust from M50B25 or sports. These modifications will allow the engine to breathe freely and maximum power will increase significantly. The dynamic characteristics of the car with the M50B26 engine and the allied tuning, will be significantly higher than the usual M50B25.
The next step can be the M50B20 STROKER 3.0. To obtain 3 liters of work volume, we need to crush the cylinders to 84 mm and buy pistons with rings, rods with liners and crankshafts from. The cylinder block is becoming 1 mm. To this document the head of the cylinder block, the indigenous liners from M50B25, the timing chain with tensioner and the sedative, as well as all gaskets and nozzles 250 CC. After assembling all this on the basis of the M50B20 block, we will get a full M50B30 Stroker.
For getting maximum power Without a turbine on the M50B30 STROKER, you need to throw the stock camshafts and buy Schrick 264/256 (or other similar), 6 throttle inlet, nozzles and Map sensor from S50B32, exhaust from. After the setting, we get about 250-270 hp, and sometimes more.
M50B20 Turbo
The most simple version of the turbist M50 is to buy a turbo whale based on the Garrett GT30 with a turbo collex, Westgate, Bloomoff, Map sensor, broadband lambda probe, a boost controller, full intake, intercooler, 440 CC nozzles and full release. So that it all went to customize the brain, we get about 300 hp at the exit. on the drain piston.
For greater power You need to replace the turbine on Garrett GT35, nozzles for 500 ss, drain the pistons change to CP Pistons with a compression ratio of 8.5, Eagle connectors, bolts APR, metal cylinder head gasket, customizable and get the power 400 ++ hp.
