An article about the best BMW engines - their technical characteristics and important features. At the end of the article - interesting video about how BMW engines are made in China.

The content of the article:

The opinion that the quality and productivity of an engine depends on its volume is long gone - modern trends in mechanical engineering are based on reducing engine volume while simultaneously increasing its power.

BMW has been a leader in the automotive market for many years. Engines designed by engineers famous representative German auto industry, answer everyone modern requirements. Back in the middle of the last century, the creators of the brand formulated a concept that reflected the meaning of their existence as car creators. It sounded like this: “A car is for drivers.”

Brand history

The BMW company dates back to 1913. In the then small German town of Munich, two small companies engaged in the production of engines for the aviation industry merged. The new enterprise was named Bayerische Flugzeugwerke (BFW).

In 1917, a logo was created, which today is a sign of high quality. But not everyone knows its meaning. Since the brand’s history began with the aircraft industry, the created logo is directly related to airplanes - it depicts an airplane propeller against a blue sky.

The name BMW, by which the company is known to modern consumers, appeared in 1920, after the Treaty of Versailles banned the production of any aircraft in Germany. For some time, the BMW plant produced brakes for aircraft. But the founders of the company decided not to linger in the aviation industry - in 1923 the first BMW motorcycle was created.

It must be said that two-wheeled vehicles produced by the German automobile giant still win the hearts of extreme sports and high-speed enthusiasts. The first car rolled off the assembly line only in 1929.

Since its inception car brand The BMW company has experienced several major failures. But despite this, they were able to climb to the “auto-Olympus” and take their place of honor there. The engines produced by the concern have been taking leading positions in the most authoritative world competitions for several years. What kind of motors? German manufacturer are rightfully considered the best in the world?

First of the first

1999 was a significant year for all representatives automobile business and production. It was in that year that a competition was held for the first time to identify the best car engine. Among the nominees were largest companies from all over the world. The first place was absolutely deservedly taken by diesel engines produced by BMW:

The device was produced in two versions: 3.9 and 4.4 liters. The cylinder block and crankcase were made of cast iron, which significantly increased the weight of the engine, but at the same time gave the engine parts high strength.

The best among gasoline engines

Cars with gasoline engines are very popular among car enthusiasts. This demand is explained by the ease of production and, as a result, the relatively low cost of the motor.

Another important advantage of the unit is its ability to reach high speeds in a short period of time.

Gasoline engines are not considered very economical, but recently the installation and use of gas equipment, which functions perfectly in tandem with a gasoline internal combustion engine, solves this problem.

Among the gasoline engines produced by BMW, the following models can be noted:

The innovative VANOS gas distribution system can significantly improve the performance of the device, while fuel consumption is significantly reduced.

The use of aluminum alloy greatly simplifies the design of the motor. This engine model is characterized by the complexity of the lubrication process.

The best diesel engine

Cars with a diesel engine have long been firmly established in the hearts and garages of car enthusiasts around the world. This is a truly versatile unit. It handles traction loads “excellently” and is able to withstand the transportation of large loads on an ongoing basis. At the same time, it copes well with the “urban” operating mode.

Endless braking and sudden starts are tolerated by the diesel engine without any problems. But for highways and racing cars this is far from the best option.

Cost-effectiveness is also a clear advantage diesel - diesel fuel cheaper than gasoline.

Which diesel engine from BMW was recognized by international experts as the best?

16 valve N47, quite successfully replacing its predecessor, the diesel M47. 4 cylinders, 2 camshafts, an injection system reaching a pressure of 2200 bar, an aluminum crankcase - that's not all technical advantages, which allowed us to take first places in the categories “Best New Developments” and “ Best engine volume from 1.8 to 2.0 liters."

This engine is available in two configurations – 1.6 and 2.0 liters. But it was the two-liter power unit that won the above awards. The engine is installed on most E and F class models.

Achievements of recent years

Modern society dictates more and more new rules. This also affected the requirements for internal combustion engines. The car enthusiast of the 21st century wants to get maximum power from the engine with a minimum of financial investments.

An important factor is the environmental friendliness of transport.“Less emissions - more clean air” - this is what consumers demand from car manufacturers. And the BMW concern provided fans of its cars with the opportunity to “make the world cleaner.”

BMW B58– petrol 6-cylinder turbocharged engine, which appeared to the eyes of car owners in early May 2015. In such a short period of existence, it managed to receive several top-category awards at international competitions. Among consumers it is called “A Breakthrough in Motor Engineering” and nothing else.

The use of aluminum alloys and polymer composites has significantly reduced the overall weight of the engine. The difference with the N55, which is gradually being replaced by the B58, is about 100 kg. The level of carbon dioxide emissions fully complies with the Euro 6 category. This cannot but please environmentalists.

To minimize fuel consumption, the B58 uses an innovative pump control map and a direct injection system. Under the concept TwinPower Turbo This means the use of several technologies at once: VANOS, Valvetronic, Turbocharging and Direct injection.

Conclusion

The combination of the letters BMW has long been a sign of high quality and innovative technology in the world of automotive manufacturing. This applies to all products coming off the assembly lines of German brand factories. Like the first models created at the beginning of the 19th century, modern turbocharged engines surprise with their technical characteristics.

From the creation of the first 303 to the present day, the concept of “a car for the driver” has remained relevant. Both designers and designers of the brand are guided by it. Stylish design and technology - a combination that gives the right BMW cars bear the proud title of leader of the global automobile industry.

Video of how they do it BMW engines in China:

In Russia, BMW X5 is currently sold with supercharged gasoline and diesel engines. Today we’ll talk about the technical characteristics of these motors. The X5 petrol engines have a volume of 3 and 4.4 liters, an in-line 6-cylinder unit and a more powerful V8. BMW X5 diesel engines have the same volume of 3 liters, but all units have different power.

There are three versions of diesel engines with supercharging, double and even triple supercharging. It is the triple-supercharged diesel engine that is the main technical novelty X5 third generation. All cylinder blocks power units made of aluminum-magnesium alloy. The timing drive traditionally uses a chain. The petrol N55B30 with a displacement of 3 liters has one turbine, the performance of which determines the final power of the power unit. The variable valve timing system has two camshafts(Bi-VANOS). There is a Valvetronic III valve lift system and direct fuel injection with a turbocharger. The twin-scroll Borg Warner B03 is responsible for the boost. Have more powerful engine The BMW X5 (engine model N63B44) with a volume of 4.4 liters in the V8 configuration has double supercharging. Below are the technical characteristics of the BMW X5 petrol engines.

Engine BMW X5 3.0 petrol (306 hp) characteristics, fuel consumption

• Working volume – 2979 cm3
• Number of cylinders – 6
• Number of valves – 24
• Power hp (kW) – 306 (225) at 5800-6400 rpm
• Torque – 400 Nm at 1200-5000 rpm
• Maximum speed – 235 km/h
• Acceleration to 100 km/h – 6.5 seconds
• Fuel consumption in the city – 11.2 liters
• Fuel consumption in the combined cycle – 8.5 liters
• Fuel consumption on the highway – 6.9 liters

Engine BMW X5 4.4 petrol (450 hp) characteristics, fuel consumption

• Working volume – 4395 cm3
• Number of cylinders – 8
• Number of valves – 32
• Power hp (kW) – 450 (330) at 5500-6000 rpm
• Torque – 650 Nm at 2000-4500 rpm
• Type timing/timing drive – DOHC/chain
• Acceleration to 100 km/h – 5 seconds
• Fuel consumption in the city – 14 liters
• Fuel consumption in the combined cycle – 10.4 liters
• Fuel consumption on the highway – 8.3 liters

Diesel power BMW units X5, this is the turbodiesel N57D30, biturbodiesel N57D30 and unique in its kind, triturbodiesel N57S have one displacement of 2993 cm3. These are in-line 6-cylinder units with 249, 313 and 381 horsepower. Structurally they are similar, the only difference is in the supercharging device. Below are the characteristics of these power units.

Engine BMW X5 3.0 diesel (249 hp) characteristics, fuel consumption

• Working volume – 2993 cm3
• Number of cylinders – 6
• Number of valves – 24
• Power hp (kW) – 249 (183) at 4000 rpm
• Torque – 560 Nm at 1500-3000 rpm
• Type timing/timing drive – DOHC/chain
• Maximum speed – 230 km/h
• Acceleration to 100 km/h – 6.8 seconds
• Fuel consumption in the city – 7 liters
• Fuel consumption on the highway – 5.7 liters

Engine BMW X5 3.0 diesel (313 hp) characteristics, fuel consumption

• Working volume – 2993 cm3
• Number of cylinders – 6
• Number of valves – 24
• Power hp (kW) – 313 (230) at 4400 rpm
• Torque – 630 Nm at 1500-2500 rpm
• Type timing/timing drive – DOHC/chain
• Maximum speed – 236 km/h
• Acceleration to 100 km/h – 5.9 seconds
• Fuel consumption in the city – 7.1 liters
• Fuel consumption in the combined cycle – 6.2 liters
• Fuel consumption on the highway – 5.8 liters

Engine BMW X5 3.0 diesel (381 hp) characteristics, fuel consumption

• Working volume – 2993 cm3
• Number of cylinders – 6
• Number of valves – 24
• Power hp (kW) – 381 (280) at 4000-4400 rpm
• Torque – 740 Nm at 2000-3000 rpm
• Type timing/timing drive – DOHC/chain
• Maximum speed – 250 km/h
• Acceleration to 100 km/h – 5.3 seconds
• Fuel consumption in the city – 7.6 liters
• Fuel consumption in the combined cycle – 6.7 liters
• Fuel consumption on the highway – 6.2 liters

Diesel engines of the X-5 today are not inferior in their dynamic characteristics gasoline units, but at the same time they have much greater torque. And most importantly, fuel consumption diesel versions The BMW X5 is significantly smaller. The difference in fuel consumption in reality can be up to two times.

BMW engines are quite firmly associated in the minds of many car enthusiasts as “high-tech” and “reliable”. The concepts, by the way, are often mutually exclusive. My long experience in the field of car servicing and communication with owners testifies to a vague idea of real resource engines of this brand both in general and each model in particular in “public opinion”. My personal experience A summary based on a detailed examination of several hundred BMW internal combustion engines over several years is presented below.

M10, M20, M30, M40, M50

Engines are conditionally first generation. A primitive crankcase ventilation system based on the principle of pressure difference. The thermostat opening point is about 80 degrees. With a mileage of 350-400 tkm, there may be minimal wear on the CPG. Valve seals lose elasticity at 250-300 tkm. The relative likelihood of problems with them is even higher than problems with rings. When the rings are located, the probability of reversibility to the nominal state is quite high. The demand for oil is low - especially since the main period of operation occurred at the time of development and establishment of the market for high-quality “synthetics”. Last generation real problem-free “millionaires”, repaired “on the knee” in a garage.

Characteristic operational features first generation engines:

M10 - single-shaft, with an ignition distributor, carburetor, multiple modifications extended its life to almost 30 years. It is found on a huge number of cars, most of which never made it to Russia.

M40 - “comfortable modernization” M10 - belt drive and hydraulic compensators. A rare, but relatively problem-free subspecies.

M20 - a “six” with a belt drive, which 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 to displacement, that is, to an increase in the total volume and specific volume of the cylinders. Without exceeding the “design optimum” of 500 cubic centimeters, with four cylinders there was no way to jump out of two liters. The additional two cylinders provided the required power potential. We are well known for cars in the 34 body, where it has proven itself well.

M30 is the main “six” of the first generation with a classic set of characteristics - one camshaft and ignition distributor. The list of modifications is also wide, including the first sports engine in modern history BMW - M88, which served as the basis well famous engine S38 for M-series cars. It also found its 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 distinctive 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 fuel, on the other hand, 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-mentioned dinosaurs. Firstly, the engine finally acquired the four valves per cylinder so urgently needed for BMW civilian use, establishing the fashion for the “explosive” character of “mid-range engines” and firmly securing this glory for BMW engines. Individual ignition coils were also added, and with them spark plugs of a new “refined” standard (here it is, a true sign of a generation change on an industrial scale). It was he who later became the legislator of the almost unchanged proportion of “1 Nm per 10 cubic centimeters of volume”, which was inaccessible to atmospheric engines 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 engine runs normally on gasoline with very high no less 95, which is a surprise for many owners, and for a two-liter modification, to be honest, it’s frankly not enough. Yes, indeed, another new feature of this engine helps to partially compensate for such operational “ignorance” - knock sensors, but adjusting the ignition timing only helps after the fact to smooth out the consequences of refueling with the wrong fuel: the car, alas, does not drive better because of their presence. In addition, this was the last “civilian” modification that used the time-tested “indestructible” 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 its 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 widely known as VANOS. The addition of two valves led to a doubling of the flow area, which expectedly affected the deterioration of cylinder filling at low speeds. In turn, this caused a skew of the torque characteristic towards “torsion”, but such “characteristic” of the engine is inconvenient during leisurely movement. VANOS was designed to compensate for this “disadvantage” by somewhat stretching the torque characteristic. Contrary to popular belief, this did not lead to an increase in engine power density. The power was increased in a well-known way - the displacement of the most powerful modification amounted to 2.8 liters - the mechanics “added” 300 cubes. There is a version that the 2.3 and 2.8 liter modifications, unusual for the world engine industry, were adjusted to the tax requirements in force in Germany at that time. The M52 block was made of aluminum, and a heavy-duty Nikasil coating was applied to the cylinder walls. All other changes mainly affected the environment: the M52 became the first engine with an “ecological” crankcase ventilation system - a valve with reference atmospheric pressure was used, now opening only “on demand”. The thermostat opening temperature was raised to 88-92 degrees - whichever is higher ICE of the first generations.

The service life of this modification, according to my data, has decreased by approximately half: problems with caps and CPGs begin at the turn of 200-250 tkm and further, at the expected ICE resource about 450-500 tkm. Depending on the operating mode (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, just like high-sulfur fuel in large cities since the early 2000s...

The operating features of these engines are primarily associated with minor problems that are not yet completely electronic systems and expensive consumables used in the motor and their aging - drive cables stretch throttle valve and control of the anti-skid system, expensive flow meters and equally expensive titanium oxygen sensors, ABS units, etc. die. However, with proper care, you can still get “almost a million” with proper care and a little more spending on your BMW in the back of an E39 or E36 - they were the ones who predominantly 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 - mode efficient work finally shifted towards partial loads, which ensures complete combustion mixtures in urban operation mode. BMW was an innovator in the use of systems of this kind and still remains true to this tradition - as of 2011, few competitors “smoke” oil to temperatures far beyond 100 degrees. Under urban operating conditions, the oil oxidizes even more intensively than on the previous generation engines and the inevitable result was a reduction in the expected “problem-free” mileage by approximately two times - to 150-180 tkm. Problems with caps begin at 250-280 tkm. The first BMW engine to be truly picky about oil quality - neglecting its choice now means significant costs in the near future. Design differences are expressed in the desire of designers to formally increase power by increasing volume and “expand” the torque characteristic to the maximum possible range - now VANOS controls the exhaust shaft, and a very expensive damper appears at the intake, changing the length intake tract- DISA. Unlike the “sporty” S38B38, here the entire structure is plastic, and, therefore, not eternal. The engine now pulls really well wide range rpm, but the character is very different from the pronounced “torque” engines 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 aluminum block last time cast iron sleeves were used. The engine can be called the most common in Russia - popular bodies E46, E39, E53 are quite common in city traffic.

Reliability rating: 3/5. Rings: 3/5. Caps: 3/5.

M series motors, models M52, M52TU, M54, are characterized by the formation of sludge on inside oil filler caps are in a contrasting temperature zone, which indicates the quality of the oil used. The drier and thinner the layer, the greater the chances of catching the engine alive. The relevance of this feature is directly related to the mode of operation - “city” cars are reliably determined with extremely high probability, while “suburban” cars with the “highway” operating mode may not have problems with equally clear signs of sludge formation under the cover.

A fundamentally new (if you count in essence - only the third) generation, launched in 2005. The engine is “hot” not only due to the temperature control mode, but also due to the cramped layout of the engine compartment. Almost all previously known systems have received evolutionary development: oxygen sensors are now broadband, length intake manifold changes in two stages, all of this was present in one form or another before. Minor design improvements have been added in the form of oil pump variable capacity, more reliable crankcase ventilation valve, oil cup heat exchanger, etc. The block is also made from another “advanced” magnesium-aluminum alloy, but now instead of insert-honed ones 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 the air supply to the cylinders through the opening of the valve, bypassing throttle assembly) has now moved to the main the lineup engines. The so-called problem solved with its help. “throttle loss” supposedly made it possible to reduce fuel consumption by an average of 12% (one would like to add “theoretically”), but required the addition of a complex mechanism, including an additional eccentric shaft with an additional one, different from the engines previous generation, valve fittings. The expression “got into valvetronic” among BMW owners With engines of this generation this usually means unstable idling and costs in the range of 1000 euros. The only consolation can be found in trying to convert the imaginary 12% of fuel savings into mileage. Generation “N” motors are also characterized by specific engine operating problems associated with the microprogram of the control unit. The path chosen for a slight increase in power turned out to be completely trivial - the engine was simply “twisted” to 7000 rpm. “Honestly” they did not increase the volume - the optimal value of about 0.5 liters per cylinder had already been achieved in the three-liter version of its predecessor.

Problems with ring sticking (the degree is always higher than average) affect almost all vehicles in intra-city use with a mileage of more than 40 tkm and an age of 2 years or more; complete reversibility is observed only up to a mileage of 60-65 tkm. By the point of 50-60 tkm, problems with valve stem seals. By the mileage of 80-100 tkm and age 4-5 years, both problems occur and provide a cumulative effect, which guarantees consumption of about 1 liter per 1000 km or more - this is unprecedentedly early. By 110-120 tkm, as a rule, the catalyst becomes clogged. Several low-mileage specimens were discovered, after processing which, measurements on the piston ring packages indicated the absence of normal running-in (!) - the rings lay down before they had time to “break in”. The predicted resource during standard operation is no more than 150-180 tkm. The overwhelming number of examined specimens are 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 longer service life, most likely due to the different material of the oil scraper rings. The engine is almost as common as its predecessor and is found mainly in 1,3,5 series cars, as well as in coupes and BMW X series.

Contrary to popular belief, neither the modified version of the rings nor the slightly modified shape of the piston skirt had any effect on the engine's service life. The modified crankcase ventilation through a 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 for further greening of engines, reducing specific metal consumption, etc. A real disappointment for conservative fans of the brand.

With the advent of the N53, BMW gasoline engines took another step towards diesel - for the sake of the next “ecology percentage” (but not savings!) buyers received precision injectors high pressure, fuel injection pump and all the potential diesel problems to boot. True, Valvetronic did not fit into the N53. In the N54, however, too, but with this model BMW began a wide “swindle” - a turbine again appeared in the canonical in-line six, even two. In the N55, Valvetronic was returned, and the complex sequential turbine system was removed - there is only one there. But the N55 engine is now the most “diesel” of all gasoline engines.

It's funny that BMW at first did not dare to massively promote the first engine with direct injection, the N53, 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 its competitors, which use an “open” orifice that is susceptible to coking. BMW injectors are “sprayed” by slightly opening the valve, which represents the pointed top of the pyramid - this spraying “cleans” the valve seat by the spraying process itself, in exactly the same way as the intake valve ports on engines with a conventional injection system are cleaned. But for this disease of all engines with direct injection, no cure has yet been invented.

Due to a different design valve cover, the method of primary self-diagnosis is radically different from M-series motors. The first sign of ill health is a red-brown petroleum varnish on the petals of the lid, which at first is easily removed by mechanical force. The second stage is brown sand around the perimeter of the central part of the lid. The third and fourth are sand all over the back surface and, less often, oil “jelly” underneath it. The condition of the torsion spring, clearly visible under the cover, also gives a characteristic of the oil used - at the first stage it still retains a metallic (gray) color under a cloudy dark yellow oil film, at the second it acquires a characteristic red-brown tint. The third stage, when long-term operation in oil with high acidity makes it visually “loose”, “corroded” - such an engine most likely already has an irreversibly worn out CPG. The likelihood, for example, of buying a trouble-free motor of the N52B25 series that is older than 5 years, subject to Moscow operation, is practically absent.

The sequel is in preparation...

We present an overview of how the technical characteristics of the BMW 525 fifth series cars have changed over three generations.

Technical characteristics of the BMW 525 E34

At the end of the eighties, BMW enterprises began to produce cars in the new E34 body. Compared to the previous body, the E34 turned out to be more streamlined and rigid. The sporty appearance of the car logically increased the requirements for its dynamics. If 1.8-liter engines were economical, then three-liter engines were suitable for amateurs sport riding. The 525 models became a suitable choice for those who preferred “ golden mean" It was the 525 model that became the most successful in the e34 series.

At first, the new BMW “fives” left the factory workshops at 2.5 - liter engine M20V25, which was also installed on previous bodies and developed a power of 170 horsepower. This was clearly not enough to meet customer expectations. Therefore, by May 1990, the E34 525i model was re-equipped with a more powerful M50 engine, which, having four valves per cylinder, already absorbed 192 “horses”.

The increase in power required engineers to adjust other technical characteristics of the car. Thus, to ensure effective braking, ventilated brakes began to be installed standard on the 525i. brake discs to the front wheels.

Owners of the Fives were able to more fully experience the benefits of the 2.5-liter engine thanks to the release all-wheel drive version car 525 ix. The car confidently pushed off the asphalt with all four wheels, regardless of whether it was driving along the plain or climbing up a mountain serpentine road. By the way, for those who like to travel with their families, the BMW concern began producing Touring 525i station wagons.

In parallel with gasoline engine, diesel engines were also installed on the 525th model. The first modification was designated BMW 525tds e34. The car's power was 143 hp, which allowed it to accelerate to 200 km/h. And those who like to save money chose a diesel engine with 115 “horses”.

The engine of the 525 models was combined with five-speed manual and automatic transmissions.

The combination of different engines, transmissions, body variations and drive systems made it possible to produce more than a dozen modifications of the 525 e34 model, and each of them found its buyer.

The BMW model coding system is very informative. The first number “5” indicates that we are talking about a business class car. Code “25” indicates an approximate engine capacity of 2500 cubic meters. The Latin letters “i” and “d” indicate an injection gasoline or diesel engine, respectively. BMW traditionally refers to the word “Touring” as family station wagons, and the definition “Automatic” logically indicates automatic transmission transmission

Technical characteristics of the BMW 525 e34 series

Model	Year of issue		Power, hp	Torque, Nm	Maximum speed, km/h
525i Automatic e34	1988	2.5/2494	171	221	204
525i e34	1988	2.5/2494	171	221	222
525i 24v e34	1990	2.5/2494	192	250	231
525tds Touring Automatic e34	1991	2.5/2498	143	261	201
525tds Touring e34	1991	2.5/2498	143	261	199
525tds Automatic e34	1991	2.5/2498	143	261	205
525tds e34	1991	2.5/2498	143	261	206
525ix 24v Touring e34	1991	2.5/2494	192	246	217
525ix 24v e34	1991	2.5/2494	192	246	220
525i 24v Touring Automatic e34	1991	2.5/2494	192	250	219
525i 24v Touring e34	1991	2.5/2494	192	246	223
525i 24v Automatic e34	1991	2.5/2494	192	246	228
525 td Touring Automatic e34	1993	2.5/2498	115	221	182
525td e34	1993	2.5/2498	115	221	195
525td Automatic e34	1993	2.5/2498	115	221	190
525td Touring e34	1993	2.5/2498	115	221	189

Generation change: technical characteristics of the BMW 525 E39

The new BMW 525i E39 replaced the 34 in 2000. The BMW 525i E39 was equipped with an M54B25 engine, which had a 2.5-liter volume and a power of 192 horsepower. The engine was characterized smooth operation and a love of high revs. Engineers equipped the engine with an advanced VANOS gas distribution system.

Despite the fact that the engine power remained the same as the previous generation, the car turned out to be more economical. The maximum speed of almost all models has also increased. This became possible thanks not only new system injection, but also the large-scale use of aluminum in chassis structures.

Technical characteristics of the BMW 525 e39 series

Model	Year of issue	Engine capacity, l./cc.cm.	Power, hp	Torque? Nm.	Maximum speed, km/h
525tds Automatic e39	1996	2.5/2497	143	280	205
525tds e39	1996	2.5/2497	143	280	211
525i Touring Automatic e39	2002	2.5/2494	192	246	229
525i Touring e39	2002	2.5/2494	192	246	235
525d e39	2002	2.5/2497	163	351	218
525i Automatic e39	2002	2.5/2494	192	246	232
525i e39	2002	2.5/2494	192	246	238
525d Touring Automatic e39	2002	2.5/2497	163	351	216
525d Touring e39	2002	2.5/2497	163	351	216
525d Automatic e39	2002	2.5/2497	163	351	218

Serial sports car: characteristics of the BMW 525 E60

The 525 model received a new e60 body in 2003. Over the course of several years, BMW began producing cars with different types body, drive, engines and transmission. At first on new car The same 2.5-liter 192-horsepower M54B25 engine was installed. However, the change of generations again required an increase in power. Therefore, since 2005, a new 6-cylinder 218-horsepower N52B25OL engine began to be installed on the rear-wheel drive BMW 525i E60 and all-wheel drive version of the BMW 525xi E60.

In 2007, the “525” model, retaining its numeric index, received three-liter engines. This applied to both gasoline and diesel engines. However, their power, like the maximum speed of the cars, did not increase.

Technical characteristics of the BMW 525 e60 series

Model	Year of issue	Engine capacity, l. / cc.	Power, hp	Torque, Nm.	Maximum speed, km/h
525i Automatic e60	2003	2.5/2494	192	246	234
525i e60	2003	2.5/2494	192	246	238
525d e60	2004	2.5/2497	177	400	231
525d Automatic e60	2004	2.5/2497	177	400	228
525xi e60	2005	2.5/2497	218	250	236
525i Automatic e60	2005	2.5/2497	218	250	243
525i e60	2005	2.5/2497	218	250
525xi Automatic e60	2005	2.5/2497	218	250	232
525Li e60	2006	2.5/2497	218	250	243
525xi Automatic e60	2007	3/2996	218	269	233
525xi e60	2007	3/2996	218	269	239
525i Automatic e60	2007	3/2996	218	269	245
525d e60	2007	3/2993	197	400	236
525d Automatic e60	2007	3/2993	197	400	235
525i e60	2007	3/2996	160	269	249

In general, the “525” model has followed and continues to move along the path characteristic of the business class of prestigious car brands: engine power increases due to changes in the injection system and a related increase in volume. At the same time, designers are moving towards reducing weight and improving the aerodynamics of the car. Therefore, year after year, cars are armed with more and more power reserves and break speed records over and over again.

This review covers BMW gasoline and diesel engines used over the past 15 years. Due to the huge range of power units of the Bavarian company, we cannot cover all engines and their variants. However, we will dwell in detail on the most famous and popular motors.

BMW is one of the world's leading manufacturers, offering the most modern and advanced powertrains on the market. Therefore, you need to be prepared for large bills for maintenance and repairs. You don’t have to look far for examples - for many owners it comes as a surprise that they need to periodically replace the timing chain drive used in all modern BMW engines. The chain and tensioner, as a rule, last about 200-300 thousand km. This causes noise and the engine runs unevenly. To replace the timing chain, you need to prepare about 20-30 thousand rubles. In the case of old copies, difficulties arise when trying to carry out major renovation– the materials used for the manufacture of cylinder liners do not allow for their restoration.

What expenses await you after purchasing a used BMW depends on the condition of the car and the version of the engine under the hood. Our review will certainly help you do right choice.

Engine markings

German concern BMW has been one of the leaders in production for many years automotive technology, parts and assemblies. BMW engines are no exception. The range of power units of this company is quite large. To identify a specific series of engines, letters are used:

• M - for standard serial motors;
• S - for sports engines Motorsport;
• N - for modern engines of a new generation;
• P - for prototypes.

It is worth noting that the BMW engines used in the second generation X5 model have an N classification, which indicates the use of innovation and the latest developments. Modern X5 models are equipped with several types of supercharged gasoline and diesel engines.

Engine M21 2.5 liters (diesel) 82-91. (E28, E30)

The M21, a 6-cylinder diesel engine, was the first diesel engine in the history of BMW. Production began in 1982 to equip the 524td in the newly introduced E28 body style. The M21 was equipped with turbocharging, which allowed diesel version save image dynamic car, inherent in all BMW models. With the release of the new 3 Series E30 body style, the M21 has another application - the 324td model.

In 1985, an attempt was made to produce an economical version without turbocharging. But the leisurely 524d and 324d were not to the taste of buyers. Already on next year production of naturally aspirated diesel engines was discontinued and never resumed.

M30 engine volume 2.5, 2.8, 3.0, 3.2, 3.5 liters

BMW Group lured Bernard Oswald from Ford to develop the second generation of six-cylinder engines in the mid-sixties. The first were six-cylinder engines with seven crankshaft supports. They were used in the new E3 series sedans in 1968. The successful M10 formula was again used - cast iron block, aluminum head with chain drive camshaft After 1972, development took place under the supervision of Gustav Ederer and it was then that the first model with 4 valves appeared - M88

The M30 engine is a large 6-cylinder in-line engine, which has modifications of 2.5, 2.8, 3.0, 3.2 and 3.5 liters of displacement. It can be found on the 5 Series (E12, E28 and E34), 6 Series (E24) and 7 Series (E23 and E32), as well as the famous BMW M1.

The engine turned out to be very successful, both in design and survivability. Of course, the survivability of the engine was partly ensured by its high power. Due to the fact that more powerful engines and load less.

The only modification that was unsuccessful was the M30B35 with a cylinder diameter of 93.4 mm - it turned out to be too energy-intensive. But do not confuse it with the M30B34, which was installed on almost all 3.5 liter cars.

The M30 is an engine for quiet driving; it has a too heavy piston and too large piston strokes, which prevent it from spinning quickly and create large loads on the bearings (liners).

Also due to the high mass piston system The engine is very demanding on oil; if you feed it with mineral oil and constantly keep it in the rpm range of 4-6 thousand, after a few thousand you will have to grind the crankshaft. Only synthetic oil should be poured into this engine, and if you like to rev it, then on volumes greater than 2.8 liters, the installation of an oil cooler is required.

On the other hand, the benefits of balance straight six And high power at low speeds they more than compensate for these shortcomings.

Also, the M30 was the second and last engine to have turbocharging installed as standard - turbocharged modifications of the M30 were used only in the 745i models in the E23 body. In fact, their volume was 3.2 and 3.4 liters, depending on the modification. But both options were labeled M102. The power is the same - 252 hp. The main difference is the ignition and power system.

The engine was installed on cars of the third, fifth, sixth and seventh series.

Episode 3:

E30 - 333i - 3.2. liter, with Motronic injection system. Delivered only to the UAE.

Episode 5:

E12 - 525 - 2.5 liters with carburetor, 528 - 2.8 liters. with carburetor and injector, 535i - 3.5 liters, only with injector.
E28 - models 525i, 528i, and from '85 535i and M535i. Starting with the E28 body, only injection modifications were installed.
E34 - 530i - 3 l., 535i - 3.5 l. Also, only an injector with a Motronic injection system and a crankshaft position sensor located on the crankshaft damper, and not on the gearbox.

Episode 6:

E24 - 628CS with carburetor and injection (628CSi), 633CSi, 635CSi - injector only.

Episode 7:

E23 - 728 injector/carburetor, 730 carburetor, 732i/733i, 735i, 745i - a turbocharged version of the engine was installed on the 745i model.
E32 - 730i, 735i - 3.0 and 3.5 liters, respectively.

BMW M47 – inline 4-cylinder diesel engine

First released in 1998, the M47D20 had 100 kW (136 hp) of power and 280 Nm (207 ft-lb) of torque in 320d/520d variant, and 85 kW (114 hp) with 265 Nm (195 ft-lb) ) in version 318d. All M47 engines have one valve and one swirl injector per cylinder, each of which can improve performance in different conditions. An indirect block was installed on the M47diesel fuel injection with an engine capacity of 1951 cc.

Initially, all BMW engines of that time were equipped with thermostats, which, when worn out, caused additional cooling engine, which worsened the engine's fuel consumption characteristics. Subsequently, the BMW plant changed fuel system engine to a single-row high pressure system.

The BMW M47 turbocharged diesel engine uses a Garrett turbocharger with variable geometry(VGT), also known as variable vane turbocharger.

These early VGTs until September 2003 used a vacuum system to control the actuator, which in turn controls the movement of the blade. Over time, the vacuum tubes of the drive are prone to destruction, which can affect the operation of the entire turbo. Later turbochargers (after September 2003) are driven electronically and their failure can lead to costly replacement of both the compressor and the entire drive. Fortunately, in some cases the actuator can be repaired individually, without replacing the turbocharger. To help keep the turbocharger and engine in top condition, it is mandatory to regular replacements synthetic oil and filters after a run of 7000–8000 km. Regular checks are also required plastic parts

oil separator or replace them every 12–18 months to avoid clogging and increase in internal pressure.

If your turbocharger has failed on this engine, and scanning cannot reveal specific error codes, then you can check all vacuum tube connections and the condition of the vacuum reservoir itself. To do this, simply disconnect the vacuum hose. The whistling of the engine turbine is another unpleasant sign inherent in this engine.

Some turbos squeal more than others, and this may simply be a symptom of general engine wear. If the sound resembles a police siren, we advise you to check the clearance on the turbine shaft as soon as possible.

To access the compressor shaft while the engine is warm, remove the air duct and pinch the shaft between your thumb and forefinger. This way you will check how much the bearings “float”, both from side to side (radial clearance) and along the axis (axial play). Axial play is typically between 0.025-0.1mm and can hardly be felt, radial misalignment is typically between 0.3-0.6mm. For more accurate measurements, you will need a dial indicator. But if the floating movements seem excessive, then immediate repairs are likely required. Unusual high consumption oil combined with blue smoke from the exhaust pipe may be a symptom of worn seals. Very in rare cases the engine may start running own oil , which will cause plumes of smoke. If this happens, turning off the ignition may be pointless because it will burn, which may cause the engine to seize. Try braking the car with the clutch without taking your foot off the brake.

The M47 engine for its time was the best in its class in terms of technical characteristics. At the same time, it has a number of features that entail increased maintenance costs. However, compared to its successor N47, it is less problematic and overall more successful engine. It can be argued that this is a very successful motor, although one cannot rely on a low operating price.

BMW engine: diesel unit

The small letter D in the BMW model name means significantly great results. Every BMW diesel engine, whether four, six or eight cylinders, guarantees refined power and excellent fuel efficiency. Improved turbochargers, revised turbine geometry and direct injection have redefined the diesel engine.

Price for such innovations: 306 l. With. power with a consumption of no more than 7.5 liters per 100 km. Acceleration to hundreds is only 6.6 seconds. Regardless of which engine is installed in the BMW X5, there is one thing you can always be sure of - maximum driving comfort combined with maximum performance.

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