BMW engines quite strongly associated in the minds of many motorists as "high-tech" and "reliable". The concepts, by the way, are often mutually exclusive. My long experience in the auto service industry 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 detailed inspections of several hundred BMW ICEs over several years is presented below.

M10, M20, M30, M40, M50

Engines conditionally first generation. Primitive crankcase ventilation system based on the principle of pressure difference. The thermostat opening point is about 80 degrees. With a run of 350-400 tkm, they may have minimal wear CPG. Oil seals lose their elasticity by 250-300 tkm. The relative probability of problems with them is even higher than problems with rings. With the occurrence of rings, the probability of reversibility to the nominal state is quite high. The exactingness to the oil is low - especially since the main period of operation occurred at the time of the development and formation of the market for high-quality "synthetics". latest generation real trouble-free "millionaires" being repaired "on the knee" in a garage.

Characteristic operational features of the first generation engines:

M10 - single-shaft, with an ignition distributor, carburetor, multiple modifications extended its life span for 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 lifters. An uncommon but relatively unproblematic subspecies.

M20 - "six" with a belt drive, which replaced the M10 and occupied an intermediate position between it and the older model - M30. The development potential of the M10 rested structurally on displacement, that is, on an increase in the total volume and specific volume of cylinders. Without exceeding the "design optimum" of 500 cubic centimeters, with four cylinders of two liters, it was by no means a jump out. An additional two cylinders gave the required power potential. We are well known for cars in the 34th body, where it has proven itself well.

M30 - 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 BMW history- M88, which served as the basis of the well famous engine S38 for M-series cars. He also found the main application in numerous modifications of cars in the 32nd and 34th bodies - the 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 octane number fuel, on the other hand, 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, however, it has a number of advantageous differences from the first generation engines, sufficient to consider it apart from the above dinosaurs. First, the engine has finally found its much-needed BMW civil purpose four valves per cylinder, basing the fashion on the "explosive" nature of the "medium" and firmly securing this glory for BMW engines. Also added customized coils ignition, and with them the candles of the new “refined” standard (here it is, the true sign of a generational change on an industrial scale). It was he who became the legislator of the subsequently almost undisturbed proportion of "1 Nm per 10 cubic centimeters of volume", which was inaccessible to atmospheric engines 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 engine normally runs on gasoline with OCH at least 95, which is a surprise for many owners, but for a two-liter modification, and, to tell the 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 mitigate the consequences of refueling with the wrong fuel after the fact: the car does not drive better from their presence, alas. In addition, it was the last "civilian" modification that used the time-tested "indestructible" combination " cast iron block- aluminum cylinder head. As a result, the M50, which appeared in 1989, has become 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 head the paragraph as "M50TU-M52". It was the “M50” updated in 1992, with the factory index M50TU, that received a relatively reliable intake shaft valve timing control mechanism, today widely known as VANOS. The addition of two valves led to a doubling of the flow area, which, as expected, affected the deterioration of the filling of the cylinders at low revs. In turn, this caused a distortion of the torque characteristic in the direction of "torsionality", but such a "characteristic" of the engine is inconvenient during unhurried movement. VANOS was designed to compensate for this "shortcoming" by slightly stretching the moment characteristic. Contrary to popular belief, this did not lead to an increase in the specific power of the engine. Power was increased in a known way - the displacement of the powerful modification amounted to 2.8 liters - minders "added" 300 cubes. There is a version that 2.3 and 2.8 liter modifications, unusual for the world engine building, were adjusted to the tax requirements in force in Germany of that period. The M52 block was made of aluminum, and a heavy-duty nickel-plated coating was applied to the cylinder walls. All other changes mainly affected the environment: the M52 became the first engine with an "environmental" ventilation system. crankcase gases- a valve with a reference atmospheric pressure was used, now opening only "on demand". The thermostat opening temperature was raised to 88-92 degrees - which is higher ICE of the first generations.

The resource of this modification, according to my data, has decreased by about half: problems with caps and CPG begin at the turn of 200-250 tkm and beyond, with the expected ICE resource about 450-500 tkm. Depending on the mode of operation (city / highway), the figure varies within + -100 tkm. Even with a moderate degree of loss of mobility of the rings, oil consumption may be absent, or very small. Conventionally, this is the last potential "millionaire", with proper care. There are no special "nikasil" problems in real life, as well as high-sulphur fuel in major cities since the early 2000s...

Features of the operation of these motors, first of all, are associated with small sores, not yet completely electronic systems and expensive consumables used in the engine and their aging - the cables of the throttle actuator and control of the anti-skid system are stretched, expensive flow meters die and equally expensive titanium oxygen sensors, ABS blocks, etc. However, with proper care, you can still get "almost a millionaire" with proper care and a little more spending, on your BMW in the back of an E39 or E36 - that's what this engine mostly got.

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 mixtures in urban operation. 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 of the competitors "smoke" oil to temperatures well over 100 degrees. In urban operation, the oil oxidizes even more intensively than on the engines of the previous generation, and the inevitable result was a decrease in the expected "problem-free" mileage by about half, to 150-180 tkm. Problems with caps start at 250-280 tkm. First bmw engine, truly capricious to the quality of the oil - neglecting his choice, from now on 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 also controls the exhaust shaft, and a completely expensive damper appears on the intake, changing the length intake tract- DISA. Unlike the "sporty" S38B38, here the whole structure is plastic, and, therefore, not eternal. The engine is now really briskly pulling in wide range revolutions, but the character is very different from the pronounced "torsional" 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 saves the "box". Cast iron sleeves were last used in the aluminum block. The motor can be called the most common in Russia - the popular bodies of E46, E39, E53 all the time in city traffic.

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

For motors of the M series, models M52, M52TU, M54, the formation of sludge is characteristic on the inside of the oil filler cap - a contrasting temperature zone, which indicates the quality of the oil used. The drier and thinner the layer, the more likely it is to catch the engine alive. The relevance of this feature is directly related to the mode of operation - "urban" cars are reliably determined with extremely high probability, while "suburban" cars with the "highway" operating mode may not have problems with equally bright signs of sludge formation under the cover.

A fundamentally new (if we count in fact - only the third) generation, which started in 2005. The motor is "hot" not only because of the temperature control mode, but also because of 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 was present in one form or another before. Minor design improvements have been added oil pump variable displacement, more reliable crankcase ventilation valve, oil cup heat exchanger, etc. The block is also made from another "advanced" magnesium-aluminum alloy, but now it uses a chemically etched oil-retaining coating instead of insert honed cast iron sleeves. 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 valve opening, bypassing throttle assembly) has now moved to the main the lineup engines. The so-called problem solved with its help. "throttle loss" allegedly allowed to reduce fuel consumption by an average of 12% (one would like to add "theoretically"), but required the addition of a complex mechanism that includes an additional eccentric shaft with an additional one that is different from engines old generation, valve fittings. The expression "hit the valvetronic" among BMW owners with motors of this generation means, as a rule, unstable idling and costs in the range of 1000 euros. Consolation can only be found in an attempt to convert the imaginary 12% of fuel savings into mileage. Generation "N" motors also have specific engine operation problems associated with the firmware of the control unit. The path chosen for a slight increase in power turned out to be quite trivial - the engine was simply “wound up” to 7000 rpm. “Honestly” they did not increase the volume - the optimal value of about 0.5 liters per cylinder has already been achieved in the three-liter version of its predecessor.

Problems with the occurrence of rings (the degree is always above average) concern almost all instances of intracity operation with a mileage of more than 40 tkm and an age of 2 years, complete reversibility is observed only up to a mileage of 60-65 tkm. By the turn of 50-60 tkm, problems with valve stem seals. By the mileage of 80-100 tkm and the age of 4-5 years, both problems occur 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 which, measurements by packets 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 under standard operation is no more than 150-180 tkm. The vast majority 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 a resource that is about a third longer, most likely due to a different material for the oil 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 the coupe and BMW X series.

Contrary to popular belief, neither the modified version of the rings nor the slightly modified piston skirt shape had any effect on the engine's 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, the same frantic desire for further greening of engines, a decrease in specific metal consumption, etc. is observed. Shaped 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 "percentage of ecology" (but not savings!) Buyers received precision injectors high pressure, injection pump and all the potential problems of a diesel engine to boot. True, Valvetronic did not fit in the N53. In the N54, however, too, but with this model, BMW began a wide “swindle” - a turbine appeared again in the canonical inline six, 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 ones.

It's funny that BMW at first did not dare to massively promote the first N53 direct injection engine in all markets due to fears of intense coking at the injectors. At the same time, the design of the BMW-SIEMENS injectors is fundamentally different from competitors using an "open" orifice prone to coking. Injectors in a BMW are "sprayed" by 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 cleaning the valve inlets on engines with a conventional injection system. But for this disease of all engines with direct injection, no cure has yet been invented.

Due to the different design of the valve cover, the method of primary self-diagnosis is radically different from the M-series motors. The first sign of illness is a red-brown oil varnish on the petals of the cover, which at first is easily removed by mechanical action. The second stage is brown sand along the perimeter of the central part of the lid. The third and fourth - sand over the entire back surface and, less often, oil "jelly" under it. The condition of the torsion spring, which is perfectly distinguishable 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 stage it acquires a characteristic red-brown hue. 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 out CPG. The probability, for example, to buy a problem-free motor of the N52B25 series older than 5 years, subject to Moscow operation, is practically absent.

Sequel in preparation...

With the launch of the new, slightly improved 3-Series, Bayerische Motoren Werke has brought some confusion to their ranks. For example, in Europe, the new 330i model will replace the previous 328i, but this will happen purely nominally, since the engine will not change its volume and everything will also be represented by 2.0 liters.

I remember there were a few other times when everything was different. Everything was much simpler and more intuitive. The 328i had a 2.8L engine under the hood, while the 330i had a 3.0L engine under the hood, of course. And so on and so forth, at face value.

According to the logic of things, such a "forgery" is not accidental and is partly justified. The volumes of motors, of course, are becoming more modest, but here is the power ..., on the contrary, the power is growing, and at a very fast pace. You won’t have time to look back, and the new model bypasses last year’s one by a good couple of dozen Horse power. Over decades of continuous progress, engines that were considered small in the early 90s, 1.6, 1.8 and even 2.0 liter engines now produce more power than that developed by 2.5, 3.0, and even 4.0 liter units at the end of the 20th century.

So it turns out that if we count in terms of horsepower under the hood, then some BMW with a “modest” and nothing remarkable 2.0-liter engine can easily make a 4.0-liter monster of the past century in terms of peak power. About others important parameters as an output to peak torque from 1.800-2.000 rpm or efficiency during normal operation, we are generally silent.

And in order to make it psychologically more comfortable for buyers and not to scare off customers with nameplates 1.6-1.8 on the trunk lid, like other leading automakers are experimenting with the names of their models, do not write horsepower on the sides, really ?!

To understand the full depth of changes in the range of BMW engines, we will try to find out which are the Top 5 BMW engines have been fitted to 3-Series vehicles for many years. Including "M" models.

5 - BMW M42 B18, 1.8 liter in-line four-cylinder, 138 hp With. (E30, E36)

Fifth place was taken by the well-known 1.8 liter BMW unit. Hush, hush, don't drive the horses! We understand that it may not be from Bavaria, but listen to us.

First, where was it used? In lightweight e30 and e36 bodies, often in 318iS models. Let's face it, it's not the best. best bmw in terms of dynamics and drive (it so happened that BMW owners give this notorious “drive” to everyone as one), but the 1.8-liter engine still fulfilled its mission. Per acceptable price you purchased about sport car With wide opportunities improvements and dynamics in the stock state just above 10 seconds. For the late 80s, the first half of the 90s it was for real valuable breakthrough. The Bavarians brought the feeling of a sports car to the masses. Moreover, everyone could purchase models with this engine without overpayments.

Why didn't the Germans take the success further and offer a model for expansion to other continents? The fact was that in South Africa in those years the idea prevailed that cool car should be compact and lightweight and carry in your engine compartment largest of available engines. Needless to say, the coupe still had that temper, not everyone was subject to all the power of this rare nugget.

3 - M47, 2.0 liter, gasoline in-line four-cylinder, 136 hp With. (E46)

With this engine, BMW has shown that diesel can be fun. In fact, the 320d, powered by a 134 horsepower 16-valve engine, was faster than a 2.0-liter 6-cylinder petrol model 320i, which had 148 hp. Both cars hit 100 km/h in 9.9 seconds, after which the torque kicked in and the 320d easily passed its less nimble counterpart.

Shortly after entering production, the 3-Series, based on the M47, installed high standard for affordable, reliable and economical sports sedan. Sounds paradoxical? Perhaps, however, this explains why the 320d models are so successful to this day.

2 - S54, 3.2, straight-six, 338 hp (E46)

Okay, enough talking about 1.8 liter engines and diesel engines, it's time to withdraw heavy artillery. This 3.2-litre monster that powered the E46 M3 is undoubtedly one of the best BMW engines ever made. It was based on the M54 DOHC inline six-cylinder engine, used an aluminum block and a solid aluminum cylinder head.

He had individual throttle valves for each cylinder, lighter pistons, larger intake valves, VANOS high pressure variable valve timing system for variable valve timing, the list of advanced technical solutions is not complete, it can be continued for a long time ...

The S54 is not far from BMW racing engines and was the last naturally aspirated engine to be installed on the M3. The power was enough to accelerate the M3 from 0 to 100 km / h in 5.1 seconds, with maximum speed limited at around 250 km / h.

1 - S65, 4.0 liters, 420 hp (E90/92/93)

What is the easiest way to develop a V8 engine? Well, in the case of BMW, you need to get rid of two cylinders from the S85 V10 engine. Yes, the V8 version found in the 4th generation M3 is a derivative of the monstrous F1-inspired road-going V10 that was in the BMW production line.

List of all BMW engines. Options for 1-, 2-, 3-, 4-, 6-, 8-, 10-, 12- and 16-cylinder power units, their technical characteristics, photos, years of production, models on which were applied.

BMW petrol engines

• M240/M241 (1954-1962) 0.2-0.3 l.

• M102 (1957-1959) 0.6 l.
• M107/M107S (1959-1965) 0.7L
• W20 (since 2014) 0.6 l.

A new generation of motors installed on MINI cars and BMW:

• B38 (since 2011) 1.2-1.5 liters. (DOHC)

Inline 4-cylinder BMW petrol engines

An inline four-cylinder engine or a straight four-cylinder engine is an engine internal combustion which is mounted in straight or along the plane of the crankcase.

The cylinder block can be oriented in a vertical or inclined plane with all the crankshaft pistons.

An in-line four-cylinder engine is designated I4 or L4. Below is the BMW engine range:

• DA - engine for Dixi (1929-1932) 0.7 l.
• M68 (1932-1936) 0.7-0.8 l.
• M10 (1960-1987) 1.5-2.0 liters. (SOHC)
• S14 (1986-1991) 2.0-2.5 liters. (DOHC)
• M40 (1987-1995) 1.6-1.8 liters. (SOHC)
• M42 (1989-1996) 1.8L (DOHC)
• M43 (1991-2002) 1.6 / 1.8 / 1.9 liters. (SOHC)
• M44 (1996-2001) 1.9L (DOHC)
• N40 (from 2001 to 2004) 1.6 liters.
• N42 (2001-2004) 1.8-2.0 liters. (DOHC, VANOS, Valvetronic) - won the international award ""
• N43 (2007-2011) 1.6-2.0 liters. (DOHC, direct injection)
• N45 (2004-2011) 1.6-2.0 liters. (DOHC, VANOS)
• N46 (2004-2007) 1.8-2.0 liters. (DOHC, VANOS, Valvetronic)
• N13 (2011) 1.6 l. (turbocharged, DOHC, VANOS, VALVETRONIC, direct injection)
• N20 (2011) 2.0L (turbocharged, DOHC, VANOS, VALVETRONIC, direct injection) - won the international award "Engine of the Year in Europe"
• N26 (2012) 2.0L (turbocharged, DOHC, VANOS, VALVETRONIC, direct injection)
• B48 (2013)
• P45 (2.0 l.)

BMW in-line 6-cylinder petrol engines

They are best known for their inline six-cylinder engines. Six-cylinder inline engine is an internal combustion engine.

All six cylinders are arranged in a row, in the following order: 1-5-3-6-2-4. The pistons are rotated by one common crankshaft. It is designated as R6 - from the German "Reihe" - a row, or I6 (Straight-6) and L6 (In-Line-Six).

The cylinders can be in a vertical position or at a fixed angle relative to the vertical.

With a vertical inclination of the cylinders, the engine is usually called Slant-6.

V-shaped engine - all six cylinders are arranged in two rows of three cylinders in a row, thus forming a V-shaped arrangement. The pistons rotate on one common crankshaft. Designated as V6 (from the English. "Vee-Six"). V-twin engine is the second most popular after in-line four-cylinder engine. Camber angles are 90, 60 or 120 degrees. There are also options 15°, 45°, 54°, 65° or 75°.

On the this moment BMW company produces 6-cylinder engines with an in-line arrangement of cylinders

Below are the modifications of BMW engines:

• M78 (1933) 1.2-1.9 L.
• M328 (1936) 2.0-2.1 L.
• M335 (1939) 3.5 L.
• M337 (1952) 2.0-2.1 L.
• M30 (1968) 2.5-3.5 L.
• M20 (1977) 2.0-2.7 L. (SOHC. Early versions of the M20 are sometimes referred to as the "M60", although the M60 has since been used for the V8 engine first delivered in 1992)
• M88/M90 (1978) 3.5L for M1/M5/M6
• S38 (1986 - 1996) up to 3.8 liters. (DOHC)
• M102 (1980) 3.2 L. (turbo)
• M106 (1982) 3.4L (turbo)
• M50 (1989) 2.0-3.0 L. (DOHC 24V with VANOS on M50TU)
• M52 (1994) 2.0-2.8 L. (DOHC 24V with VANOS/Double-VANOS on M52TU) - two International Engine of the Year awards
• S50 (1995) 3.0L (for BMW M3)
• S52 (1996) 3.2L (for BMW M3)
• M54 (2000) 2.2-3.0 L. (aluminum DOHC 24V with Double-VANOS)
• M56 (2002) 2.5 L.
• S54 (2002) 3.2L (DOHC) - six Engine of the Year awards
• N51 (motor for US cars)
• N52 (2005) 2.5-3.0 liters. (magnesium/aluminum DOHC 24V with Double-VANOS and Valvetronic) -two Engine of the Year awards
• N54 (2006) 3.0L (aluminum DOHC 24V turbocharged) - five International Engine of the Year awards
• N53 (2007) 2.5-3.0 liters. (magnesium/aluminum/DOHC 24V with Double-VANOS and High Precision Injection (Gasoline Direct Injection))
• N55 (2009) 3.0L ( TwinPower Turbo, Valvetronic and High Precision Injection)
• S55 (2013) 3.0L (TwinPower Turbo, VALVETRONIC and Double-VANOS)

V-shaped 8-cylinder BMW gasoline engines

The 8-cylinder V-engine is an internal combustion engine.

All eight cylinders are arranged in two rows of four cylinders in a row, thus forming a V-shaped arrangement.

The pistons rotate on one common crankshaft. Designated as V8 - (from the English. "Vee-Eight").

Below are the power BMW units with 8 cylinders:

• BMW OHV V8 (1954 - 1965) 2.6-3.2 liters.
• M60 (1992) 3.0-4.0 L.
• M62 - S62 (1994 - 2005) 3.5-4.4 liters.
• N62 (2001) 3.6-4.6 liters. (with fuel injection SFI, Double-VANOS and Valvetronic) - three International awards "Engine of the Year"
• N62 / S (2004-2006) 4.8 liters. for X5 4.8is
• P60B40 (2005) 4.0L
• S65 (2007) 4.0L for E90/92/93 M3 two International Engine of the Year awards
• N63 (2008) 4.4 l. turbocharged
• S63 (2009) 4.4L turbocharged (TwinPower Turbo)
• P65 (4.0 l.)

V-shaped 10-cylinder petrol engine BMW

The V10 engine is an internal combustion engine with 10 cylinders arranged in two rows of five cylinders. Essentially the V10 is the result of crossing two inline 5-cylinder engines.

• S85 (2005) 5.0L for E60 M5 and E63 M6 four International Engine of the Year awards

V-shaped 12-cylinder BMW power units

V12 engine is V-engine with 12 cylinders mounted in two rows of six cylinders on one crankshaft. Typically, but not always, at 60° to each other. In V12 engines, two rows of six cylinders are arranged at angles of 60°, 120° or 180°.

• M70 (1986) 5.0L
• M72 (4-valve M70 prototype)
• S70 - S70 / 2 - S70 / 3 (since 1992) 5.6 - 6.1 liters.
• M73 (1993) 5.4 L. - Won International Engine of the Year Award
• N73 (2003) 6.0L
• N74 (2009) 6.0L turbocharged (TwinPower Turbo, Valvetronic, Double VANOS and high-precision injection)

BMW was the first German manufacturer, which released the V12 engine in 1986, forcing Mercedes-Benz to follow suit in 1991. Only 7 and 8 series cars used V12 engines. While BMW sells much fewer cars With 7 series V12 engine than V8 version, V12 retains popularity in the US, China and Russia, and maintains the prestige of this luxury car brand.

V-shaped 16-cylinder BMW petrol engines

The V16 engine is a 16-cylinder V-engine. This engine is a rarity in automotive use.

• BMW V16 Goldfish (1987) 6.7 L. (Gold fish)
• Rolls-Royce 100EX (2004) 9.0L (V16 prototype engine)

BMW diesel engines

• B37 (since 2011) 1.5 l.

BMW in-line 4-cylinder diesel engines

• M41 (1994-2000) 1.7L
• M47 (1998-2006) 2.0L
• N47 (2006-2014) 2.0 l.
• B47 (2014) 2.0L

Inline 6 cylinder BMW diesel engines

• M21 (1983-1993) 2.4L
• M51 (1991-1998) 2.5L
• M57 (1998) 2.5-3.0 L.
• N57 (2008) 2.5-3.0 liters.

V-shaped 8 cylinder BMW diesel engines

• M67 (1998-2009) from 3.9 to 4.4 liters - two International Engine of the Year awards

BMW engine number decoding

Explanation and designation of the BMW ICE according to the engine model:

• engine family, mainly denoted by the letter:
  • M - engine developed until 2001;
  • N - engine developed after 2001. Starting in the early 2000s, BMW revised its naming strategy to make it easier to understand and get more information about engine upgrades. New for N Series engines is new design, material for the manufacture of parts and technology used in the motor itself;
  • B - modular engine. Since 2013 BMW company began to introduce a new family of modular engines. The first vehicles to receive the new "B" series engines were a hybrid sports car and a range of compact Minis. Both of these cars were equipped with a 3-cylinder turbocharged B38 engine - direct injection - Valvetronic. The modular B Series engine family includes gasoline and diesel powertrains that share common components and architecture (60% of the parts are identical, for example, a 3-cylinder engine has components from a 4 and 6-cylinder B series engine). Engine displacement increases in 500 cc increments - 1.5l - I3, 2.0l - I4, 2.5l - I6, 3.0l - I6, etc.;
  • S - BMW Motorsport engine;
  • P - BMW Motorsport racing engine;
  • W - engine from a "third-party" developer;
• number of cylinders, indicated by a number:
  • 1 - in-line 4-cylinder;
  • 2 - in-line 4-cylinder;
  • 3 - in-line 3-cylinder;
  • 4 - in-line 4-cylinder;
  • 5 - in-line 6-cylinder;
  • 6 - V-shaped 8-cylinder;
  • 7 - V-shaped 12-cylinder;
  • 8 - V-shaped 10-cylinder;
• change in the basic concept of the engine, where:
  • 0 - base engine;
  • 1-9 - changes in the original design, such as the combustion process;
• fuel type:
  • B - gasoline;
  • D - diesel;
  • E - electric;
  • G is natural gas;
  • H - hydrogen (hydrogen);
• engine displacement in 1/10 liters (indicated by two digits), for example:
  • 15 - 1.5 liters;
  • 20 - 2.0 liters;
  • 35 - 3.5 liters;
  • 44 - 4.4 liters;
• letter designation
  • power class:
    • S - "super";
    • T - top version;
    • O - "upper exit";
    • M - "medium output";
    • U - "lower output";
    • K - "lowest output";
    • O - new development;
    • TU- given designation indicated only in M-Series engines and indicates a significant upgrade, for example, from one to double VANOS;
  • or type test requirement (changes that require new type tests):
    • A - standard;
    • B-Z - as required, for example, ROZ 87;
• technical version for designation in BMW engines, except for M series engines and replaces the previous TU suffix:
  • from 0 to 9;

BMW also has a different numbering system for domestic production and use. This is the code printed on the side of the cylinder block used on assembly plant BMW and during other service when it comes to the actual engine identity. In most cases, this code is applied to the flat section of the block on the driver's side.

For example "30 6T 2 04N", where:

• 30 - engine size 3.0 liters;
• 6 - six-cylinder engine;
• T is the type of engine, in this case power unit with a turbine;
• 2 - index of differentiation;
• 04 - revision number, in this case the 4th;
• N - new engine;

Marking is also found on older models, for example - 408S1, where:

• 40 - engine size 4.0 liters;
• 8 - the number of cylinders;

The BMW 3 Series is a popular car in secondary market. The owners highly appreciate the quality of workmanship, sporty suspension settings, dynamics and quite successful engines. It is about them that we will talk further.

1. BMW M30 V23, 140 l.With. (E30, E36 318is)

The 1.8-liter engine may only have 4 cylinders, but it handles the weight of the BMW E30 and E36 series spectacularly. All thanks to a special design. The Bavarians created this motor, being inspired racing cars 80s and 90s. First of all, this was reflected in the mass of the unit. In addition, the 16-valve engine is reliable and loves high speeds. The driver gets a lot of driving pleasure with moderate fuel consumption.

The engine is easily given "forcing". On the one hand, this is good for lovers of dynamic driving. But on the other hand, "working to the limit" ultimately wears out the motor a lot.

2. BMW M20 (B20, B23, B25, B27),E30

These engines were used mainly in the E30 model. M20 - means technical base unit that underlies various modifications. The numbers with the letter "B" indicate the working volume (B20 - 2.0 liters, B23 - 2.3 liters, etc.).

All of them are a six-cylinder block with returns from 129 to 170 hp. (which today is not too impressive). But all of them are united by high softness of work and reliability (thanks to a simple design).

3. BMW M57 (D30, TUD30) 330d, E46

This is one of the best diesel engines created by BMW. He has high technical specifications and fairly reliable. This unit, in addition to the "troika" was used in the BMW 5, BMW 7, BMW X3 and BMW X5.

In the BMW 3-series, he performed in power options of 184 and 204 hp. The 3-liter turbodiesel boasts high torque - 390 and 410 Nm. It allows you to perform rapid acceleration from low speed. There are very few copies on the market with this diesel engine in good condition, since most of them were brought from abroad, where they once wound at least hundreds of thousands of kilometers. Fortunately, these motors can easily withstand a run of more than half a million kilometers, but on condition correct operation and quality service. It is worth looking for versions with an automatic transmission. True, they are a little slower, but they eliminate the problems caused by wear on the dual-mass flywheel, which, in modifications with a manual transmission, can empty your pocket by $ 700.

4. BMW M50 (B25, B28, B30) 325i, 328i, 330i, E46

It is worth mentioning the M50 gasoline engine, which is considered one of the best among used BMWs. The most widespread are three options: 2.5 liters, 2.8 liters and 3.0 liters, with a capacity of 170 or 192 hp, respectively. , 193 and 231 hp The timing is driven by a maintenance-free chain. However, the motor is prone to overheating. Therefore, often cars from under the "hot guys" have "rolled" engines. The engine is characterized by very good elasticity and surprisingly low (for its volume) fuel consumption - an average of up to 8.5 l / 100 km.

5. bmwN54 (335i)

This motor has earned the title of " Best Engine Years" in 2007 and 2008. No wonder, the 3-liter 6-cylinder BMW engine develops 306 hp, and thanks to energy saving technologies consumes less than 9 liters of fuel per 100 km. This is already the limit of the diesel engine parameter.

The power unit was used not only in the BMW 3-series, but also in the BMW 5, 7, X3, X5, X6 and Z4. In the 3-series BMW, this engine is most often found in coupes and convertibles and, as a rule, with an automatic transmission.

6. bmwS65-M3E90

And for dessert, the V-shaped "eight" BMW M3 of the previous generation (E90). It was the first "three" with the letter M without a 6-cylinder engine, which was again used in the next generation.

The recipe for success is trivial. BMW took the 5-litre V10 from the M5 and cut off two cylinders. Everything ingenious is simple. The result is an engine with a capacity of 420 hp, which runs at a huge speed - 8400, and at the same time complies with the Euro-5 standard.

The design of the motor used space technology. The engine block is cast in eutectic aluminium-silicon alloy at BMW's Formula 1 department in Landshut. And the block head is made of aluminum alloys in Austria. In addition, aluminum pistons are coated with steel, connecting rods are made of magnesium alloy and steel, and crankshaft- of steel. This combination made it possible to obtain an engine weighing 187 kg, which is 15 kg lighter than the 6-cylinder predecessor intended for the BMW M3 E46.

Probably, the debate about which motors are better will never subside. All motorists are conditionally divided into several "camps", the largest of which are fans of German, Japanese and American brands. In this article, we will consider the most successful, in our opinion, BMW engines and talk about their reliability.

Among BMW owners, you can easily find those who own a car with a real mileage of more than 500,000 kilometers, you can even meet those whose speedometer will have a mark of 1,000,000 kilometers. And this is not a myth, such engines really exist.

We placed the M57 engine in the category of the best diesel units. This six-cylinder diesel engine has established itself as a very reliable and at the same time quite dynamic power unit. His merits can be safely attributed to the change in the perception of diesel engines as “motors for pensioners”, “tractor engines for taxis”, etc. A striking example is the BMW 330d in the back of the e46, whose dynamics were impressive without exaggeration.

M57 engines were produced from 1998 to 2008 in several modifications with power from 201 to 286 horsepower and were installed on most models of those years. In addition, these engines were equipped with Range Rover Vogue. It is worth noting that the predecessor of the M57 diesel engine, the M51 engine, which stood on the assembly line from 1991 to 2000, did not differ in the same reliability, although it easily “nurtured” up to 500,000 kilometers without major repairs.

We gave the next place on the list to the M60 V-shaped eight-cylinder engine. It should be noted right away that V8s in the global automotive industry have established themselves as powerful, but not very reliable engines that hardly “hold out” without major repairs to a mileage of 500,000 kilometers. However, in the case of the M60, BMW designers managed to make a breakthrough. Timing with a double-row chain, careful design and special nickel-silicon (“Nikasil”) spraying of the cylinders provided the motor great resource. There are documented cases when, with runs close to 500,000 kilometers, when disassembling and debugging it, there was no need even to replace the piston rings. Of course, time takes its toll, and today it is quite difficult to find a “live” motor of those years, but it is still real. During the operation of these engines, BMW decided to abandon the Nikasil coating, which turned out to be sensitive to sulfur impurities in the fuel, in favor of the improved Alusil coating. M60 engines were produced from 1992 to 1998 and installed in the BMW 5 and 7 Series.

For most motorists, the phrase " inline six» is associated just with BMW. And one of the representatives of such engines, distinguished by reliability, is the M30, the first modification of which was released back in 1968 and later stood on the assembly line until 1994.

The power of the M30 engine ranged from 150 to 220 horsepower with a displacement of 2.5 to 3.0 liters. The reliability of this motor is due to the simplicity of the design: timing chain drive, cast iron cylinder block, aluminum cylinder head with two valves per cylinder. The margin of safety inherent in the M30 engine allowed Bavarian engineers to make its turbocharged version of the M102B34, the power of which was 252 horsepower. To do this, the engine required a minimum amount of modifications.

M30 engines were equipped with BMW 5 and 7 Series of several generations. With proper maintenance, these motors can easily travel up to 500,000 kilometers without major repairs.

The successor to the M30 was the most "legendary six" - the M50. The working volume of this engine ranged from 2.0 to 2.5 liters, and the power was from 150 to 192 horsepower. Just like its predecessor, the cylinder block of this power unit was cast iron, and 4 valves per cylinder were used in the design of the aluminum cylinder head. In addition, later versions of the M50 engine began to be equipped with the Vanos valve timing system. Just like the rest of the motors from this article, with timely service The M50 easily “nurses” up to half a million kilometers without major repairs. The new generation of this motor, which received the M52 index, despite a more complex design, retained its reputation as a reliable unit, but, as time has shown, it loses to its predecessor in terms of resource and the number of breakdowns.

As for modern turbocharged BMW engines, it is perhaps too early to single out favorites among them ...