BMW 3 Series – popular car on secondary market. The owners highly appreciate the quality of workmanship, sports suspension settings, dynamics and rather successful engines. It is about them that we will talk further.
1. BMW M30 V23, 140 l.With. (E30, E36 318is)
A 1.8 liter engine can only have 4 cylinders, but with a weight BMW Series E30 and E36 he copes spectacularly. All thanks to a special design. 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. It has high technical characteristics and is quite 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 even from low revs. 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. Worth looking for versions with automatic transmission gears. 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 earned the title of "Best Engine of the Year" 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 parameter diesel engine.
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 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, the aluminum pistons are coated with steel, the connecting rods are made of magnesium alloy and steel, and the crankshaft is made 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.
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 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 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, however, it has a number of advantageous differences from the first generation engines, sufficient to consider it apart from the above dinosaurs. Firstly, the engine finally acquired four valves per cylinder, so urgently needed for BMW civilian use, basing the fashion on the “explosive” character “in the middle” and firmly securing this glory for BMW engines. Individual ignition coils have also been added, and with them spark plugs of a 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 of the previous generation. Of course, this required a significant increase in the compression ratio from 10 to 11:1 (sic!) - a parameter later repeated only in the N52 generation in 2005. It is not surprising that the 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 unsuitable 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 for slow 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. Special "nikasil" problems in real life is not observed, as well as high-sulfur 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 motor and their aging - the drive cables are stretched throttle valve and control of the anti-skid system, expensive flow meters and equally expensive titanium oxygen sensors, ABS blocks, etc. die. 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 where 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 - mode effective work finally shifted towards partial loads, which ensures complete combustion of the mixture 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 engines of the previous generation, and the inevitable result was a reduction in the expected "problem-free" mileage by about half - to 150-180 tkm. Problems with caps start at 250-280 tkm. The first BMW engine to be truly capricious about oil quality - neglecting its choice now means significant costs in the near future. 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 very 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 now pulls really briskly over a wide rev range, but the character is very different from the pronounced "twisting" 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". AT aluminum block last used cast iron sleeves. 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 on inside oil filler caps - 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 undergone evolutionary development: oxygen sensors are now broadband, length intake manifold changes in two stages, all this in one form or another was present earlier. 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 plug-in 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 opening of the valve, bypassing throttle assembly) has now moved to the main range of 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 within 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 are already possible. 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 on packages of piston rings indicated the absence of normal running-in (!) - the rings lay down before 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 high-precision high-pressure injectors, high-pressure fuel pumps and all the potential problems of a diesel 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 BMWs 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.
In view of a different design 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 characteristic of the oil used is also given by the state of the torsion spring, which is perfectly distinguishable under the cover - 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...
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When it comes to BMW parts, many immediately have positive associations in this regard, and bmw motors that is no exception. But, as many years of experience in working with cars of this brand, directly with engines, show, the opinions of many that these units have a high degree of reliability are caused more by public opinion than by reality. That is why it is worth considering some of the most popular models separately, in order to still understand their true origin, quality and performance properties.
BMW M10, M20, M30, M40, M50 engines
These motors were the first models developed by the famous concern. The crankcase ventilation system is completely primitive and works due to the pressure difference. CPGs have minimal wear at 300-400 thousand km. the path traveled. But valve stem seals begin to lose their elasticity after 200 thousand km. run. This suggests that they are likely to have problems. It is also worth noting that the requirements for oil are low for the simple reason that engines were created precisely at a time when the synthetic oil market was just gaining momentum, which means that it was not possible to look for something better, it was necessary to take what is. This is a generation of motors that was repaired without special problems in your own garage.
BMW M10 engine
- This is a single-shaft carburetor engine that has an ignition distributor. Thanks to the constant release updated versions and modifications, the motor was installed on Bavarian cars for almost 30 years. You can meet this motor in many cars, however, in Russia they are a real rarity.
BMW M40 engine
- This is an improved motor of the previous brand with hydraulic lifters and a belt drive. Not common, but quite reliable model.
BMW M20 engine
- This is the first six-cylinder belt-driven. This model took an intermediate place between m10 and m30. The thing is that the four cylinders of the M10 model did not make it possible to increase the engine capacity by more than 2 liters and achieve full power, so adding two more cylinders helped to cope with the task. In our country, this motor was popular in a configuration with a body number 34, by the way, it has proven itself on the positive side.
BMW engine M30
- the main six-cylinder unit of the first generation. The set of characteristics of this motor is classic: an ignition distributor and one camshaft. BMW Model M30 had many modifications, including for sports cars M-Sport series. It became the basis for the popular S38 sports engine. In our country, it took root in cars with the 34th and 32nd bodies and became the leader among the M series.
It should be noted that all these engines had one common feature- they all had a low compression ratio, approximately 9:1 and 8:1. This allowed the use of fuel with any octane rating, due to reduced sensitivity, and produce factory turbocharged engines without any special modifications.
BMW M50 engine
If you believe the statistics, then this motor became the last potential "millionaire" of the first wave. This model has a number of significant differences that allow it to be considered apart from other first-generation engines.
This engine gave the much-needed 4 valves per cylinder, establishing a fashion for the "explosive" nature of BMW engines that has survived to this day. Some new items appeared in this motor, namely more modern candles and ignition coils. It was this model that set the standard, which subsequently was practically not violated - "1 Nm per 10 cubic centimeters of cylinder volume", which was not possible to achieve in atmospheric engines the past generation. True, after that there was a need to significantly change the compression ratio from 10 to 11: 1, it was possible to repeat this only in 2005, in the BMW N52 engine. This unit moves perfectly on 95 fuel, but for a 2-liter modification, even such an OC may not be enough.
compensate this shortcoming knock sensors help, although setting the ignition timing only helps to mitigate the consequences of using the wrong fuel: unfortunately, the car does not drive better from their presence. The BMW M50 motor is the last copy that used the “indestructible” tandem - “aluminum cylinder head - cast iron block”.
The unit, which appeared in 1989, in terms of consumer and technical characteristics, probably became the best in the history of the BMW concern.
BMW M52 engine
Considering this engine, I immediately want to say that its name sounds a little wrong, because in fact it is an improved series. When the unit received an update in 1992, it entered the markets with the M50TU index, and only then, over time, they decided to transfer it to a new generation. After all, this is the first engine that received an intake shaft valve timing control mechanism, known as VANOS.
The addition of 2 valves resulted in a doubling of the flow area, which negatively affected the filling of the cylinders at low speeds. It also caused a curvature of the torque characteristic, degrading the ride quality. low speeds. BMW system VANOS was supposed to smooth out the knots of the engine by stretching the torque characteristic. Power was increased, and this was done absolutely standardly - minders added 300 cubes - a 2.8 liter engine turned out. By the way, according to some reports, it became known that non-standard engines of 2.8 and 2.3 liters were created, as it met the German tax standards of that time.
The BMW M52 engine block became aluminum, and the cylinders received a high-strength nickel coating. Manufacturers also took care of the environmental friendliness of their products and paid due attention to it. M52 became the first engine with a crankcase ventilation system, for this they used a valve that opens “on demand” and has atmospheric pressure. They also raised the thermostat opening temperature, which increased to 88-92 degrees, and higher than the performance of the first generation engines.
The resource of this model has decreased by approximately two: defects of caps and CPG climb out from 200-250 thousand km, with the expected engine resource of 450-500 thousand km. The operating mode can take away or add 100 thousand km to this figure. Oil consumption, even with a partial loss of mobility of the rings, may be completely absent or remain extremely small. We can say that the BMW M52 engine has become the last potential long-liver millionaire, with good care.
Features of operation are often associated with problems with not yet fully electrical equipment and expensive consumables - throttle cables stretch and lose elasticity, problems arise with the anti-skid system, expensive flow meters, ABS blocks and expensive titanium oxygen level sensors deteriorate. However, with proper care, you can count on an impressive engine life. Basically, the E39 and E36 models were equipped with this engine.
Engine BMW M54, M52TU
These motors are characterized by improved elasticity of the torque characteristic. The biggest and most significant difference between the new and the old unit is the thermostat, which has an opening point of 97 degrees - the operating mode is shifted to partial loads, which made it possible to ensure complete combustion of the fuel. This favorably affected the operation of the car in urban mode.
Exactly concern BMW discovered this system and still remains true to it, and no one has managed to intercept it until 2012 and does not raise the degree of oil far beyond 100 degrees. If we talk about urban use, then the oil begins to oxidize twice as fast, and this leads to the fact that maximum mileage decreases and becomes equal to 180 thousand km. In addition, this particular engine is very picky about the choice of fuel, and if you neglect this point, then in the future you can pay dearly.
The designers also took care to raise the power characteristics, and that is why VANOS began to control the exhaust shaft as well, and the DISA damper appeared on the intake. Only now the design is now plastic, which means it is not durable. The M54B30 engine has wide range revolutions, but the bright characteristics of the M50 are no longer in it. By the way, one cannot fail to note an important point that the gas pedal becomes electronic and very sensitive. And in the aluminum block, cast-iron sleeves are used for the last time, and this is a turning point in the history of the concern. The motor, despite all its small flaws becomes very popular in our country, and is especially common in cars with a body of E53, E46 and E39.
All M series units are characterized by the formation of slag on the oil filler neck, which allows you to visually determine the quality of the product used. The layer must be dry and thin, then you can immediately understand that the engine is alive.
This is a new generation that appeared in 2005. The unit is designed hot and frisky, as engine compartment got a new layout. All systems that were previously used have been improved. Oxygen sensors have become broadband, the manifold has become two-stage, the reliability of the ventilation valve has increased, and much more.
The block is made, as before, from an aluminum alloy, but cast-iron sleeves are no longer used, instead of them a special oil-retaining coating. The air supply system has also changed.
It is worth saying that among the owners of cars of this concern, the expression “hit the valvetronic”, which means the amount of 1000 euros, has become popular. True, there is a little consolation, now the fuel economy is 12%. Also, all N-motors have a problem associated with the control unit.
Cars that are operated in the city sometimes have engine problems associated with sticking rings, which occurs approximately 50-60 thousand km. run. A little later, a problem with caps may begin to arise, and when the mileage is 100 thousand km., Both problems require repair. After 100 thousand km, the catalyst is clogged. In general, if the mileage goes beyond 180 thousand km, you should not give preference to such a unit. And if in fact, then problems can arise much earlier, approximately 100-120 thousand km. The engine is found quite often on cars of the first, third and fifth series.
By the way, it should be said that the rumors about the modernization of the motor: the installation of a new skirt and rings were not confirmed, the resources of this model remained the same.
BMW N53/N54/N55 engines
N-series engines began to strive for environmental friendliness. But many fans of the brand were disappointed in the result. This suggests that not all innovations are successful.
With the advent of the N53 engine, it became clear that BMW diesel engines would soon take their well-deserved place among their gasoline counterparts. New line was created not as economical units, but as aimed at preserving environment. Buyers got the opportunity to purchase engines with new nozzles, with high pressure, as well as with all the shortcomings of a diesel engine. Also, Valvetronic did not get into the new model, it simply did not fit.
Valvetronic was also not included in the N54 series. But this model slightly changed the engine range, because turbines began to be used again.
But Valvetronic was returned to the N55 series, but the turbine system was removed. Yes, you can start to rejoice at this news. And it is this engine that is the most important and the most "diesel" among the entire series of this series.
The concern decided not to immediately promote the motor on the world market. Possibly due to coking in the injectors. But it is worth noting that at the same time, BMW coke nozzles are very different from competitors' products that use an open hole.
Due to the different design of the valve cover, the primary self-diagnosis now has nothing to do with the M series motors. To understand that the oil needs to be replaced, you can carefully look at the petals of the cover and consider the presence of a red-brown coating there, at first it can be removed, but then it won't be enough. In the second stage of the "dying" of the oil, brown sand will appear on the lid. But the third and fourth stages will be visible quite strongly, since brown sand will be over the entire surface of the lid, and under it you can see a dirty-colored jelly.
In general, to summarize, it becomes clear that it is almost impossible to purchase an N55 series motor that is really good and will serve for a long time. And if the car is more than 5 years old, then you should not even try.
What car do you drive ???
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 real mileage more than 500,000 kilometers, you can even meet those on the speedometer of which there will be a mark under 1,000,000 kilometers. And this is not a myth, such engines really exist.
Into the category of the best diesel units we placed the M57 motor. 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 Horse power 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 overhaul.
We gave the next place on the list to the M60 V-shaped eight-cylinder engine. It is worth noting 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 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: chain drive Timing, 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. 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, then it is probably too early to single out favorites among them ...
BMW AG - famous and very popular German manufacturer cars from the city of Munich, Bavaria. Together with Audi and Mercedes-Benz, it is part of the so-called big German three and all cars produced by it belong to the premium class. BMW also owns Mini and Rolls-Royce.
BMW engines, for the most part, are very reliable, quite technologically advanced, durable and have repeatedly received the title of "Engine of the Year". Ruler power units very wide: these are turbocharged three-cylinder B38, four-cylinder (from M10 / M40 and ending with N20 / B48), legendary inline sixes BMW (from M20/M50 and older to N54/N55). Together with the BMW engines of the above configurations, for the top models of the company, even larger engines were produced: V8 (from M60 to N63) and V12 for the flagship series. Along with the usual city versions, BMW M GmbH has produced and continues to produce sports modifications based on standard power plants. Since 2005, the production and own M-engines: S85 with V10 configuration and later its simplified version V8 S65. In parallel with gasoline engines, diesel engines were also produced. The family of BMW diesel engines is not so wide: three-cylinder B37, four M41 / M47 / N47 / B47, six M21 / M51 / M57 / N57 and a large V8 M67.
BMW cars have earned special love from residents of the CIS countries, so it will not be difficult for a buyer to find a model with a BMW engine of any family, version and modification. And to understand all this diversity, it will not be superfluous to use the reviews from Wikimotors.
Below you will find reviews and descriptions of BMW gasoline and diesel engines, old and new, naturally aspirated and turbocharged, conventional and sports M series, their specifications where they produce, what kind of oil in bmw engine pouring recommended. In addition, the main diseases are described (knocking, oil consumption, power reduction, etc.), shortcomings and problems, as well as repair of BMW engines (gasoline and diesel), tuning, the correct approach to increasing power, and much more.
After reading everything about BMW engines on WikiMotors, you will easily understand which Bavarian model to choose or which contract engine BMW to buy.
