Preface.

BMW is not just a car brand. This is an ideology. It's a lifestyle. For those who follow this ideology, there are only two types of cars - BMW and all the rest. Getting into a Bavarian car once, you will have two ways - either you will return to the Bavarians again and again, or you will avoid them. Or like it or not. Nobody is indifferent to BMW.

In our country, the attitude towards these cars is special, historically, this car is associated with strength. Any model. In any configuration. It will be a BMW, with its unique character and indescribable charisma.

But times go by, BMW has ceased to be a purely masculine car, new models and modifications appear, the brand acquires the features of “mass character” without losing its individuality.

BMW N20 2.0 turbo engine 184 hp

In order for a product to be widely distributed (and this is the goal of any manufacturer), it must meet several criteria, one of which is accessibility to a wide audience. How to make a product accessible without losing in manufacturability?

Minimize production costs. And so it turned out that marketers rule the ball, and engineers must fit into the strict requirements of the market.

Dedicated to Bavarian engine builders ...

The modern market demands from automakers that their products are environmentally friendly, economical and technologically advanced.

Multi-liter atmospheric voracious V8s give way to turbo engines - they are lighter, and their appetite is more modest. This made it possible to build on the basis of one engine several modifications that differ in power and torque, it is enough just to replace the turbocharger, fuel injectors and, possibly, the intercooler. But boost technology does not stand still - modern variable geometry turbines allowed engineers to create one engine that would have several degrees of boost, differing only in the control program.

So more recently, in-line atmospheric sixes of the BMW N52 were in use, which, with a working volume of 2.5 liters, produced from 177 to 230 horsepower. But they were replaced by N20 turbo fours, with a volume of two liters, and they are already developing from 184 to 245 hp. De facto, this is the same engine that is being programmatically choked for the 184 power version, because it is much cheaper to artificially reduce power than to develop and produce another engine.

For the manufacturer, this is savings, but for us, by purchasing a car, for example, a BMW 520i, from a dealer, we can do chip tuning, get 245 real Bavarian horses, and thus become the owner of a BMW 528i.

Take advantage of Winde's offer and bring back the strangled horses of your 2.0 turbo 184 hp engine. You will find this engine under the hood of the 320i and 520i models in the latest F30 and F10 bodies.

Similarly, the situation develops for cars 320i - 328i (the same engine is used there), and for 116i - 118i - these cars also have the same engine, which produces 136 or 170 hp depending on the version.

Use the full potential of your car, contact the Winde tuning studio and we will show you what your BMW can be like!

Speaking about the engines of modern Bavarians, it is impossible to keep silent about their diesel engines - these are truly masterpieces of engineering art.

And every year an increasing number of buyers vote with their rubles for cars that consume heavy fuel - they are economical, environmentally friendly, have excellent traction from the very bottom - everything you need for comfortable driving and driving pleasure.

The most popular in the domestic market are four- and six-cylinder engines with a capacity of 184 and 245 horsepower with the designation N47 and N57, respectively.

BMW 2.0 turbodiesel engine 184 hp

However, these engines, thanks to modern designs and applied technological solutions, can give you much more!

How about 215 horsepower from a four-cylinder and 285 from a six? And the increase in torque is even more impressive.

But we should not forget that the latest generations of BMW are equipped with the most modern electronics, and some models are equipped with so-called protected control units - in this case, you can increase the car's thrust-to-weight ratio by installing a special device - a power increase unit.

It, as a rule, controls the operation of fuel supply and boost systems, does not require any modifications to the car, and is easy to install and dismantle. When choosing a unit, you should be guided not only by the manufacturer's promises, but also by real data from those who have already dealt with such devices.

Unfortunately, most of the power boost units on the market look very pale when measured on a power bench.

A simple tip on how to distinguish professionals from nimble businessmen - ask if the seller has a power stand where he is ready to confirm to you his claimed increase in engine power and torque.

Indeed, an ordinary car owner is not able to distinguish on the road whether the power has increased by 10 or 20%. And most importantly, is the engine in a safe operating area.

These questions can only be answered by real measurements on a power stand with the removal of all important engine parameters.

Inline diesel six 3.0 l N57

Beware of cheap and frankly low-quality devices, of which a huge number have recently appeared - from them you can not only not get a tangible increase, but also cause damage to the fuel system of your car!

When making a choice in favor of one or another option, remember: your car is the pinnacle of the evolution of engineering! Motors from Bavaria have always been famous for their technical characteristics, so only professionals of the highest category are able to make them even better, so you should not take risks and trust amateurs to work on software tuning, and even more so use second-rate power increase blocks.

BMW is a special car, and it needs an appropriate approach.

An example of a high-quality additional block for increasing the power of turbocharged gasoline and diesel engines is the EPC block, Holland.

This box of the highest quality works on 3 and 4 channels, passed the test tests on our stand in the Winde tuning studio, proving to be a product worthy of the BMW brand.

BMW N47 engine

Engine characteristics N47D20

Production	Steyr Plant
Engine brand	N47
Release years	2007-2017
Block material	aluminum
engine's type	diesel
Configuration	in-line
Number of cylinders	4
Valves per cylinder	4
Piston stroke, mm	90
Cylinder diameter, mm	84
Compression ratio	16.5
Engine volume, cc	1995
Engine power, hp / rpm	116/4000 143/4000 163/4000 177/4000 184/4000 204/4400 218/4400
Torque, Nm/rpm	260/1750-2500 300/1750-2500 380/1750-2750 350/1750-3000 380/1750-2750 400/2000-2250 450/1500-2500
Environmental regulations	Euro 5 Euro 6
Turbocharger	Garrett GTB1749VK MHI TF035HL BorgWarner KP35+K16 IHI RHV4-T39
Engine weight, kg	149(N47D20)
Fuel consumption, l/100 km (for 320d E90) - city - track - mixed.	6.0 4.1 4.8
Oil consumption, g/1000 km	up to 700
Engine oil	0W-30 0W-40 5W-30 5W-40
How much oil is in the engine, l	5.2
Oil change is carried out, km	7000-8000
Operating temperature of the engine, hail.	90
Engine resource, thousand km - according to the plant - on practice	— 250+
Tuning, HP — potential - no loss of resource	250+ n.a.
The engine was installed	BMW 116d/118d/120d/123d/125d E87/F20 BMW 225d F22 BMW 316d/318d/320d/325d E90/F30 BMW 418d/420d/425d F32 BMW 518d/520d/525d E60/F10 BMW X1 E84 BMW X3 E83/F25 BMW X5 F15 BMW 520d GT F07 Mini Cooper SD

Reliability, problems and repair of the BMW N47 engine

On a BMW 1-series car in the E87 body, in 2007, the BMW N47 diesel engine appeared, which replaced the M47. Unlike its predecessor, the N47 uses a new lightweight closed aluminum cylinder block with cast iron liners, two balancer shafts and an 84mm bore. Inside the block is a forged crankshaft with a piston stroke of 90 mm and forged connecting rods. The compression height of the pistons is 47 mm, and the compression ratio is 16.5. Together, this gave a working volume of 2 liters.
On top of the block is an aluminum 16-valve head with two camshafts. The diameter of the intake valves is 27.2 mm, the exhaust valves are 24.6 mm, and the thickness of the valve stem is 5 mm.
The BMW N47 engines received a common rail injection system and a turbocharger with an intercooler. The turbine used on the first versions (116 HP and 143 HP) is a Garrett GTB1749VK with variable geometry.
The timing drive here is chain and the chain is located behind the motor. The resource of the timing chain on the N47 is designed for the entire life of the motor, but in reality there is no durability, problems with the chain are described below. It also uses an exhaust gas recirculation valve, a dual-mass flywheel and a Bosch DDE7.0 / DDE 7.1 control unit.

In parallel with this engine, a version with a displacement of 1.6 liters was produced - N47D16, as well as a 6-cylinder diesel engine N57.

Since 2014, the N47 engine has been smoothly replaced by the more modern B47 diesel engine.

BMW N47 engine modifications

1. N47D20K0 (2007 - 2012) - the weakest version of the N47 with a Garrett GTB1749VK turbine. Power 116 hp at 4000 rpm, torque 260 Nm at 1750-2500 rpm. This motor is on the BMW 116d E87 and 316d E90.
2. N47D20U0 (2007 - 2013) - 143 hp version. at 4000 rpm, torque 300 Nm at 1750-2500 rpm. It uses a DDE7.0 ECU, a Garrett GTB1749VK turbocharger, and a boost pressure of 1.5 bar. As on a weaker motor, solenoid nozzles are used on the N47D20U0. This power plant was installed on the BMW 118d E87, 318d E90, X1 E84 and X3 E83.
3. N47D20O0 (2007 - 2013) - 177 hp modification. at 4000 rpm, torque 340 Nm at 1750-3000 rpm. The control unit on the engine is DDE7.1, and the turbine is MHI TF035HL, which blows 1.55 bar, piezoelectric injectors with a higher rail pressure are also used. You can meet this engine on the BMW 120d E87, 320d E90, 520d E60 and X1 E84 and X3 E83.
4. N47D20T0 / N47TOP (2007 - 2013) - the most powerful N47 engine. It's a Twin Turbo version with two BorgWarner KP35 and K16 turbochargers, 2 bar boost, new exhaust, piezo injectors with even higher rail pressure, and the ECU used is DDE 7.1. The output of the N47 TOP is 204 hp. at 4400 rpm, torque 400 Nm at 2000-2250 rpm. Such engines were on the BMW 123d E87 and X1 E84.
5. N47D20K1 / N47TU (2011 - 2015) - the engine replaced the N47D20K0. It has an IHI RHV4-T39 turbine and an ECU DDE7.1. Compared to its predecessor, this engine is more economical, fuel consumption is reduced by 3%. Power 116 hp at 4000 rpm, torque 260 Nm at 2500 rpm. You can find this engine under the hood of the BMW 116d F20, 316d F30 and X1 E84.
6. N47D20U1 / N47TU (2011 - 2015) - the motor replaced the N47D20U0. An IHI RHV4-T39 turbocharger and ECU DDE7.1 are installed here. Power is 143 hp. at 4000 rpm, torque 320 Nm at 1750-2500 rpm. Despite almost the same performance as the regular N47, the N47TU has slightly more mid-range power. This internal combustion engine complies with Euro 5 environmental standards, and for versions 218d and 418d - Euro 6. Installed on BMW 118d F20, 218d F22, 318d F30, 418d F36, 518d F10, X1 E84 and X3 F25.
7. N47D20O1 / N47TU (2010 - 2017) - this engine replaced the N47D20O0. It uses an MHI TF035HL turbine and an ECU DDE7.1. Power 184 hp at 4000 rpm, torque 380 Nm at 1750-2750 rpm. It was installed on the BMW 120d F20, 220d F22, 320d F30 / E90, 328d F30, 420d F32, 520d F10, X1 E84 and X3 F25. For cars BMW 320d EfficientDynamics and X1 EfficientDynamics, a version was produced with the same turbocharger and programmatically strangled to 163 hp. at 4000 rpm and with a torque of 380 Nm at 1750-2750 rpm.
8. N47D20T1 / N47TU TOP / N47S1 (2012 - 2016) - the top version of the N47TU TwinTurbo that replaced the N47D20T0. This motor was equipped with BorgWarner K16 and KP35 turbines, a modified intake and exhaust, and the control unit here is DDE 7.31. Power 218 hp at 4400 rpm, torque 450 Nm at 1750-2500 rpm. He stood on the BMW 125d F20, 225d F22, 325d F30, 425d F32, 525d F10, X1 E84 and X5 F15.
9. N47C20U1 (2011 - 2014) - N47D20U1 version for Mini Cooper SD.

Problems and disadvantages of BMW N47 engines

1. Noise from the back of the motor. The most famous disease is N47, which is caused by a stretched timing chain, its service life in practice is about 100 thousand km. Often the problem occurs much earlier. There is only one solution - replacement and pulling with it is not worth it, otherwise a break may occur. An additional nuisance with replacing the chain on the N47 diesel is the need to remove the engine, because the chain is located at the back. In engines until 2009, the chain is changed along with the crankshaft.
2. Extraneous sounds can also be caused by the crankshaft damper, it serves about 100 thousand km, sometimes more, then it needs to be replaced.
3. Swirl flaps. By analogy with the M47, swirl flaps are installed here in the intake manifold, but unlike the same M47, they cannot get into the engine. However, from the operation of the USR system, the dampers can be completely covered with soot. To prevent this from happening, it is better to turn off the EGR valve, and clean the dampers together with the manifold or, even better, remove them and put on the plugs. In order for the motor to work extremely adequately, after this operation, you need to flash the control unit for work without all this stuff.

In addition, overheating of this motor can lead to the formation of cracks in the block between the cylinders, which you can try to weld, but there is a high probability that this will not help and you will have to look for a cylinder block without cracks. The resource of turbines is about 200 thousand km, but it can be more.
The resource of the BMW N47 engine depends on maintenance, and if diseases are cured in time, it can exceed 250-300 thousand km or more.
To reduce the likelihood of problems with the engine, it is advisable to change engine oil more often, use only the original recommended by the manufacturer, also pour normal fuel, service it on time and not drive at full speed.

BMW N47 engine tuning

Chip tuning

To increase the power of your motor, it is enough to go to a tuning office and fill in a new firmware. Flashing N47 to 116d and 118d in E87 and E90 bodies gives a power increase of 35-50 hp. Versions with the index 20d in the bodies of E87, E90, E60, E84 and E83, can be pumped up to 210-220 hp. The N47 TOP engine allows you to remove 240-250 hp with the help of chip tuning.
N47TU engines with 116 hp and 143 hp make it possible to obtain 185-200 hp on a standard turbine.
Versions N47TU 184 hp stitched in 215, and with a downpipe in 230 hp.
The top N47S1 gives a chance to get 240+ hp with firmware, and 280 hp with downpipe.

BMW N46B20 engine

Engine characteristics N46B20

Production	BMW Plant Hams Hall
Engine brand	N46
Release years	2004-2012
Block material	aluminum
Supply system	injector
Type of	in-line
Number of cylinders	4
Valves per cylinder	4
Piston stroke, mm	90
Cylinder diameter, mm	84
Compression ratio	10.5
Engine volume, cc	1995
Engine power, hp / rpm	129/5750 136/5750 143/6000 150/6200 170/6400
Torque, Nm/rpm	180/3250 180/3250 200/3750 200/3600 210/4100
Fuel	95
Environmental regulations	Euro 4-5
Engine weight, kg	—
Fuel consumption, l/100 km (for 320i E90) - city - track - mixed.	10.7 5.6 7.4
Oil consumption, g/1000 km	up to 700
Engine oil	5W-30 5W-40
How much oil is in the engine, l	4.25
When replacing pour, l	4
Oil change is carried out, km	10000
Operating temperature of the engine, hail.	—
Engine resource, thousand km - according to the plant - on practice	— 250+
Tuning, HP — potential - no loss of resource	200+ n.a.
The engine was installed

Reliability, problems and repair of the BMW N46B20 engine

The next generation of BMW's in-line four-cylinder engines after the N42B20 was called the N46, and the new 2-liter version was the N46B20. This motor was created on the base and at first glance does not differ from its predecessor, but it is not. The differences between the BMW N42 and the N46 are as follows: a different crankshaft, balancer shafts, connecting rods and a cylinder head cover, a redesigned intake manifold, a modified timing chain tensioner, new spark plugs and a generator, a Valvetronic control unit integrated into the ECU and some other little things. Otherwise, this is the same N42 with its pluses and minuses.
Bosch ME 9.2/Bosch MV17.4.6 engine management system.
Since 2007, the engine has been slightly upgraded, the intake manifold and exhaust camshaft have been replaced.
This motor was used on BMW cars with an index of 18i and 20i.
The N46B20 motor served as the basis for the development of the younger brother in the face.
In addition, the N46B20 has several related models that come from the 42nd family: and .
The engine was replaced in 2012 with a new one, with a displacement of only 1.6 liters.

BMW N46B20 engine modifications

1. N46B20O0 (2004 - 2007 onwards) - the basic variation of the 143 hp engine. at 6000 rpm, torque 200 Nm at 3750 rpm.
2. N46B20U2 (2004 - 2007 onwards) - a simplified version with a different intake manifold without DISA, a different exhaust camshaft. Power 136 hp at 5750 rpm, torque 180 Nm at 3250 rpm.
3. N46B20U1 (2004 - 2007 onwards) - an analogue of N46B20U2 with a power of 129 hp. at 5750 rpm, torque 180 Nm at 3250 rpm.
3. N46B20O1 (2004 - 2007) - 150 hp version. at 6200 rpm, torque 200 Nm at 3600 rpm. Without supplementary air supply system.
4. N46B20O1 (2004 - 2007 onwards) - an analogue of the above-mentioned version with an additional air supply system. Power 150 hp at 6200 rpm, torque 200 Nm at 3750 rpm.
5. N46NB20 (2007 - 2012 onwards) - an analogue of the 150-horsepower version, with a different cylinder head cover, a modified exhaust system, a new Bosch MV17.4.6 engine management system. Power 170 hp at 6400 rpm, torque 210 Nm at 4100 rpm.

Problems and disadvantages of BMW N46B20 engines

1. Zhor oil. The reasons for the phenomenon, as on the N42, are the use of low-quality engine oil not recommended by BMW and failed valve stem seals. As a result, under the replacement of the caps, and a little later, the oil scraper rings. This happens, on average, after 50 thousand kilometers. Poor quality oil also pulls problems with Valvetronic, Vanos, oil pump, KVKG and more. It's definitely not worth saving here.
2. Vibration. This trouble is removed by cleaning the Vanos variable valve timing system.
3. Noise, diesel. The reasons are the same as on the N42: a tensioner or a stretched timing chain. After about 100 thousand km, such problems are not uncommon.
Besides, after 50 thousand km, it may begin to flow and ask for a valve cover gasket to be replaced, over time, the vacuum pump also flows and asks for repair.
To protect yourself from possible troubles as much as possible, you need to use only high-quality and recommended working fluids by the manufacturer, regularly service and monitor the condition of your N46B20. If these conditions are met, most likely, serious problems will bypass you and the engine will work like clockwork.

BMW N46B20 engine tuning

Chip tuning

The most common way to add a few horses to the N46B20 is aggressive firmware, along with a low-resistance filter and a catless exhaust. After such transformations, your motor will receive about 10 hp plus. and a sense of dynamism.
In addition to firmware, there are ready-made compressor kits on the market with everything you need to get 220+ hp, but the cost of such solutions is quite high and is about half the price of your car. Given this, this option is of little relevance to the average motorist.

Previously, I had to buy cars "without looking." This time the approach was more thorough. I went for a test drive with a direct competitor, visited a couple of alternative car dealerships.

The contenders were Lexus GS, Mercedes E-class, Audi A6 V6 quattro. In BMW, they gave a diesel three-liter BMW 5-Series with all-wheel drive for a test. I was a little familiar with such a motor, I rode shortly before that on the X5 and X6. I liked it before, but the price was frustrating.

It is a pity that there were no promotions for such a complete set, as for the Audi A6. There was no more modest test car with an engine. But, there were several BMW 5s to choose from, different configurations, colors and discounts!

Helped my insolvent appearance. I already decided to buy at the price list in a couple of days. The manager thought that I had doubts and began to call every day with a special offer for me. As a result, the final discount turned out to be about 300,000 rubles! Nicely!

The approach to the client in BMW is at a good level; when issuing, they presented a bottle of wine or champagne. I ended up buying a BMW 520i. Engine 2.0 liters, two turbines, 184 horsepower. Automatic transmission for 8 gears. Brazilian cherry color. Salon black. Man-made material that is more durable than natural leather. Runflat tires with no spare. The oil dipstick is missing.

Impression

On the move liked the car from the first meters. This is the case when the characters match. In terms of smoothness, the car turned out to be more comfortable than BMW, which I had to drive before. Whipped, tenacious, stable at high speeds.

The optimal engine for driving is slightly above average. Allows you to drive confidently, allows sharp overtaking on the tracks in normal speed ranges. Start from a place is not formulaic, but sufficient for me.

The sound of the engine during acceleration is not four-cylinder, much more solid, and at idle it is normal. The machine performs the maximum speed, I experimented a couple of times. Consumption corresponds to passport characteristics, experimented in various modes.

The minimum 4.7 liters per 100 km is utilized by the machine under the condition of smooth movement in a straight line at a speed of about 65 km / h. On the highways, 5.8-6 liters came out at speeds of about 110 km / h. In cities, the spread is large from 8 to 14 liters, depending on traffic jams.

The transmission is truly the best! Transmission shifts great! Engineering masterpiece. In ECO mode, coasting, the engine speed drops to idle, while there is no engine braking. Downhill, the speed increases. That is, the effect is the same as turning on the zero point on the mechanics. The manager in the cabin said that the box has a kind of opening mechanism, a kind of clutch. It breaks the connection of the motor with the wheels when coasting.

Sport mode keeps the gears lower than normal to keep the engine speed in the maximum output range of the engine. It allows you to drive more intensively, but in general the car becomes sharp, nervous. Fast but not comfortable. Bored. And I don't want to listen to the sound of the engine over the music.

Salon in the BMW 5-series F10 looks very good. For me personally, there are several disadvantages that relate exclusively to this configuration. No, or not enough, lumbar support, do not like the non-folding backrest.

I'm a skier and I don't like carrying my skis on the roof. Closed saddlebags are too massive, and conventional crossbar mounts do not protect against dirt on the roads, and besides, they are noisy at speed. There was no way out, I bought the original crossbars in regular holes on the roof and ski mounts to them.

They have a BMW stamp on them, but they look very much like Thule products, which in principle is not bad. The design is comfortable and well thought out. But immediately after washing, you can’t go on the road, the locks of the fasteners freeze completely. Dry thoroughly, simply blowing with a compressor is not enough.

The climate in the car is excellent, the noise from the air flow of the stove is minimal. Music for four. I understand a little in car audio, I can distinguish the quality. It's not a masterpiece, but passable. In any case, I have not seen a better sound in basic configurations.

Who needs a better sound, you can take Harman / Kardon or Bang & Olufsen for an extra charge. The latter costs more than the average car in Russia. Cruise control is convenient, with a digital display. There is an interesting LIM button that limits the speed.

I didn't like the start/stop system. The feeling that for the sake of fuel economy I voluntarily exhaust the battery and starter does not leave. I didn’t count, but I’m sure that the saved gasoline cannot be compared with their purchase in value.

The start-stop system was activated every time the engine was started, I turned it off with the button every time. It is said to have a firmware that remembers the previous mode and saves it the next time the engine is started. But I didn't get to that.

Tires runflat. I use them for the second car, no inconvenience. I bought a car for summer RF. In the winter, I bought a set of conventional wheels and a branded set (spare wheel + jack + wrench). The difference in stiffness with the usual is felt only on the day of the tire change.

Then these sensations are blurred in daily operation and you don’t remember at all what kind of rubber you are driving on. The spare wheel lies in the trunk for 6 months and takes up a third of the space. A couple of times on travel it interfered, for its intended purpose it was not useful even once.

On summer RF there was a serious puncture, I caught a nail at 150 km / h. The pressure sensor responded. Visually, the wheel looked normal, drove on. On the way, I stopped at a tire fitting, the pressure gauge showed 0.5 or 0.8, outwardly nothing special. They removed the wheel, did it, put it back in 5 minutes.

In the trunk is a compressor for a bicycle that needs constant pumping. The device itself is compact, lies in a niche. More than enough power, I hope it will not come in handy for the car.

Presence of problems

There was one major breakdown. Its complexity is not in technical terms, but rather in the circumstances under which everything happened. One day the car showed no signs of life. None at all! I called a taxi and went on business, on the way I called the central BMW agency at a number with a Moscow code. The girl answered. I explained the situation to her. She asked for the VIN and said she would call back. And the main problem was that the nearest dealer in another region. Drive about 500 km to it. The girl called back immediately, said to wait for a tow truck. In the evening of the same day, a crane arrived from Irkutsk, carefully loaded it and left. The next day they called from the service in Irkutsk. They said they found the problem and fixed it. They asked my opinion on the best way to return the car. A couple of days later I took it myself. Explained the cause of the problem. It turned out that Cesar satellite's satellite security system had failed. By the way, the tow truck is an outsider, it has nothing to do with the service. I paid for his work myself, although I did not invite him. I gave him about 45,000 rubles, later the dealer sent me exactly this amount to my account. The next breakdown is the parking sensors. It showed that I ran into an obstacle with all the sensors around, both in front and behind. Picked time for service. Understood quickly. The wiring from one sensor in the bumper fell off, for this reason the whole system could not work. I asked how this is possible in a new car. They said that there was a blow exactly to that corner of the bumper where the sensor is located, or to the sensor itself, so the connection was damaged. I was very surprised by this impudence, because I know that I did not hit the car. I was invited to the repair area, they put a bright lamp on and showed with a finger barely noticeable marks on the paint, which are almost invisible. Indeed, the very corner. The diameter is as if this corner was dented, and then he returned to his previous position. I guess the neighbors in the parking lot did their best. The sensor was changed for free, nothing was taken for work, although this is not a warranty case. A trifle, but it's nice that there is such a service. There was also a replacement of a pair of stabilizer struts under warranty with a run of 50,000 km. I operate cars actively, runs are usually large. On this car drove a little more than 50,000 km per year. Sold after 1 year and 3 months of operation with a run of about 57,000 km. I don’t suffer from greed, so I sold the car in a couple of days.

Outcome

The car is good in everything, or almost everything. Most importantly, it is hassle-free. That is why I bought the next one almost the same. If someone is considering buying a BMW 5-Series F10, then do it boldly. I don't think there will be any regrets. Good luck to all)

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. Before you know it, the new model beats last year's by a good couple of dozen horsepower. 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. We generally keep silent about other important parameters such as reaching peak torque from 1.800-2.000 rpm or efficiency during normal operation.

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 depth of changes in the range of BMW engines, we will try to find out which Top 5 BMW engines have been put on 3-Series cars over the 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. We admit that these are not the best BMWs in terms of dynamics and drive (it just so happened that BMW owners give this notorious “drive” to everyone as one), but the 1.8-liter engine still fulfilled its mission. For a reasonable price, you bought a near-sport car with a wide range of refinement options and stock dynamics of just over 10 seconds. For the late 80s, the first half of the 90s, this was a truly 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 a cool car should be compact and light and carry the largest engine available in its engine compartment. 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 the 2.0-liter 6-cylinder petrol 320i model, which had 148 horsepower. 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 its launch, the M47-based 3-Series set the standard for affordable, reliable and fuel-efficient sports sedans. 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.

It 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 exhaustive, it can be continued ...

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 a top speed limited to 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.