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 troika and all cars produced by it belong to the premium class. BMW company 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". The range of power units is very wide: these are turbocharged three-cylinder B38, four-cylinder (from M10 / M40 and ending with N20 / B48), legendary BMW inline sixes (from M20 / M50 and older, up to N54 / N55). Together with BMW engines of the above configurations, for top models companies, 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. Family diesel engines BMW is not so wide: three-cylinder B37, M41 / M47 / N47 / B47 fours, M21 / M51 / M57 / N57 sixes and a large M67 V8.
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 it is recommended to pour into a BMW engine. 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.

With the launch of the new, slightly improved 3-Series, Bayerische Motoren Werke has brought some confusion to their ranks. For example, in Europe new model The 330i 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 a near-sports 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. Bavarians brought sensation 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 available engine. 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 M47-based 3-Series set the 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, stop talking about 1.8 liter engines and diesel engines, it's time to withdraw heavy artillery. This 3.2-liter monster, which was on the E46 M3, is undoubtedly one of the best engines BMW of ever made. It was based on the M54 DOHC inline six cylinder engine, an aluminum block and a solid aluminum cylinder head were used.

It had individual throttle valves for each cylinder, lighter pistons, larger intake valves, variable valve timing system high pressure high pressure VANOS 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.

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- BMW 330d in the body of the e46, the dynamics of which, without exaggeration, were impressive.

M57 engines were produced from 1998 to 2008 in several modifications with a capacity 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 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 study of the design and special nickel-silicon (“Nikasil”) coating of the cylinders provided the motor with a long service life. There are documented cases when, with runs close to 500,000 kilometers, when disassembling and debugging it, there was no need even to replace 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. 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 ...

We offer buy imported BMW engines without a run in Russia, all Units were brought from the USA and England with a full set of documents.

In our engine catalog presented "fresh" engines for BMW since 1998, both diesel and gasoline.

Buy BMW engine without prepayment directly from the warehouse of BMW contract engines in Moscow - Come to our warehouse and WE will select the engine you need with a guarantee of 14 days.

If you are unable to come in person and buy bmw motor from our warehouse, then:
1. We will send you additional photos of the BMW engine (if required)
2. We will draw up a contract by e-mail.
3. We will send it to your city
4. Or you can always ask your friends to come to our warehouse.

Usually, BMW dismantling in Moscow offers you an engine with local market, which were operated on the territory of Russia on our terrible gasoline and the same engine oil. Although BMW engine oil must be changed at least once every 10,000 km, otherwise engine problems are inevitable.

BMW diesel engines are brought to our wholesale warehouse in Moscow mainly from England and are officially cleared through customs. Engine bmw diesel at your request, it can be equipped with all attachments and a fuel system.

Reviews about BMW engines are very opposite and directly depend on the operation of the car, and most importantly on the service oil change intervals.

Buying bmw contract engine You are getting full set documents: a customs declaration, an agreement and a cash receipt, a guarantee for the engine from 14 days.

BMW engine replacement can be made in our car service BMW repair located next to the warehouse. BMW engine replacement work guaranteed for 30 to 60 days. On admission bmw car to replace the bmw engine, the old unit is initially troubleshooted and a decision is made on the advisability of replacing the engine with a contract engine or repairing the bmw engine.

BMW Engine Catalog can be divided into several subgroups: - By the number of cylinders, type of fuel and year of manufacture.

1. BMW gasoline four-cylinder engine is marked (Model):
N42B18 - Volume: 1.8 114 HP
N42B20 - Volume: 2.0 142 horsepower.
N46B18 - Volume: 1.8 114-118 hp
N46B20 - Volume: 2.0 127-148 horsepower.
N45B16 - Volume: 1.6 114-118 hp
N45B20S - Displacement: 2.0 173 horsepower.
N20B20 - Volume: 2.0 181-241 hp
N26B20 - Volume: 2.0 245 horsepower.

2. BMW diesel four-cylinder engine are marked (Model):
M47D20 - Displacement: 2.0 116-136 hp
M47TUD20 - Volume: 2.0 116-148 horsepower.
M47TU2D20 - Displacement: 2.0 121-163 HP
N47D16 - Volume: 1.6 95-116 horsepower.
N47D20 - Volume: 2.0 143-204 hp

3. BMW six-cylinder petrol engine is marked (Model):
M52TUB20 - Displacement: 2.0 150 horsepower.
M52B24 - Displacement: 2.0 181 hp
M52B25 - Displacement: 2.0 170 horsepower.
M52TUB25 (M52B25TU) - Displacement: 2.5 170 HP
M52B28 (M52B28TU) - Volume: 2.8 192 horsepower.
M54B22 - Displacement: 2.2 170 HP
M54B25 - Displacement: 2.5 192 horsepower.
M54B30 - Displacement: 3.0 231 HP
S54B32 - Volume: 3.2 315 -360 horsepower.
N52B25 - Volume: 2.5 177-218 hp
N52B30 - Volume: 3.0 218-272 horsepower.
N54B30 - Volume: 3.0 306-342 HP
N55B30 - Volume: 3.0 305-315 horsepower.

4. BMW diesel six-cylinder engine are marked (Model):
M57D25 - Displacement: 3.0 306-342 HP
M57TUD25 (M57D25TU) - Displacement: 3.0 173 horsepower.
M57D30 - Displacement: 3.0 184-193 HP
M57TUD30 (M57D30TU) - Volume: 3.0 204-272 horsepower.
M57TU2D30 (M57D30TU2) - Volume: 3.0 197, 231, 235, 286 HP

5. BMW eight-cylinder petrol engine is marked (Model):
M62B35 - Volume: 3.0 306-342 horsepower.
M62TUB35 - Displacement: 3.0 235-241 HP
M62B44 - Volume: 4.4 282-286 horsepower.
M62TUB44 (M62B44TU) - Volume: 4.4 282-286 hp
M62B46 - Displacement: 4.6 342 horsepower.
N62B36 - Volume: 3.6 272 HP
N62B40 - Volume: 4.0 306 horsepower.
N62B44 - Volume: 4.4 315 hp
N62B48 - Volume: 4.8 360-367 horsepower.
N63B44 (N63B44TU) - Volume: 4.4 402-450 hp
S63B44 (S63B44TU) - Volume: 4.4 547 horsepower.

bmw engine price subject to availability attachments, year of manufacture and mileage of the vehicle.

Direct purchases of engines for BMW from the USA, England and the UAE allow us to offer enough low price while maintaining a large residual resource and minimum mileage. The main port for the formation of containers with internal combustion engines in the United States is New York in the UAE - Abu Dhabi, the delivery time of the formed container with Engines does not exceed 40-45 calendar days.

BMW dismantling in Moscow offers only tested engines without mileage in the CIS a complete package of documents confirms the legality of importing units to Russia.

You buy units from the "White" company!

1. Additional photos on request (Viber, Whats app)
2. All in stock! Come and buy!
3. Payment: Cash / bank transfer (for cash payment, a cash receipt is issued)
4. Sending across the CIS via transport company(PEC, Business Lines, Carriers)
5. There are representatives in the regions (you can give them an advance payment and pick up the internal combustion engine in 3-4 days)
6. Sending across the CIS at a minimum prepayment
7. You can always come to our warehouse and personally pick up the Engine.

The bmw engine is the heart of the car! On which they do not save!

If YOU have any questions about our work or the product you want to buy - Call us! Write! We will be glad to answer ALL your questions!

With respect to YOU ​​and YOUR BUSINESS
Team AngarMotorov

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 history BMW - M88, which served as the basis for 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 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 capacity of the cylinders. 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 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 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 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". 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 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. Small design improvements have been added in the form of a variable displacement oil pump, a more reliable crankcase ventilation valve, an oil cup heat exchanger, etc. The block is also made from another "advanced" magnesium-aluminum alloy, but now instead of plug-in honed cast iron sleeves it uses a chemically etched oil-retaining coating. The revolution affected the air supply system - the Valvetronic system, which debuted in 2001 on economical "fours", (direct control of the air supply to the cylinders through the opening of the valve, bypassing throttle assembly) has now moved to the main the lineup engines. The so-called problem solved with its help. "throttle loss" 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 engines 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. 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 coupes and BMW Series x.

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 N53, gasoline engines BMW took another step towards diesel - for the sake of the next "percentage of ecology" (but not savings!) Buyers received precision high-pressure nozzles, high-pressure fuel pumps and all the potential problems of a diesel engine in addition. True, Valvetronic did not fit in the N53. In the N54, however, too, but with this model, BMW began a wide "swindle" - in the canonical inline six the turbine appeared again, 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 engine with direct injection N53 due to fears of intense coke formation in the nozzles. 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...