How does a bmw engine work. The Four Most Reliable BMW Engines

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.

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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. bmw engine 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 contract engine bmw 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 carried out in our BMW repair shop which is located next to the warehouse. BMW engine replacement work guaranteed for 30 to 60 days. When a BMW car arrives 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 one 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. Gasoline four cylinder engine BMW are 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.

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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 2.8 liter engine under the hood, while the 330i, of course, had a 3.0 liter engine under the hood. 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. 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 away 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 board, 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, took 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. Behind acceptable price you bought a near-sport car with a wide range of refinement options and dynamics in the stock state 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 in its engine compartment the largest of available engines. Needless to say, the coupe still had that temper, not everyone was subject to all the power of this rare nugget.

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

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

Shortly after entering production, the 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, enough 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 in-line 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 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 on the 4th gen M3 is a derivative of the monstrous F1-inspired road-going V10 that was in production line BMW.

To the exit of the restyled BMW versions The 2014 X3 Facelift introduced a new generation of diesel engines that could become an integral part of the European fleet in the coming years. BMW cars. The B47 engine, like its N47 predecessor, has four cylinders and a 2.0 liter displacement. Numerous improvements were aimed at reducing fuel consumption and improving the sound of the engine. In an interview, Christian Bock, head of the new engine development project, revealed many of the technical features of the new 4-cylinder diesel unit, which is offered in 150 and 190 hp versions.

The importance of an economical yet powerful diesel engine to the European market cannot be overestimated. For example, the 520d engine has not only dominated the BMW 5 Series for a long time, but is also very popular in the 3 Series and models off-road X1 and X3. With the release in 2014 of the restyled version of the BMW X3 F25 LCI, the previously used N47 engine will go to a well-deserved rest and will be replaced new BMW B47.

Like its predecessor, the B47 has four cylinders in line, common rail injection, 1,995 cc displacement and a single turbocharger with variable geometry turbines.

While the N47 in the x18d and x20d versions had 143 and 184 hp, the new B47 offers 150 and 190 hp. The maximum torque in the case of the 150-horsepower version remains at 360 Newton meters at 1500-2250 rpm (previously: 1750-2500 rpm). In the more powerful series, this figure has increased from 380 to 400 Nm at 1750-2250 rpm (previously: 380 Nm at 1750-2750 rpm).

The increase in engine power and torque significantly improved driving BMW specifications x3. Thus, the X3 xDrive20d is able to reach the mark of 100 km / h in 8.1 seconds, which is four tenths of a second faster than before. In addition, the optimization also affected the indicators in the intermediate sprint.

New B47 matches environmental standard Euro 6 and is characterized by reduced fuel consumption in the euro cycle. Depending on the type of transmission and series of production, the reduction in fuel consumption is 0.1-0.4 liters. However, whether a four-cylinder diesel engine will always show moderate appetite in practice remains to be seen. In the case of the X3 sDrive18d, the low rolling resistance tires ensured the car's standard consumption of 4.7 liters per 100 km and the status of the most economical SUV in its class.

One thing is certain: the B47 engine will gradually replace the N47 and will provide high performance and reduced fuel consumption not only for the restyled version of the X3, but also for many other Bavarian cars for a long time to come. However, from the point of view of BMW, its main advantage lies elsewhere. Compared to the N47, the new B47 uses a lot more unified parts, which allows them to be purchased in large quantities, significantly reducing purchase prices.

(5 votes, average: 4,60 out of 5)

When it comes to BMW parts, many immediately have positive associations on this score, and BMW engines are no exception. But, as shown by many years of experience in the field of working with cars of this brand, directly with engines, the opinions of many that these units have a high degree 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 the 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 any problems in their own garage.

BMW M10 engine

- it is single shaft carburetor motor which 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 made it possible to use fuel with any octane number, thanks to reduced sensitivity, and to 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 of the previous 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.

Knock sensors help to compensate for this shortcoming, although adjusting the ignition timing only helps to mitigate the consequences of using the wrong fuel: unfortunately, the car does not drive better from their presence. BMW motor M50 - the last copy that used the "indestructible" tandem - "aluminum cylinder head - cast iron block».

The unit, which appeared in 1989, according to the combination of consumer and specifications, 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 a valve timing control mechanism. intake shaft, known as VANOS.

The addition of 2 valves led to a doubling of the flow area, which negatively affected the filling of the cylinders at low revs. 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 ventilation system crankcase gases, for this, a valve was used 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 the occurrence of problems with not yet fully electrical equipment and expensive consumables - the drive cables stretch and lose their elasticity throttle valve, there are problems 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 significant difference between the new and the old unit lies in 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 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 a wide rev range, but it no longer has the bright M50 characteristic. Incidentally, it should be noted 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 minor flaws, is becoming very popular in our country, and is especially common in cars with an E53, E46 and E39 body.

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 the engine compartment received 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, of aluminum alloy, but cast-iron liners 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.

When the N53 engine appeared, it became clear that diesel engines BMW will soon take its well-deserved place among the gasoline "brothers". The 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 diesel engine. also in new model Valvetronic didn't hit, it just didn't 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 different design 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 plaque there red-brown, at first it can be removed, but then this will not 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 to purchase an N55 series motor, which is really good and for a long time will serve, it is almost impossible. And if the car is more than 5 years old, then you should not even try.

What car do you drive ???

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 in summary, based on a detailed inspection 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 a minimum CPG wear. 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 for the well-known S38 engine 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 distinguishing 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, but it has a number advantageous differences from 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. Individual ignition coils have also been added, and with them spark plugs of a new “refined” standard (here it is, a true sign of a generational change on an industrial scale). It was he who became the legislator of the subsequently almost undisturbed proportion of "1 Nm per 10 cubic centimeters of volume", which was inaccessible to atmospheric engines the previous generation. Of course, this required a significant increase in the compression ratio from 10 to 11:1 (sic!) - a parameter later repeated only in the N52 generation in 2005. It is not surprising that the engine normally runs on gasoline with OCH at least 95, which is a surprise for many owners, but for a two-liter modification, and, to tell the truth, it is frankly not enough. Yes, indeed, another novelty of this engine, knock sensors, helps to partially compensate for such operational “illiteracy”, but adjusting the ignition timing only helps to mitigate the consequences of refueling with 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. The power was increased in a known way - the displacement of the most powerful modification was 2.8 liters - the 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" crankcase ventilation system - 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 engine and their aging - the cables of the throttle actuator and the control of the anti-skid system are stretched, expensive flow meters die and equally expensive titanium oxygen sensors, ABS blocks, etc. However, with proper care, you can still get "almost a millionaire" with proper care and a little more spending, on your BMW in the back of an E39 or E36 - that's where this engine mostly got.

M52TU, M54

Further "greening" and the struggle for the elasticity of the moment characteristic. First significant difference these models - a controlled thermostat with an opening point of 97 degrees - mode effective work finally moved to the side 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 the volume and “deploy” 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 of the 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". Cast iron sleeves were last used in the aluminum block. The motor can be called the most common in Russia - the popular bodies of E46, E39, E53 all the time in city traffic.

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

For motors of the M series, models M52, M52TU, M54, the formation of sludge is characteristic on the inside of the oil filler cap - a contrasting temperature zone, which indicates the quality of the oil used. The drier and thinner the layer, the more likely it is to catch the engine alive. The relevance of this feature is directly related to the operating mode - "urban" cars are reliably identified with an extremely high probability, while "country" 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. evolutionary development received almost all previously known systems: oxygen sensors are now broadband, the length of the intake manifold changes in two stages, all this was previously present in one form or another. 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 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 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 complex mechanism, including an additional eccentric shaft with additional, different from the engines of the previous 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. By the mileage of 80-100 tkm and the age of 4-5 years, both problems occur and provide a cumulative effect, which guarantees a consumption of about 1 liter per 1000 km or more - this is unprecedentedly early. By 110-120 tkm, as a rule, the catalyst is clogged. Several specimens with low mileage were found, after processing which, measurements by packets piston rings testified to the absence of normal running-in (!) - the rings lay down earlier than they had time to "roll in". The predicted resource under standard operation is no more than 150-180 tkm. The vast majority of examined specimens are not recommended for purchase already at the turn of 80-120 tkm and at the age of 5-6 years. The three-liter model has a resource that is about a third longer, most likely due to a different material for the oil rings. The engine is almost as common as its predecessor and is found mainly on cars of the 1,3,5 series, as well as on 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 that's it potential problems diesel in addition. 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 engine with direct injection N53 due to fears of intense coking 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 a BMW are “sprayed” by opening a valve representing the pointed top of a pyramid - this spraying “cleans” the valve seat by the spraying process itself, in exactly the same way as the valve inlets on engines with conventional system injection. But for this disease of all engines with direct injection, no cure has yet been invented.

Due to the different design of the valve cover, the method of primary self-diagnosis is radically different from the M-series motors. The first sign of illness is a red-brown oil varnish on the petals of the cover, which at first is easily removed by mechanical action. The second stage is brown sand along the perimeter of the central part of the lid. The third and fourth - sand over the entire back surface and, less often, oil "jelly" under it. The 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...