This overview presents BMW petrol and diesel engines used over the past 15 years. Because of the huge range power units As a Bavarian company, we cannot cover all engines and their variants. Nevertheless, we will dwell in detail on the most famous and popular motors.
BMW is one of the world's leading manufacturers, offering the most modern and advanced powertrains on the market. Therefore, you need to be prepared for large bills for maintenance and repairs. You don’t have to look far for examples - for many owners it comes as a surprise that the need to periodically replace the timing chain drive used in all modern BMW engines comes as a surprise. The chain and tensioner, as a rule, take care of about 200-300 thousand km. This creates noise, and the engine runs unevenly. To replace the timing chain, it is necessary to prepare about 20-30 thousand rubles. In the case of older instances, difficulties arise when trying to conduct overhaul– the materials used for the manufacture of cylinder liners do not allow their restoration.
What expenses await you after buying a used BMW depends on the condition of the car and the version of the engine under the hood. Our review will certainly help to make right choice.
Gasoline engines
1.8 i N42, 2.0 i N46
Short description:
Atmospheric
4-cylinder
16 valve
Multipoint fuel injection (ported)
Engines N42 and N46, produced from 2001 to 2007, are among the most popular four-cylinder BMW units in the secondary market, mainly due to the E46 “troika” and the Compact version based on it. These motors can be found in the "ones" E87 and "triples" E90 of the initial production period. It is believed that a BMW with a 4-cylinder engine is not a real BMW. But honestly, these small engines are unique technical masterpieces. Both are equipped chain drive timing, both have a Double VANOS system - a system for adjusting the valve timing of intake and exhaust valves, as well as the Valvetronic system - original solution for smooth change of lift height intake valves replacing usual work throttle valve.
The main advantage of having the Valvetronic system is the significantly lower fuel consumption (1.5 l/100 km on average) compared to conventional engines.
Interestingly, the N42 and N46 engines perfectly perceive the transition to work on liquefied gas. The main thing is the right choice and professional installation L.P.G.
Well-maintained 4-cylinder engines are low maintenance. Having picked up a copy with a real mileage of less than 200,000 km, you will be satisfied with your choice.
Faults due to LPG
Despite the fact that motors perceive the transition to liquefied gas operation without consequences, an unprofessional approach to selection and installation leads to sad consequences. Valvetronic does not tolerate amateurism, the result of which is damage to the cylinder head and burnt valve seats. Before buying a car with LPG, you need to visit a car service and check the condition of the engine.
Specifications 1.8iN42, 2.0iN46
|
Versions |
N42-115 |
N46-143 |
N46-150 |
|
injection system |
distributed |
distributed |
distributed |
|
Working volume |
1796 cm3 |
1995 cm3 |
1995 cm3 |
|
Cylinder arrangement / number of valves |
R4/16 |
R4/16 |
R4/16 |
|
Max power |
115 HP/5500 |
143 HP/6000 |
150 HP/6200 |
|
Max Torque |
175 Nm/3750 |
200 Nm/3750 |
200 Nm/3750 |
|
Timing drive |
chain |
chain |
chain |
Application:
BMW 1 Series E87 11.2003- 11.2007
BMW 3 Series E46
BMW 3 Series E90 11.2005-11.2008
Grade: ☆☆☆☆☆
A very successful engine - one of the few BMWs that is suitable for the average car enthusiast with modest financial capabilities.
Alternative
Alternative for engines N42 and N46 diesel M47, but find it in good condition not easy.
1.6i N43 B16, 2.0i N43 B20
Short description:
Atmospheric
4-cylinder
16 valve
Multipoint fuel injection (direct)
Compact and middle class models
In 2006 and 2007, a new era began for BMW enthusiasts. Exactly then German manufacturer updated the line of engines, introducing completely new engines into it. One of them is two modified engines: a 1.6-liter 122 hp. - N43 B16 and 2-liter with 143 and 170 hp (N43 B20). Both engines received direct fuel injection. This means lower fuel consumption while maintaining high performance. But on the other hand, it means higher cost possible repair and the difficulty of installing LPG.
Operation and typical faults
N43 series engines are considered one of the most reliable among modern BMW engines. They are ideal for those who have their eye on the BMW E90 and usually don't do many miles in a year. But still problems occur.
Valve train chain
There are cases of premature wear of the timing chain. The problem concerns, first of all, cars assembled before 2009.
uneven work
Failure of the ignition system due to failure of the coils. Symptoms are accompanied by the illumination of the engine malfunction indicator.
Refusal fuel pump
This malfunction often worries 6-cylinder engines, which will be described below. But sometimes fuel pump failure is encountered in earlier instances of 4-cylinder engines. Warning symptoms are starting problems and lack of traction in the upper rev range.
Specifications 1.6iN43 B16, 2.0 iN43 B20
|
Versions |
N43-122 |
N43-143 |
N43-170 |
|
injection system |
direct |
direct |
direct |
|
Working volume |
1597 cm3 |
1995 cm3 |
1995 cm3 |
|
Cylinder arrangement / number of valves |
R4/16 |
R4/16 |
R4/16 |
|
Max power |
122 HP/6000 |
143 HP/6000 |
177 HP/4000 |
|
Max Torque |
160 Nm/4250 |
190 Nm/4250 |
350 Nm/1750-3000 |
|
Timing drive |
chain |
chain |
chain |
Application
N43 series engines were used in all BMW models of small and medium class. The 1.6-liter engine was also used in Mini and Peugeot.
BMW 1 Series E87: 09.2006-09-2012
BMW 1 Series F20: from 11.2010
BMW 3 Series E90: 02.2006-12.2011
BMW 3 Series F30: from 10.2011
Mini: from 10.2006
Peugeot 207: 02.2006-03.2012
Peugeot 208: from 03.2012
Peugeot 308: from 09.2007
Grade: ☆☆☆
If someone plans to install gas equipment on this engine, then it is better to pay attention to the older N42 and N46 engines. Otherwise, it's a very good choice.
Alternative
A direct alternative to this engine can be a 4-cylinder diesel N47.
2.0i - 2.8i M52
Short description:
Atmospheric
6-cylinder
24 valve
average models, upper class and sports
Engines of the M52 family debuted in 1994 on BMW 3 series E36 cars. M52 - further development reliable and powerful M50. The main difference is the use of an aluminum block, which reduced the weight by almost 20 kg. Together with lightweight connecting rods, chain tensioner and exhaust manifold new engine became lighter than its predecessor by almost 30 kg.
The M52 engine family is represented by engines with a working volume of 2.0, 2.5 and 2.8 liters, developing 150, 170 and 193 hp. respectively. S52 with 243 hp 3.2-liter, installed on the M3 and intended for the North American market, is closely related to the M52.
In the 1998 BMW 3 E46 series, an updated M52TU engine appeared. It is distinguished by the use of a variable valve timing system for intake and exhaust valves (Double Vanos system). In the first engines, the valve timing was changed only on the intake shaft. Engine power has not changed, but performance at low and medium speeds has improved.
Operation and typical faults
Engines of the M52 family are classics of the genre. It enjoys a good reputation for being durable and reliable, but does not tolerate harsh use and careless maintenance.
Breakdown of the cylinder head gasket and cracks in the cylinder head
Inline six-cylinder engines are sensitive to overheating: the long head can burst. IN best case pierce the head gasket. Troubles contribute frequent problems with cooling system pump and radiator fan drive. Ignoring the symptoms of overheating can lead to a disastrous result, when the most effective and cost-effective way to repair is to purchase another motor in working order.
Camshaft Position Sensor Malfunctions
The defect is manifested by uneven operation of the engine and sluggish unwinding of the engine after warming up. Failure can also be accompanied by difficult starting - you have to turn the starter for a long time. Inexpensive analogues will cost less than 1,500 rubles, Siemens products are more expensive - about 3,000 rubles. Replacement is not difficult even for a non-specialized mechanic.
High oil consumption
In old age, the degree of wear of most engine elements increases. A considerable contribution to the oil consumption is made by exhausted valve stem seals.
Ignition coils
One coil for the M52 engine costs about 2000 rubles.
Application
Engines of the M52 family were installed both in small cars of the 3 and Z3 series, and in flagship BMW 7 series.
BMW 3 Series E36: 04.1994-08.2000
BMW 7 Series E38: 08.1995-11.2001
BMW 5 Series E39: 11.1995-09.2000
BMW Z3: 04.1997-01.2003
BMW 3 Series E46: 02.1998-05.2002
Grade:☆☆☆☆
In principle, each of the M52 engines is worthy of recommendations. The 2.8-liter version of the engine is in the greatest demand. It is considered the most reliable and guarantees satisfaction from operation. However, finding a well-groomed specimen is becoming more and more difficult every day.
Alternative
In the case of older generation models, in particular the BMW 3 E36 series, you can choose the M50.
2.2, 2.5 and 3.0M54
Short description:
Atmospheric
6-cylinder
24 valve
Multipoint fuel injection
M54 series gasoline engines are some of the best BMW inline-sixes. They got under the hood of many Bavarian models.
The R6 M54 debuted in 2000 in three versions: 2.2, 2.5 and 3.0. All variants received a variable valve timing system for intake and exhaust valves (Double Vanos).
Owners praise not only the pleasant sound and good performance of engines (especially 2.5 and 3.0), but also reliability. However, don't rely on fuel economy.
The M54 engine disappeared from the offer list in 2007, along with the BMW E46 convertible.
Operation and typical faults
Serious malfunctions are rare and most often occur due to very high mileage, careless Maintenance and unprofessional repairs.
The only problem is excessively high oil consumption. Losses occur as a result of oil waste and due to the specific design of the oil separator, which leads to clogging of the ventilation valve crankcase gases. As a result, excess pressure in the engine increases, which contributes to even higher oil losses.
Application
BMW 5 Series E60
BMW X3 E83 series: 2.5 (2004-2006) and 3.0 (2003-2006)
BMW X5 E53 series
Grade:☆☆☆☆
M54 is characterized by high strength and durability. Simple design and great popularity guarantee reasonable repair costs. The main thing is to avoid instances with high mileage.
2.5 i, 3.0 i N52
Short description:
Atmospheric
6-cylinder
24 valve
Multipoint fuel injection
Models of the middle, upper class, SUVs and sports
The N52 engine family debuted in 2004 with a 3 liter engine in BMW car 630i E63. In 2005, its modification appeared with a working volume of 2.5 liters. To save weight, the engine block is made of an aluminum-magnesium alloy. The Valvetronic valve stroke control system and the Double Vanos valve timing system are also used here. The engine that replaced it in 2011 is a direct successor to the N52, but with a turbocharger and 4-cylinders - a typical example of downsizing.
Operation and typical faults
Noise of hydraulic lifters
The problem primarily concerns engines manufactured at the initial stage of production - before November 2008. Subsequent engines received a redesigned cylinder head.
Coolant pump failure
There are malfunctions electric pump cooling systems, leading to serious consequences. Replacement costs about 15,000 rubles.
Application
BMW 1 Series E87: 03.2005-09.2011
BMW 3 Series E90: 01.2005-12.2011
BMW 5 Series E60: 07.2005-03.2010
BMW 6 Series E63: 04.2004-07.2007
BMW 7 Series E65: 03.2005-03.2008
BMW X1 E84: 10.2009-10.2010
BMW X3 E83: 04.2009-09-2011
BMW X5 E70: 02.2007-03.2010
Grade:☆☆☆
The use of a system for smoothly changing the stroke of the valves can significantly reduce fuel consumption. High power and excellent sound are other advantages of BMW six-cylinder engines.
Alternative
Slightly older M54 2000-2006 production.
Diesel engines
2.0d M47
Short description:
Turbocharging
4-cylinder
16 valve
The power unit with the code designation M47 is a 2-liter diesel engine used from 1998 to 2007. Interestingly, under the M47 code, two generations of 2-liter diesel engines: the first generation - until 2003 with a working volume of 1951 cm3, and since 2001 a new generation with a working volume of 1995 cm3. The first M47 was with a fuel injection pump, and the second with an injection system common rail Bosch company.
The 2-liter M47 can be found both in models marked "18", for example, the BMW 318d, and marked "20", for example, the BMW 320d. With the same working volume, they differ in equipment and developed power. M47 1951 cm3 was also used by the English Rover in the Land Rover Freelander, MG ZT and Rover 75.
Along with the increase in capacity, the engine received balancer shafts. The turbocharger, instead of vacuum control, acquired a more accurate electric one. A good torque curve has been achieved through the use of variable geometry intake manifold: dampers regulate the air flow depending on the engine speed. Each version of the M47 has a timing chain drive, and in this series of engines, unlike the N47 receiver, it is placed in an easily accessible place - in front of the engine. All M47s have a dual mass flywheel, and the latest examples can be equipped with a DPF filter.
Operation and typical faults
The M47 engine is technically advanced and sometimes causes difficulties for mechanics with correct conclusions when diagnosing. However, compared to the N47's successor, it should be seen as less problematic and more successful motor. Versions with power from 143 hp provide excellent performance, and at the same time quite economical. For example, a 163-horsepower 320d consumes an average of about 6.6 l / 100 km.
Destruction of the intake manifold flaps
This typical fault many BMW diesel engines, including those with six cylinders. The dampers responsible for changing the geometry of the intake manifold can become loose and fly off the axles, hitting directly into the engine. This leads to damage to the cylinder head (destruction of the combustion chambers), the turbocharger, and sometimes the pistons.
Premature failure of the turbocharger
Longer oil change times are often blamed for low turbocharger life. To prolong his life, it is better to reduce the prescribed service intervals oil change. Since the turbocharger is electrically controlled, not all turbine remanufacturers can adjust it correctly after repair. However, it is technically possible.
Pulley wear
The source of suspicious knocks from the engine is often stratified damper pulley responsible for the drive of attachments. However, sometimes a dual-mass flywheel located on the other side of the engine makes a similar noise.
Application
In view of the large power range, the M47 series engine was installed in the compact BMW 1 series, the X3 crossover and even in the BMW 5 series.
BMW 120d E87: 11.2003-03.2007
BMW 320d E46: 04.1998-02.2005
BMW 320d E90: 01.2005-03.2007
BMW 520d E39: 02.2000-06.2003
BMW 520d E60: 07.2005-03.2010
BMW X3 E83: 10.2004-12.2006
Land Rover Freelander: 11.2001-10.2006
MG ZT: 2001-2005
Rover 75: 02.1999-05.2005
Grade: ☆☆☆
Among similar turbodiesels of its age, the M47 excelled technically and in terms of performance. This is a very successful engine, although you should not count on the cheap cost of operation. He has whole line technical solutions that require high costs for service. However, the engine cannot be described as very problematic.
Alternative
Among BMW diesel engines, in principle, large selection no, except perhaps for the 2-liter M47. The rest of the engines are much more powerful.
2.0d N47
Short description:
Turbocharging
4-cylinder
16 valve
Common rail injection system
Compact, mid-range and SUV models
In March 2007, BMW launched a new generation of two-liter N47 diesel engines on the market. The design of the engine has changed fundamentally: the cylinder block is made of aluminum alloy, which saved 17 kg, the timing drive was moved from the front of the engine to the rear - to the flywheel. Most of the engines in this series were equipped with a braking energy recovery system, the so-called Efficient Dynamics.
All N47 series engines from 163 hp have a piezoelectric Common Rail injection system with an operating pressure of 1800 - 2000 bar. More weak engines equipped with electromagnetic nozzles with a working pressure of 1600 bar. Since the new engine has more torque than the M47, the crankshaft had to be reinforced. Of particular interest are the 204-218 hp versions, which are supercharged sequentially with two different sizes of turbochargers. This is the most powerful 2-liter turbodiesel in the world. In 2013, the N47 appeared with a working volume of 1598 cm3 with a reduced pitch and cylinder diameter and a different block design. He received the designation 14d, and his power is 95 hp.
Operation and typical faults
The N47 diesel, in terms of performance, is very economical engine. Performance, minimal vibration and pleasant sound deserve high marks. Powerful torque, available already from low revs, suggests that even large and heavy vehicles, such as 520d and X3, will not experience any problems with dynamics. The BMW 520d F10, weighing over 1600 kg, is content with an average of just over 7 l/100 km, which is a very good result. N47 in terms of fuel consumption is more economical than its predecessor M47.
Timing imperfection
Located in an inconvenient place for maintenance, the timing chain drive proved to be extremely unreliable. A poor-quality lower sprocket quickly wore out the teeth, which led to chain damage. Noise from worn parts could appear after 60,000 km. In extreme cases, it came to jumping the chain or breaking it. Theoretically, the manufacturer resolved the issue in 2010, but opinions about achieving a positive result are contradictory. There are cases when, after a warranty replacement of the timing chain, the alarming noise reappeared - approximately after 150,000 km.
intake manifold flaps
The problem is similar to the one that exists in the M47: the flaps become loose, fly off and fall into the engine, damaging it and the turbocharger.
Piezoelectric nozzles
They are used in high power engines. nozzles of this type cannot be restored, therefore, in the event of a malfunction, the owner will face high costs. Under normal operating conditions, the nozzles confidently go more than 200,000 km.
Application
Since March 2007, the engine has gradually replaced its predecessor. IN new version"five" 2-liter biturbo replaced the 6-cylinder diesel 525d.
BMW 1 Series E81: 03.2007-09.2012
BMW 1 Series F20: from 11.2010
BMW 3 Series E90: 03.2007-12.2011
BMW 3 Series F30: from 10.2011
BMW 5 Series E60: 09.2007-03.2010
BMW 5 Series F10: from 03.2010
BMW X1 E84: from 10.2009
BMW X3 E83: 09.2007-08.2010
BMW X3 F25: from 09.2010
Grade:☆☆
The N47 is the most technically advanced 2-litre diesel in the world. Thanks to innovative solutions, high power and low fuel consumption. But on the other hand, diesel is too complicated and expensive to maintain.
Alternative
M47 engine with corrected deficiencies.
2.5 d , 3.0 d M 57
Short description:
6-cylinder
24 valve
Common rail injection system
Turbo or biturbo
Models of the middle class and above, and SUVs
The M57 engine family with common rail injection system debuted in 1998, i.e. less than a year after the introduction of the first CR diesel for the Alfa Romeo 156 production car. Diesel BMW received numerous engine of the year awards in its category. Other manufacturers also used this power unit: the 2.5-liter version of the M57D25 fell into Opel Omega, and a more powerful version in the Range Rover.
Diesel with the designation M57 has a cast cast iron block, 6 cylinders in a row and an aluminum head with two overhead camshafts. Power supply is provided by a high pressure pump, fuel rail and nozzles - depending on the year of manufacture, electromagnetic or piezoelectric.
During the production process, its design changed several times: in later models, designated M57N and M57N2, the timing chain drives only one camshaft, and the moment is transmitted to the other camshaft through a gear reducer. Modifications with electrically controlled turbine blades, a new generation Common Rail injection system with higher operating pressure and a particulate filter were also introduced in succession. The top version M57TU2D30 has two turbochargers and 286 hp.
Operation and typical faults
The first versions of the M57 engine are considered not to be killed. There are cases when a BMW 5 Series with this engine drove 1,000,000 km without a major overhaul.
flaps in the intake manifold
More powerful versions M57 engines are equipped with a system for changing the length of the intake manifold. Weakening of the dampers and their "spanking" is the most common ailment of the M57. An experienced mechanic will determine the presence of a defect by ear. Many resort to the removal of dampers, but this is not recommended. The prevailing opinion of the majority that after the removal of the shutters the engine works the same way is not entirely accurate. The engine reacts worse to gas in the lower rpm range. The cost of restoration of dampers is from 5000 rubles and more.
Pulley damage M57 N
IN upgraded version engine with index N, the attachment drive pulley installed on the crankshaft. This may cause damage to units such as the air conditioning compressor.
fuel injectors common rail
In early versions of the engine, they were durable, but later, from about 2003, the resource was significantly reduced and amounted to just over 100,000 km. In older versions, Bosch solenoid injectors are remanufactured. In later ones, especially biturbo, only a replacement. The price of 12,000 rubles apiece is quite reasonable, especially since we are talking about a car of an expensive and prestigious brand.
Intake manifold rupture
Met only in the engines of the very first batches.
Application
The M57 engine is mounted longitudinally at the front, and the torque is transmitted to the rear wheels or two axles in xDrive versions, where the front wheels receive the necessary traction through the driveshaft.
BMW 3 Series E46: 10.1999-02.2005
BMW 3 Series E90: 09.2005-12.2011
BMW 5 Series E39: 08.1998-06.2003
BMW 5 Series E60: 07.2003-03.2010
BMW 5 Series F10: from 03.2010
BMW 7 Series E38: 08.1998-11.2001
BMW 7 Series E65: 10.2002-06.2008
BMW 7 Series F01: from 06.2008
BMW X3 E83: 01.2004-09.2010
BMW X5 E53: 05.2001-02.2007
BMW X5 E70: from 02.2007
BMW 5 GT: from 10.2009
Opel Omega B: 09.2001-07.2003
Range Rover Sport: from 09.2009
Range Rover: 03.2002-08.2012
Grade:☆☆☆☆☆
Each engine has its own drawbacks, but in the M57 they are not too significant, and malfunctions can be detected and eliminated at the very beginning of their development. Six-cylinder BMW diesel guarantees sporty dynamics with reasonable fuel consumption. The older the engine, the more reliable it is. Recommended versions 184 and 218 hp
Alternative
The naturally aspirated 3.0-litre petrol engine also has excellent dynamic characteristics, is exceptionally reliable, but consumes 15% more fuel.
3.0 d N 57
Short description:
6-cylinder
24 valve
Common rail injection system
Turbo, biturbo or triturbo
High end models and SUVs
The advanced N57 engine debuted in 2008. New letter designation quite justified, since the power unit was completely developed from scratch. Its block is made of aluminum, which is likely to affect its durability in the future. The common rail injection system operates at pressures up to 2000 bar. N57 is the first serial engine triple supercharged: this version of the engine, developing 381 hp, was designated N57S. After such a supercharged biturbo engine, you will not surprise anyone. N57 engines are very often combined with all-wheel drive. Only an 8-speed "automatic" is installed in a pair of the motor. All N57s have a particulate filter.
Operation and typical faults
chain rattle
This problem is becoming more and more acute, and BMW does not cover the costs in the post-warranty period. Long intervals between oil changes adversely affect the condition of the tensioner and the chain itself.
The appearance of soot
Owners report that the N57 engine is prone to carbon deposits in the intake ducts. In some cases, already at 70-80 thousand kilometers, it was necessary to disassemble the engine to clean it.
Application
Aluminum N57s are gradually replacing the old M57s. The engine is not used in cars of other brands.
BMW 3 Series E90: from 01.2010
BMW 3 Series F30: from 10.2011
BMW 5 Series F10: from 03.2010 r.
BMW 5 GT: from 07.2010
BMW 7 Series F01: from 10.2008
BMW 4 Series: from 09.2013
BMW 6 Series: from 11.2010
BMW X3 F25: from 09.2010
BMW X5 E70 : from 09.2010
BMW X6: from 09.2010
Grade:☆☆☆
The N57 is not an engine to save money on. He has excellent performance characteristics but its maintenance costs a fortune.
Alternative
Such characteristics are provided only by the 4.4 Turbo V8 engine, designated N63.
Conclusion
The general rule for BMW engines is simple: all engines, both petrol and diesel, are quite durable and have relatively few weaknesses. However, if a malfunction occurs, then it is necessary to prepare for the high costs of its elimination. You should avoid buying a cheap car with a dubious past. Such savings will quickly go sideways. Also, regular checks should not be neglected. technical condition engine.
An article about the best BMW engines - their technical characteristics and important features. At the end of the article - an interesting video about how BMW engines are made in China.
The content of the article:
The opinion that the quality and productivity of the engine depends on its volume has long been in the past - modern tendencies mechanical engineering are based on reducing the volume of the motor with a simultaneous increase in its power.
BMW company has been a leader in the automotive market for many years. Engines designed by engineers of a well-known representative of the German automotive industry meet all modern requirements. Back in the middle of the last century, the creators of the brand formulated a concept that reflected the meaning of their existence as the creators of cars. It sounded like this: "The car is for drivers."
Brand history
The BMW company dates back to 1913. In the then small German town of Munich, two small companies engaged in the production of engines for the aviation industry merged. The new enterprise was named Bayerische Flugzeugwerke (BFW).
In 1917, the logo was created, which today is a sign of high quality. But not everyone knows its meaning. Since the history of the brand began with the aircraft industry, the created logo is also directly related to aircraft - it depicts an aircraft propeller against the blue sky.
The name BMW, under which the company is known to the modern consumer, appeared in 1920, after the production of any aircraft was prohibited under the Treaty of Versailles in Germany. For some time, the BMW factory produced brakes for aircraft. But the founders of the company decided not to linger in the aviation industry - in 1923 the first BMW motorcycle was created.
It must be said that the two-wheeled vehicles produced by the German automotive giant, still win the hearts of lovers of extreme sports and high speeds. The first car rolled off the assembly line in 1929.
Since the birth car brand The BMW company has experienced several major failures. But despite this, they were able to climb the "auto-Olympus" and take their place of honor there. The engines produced by the concern have been holding leading positions in the most authoritative world competitions for several years. What motors of the German manufacturer are rightfully considered the best in the world?
First of the first
1999 was a significant year for all representatives of the automotive business and production. It was in that year that a competition was held for the first time to identify the best car engine. Among the nominees were the largest companies from around the world. The first place was absolutely deservedly taken by diesel engines produced by BMW:
The device was produced in two versions: 3.9 and 4.4 liters. The cylinder block and crankcase were made of cast iron, which significantly increased the weight of the engine, but at the same time gave the engine parts high strength.
The best among gasoline engines
Among motorists, cars with an engine running on gasoline are very popular. Such demand is explained by the simplicity in production and, as a result, the relatively low cost of the motor.
Another important advantage of the unit is the ability to develop high speed in a short period of time.
Gasoline engines are not considered too economical, but recently the installation and use of HBO, which works perfectly in tandem with a gasoline engine internal combustion, solves this problem.
Among the gasoline engines produced by BMW, the following models can be noted:
The innovative VANOS gas distribution system allows you to significantly increase the performance of the device, while significantly reducing fuel consumption.
The use of aluminum alloy greatly facilitates the design of the motor. This engine model is characterized by the complexity of the lubrication process.
best diesel engine
Cars with a diesel engine have long and firmly entered the hearts and garages of motorists around the world. This is a truly versatile unit. He "perfectly" copes with "traction" loads and is able to withstand the transportation of large loads on an ongoing basis. At the same time, he copes well with the "urban" mode of operation.
Endless braking and abrupt starts are tolerated by a diesel engine without any problems. But for highways and racing cars are far from the best option.
Economy is also clear advantage diesel - diesel fuel cheaper than gasoline.
What diesel engine from BMW was recognized by international experts as the best?
16 valve N47, which quite successfully replaced its predecessor - the diesel M47. 4 cylinders, 2 camshafts, injection system reaching a pressure of 2200 bar, aluminum crankcase - that's not all technical advantages, which allowed them to take first places in the categories "Best New Developments" and " Best Engine volume from 1.8 to 2.0 liters.
This motor presented in two configurations - 1.6 and 2.0 liters. But it was the two-liter power unit that won the above awards. The engine is installed on most models of E and F classes.
Achievements of recent years
Modern society dictates more and more new rules. This also affected the requirements for internal combustion engines. The motorist of the 21st century wants to get maximum power from the motor with a minimum of financial investment.
An important factor is the environmental friendliness of transport.“Less emissions, more clean air” is what consumers are demanding from car manufacturers. And the BMW concern gave fans of their cars the opportunity to "make the world cleaner."
bmw b58- a gasoline 6-cylinder turbocharged engine, which appeared to the eyes of car owners in early May 2015. In such a short period of existence, he managed to receive several awards of the highest category at international competitions. Among consumers, it is called "Breakthrough in engine building" and nothing else.
The use of aluminum alloys and polymer composites has significantly reduced the overall weight of the engine. The difference with the N55, which is gradually being replaced by the B58, is in the order of 100 kg. The level of carbon dioxide emissions fully complies with the Euro-6 category. That cannot but please the fighters for the environment.
To minimize fuel consumption, the B58 uses an innovative pump control map and a direct line in the injection system. The concept of TwinPower Turbo refers to the use of several technologies at once: VANOS, Valvetronic, Turbocharging and Direct injection.
Conclusion
The combination of the letters BMW has long been a sign of high quality and innovative manufacturability in the automotive world. This applies to all products coming off the assembly line of the German brand factories. Like the first models created in the early 19th century, modern turbocharged engines surprise with their technical characteristics.
From the inception of the first 303 to the present day, the Car for the Driver concept has remained relevant. Both designers and brand designers are guided by it. Stylish design and manufacturability - a combination that gives BMW cars the right to bear the proud title of leader in the global automotive industry.
Video about how BMW engines are made in China:
This overview presents BMW petrol and diesel engines used over the past 15 years. Due to the huge range of power units of the Bavarian company, we cannot cover all engines and their options. Nevertheless, we will dwell in detail on the most famous and popular motors.
BMW is one of the world's leading manufacturers, offering the most modern and advanced powertrains on the market. Therefore, you need to be prepared for large bills for maintenance and repairs. You don’t have to look far for examples - for many owners it comes as a surprise that the need to periodically replace the timing chain drive used in all modern BMW engines comes as a surprise. The chain and tensioner, as a rule, take care of about 200-300 thousand km. This creates noise, and the engine runs unevenly. To replace the timing chain, it is necessary to prepare about 20-30 thousand rubles. In the case of old copies, difficulties arise when trying to overhaul - the materials used to make the cylinder liners do not allow them to be restored.
What expenses await you after buying a used BMW depends on the condition of the car and the version of the engine under the hood. Our review will certainly help you make the right choice.
Engine marking
The German concern BMW has been one of the leaders in the production of automotive technology, parts and assemblies. BMW engines are no exception. The line of power units of this company is quite large. To identify a specific series of engines, letters are used:
- M - for standard serial motors;
- S - for Motorsport sports engines;
- N - for modern engines new generation;
- P - for prototypes.
It is worth noting that the BMW engines used in the second generation X5 model are classified N, which indicates the use of innovation and latest developments. Modern models The X5 is equipped with several types of supercharged gasoline and diesel engines.
Engine M21 2.5 liters (diesel) 82-91 (E28, E30)
M21 - 6-cylinder diesel engine - was the first diesel in the history of BMW. Production began in 1982 to equip the 524td in the newly introduced E28 body. The M21 was equipped with a turbocharger, which allowed the diesel version to maintain its image dynamic machine common to all BMW models. With the release of the new E30 3 Series bodywork, the M21 has another use for the 324td.
In 1985, an attempt was made to produce an economical non-turbocharged version. But the leisurely 524d and 324d didn't sit well with buyers. The very next year, the production of naturally aspirated diesel engines was discontinued and never resumed.
M30 engine 2.5, 2.8, 3.0, 3.2, 3.5 liters
BMW Group poached Bernard Oswald from Ford to develop a second generation of six-cylinder engines in the mid-sixties. The first were six-cylinder engines with seven crankshaft bearings. They were used in the new E3 series sedans in 1968. The successful M10 formula was re-used - a cast iron block, an aluminum head with a camshaft chain drive. After 1972, the development took place under the control of Gustav Ederer and it was then that the first model with 4 valves appeared - M88
M30 engine - big 6 cylinder engine with an in-line arrangement of cylinders, which has modifications of 2.5, 2.8, 3.0, 3.2 and 3.5 liters of working volume. It can be found on the 5 Series (E12, E28 and E34), 6 Series (E24) and 7 Series (E23 and E32), as well as the famous BMW M1.
The engine turned out to be very successful, both in design and in survivability. Of course, part of the survivability of the engine was provided by its high power. Due to the fact that more powerful engines and load less.
Only the M30B35 modification with a cylinder diameter of 93.4 mm was unsuccessful - it turned out to be too energy loaded. But do not confuse it with the M30B34, which was installed on almost all 3.5 liter cars.
M30 is an engine for a quiet ride, it has a too heavy piston and too big moves piston, which prevent it from spinning quickly and create heavy loads on bearings (liners).
Also, due to the high mass of the piston system, the engine is very demanding on oil, if you feed it with mineral oil and at the same time keep it constantly in the 4-6 thousand rpm range, you will have to grind the crankshaft after a few thousand. Only synthetic oil should be poured into this engine, and if you like to turn it, then on volumes of more than 2.8 liters, installation is required oil cooler.
On the other hand, the advantages of straight-six balance and high power at low revs more than compensate for these shortcomings.
Also M30 - was the second and latest engine on which turbocharging was serially installed - turbocharged modifications of the M30 were used only in the 745i models in the E23 body. In fact, their volume was 3.2 and 3.4 liters, depending on the modification. But both options were marked M102. The power is the same - 252 hp. The main difference is the ignition and power system.
The engine was installed on cars of the third, fifth, sixth and seventh series.
3rd series:
E30 - 333i - 3.2. liters, with Motronic injection system. Supplied only in the UAE.
5th series:
E12 - 525 - 2.5 liters with a carburetor, 528 - 2.8 liters. with carburetor and injector, 535i - 3.5 liters, only with an injector.
E28 - models 525i, 528i, and since 85 535i and M535i. Starting with the E28 body, only injection modifications were installed.
E34 - 530i - 3 l., 535i - 3.5 l. Also, only the injector with the Motronic injection system and with the crankshaft position sensor located on the crankshaft damper, and not on the gearbox.
6th series:
E24 - 628CS with carburetor and injection (628CSi), 633CSi, 635CSi - injector only. 
7th series:
E23 - 728 injector / carburetor, 730 carburetor, 732i / 733i, 735i, 745i - a turbocharged version of the engine was installed on the 745i model.
E32 - 730i, 735i - 3.0 and 3.5 liters, respectively.
BMW M47 - inline 4-cylinder diesel engine
First released in 1998, the M47D20 delivered 100 kW (136 hp) of power and 280 Nm (207 ft lb) of torque in the 320d/520d variant, and 85 kW (114 hp) with 265 Nm (195 ft lb) ) performed by 318d. All M47 engines have one valve and one swirl injector per cylinder, each of which can increase performance in various conditions. The M47diesel was equipped with an indirect fuel injection unit with an engine displacement of 1951 cc.
Initially, all BMW engines of that time were equipped with thermostats, which, when worn out, caused additional cooling of the engine, which worsened the engine's fuel consumption characteristics. Subsequently, the BMW plant changed fuel system engine to a high-pressure single-row system.
The turbocharged BMW M47 diesel engine uses a Garrett turbocharger with variable geometry(VGT), also known as variable vane turbocharger. These early VGTs used until September 2003 vacuum system to control the drive, which in turn controls the movement of the blade. Over time, drive vacuum tubes are prone to breakage, which can affect the operation of the entire turbo. Later turbochargers (after September 2003) are electronically actuated and failure can result in costly replacement of both the compressor and the entire drive. Fortunately, in some cases the actuator can be repaired separately without replacing the turbocharger.
To help keep the turbocharger and engine running perfect condition, regular replacement of synthetic oil and filters after a run of 7000-8000 km are mandatory. Also needed regular check plastic parts oil separator or replace them every 12-18 months in order to avoid clogging and an increase in internal pressure.
If you have a turbocharger failure on this engine, and the scan cannot reveal specific error codes, then you can check all connections vacuum tube and the state of the vacuum tank itself. To do this, simply disconnect the vacuum hose.
The whistle of the engine turbine is another unpleasant sign inherent in this engine. Some turbos whistle more than others and this may simply be a sign of general engine wear. If the sound resembles a police siren, then we advise you to check the gap on the turbine shaft as soon as possible.
To gain access to the compressor shaft while the engine is warm, remove the air duct and pinch the shaft between your thumb and forefinger. In this way, you check how much the bearings "float", both from side to side (radial clearance) and along the axis (axial play). The axial clearance is typically between 0.025-0.1 mm and can hardly be felt, the radial misalignment is typically between 0.3-0.6 mm. For more accurate measurements, you will need a dial indicator. But if the "floating" movements seem excessive, then an immediate repair is most likely required. 
unusual high flow oil combined with blue smoke from the exhaust pipe can be a symptom of worn seals. In very rare cases, the engine may start to run at own oil, which will cause columns of smoke. If this happens, turning off the ignition may be pointless as engine oil is burned, which can cause the engine to seize. Try braking the car with the clutch without taking your foot off the brake.
The M47 motor for its time was the best in terms of technical characteristics in its class. However, it has a number of features that entail an increase in maintenance costs. However, compared to its successor N47, it is less problematic and overall a better engine. It can be argued that this is a very successful motor, although relying on low price operation is not required.
BMW engine: diesel unit
The small D in the BMW model name stands for significantly bigger results. Every BMW diesel engine, whether four, six or eight cylinders, guarantees refined power and superior fuel efficiency. Improved turbochargers, redesigned turbine geometry and direct injection system have given the diesel engine a new look.
The price of such innovations: 306 liters. With. power at a flow rate of not more than 7.5 liters per 100 km. Acceleration to hundreds is only 6.6 seconds. No matter which engine is installed in the BMW X5, there is one thing you can always be sure of: maximum driving comfort combined with maximum performance.
TOP 5 BEST BMW ENGINES
TOP 5 WORST BMW ENGINES
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 field of auto maintenance and communication with owners testifies to a vague idea of the real resource of 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 distinctive characteristics one can note the low compression ratio of the first generation engines - with numbers like 8:1 and 9:1, on the one hand, it made the engines insensitive and undemanding to the octane number of fuel, on the other hand, it made factory turbocharged modifications possible without significant modifications.
Formally, in terms of resource characteristics, it can be considered the last potential "millionaire" of the first wave, however, it has a number of advantageous differences from the first generation engines, sufficient to consider it apart from the above dinosaurs. 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, the true sign of a generational change on an industrial scale). It was he who became the legislator of the subsequently almost undisturbed proportion of "1 Nm per 10 cubic centimeters of volume", which was inaccessible to atmospheric engines of the previous generation. Of course, this required a significant increase in the compression ratio from 10 to 11:1 (sic!) - a parameter later repeated only in the N52 generation in 2005. It is not surprising that the engine normally runs on gasoline with OCH at least 95, which is a surprise for many owners, but for a two-liter modification, and, to tell the truth, it is frankly not enough. Yes, indeed, another novelty of this engine, knock sensors, helps to partially compensate for such operational “illiteracy”, but adjusting the ignition timing only helps to mitigate the consequences of refueling with unsuitable fuel after the fact: the car does not drive better from their presence, alas. In addition, it was the last "civilian" modification that used the time-tested "indestructible" combination "cast iron block - aluminum cylinder head". As a result, the M50, which appeared in 1989, has become and, perhaps, will remain the most successful BMW unit in terms of consumer characteristics.
Considering this engine as an evolutionary development of the M50, it would be more correct to head the paragraph as "M50TU-M52". It was the “M50” updated in 1992, with the factory index M50TU, that received a relatively reliable intake shaft valve timing control mechanism, today widely known as VANOS. The addition of two valves led to a doubling of the flow area, which, as expected, affected the deterioration of the filling of the cylinders at low revs. In turn, this caused a distortion of the torque characteristic in the direction of "torsionality", but such a "characteristic" of the engine is inconvenient for slow movement. VANOS was designed to compensate for this "shortcoming" by slightly stretching the moment characteristic. Contrary to popular belief, this did not lead to an increase in the specific power of the engine. 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. There are no special "nikasil" problems in real life, as well as high-sulfur fuel in large cities since the early 2000s ...
The features of the operation of these motors are primarily associated with minor sores of not yet fully electronic systems and expensive consumables used in the motor and their aging - the throttle control cables and the control of the anti-skid system are stretched, expensive flow meters and equally expensive titanium oxygen sensors die , 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 of these models - a controlled thermostat with an opening point of 97 degrees - the mode of efficient operation is finally shifted to the side partial loads, which provides 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 “deploy” the torque characteristic to the maximum possible range - now VANOS also controls the exhaust shaft, and a completely expensive damper appears on the intake, changing the length 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 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 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 of the 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. 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 additional valve fittings different from the previous generation engines. 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 the N53, BMW gasoline engines took one more 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 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 N53 direct injection engine in all markets due to fears of intense coking at the injectors. At the same time, the design of the BMW-SIEMENS injectors is fundamentally different from competitors using an "open" orifice prone to coking. Injectors in BMWs are "sprayed" by opening the valve, which represents the pointed top of the pyramid - this spraying "cleans" the valve seat by the spraying process itself, in exactly the same way as cleaning the valve inlets on engines with a conventional injection system. But for this disease of all engines with direct injection, no cure has yet been invented.
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 in 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...
BMW AG is a famous and very popular German car manufacturer based in Munich, Bavaria. Together with Audi and Mercedes-Benz, it is part of the so-called big German three and all cars produced by it belong to the premium class. BMW also owns Mini and Rolls-Royce.
BMW engines, for the most part, are very reliable, quite technologically advanced, durable and have repeatedly received the title of "Engine of the Year". 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 the top models of the company, even more large motors: V8 (from M60 to N63) and V12 for the flagship series. Along with the usual urban versions, the branch of BMW M GmbH has produced and continues to produce sports modifications based on standard power plants. Since 2005, the production and own M-engines: S85 with V10 configuration and later its simplified version V8 S65. In parallel with gasoline engines, diesel engines were also produced. The family of BMW diesel engines is not so wide: three-cylinder B37, four M41 / M47 / N47 / B47, six M21 / M51 / M57 / N57 and a large V8 M67.
BMW cars have earned special love from residents of the CIS countries, so it will not be difficult for a buyer to find a model with a BMW engine of any family, version and modification. And to understand all this diversity, it will not be superfluous to use the reviews from Wikimotors.
Below you will find reviews and descriptions of BMW gasoline and diesel engines, old and new, naturally aspirated and turbocharged, conventional and sports M series, their technical specifications, where they are produced, which oil is recommended to be poured 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 right approach to increase 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.
