The atmospheric six-cylinder N52 engine was first delivered to BMW back in 2004. The new unit replaced the heavier (10 kg) and less powerful (27 hp) M54 engine. However, innovations related to the use of the Valvetronic system and the use of magnesium and aluminum in the crankcase have had an ambiguous effect on the reliability of the BMW N52 engine.

Typical BMW N52 Engine Problems

Among all types of breakdowns associated with the N52 engine, we most often encounter the following in GR CENTR:

1. Hydrocompensation system. The problem usually manifests itself after 80,000 km. run when starting a cold power unit: extraneous sounds appear (ticking, rustling). After the engine warms up, the noise disappears. Cause of the malfunction: the hydraulic compensation system does not receive enough oil without admixture of air. There is no real danger in this case, however, it is worth carefully warming up the power unit before operating it in operating mode.
2. Crankcase ventilation valve. The valve membrane that dries up over the years breaks, as a result, air, dust and sand freely enter the motor. It is fraught with increased wear of components and parts.
3. Piston rings. Their insufficient thickness and unsuccessful shape lead to rapid wear, as a result of which oil consumption increases significantly.

Entrust the repair of BMW N52 engines to professionals

We provide professional services related to the repair of BMW N52 engines in Moscow. Moreover, in our center it is possible to solve almost any problem related to BMW cars.

Come to the address: Ryazansky prospect, vl. 39-A or call the phone number listed in the header of the site right now!

Reliability, problems and repair of the BMW N52B25 engine

Another 2.5-liter engine of the already new N52 series (which also included the N52B30), with an in-line layout and six cylinders. The N52B25 was introduced in 2005 as a replacement for the popular M54B25, and unlike past evolutions of the M-family, it is now a completely new engine. At the heart of the N52 is an even lighter magnesium-aluminum cylinder block, with a new lightweight SHPG and a redesigned crankshaft.

The N52B25 uses an updated cylinder head with the already familiar system for changing the valve timing on two shafts, or, more simply, double Vanos (Double-VANOS). In addition, the Valvetronic valve lift change system was added to the vanos, which increased output and fuel efficiency. The timing drive uses a chain, a DISA variable-length manifold is used at the inlet, the nozzles are installed in the cylinder head, the Siemens MSV70 engine management system.

This motor was used on BMW cars with the index 23i and 25i. The replacement for the N52B25 engine came out already 2 years after its start of production, in the face of the N53B25 and strangled versions of the N53B30, however, 2.5 liters. N52 was produced for a long time and was taken out of production only in 2011.

BMW N52B25 engine modifications

1. N52B25U1 (2005 - 2008 onwards) - base engine strangled with an intake manifold, power 177 hp at 5800 rpm, torque 230 Nm at 3500-5000 rpm. For versions with index 23i.
2. N52B25 (2009 - 2011 onwards) - a blown engine with a different intake manifold, 204 hp. at 6400 rpm, torque 250 Nm at 2750 rpm. For versions with index 23i.
3. N52B25O1 (2005 - 2009 onwards) - the most popular version with 218 hp. at 6500 rpm, torque 250 Nm at 2750-4250 rpm. For versions with index 25i.

Problems and disadvantages of BMW N52B25 engines

1. The biggest problem with the N52B25 is oil consumption. It's all about thin oil scraper rings, which quickly coke, as well as dead valve stem seals. Moreover, on the N52, such things can happen on runs up to 100 thousand km ... Check the condition, buy new caps and rings. It will not be superfluous to check the condition of the crankcase ventilation valve (CVKG). The problem has been solved on motors since 2007, called N52NB25 (black cap).
2. If you spit on the high oil consumption and continue to drive as is, then a little later the catalysts begin to clog. Solution: A. Buying new catalysts is expensive. B. Buy flame arresters, it's cheap.
3. Ticking sound. It manifests itself in the cold and is a feature of production engines until 2009. There are no negative consequences for the motor from this.
4. Floating turnovers. Such problems are usually associated with Valvetronic, flow meter or Vanos valves. On the N52, vanos quite often causes problems due to improper maintenance (oil change every 20 thousand km, use of low-quality oil). Vanos repair is simple: first flush the vanos valves, if the problem persists, then replace. Check. In addition, the engine is very prone to overheating, you need to constantly monitor the cooling system, the cleanliness of the radiator, the H52 uses a not very durable electronic pump that needs to be replaced every ~ 80-100 thousand km. To reduce the likelihood of various troubles, oil in the N52 engine it is recommended to pour high-quality, recommended by the manufacturer, it is also not worth saving on gasoline; also, the auto technical center is engaged in changing the oil in a BMW engine.

Characteristics of the N52B25 engine

Production	Munich Plant
Engine brand	N52
Release years	2005-2011
Block material	magnesium aluminum
Supply system	injector
Type	in-line
Number of cylinders	6
Valves per cylinder	4
Piston stroke, mm	78.8
Cylinder diameter, mm	82
Compression ratio	11
Engine volume, cc	2497
Engine power, hp / rpm	177/5800 204/6400 218/6500
Torque, Nm/rpm	230/3500-5000 250/2750-3000 250/2750-4250
Fuel	95
Environmental regulations	Euro 5
Engine weight, kg	~120
Fuel consumption, l / 100 km (for E60 523i) - city - track - mixed.	12.1 6.4 9.3
Oil consumption, g/1000 km	up to 1000
Engine oil	5W-30 5W-40
How much oil is in the engine, l	6.5
When replacing pour, l	~6.0
Oil change is carried out, km	10000
Operating temperature of the engine, hail.	~95
Engine resource, thousand km - according to the plant - on practice	- ~200-250
Tuning, HP - potential - no loss of resource	280+ n.a.
The engine was installed	BMW 323i E90 BMW 325i E90 BMW 523i E60 BMW 525i E60 BMW 523i F10 BMW X3 E83 BMW Z4 E85 BMW Z4 E89

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Condition: used
Parsing BMW e39 530i M-package. Universal. m54b30. Black ceiling. Auto from Japan. Mileage: 81912 km. Excellent condition of parts and assemblies.

Vehicle Details

VIN WBANE52070CK73918

Body Sedan

Volume 2500 cm3

Drive Rear

Gearbox Automatic

Color ALPINWEISS 3 (300)

Upholstery STOFF/LEDER FLASHLIGHT/ANTHRAZIT (GAAT)

Manufactured on 2006-11-21

Equipment

L807A Japan national version

P337A Sports kit style M

S205A automatic transmission

S217A D Steering

S261A Side airbag for rear passengers

S2NPA BMW LA wheel, double bed, M-std 135

S302A Alarm system

S339A Shadow Line

S354A Windshield with green sun shading strip

S423A Velours foot mats

S428A Warning triangle and first aid kit

S430A Indoor/outdoor dimming mirror

S431A Auto-dimming interior mirror

S435A Fine wood version

S441A Smoking kit

S442A Cup holder

S459A Seat adjuster, electric, with memory

S465A Hatch system for transporting long items

S481A Sports seat

S522A Xenon headlight

S534A Automatic air conditioning system

S540A cruise control

S548A Speedometer

S5ABA Two-stage brake light missing

S601A TV function

S609A Navigation System Professional

S646A Japan phone preparation

S676A HiFi speaker system

S694A BMW 6 CD changer preparation

S698A code 2 for DVD

S704A M sports suspension

S710A M leather steering wheel

S715A Aerodynamic kit M Technic

S775A Ceiling anthracite

S818A Main battery switch

S823A Hot country version

S845A Acoustic seat belt warning

S852A Inscription for instrument panel, Japanese

S876A Funkfrequenz 315 MHz

S8SPA COP control

S992A License plate holder control

S9AAA BODY PROTECTION

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Your opinion about what you read

The piston roast test means nothing

6 (5.4 % )

Oil frying test means nothing

2 (1.8 % )

Oil Pro's Roasting Test Means Nothing

46 (41.1 % )

Test toasting test means nothing

31 (27.7 % )

27 (24.1 % )

When you read specialized articles on the piston group, you always note the highest level of technical unbridled thought of the authors' imagination: it seems that every car unit, a piston, for example, is the fruit of many years of unstoppable torment of engineers. They tirelessly fight over them from the beginning of the last century to the present day. Well, just like motor oil: synthesis of molecule by molecule by hand.

So you can imagine that a submarine designer and some kind of foundry designer and technologist will meet like this ... One top-secret nuclear submarine of special stealth and low visibility designs, the second - pours pistons. They will look at each other and remain silent meaningfully, full of great mystery. Both from a height of technical inaccessibility look kindly at mere mortals.

Today we will talk about why submarines sink and rise, planes fly and land, and the engine N52B25 continues to eat oil.

To begin with, let's consider how the technical thought progresses, so to speak, piston construction, from the beginning of the century to the present day:

Here is a standard car piston from the turn of the century:

And here is a progressive pre-war design:

Post-war European, already noticeably forced small-capacity "piston school":

Russian-Soviet products ... in fact - the same small-capacity European, Italian-fascist-German:

All differences are weight-dimensional - the farther, the smaller and lighter all the components. Some exception - many purely American engines - low-speed, with classic-shaped heavy pistons. European ones - for relatively small engine sizes and high revs - are lightweight.

Of course, there is a lot of husks around such as graphite anti-friction coatings on the skirt, special hardened grooves, improved rings and exquisite oil drainage grooves. In reality, the piston of a correctly calculated block should not touch the cylinder walls at all: neither during transfer, nor in any imaginable mode, except for emergency, of course. I mean, literally never. It will touch - no coatings will save him. The same with the shape, profile and coating of the rings: in the normal calculation of stiffness, it is chrome-plated, or nitrided, or a combination of both on one piston - it does not matter. Because, for example, "NK" still does chromium plating, "Goetze" - nitriding, and the original can be a combination of both technologies from "Mahle" ...

Modern piston - most often the so-called. barrel profile: (---).

To check this, we set absolute zero along the piston bottom and sequentially check the diameters by conditional points,
moving down its lateral surface:

The profile of this surface looks like this according to the results of ten measurements:

Smoothing these data gives the following picture of the surface profile:

Remember what the section from 1 to 5 looks like - this is the flame and sealing piston belts.

We draw the obvious conclusion that the largest deviations of the geometry are observed just in the area of ​​the flame and sealing belt.

It is logical that it is therefore "hot" because it gets a lot of heat from the combustion chamber - there is some reserve for thermal expansion.

So, in fact, the engine pistons are /--\ rather than (--).

Now let's move on to really progressive designs. No quotes. If we discard the conventions, then truly modern,
lightweight, you can call the T-profile pistons of the new generation "N" engines from BMW.
For example, N52B25, produced since 2005.

Let's compare it with the VAZ-2112 model (BMW - on the right), keep in mind that their diameters are the same:

The new generation of pistons from BMW is markedly different from everything that has been produced for the past 100 years: the piston has
ultra-low profile, miniaturized piston rings, and complex bottom contouring to create a high compression ratio of 11:1.

The problem, as you know, is that the N52B25 engines of the first years of production had a strange feature of consuming oil
from the very beginning of operation, which BMW guessed about only by 2010:

The new pistons have a new, "external" oil drain and a "heat-resistant insert" in the area of ​​the upper compression ring:

Considering that the piston skirt and all main measuring points are absolutely the same, the difference should be sought in the area of ​​the sealing belt:

We install a micrometer and make sure that the upper compression ring "failed" as much as 156 microns!, This is about 0.16 mm, with a general factory tolerance for a gap for wear limit of 0.15 mm. And this is a new piston! Moreover, the piston profile itself is clearly "unhealthy", with a pronounced anomalous dip. With a constant depth of the piston groove, this means that the piston swings in the cylinder "by hand" - the upper ring holds it weakly:

Now we subject the pistons of two samples to thermal expansion:

And we repeat measurements:

We measure the leak in a fully restored N52B25 engine with new liners, rings, a new cylinder head, but
with old-style pistons:

There is no doubt. This engine has consumed and will continue to consume oil until the new pistons are installed.

1. Who is to blame?
Pistons from the early years of the N52B25 engine have a serious problem with the top compression ring. It quickly "sags" in the castle,
loses elasticity and initially (from the factory) sits too loosely in the cylinder. Oil is easily squeezed into the combustion chamber. Replacing only rings with new ones
won't help you.

2.What to do?
Buy a new piston group with the problem fixed.

3. Attention, for owners of N52B25 I announce a special offer to eliminate this problem. Valid indefinitely.
Diagnostics of this ICE model (until 2011) under special conditions - 25%. Valid only when linking to this ad.
Work to replace the piston engine - 60,000 rubles.

If you have already passed the diagnostics of this internal combustion engine with me before, and also performed work on the cylinder head - a special offer for you on individual terms.
This strange motor drank a lot of blood. You have to make sure everyone is happy.

BMW N52B25 engine

Characteristics of the N52B25 engine

Production	Munich Plant
Engine brand	N52
Release years	2005-2011
Block material	magnesium aluminum
Supply system	injector
Type	in-line
Number of cylinders	6
Valves per cylinder	4
Piston stroke, mm	78.8
Cylinder diameter, mm	82
Compression ratio	11
Engine volume, cc	2497
Engine power, hp / rpm	177/5800 204/6400 218/6500 (see modifications)
Torque, Nm/rpm	230/3500-5000 250/2750-3000 250/2750-4250 (see modifications)
Fuel	95
Environmental regulations	Euro 5
Engine weight, kg	~120
Fuel consumption, l / 100 km (for E60 523i) - city - track - mixed.	12.1 6 .4 9.3
Oil consumption, g/1000 km	up to 1000
Engine oil	5W-30 5W-40
How much oil is in the engine, l	6.5
When replacing pour, l	~6.0
Oil change is carried out, km	10000
Operating temperature of the engine, hail.	~95
Engine resource, thousand km - according to the plant - on practice	- ~200-250
Tuning, HP - potential - no loss of resource	280+ n.a.
The engine was installed

Reliability, problems and repair of the BMW N52B25 engine

Another 2.5-liter engine of the already new N52 series (which also included), with an in-line layout and six cylinders. The N52B25 appeared in 2005 as a replacement for the popular and unlike past evolutions of the M-family, it is now a completely new engine. At the heart of the N52 is an even lighter magnesium-aluminum cylinder block, with a new lightweight SHPG and a redesigned crankshaft.
The N52B25 uses an updated cylinder head with the already familiar system for changing the valve timing on two shafts, or, more simply, double Vanos (Double-VANOS). In addition, the Valvetronic valve lift change system was added to the vanos, which increased output and fuel efficiency. The timing drive uses a chain, a DISA variable length manifold is used at the inlet, nozzles are installed in the cylinder head, Siemens MSV70 engine management system.
This motor was used on BMW cars with the index 23i and 25i.
The replacement for the N52B25 engine came out already 2 years after its start of production, in the face of the N53B25 and strangled versions, however, 2.5 liters. N52 was produced for a long time and was taken out of production only in 2011.

BMW N52B25 engine modifications

1. N52B25U1 (2005 - 2008 onwards) - base engine strangled with an intake manifold, power 177 hp at 5800 rpm, torque 230 Nm at 3500-5000 rpm. For versions with index 23i.
2. N52B25 (2009 - 2011) - blown engine with a different intake manifold, 204 hp at 6400 rpm, torque 250 Nm at 2750 rpm. For versions with index 23i.
3. N52B25O1 (2005 - 2009 onwards) - the most popular version in 218 hp at 6500 rpm, torque 250 Nm at 2750-4250 rpm. For versions with index 25i.

Problems and disadvantages of BMW N52B25 engines

1. The biggest problem with the N52B25 is oil consumption. It's all about thin oil scraper rings, which quickly coke, as well as dead valve stem seals. Moreover, on the N52, such things can happen on runs up to 100 thousand km ... Check the condition, buy new caps and rings. It will not be superfluous to check the condition of the crankcase ventilation valve (CVKG).
The problem has been solved on motors since 2007, called N52NB25 (black cap).
2. If you spit on high oil consumption and continue to drive as is, then a little later the catalysts begin to clog. Solution: A. Buying new catalysts is expensive. B. Buy flame arresters, it's cheap.
3. Ticking sound. It manifests itself in the cold and is a feature of production engines until 2009. There are no negative consequences for the motor from this.
4. Swim speed. Such problems are usually associated with Valvetronic, flow meter or Vanos valves. On the N52, vanos quite often causes problems due to improper maintenance (oil change every 20 thousand km, use of low-quality oil). Vanos repair is simple: first flush the vanos valves, if the problem persists, then replace. Check.
In addition, the engine is very prone to overheating, you need to constantly monitor the cooling system, the cleanliness of the radiator, the H52 uses a not very durable electronic pump that needs to be replaced every ~ 80-100 thousand km. To reduce the likelihood of various troubles, it is recommended to pour high-quality oil into the N52 engine recommended by the manufacturer, you should not save on gasoline either.
Should I buy a BMW with this engine? Undesirable, it is better to buy a reliable engine or.

BMW N52B25 engine tuning

Chip tuning

This motor is very unsuitable for tuning and refinement, so it would be optimal to buy a more powerful BMW. If you really want to play tuning, then the easiest way to increase power on the N52B25 is chiptuning. Buying a sports exhaust system and air filter, as well as evil firmware, will increase power by ~ 20 hp.
It is advisable for BMW owners with an index of 23i to buy an intake manifold from N52B25O1 (index 25i). This step will allow a little more (about 15-20 hp) to increase the maximum power.

N52B25 Compressor

For those who find the above measures not enough, you need to prepare money for boosting. The purchase of a whale compressor from ARMA will increase the power on the stock piston to almost 300 hp. However, it is cheaper to buy a BMW with /, index 35i.