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This category contains links to pages for BMW engine families.
BMW has used the following engines in its vehicles:
The BMW M43 is a straight-4 piston engine. Displacement ranges from 1600 cc to 2000 cc.
The engine was built solely on Assembly Line 2 at Steyr, and was the successor to the M40.
It features ICIM (Individual Control Intake Manifold) and 2-valve technology. The ICIM optimizes the torque curve and is also aided by anti-knock control. Like the 16-valve, 4-cylinder M42 engine and the 6 and 8-cylinder engines, stationary high-voltage distribution is also used on the M43. The M40's timing belt was replaced by a chain as the high engine bay temperatures reduced the lifespan of the belt. Engine ratings were slightly raised while exhaust levels and fuel efficiency were significantly improved.
A further technical revision occurred in 1998. The displacement capacity was increased to 1.9 litres, resulting in improved torque of 180 Nm at 3900 rpm. The intake manifold was also constructed of plastic for added weight savings.
From 1993 to 2001 a total of 1,204,734 units came off the production line, making this the Steyr plant's highest-production engine.
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The BMW M40 is an I4 piston engine. Engine displacement ranges from 1600 cc to 1800 cc. __NOTOC__
The M20 is an inline-6 piston engine of BMW.
The 12-valve, belt driven SOHC design was introduced in the 1977 BMW 520/6 and 320/6. With displacements ranging from 2.0 to 2.7 liters, it was the "little brother" to the larger BMW M30 engine. It was intended to replace the larger displacement 4-cylinder motors and was born out of BMW's conviction that a small six had more development potential than a large four (i.e. 2 liters+)
Powering the E21 and E30 3-Series, as well as E12, E28 and E34 5 Series cars, it was produced for nearly two decades, with the last examples powering the E30 325i touring built until sometime in 1993. By that time, the newer twin-cam M50 engines with 4 valves per cylinder had already been used in the E36 and E34 for a couple of years.
Three different head castings were used over the engine's production run. The earliest was #1264200 aka the "200". These were used in all e21 320/6 and 323i and e12 520/6 engines and later in the e28 and e30 eta engines (eta = "<sup></sup>Power With Economy"). The next version was #1277731 aka the "731". This head was the same as the 200 but featured larger intake ports. The final version was #1705885 or "885" introduced in the 325i. Ports were further enlarged, valves were larger and the combustion chamber was redesigned to improve flow and thermodynamic efficiency.
As the BMW M21, it became a diesel engine that was also available with a turbocharger.
The BMW M42 is a DOHC 16-valve I4 piston engine first built for the E30 318is 1989 year model. The engine block is based on the BMW M40, used on the 318i, but had distinctive features such as double overhead cams driven by a timing chain, hydraulic valve lifters, and an increased 10:1 compression ratio.
Profile gaskets on M42s built before 1993 are known to fail prematurely. __NOTOC__
The BMW M52 is a Straight 6 piston engine. Displacement ranges from 2000 cc to 3200 cc. It is a DOHC 24-valve engine, originally introduced with VANOS Variable Valve Timing. It replaced the BMW M50 engine in 1994 and was replaced in 2001 with the BMW M54 engine. The world market engine used Nikasil lined aluminium cylinders instead of a cast iron cylinder block, resulting in lighter engines. While, the American market engine retained its cast iron block due to the sulfur content of available fuel.
In markets with low-sulfur fuel this engine was very highly regarded and the M52 was on the Ward's 10 Best Engines list for 1995 through to 1998. However, there was criticism of the M52 engine in some markets, especially the UK, which had high levels of sulfur in the petrol during the late 90's. Sulfur acts as a corrosive agent against Nikasil and led to a lot of the early engines having premature bore-liner wear. Fortunately this problem was solved in post-September 1998 cars with the introduction of steel cylinder liners, with the designation M52 TU-3. However problems still present in these engines so affected cars of this period should be bought with caution unless the service history verifies that work was carried out to rectify the problem. The American market M52 used a cast iron block, and so, was unaffected by this problem.
A Technical Update or M52TU version in 1999 added Double-VANOS and other modifications.
The BMW M54 is a straight-6 engine, debuting in the year 2000. It is an evolution of the BMW M52. The engine has Double VANOS variable valve timing to adjust timing of both intake and exhaust valves. __NOTOC__
The BMW N52 is BMW's latest straight-6 engine, which debuted in 2004 on the BMW E63 630Ci. Its crankcase is made entirely of magnesium and aluminum, a first in the world of engine construction. BMW used Alusil aluminum cylinder sleeves, which offer high heat conductivity, and cast them into a lightweight magnesium block BMW Pushes Lightweight Technology, World Car Fans May 2005., creating one of the lightest production engines of its size class in the world at 161 kg (354 lb).
It includes BMW's second generation Valvetronic system and Double-VANOS for fuel-efficiency (12% fuel savings over the previous generation BMW M54 engine - and increases performance. Producing 63 kW (85.5 hp) per liter of displacement, it has the lowest weight per horsepower of any six cylinder engine (1.24 hp per kilogram with the latest version). It is the world’s lightest six-cylinder engine.
It was awarded as one of Ward's 10 Best Engines of the Year in 2006 and 2007. Technologically it is even more advanced than the new N54B30 bi-turbo, which is based on an older M54B30 design and lacks several improvements that BMW has made for this engine.
All BMWs are available with this engine in at least one version.
The N52 is BMW's 12th generation production straight-6 engine.
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The BMW M50 is an I6 piston engine. It was introduced in March 1989 to replace the BMW M20 and was replaced by the BMW M52 in 1994. Displacement ranges from 2.0 L to 3.2 L. It is a DOHC 24-valve engine. A Technical Update or M50TU version from 1992 introduced VANOS variable valve timing. When this technology was introduced, it was known as VACC or Variable Camshaft Control.
The M50 was not related to the M20 though it used the same 91 mm cylinder spacing, bore, and stroke at 2.0 L and 2.5 L.
The BMW M44 is a DOHC 16-valve I4 piston engine. It replaced BMW's previous multi-valve four-cylinder, the BMW M42 and was related to the lesser 8-valve BMW M43. The engine had slightly more power and torque than the M42B18 it replaced to cope with the increased weight of the E36 BMW 3 Series over the E30 BMW 3 Series. __NOTOC__
The BMW M10/M12 was an I4 piston engine produced from 1961 to 1987. Displacement ranged from 1499 cm<sup>3</sup> to 1990 cm<sup>3</sup>.
The engine was designed by noted engineer and race driver Baron Alex von Falkenhausen. He was asked to design a small-displacement (1.3 L) engine, but felt that this would be insufficient for the company's future needs. Therefore, he designed a block that could be expanded to 2.0 L and delivered it at 1.5 L.
The design was very successful, with over 3.5 million produced, and it served the company for over 20 years.
As BMW M12, the engine is also one of the most successful engines in racing. Starting with the European Touring Car Championship, it was also used in Formula 2 and in the Deutsche Rennsport Meisterschaft, where it was turbocharged by Paul Rosche according to FIA Group 5 rules.
The M12 went on to Formula 1, winning the 1983 championship for Nelson Piquet and Brabham — something which very few 20 year old road car engine designs accomplish. The same applies for the rise in power: twenty-fold from 75 hp to about 1500 hp.
The BMW S14 engine for the first BMW M3 was based upon the M10 block. In the M3, the M10 block design is still winning races today.
The BMW M40 series of engines replaced the M10 in the late 1980s.
The BMW M62 is a V8 piston engine, built in Munich, Germany. It has an aluminum block with 98 mm bore centers and two aluminum DOHC cylinder heads.
The M62 block is unique in that it does not use cast iron liners, which are less able to dissipate heat than aluminum. The aluminum alloy used to manufacture the M62 block contains high levels of silicon (called Alusil). The block is etched to expose the silica, creating a bearing surface in the cylinder. The earlier M60 V8 used Nikasil cylinder wall coating, which was abandoned for Alusil after the adverse effects of burning gasoline containing sulfur in nickel plated combustion chambers were discovered. All M62 engines use Alusil blocks, which is not subject to the corrosion problem associated with Nikasil. The M62 uses SFI fuel injection, has 4 valves per cylinder with VVT, and features fracture-split forged powder metal connecting rods. __NOTOC__
The N62 is the latest V8 from BMW, built in Munich, Germany. It has an Alusil aluminum engine block and aluminum DOHC cylinder heads.
It uses SFI fuel injection, has 4 valves per cylinder with BMW's double-VANOS and Valvetronic technologies and features fracture-split forged powdered metal connecting rods.
In the International Engine of the Year awards in 2002, the N62 won overall as well as claiming the "Best New Engine" and "Above 4-litre" categories. __NOTOC__
The N54 is a twin-turbocharged straight-6 automobile engine from BMW. It was launched in late 2006 as a high-performance option for the BMW 3-Series, first to be released along with the new 3-series E92 Coupé, to be followed closely by other existing 3-series models, then with other BMW series as well. It is BMW's first production turbocharged gasoline engine in 26 years since the 745i in 1980. The engine won the International Engine of the Year award in 2007 and 2008. __NOTOC__ According to BMW, the N54B30 produces and 295 ft·lbf/400 N·m. Third party testing has revealed the engine is significantly underrated, producing and 311 ft·lbf/422 N·m in one test. http://www.dinancars.com/assets/File/Press%20Release%20335i%20software%20REV%20A%20EDITED.pdf The engine uses two small low-pressure turbochargers to remove turbo lag at low elevations. For this reason, the turbo pressure is only 0.4 bar, as the engineering goal was to offer the same driving feel as with naturally aspirated engines. http://www.autozine.org/html/BMW/3er.html#335 The new engine debuted at the 2006 Geneva Motor Show. The N54B30 does not use the second generation Valvetronic technology found in the N52. The principal advantage of Valvetronic is the reduction of intake vacuum, which is not an issue in the pressurized intake found in a turbo-charged engine. This engine is easily modified with aftermarket tuning to produce in excess of 400 hp.
Surprisingly the engine block of the N54B30 is similar to the older generation BMW M54B30 engine - all aluminum with cast iron cylinder liners. This is due to the fact that the newer N52 aluminum-magnesium engine block was not deemed as suitable for turbo-charging with the above-mentioned engineering goals. As a result, the N54B30 is physically heavier (195 kg/429 lb) than the very light (161 kg/354 lb) N52 engine. This also explains why the engine block size is identical to the older M54B30 at 2979 cc/181 in³ instead of the 2996 cc/182 in³ of the new N52B30 3.0L engine. However, the advantage of the N54B30 engine is that compared to similar power output 225 kW/390 Nm V8 4.0L N62B40 it weighs less than the V8, which is massive at 265 kg/583 lb. Additionally, the N54 has higher low-end torque than the V8. It is likely for these reasons BMW chose to develop bi-turbo inline straight-6 engines for the 3-series instead of using heavier V8 engines. Only the new BMW M3 will have a V8 engine in the BMW 3-series, weighing in at 202 kg/445 lb. and generating and 295 ft·lbf/400 N·m.
A version of the N54B30 with higher power and torque but across a narrower peak torque band was introduced in the F01 2009 BMW 740i.<ref name="F01"/>
Applications: * 2006– E90 Sedan 335i * 2006– E91 Touring 335i * 2006– E92 Coupé 335i * 2007– E93 Convertible 335i * 2008– E60 Sedan 535i * 2008– E61 Touring 535i * 2008– E82 Coupé 135i * 2008– E88 Convertible 135i * 2009– F01 Sedan 740i
The BMW M30 is an inline-6 cylinder engine built by BMW and was used in many different models since 1968. It was originally developed in the late 1960s as an extended 2.5 liter version of the robust inline four cylinder BMW M10 first used in the 'Neue Klasse' BMW 1500, with which it shares a number of design features, including a 30-degree cant to the right for a lower profile, a crossflow head design, and a chain-driven single overhead cam with rocker arm valve actuation. The 'Big Six,' also known as the 'Senior Six,' got its informal names after the introduction of a smaller BMW M20 belt-driven SOHC six cylinder in the late '70s.
The M30 powered a series of BMW 6-cylinder E9 and BMW E24 coupes to European Touring Car Championship (ETCC) throughout the '70s and into the middle 1980s, even though a more powerful DOHC 24-valve head had been developed for high performance motorsports and street use.
A production turbo variant of the M30 designated the M102B32 or M106B34 (depending on 3.2 or 3.4 liter displacement) was used in the BMW E23 Seven Series where it was designated "745i", based on a then-current projection that the horsepower produced was roughly equal to that of a 4.5 liter normally-aspirated engine. The 3.5 DOHC M5 and M6 engine was used in the South African 745i from 1984-1986.
Newer M30 engines feature Bosch L-Jetronic multipoint fuel injection.
BMW's M30 straight six cylinder engines had the longest production run of any BMW engine, dating back to the 1968 E3 sedans and E9 coupes. The last use of the block was the 1994 E32 730i. Displacement ranged from 2.5 to 3.4 liters with a 100 mm bore spacing.
The M30 engine's bottom end is virtually 'bulletproof' and a true workhorse. The M30's timing chain is designed to last the life of the engine and it will, if the timing chain tensioner is maintained. Unfortunately, over time and use, the plastic parts in it can fail but they are easily replaced. The alloy head is prone to warping if the engine is overheated (especially around the somewhat restricted cooling system passages near the middle), but with regular cooling system maintenance, oil changes, and other routine maintenance, the M30 can routinely run well past 250,000 miles.
The N46 is the larger of two modern straight-4 automobile piston engine families from BMW, the smaller being the N45. The series debuted with the E46 316i and 316ti and E87 120i in 2004. __NOTOC__
The N45 is a compact straight-4 automobile piston engine from BMW. The series debuted with the E87 116i in 2004. The engine does not have Valvetronic. __NOTOC__
The BMW M21 was a 2.4 L diesel straight-6 engine.
It was introduced in 1983 with the BMW M20 design as its basis. It was available with a turbocharger. It was also the last diesel sold in the North American market in the E28 and E34 before the reintroduction of a diesel by BMW in the North American market E90 in 2009, the BMW M57
Applications: * 1986-1992 E28 524d/524td * 1987-1993 E30 324d/324td * 1987-1992 E34 524td * 1984-1985 Lincoln Continental Mark VII * 1984-1985 Lincoln Continental * 1986-1987 Vixen 21 TD * 1992 UMM Alter II (Very rare UMM model, only 4 were made)
The BMW M47 is a diesel straight-4 engine produced from 1999 through 2007
Applications: * 1999-2004 Rover 75 CDT * 2004-2005 Rover 75 CDTi
The M60 is the internal code for the V8 engine manufactured by BMW from April 1992 to 1995. It largely replaced the BMW M30 inline six. __NOTOC__
The S65 is a naturally-aspirated DOHC 32-valve automobile V8 engine from BMW. Derived from the BMW S85 V10 engine used in the M5/M6, it shares the same basic architecture and aluminium construction. It was introduced in the E92 M3 as a replacement for the S54 straight-6. __NOTOC__
The S65B40 was developed as a result of increasingly stringent Euro V and CARB emissions regulations.<ref name = Zerotohundred></ref> The S54 engine had reached the end of its development potential, making it clear a new engine was needed.
The S65 shares the same 92 mm bore and 75.2 mm stroke cylinder dimensions with the S85 V10, along with the Double-VANOS variable valve timing system and 12.0:1 compression ratio.
However, the V8 does differ in a number of crucial aspects from its V10 sibling. The VANOS system is operated from engine oil-pressure, negating the need for a separate high-pressure hydraulic system as fitted to the S85. New lightweight spark coils with integrated knock sensors are fitted to each cylinder, bringing the total sensor count to eight compared with two on the V10. This allows more accurate detection of knocking with the added benefit that the eight sensors actually weigh less than the previous two sensor setup.
A conventional wet-sump lubrication system with two oil pumps replaces the three-pump dry sump system used on the V10, further decreasing weight. The alternator disconnects from the engine during acceleration to maximise power, only charging the battery during braking whenever possible, in a system BMW calls Brake Energy Regeneration.
The die-cast, over-eutectic aluminium-silicon engine block is sourced from BMW's Landshut F1 foundry, while aluminium cylinder heads come from Hydro-Aluminium in Austria. Other notable features of the engine include lightweight iron-coated aluminium pistons, steel-magnesium connecting rods, forged steel crankshaft and eight throttle butterflies.
An updated version of the Siemens MS S65 ECU (used in the S85 V10) is fitted to the V8. Claimed to be capable of more than 200 million calculations per second, the new ECU (known as the MS S60) comfortably exceeds the 25 million calculations of which the S54's ECU was capable.<ref name = Zerotohundred />
The resulting engine weighs 202 kg (445 lb): 15 kg (33 lb) lighter than the straight-6 engine it replaces, while also being shorter.
The firing order for the S65 engine is 1-5-4-8-7-2-6-3, which is different from the typical BMW V8 firing order of 1-5-4-8-6-3-7-2 http://www.bimmerfest.com/pdf/BMW-M3-Aftersales-Training--Information.pdf
Applications: * 2008-2009- E90, E92, E93 M3
The BMW N53 is BMW's latest and most modern straight 6 engine, released in 2007 in the facelifted BMW 5 Series (E60/E61) and the BMW 3 Series (E90/E91/E92/E93). It is an improvement on the N52 Naturally Aspirated (NA) engine mainly since it has Gasoline Direct Injection technology and can burn stratified. However, unlike it's predecessor, it does not contain BMW's Valvetronic technology due to space limitations in the cylinder head.BMW does not plan to put the N53 engine for sale in Australian and North American models due to the high sulphur content of the fuel available in these markets.
The N53 is BMW's 14th generation production straight six engine. It makes use of HPI: High Precision Injection or Direct Injection, which consists of Piëzo-electric injectors directly in the cylinder.
The N53B30-O0 has improved maximum power to as well as maximum torque over the N52B30. The N53B30-O0 can be found in the 330i (E90/E91/E92/E93) and 530i (E60/E61).
The 325i (E90/E91/E92) switched from the N52B25-OL (2.5-litre) to the N53B30-U0 (3.0-litre) in September 2007 (March 2007 for the E93). Despite the increased displacement, the maximum power remained unchanged, and maximum torque has increased just enough to compensate for a longer differential final drive ratio as a result of a shorter useful range (maximum power is given in the N53B30-U0 at only 640 rad/s instead of the 700 rad/s of the older N52B25-OL). The N53B30-U0 can also be found in the present 525i (E60/E61).
The 2.5-litre N53B25-U0 can be found in the present 523i (E60/E61).
U0 subcoded engines seem to be crippled versions of their equivalent displacement O0 versions as they share all internal dimensions and technology.
The N73 is the latest V12 engine from BMW, built in Munich, Germany. It was among the first BMW engines to receive the revolutionary Valvetronic technology, which surprisingly gives it more economical fuel consumption than older non-Valvetronic V8 BMW engines. It is also more economical than the BMW M5/M6 S85B50 5-liter V10 engine.
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The BMW M57 is a straight-6 diesel engine produced from 1998. It won the "2.5–3 L" category of the International Engine of the Year award for 1999 through 2002. The downgraded twin-turbocharger version won that same award in 2005 and 2006.
The BMW M51 is a straight-6 Diesel engine produced from July 1991 through February 2000.
The "td" stands for "turbodiesel" while "tds" refers to "intercooled turbodiesel".
Applications: * 1991-1996 E36 325td (M51D25 UL) * 1996-1998 E36 325td (M51D25TU UL) * 1993-1996 E36 325tds (M51D25 OL) * 1996-1998 E36 325tds (M51D25TU OL)
* 1992-1996 E34 525td (M51D25 UL) * 1991-1996 E34 525tds (M51D25 OL) * 1996-2000 E39 525tds (M51D25TU OL) * 1996-2000 E38 725tds (M51D25TU OL) * 1995-2001 Land Rover Range Rover 2.5 D/DSE * 1992 UMM Alter II (Very rare model only one was made, the car was made in Portugal with the engine, gearbox and electronics being made and fitted in at BMW's Munich plant)
Same engine is also used in 1995-2001 Opel Omega.
The BMW M41 was a straight-4 Diesel engine produced from 1994 through 2000.
Applications: * 1994-2000 E36 318tds
The N42 is a series of I4 automobile piston engines from BMW. The series debuted with the E46 cars in 2001. Displacement ranges from 1.8 L to 2.0 L. __NOTOC__
The BMW M73 is a V12 piston engine built in Munich, Germany. It has an Alusil aluminum engine block and aluminum SOHC cylinder heads. While most other engines in the BMW had switched to four valves per cylinder, the M73 used 2-valve SOHC heads and featured fracture-split forged steel connecting rods.
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The M73 won the "Above 4 L" category of the International Engine of the Year awards for 1999. Some versions of the engine have two separate Bosch Motronic electronic fuel injection systems left and right, while others have an integrated system.
The N73B60' is a 6.0 L (5972 cc) version, now switching to four valves per cylinder and the Valvetronic variable valve timing system. Its bore is 89 mm and stroke is 80 mm. It is used in the 760i and 760Li. Output is 445 PS (438 hp SAE/327 kW) at 6000 rpm with 600 N·m (443 ft·lbf) of torque at 3950 rpm.
An enlarged version, with 6.75 L, is used in the 2004 Rolls-Royce Phantom.
Applications: * 1993-2001 E38 7-Series * 1994-1999 E31 8-Series * 1997-2001 E38 7-Series (M73TU) * 1999-2002 Rolls-Royce Silver Seraph
The BMW M88/3 is an in line 6 cylinder (I6) piston engine. It was based on the M88/1 that was used in the BMW M1's street version, with double overhead cam and four valves per cylinder. The M88/1 was in turn based on the M49 engine which was used in the BMW 3.0CSi. The M88/3 was used in the early BMW M635CSi/"M6" and BMW M5 (E28) and produced 286 PS (210 kW/282 hp).
BMW engineers used a 4-valve head and a single-row chain. The cylinder head was made in two parts. The lower part formed the combustion chambers and water jackets, and the upper half contained the camshaft bearings and the bores for the tappets.
Kugelfischer fuel injection was used with individual throttle valves and the distinctive six inlet pipes. The M88 produced 277 bhp in the version built from 1978 to 1981 for the BMW M1.
For the Procar M1's, the M88 was tuned to 470 to 490 bhp. The resulting M88/1 engine had new camshafts, bigger valves, reshaped ports, forged pistons, use of throttle slides (instead of butterfly valves), and improved exhaust.
For Group 5 racing, the engine was pushed to between 850 and 900 bhp by the addition of two turbochargers. This was the M88/2 powerplant.
From 1985 to 1987 the M88 was used in the European-market 5 Series M5 (E28) and from 1983 to 1989 in the 6 Series M635CSi Coupe (E24). The engine was designated M88/3 and produced 286 bhp.