Bmw Engines
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BMW M67 V8 diesel engine
From 1998 to 2009
| Combustion chamber | |
|---|---|
| Displacement | 3,901 cc (3.9 L; 238.1 cu in) 4,423 cc (4.4 L; 269.9 cu in) |
| Cylinder bore | 3.9-litre 84.0 mm 4.4-litre 87.0 mm |
| Piston stroke | 3.9-litre 88.0 mm 4.4-litre 93.0 mm |
| Valvetrain | DOHC |
| Combustion | |
| Turbocharger | 2 |
| Dimensions | |
| Dry weight | 3.9-litre 222 kg 4.4-litre 192 kg |
The BMW M67 is a diesel automobile engine, used in the BMW 7-series. It was first introduced in 1998, and used until 2009. The engine is a common rail turbo diesel V8 design, using double overhead camshafts and 32 valves. It was the first luxury car application of a bi-turbo diesel intercooled V8 engine. The 3.9-litre iteration won the "3-4 l" category of the International Engine of the Year award in 1999 and again in 2000. It was replaced by the 6-cylinder N57 engine.
The engine is a water-cooled eight-cylinder - V-engine with a cylinder bank angle of 90 °. The material of the crankcase is gray cast iron with vermicular graphite . He has cracked steel connecting rods and crankshaft storage chairs , two turbochargers with VTG control and two intercoolers . The crankshaft is mounted five times. The mixture preparation takes place by means of common rail injection . The four valves per cylinder are driven by two chain-driven overhead camshaftsactuated. The engine control is taken over by a DDE 4.1 control unit.
| Engine | Displacement | Power | Torque | Redline | Year |
|---|---|---|---|---|---|
| M67D40 | 3.9 l (3901 cc/238 in³) | 175 kW (234 hp) @ 4000 | 560 N·m (413 lb·ft) @ 2000 rpm | 4700 | 1999 |
| 180 kW (241 hp) @ 4000 | 560 Nm (413 lb·ft) @ 1750-2500 | 2000 | |||
| M67TUD40 | 190 kW (254 hp) @ 4000 | 600 Nm (442 lb·ft) @ 1900-2500 | 2002 | ||
| M67D44 | 4.4 l (4423 cc/269 in³) | 220 kW (299 hp) @ 4000 | 700 N·m (516 lb·ft) @ 1750-2500 | 2005 | |
| 242 kW (329 hp) @ 3800 | 750 Nm (552 lb·ft) @ 1900-2500 | 2006 |
M67D40
The M67D40 was introduced in 1998.
Applications:
- 238 PS (175 kW; 235 hp) at 4000 rpm, 560 N·m (410 lb·ft) at 2000 rpm, with a 4700 rpm redline.
- 1998-2000 E38 740d
- 245 PS (180 kW; 242 hp) at 4000 rpm, 560 N·m (410 lb·ft) at 1750-2500 rpm, with a 4700 rpm redline.
- 2000-2001 E38 740d
M67TUD40
The M67TUD40 was introduced in 2002.
Applications:
- 262 PS (193 kW; 258 hp) at 4000 rpm, 600 N·m (440 lb·ft) at 1900-2500 rpm, with a 4700 rpm redline.
- 2002-2005 E65 740d.
- 2004 Siemens DuoCombino tram
M67D44
The M67D44 was introduced in 2005.
Applications:
- 300 PS (220 kW; 300 hp) at 4000 rpm, 700 N·m (520 lb·ft) at 1750-2500 rpm, with a 4900 rpm redline.
- 2005-2006 E65 LCI (facelift) 745d.
M67TUD44
The M67TUD44 was introduced in 2006.
Applications: 330 PS (240 kW; 330 hp) at 4000 rpm, 750 N·m (550 lb·ft) at 1900-2500 rpm, with a 4900 rpm redline.
-
- 2006-2009 E65 LCI ( facelift ) 745d.
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BMW M62 V8 Engine
From 1994 to 2005
The BMW M62 is a V8 DOHC piston engine which replaced the M60 and was produced from 1994 to 2005. Compared with its M60 predecessor, the M62 features Alusil cylinder liners (in markets where high sulphur fuel was sold) and a single row timing chain. In 1998, variable valve timing (called VANOS by BMW) was added to the M62.
Design
The M62 engine block is made from Aluminium with Alusil or Nikasil cylinder liners, depending on the country of intended sale.
The M62 is fitted with Sequential fuel injection and double overhead camshafts with 4 valves per cylinder. It also sports fracture-split forged connecting rods.Variable valve timing is fitted to the later "M62TU" variants.
Models| Engine | Code | Displacement | Power | Torque | Redline | Year |
|---|---|---|---|---|---|---|
| M62B35 | 358S1 | 3,498 cc (213 cu in) | 173 kW (235 PS) @ 5700 | 320 N·m (236 lb·ft) @ 3300 | 6200 | 1996 |
| M62TUB35 | 358S2 | 175 kW (238 PS) @ 5800 | 345 N·m (254 lb·ft) @ 3800 | 1998 | ||
| 180 kW (240 PS) @ 5800 | 345 N·m (254 lb·ft) @ 3800 | 1998 | ||||
| M62B44 | 448S1 | 4,398 cc (268 cu in) | 210 kW (286 PS) @ 5700 | 420 N·m (310 lb·ft) @ 3900 | 6100 | 1996 |
| M62TUB44 | 448S2 | 210 kW (286 PS) @ 5400 | 440 N·m (325 lb·ft) @ 3600 | 1998 | ||
| M62B46 | 468S1 | 4,619 cc (282 cu in) | 255 kW (347 PS) @ 5700 | 480 N·m (354 lb·ft) @ 3700 | 6500 | 2001 |
| M62B48 | 4,837 cc (295 cu in) | 276 kW (375 PS) @ 6000 | 510 Nm (376 lb ft) @ 3700 | 6500 | 2003 | |
| S62B50 | 508S1 | 4,941 cc (302 cu in) | 294 kW (400 PS) @ 6600 | 500 N·m (369 lb·ft) @ 3800 | 7000 | 1998 |
Figures specified are for European models.Note the M62TUB44's power was increased to 294 PS in 2001 in the American market.
M62B35
The M62B35 has a bore of 84 mm (3.3 in) and a stroke of 78.9 mm (3.1 in). Applications:
- 1996–1998 E39 535i
- 1996–1998 E38 735i/735iL
M62TUB35
In 1998, VANOS was added and the engine was named "M62TUB35".
BMW 7 series E38 735 engine specification.
| Engine Size | 3498cc |
|---|---|
| Cylinders | 8 |
| Valves | 32 |
| Fuel Type | Petrol |
| Power | 235 bhp |
|---|---|
| Top Speed | 151 mph |
| 0-60 mph | 7.9 secs |
| Torque | 345 Nm |
| CO2 Emissions | 298 g/km |
| Euro Emissions Standard | 3 |
Applications:
- 1999–2001 E38 735i/735iL (175 kW (235 hp) and 345 N·m (254 lb·ft) )
- 1998–2003 E39 535i (180 kW (241 hp) and 345 N·m (254 lb·ft) )
M62B44
The M62B44 has a bore of 92 mm (3.6 in) and a stroke of 82.7 mm (3.26 in).
Applications:
- 1996–1998 E39 540i
- 1996–1998 E38 740i/740iL
- 1997–1999 E31 840Ci
M62TUB44
In 1998, VANOS was added and the engine was named "M62TUB44".
Morgan Aero 8 Engine specification
| Engine Size | 4398cc |
|---|---|
| Cylinders | 8 |
| Valves | 32 |
| Fuel Type | Petrol |
| Power | 286 bhp |
|---|---|
| Top Speed | 160 mph |
| 0-60 mph | 4.8 secs |
| Torque | 430 Nm, 322 ft-lb |
| CO2 Emissions | 295 g/km |
| Euro Emissions Standard | 3 |
Applications:
- 1998–2003 E39 540i
- 1999–2001 E38 740i/740iL
- 1999–2003 E53 X5 4.4i
- 2000–2004 Morgan Aero 8
- 2002–2005 Range Rover
M62B46
The M62B46 is a (4,619 cc (282 cu in)) version producing 255 kW (347 PS; 342 hp) and 480 N·m (354 lb·ft) of torque. The stroke is 85 mm (3.3 in) and the bore is 93 mm (3.7 in). Technically this engine is very similar to the M62TUB44, with VANOS on the intake cams. This engine developed by Alpina is based on the M62TUB44.
Applications:
- 1999–2001 Alpina B10 V8
- 2000–2004 Morgan Aero 8 GTN Only 11 produced
- 2002–2003 E53 X5 4.6is
M62B48
The M62B48 is a (4,837 cc (295 cu in)) version producing 276 kW (375 PS; 370 hp) and 510 N·m (376 lb·ft) of torque. The stroke is 89 mm (3.5 in) and the bore is 93 mm (3.7 in). Technically this engine is very similar to the M62TUB44, with VANOS on the exhaust cams. This engine developed by Alpina is based on the M62B44.
Applications:
- 2002–2004 Alpina B10 V8S
- 2003 BMW Alpina Roadster V8 (E52)
S62
The S62 engine (also known as S62B50) is a high-performance variant of the M62 which is fitted to the E39 M5 and E52 Z8. It is enlarged with a bore of 94 mm (3.7 in), a stroke of 89 mm (3.5 in) and a displacement of 4,941 cc (302 cu in). It shares its basic architecture, including aluminium block, with the M62 engines.
Previous M5 engines were assembled at M division headquarters in Garching, Germany but the S62 M5 engines were assembled at the Dingolfing assembly plant.
Eight individual throttle bodies (one per cylinder) control the airflow into the engine, these throttle bodies are electronically actuated (often referred to as "drive-by-wire"), with a setting for the driver to select "normal" or "sport" mode throttle response. Bosch Motronic version MSS 52 is used to control fuel injection, ignition timing and other functions.
Variable valve timing is used for both the intake and exhaust camshafts; the S62 was the first BMW V8 engine to incorporate this feature. The compression ratio is 11.0:1 and hollow camshafts are used.While the M62 engine uses a single-row timing chain, the S62 uses a double-row timing chain.
The S62 engine produces 294 kW (394 hp) at 6600 rpm and 500 N·m (369 lb·ft) at 3800 rpm. The redline is 7000 rpm.
BMW E39 M5 Engine specification
| Engine Size | 4941cc |
|---|---|
| Cylinders | 8 |
| Valves | 32 |
| Fuel Type | Petrol |
| Power | 400 bhp |
|---|---|
| Top Speed | 155 mph |
| 0-60 mph | 5.1 secs |
| Torque | 500 Nm, 369 ft-lb |
| CO2 Emissions | 346 g/km |
| Euro Emissions Standard | 3 |
| Miles Per Tank | 292 miles |
Applications:
- 1998–2003 E39 M5
- 2000–2003 E52 Z8
- 1999–2006 Ascari KZ1
- 2006 Ascari A10
Additional Notices: - For E39 M5's application of this engine, minor modifications were made for the engines that were manufactured starting 2001/10. The VANOS diaphragms were thickened, thus the sound of VANOS was significantly reduced.
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BMW M60 V8 Engine
From 1992 to 1996
BMW M60 Among other things, the engine was installed in the BMW 730i, 740i / 740iL of the E32 and E38 series , in the BMW E34 530i and 540i and in the BMW E31 830i (prototypes only) and 840i. The M60 replaced the M30 in the BMW E34. For the BMW E32 , the M30B30 was offered alongside the M60.
The BMW M60 was also used in other cars, of which especially the De Tomaso Guarà is worth a mention.
Design features
The very compact and rigidly designed crankcase with a cylinder angle of 90 ° using CAD software consists of an aluminum alloy (AlSi9Cu3), as well as the oil sump and the cylinder head; Thus, the complete engine with attachments weighs only 209.4 kg (M60B30 with manual transmission, M60B40: 213.2 kg), the bare block even only 25 kg and each of the two (different length) cylinder heads 30 kg. The cylinder head covers consist of a magnesium alloy.
The crankshaft with spigot offset by 90 ° is mounted 5-fold and has two large and four small counterweights to improve smooth running. With the 3.0-liter engine, the crankshaft stroke is 67.6 mm and the crankshaft is cast , the 4.0-liter version has a crankshaft stroke of 80 mm and the crankshaft is forged . The connecting rods were first produced by sintering in a BMW mass-produced engine . The selective breaking of the connecting rod (→ "cracked connecting rod" ) ensures the highest accuracy of fit and makes the conventional centering of the connecting rod and connecting rod cover over dowel sleeves superfluous.
The engine has two overhead mass- compensated camshafts per cylinder bank ( eccentrically offset engine vibration compensation sections ), which are driven by the crankshaft via dual- pulley chains (duplex chain), with the drive running on the two intake camshafts. From there, the exhaust camshaft is controlled via a further double-roller chain. The identical camshafts for both M60 variants are designed as solid shafts in shell casting. They are 5-fold, with the camshaft bearings divided. Due to the different length cylinder heads of each cylinder bank and the camshafts are different lengths. The valve angles are (as in the BMW M50) 20 ° 15 'on the inlet side and 19 ° 15' on the outlet side.
Between the two cylinder banks is the intake manifold of reusable plastic ( nylon ), whose smooth plastic surfaces are characterized by their low flow resistance. Four valves per cylinder provide gas exchange, which are moved by bucket tappets with automatic hydraulic backlash compensation. The spark plugs sit centrally between the four valves per cylinder, and are driven by a static ignition distribution , in which each spark plug has its own ignition coil. The engine control was carried out by the fully digital Bosch Motronic 3.3, which used the mixture with the aid of the lambda probe(Catalyst versions) and double knock control controlled. For the export market (mainly Eastern Europe and Asia) versions without catalyst were also sold.
For the first time in mass production, BMW became the world's first automobile manufacturer to implement a nickel dispersion coating for the cylinder liners of the M60 eight- cylinder engine. Since the aluminum alloy AlSi9Cu3 used for the crankcase does not have the required wear resistance, the surface of the cylinder bore had to be protected.
In the BMW M70 twelve-cylinder engine , the cylinder crankcase was manufactured from a hypereutectic aluminum alloy (with 17% silicon content). After casting, the alloy was deliberately cooled, so that during the solidification process silicon precipitates formed on the cylinder liners. The silicon crystals were exposed by machining or etching the cylinder liners and provided due to their good tribological properties for wear protection. The disadvantage, however, was that the acting as a friction partner piston iron-coated and the piston rings had to be chromium-plated.
BMW has been providing the cylinder liners of motorcycle engines with a nickel dispersion layer since 1984. When coating a motorcycle crankcase, however, the entire crankcase is submerged. For the BMW M60 was a further development to the so-called "flood process". After the fine turning of the cylinder bore, a nickel dispersion layer was galvanically deposited on the cylinder wall. In the nickel layer was thereby very finely distributed silicon carbide(SiC) embedded in the nickel layer. Nickel thus serves as a binder or carrier layer, SiC takes over the wear protection. The patented process makes it possible to selectively coat only the cylinder bores themselves in the desired shape and material thickness. Each hole receives a separate circuit and is flooded separately. After application of the nickel dispersion layer , this was removed in a final honing process by about half to 0.04 mm.
Advantageous is the BMW patented method u. a. for the following reasons:
- As a material for the cylinder crankcase, a "normal" and thus cost aluminum alloy can be selected.
- The pistons do not have to be iron-coated.
- The piston rings can remain uncoated.
- At the time of coating, the crankcase can already be largely finished.
- Recoats are possible.
The BMW M60, given regular maintenance and low-speed warming, is considered a rugged and durable engine. Like virtually every engine, the M60 has some weaknesses.
The screws of the oil pump can loosen during operation and fall into the underlying oil pan. They should therefore be checked immediately after the (used) purchase for a tight fit and secured as a precaution by means of screw locking permanently. This eliminates a regular check.
The M60 has factory-built ceramic catalysts, where more often the newer (round) variants can collapse due to aging and then clog the exhaust; However, in the aftermarket also metal catalysts are available.
At the beginning of production, the BMW M60 experienced engine damage mainly in the US and the UK, which was attributed to a failure of the nickel dispersion-coated cylinder surfaces of the crankcase. The disadvantage with nickel-plated surfaces is the high sensitivity of the nickel (and its alloys) to sulfur-containing gases, i. H. the nickel sulfide formation at the grain boundaries lead to cold and red brittleness of the nickel.
In 1998, US refineries produced fuels with sulfur contents between ≤ 100 ppm and in some cases> 500 ppm (≙ 0.05 % by weight ).The EPA was in early 2000 on the assumption that 330 ppm of sulfur contained in US fuel on average. With the completion of Tier 2 , US refineries have been required to progressively reduce the sulfur content of the fuel. For the year 2004, an average sulfur content of 120 ppm (maximum 300 ppm) was allowed, until 2006, sulfur limits of an average of 30 ppm (maximum 80 ppm) had to be complied with. This corresponds to the (currently in Europe by desulphurization usual) sulfur-free motor gasoline .
Alpina
On the basis of the M60B40, Alpina built a power engine with the same displacement, which was used in the BMW Alpina B10 4.0 (saloon and touring) and in the B11 4.0 and some B8 4.0 for Japan, with an output of 232 kW.
In addition, there was a larger capacity second expansion stage with 4619 cc, which came in the B8 4.6 , and in the B10 4.6 (sedan and touring) used. This variant offers an output of 250 kW in the two B10s and 245 kW in the B8 due to a modified exhaust system.
Data
| engine | capacity | Bore × stroke | Valves / cyl. | compression | Power at 1 / min | Torque at 1 / min | construction time |
|---|---|---|---|---|---|---|---|
| M60B30 | 3.0 l (2997 cm 3 ) | 84.0 mm × 67.6 mm | 4 | 10.5: 1 | 160 kW (218 hp) at 5800 | 290 Nm at 4500 | 1992-1995 |
| M60B40 | 4.0 l (3982 cm 3 ) | 89.0 mm × 80.0 mm | 4 | 10.0: 1 | 210 kW (286 hp) at 5800 | 400 Nm at 4500 | 1992-1995 |
| Alpina | 4.0 l (3982 cm 3 ) | 89.0 mm × 80.0 mm | 4 | 10.8: 1 | 232 kW (315 hp) at 5800 | 410 Nm at 4600 | 1992-1994 |
| Alpina | 4.6 l (4619 cm 3 ) | 93.0 mm × 85.0 mm | 4 | 10.3: 1 | 245 kW (333 hp) at 5800 | 470 Nm at 4600 | 1992-1994 |
| Alpina | 4.6 l (4619 cm 3 ) | 93.0 mm × 85.0 mm | 4 | 10.3: 1 | 250 kW (340 hp) at 5800 | 470 Nm at 4600 | 1992-1994 |
Data Valve Control
Models
| Engine | Displacement | Power | Torque | Redline | Year |
|---|---|---|---|---|---|
| M60B30 | 3.0 L (2,997 cc (183 cu in)) | 160 kW (218 PS; 215 hp) @ 5800 | 290 N·m (214 lb·ft)) @ 4500 | 6500 | 1992 |
| M60B40 | 4.0 L (3,982 cc (243 cu in)) | 210 kW (286 PS; 282 hp) @ 5800 | 400 N·m (295 lb·ft)) @ 4500 | 6500 | 1992 |
M60B30
The M60B30 has a bore of 84 mm (3.3 in) and a stroke of 67.6 mm (2.7 in), for a displacement of 2,997 cc (183 cu in). Compression ratio is 10.5:1, giving an output of 160 kW (218 PS; 215 hp) at 5800 rpm and 290 N·m (214 lb·ft) at 4500 rpm.
BMW 7 series E32 730i specification
| Engine Size | 2997cc |
|---|---|
| Cylinders | 8 |
| Valves | 32 |
| Fuel Type | Petrol |
| Power | 218 bhp |
|---|---|
| Top Speed | 145 mph |
| 0-60 mph | 9.4 secs |
Applications:
- 1992-1995 E34 530i
- 1992-1994 E32 730i
- 1994-1996 E38 730i
M60B40
The M60B40 has a bore of 89 mm (3.5 in) and a stroke of 80 mm (3.1 in), for a total displacement of 3,982 cc (243 cu in). Compression ratio is 10.0:1,giving 210 kW (286 PS; 282 hp) at 5800 rpm and 400 N·m (295 lb·ft) at 4500 rpm. It had a forged crankshaft.
BMW 8 series E31 840i specification
| Engine Size | 3982cc |
|---|---|
| Cylinders | 8 |
| Valves | 32 |
| Fuel Type | Petrol |
| Power | 286 bhp |
|---|---|
| Top Speed | 155 mph |
| 0-60 mph | 6.7 secs |
| Torque | 420 Nm |
Applications:
- 1993-1995 E34 540i
- 1992-1994 E32 740i
- 1994-1996 E38 740i
- 1992-1996 E31 840i
- 1993-1998 De Tomaso Guarà
Nikasil damage from high-sulfur fuels
BMW used Nikasil- an aluminium, nickel, and silicon alloy- to line the cylinders of the M60 engines. In fuels with high sulfur content (such as used fuels sold in the United States, UK and South America), the sulfur damages the Nikasil bore lining, causing the engine to lose compression.BMW replaced engines under warranty and Nikasil was eventually replaced by Alusil.In the USA and UK, sulfur rich fuel is being phased out.Nikasil engines are unlikely to be a problem today, as cars with affected engines are off the road or have received replacement engines.
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BMW M57 Straight-6 Diesel engine
| From 1998 to present | |
|---|---|
 |
|
| Combustion chamber | |
| Configuration | Inline-6 Diesel engine |
| Displacement | 2497 cm3 2926 cm3 2993 cm3 |
| Cylinder bore | |
| Piston stroke | 80 × 82,8 mm 84 × 88 mm 84 × 90 mm |
| Cylinder block alloy | Cast iron Aluminum (TÜ2 onwards) |
| Valvetrain | DOHC |
| Compression ratio | 16,5-18:1 |
| Combustion | |
| Turbocharger | 1 Garrett or 2 BorgWarner turbochargers with intercooler |
| Fuel system | Common-Rail-Injection |
| Management | Bosch DDE 5.0 |
| Fuel type | Diesel fuel |
| Cooling system | Water-cooled |
| Output | |
| Power output | 120-210 kW |
| Torque output | 350-580 N·m |
The BMW M57 is a straight-6 diesel engine produced from 1998. It is produced in the upper Austrian engine plant in Steyr.
The BMW M57 is a water cooled turbocharged inline six-cylinder - diesel engine with common rail injection proper. Many features were essentially adopted from the previous M51 engine . The M57 received two technical revisions in about ten years of construction . The crankcase of the engine is made of gray cast iron until the second technical revision (TÜ2) , starting from the TÜ2 made of aluminum. In the course of TÜ2 and the engine combustion chamber has been redesigned.The injection pressure is at 2.5-liter base engine 1350 bar, with all other motors M57-1600 bar. The fuel is injected by solenoid valves, with the exception of the M57D30TÜ2OL and the M57D30TÜ2TOP with piezo injectors. The fuel pump comes just as the DDE-5-injection control device from Bosch . There are different combinations of turbochargers. Built in 2004, the M57D30TÜTOP has a KP39 high-pressure supercharger and a K26 low-pressure supercharger from BorgWarner . The M57 engines use a compression ratio of 16.5: 1 to 18: 1, , in particular the motors of the upper power levels with more than one turbocharger here have a lower compression. Each cylinder of an M57 has four valves, in total there are 24 valves. The valves are of two chain-driven overhead cam actuated. In the intake pipes of this motor are the date of construction, transmission and emission standard configuration swirl flaps . These cause the improvement of the Zylinderfüllgrads and thus the saving of fuel and emissions. In some cases, the swirl mechanics of the engine variants tend to break before the technical revisions (TU and TU2) under the permanent load of the swirl flaps made of metal here. This can cause dissolved swirl flaps to enter the combustion chamber and damage the piston and cylinder head. Since the first technical revision (TU), the swirl mechanism is made of plastic and the reliability increased.
Description
The M57 is a water-cooled and turbocharged inline six cylinder diesel engine with common-rail-injection. It was revised twice during its production time. It is based on its predecessor M51. The block and the crankcase of the first M57 engines and the TÜ (Technische Überarbeitung = revision) engines are made of cast iron, TÜ2 engines are made of aluminium instead. The combustion chamber was also changed in the TÜ2. The injection pressure is 1350 bar in the 2.5l engine, all other engines use a pressure of 1600 bar instead. For fuel injection, magnetic injectors are used, except from the TÜ2 OL and TOP engines, which make use of piezo injectors. The common-rail-system is made by Bosch and also controlled by a Bosch DDE 5 ECU.The M57 is equipped with one Garrett GT2556V turbocharger and an intercooler, except from the M57D30TÜTOP, which has a BorgWarner KP39 high-pressure and a K26 low-pressure turbocharger. The compression ratio reaches from 16,5:1 to 18:1, M57 engines with higher power output and more than one turbocharger have a lower compression ratio. Every cylinder has two inlet and two outlet valves as well as two chain-driven overhead camshafts.
Technical Data
| Engine | Bore × Stroke (mm) | Displacement | Power at min−1 | Torque at min−1 | Year |
|---|---|---|---|---|---|
| M57D25 | 80 × 82,8 | 2497 cm3 | 120 kW at 4000 | 350 Nm at 2000–2500 | 2000 |
| M57D25TÜ | 130 kW at 4000 | 400 Nm at 2000–2750 | 2004 | ||
| M57D30 | 84 × 88 | 2926 cm3 | 135 kW at 4000 | 390 Nm at 1750–3200 | 1998 |
| 410 Nm at 2000–3000 | |||||
| 142 kW at 4000 | 410 Nm at 1750–3000 | 2000 | |||
| M57D30TÜ | 84 × 90 | 2993 cm3 | 150 kW at 4000 | 410 Nm at 1500–3250 | 2003 |
| 160 kW at 4000 | 500 Nm at 2000–2750 | 2002 | |||
| 200 kW at 4400 | 560 Nm at 2000–2250 | 2004 | |||
| M57D30TÜ2 | 145 kW at 4000 | 400 Nm at 1300–3250 | 2006 | ||
| 170 kW at 4000 | 500 Nm at 1750–3000 | 2005 | |||
| 520 Nm at 2000–2750 | 2005 | ||||
| 173 kW at 4000 | 500 Nm at 1750–3000 | 2007 | |||
| 520 Nm at 2000–2750 | 2007 | ||||
| 210 kW at 4400 | 580 Nm at 2000–2250 | 2006 |
Applications
- M57D25 Engine
- 2000 to 2003 BMW E39 525d engine Engine specification
-
Engine Size 2497cc Cylinders 6 Valves 24 Fuel Type Diesel -
Power 163 bhp Top Speed 136 mph 0-60 mph 8.6 secs Torque 350 Nm CO2 Emissions 179 g/km Euro Emissions Standard 3 Miles Per Tank 646 miles
- 2000–2003 in the BMW E39 525d (120 kW)
- 2001–2003 in the Opel Omega B 2.5DTI (110 kW)
5 Series (E39) 2,5D 525d 120
- No. of cylinders Type 6/DOHC
- Capacity 2497cc
- Compression ratio 17 5:1
- Fuel/injection pump assembly Make Bosch type Common rail
- Fuel feed/lift pump delivery pressure 2-3,5 bar
- Water temperature 80 °C Thermostat open 88°C
- Smoke opacity - EU limit 3,00 (73) m-1 (%)
- Glow plug activation time 4-9 secs
- Valves INLET-EXHAUST Hydraulic
- Oil pressure 4,2 bar
- Radiator cap 1,4 bar
Lubricants and capacities - Engine with filter 6,5 litres
- Engine oil grade - cold or normal climate 0W/40 SAE Synthetic or 5W/30 Synthetic
- Engine oil grade - hot climate 5W/40 Synthetic SAE
- M57TÜD25 Engine
2003–2007 in the BMW E60/E61 525d (130 kW)
- M57D30 Engine
- Range Rover L322 2002 to 2012 Engine specification
-
Engine Size 2926cc Cylinders 6 Valves 24 Fuel Type Diesel -
Power 174 bhp Top Speed 111 mph 0-60 mph 12.7 secs Torque 390 Nm, 288 ft-lb CO2 Emissions 299 g/km Euro Emissions Standard 3 Miles Per Tank 572 miles
- 130 kW and 390 Nm
- in the Range Rover L322
- 135 kW and 390 Nm
- in the E39 as 530d
- in the E46 as 330d/330xd
- 135 kW and 410 Nm
- in the E38 as 730d
- in the E53 as X5 3.0d
- 142 kW and 410 Nm
- in the E39 as 530d
- 142 kW and 430 Nm
- in the E38 as 730d
- M57TÜD30 Engine
- BMW E53 X5 3.0d Engine specification
-
Engine Size 2926cc Cylinders 6 Valves 24 Fuel Type Diesel -
Power 184 bhp Top Speed 124 mph 0-60 mph 9.8 secs Torque 410 Nm CO2 Emissions 233 g/km Euro Emissions Standard 3 Miles Per Tank 654 miles
- 150 kW and 410 Nm
- in the E46 as 330d/330Cd/330xd
- in the E83 as X3 3.0d
- 160 kW and 500 Nm
- in the E53 as X5 3.0d
- in the E60/E61 as 530d/530xd
- in the E65/E66 as 730d
- in the E83 as X3 3.0d
- 200 kW and 560 Nm
- in the E60/E61 as 535d
- M57TÜ2D30 Engine
- 145 kW and 400 Nm
- in the E90/E91 as 325d
- in the E60/E61 as 525d
- 170 kW and 500/520 Nm
- in the E65/E66 as 730d
- in the E90/E91 as 330d/330xd
- in the E60/E61 as 530d/530xd
- 173 kW and 500/520 Nm
- in the E60/E61 as 530d
- in the E70 as X5 xDrive30d
- in the E71 as X6 xDrive30d
- M57D30TÜTOP Engine
- E71 X6 xDrive35d engine specification
-
Engine Size 2993cc Cylinders 6 Valves 24 Fuel Type Diesel -
Power 281 bhp Top Speed 147 mph 0-60 mph 6.7 secs Torque 580 Nm, 428 ft-lb CO2 Emissions 220 g/km Euro Emissions Standard 4
- 210 kW and 580 Nm
- in the E60/E61 as 535d
- in the E63/E64 as 635d
- in the E70 as X5 3.0sd
- in the E71 as X6 xDrive35d
- in the E83 as X3 3.0sd
- in the E90/E91/E92/E93 as 335d
- Details
- Parent Category: Engines Makes
- Category: Bmw Engines
BMW M54 S54 Straight-6 Engine
From 2000 to 2006
The BMW M54 is a straight-6 DOHC piston engine which replaced the M52 and was produced from 2000-2006. There was no "technical update" (TU) version of the M54 produced, therefore the engine specifications remained the same throughout its 7-year production. The M54 began to be phased out following the introduction of the BMW N52 in 2004.
This a series of inline six-cylinder engines with four-valve technology, which made its debut in 2000. It is the further development of the BMW M52 and was replaced in 2004 by the BMW N52 . The M54 engines have a camshaft adjustment for inlet and outlet side ( stepless double VANOS ). Crankcase and cylinder head are made of aluminum.
Compared to its predecessor M52, the displacement of the M54B22 and M54B30 has been increased by a slightly longer stroke of 0.2 l each. The partially significant increases in output (28 kW in the case of the 3-liter engine) were, however, achieved for the most part by reducing the flow resistance on the inlet and outlet side of the engine.
According to BMW, the resonance intake system already introduced in the M52TU in 1998 was designed to enable a high degree of cylinder filling over a wider engine speed range through a speed-dependent two-stage variation of the effective intake pipe length, thus ensuring improved elasticity. The variable control of the exhaust valves should also optimize the torque in the lower speed range.
The M54 was installed in the models Z4 2.2, 2.5 and 3.0 respectively from 2002 to 2005. From 2006, the M54 installed in the Z4 was replaced by the N52 engine. In addition, he came in the 3 Series E46 series as 320i, 325i and 330i, in the 5 Series E39 as 520i, 525i and 530i, in the 5 Series E60 as 520i, 525i and 530i and in the 7 Series E65 as 730i used. In the Z3 he was from 2000 to 2002 as 2.2i and 3.0i installed.
The 3-liter version M54B30 was on the annual list "the 10 Best Engines" of the American trade magazine "Ward's Auto World" from 2001 to 2003.
The first introduced M54 variant with 3 liters of displacement and 170 kW / 231 hp already fulfilled the exhaust emission limits D4 and ULEV (Ultra Low Emissions Vehicle) . The BMW M56, the emission-optimized version of the BMW M54, met the even stricter SULEV emission standard (Super Ultra Low Emissions Vehicle) .
The main differences between the M54 and its M52TU predecessor are the non-return fuel system, a fully electronic throttle (without mechanical backup), an electronically controlled thermostat and that the North American engines no longer use an iron block. The M54 uses an aluminium block and aluminium cylinder head with cast iron cylinder liners and, like the M52TU, the M54 features variable valve timing to both camshafts (called dual VANOS by BMW) and a dual length intake manifold (called "DISA" by BMW).
Models
| Engine | Displacement | Power | Torque | Redline | Bore | Stroke | Compression ratio | Year |
|---|---|---|---|---|---|---|---|---|
| M54B22 | 2,171 cc (132 cu in) | 125 kW (168 hp) @ 6100 rpm | 210 N·m (155 lb·ft) @ 3500 | 6500 | 80 mm (3.1 in) | 72 mm (2.8 in) | 10.8:1 | 2000 |
| M54B25 | 2,494 cc (152 cu in) | 141 kW (189 hp) @ 6000 rpm | 245 N·m (181 lb·ft) @ 3500 | 6500 | 84 mm (3.3 in) | 75 mm (3.0 in) | 10.5:1 | 2000 |
| M54B30 | 2,979 cc (182 cu in) | 170 kW (228 hp) @ 5900 rpm | 300 N·m (221 lb·ft) @ 3500 | 6500 | 84 mm (3.3 in) | 89.6 mm (3.5 in) | 10.2:1 | 2000 |
| S54B32 | 3,246 cc (198 cu in) | 256 kW (343 hp) @ 7900 rpm | 365 N·m (269 lb·ft) @ 4900 | 8000 | 87 mm (3.4 in) | 91 mm (3.6 in) | 11.5:1 | 2000 |
M54B22
The 2,171 cc (132 cu in) M54B22 produces 125 kW (168 hp) at 6100 rpm and 210 N·m (150 lb·ft) of torque at 3500 rpm.
E39 520i Performance
| Power | 170 bhp |
|---|---|
| Top Speed | 137 mph |
| 0-60 mph | 9.9 secs |
| Torque | 210 Nm |
| CO2 Emissions | 237 g/km |
| Euro Emissions Standard | 3 |
| Miles Per Tank | 431 miles |
Applications:
- 2000-2006 E46 320i, 320Ci
- 2000-2003 E39 520i
- 2000-2002 E36/7 Z3 2.2i
- 2003-2005 E85 Z4 2.2i
- 2003-2005 E60/E61 520i
M54B25
The M54B25 is a 2,494 cc (152 cu in) engine with an 84 mm (3.3 in) bore and 75 mm (3.0 in) stroke. Output is 141 kW (189 hp) at 6000 rpm and 245 N·m (181 lb·ft) of torque at 3500 rpm.
E83 X3 2.5i Performance
| Power | 189 bhp |
|---|---|
| Top Speed | 129 mph |
| 0-60 mph | 8.6 secs |
| Torque | 245 Nm, 181 ft-lb |
| CO2 Emissions | 272 g/km |
| Euro Emissions Standard | 4 |
| Miles Per Tank | 368 miles |
Applications:
- 2000-2002 E36/7 Z3 2.5i
- 2000-2006 E46 325i, 325xi, 325Ci
- 2000-2004 E46/5 325ti
- 2000-2004 E39 525i
- 2003-2005 E60/E61 525i, 525xi
- 2003-2006 E83 X3 2.5i
- 2002-2005 E85 Z4 2.5i
M54B30
At 2,979 cc (182 cu in), the M54B30 is the largest M54 engine. The extra capacity is achieved using an increased stroke of 89.6 mm (3.5 in). Power is 170 kW (230 hp) at 5,900 rpm and torque is 300 newton metres (220 lb·ft) at 3,500 rpm.There was also a slightly more powerful version of the M54B30 that could be ordered as part of the M Performance package in Canada or the Performance package in the USA. This engine used different camshafts and reprogrammed engine management to develop 175 kW (235 hp) at 5,900 rpm and 301 newton metres (222 lb·ft) at 3500 rpm and have a slightly higher redline of 6800 rpm (although the Canadian cars still show the limiter at 6500 rpm on the tachometer).
The M54B30 was on the Ward's 10 Best Engines list through 2001-2003.
E85 Z4 3.0i Performance
| Power | 231 bhp |
|---|---|
| Top Speed | 155 mph |
| 0-60 mph | 5.7 secs |
| Torque | 300 Nm |
| CO2 Emissions | 221 g/km |
| Euro Emissions Standard | 4 |
| Miles Per Tank | 375 miles |
Applications:
- 2000-2006 E46 330i, 330xi, 330Ci
- 2000-2004 E39 530i
- 2000-2002 E36/7 Z3 3.0i
- 2003-2005 E60 530i
- 2002-2005 E85 Z4 3.0i
- 2003-2006 E83 X3 3.0i
- 2000-2006 E53 X5 3.0i
- 2002-2005 E65/E66 730i, 730Li
S54
The S54 with the internal engine designation S54B32 is an engine of the BMW M GmbH and was introduced in 2000 in the M3 of the series E46 . The engine is not based on the M54 engine of the BMW AG vehicles, but was developed from the predecessor, the BMW S50B32 , installed mainly in the BMW M3 of the E36 series . The S54 is a 3246 cc high-speed in- line six-cylinder engine. The engine has a camshaft adjustment for inlet and outlet ( stepless high pressure double VANOS). He weighs 212 kg.
The BMW S50B32 sports engine built into the BMW M3 E36 had , according to many, reached the maximum power level. The main reason for this was the operating design effort and the already almost maxed-out cylinder spacing. This was a further increase in capacity and thus increase performance in the way. As part of the extensive revision, the design features of the S50 were adopted (gray cast iron block, single throttle, double VANOS, exhaust manifold, etc.), but largely revised in almost every detail. There was still a slight increase in displacement against the S50B32 from 3.201 cm 3 to 3,246 cm 3 and an increase of the rated speed of 7,400 min -1 to 7900 min -1reached. The power increased compared to the S50B32 by almost 7% from 236 to 252 kW, the torque of 350 Nm at 3250 min -1 to 365 Nm at 4900 min -1 (data see also web link auto motor und sport.de).
The BMW M3 E90 was replaced by the BMW S65 , a high-revving 4-liter V8 engine.
Furthermore, there is a P54 version with 2 l displacement from 2003 . The cylinder head and the one-piece cylinder block are made of aluminum, with the block used cast iron liners. So the engine weighs 137 kg. When the piston is forged skirt pistons with connecting rods for high-strength steel connecting rods. Six high-performance pencil ignition coils with integrated ignition drivers are used for the ignition. The BMW Motorsport 12A-R6 engine control unit uses three powerful microprocessors; the injection is cylinder-selective.
The S54 is the high performance equivalent to the M54. It was used in the E46 M3, Z3 M Coupé / Roadster, and the E85 Z4 M Roadster / E86 M Coupe. The S54 is technically an evolution of the iron-block S50B32. It shares few major components with the S50 and differences include:
- Increased cylinder bore to 87 mm (from 86.4 mm) for a new total displacement of 3,246 cc (from 3,201 cc)
- Modified camshafts
- Block deck taller by 20mm
- High pressure Double VANOS continuously variable valve timing system with faster operation at high rpm
- Increased compression to 11.5:1 (from 11.3:1)
- More advanced BMW/Siemens MSS 54 engine management control
- Finger-type rocker arms for reduced reciprocating mass and friction
- One-piece aluminum head casting for lighter weight
- Scavenging oil pump to maintain pressure during heavy cornering
S54B32
Z3 M Coupé / Roadster Performance
| Power | 321 bhp |
|---|---|
| Top Speed | 155 mph |
| 0-60 mph | 5.2 secs |
| Torque | 350 Nm, 258 ft-lb |
| CO2 Emissions | 268 g/km |
| Euro Emissions Standard | 2 |
Applications:
- 2000-2006 E46 M3 (except North America) 252 kW (338 hp; 343 PS), 365 N·m (269 lb·ft)
- 2000-2006 E46 M3 (North America only) 248 kW (333 hp; 337 PS), 355 N·m (262 lb·ft)
- 2000-2002 E36/7 Z3M (except North America) 239 kW (325 PS), 354 N·m (261 lb·ft)
- 2000-2002 Z3 M Coupé / Roadster (North America only) 235 kW (315 hp), 341 N·m (252 lb·ft)
- 2002-2011 Wiesmann Roadster MF3 256 kW (348 PS), 365 N·m (269 lb·ft)
- 2003 E46 M3 CSL 265 kW (360 PS), 370 N·m (270 lb·ft)
- 2006-2008 E85/E86 Z4M (except North America) 252 kW (343 PS), 365 N·m (269 lb·ft)
- 2006-2008 E85/E86 Z4M (North America only) 246 kW (330 hp), 355 N·m (262 lb·ft)
S54B32HP
The upgraded S54 engine used in the E46 M3 CSL, officially designated S54 B32HP, has a high flow carbon fiber air intake, modified valve and camshaft timing, and a retuned DME using a MAP sensor instead of the MAF sensor found in a standard M3. However, the engine is further modified in order to reduce weight – it features a lightweight exhaust manifold (made standard on late models of the normal M3) and thinner exhaust piping. Additionally, the intake and exhaust manifolds are slightly straightened to improve engine responsiveness.