• inline 6-cylinder 24-valve engine
• aluminum Aluminum Carter Alsicu3 slept with pressed cylinder sleeves from gray cast iron
• aluminum cylinder head
• multilayer Metal Gasket Cylinder Block Head
• changed crankshaft at M54V22 / M54V30
• internal cranked metal-ceramic incremental wheel
• oil pump and separate oil level sewan
• cyclone Oil Separator with New Introduction to Inlet System
• system of gas distribution with a variable phase opening of valves for camshafts inlet and exhaust valves \u003d Doppel-Vanos
• modified camshafts inlet valves for M54B30
• changed pistons
• "Kolotny" rod (manufactured using fault technology) for engines B22 and B25
• software control thermostat
• throttle valve With electric drive (EDK)
• three-part suction module with an electrically adjustable resonant damper and turbulent system
• two-position built-in exhaust manifold catalysts located next to the engine
• control lambda probes for catalyst
• the power supply system is a pump and valve (depending on the requirements for the toxicity of OG)
• ventilation Carter

Characteristics of BMW M54B22.

This is the basic version motor BMW M54 with electronic control Siemens MS43.0, which debuted in the fall of 2000 and was based on a 2-liter M52. Installed M54B22 on:

• / 320CI

M54B22 torque curve against M52B20

Characteristics of BMW M54B25

2.5-liter M54B25 was created on the basis of the predecessor and retained in itself the same power characteristics and dimensional parameters.

It was installed on:

• (for the USA)
• / 325xi.
• BMW E46 325CI.
• BMW E46 325Ti

M54B25 VS M52B25 torque curve

Characteristics BMW M54B30.

Top 3-liter version of the engine of the M54 family. In addition to increasing volume, compared with the most powerful B28 predecessor, the M54B30 has changed mechanically, namely, new pistons are installed, which have a short skirt compared to M52TU and have been replaced piston ringsto reduce friction. The crankshaft for the 3-liter M54 was taken from - installed on. The DOHC gas distribution phases are changed, the elevator is increased to 9.7 mm, and new valve springs were installed to increase the lifting force. The intake manifold is modified by 20 mm shorter. The diameter of the tubes increased slightly.
M54B30 was applied to:

• / 330xi.
• BMW E46 330CI

M54B30 VS M52B28 torque curve

BMW M54 Engine Characteristics

	M54B22.	M54B25	M54B30.
Volume, cm³	2171	2494	2979
Cylinder diameter / piston stroke, mm	80,0/72,0	84,0/75,0	84,0/89,6
Valves on Tsilingr	4	4	4
Compression ratio ,: 1	10,7	10,5	10,2
Power, hp (kW) /ob.min	170 (125)/6100	192 (141)/6000	231 (170)/5900
Torque, Nm / Ob.min	210/3500	245/3500	300/3500
Maximum rotational speed, circuit	6500	6500	6500
Working temperature, ~ ºC.	95	95	95
Engine weight, ~ kg	128	129	120

Engine structure

BMW M54 Engine Structure

Block Carter

M54 Engine Carter is borrowed from M52TU. It can be compared with the engine M52 model Z3 of 2.8 liters. It is made of aluminum alloy with pressed gray cast iron sleeves.

These engines have a block Carter unified for cars in any export performance. There is a possibility of disposable processing of cylinder mirrors (+0.25).

M54 engine crankcard: 1 - block of cylinders with pistons; 2 - bolt with hexagon head; 3 - threaded plug M12x1.5; 4 - Threaded plug M14x1,5-ZNNIV; 5 - A14x18-Al sealing ring; 6 - centering sleeve d \u003d 10,5mm; 7 - centering sleeve d \u003d 14,5mm; 8 - centering sleeve d \u003d 13,5mm; 9 - mounting pin M10x40; 10 - mounting pin M10x40; 11 - M24x1.5 threaded plug; 12 - intermediate insert; 13 - a hex head bolt with a washer;

Crankshaft

For M54B22 and M54B30 engines, the crankshaft has been adapted. So in M54B22 the stroke of the piston is 72 mm, and M54B30 is 89.6 mm.

The engine with a volume of 2.2 / 2.5 liters crankshaft is made of iron with spherical graphite. Due to higher power, the engines of 3.0 liters are used stamped steel crankshaft. The masses of the crankshafts were optimally balanced. Such an advantage as high strength contributes to a decrease in vibrations and improve comfort.

The crankshaft has (similar to the M52TU engine) 7 indigenous bearings and 12 counterweights. The centering bearing is installed on the sixth support.

The crankshaft of the M54 motor shaft: 1 - a circulating crankshaft with bearing liners; 2 and 3 - insert of the stubborn bearing; 4 - 7 - Bearing liner; 8 - wheel of the pulse sensor; 9 - locking bolt with gear borders;

Pistons and connecting rods

The M54 engine pistons are improved in order to reduce the toxicity of OG, on all engines (2.2 / 2.5 / 3.0 liters) have an identical design. Piston skirt graphitized. This method reduces noise and friction.

M54 motor piston: 1 - MAHLE piston; 2 - spring retaining ring; 3 - repair kit of piston rings;

Pistons (that is, the engines) are designed to use the ROZ 95 fuel (unleaded super). In extreme cases, you can use the fuel of the brand not lower than ROZ 91.

The engine rods with a volume of 2.2 / 2.5 liters are made of special forged steel, capable of forming a fragile break.

Engine connecting rod M54: 1 - a rolled rolling rod set; 2 - sleeve of the lower head rod; 3 - rod bolt; 4 and 5 - Bearing liner;

The length of the connecting rod at M54B22 / M54B25 is 145 mm, and M54B30 - 135 mm.

Flywheel

On cars S. automatic box Gear flywheel - solid steel. On cars S. mechanical box The gearbox uses a two-mask flywheel (ZMS) with hydraulic damping.

Machwheel automatic transmission in engine M54: 1 - flywheel; 2 - centering sleeve; 3 - spacer washer; 4 - slave disk; 5-6 - hexagon bolt;

Self-adjusting clutch (SAC - self adjusting chlutch), which is used with one of mechanical PPC Since the beginning of mass production, has a reduced diameter, which leads to a lower torque of the masses and, thereby, to the best switching of the gearbox.

Makp flywheel in Engine M54: 1 - two-time flywheel; 3 - centering sleeve; 4 - hexagon bolt; 5 - radial ball bearing;

Dramper vibration damper

For this engine A new vibration damper was developed. In addition, the damper of the revolving oscillations of another manufacturer is also used.

The dramatic oscillation damper is unicasic, rigidly fixed. Damper is balanced from the outside.

To install the central bolt and the damper of the steep oscillations will be used a new device.

M54 engine damper: 1 - vibration damper; 2 - bolt with hexagon head; 3 - Piercing washer; 4 - asterisk; 5 - segment swing;

Driver auxiliary I. hinged equipment performs a polyclinic belt that does not require maintenance. It is tensioned with a spring-loaded or (with appropriate special equipment) of the hydro-depreciable tensioner.

Lubrication system and oil crankcase

Oil supply is carried out by a two-section pump of the type rotor with a built-in oil pressure adjustment system. It is activated from crankshaft Through a chain.

Oil leveling is installed separately.

To give stiffener, metal corners are installed on the M54B30 crankshaft.

Head block cylinder

Aluminum GBC M54 does not differ from the M52TU GBC.

The head of the M54 engine cylinder block: 1 is the head of the cylinder block with supporting straps; 2 - Supported Planck Face release; 3 - centering sleeve; 4 - nut flange; 5 - valve guide sleeve; 6 - inlet valve seat ring; 7 - Ring of the graduation valve seat; 8 - centering sleeve; 9 - installation pin M7x95; 10 - mounting pin M7 / 6x29.5; 11 - Installation pin M7x39; 12 - mounting pin M7x55; 13 - Installation pin M6x30-Zn; 14 - mounting pin D \u003d 8.5x9mm; 15 - mounting pin M6x60; 16 - centering sleeve; 17 - lid; 18 - threaded plug M24x1.5; 19 - M8X1 threaded plug; 20 - Threaded plug M18x1.5; 21 - Lid 22.0mm; 22 - lid 18.0mm; 23 - threaded plug M10x1; 24 - A10x15-Al sealing ring; 25 - M6x25-Zn mounting pin; 26 - 10.0mm cover;

To reduce weight, the cylinder head cover is made of plastic. In order to avoid noiseing, it is undesserly connected to the head of the cylinder block.

Valves, valve drive and gas distribution

Valve drive generally differs not only low weight. It is also very compact and hard. This, among other things, contributes to the maximum size of the hydraulic elements of the gap compensation.

The springs were adapted to the increased movement of the valves in the M54B30.

Gas distribution mechanism in M54: 1 - camshaft inlet valves; 2 - camshaft of exhaust valves; 3 - inlet valve; 4 - exhaust valve; 5 - Remkomplekt oil recovery caps; 6 - springs plate; 7 - valve spring; 8 - Plate of spring springs; 9 - Truck valve; 10 - hydraulic plate pusher;

Vanos

As with M52TU, on M54, the change in the phases of the gas distribution of both distribution shafts is carried out using Doppel-Vanos.

The camshaft of the inlet valves M54B30 was recycled. This led to a change in the phases of gas distribution, which are shown below.

Adjustment of the engine camshafts M54: UT - lower dead dot; Ot - top dead dot; A - camshaft inlet valves; E - camshaft of exhaust valves;

Inlet system

Suction module

The inlet system was adapted to the changed power values \u200b\u200band the working volume of the cylinders.

Engines M54B22 / M54B25 pipes were shortened by 10 mm. The cross section was increased.

M43B30 pipes were shortened by 20 mm. Cross section, also increased.

The engines obtained a new guide of the absorbable air.

Carter is ventilated through the injection valve on the hose to the distribution bar. Changed the connection with the distribution plate. It is now located between the cylinders 1 and 2, as well as 5 and 6.

Engine intake system M54: 1 - intake pipeline; 2 - a set of profile pads; 3 - air temperature sensor; 4 - Ring of Round section; 5 - adapter; 6 - ring of round segment 7x3; 7 - executive node; 8 - valve adjustment of hr .t-shaped Bosch; 9 - Valve Bracket idle move; 10 - rubber socket; 11 - Rubber-metal hinge; 12 - TORX Bolt with M6x18 washer; 13 - screw with a semiplot head; 14 - Hex nut with washer; 15 - cap d \u003d 3,5mm; 16 - cap nut; 17 - cap d \u003d 7.0mm;

OG

The OG system on the M54 engine is used catalystswhich were aligned with the limit values \u200b\u200bof the EU4 norm.

On models with a left steering wheel, two catalysts are used next to the engine.

On cars with a right steering wheel used primary and main catalysts.

System of preparation and adjustment of the working mixture

The PRRS system is similar to the M52TU engine. Available changes are listed below.

• throttle with electric drive (EDK) / idle valve
• compact thermoenemometric air flow meter (HFM type B)
• spray nozzles at an angle (M54B30)
• fuel Return Pipeline:
  • only before fuel filter
  • there is no return fuel line from the fuel filter to the distribution highway
• diagnostic function of leaks in fuel tank (USA)

The M54 engine uses the Siemens MS 43.0 control system taken from. The system includes an electrical throttle (EDK) and pedal position sensor (PWG) to control the engine power.

Siemens MS43 Engine Management System

MS43 is a two-processor the electronic unit Management (ECU). It is a revised MS42 unit with additional components and functions.

The two-processor ECU (MS43) consists of the main and control processors. Due to this, the security concept is carried out. ELL (Electronic Engine Power Adjustment System) is also integrated into the MS43 unit.

The control unit connector has 5 modules in the case with a single-row conclusion location (134 pins).

For all M54 engine variants, the same MS43 unit is used, which is programmed for use with a specific option.

Sensors / Executive Mechanisms

• lambda probes Bosch LSH;
• camshaft position sensor (static Hall sensor);
• crankshaft position sensor (dynamic Hall sensor);
• oil temperature sensor;
• temperature at the outlet of the radiator (electric fan / programmable cooling);
• HFM 72 type B / 1 firm Siemens for M54B22 / M54B25
  HFM 82 Type in / 1 Siemens for M54B30;
• the function of the tempo, integrated into the MC43 block;
• electromagnetic valves Vanos system;
• resonant exhaust damper;
• EWS 3.3 with a connections to the K-BUS bus;
• thermostat with electrical heating;
• electric fan;
• plizer of additional air (depending on the requirements for the toxicity of OG);
• dMTL fuel tank diagnostic module (US only);
• EDK - throttle with electric drive;
• resonant damper;
• fuel tank ventilation valve;
• idling regulator (ZDW 5);
• pedal position sensor (PWG) or accelerator pedal module (FPM);
• height sensor built into MS43 as an integrated circuit;
• diagnostics of the main contact relay 87;

Volume of functions

Silence valve

To optimize noise level, control of the silencer damper is possible depending on the speed of rotation and load. This damper is used on cars BMW E46 with engine M54B30.

The activation of the silencer flap is carried out as the MS42 block.

Excess Ignition Pass

The principle of control over the level of ignition skipping level does not differ from MS42 and is equally valid for models for ECE and USA. The signal from the crankshaft position sensor is estimated.

If the ignition pass is recognized through the crankshaft position sensor, they differ and evaluated in two criteria:

• First, the ignition skipping worsen the toxicity of ogs;
• Secondly, ignition passages can even damage the catalyst due to overheating;

Ignition Pass, Doing Environmental

Ignition skipping, worsening exhausting indicators, are controlled with the frequency of 1000 engine speed.

If the border is exceeded in the computer, a malfunction is written to the diagnostic unit. If during the second check cycle and this level will be exceeded, the warning lamp will turn on in a combination of instruments (check-engine), and the cylinder will be disconnected.

This lamp is also activated by the models for ECE.

Ignition Pass, Leading to Catalyst Damage

Ignition passages that can damage the catalyst are controlled with a frequency of 200 engine speeds.

As soon as the ignition skip level is laid down in the computer, depending on the frequency and load, the warning lamp (check-engine) immediately turns on and the injection signal is turned off into the appropriate cylinder.

Information from the fuel level sensor in the tank "POP is empty" is issued on a DIS tester as a diagnostic indication.

Another existing shunt resistance 240 Ω of the ignition system circuits is only the input parameter to control the level of ignition pass.

As a second function on this wire control of the ignition system chains in the memory for diagnostic purposes, malfunctions are recorded exclusively for the ignition system.

Motion speed signal (signal V)

The V signal enters the engine control system from the ECU aBS systems (Right rear wheel).

Speed \u200b\u200blimit (limit V MAX) is also carried out by closing the throttle (EDK) using an electric drive. If there is a malfunction EDK, the V MAX limit is carried out through the cylinder turning off.

The second signal of the speed of movement (averaged value of the signals from both front wheels) is transmitted by tire can.. It, for example, is also used by the FGR system (system of maintaining a given speed).

Crankshaft position sensor (KWG)

The crankshaft position sensor is a dynamic Hall sensor. The signal comes only with the engine running.

The sensor wheel is installed directly on the shaft in the 7th root bearing area, and the sensor itself is under the starter. Cylinder ignition skill recognition is also carried out by this signal. The control of ignition passage is based on the control of the crankshaft acceleration. If the ignition is skipped in one of the cylinders, then the crankshaft at a time when it describes a certain segment of the circle, falls angular velocity in comparison with the rest of the cylinders. Upon exceeding the calculated malfunction values, ignition skips are recognized individually for each cylinder.

The principle of optimizing toxicity while joining the engine

After turning off the engine (contact 15), the ignition system M54 is not de-energized, and already injected fuel combines. This positively affects the toxicity parameters after the engine jamming and when it is repeated.

Air flow meter HFM.

Siemens air flow meter functions have not changed.

M54B22 / M54B25	M54V30.
HFM diameter	HFM diameter
72 mm	82 mm

Idling regulator

By the idling regulator of the ZWD 5, the MC43 block defines the specified idle speed value.

The idle adjustment is carried out using a pulse duty with the main frequency of 100 Hz.

The tasks of the idle regulator are as follows:

• ensuring the required amount of air when started, (at temperatures< -15C дроссельная заслонка (EDK) дополнительно открывается с помощью электропривода);
• pre-driving force control for the corresponding specified rotational and load frequency value;
• idling adjustment for the corresponding rotational speed values \u200b\u200b(fast and accurate adjustment is carried out through ignition);
• control of turbulent air flow for idling;
• limit of discharge (blue smoke);
• improving comfort when switching to forced idling mode;

Pre-load control through the idle regulator is adjusted when:

• included air conditioner compressor;
• support from the site;
• different frequencies of the electric fan;
• inclusion of "running" position;
• adjustment of the charging balance;

Crankshaft rotation frequency limit

Restricting the rotational speed of the crankshaft depends on the transfer.

First adjustment is performed soft and comfortably via EDK. When the speed of rotation becomes\u003e 100 rpm, then it is limited to the more rigidly shutting down the cylinder.

That is, with high gear, the restriction is comfortable. With low gear and idling the restriction is tougher.

Inlet / Exhaust Valves camshaft position sensor

The camshaft position sensor on the inlet side is a static Hall sensor. It gives the signal even when the engine is turned off.

The camshaft position sensor is used in order to recognize a series of cylinders for pre-injection, for synchronization purposes, as a rotational speed sensor, when the crankshaft sensor fails, as well as to adjust the position of the camshaft of the ink valves (VANOS). The output valve camshaft position sensor is used to adjust the camshaft position of the exhaust valve camshaft (VANOS).

Caution when assembling work!

Even a slightly intended sensor wheel can lead to incorrect signals and, thus, to the emergence of malfunctions and negative effects on operation.

TEV fuel tank ventilation valve

The fuel tank ventilation valve is activated by a signal with a frequency of 10 Hz and is normal-closed. It has a lightweight design and therefore looks somewhat different, but it can be compared to the functions with the serial detail.

Ussaying stringy pumps

There is no disconnecting valve of the suction jet pump.

Block diagram of the suction jet pump M52 / M43:
1 — Air filter; 2 - air flow meter (HFM); 3 - engine throttle; 4 - engine; 5 - suction pipe; 6 - idling valve; 7 - block MS42; 8 - Pressing the brake pedal; 9 - brake amplifier; 10 - Brake mechanisms wheels; 11- suction jet pump;

Sensor of the specified value

The value specified by the driver is recorded by the sensor in the foot space. This uses two different components.

The Pedal position sensor (PWG) is installed on the BMW Z3, \u200b\u200band the accelerator pedal module (FPM) is installed on all other vehicles.

The PWG driver defined value is determined by the dual potentiometer, and in FPM - using the Hall sensor.

Electric signals 0.6 V - 4.8 V at channel 1 and in the range of 0.3 V - 2.6 V at the channel 2. Channels do not depend on each other, it provides more high reliability Systems.

Point of Kick-Down mode in cars with automatic gearbox Recognized during the evaluation by software of limit voltage values \u200b\u200b(approximately 4.3 V).

Sensor of the specified value, emergency mode

When the PWG or FPM malfunction appears, the engine emergency program is launched. Electronics limits the engine torque in such a way that further movement is possible only conditionally. The EML warning lamp lights up.

When you easily leave the second channel, the engine is turned on. At idle are possible two values \u200b\u200bof rotation frequency. It depends on whether the brake is pressed or released. Additionally, the Check Engine lamp lights up.

Electric throttle (EDK)

EDK movement is carried out by a DC electric motor with a gearbox. Activation is carried out by a signal with pulse modulation. The throttle opening angle is calculated by the signals of the driver specified by the driver (PWG_IST) from the accelerator pedal module (PWG_IST) or the pedal position sensor (PWG) and the commands of other systems (ASC, DSC, MRS, EGS, the speed of rotation of the crankshaft at idle and t. d.).

These parameters form a preliminary value, on the basis of which the EDK and LLFS control is controlled through the ZWD 5 controller (control of idling).

In order to achieve an optimal twist in the combustion chamber, only the ZWD 5 idle regulator will first open to control filling at idle (LLFS).

Pulse with a 250% (MTCPWM) pulse, the electric drive holds the EDK at the end of the idle position.

This means that in the lower range of load (movement at a constant speed of about 70 km / h) control is carried out only through the idle regulator.

EDK tasks are as follows:

• the conversion of the driver specified value (FPM or PWG signal) is also a system of maintaining a given speed;
• conversion of an emergency engine mode;
• transformation of the load connection;
• v MAX restriction;

The position of the throttle valve is determined through the potentiometers, the output voltages of which vary inversely proportionally to each other. These potentiometers are on the throttle roller. The electrical signals range in the range of 0.3 V - 4.7 V in the potentiometer 1 and in the range of 4.7 V - 0.3 V in the potentiometer 2.

EML Security Concept for EDK

EML security concept similar concept.

Load control through idling valve and throttle valve

The idle adjustment is carried out through the idle valve. When a higher load is requested, ZWD and EDK interact.

Emergency throttle

The diagnostic functions of the computer can recognize both electrical and mechanical throttle malfunctions. Depending on the nature of the malfunction, the Signal Lamps EML and CHECK Engine light up.

Electrical malfunction

Electrical faults are recognized by potentiometer voltage values. If the signal of one of the potentiometers disappears, the maximum allowed throttle opening angle is limited to 20 ° DK.

If signals are disappeared from both potentiometers, it is impossible to recognize the throttle position. The throttle is turned off in combination with the Fuel Supply Function (SKA) function. The rotational frequency is now limited to 1300 rpm so that it can be, for example, leave the danger zone.

Mechanical malfunction

The throttle can be a tight move or it can dine.

ECU is also able to recognize it. Depending on how severe and dangerous malfunction is distinguished by two emergency programs. A severe malfunction causes a turning off the throttle in combination with the Fuel Supply Function Function (SKA) function.

Malfunctions representing a smaller safety risk allow further movement. The rotational frequency is now limited depending on the values \u200b\u200bspecified by the driver. This emergency mode called an emergency air supply mode.

The emergency air supply mode also occurs when the output cascade of the throttle valve is no longer activated.

Memorization of throttle stops

After replacing the throttle controller, repeated memorization of throttle stops is required. This process can be launched using a tester. The throttle adjustment is also automatically after the ignition is turned on. If the system correction has ended unsuccessfully, the SKA emergency program is again turned on.

Emergency mode of the idle regulator

With electrical or mechanical malfunctions of the idle valve, the rotational speed limit is limited depending on the values \u200b\u200bspecified by the driver on the principle of an emergency air supply mode. Additionally, through the VANOS and the detonation control system, the power is noticeably reduced. Eml and Check-Engine signal lamps light up.

Height Sensor

Height sensor determines the current pressure ambient. This value primarily serves to more accurately calculate the torque of the engine. According to such parameters as the pressure of the environment, the mass and temperature of the intake air, as well as the temperature of the engine, the torque is calculated very precisely.

In addition, the height sensor is used to work DMTL.

DTML Fuel Tank Diagnostics Module (USA)

The module is used to recognize in the flow system\u003e 0.5 mm.

Principle of operation dtml

Purge: Using a plate pump in the diagnostic module outer air Blowing through a filter with activated carbon. Switching valve and fuel tank ventilation valve are open. Thus, the activated carbon filter is "blowing".

AKF - activated carbon filter; DK - throttle damper; Filter - filter; Frischluft - outer air; Motor - Engine; TEV - fuel tank ventilation valve; 1 - fuel tank; 2 - switching valve; 3 - reference to flow;

Reference measurement: With the help of a plate pump, the outer air is purged through the supporting leak. At the same time, the current consumed by the pump is measured. The pump current serves upon subsequent "leakage diagnostics" as a reference value. The current consumed by the pump is about 20-30 mA.

Measurement in the tank: After reference measurement using a plate pump, the power supply pressure increases by 25 GPa. The measured output of the pump is compared with the reference value of the current.

Measurement in the tank - the diagnosis of flows:
AKF - activated carbon filter; DK - throttle damper; Filter - filter; Frischluft - outer air; Motor - Engine; TEV - fuel tank ventilation valve; 1 - fuel tank; 2 - switching valve; 3 - reference to flow;

If the current value (+/- tolerance) is not achieved, it is assumed that the power system is defective.

If the reference value of the current (+/- tolerance) is achieved, then there is a flow of 0.5 mm.

If the current value is exceeded, then the power system is sealed.

Note: If the flow diagnostics, the fuel refueling begins, the system interrupts the diagnosis. A malfunctional message (for example, "strong flow"), which may appear when refueling, is erased during the next movement cycle.

Diagnostics Starting Conditions

Diagnostic instructions

Contact diagnostics 87 main relay

The load contacts of the main relay are checked by MS43 to drop voltage. When MS43 malfunction lies a message in a malfunction.

The test block allows you to diagnose the power relay from the plus and minus and recognize the switching status.

Presumably the test unit will be enabled in DIS (CD21), where it can be called.

Problems of the engine BMW M54

The M54 engine is considered one of the most successful BMW Company Motors, but nevertheless, as in any mechanical device, something, sometimes fails:

• carter ventilation system with differential valve;
• leaks from the thermostat housing;
• cracks on the plastic engine lid;
• failures of the position of the camshafts;
• after overheating, problems appear with the breakdown of the thread in the block under the fastening of the GBC;
• overheating of the power unit;
• oil waste;

The above listed depends on how the engine was operated, because the BMW car for many is not just a means for everyday movement along the "House-Work-House" route.

Engine BMW. M54B25

Engine characteristics M54B25

Production	Munich Plant.
Engine brand	M54
Years of release	2000-2006
Cylinder block material	aluminum
Supply system	injector
A type	in line
Number of cylinders	6
Valves on cylinder	4
Piston stroke, mm	75
Cylinder diameter, mm	84
Compression ratio	10.5
Engine volume, ccmm	2494
Engine Power, L.S. / Ob. Min	192/6000
Torque, Nm / Ob.min	237/3500
Fuel	95
Environmental norms	Euro 3-4.
Engine weight, kg	~130
Fuel consumption, l / 100 km (for E60 525i) - city - Rouss - Mixed.	14.0 7 .0 9.4
Oil consumption, gr. / 1000 km	up to 1000.
Engine oil	5W-30 5W-40
How much oil in the engine, l	6.5
Replacing the oil is carried out, km	10000
Engine operating temperature, hail.	~95
Engine resource, thousand km - According to the plant - on practice	- ~300
Tuning, L.S. - Potential - without loss of resource	300+ n.D.
The engine was installed	BMW Z3.

Reliability, problems and repair of the engine BMW M54B25

A very popular 2.5-liter representative of the M54 series (which was also included, and) appeared in the BMW production line in 2000 and replaced himself. Differences M54 from M52: The new engine cylinder block remained old, aluminum with cast-iron sleeves And with cast-iron crankshaft, rods changed (145 mm), light pistons appeared.
GBC remained the former with double wear, replaced long intake manifold On the new short (-10 mm from M52TU) with wide DISA channels, which made it possible to increase the power and give a motor freely breathe. In addition, an electronic throttle is used with a diameter of 64 mm and the Siemens MS43 / Siemens MS45 control system (Siemens MS45.1 for US).
This motor was used on BMW vehicles with index 25i.
In the period from 2005 to 2006, the M54B25 engine began to be outstretched by the next generation of row six, a working volume of 2.5 L -.

Problems and disadvantages of BMW M54B25 engines

The M54B25 problems are largely similar and completely repeat the shortcomings of the older model M54B30, you can learn about them. In general, the purchase of the engine M54B25 for svpa in E30 or E36 good decision, Motor reliable and durable.

BMW M54B25 Engine Tuning

Stroker 3 L.

One of the most common methods of increasing the capacity by 2.5 M54 is alteration of it in a 3-liter motor (row). To increase the working volume, we need to buy crankshaft, connecting rods, pistons, all inlet, inlet camshaft, nozzles and brains from. After such a row, power will increase to 230 hp
For an even greater power increase, you need to buy Schrick sports camshafts with a phase 264/248 and a rise of 10.5 / 10 mm, a cold inlet, an equodular exhaust manifold and a full direct-flow exhaust. After the setting, we get about 260-270 hp

M54B25 Turbo

For the construction of M54B25 Turbo, you need to repeat all those procedures that were made with M52B28. Standard pistons and connecting rods M54 will withstand about 400 hp

M54B25 compressor

An alternative to the above described may be the purchase of a good whale compressor from ESS, installed on standard pistons and outstanding ~ 300 hp Its huge minus is the price, the magnificent for most M54 motors owners.

Engine BMW M54B30.

Engine characteristics M54V30.

Production	Munich Plant.
Engine brand	M54
Years of release	2000-2006
Cylinder block material	aluminum
Supply system	injector
A type	in line
Number of cylinders	6
Valves on cylinder	4
Piston stroke, mm	89.6
Cylinder diameter, mm	84
Compression ratio	10.2
Engine volume, ccmm	2979
Engine Power, L.S. / Ob. Min	231/5900
Torque, Nm / Ob.min	300/3500
Fuel	95
Environmental norms	Euro 3-4.
Engine weight, kg	~130
Fuel consumption, l / 100 km (for E60 530i) - city - Rouss - Mixed.	14.0 7.0 9.8
Oil consumption, gr. / 1000 km	up to 1000.
Engine oil	5W-30 5W-40
How much oil in the engine, l	6.5
Replacing the oil is carried out, km	10000
Engine operating temperature, hail.	~95
Engine resource, thousand km - According to the plant - on practice	- ~300
Tuning, L.S. - Potential - without loss of resource	350+ n.D.
The engine was installed	BMW Z3.

Reliability, problems and repair of the engine BMW M54B30

The older model in the line of engines of the 54th series (which includes, and), developed on the basis of the motor. The cylinder block remained unchanged, aluminum with cast-iron sleeves, the crankshaft is new, steel with a move of 89.6 mm, new and rods (135 mm length), have changed pistons, now they are lightweight. Piston compression height 28.32 mm.
The cylinder head is an old two-channel cylinder with a new Bedio Celebration Collector DISA, differing from M54B22 and M54B25 by even shorter channels (-20 mm from M52TU). The camshafts changed, now it is 240/244 rise 9.7 / 9, new nozzles, electronic throttle, Siemens MS43 / Siemens MS45 control system (Siemens MS45.1 for US).
M54B30 engine was used onbMW cars with index 30i.
In 2004. company BMW Presented new series Row six hundred N52 and 3 liter M54B30 began to give way to a new motor, the same working volume. The generation change process finally ended in 2006. In the same year, on the basis of M54, a new powerful turbocharged engine who has enormous popularity on cars with index 35i.

Problems and disadvantages of BMW M54B30 engines

1. Zhor oil M54. The problem is similar to the one that takes place on . Again, the wines of all piston rings are prone to the cracker. Solution Simple - buy new rings, you can buy piston rings from M52TUB28. In addition, check the ventilation valve of crankcase gases (QWGG). Perhaps it requires replacement.
2. Engine overheating. Another problem of row sixes, in the case of overheating, you need to check in what state is the radiator and clean it, drive the air from the cooling system, check the pump, thermostat and the radiator lid. As a result, everything will work as a clock.
3. ignition passage. The problem is similar to TU version M52. The root of evil lies in the focused hydrocompensators. Buy new, replace and everything will work out.
4. The red oilbox is burning. The most common cause in the oily glass is either in the oil pump, check.
Among other things, the camshaft position sensors are often dying (DPRV), not too reliable thread under the cylinder head bolts, short-lived thermostat, increased quality requirements motor oil, low trouble-free resource and so on. Nevertheless, compared to the last generation M52, the engines of the 54th series have slightly added reliability.
When choosing M52 or M54, it is advisable to buy BMW M54B30 - excellent, powerful and reliable motor. Beautiful choice for the swap.

BMW M54B30 Engine Tuning

Camshafts

Considering the fact that the motor and so sufficiently powerful and treagoral, serious improvements will not need, because we will confine ourselves to a classic set ... We need to buy sports camshafts, such as Schrick 264/248 with a lift of 10.5 / 10 mm (or evil), cold air intake, direct-flow Exhaust with an elevated exhaust manifold (from SuperSprint, for example). After the setting, we get about 260-270 hp And a little more evil engine character, enough enough for the city.
Who will seem little, buy forged pistons under a high compression ratio, camshafts with a phase 280/280, adapt the 6-throttle inlet from S54 and so on.

M54B30 compressor

The next step towards high power can be purchasing a whale compressor from ESS, G-Power or another manufacturer. Such superchargers can increase the maximum power up to 350 hp And more on the stock pistons M54B30. Standard pistons and connecting rods will withstand about 400 hp.
Despite the fact that BMW is famous for the rather durable piston, but to use more powerful whales, it is recommended to buy forged pistons and rods for compression ratio of 8.5 - 9.

M54B30 TURBO.

One of the most common ways to turbine M54 is the purchase of Turbo Whale based on the Garrett GT30. Such whales include an intercooler, turbocollector, oil carrier and oil carriage, Westgate, Bloousoff, fuel regulator, fuel pump, boom, boost pressure sensors, oil, temperature exhaust gases (EGT), fuel and air mixture, Pipengi, 500 CC nozzles. All this can be purchased and configured to Megasquirt. As a result, we get 400-450 hp on the drain piston.

Engine cylinder block

Bolts (M10) fastening the cover of the root bearing of the crankshaft (bolts to replace, the coating of the bolts do not wash and lubricate with oil for the engine) - 20 N.M + 70 °;
. Stiffness insert (stretching):
- M8 22 N.M.;
- M10 43 N.M.
. Cork (M14x1.5) drain of coolant - 25 N.M.
. Threaded plug (M12x1,5) of the main lubricant - 20 N.M.
- all M16x1,5 34 N.M.
- All M18x1,5 40 N.M.
. Oil nozzle, bolt (M8X1.0) - 12 N.M.

Head block cylinder

Cylinder head cover:
- all MB 10 N.M.
- All M7 15 N.M.
. Threaded plug (m 12x1.5) of the lubricant channel - 20 N.M.;
. Air removal screw - 2.0 N.M.
. Bolts (M10) fastening the head of the cylinder block (replace bolts, rinse them, do not wash the bolts, and lubricate with oil for the engine) - 40 N.M. + 90 ° + 90 °.

Pallet of Oil Carter

Cork oil hole:
- all M12x1,5 25 N.M.
- all M18X1,5 30 N.M.
- all M22x1.5 60 N.M.
. Oil crankcase to the cylinder block:
- ACE MB (8.8) 10 N.M.
- all MB (10.9) 12 N.M.
- All M8 (8.8) 22 N.M.
Cover GRM
. Timing unit and upper and lower covers:
- all MB 10 N.M.
- all M7 15 NM;
- all M8 22 NM;
- All M10 47 N.M.

Crankshaft

Court timeline gear wheel switch to crankshaft, replace bolts:
- All M5 (10.9) 13 N.M.;
- All M5 (8.8) 5.5 N.M.

FLYWHEEL

Flywheel to the crankshaft of the engine, replace bolts, with automatic transmission - 105 N.M.

Schitun with bearings

Connecting connecting rod bolts, rinse and lubricate the engine for the engine - 5.0 N.M + 20 NM + 70 °;
Camshaft.
Bearing cover distribution Vala:
- all MB 10 N.M.
- all M7 14 NM;
- All M8 20 N.M.
. Asterisk K. distributional shaft:
- M54 M7 50 nm + 20j0 nm;
. Chain tensioner cap:
- All M22x1.5 40 N.M.
. Cylinder Chain Tensioner Plunger:
- M54 m26x1.5 70 N.M.
. Stiletto camshaft into the body of the block head:
- All M7 20 N.M.
. Nut on the sewing tree spike:
- All MB 10 N.M.

System Changes in the opening of the inlet valves, Vanos

Hollow bolt (m 14x1.5) of the executive node - 32 N.M.
. Threaded plug (M22x1.5) of the executive node - 50 N.M.
. Bolt Bolt (MB, Left Thread) Tensioner Plunger in Slot Shaft -10 N.M.
. Pipeline for support oil filter - 32 N.M.
. Executive assembly to cubed and exhaust camshafts (replace bolts M 10x1.0) - 80 N.M.

LUBRICATION SYSTEM

Oil pump to block videoer, bolt M8-23,0 N.M.
. Oil pump lid (MB) - 10 N.M.
. Asterisk to the oil pump:
- all MB 10 N.M.
- all M10x1 25 N.M.
- All M10 45 N.M.
. Fresh-current oil filter (cover):
- all M8 22 NM;
- all M10 33 NM;
- all M12 33 NM;
- screwed cover 25 N.M.
. Oil filter housing and pipelines to engine block carder:
- all M8 22 NM;
- All M20x1,5 40 N.M.
. Oil pipe for lubricating bed bearings and camshaft camshafts:
- All MB 10 N.M.
. The oil pipeline lubrication camshaft camshaft to the cylinder head (hollow bolt):
- all M5 5 N.M.;
- All M8X1 10 N.M.
. Oil radiator oils to the oil filter housing:
- All M8 22 N.M.

COOLING SYSTEM

Cooling fluid pump to Engine Blockper:
- all MB 10 N.M.
- all M7 15 NM;
- All M8 22 N.M.
. Airborne Drive Coupling to Coolant Pump (Cape Nut With Left Threads):
- All 40 N.M.
. Hull thermostat:
- All MB 10.0 N.M.
. Pumping fitting:
- All M8 8.0 N.M.

INTAKE MANIFOLD

Intake manifold to the head of the cylinder block:
- all MB 10 N.M.
- all M7 15 NM;
- All M8 22 N.M.

Graduation collector OG

Exhaust pipeline OG (collector) to the head of the cylinder block, replace nuts, lubricate the threaded compounds of the medel-containing passage of the type "Molykote-HSC":
- all MB 10 N.M.
- all M7 20 NM;
- all M8 23 NM;
. Oxygen content sensor in OG, M18X1,5-50 N.M.

Ignition system

Spark plug:
- all M12x1.25 23 ± 3 N.M.
- All M 14x1.25 30 ± 3 N.M.
. ECU of the ignition system
- All 2.5 N.M.
. Knock sensor:
- All 20 N.M.
. Sensor of the rotational speed of the crankshaft and its position in the first cylinder NTC, the bolt (MB) is subject to replacement - 10 N.M.
. Contact control electronics cover - 4.4 N.M.

GENERATOR

Wires to the generator:
- contact D + MB 7 N.M.
- Contact B + M8 13 N.M.
. The pulley of the generator - 45 N.M.
. Clamp rear 3.5 N.M.
. Cylindrical wire clamp bolt - 3.5 N.M.
. Voltage regulator:
- all M4 2.0 N.M.
- All M5 4.0 N.M.

STARTER

Starter mount to KPP Carter - 47 N.M.
. Support bracket to starter - 5.0 N.M.
. Support bracket to block boards - 47 N.M.
. Wires to the starter:
- All M5 5.0 N.M.
- All MB 7.0 N.M.
- All M8 13 N.M.
. Heat shield to starter - 6.0 N.M.

Wiring harness and engine electrical equipment

Conclusion "+" AB to contact in the motor compartment - 21 N.M.;
. Oil pressure sensors, oil temperature and oil level - 27 N.M.
. Cooling fluid temperature sensor - 20 N.M.
. The temperature sensor of the incoming air - 13 N.M.
. Air flow meter - 4.5 N.M.
. Sensor The position of the camshaft - 4.5 N.M. Fuel supply system.
. Fuel tank to the body on the coupling tape:
- All (bolt) M8 20 N.M.
- All (nut) M8 19 N.M.
. Joint tape M8 20 N.M.
. Shs K. fuel pump:
- all M4 1.2 NM;
- All M5 1.6 N.M.
. Hose fastening clamps:
- all (10-16 mm) 2.0 N.M.;
- All (18-33 mm) 3.0 N.M.
- All (37-43 mm) 4.0 N.M.
. Flower neck to the body, MB-9.0 N.M.
. Activated carbon filter - 9.0 N.M.
. Dust filter -1.8 N.M.
. The locking ring of the fuel level index sensor is 45 ± 5 N.M.
. Cork drain hole in the fuel tank:
- All 25 N.M.
. The accelerator pedal module to the body - 19 N.M.

COOLING SYSTEM

Clamps of coolant hoses, 032-48 mm - 2.5 N.M.
. Screw to remove air from the cooling system - 8.0 N.M.
. Radiator to the body, MB-10 N.M.
. Threaded plug holes of the radiator - 2.5 N.M.
. Expansion tank to the body - 9.0 N.M.
. Oil radiator to the body - 14 N.M.
. Pipelines for oil radiator automatic transmission - 25 N.M.
. Brackets of oil radiator pipelines - 10.0 N.M.
. Calid nut (M18x1,5) of the oil pipe fitting to the automatic transmission and radiator - 20 N.M.
. Hollow oil bolt:
- M14x1,5 27 N.M.
- M16x1,5 37 N.M.
. Nozzles (pipelines) of oil radiator to automatic transmission
- M14x1.5 37 N.M.
- M16x1,5 37 N.M.
The exhaust system.
. Silencer clamp - 15 N.M.
. Front silencer to the rear silencer - 30 N.M.
Engine suspension.
. Motor mounting cushion to front axle beam - 19 N.M.
. Engine mounting cushion to engine support bracket - 56 N.M.;
- 100 N.M.
. Engine support bracket to the engine:
- all M8 (8.8) 19 N.M.;
- All M10 (8.8) 38 N.M.

Greetings all lovers of BMW. I have 525i E39 M54 motor
I want to share information about ventilation engine M54.
I recently had an unpleasant situation. I drove with my family to the Black Sea, drove 1600km. And suddenly the check lights up, the car has become a stupid momentum more than 3000 does not gain, what to do ???, found an electrician at the place, the diagnosis shows errors in 1,2,3 cylinders, changing candles and coils reset errors - the result is similar, the car is driving But not at all as usual, at idle Troit, it does not accelerate, the next day I went to the electrician again, washed the nozzles, the fetus was changed. Filter, checked the fuel pump, the result was the same. Method of collecting information of logical reasoning, etc. They concluded that the problem with the catalyst at the first graduate manifold (just 1,2,3 cylinders). The exhaust manifolds were removed, the catalysts were cut out, they put collectors to the place, started up and about the miracle, it seems to be worked out, and I went to rest with a little alarm to rest. (Because. It was sunday of the company's mistakes. Reset failed) Three days later, they gathered to leave home along the way I drove to the electrician he threw the mistakes and we went. Drive 600km. And again caught fire. Fortunately in the area live relatives.
The next day I start the engine in the morning - his sausage is not for childish, I'm going for a hundred officials there in place there, I had to go on the advice to a familiar master. During the conservium, it is completely accidental on the engine running engine, we unscrew the oil-tapping lid, and it does not believe it sucks into the engine, but with such a force that I am podnapped to remove it. The diagnosis of a specialist - the engine does not breathe. How to solve this problem, no one knows solve to remove the intake manifold and clean all the tubes associated with the ventilation system. We disassembled the floor of the engine withdrawing the collector found the valve under it and the three tubes are connected. One comes from the timing cover, the second goes to the intake manifold, and the third is connected to the stacker welded to the pier of the moslogen meter. Everyone removed unscrewed from the ship block, we wash in the solar to clean, by the way the nozzle in the Schoo was scored so that I had to warm it with a cutter to clean. We collect everything, I'm with closed eyes I start the engine ... Eureka does not work normally normally, he worked a minute caught off. I tried to open her cover as sucking and sucks. Well, I'm just once ... ate from such surprises decided to gazal. Thank God that I did not have to leave the exhaust sharply fell a co-white smoke and in such a number that it was enough to skip all the refueling TNK. I have treason found officials for 100km. I drove away from the site to the tow truck drove. Their local specials immediately told changing the valve and tubes and then we'll see. After one hour, my torching again became my most beloved car.

epilogue.

if you noticed that
1-when opening sucks inside the lid of the oil-tapping neck on the engine running.
2-incorrect work at idle
3-increased oil consumption
4-from the pipe suddenly went oil smoke
boldly change the engine ventilation valve and clean either changing the tubes and be sure to the shouting.
All pleasure in the officials will cost 150-200DOL.

Well, it seems to be all. Watch out the motor.