Weak engine places BMW N54. E71 Motor Problems N54

BMW N54B30 is a 6-cylinder engine, equipped with direct injection and two turbocharger, which significantly increase its power. It was created in 2006, it was released until 2013 (one of the modifications), that is, in the market he existed for about 7 years. Motor is successful and reliable, in the season 2007-2008 he was recognized best Engine of the year of the famous company UKIP Media & Events Ltd. Motor is placed on different serial cars Series 3, 5, 7, has a huge resource.

Characteristics

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The main parameters of the engine are shown in the table:

Accurate volume	2.979 L.
Power	Depends on the version. 306-335 hp at 5800-5900 rpm
Torque	Depends on the modification. 400-450 at 4500-5900 rpm
Cylinder	6
Valve	4 on the cylinder, total 24
Cylinder block	Aluminum
Compression ratio	10.2
Piston move	89.6 mm
Fuel	Gasoline AI-95
Consumption	On the highway - up to 7 l / 100 km; in the city - up to 13.5 l / 100 km
Required viscosity of oil	5w30, 5w40
Engine oil volume	6.5 L.
Replacing oil through	10,000 km, better - after 5000 km
Possible oil consumption	1 l / 1000 km
Resource	300+ thousand km.

This DVS was put on cars:

1. From 2007 to 20010: BMW 335i (with E90, E91, E92, E93 bodies).
2. 2008-2010: BMW 535i (E60); BMW 135i (E88).
3. 2009: BMW Z4 SDRIVE35I, X6 XDrive 35i, 740i (F01).
4. 2011: BMW 335is (E92, E93).
5. 2010-2013: BWM 1M, Z4 E89.

Description

BMW N54B30 - "Row Six", which received a double blower. It was created in Alpina in 2006 for powerful bMW cars. The engine is based on aluminum BC with cast iron sleeves. From above - GBC with VI-VANOS system (BMW branded technology of gas distribution phases). The diameter of the inlet valves is 31.44 μm, graduation - 28 mm. There are camshafts with a phase 245/261 and an 8.7 mm climb.

Motor feature - two turbocharger TD03-10TK3, each of which blows into its three cylinders with a force of 0.55 bar. Naturally, like any successful engineBMW N54B30 has different modifications.

Version

N54B30O0 - the very first Motor of the N54 family, which was produced from 2006 to 2010. It received the capacity of 306 hp, the torque reached 400 nm at 1400-5000 rpm.

In 2008, this engine was finalized - put another fan, radiator and firmware of the control unit, which made it possible to raise power up to 326 hp, torque - up to 450 nm. It was named N54B30 and was produced until 2012. Obviously, the first version could not achieve increased power due to overheating, but the use of another radiator and more efficient fan made it possible to better remove heat and raise power using the ECU setting.

From 2010 to 2013, Motors N54B30T0 with a capacity of 335 hp At 5900 rpm and torque of 450 nm at 1500-4500 rpm. The difference from the basic version also consists in new system Cooling: fan and radiator, firmware.

disadvantages

BMW N54B30 is a reliable and long-lived motor with a high resource. It works without problems in Europe, where they sell high-quality fuel, but in Russia the owners are faced with difficulties. The most common problem is TNVD, which "dies" from bad gasoline after 50 thousand kilometers. He is inexpensive and changing on any one hundred, that somewhat simplifies the life of drivers.

Also afraid of the injector VD approximately after 100 thousand km, candles and pump. That is, if the pump broke high pressurethen you can expect an ambulance with candles. Turbines in this engine "go" about 100 thousand km., But it all depends on the ride manner. Low pressure valve with a small amount of fuel in the tank takes some air and also quickly fails.

By the way, in 2010, on the ABC NEWS TV channel, the plot of this problem with the "BMW" engines was released. After that, on the German concern, the owners of cars sued, and BMW began to return the cars on which this drawback takes place. She got cars in 2007-2010. In BMW, at the stage of production, they guess the possibility of this problem. Perhaps because of this, cars with N54B30 engines were not available in the US and Canada markets, since in these regions in gasoline a large content of sulfur.

Many owners during the operation of the car the pump changes 4-5 times. Therefore, when selecting models with Motors N54B30, they should only fill them qualitative gasoline And do not allow low level Fuel in the tank. If on dashboard The "benzokolontka" lights up, then it is already bad for the valve.

In addition to the pump, N54B30 has no serious deficiencies or constructive miscalculations. It is reliable, durable, with a high margin of strength and is subject to tuning. Of course, this is one of the most successful engines. german concern, and the demanding to gasoline TNVD is an unpleasant little thing.

Tuning

Increase power this engine Perhaps without significant investments. The easiest option is to use the so-called "jb4 toad". This will allow with 306 to raise power up to 350 hp.

To raise power up to 400 hp It is necessary to replace the existing fan and put another radiator, install a new large intercooler, Maslokuler, air filter. A new firmware will also be required, of course. It is believed that this tuning is the most optimal.

There is another option - use a special tuning-set of methanol, an increase in power up to 450 hp Instead, you can put Single Turbo-Kit, giving additionally 200 hp The BMW N54B30 tuning potential is extremely high, and similar flexibility makes the engine extremely popular.

Awards

This model is one of the most successful brains of Alpine engineers. The engine with a 3-liter cylinder volume and direct injection won in the category "International Engine of the Year" and "The Best New Developments", but most importantly - from 2007 to 2012 (that is, 5 years in a row), he recognized the best power plant. In 2012, the N54 and savings model N55 came to replace the N54.

Comparison with other versions

BMW N54 came to replace the N52 engines. And although N52B30 has the same litter, it is less powerful and turning compared to N54. In addition, the latter has a greater power (+45 hp) and torque (+108 nm). This increase in capacity was obtained thanks to technologies, and not a physical increase in cylinders.

There is a newer series - N55 with a volume of 3 liters, which replaced N54 in 2012. It uses one turbocharger here, and its main difference is a torque that is achieved on 200 revolutions earlier. In addition, it is more economical and meets higher environmental standards, that is, ears less pollution in environment. Minus new version - Weak potential for tuning.

Tests showed that car BMW. 740i F01 with the M54B30 motor accelerates faster than the BMW 535i with the N55B30 motor. This is a big plus in favor of older engine, which weighs 135 kilograms more. It was in charge of this and the potential of tuning, many people "in the subject" chose a car with a N54 engine, but after 2012, Machines with DVS data are available only by used.

In addition, the engine N54 gives the same overclocking as the 4-liter 8-cylinder engine N64B40. The last one is more expensive than $ 10,000, and its weight is most of only 90 kilograms. But this concerns only overclocking, on a long distance N54, naturally, weaker.

Contract Motors

BMW N54B30 engines are manufactured since 2006. Given their resource for mid-2018, most of them, not to mention the releases of 2013 releases) quite "live" and freely travel on the roads of Russia and even moreover, the United States. Contract Motors Sold at the respective sites. Depending on their run, the year of issue and the general state can be found for $ 2000-5000.

It is quite expensive in-law, which even taking into account the mileage is not selling for low price. If the motor "ran" only 100 thousand kilometers, then it can be free to buy and put on his car - it will emit as much as much as possible with normal operation.

Conclusion

BMW N54B30 is a reliable and powerful motor that needs to be filled with high-quality fuel and maintain on time. Yes, he has too twistful TNLD, with which it will have to be reckoned, but this is a petty disadvantage against the background of its high operational resource, reliability and technical characteristics. Of course, one of best motors BMW.

Motor N54B30 - six-cylinder, inline force aggregatewhich is designed to install on vehicles BMW. Alpina has become a motor developer. As the basis was taken power point M57V30.

Device

As stated early, the main engine was the M57V30 building. Next, cast-iron were installed and installed new head The cylinder block with the gas distribution phase change system on the intake and graduation raids of Bi-Vanos and direct injection Fuel.

With all this, the developers removed the Valvetronic valve lifting system. The prediment is made on both sides and is implemented by two compressors manufactured by Mitsubishi with TD03-10TK3 marking.

Specifications

As can be seen, the motor turned out to be sufficiently powerful as all BMW power units. Consider the main specifications N54B30:

BMW with Motor N54B30

Service N54B30.

Modifications of power aggregate

In addition to the standard version, there are several more modified engines that it is worth considering:

Engine repair process N54B30

1. N54B30O0 (2006 - 2010 GV) - Basic engine capacity of 306 hp At 5800 rpm, torque is 400 nm at 1400-5000 rpm. For versions with the index 35i.
2. N54B30 (2008 - 2012 G.V.) - version for BMW 740i and 335Si, with a capacity of 326 hp At 5800 rpm, torque is 450 nm at 1500-4500 rpm. Differences from the standard in the fan, radiator and the firmware of the ECU.
3. N54B30T0 (2010 - N.V. G.V.) - version of 340 hp At 5900 rpm, torque 450 nm / 500 nm Overboost at 1500-4500 rpm. The differences between the N54B30T0 are improved cooling system (fan, radiator) and computer firmware. The engine was produced for BMW 1M and BMW Z4 E89 SDRIVE35IS.

Output

Engine BMW N54B30 - powerful and reliable power unit. The engine has an inline layout of cylinders, as well as turbocharging for each cylinder. The power characteristics are high enough - with an amount of 3.0 liters, power reaches 340 horses. Motor maintenance is held every 10,000 km run. To increase the use resource, it is recommended to reduce the intersavice interval to 8500 km of run.

Engine BMW 3 Series 3.0

Buy engine bmw 335 i 3.0

Contract Engine for BMW 33.0 2006 - 2011

Engine model: N54 B30 A; N55 B30 A.

Engine operating volume: 3.0

Power in hp: 306

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If the goods at the time of order is missing on our warehouses we will promptly deliver it from a transit warehouse 1-3 days! Any photos of the units you need - on request! (P.S. with video features)

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For photo request: + 7-926-023-54-54 (Viber, Whats App)

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Engine BMW 3 series with designation: 335i and working volume: 3.0 with marking: N54B30 available at Moscow warehouse.

We supply BMW 3.0 aggregates from Germany and other European countries without a refinement in Russia. BMW 3 E90 engines have passed the official "customs clearance" procedure, you acquire a motor with all accompanying documents. The price of the N54B30 unit can be very different from individual sellers, this is due to the different residual resource of the aggregates and their exploitation. Motors BMW 335 without a run across the Russian Federation, as a rule, it will be more expensive than the ICE, which was operated in Russia, due to the poor quality of our roads and maintenance of the engine with butter is not so high quality, as in European countries.

All engines BMW 3 series 335 volume: 3.0, presented with us, are tested and ready to install. We are the leaders of the market and are pleased to offer our customers a wide range of contract internal services. Before buying the BMW 335 engine, we carry out its comprehensive check of the working condition, so our customers can be sure that they buy reliable and durable.

Buy an Aggregate BMW 335 without prepayment we are very simple. You need to independently drive up our Moscow warehouse and pick up the N54B30 motor for your car. Installing the BMW 3.0 engine can be made immediately after purchase on our service, while we will provide you with an extended warranty of 30 days.

You can also purchase the N54B30 aggregate from any city of Russia. To do this, simply call us and order the necessary motor BMW with volume 3.0. After making a prepayment, we will deliver the E90 BMW engines to the city you need. Before sending our manager will send you a photo and video overview of the N54B30 engine for a more detailed inspection. In addition, you can purchase 3 liter BMW units for a warehouse in your area. For wholesale orders, we provide our customers with special purchase conditions and a more advanced guarantee.

Replacing the BMW 335 engine for most of its own is a more profitable process in comparison with the repair of the old. The repair of the BMW aggregate is distinguished by many exceptional difficulties, durability and greater costs, which in some cases may not bring the desired result. Reviews Motor N54B30 meet a wide variety and depend on the features of individual car owners, quality motor oil and compliance with the intervals of its replacement.

(BMW 135i cars, BMW 335i, BMW Z4 3.5i / IS, BMW X6 3.5i and BMW 740i)

Before talking about tuning engine BMW. N54 I would like to briefly familiarize yourself with its design and modifications.

Engine N54 is the first BMW engine with a turbocharged and direct high-pressure gasoline injection, which differs from precursors with an outstanding combination of power and fuel efficiency.

For the first time, the BMW N54 engine was presented in 2006 with the new coupe bmw. 335i, hereinafter, this engine appeared on the following BMW X6 3.5, BMW 535i, BMW 135i, BMW Z4 3.5 and BMW 740i. In addition, based on BMW 335i, Alpina has released cars Alpina B3 Bi-Turbo and Alpina B3S Bi-Turbo.

For its outstanding technical characteristics and perfection of the design in 2007 and 2008, this engine soap was awarded the "Engine of the Year" nomination (International Engine of the Year) (INTERNATIONAL ENGINE OF THE YEAR)

Initially, the engine power was 306 hp at 5800 rpm, and the torque reached 400 nm at 1300-5000 rpm

During the release, the following modifications appeared, the power of which is confirmed by official sources and I hope the measurements on the engine stand.

1) BMW Perfomance Power Kit (it is the same serial motor on F01-F02) Power 326 hp. Torque 450 nm
2) Serial motor on BMW 1 series M coupe. It is located on Z4 3.5is, power 340 hp. Torque 450 nm

There are also two serial modifications from Alpina.

1) Alpina B3 Biturbo Power 360 hp. Torque 500 nm
2) ALPINA B3S BITURBO Power 400 hp. torque 540 nm

Consider the features of the design.

Fully aluminum block of cylinders with dry thin-walled cast iron sleeves.

Turbochards - two parallel turbines integrated into the exhaust manifold.

Cooling influsted air in the intercooler.

Direct injection of high pressure gasoline second generation with piezoelectric nozzles, fuel pressure up to 200 bar.

New generation engine control unit Siemens MSD 80 / MSD 81.

Device for changing phases of gas distribution on inlet and graduation distributional shaft (Double Vanos)

Outer oil radiator engine.

New Electric High Power Cooling System Pump. (400 W.)

Aluminum cylinder head with plastic valve lid.

Steel crankshaft.

Technical characteristics of the engine BMW N54

engine's type	Inline 6 cylinder.
Working volume (cm cube)
Cylinder diameter / Piston stroke (mm)
Inter-Cylinder Distance (MM)
Diameter of indigenous inserts crankshaft (mm)
Diameter connecting rod inserts crankshaft (mm)
The order of the cylinders
Engine power (LS / kW at rpm)	306/225 at 5800
Maximum torque (nm at rpm)	400 at 1300-5000
Maximum permissible speed (rpm)
Liter power (kW / l)
Compression
Number of valves on the cylinder
Inlet valve diameter (mm)
The diameter of the exhaust valve (mm)
Engine mass (kg)
Engine management system	Siemens MSD 80 / MSD 81
Compliance with EU / US environmental standards

Before switching to our engine tuning program, consider the factory engine forcing programs.

It is most interesting to see what the changes made to the BMW 1 series m compound are different: the engine of the identical design itself, and from the fundamental changes only a more powerful engine cooling fan. Everything else is new program Engine control.

With BMW Perfomance Power Kit Situation A similar, more powerful cooling fan, an additional cooling radiator and a new engine control program.

No less fascinatingly studying the Alpina motors - in order to increase the pressure of the boost, the degree of compression was lowered to 9.4 and the engine cooling was also reinforced, only here it is implemented due to a more powerful oil radiator. The rest of the main power gain occurs due to the change in the engine control program.

As we see from the previous study, the potential of the N54 engine in the 400 hp area, and even with compliance with all environmental norms of Europe, and without compliance with Euro 4, you can talk about 420-450 hp. Also, the network has information that someone made a 450 HP motor., Replacing the turbine on Garrett.

However, I want to remind that in addition to the engine in the car there are still some units, such as automatic transmission, which transmit power flow from the engine to the wheels and which also have some redistribution.

And therefore, taking into account all of the above, within the framework of the serial construction with automatic transmission, you can consider the maximum power in 400-420 hp.

From the whole of the previous discussion, we can concure the conclusion that the most effective way to forcing the BMW N54 motor is with the revision of some elements of the car that participate in the provision engine operation.

There are two types of chip tuning:
The traditional option is to change the standard engine program when the data cards are changed for the engine defined parameters. At the same time, the operating algorithm of the computer is fully saved. This is at the same time the dignity and disadvantage of this option - on the one hand, it is impossible to increase the parameters more than permitted by the built-in security algorithm, on the other hand it guarantees durability and security of the system as a whole.

External chip - A certain device is embedded in the engine wiring, which changes the input and output signals of the engine control unit. With the external chip, everything is exactly the opposite: since it may unlimited modify the signals of the ECU, then the ability to emiate the battle operation of the engine control system at absolutely non-standard actual work.

In my opinion, the external chip is worse, as:
. first allows you to go beyond the borders permissible parameters,
Secondly, considering not the linearity of the signals of the ECU, whether it is possible to get balanced solutions in the entire range of engine operation modes,
Thirdly, these are some additional devices that can be faulty and diagnose which is rather problematic.

However, this method has indisputable advantages: the result achieved does not change when reprogramming the engine, with the help of this method it is possible to quite easily bypass an antitution event that recently began to use car manufacturers, as well as when new models of management blocks are usually produced External chips react much faster.

There is some kind of introductory part dedicated to the BMW N54 engine tuning, and we can go to our BMW N54 engine tuning program.

Engine tuning BMW N54

If you are curious and persistent, then on the Internet you will find many BMW N54 engine chiptioning offers. However, as a rule, if we are talking about a less authoritative tuning atelier, the power will be limited to 360-370 hp.

However, as already mentioned above, there is a certain modification of the N54 motor from Alpina, which in the standard version gives 400 hp. On the basis of this firmware, we created our versions of the N54 motor

So, begin with the most powerful version.

BMW N54 motor tuning up to 420 hp.

This program is possible only with the MSD 81 engine control unit (for machines to 03/08 requires re-equipment to this unit, the cost of MSD 81 - 1155 euros)
As already mentioned above, this option is designed based on bMW decisions ALPINA B3S BI-TURBO, which guarantees reliability and balance in all modes and includes the following:
Cooling enhancing (on vehicles where necessary) is a more powerful engine fan, an additional radiator.

Additional power is obtained due to the refusal of the EURO 4 standard and the removal of the catalyst, which makes it possible to enrich the fuel mixture and increase the pressure of the upgrade.

Program cost:

This program is also possible only with the MSD 81 motor control unit (for machines up to 03/08 requires re-equipment to this unit, the cost of MSD 81 - 1155 euros)
This is actually the factory version of the BMW Alpina B3S BI-TURBO, which has guaranteed reliability and passed comprehensive tests under BMW-AG.
Includes the following:
Reducing the degree of compression to 9.4 - adhesive piston with an increased combustion chamber
Cooling enhancing (on cars where necessary) is a more powerful engine fan, an additional radiator.
The engine control program with increased pressure and a mixture enriched in maximum power mode.
I want to notice that exhaust system It remains a regular and car by the cavity complies with EURO 5 environmental standards.

Torque and motor power graphs after tuning

The cost of the program for all models of 5800 euros.

BMW N54 motor tuning up to 400 hp.
without reducing the compression ratio.

This program is possible again only with the MSD 81 motor control unit (for machines to 03/08 requires re-equipment to this block, the cost of MSD 81 - 1155 euros). At the base, all the same factory version of the BMW Alpina B3S BI-TURBO, but in this version, the fight against detonation is carried out by enrichment fuel mixesthat allows you to leave the factory degree of compression 10.2. True, at the same time will have to abandon the catalysts. And although this decision was not the official comprehensive tests, the accumulated experience of the tuners around the world shows that this solution workable.
So an inexpensive version of the BMW N54 motor tuning to 400 hp.
Alpina B3S Engine Management Program
Cooling enhancing (where necessary) - a more powerful engine fan.

Again, catalysts can be removed in two ways:
System Installation from SuperSprint

Or just welding pipes instead of standard catalysts. Naturally, the solution from SuperSprint is preferable, but considering its cost you can save and make a little collective farm. Nevertheless, the turbine perfectly perform the role of a preliminary silencer and the sound of a regular exhaust system after such a vandal removal of catalysts will not be worse. In addition, not all cars have a solution from SuperSprint and in this case the choice does not remain.

Torque and motor power graphs after tuning

The main feature of these options is the use of the engine control program based on Alpina B3S firmware, which is especially important for owners of rear-wheel drive cars 1 and 3 series. The factory firmware not only provides the necessary power, but also leaves the car rather balanced without sharp torque jumps on rear wheels. In the conditions of "garage tuning" it is rather difficult to achieve such a balance of the car.

Again, I want to note that the intercouler replacement for a more efficient does not give any significant positive effect, since the state of more than enough. Although, if desired, of course, we can offer you various options.

Tuning Motor BMW N54 to 380 LAN

This program is designed for cars by the MSD 80 motor control unit (released to 03/08).
Unfortunately, there is no possibility to increase the power of over 380 hp. This is related to the built-in control over the operation of the automatic transmission, which gives an error in the magnitude of the torque. That is, in other words, a certain safety mechanism is laid in the algorithm of the engine control program, which would not break the automatic transmission, which at the moment we do not know how to disable (and judging by the competitors' sites not only we could not cope with this problem)

Although successful cases with an external chip show that the automatic transmission withstands the power flow in 400-420 hp.

But since in ideological reasons, we do not put an external chip, then in this embodiment, the power is limited to 380 hp. If this is not enough for you, you can re-equip at MSD 81 and see the option 400-420 hp.

Again, it is possible to implement several ways that in spite of the same power are characterized by cost and operational characteristics:

1) Option is correct and expensive. - Developed based on the BMW Alpina B3 BI-TURBO solution. This option will ensure the guaranteed reliability and balance of the car. Includes the following:

Reducing the degree of compression to 9.4 - adhesive piston with an increased combustion chamber
Engine management program with increased pressure pressure.
Replacing catalysts for stainless steel foster pipes "Pipes Kit" and a full exhaust system agreed with it. (Increased temperature exhaust gases It may destroy standard catalysts and for this reason it is better to remove them in advance, so that there were no problems with the engine).

Torque and motor power graphs after tuning

Program cost:
For BMW 135i / BMW 1 Series M coupe - 10,700 euros.
For BMW 335i - 10,700 euros. - 10800 Euro
For BMW 535i (USA) - 7600 euros.
For BMW Z4 3.5i / 3.5is - 8000 euros.
For BMW X6 3.5i - 8,400 euros.
For the BMW 740i - at the moment is not developed.

2) Option is a certain simplified version of 1 option. Given the fact that we are so removing the catalysts, then due to a slightly richer fuel mixture, it is possible to do without a decrease in the degree of compression. And although this decision was not the official comprehensive tests, the accumulated experience of tuners around the world shows that this decision is operational.

So an inexpensive version of the BMW N54 motor tuning to 380 hp.
Engine Management Program based on BMW Alpina B3 BI-TURBO
Cooling amplification (where necessary) - a more powerful engine fan, an additional radiator.
Removal of catalysts from the standard exhaust system

The cost of the program: with the exhaust system SuperSprint / without.
For BMW 135i / BMW 1 Series M coupe - 7200/2600 euros.
For BMW 335i - 10,700 euros. - 6500/2600 euros
For BMW 535i (USA) - 4000/600 euros.
For BMW Z4 3.5i / 3.5is - 4500/2600 euros.
For BMW X6 3.5i - 4800/2600 euros.
For the BMW 740i - at the moment is not developed.

Tuning Motor BMW N54 to 360 LAN

The program is 360 hp. - This program is designed for cars released both to 03/08 with the MSD 80 motor control unit and after 03/08 with the MSD 81 control unit.
This is a classic chiptending, the BMW Alpina B3 is based on the same program.

In principle, it would not be bad to remove catalysts and enhance cooling, but again the experience of tuners around the world shows that this program works with success in standard cars.

Torque and motor power graphs after tuning

The cost of the program for all models with the MSD 80 - 500 EUR control unit.

Tuning Motor BMW N54 to 340 hp / 326 hp

Program 340 hp. / 326 LS - This program is designed for cars released both to 03/08 with the MSD 80 motor control unit and after 03/08 with the MSD 81 control unit.

This classic chiptending is already at the heart of the BMW 1 program of the M coupe for the power of 340 drugs and the BMW Perfomance Power Kit program for the power of 326 HP.

These programs are included in our tuning program exclusively for people who do not trust garage coulibins and guarantees the factory quality and car balancing. For complete authenticity, the factory settings need to strengthen the cooling system, but you can not do this, see the 360 \u200b\u200bLAN program.

Torque and motor power graphs after tuning

The cost of the program for all models with the MSD 80 - 400 EUR control unit.
The cost of the program for all models with the MSD 81 is 800 euros.

Now you can discuss the cost of all these programs.

It is not difficult to understand that the cost is made up of individual elements and works of the program. The basis of any of the programs is chiptuning, depending on the power and complexity of tasks, it changes from 1000 euros for the most powerful versions of programs up to 400 euros for the 326 HP program. I repeat once again that all our programs are written not to some Kulibin in the garage, but are written by the same people that they write programs for BMW, but only by order Alpina or it is generally BMW programs that are used on other models.

Further, the cost is influenced by the need to replace the engine control unit on MSD 81, unfortunately, the most powerful program is written for this block and pour it into MSD 80. The cost of the control unit is about 1155 euros.

Reducing the degree of compression to 9.4 is possible only with the replacement of the pistons, since due to the direct injection of gasoline there are sufficiently strict requirements for the shape of the combustion chamber, and use short-circuit rods or thicker gBC pads It is impossible on this motor. Thus, the only way to reduce the degree of compression is the installation of pistons with an enlarged combustion chamber in the piston, again because of the direct injection, this combustion chamber must be a certain form. The perfect case of the native piston from Alpina, but, unfortunately, they are not always able to buy. Fortunately, their native pistons from Alpina got into the hands and, naturally, we managed to remove the drawings and make a full-fledged copy of these pistons.
And now we can collect a full-fledged analog of the Alpina motor, both on the native pistons and on the forged pistons made in our order (by the way, still it is still better :-)) However, the cost of this work is quite high and reaches 3,500 euros.

Not unimportant value is and graduation system. Numerous experiments with different systems led us to the conclusion that the most acceptable for the purpose of removing the catalysts and the settings after that the sound is the exhaust system SuperSprint, as well as it is not surprising, it is a vandal removal of catalysts from the standard system. Average cost full system Supersprint will cost you 5,000 euros with installation. Although it has already been indicated above, it does not make a complete exhaust and sometimes the vandal method is the only option.

Additional cooling - in general, everything is simple: a regular fan of 400 W, and the one that is proposed as an additional cooling of 850 W. I think further explanations are not needed, I note only that on some machines it will be necessary to remake the wiring under so many powerful fan. The cost of the fan is about 600-700 euros.

I note the same way that the "Perfomance Power Kit BMW" also includes an additional radiator, although in my opinion it is enough to install only one fan.

Thus, the cost of the BMW N54 engine tuning program is the cost.

Resource
Perhaps the second question of the question, after the question, what power will be, how much the resource is reduced. In general, it is already pleased with the understanding that there is nothing free of charge in this life, and that for the increased power will have to pay the resource. However, for completeness, it should be noted that in the context of Russia, it is rather problematic to fully fully realize the entire potential of the engine with a capacity of 360-400 hp. And therefore most of the time the power developed by the engine is hard to achieve significantly large values \u200b\u200bthan before tuning. Well, elevated wear in those short moments of time when the entire potential of the motor will be used, there will be no significant effect on the resource.

However, it must be remembered that the forced motor works already close to the limit of the capabilities of all engine systems and any malfunction can cause the transition to the emergency mode of operation. Therefore, when moving in the maximum power mode, it is important for quite a long time to closely monitor the indications of the engine temperature and, according to good, for the state of the lubricant system (temperature and oil pressure)

In addition, it is important to use the best of affordable fuel: 98 gasoline, oil for high-mounted motors (for example Castrol TWS), antifreeze with increased TD boiling.

All this will be a guarantee of high motor reliability and its sufficient resource.

And one of the last aspects is fuel consumption. Despite the fact that usually for motors with a capacity of 300 hp. Talking about saving fuel is stupid, in the case of BMW N54 motors, the fuel consumption can pleasantly surprise, in the good sense of the word.

The immediate injection of gasoline and double vanos, as well as the perfect shape of the engine combustion chamber provide an amazingly low fuel consumption of this engine (naturally in comparison with similar power engines). And with the right tuning of this engine in a reasonable movement mode in the city stream or on the track, as it is not surprising, a pleasant fuel consumption is preserved.

However, miracles do not and the mode of maximum power fuel consumption will increase significantly.
So answering the question about fuel consumption - everything is in your hands, you want to save fuel do not press the gas pedal to the floor.

I hope that this brief libez responded to most of your questions and help you choose to choose your engine tuning program N54 for yourself.

BMW enginesit is quite strongly associated in the consciousness of many motorists as "high-tech" and "reliable". Concepts, by the way, often mutually exclusive. My long-term experience in the service of car service and communication with the owners, indicates a vague idea of \u200b\u200bthe real resource of the engines of this brand, both in general and every model in particular in "public opinion". My personal experience In summary, based on a detailed examination of several hundred DVS BMW for several years is lower.

M10, M20, M30, M40, M50

Engines conditionally first generation. Primitive crankcase ventilation system based on the principle of pressure difference. The discovery point of the thermostat is about 80 degrees. When running 350-400 TCMs may have minimal wear of the CPG. Occupal caps are losing elasticity to 250-300 TCM. The relative probability of problems with them is even higher problems with rings. When running the rings, the probability of reversibility to the nominal state is quite high. Masputability is low - all the more so that the main period of operation came at the time of development and formation of the market for high-quality "synthetics." The last generation of real trouble-free "million people" repaired "on the knee" in the conditions of the garage.

The characteristic performance of the first generation engines:

M10 is monovative, with a ignition distributor, carburetor, multiple modifications stretched its life for a period of nearly 30 years. It is found on a huge number of cars, most of which did not get to Russia.

M40 - "Comfortable Conditioning" M10 - Belt Drive and Hydrocomathers. Little prolonged, but relatively trouble-free subspecies.

M20 - "Six" with belt drive, which has replaced M10 and the intermediate position between him and the older model - M30. The development potential M10 constructively rested into litters, that is, to an increase in the total volume and the specific volume of cylinders. Not exceeding the "constructive optimum" in 500 cubic centimeters, with a four cylinders of two liters, it was not jumping out. Additional two cylinders gave the required power potential. We are well known for cars in the 34th body, where I have proven well.

M30 - The main "six" of the first generation with a classic set of characteristics is one camshaft and ignition distributor. The modifications list is also wide, including the first sports engine in modern bMW Stories - M88, served as the basis of the well-known engine S38 for M-series cars. The main application also found in numerous vehicles in the 32nd and 34th bodies - leaders by the number of cars of this generation brought to Russia.

Among the total distinctive characteristics, you can mark the low degree of compression of the first generation engines - with numbers of type 8: 1 and 9: 1, it is on the one hand, made engines with small-sensitive and undemanding to the octane number of fuel, on the other - made possible factory turbocharged modifications without significant revisions .

Formally, according to resource characteristics, it can be considered the last potential "millionth" of the first wave, however, has a number of profitable differences from the motors of the first generation sufficient to consider it a mansion from the above dinosaurs. First, the engine finally gained so acutely necessary for BMW of civilian purposes four valves per cylinder, founding the fashion on the "explosive" character "on medium" and firmly consolidating this glory for motors BMW.. Also added individual ignition coils, and together with them and the candles of the new "sophisticated" standard (here it is, a true sign of the change of generation in an industrial scale). It was he who became the legislator subsequently almost not disturbed by the proportion of "1 nm on 10 cubic centimeters of volume", which was not available for atmospheric engines Previous generation. Of course, it demanded a significant increase in the degree of compression from 10 to 11: 1 (SiC!) - the parameter, later repeated only in generation N52 in 2005. It is not surprising that normally the motor rides on gasoline no less 95, which for many owners is a surprise, and for a two-liter modification and it, in truth, frankly little. Yes, indeed, a partly compensate for such operational "ignorance" helps another novelty of this motor - detonation sensors, but the adjustment of the ignition moment only helps post-factum to smooth the effects of refueling inappropriate fuel: car from their presence, alas, it is better not going. In addition, it was the last "civilian" modification used by the time-tested "Insecured" combination "The cast-iron block - aluminum GBC". As a result, the M50 appeared in 1989 became and, perhaps, remains the most successful consumer characteristics by the BMW aggregate.

Considering this engine as an evolutionary development of M50, it would be more correct to entitle the paragraph as "M50TU-M52". It was renewed in 1992 "M50", with the factory index of the M50TU, received a relatively reliable mechanism for controlling the phases of gas distribution of the intake shaft, today is widely known as Vanos. The addition of two valves led to an increase in the passage section halved, which expectedly affected the deterioration of the cylinder fill low revolutions. In turn, this caused a breakdown of the moment the characteristic in the direction of "spinning", but such a "characteristic" of the engine is inconvenient with a non-sustainable movement. Vanos was designed to compensate for this "disadvantage", slightly stretching the moment characteristic. Contrary to the widespread misconception, it did not lead to an increase in the electrical power of the engine. The capacity was increased by the famous path - litter of the most powerful modification amounted to 2.8 liters - Motorists "painted" 300 cubes. There is a version that unusual for world engine 2.3 and 2.8 liter modifications were adjacent to tax claims operating in Germany of that period. The M52 block became aluminum, a super-duty nicar coating was applied on the walls of the cylinder. All other changes preferably affected the ecology: M52 became the first engine with the "ecological" ventilation system of crankcase gases - a valve with supporting atmospheric pressure was used, now opening only "on demand". The discovery temperature of the thermostat was raised to 88-92 degrees - which is higher than the first generation.

The resource, this modification, according to my data, has decreased by about half: problems with caps and CPG begin at the turn of 200-250 TCMs and further, with the expected DVS resource about 450-500 TCM. Depending on the mode of operation (city / route), the digit varies within + -100 TCM. Even with the average degree of loss of rings mobility, oil consumption may be absent, or being extremely minor. Conditionally this is the last potential "millionth", with proper care. Special "Namical" problems in real life is not observed, as well as high-ground fuel in large cities from the beginning of 2000s ...

The features of the operation of these motors are primarily associated with small sicks yet, not yet fully electronic systems and expensive consumables used in the motor and their aging - the cables of the throttle actuator and the control of the control system are tensile, dying expensive flow meters and as well as not cheap titanium oxygen sensors , ABS blocks, etc. However, with proper care, you can still get a "almost a millionth" with due care and several large spending, on your BMW in the body E39 or E36 - it was mostly enough to get this engine.

M52TU, M54

Further "environmentalization" and the struggle for the elasticity of the moment characteristic. The first significant difference between these models is a controlled thermostat with an opening point of 97 degrees - the mode of efficient operation is finally shifted towards partial loads, which ensures complete combustion of the mixture in urban mode. BMW made an innovator in the application of systems of this kind and still remains true to this tradition - at the time of 2011, few of the competitors "smoking" oil to temperatures are far over 100 degrees. Urban operating conditions, oil is even more intensively intensively than on the previous generation engines and the inevitable result was the decline in the expected "trouble-burning" mileage even about twice - to 150-180 TCM. Cap problems begin to 250-280 tkm. The first BMW engine is truly capricious to the quality of oil - neglect its choice, from now on, means significant costs in the near future. Constructive differences It is expressed in the desire of the designers to formally increase the power by increasing the volume and "deploy" the torque characteristic on the maximum possible range - now the Vanos is controlled and the outlet valve appears on the inlet, changing the length of the intake path - DISA. Unlike the "sports" S38B38, here the entire design is plastic, and, therefore, not eternal. The engine is now really cheerfully pulling in a wide range of revolutions, but character is very different from the pronounced "twist" motors of the M50 era. By the way, the gas pedal becomes electronic - now the firmware determines the degree of its "sensitivity", regulates the "ecology" and protects the "box". In the aluminum unit, cast-iron sleeves are last used. The motor can be called the most common in Russia - the popular bodies E46, E39, E53 and near the city stream.

Reliability rating: 3/5. Rings: 3/5. Caps: 3/5.

For Motors M Series, models M52, M52TU, M54, the formation of a sludge on the inside of the lid of the oil-tank neck is a confix temperature zone, which indicates the quality of the oil used. The land and thinner layer, the greater the chance to catch the engine alive. The relevance of this feature is directly related to the operation mode - "urban" cars are significantly determined with an extremely high probability, while the "country" cars with the "Track" operating mode may not have problems with the same bright signs of sludgeing under the lid.

Fundamentally new (if you consider essentially - only the third) generation that started in 2005. Motor "hot" not only on the thermostatization mode, but for the reason for the close layout motor compartment. Evolutionary development received almost all previously known systems: oxygen sensors are now broadband, length intake manifold Double-step, all this in one form or another was present earlier. Small design improvements in the form of an oil pump of variable performance, a more reliable ventilation valve of the crankcase, oil exchanger of the oil glass, etc. The block is also made from the next "advanced" magnesium aluminum alloy, but now instead of plug-in honing cast-iron sleeves It uses a chemically etched oil holder coating. The revolution touched the air supply system - debuting in 2001 on the economical "fours" system Valvetronic (direct control of air supply to cylinders through the opening of the valve, bypassing the throttle assembly) now moved to the main the lineup engines. Solved with its help the problem of the so-called. The "throttling losses" allegedly allowed to reduce fuel consumption by an average of 12% (and I would like to add "theoretically"), but I demanded the addition of a complex mechanism comprising an additional eccentric shaft with an additional, different from the former generation engines, valve reinforcement. The expression "hit the Valvillon" among the owners of BMW with the engines of this generation means, as a rule, unstable idling and costs within 1000 euros. Consolation can be found except in an attempt to recalculate imaginary 12% fuel economy in mileage. Motors of generation "N" are also characterized by specific engine operation problems associated with the firmware of the control unit. The path selected for a minor increase in power turned out to be quite trivial - the engine simply "screwed up" to 7000 revolutions / min. Honestly increase the volume not steel - the optimal value of about 0.5 liters per cylinder has already been achieved in the three-liter version of the precursor.

Problems with a rings (degree always above average) concern almost all instances of intracity exploitation with a mileage of more than 40 TCM and age from 2 years, complete reversibility is observed only before running 60-65 TCM. 50-60 TCM are already possible problems with outlooking caps. To the range of 80-100 TCM and age is 4-5 years old, both problems are found and provide a cumulative effect, which guarantees a flow rate of about 1 l per 1000 km and more - it was unprecedented early. To 110-120 TCM, as a rule, a catalyst is clogged. Several copies of small mileage were found, after processing which, measurements by packages piston rings Did notify the absence of a normal run-in (!) - Rings fell earlier than they had time to "ride." The predicted resource under standard operation is not more than 150-180 TCM. The overwhelming number of inspected copies is not recommended for the acquisition already at the turn of 80-120 TCM and the age of 5-6 years. The three-liter model has more about a third of the resource, most likely due to other material of the oil rings. The engine is almost also common as the predecessor and occurs, mainly on cars 1,3,5 series, and also - on the coupe and BMW Series X.

Contrary to common misconception, nor the modified version of the rings, nor a slightly modified shape of the piston skirt on the motor resource did not affect. Modified crankcase ventilation through the valve integrated into the lid, which appeared on the N52N also does not guarantee any improvement.

N53 / N54 / N55

In subsequent generation engines, there is also a frantic desire for further ecologization of engines, a decrease in specific metal components, etc. Foremented disappointment for conservative brand fans.

With the advent of N53, gasoline engines BMW has taken another step towards the diesel - for the next "percent of the ecology" (but not economy!) Buyers received precision high pressure nozzles, TNVD and all potential problems of diesel in addition. True, Valvetronic did not fit in N53. In N54, however, also, but with this model, BMW began a wide "selling" - a turbine appeared in the canonical row six, even two. In N55 Valvetronic returned, and the complex consistent turbine system was removed - it is there alone. But the engine N55 is now the most "diesel" of all gasoline.

It's funny that BMW first did not risk massively promoting in all markets the first engine with the immediate injection N53 due to the concerns of intense coke formation from the nozzles. At the same time, the design of BMW-Siemens nozzles is fundamentally different from competitors using a "open" hole exposed to the coking. The nozzles in BMW "spray" by opening the valve representing the pointed vertex of the pyramid - such sputtering "cleans" the valve seat itself by the spraying process itself is completely similar to how the inlet channels of valves on engines with a conventional injection system are cleaned. But from this disease of all motors with immediate injection, the medicine is not yet invented.

In view of the other design of the valve cover, the primary self-diagnosis method is radically different from M-series motors. The first sign of unhealthy is the red-brown oil varnish on the lid petals, the first time is easily removed by mechanical exposure. The second stage is a brown sand around the perimeter of the central part of the lid. The third and fourth - sand over the entire reverse surface and, less often, oil "jelly" under it. The characteristic of the oil used gives the state of the torsion spring, is perfectly distinguishable under the lid - in the first stage it still retains the metal (gray) color under a dark yellow oil film, on the second - acquires a characteristic red-brown shade. The third stage, when the long-term operation on the oil with high acidity makes it visually "loose", "exposed" - such an engine, most likely already has an irreversible worn out CPG. The probability, for example, to buy a silent Motor of the N52B25 series over 5 years, subject to Moscow operation, is practically absent.

Continued prepares ...