Engine BMW. M50B20 / M50B20TU.

Engine characteristics M50B20.

Reliability, problems and repair of the engine BMW M50B20

The smallest row six bMW series M50 (the family also entered M50B24,) published in 1990, as a replacement outdated. The main innovation here is the use of a new GBC with 4 valves per cylinder and two camshafts, as well as with hydrocompensators. Are used distributional shafts with phase 240/228, lift 9.7 / 8.8. The diameter of intake valves is 30 mm, graduation 27 mm. On M50 is applied intake manifold From plastic, more advanced confosition.
Control system BOSCH MOTRONIC 3.1 / Siemens MS40.0.
Among other things, in M50B20, the timing belt drive gave way to a more reliable chain, whose service life is more than 250 thousand km, instead of a traver, individual ignition coils are used, electronic ignition system, new pistons, light rods 135 mm, compression piston height 42.8 mm. Injectors M50 - 154 CC.

In 1992, the M50 engines were equipped with a phase inspector on the intake shaft (Vanos) and the name of new motors was changed to the M50B20TU. In these motors, new connectors were used, a long 145 mm long, and the compression piston height is now 31.64 mm.
Siemens MS 40.1 engine control system
These motors were used on cars BMW with index 20i.
In 1994, a new more advanced, with the same working volume, came to replace the low-consuming M50.

BMW M50B20 engine modifications

1. M50B20 (1990 - 1992 G.V.) - Basic variation of the engine. Compressive degree of 10.5, power 150 hp at 6000 rpm, torque 190 nm at 4700 rpm.
2. M50B20TU (1992 - 1996 G.V.) - Added Vanos System (phase inspection), replaced by SPGs, distribution shafts with phase 228/228, lifting 9/9 mm, compression ratio 11, power 150 hp At 5900 rpm, torque 190 nm at 4200 rpm.

Problems and disadvantages of BMW M50B20 engines

In the fault area, the M50B20 engine is similar to the eldest 2.5-liter brother M50B25, you can find out more details about problems.

BMW M50B20 Engine Tuning

M50B20 Stroker

It is no secret that the 2-liter engine does not strive with power and many M50B20 owners are not against increased power, not much in charge of losing reliability. The simplest way will buy an engine for SWAP. If we consider the options for modifying the native engine, then the easiest option to raise the return, it is to increase the working volume to 2.6 liters., With standard BMW details.
For this step, we will need to buy crankshaft and air flow sensor from, connecting rods stock, we buy pistons from M50TUB20. Nozzle, throttle, fuel pressure regulator and configured ECU is taken from M50B25. After the transformation data, we obtain the compression ratio of ~ 12 and the power of about 200 hp, there is 98 gasoline and we go without problems, or we put a thick gasket GBC. And Ipear 95, as an option you can remove from the bottom of the piston of 0.3 mm and do the standard gasket.
If the motor with Vanos, then put the crankshaft and connecting rods from M52B28, nozzles from M50B25.
To ours new Motor M50B26 revealed to full, you need to buy an intake manifold and throttle from the M50B25, making a porting of the head, combine channels and install an exhaust equationery collector with a full exhaust from M50B25 or sports. These modifications will allow the engine to breathe freely and maximum power will increase significantly. Dynamic characteristics The car with the engine M50B26 and the allied tuning, will be significantly higher than the usual M50B25.
The next step can be the M50B20 STROKER 3.0. To obtain 3 liters of work volume, we need to crush the cylinders to 84 mm and buy pistons with rings, rods with liners and crankshafts from. The cylinder block is becoming 1 mm. To this document the head of the cylinder block, the indigenous liners from M50B25, the timing chain with tensioner and the sedative, as well as all gaskets and nozzles 250 CC. After assembling all this on the basis of the M50B20 block, we will get a full M50B30 Stroker.
To obtain maximum power without a turbine on the M50B30 Stroker, you need to throw the stock camshafts and buy Schrick 264/256 (or other similar), 6 throttle inlet, nozzles and MAP sensor from S50B32, exhaust from. After the setting, we get about 250-270 hp, and sometimes more.

M50B20 Turbo

The most simple version of the turbist M50 is to buy a turbo whale based on the Garrett GT30 with a turbo collex, Westgate, Bloomoff, Map sensor, broadband lambda probe, a boost controller, full intake, intercooler, 440 CC nozzles and full release. So that it all went to customize the brain, we get about 300 hp at the exit. on the drain piston.
For greater power, it is necessary to replace the turbine on the Garrett GT35, nozzles for 500 ss, the stock pistons change to CP Pistons with a compression ratio of 8.5, Eagle connectors, bolts APR, a metal gasket of the cylinder block head, customizable and get the power 400 ++ hp.

At one time, the M50 engine was a real BMW favorite. He came to replace the M20 motor in 1991. New engine It was developed in two variations - 2.0 and 2.5 liters. However, his "life" was short-lived in the market: the release of "fifty-old" was discontinued in 1996, when it arose new modification With an aluminum block - it was assigned the M52 index.

Device M50.

The M50 engine was installed on the E34 and E36 model. In 1992, the engineers of the BMW concern presented M50 new system Timing distribution called Vanos. The main "china" of the innovation became the intake camshaft, which allowed to increase the engine thrust on low and medium turnover without loss in high.

The design is a standard 6-cylinder engine, which turned out to be a cast iron block with an aluminum head. However, compared with the predecessor M20, the BMW M50 was a rather impressive step forward: 24th valve system of gas distribution with two camshafts, driven by chain, and valve drives through hydrocomathers. The ignition system was also subject to change - it became entirely electronic, the rubber was removed behind unnecessaryness and added the ignition coil to each candle.

M50 became the most successful and reliable engines from BMW, so they received further life - on the basis of the M50, such modifications were collected as 3 liter M3Е36 with a capacity of 240 hp. and Alpina B3 with 250 hp The last option was intended for the American market. The weight of the engine was about 136 kg.

M50 modifications

disadvantages

Despite all the "luckyness" M50, it turned out to be not perfect, like all the "long" engines: with a strong overheating, the gas joint loses hermeticness, as a result of which cracks are formed on the GBC. Excessive oil consumption, which in normal operation is 1 l per 1000 km, is observed after 300-400 thousand km of mileage. The consequences are sad - exhaust valves burn, and in some cases, due to local overheating, cracks are formed between them.

Many spare parts manufacturers set plastic parts in a water pump, which causes the destruction of bearings and the impeller of the pump. Often with a low qualification of masters, the result of the repair is incorrectly established camshafts. The motors of the first anniversary of the release suffer from the failures of the ignition coils and cases of burnout by the power keys controlling the ignition. But the erosion of the liners is distributed less than that of 40 series engines. Many engines of 50 series observed leaks of oil - under the pads of the pallet, valve and front covers, by connecting the cylinder block with oil filter And the ring of probe.

Some M50 suffer from the disconnection of cylinders, which in turn ceases to supply fuel. To enable them, it is often required not only to eliminate the malfunction, but also to clean the memory. But at least these systems are not too much suffering from breakdowns associated with lambda probe - oxygen sensor.

Dignity

The M50 has a number of differences from the first generation motors, which, of course, has become a big step forward for BMW. It is this engine with its 4 valves to the cylinder founded the fashion on the "explosive" engines of German autohygigant, which reached the present day.

The M50 became the last unit in which the bunch of the "cast-iron block and an aluminum cylinder head", which was truly true and reliable design.

Also, the M50 set the popular standard "1 nm by 10 cm 3 cylinders", which was unattainable in the engines of the old series. The engine perfectly adapted to 95 gasoline, which, though, not to say about 2 liter versions - it lacks even such an octane number. But this problem is solved to some extent using detonation sensors. According to the results, despite the shortcomings inherent in him, the BMW M50 became the best in the history of the concern both technical and consumer data.

Engine operation BMW M50 (video)

Reliability, problems and repair of the engine BMW M50B25

In 1990, a new BMW M20B25 was replaced by a popular row six, a newly perfect and powerful, called BMW M50B25 (the nickname received the plate "plate"), from the new M50 family (the M50B20, M50B24, S50B30, S50B32 was also included in the series ). The main difference between the M20 and M50 engines lies in the GBC, in the new engine, the head was replaced by a more perfect twin, 24-valve with hydrocomathers (valve adjustment does not threaten).

The diameter of the inlet valves is 33 mm, graduation 30.5 mm. The camshafts with phase 240/228 are used, the rise of 9.7 / 8.8 mm. And also applied an enhanced light intake manifold. Engine control system Bosch Motronic 3.1. The drive of the timing in new M50 motors has changed, now instead of the belt, a chain is used, the service life of 250 thousand km (as a rule goes more). In addition, individual ignition coils are used, the ignition system is electronic, other pistons, light rods with a long 135 mm. The size of the nozzles M50B25 - 190 CC.

Since 1992, M50 engines have received a widely known system for changing the phases of gas distribution on the Vanos intake shaft, and such motors began to be called M50B25TU (Technical Update). In addition, in these engines used new rods with a long 140 mm and pistons with a compression height of 32.55 mm (38.2 mm per M50B25).

The control system is replaced by Bosch Motronic 3.3.1. These power units were used on bMW cars with index 25i. Since 1995, the M50B25 engine began to be replaced with a new M52B25 enhanced motor and in 1996 the release of the M50 series was completed.

Motor modifications BMW M50B25

• M50B25 (1990 - 1992 G.V.) - Basic engine. Degree of compression 10, Power 192 hp At 5900 rpm, torque 245 nm at 4700 rpm.
• M50B25TU (1992 - 1996) - Added a system for changing the phases of gas distribution on the VANOS inlet, changed the connecting rod-piston group, and other camshafts are installed (phase 228/228, lifting 9/9 mm). Degree of compression 10.5, Power 192 hp at 5900 rpm, torque 245 nm at 4200 rpm.

Engine BMW M50B25 / M50B25TU

Engine characteristics M50B25

Reliability, problems and repair of the engine BMW M50B25

In 1990, a new, much more perfect and powerful, called the BMW M50B25, came to replace the popular and powerful, called BMW M50B25 (the people received a nickname "Plate"), from the new M50 family (the series also entered, M50B24,). The main difference between the M20 and M50 engines lies in the GBC, in the new engine, the head was replaced by a more perfect twin, 24-valve with hydrocomathers (valve adjustment does not threaten). The diameter of the inlet valves is 33 mm, graduation 30.5 mm. The camshafts with phase 240/228 are used, the rise of 9.7 / 8.8 mm. And also applied an enhanced light intake manifold.
Engine control system Bosch Motronic 3.1.
The drive of the timing in new M50 motors has changed, now instead of the belt, a chain is used, the service life of 250 thousand km (as a rule goes more). In addition, individual ignition coils are used, the ignition system is electronic, other pistons, light rods with a long 135 mm. The size of the nozzles M50B25 - 190 CC.
Since 1992, M50 engines have received a widely known system for changing the phases of gas distribution on the Vanos intake shaft, and such motors began to be called M50B25TU (Technical Update). In addition, in these engines used new rods with a long 140 mm and pistons with a compression height of 32.55 mm (38.2 mm per M50B25).
The control system is replaced by Bosch Motronic 3.3.1.
These power units were used onbMW cars with index 25i.
Since 1995, the M50B25 engine began to be replaced with a new improved motor and in 1996 the release of the M50 series was completed.

Motor modifications BMW M50B25

1. M50B25 (1990 - 1992 G.V.) - Basic Engine. Degree of compression 10, Power 192 hp At 5900 rpm, torque 245 nm at 4700 rpm.
2. M50B25TU (1992 - 1996) - Added a system for changing the phases of gas distribution on the VANOS inlet, changed the connecting rod-piston group, and other camshafts are installed (phase 228/228, lifting 9/9 mm). Degree of compression 10.5, Power 192 hp at 5900 rpm, torque 245 nm at 4200 rpm.

Problems and disadvantages of BMW M50B25 engines

1. Overheating. The M50 engine is prone to overheating and transfers it quite hard, so if the motor began to warm up check the state of the radiator, as well as the pump and thermostat, the presence of air traffic jams in the cooling system and the radiator lid.
2. Troit. Check the ignition coils, most often the problem is in them, as well as candles and nozzles.
3. Floating speed. Often the malfunction is caused by the failed valve idle move (Khh). Cleaning will help bring the motor in feeling. If the problem remains, then see the throttle position sensor (DPDZ), temperature sensor, lambda probe, clean the throttle.
4. M50 Vanya. The problem is expressed in the tapura, loss of power, rumble. Repair: Purchase Remkomplekt Vanos M50.
In addition, in view of its age and features of operation, engines BMW M50 suffer from high oil consumption (up to 1 l per 1000 km), which is not too much declining after the overhaul. Could flow the valve cover and pallet, the leaks are not excluded and through the oil probe. Expansion tank Also loves to crack, after which we get leakage of antifreeze. At the same time, periodically problems deliver the M50 camshaft sensors, crankshaft (DPKV), coolant temperatures, and so on.
In spite of everything, the engine BMW M50B25 is one of the most reliable power aggregates Bavarian producer, and the bulk of the problems is caused by age and the style of operation of the motor. And even such engines rolling over 300-400 thousand km, and if the motor was used in gentle mode and was adequately serviced, its resource can pass far over 400 thousand km, because it was not for nothing that they received a reputation of millions.
Purchase engine M50B25 a good choice For swapp and subsequent revision with the use of turbocharger. Before talking about such solutions.

BMW M50B25 Engine Tuning

Stroker. Camshafts

The simplest I. fast option Increase power using factory components, this is the installation of a long-term crankshaft (strkin). In M50B25 (without Vanos), the knee of 89.6 mm rises. From the same motor you need to buy connecting rods, skeeping inserts, repair pistons, nozzles, and indigenous liners from M50.
We collect (the firmware can be left stock, but it is better to tune in) and go on a 3-liter M50B30, with a capacity of about 230 hp and a compression ratio of 10.
The same power can be obtained by purchasing the camshafts Schrick 264/256 and configuring the stock Motronic. As a result, we get 220-230 hp Borrow a fence of cold air, sports exhaust and get 230+ hp
The same camshafts on the M50B25 3.0, the strror will give about 250-260 hp.
To obtain maximum power with M50B30, it is necessary to buy Schrick camshafts 284/284, sixded inlet, nozzles from BMW S50, light flywheel, make a porting of the CFC, to buy an equilodleal exhaust manifold and direct-flow exhaust. After tuning, such M50B30 develops around 270-280 hp
If this is not enough, you can crush the block under pistons 86.4 mm from S50B32 and get a working volume 3.2. We buy camshafts and get about 260 hp
Vanosny M50B25 can be removed in a 2.8 liter engine, by installing crankshaft with a course of 84 mm and connecting rods from M52B28. Together with the firmware Siemens MS41, it will give +/- 220 hp, the degree of compression ~ 11.

M50B25 TURBO.

In the case when the atmospheric motor has little or the cost of its implementation is too large, you can organize a turbo version of the 2.5-liter motor. If the tuning is supposed to be budget, then the Chinese turbo whale on the basis of Garrett GT35 (or the other, with brains included), your choice. As an option, you can find a used TD05 turbine (or other), cook collector, collect all the paipings, clamps, boom, intercooler, and so on. Put everything on stock piston, after setting a thick gasket Cometic CFC, nozzles 440 ss, fuel pump Bosch 044, exhaust on 3 "pipe, Brain EFIS 3.1 (or Megasquirt), customize and 0.6 bar We will get about 300 hp On 1 bar ~ 400 hp
Something similar can be built by purchasing the KIT M50 compressor and installing it on the piston drain. The return from the compressor will be noticeably lower than that of the turbine.
Even more power can be obtained by purchasing and installing turbocts on the original Garrett GT35, pistons CP Pistons for compression ratio 8.5, Eagle rods, Arp bolts, productive nozzles (~ 550 CC). With such sets, you can raise the power up to 500++ hp Similar projects can be built on a 3-liter row.

E34, look after copies with M50 series motors, but what do these engines are so good and what they differ fundamentally from the Motors of the previous series - M20? Like M20, M50 engines are row "six", but new motors received two distributive shaft And the 24-EX valve GBC, besides this, the motor M50 Motor Timing, and not a belt. A new mechanism of gas distribution in the case of C allowed for 22l.s to increase engine power, but it's not just that, modified inlet and the best purge combustion chamber allowed motors new Series Split faster than the movements of the previous series did. In addition, the fiftieth engines do not require the adjustment of heat gaps - they are equipped with hydrocomathers. On new engines, a completely electronic ignition system is installed, without a traver and six ignition coils - on one coil for each cylinder.

On E34, the engine M50 is known for models 520 and 525, which the "fiftieth" motors have been established from 1991 to the removal of E34 in the 1995th year. In 1993, the motors of the fiftieth series were modified, they received vanos systemwhich shifting the intake camshaft allowed to achieve the maximum torque of 500 revolutions earlier than it was possible with a damable engine. Which motor is better- with Vanos, or without? There are many disputes on this topic, but in most cases people converge on the fact that they are not so significant advantages that gives this system, does not justify all those problems that are found during its operation, and in fact and the power and thrust of these engines are the same I repeat - the whole difference is that the M50TU (it is true that the motor with Vanos is designated), it comes to the maximum torque for 500 revolutions earlier, it reaches the maximum thrust on 4,000 turns, while the driver of the car without Vanos, gets a maximum of the traction under the pedal at 4 700 revs - this also applies to the 520th and 525th models. Particularly distinguish the Vanosny and the harmless unit is quite simple: if a damable installation in the area inlet camshaft There is no protrusion, then on the car with Vanos in the place there is some rounding, which gives the existence of a gas distribution mechanism under it - pay attention to the photo, the blameless M50 is depicted on top.

Compare Characteristics of Vanosny and Dutnamy Engines.

The M50B20 engine at a cylinder diameter of 80mm and a 66mm piston during a 2.0 l. The degree of compression of the damnable B20 - 10.5: 1, the SZh of Vanosny Aggregate - 11.1: 1, Ie, this motor is more arrogant to the quality of gasoline. The power of both units is 150l.s, the maximum torque - 190n. M., in the VANOSNOIN embodiment is reached at 4,200, in a damnable at 4,700 revolutions.

The more voluminous M50 B25 motor with a cylinder diameter of 84mm and the 75mm piston during the piston has a volume of 2.5l. In addition to the volume from the installation of the B20, it is characterized by more developed inlet. The degree of compression of the safebed B25 is 10: 1, in the VANOSNE version of the SZH B25 is 10.5: 1 - In both cases, the compression ratio is not too high, so the machine is normally riding on the 95th gasoline. Power - 192l.s, torque - 245n. M - the same for both modifications. As in the case of B20, the maximum torque is achieved at 4,700 and 4,200 revolutions, respectively.

The engine block is made of cast iron, and the GBC from aluminum. With overheats, the M50 head not only leads, but also cracks between the seat clips.

The aggregate of the M52 series came to replace the fiftieth motor, the main difference of which was the aluminum block, but this motor was no longer as reliable as its predecessor.

If you owned a BMW with the engine of the 50th series, below you can leave your feedback about this force unit.