BMW M50
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The BMW M50 is a straight-six engine - gasoline engine of the car manufacturer BMW and was in late 1989 as the successor to the BMW M20 of -Motorenfamilie and heir BMW M30 presented -Motorenfamilie. It was used first in the "Fünfer" (model series E34 ) and then in the "Dreier" (model series E36 ). It was used worldwide with a displacement of 2.0 or 2.5 liters (with 150 or 192 hp) in the BMW E36 and BMW E34 .
With the BMW M50, a new generation of engines replaced the BMW M20 after a good twelve years of construction. Constructive innovations compared to the M20 were four-valve technology, timing chain and hydraulic valve lifters , which make regular checking / setting of the valve clearance superfluous.
In February 1990, series production began at the BMW engine plant in Steyr . The new generation of engines was presented to the press at the BMW plant in Landshut at the end of February 1990; from May 1990 onwards, the BMW 520i and BMW 525i models were equipped with the M50 engines. The engines were used in the BMW E36 until 1995 and in the five-touring BMW E34 until mid-1996 . A total of 943,795 units were produced by the BMW M50.
Based on the construction principle of the M50, BMW M-GmbH developed the S50 sports engine series with 3 and 3.2 liter displacement. These engines came u. a. the BMW E36 M3 and BMW Z3 M used.
Development goals
The development goals for the BMW M50 were
- Demanding torque and power values with rated fuel with RON 95 ,
- high quality and service life with increased maintenance and service friendliness,
- Maintaining and cultivating the well-known good running behavior and engine acoustics
- in connection with the high efficiency of the engine.
After the presentation of the 1.8-l four-cylinder four-valve engine ( BMW M42 ) in September 1989, the 2.0 and 2.5-l six-cylinder four-valve engines were to have the same cylinder head concept with two camshafts, bucket tappet control with integrated hydraulic valve clearance compensation and a dormant Have ignition voltage distribution with ignition coils integrated in the cylinder head.
Construction / mechanics
Base engine
As with the predecessor BMW M20 , a smaller cylinder spacing of 91 mm was chosen than with the BMW M30 (100 mm), which means that the crankcase of the BMW M50 has the same external dimensions as the predecessor component. The main dimensions of the cylinder crankcase and overall engine are therefore comparatively compact and allowed the engine to be installed in all BMW vehicle series of the time.
The crankcase is made of pearlitic gray cast iron , which has advantages in terms of strength , damping behavior and corrosion. The 2.0-liter engine with free-standing bushings has a bore of 80 mm, the 2.5-liter engine with the bushings cast together has a bore of 84 mm. By pulling the oil pan flange down 60 mm below the center of the crankshaft, the lower engine section was particularly stiffened. A crankcase weight of 48 kg could be achieved through light casting.
The engine weight according to DIN 70 020-A is only 194 kg for both displacement variants - and that despite the more elaborate design compared to the BMW M20 with four-valve technology, cup flywheel and V-ribbed belt drive of the ancillary units. The only 12 kg additional weight compared to the previous model could be achieved through lightweight construction using FEM and CAD.
The oil pan is one-piece and consists of an aluminum alloy that is processed using die-casting technology . With a shell integrated in the oil pan, the lower half of the gearbox bell is also screwed to the motor-gearbox assembly to improve overall rigidity. A Duocentric oil pump is arranged in the oil sump, i. H. a regulated gear pump that is driven by the crankshaft via a single-row chain. There are 5.8 liters of oil in the lubrication system, with the oil pressure in the system being regulated to 4 bar.
The crankshafts with a stroke of 66 mm (2.0 l) and 75 mm (2.5 l) were made of nodular cast iron . The main bearing diameter is 60 mm, the connecting rod bearing diameter 45 mm. With both crankshafts, these dimensions led to a very large overlap between the main and connecting rod journals and thus to a high degree of rigidity of the crankshafts.
The forged connecting rods made of C45 were uniformly designed with a length of 135 mm, which allowed the existing production facilities to be used. By tapering the connecting rod shaft, a weight reduction could be achieved and at the same time the durability increased.
The lightweight pistons with fire webs of 9 mm have pin diameter of 22 mm. The different versions of the pistons are due, among other things, to the different compression ratio: The 2.0-l engine (ε = 10.5) has flat pistons without a recess, the 2.5-l engine (ε = 10.0) has one centric ball recess with a depth of approx. 4 mm. There are four valve pockets in the pistons, two each for inlet and outlet valves. The piston crowns are cooled with spray oil nozzles. These are arranged in the crankcase in the area of the crankshaft bearing blocks.
Piston ring data:
- Upper compression ring: rectangular ring, chrome-plated, 1.5 mm high
- Lower compression ring: nasal minute ring, 1.75 mm high
- Oil control ring: so-called oil slotted ring with hose spring, 3 mm high
Cylinder head
construction
In the BMW M50, four-valve technology was used for the first time for large-scale six-cylinder production. A completely new DOHC cross-flow cylinder head with 4 valves per cylinder was developed for the BMW M50 .
The valves are operated by means of two camshafts with bucket tappets with hydraulic valve clearance compensation (HVA). The two overhead, hollow cast camshafts made of chilled cast iron are supported sevenfold, which ensures high rigidity between each two cams. When the camshafts are installed, access to the cylinder head bolts is guaranteed. The camshafts are driven by two single roller chains:
- Main drive (primary chain):
- From the crankshaft to the exhaust camshaft with guide rails in the drawn chain strand; hydraulically damped tensioning rail.
- Power take-off (secondary chain):
- From exhaust to intake camshaft; Guide rail and hydraulically damped tensioner.
The use of 4-valve technology made it possible to reduce the valve dimensions compared to the BMW M20, with the valve plates being accommodated in the bore dimensions of the cylinders. Smaller valves ensure better heat dissipation and thus durability and lead to reduced moving masses, which in turn leads to reduced closing forces of the valve springs. The lower valve mass enables precise valve control - even in high speed ranges.
The cylinder head cover from Mg - die-casting is acoustically decoupled from the cylinder head by means of a large-volume rubber profile seal and rubber elements at the fastening screws. The electrical connection is made using a ground strap. The individual ignition coils are protected against dirt and splash water by a plastic cover. The cover of the chain drive is made of die-cast aluminum; for engine ventilation, it ensures pressure equalization between the crankcase and oil space in the cylinder head.
Charge exchange
The 4-valve technology allows particularly favorable flow conditions of the sucked in air-fuel mixture and the combustion gases due to the overall larger cross-section of the inlet and outlet openings. By optimizing the lengths and cross-sections of the entire air exchange tract on the intake and exhaust side, a high degree of filling was achieved - the essential prerequisite for high performance and torque values over a wide speed range.
Very small valve angles (inlet side 20 ° 15 ', outlet side 19 ° 15') enable a flat combustion chamber with the concentration of the combustion volume around the centrally arranged spark plug - symmetrically arranged between the valves. A compact combustion chamber with a small surface-to-volume ratio results in favorable combustion conditions due to short combustion paths and low wall heat losses, good thermal efficiency and balanced emissions.
The evenly long flame paths allow faster and less knocking of the mixture. The low tendency of the 4-valve engine to knock allows the compression ratio to be increased. The resulting benefits are
- Increase in thermal efficiency
- Increase in torque and improved torque curve
- Reduction in specific fuel consumption and
- optimized emissions.
In summary, the main advantages of 4-valve technology are:
- Less gas exchange work,
- ideal spark plug position and
- smaller moving masses per valve.
The Kunststoffsauganlage was designed with short pipes of the same length in consideration of the combustion chamber so that a high dynamic range in the speed range from 4000 to 6000 min -1 is formed. The streamlined inlets into the suction pipes and the smooth surface reduce losses. For mixture formation and gas exchange, it has proven to be advantageous to separate the inlet ports only shortly before the cylinder inlet, the ports being made so large that there is no port constriction even with the maximum valve opening. The one-piece intake manifold is manufactured as a plastic injection molded part in the core melting (common component development of BMW, BASF and Mann + Hummel ), this method was first used in a large series. The suction system made of glass fiber reinforced, heat stabilized polyamide (trade name: Ultramid ) has the necessary mechanical strength, rigidity and heat resistance, even above 130 ° C.
Low back pressure and favorable dynamic behavior were the main design criteria for the exhaust system . The first specification was achieved by appropriately dimensioning the pipe and catalyst cross-sections as well as the silencer volumes. A favorable dynamic behavior and thus good torque output in the middle speed range was achieved by the longest possible, separate front exhaust pipes up to the mixing section in front of the catalytic converter .
The optimized design of the intake and exhaust side allowed the definition of relatively short control times (opening angle: inlet side 240 °, outlet side 228 °). The short inlet control time with an early inlet closure results in a high filling in the lower and middle speed range, the short exhaust control time supports the high torque yield in the middle speed range.
Data cylinder head
| engine | Ø inlet valve | Ø outlet valve | Entrance opens | Entrance closes | Outlet opens | Outlet closes |
|---|---|---|---|---|---|---|
| M50B20 | 2 × 30.0 mm | 2 × 27.0 mm | 24 ° CA before TDC | 36 ° CA after UT | 38 ° CA before UT | 10 ° CA after TDC |
| M50B25 | 2 × 33.0 mm | 2 × 30.5 mm | 19 ° CA before TDC | 41 ° CA after UT | 35 ° CA before UT | 13 ° CA after TDC |
Engine control, ignition system and injection system
The engine control , d. H. the ignition and mixture control, took place for the first time with the engine electronics M 3.1 (DME M3.1).
The fully sequential injection (SEFI = Sequential Electronic Fuel Injection , sequential multi-point intake manifold injection , i.e. a cylinder- selective control of each individual injection nozzle or cylinder) resulted in several advantages:
- the same mixture formation conditions for all cylinders
- Adaptation of the injection timing to the engine operating condition (speed, load, temperature)
- Injection time update assigned to cylinder (injection time shortening / lengthening, post-injection)
- Injector diagnosis possible
- Cylinder-selective shutdown possible
Innovations in engine electronics (DME M3.1)
| DME | ignition | Cylinder detection | Load detection | Type of injection | Throttle position | begin |
|---|---|---|---|---|---|---|
| M3.1 | Dormant ignition distribution | Camshaft sensor | Hot wire air mass measurement |
Fully sequential injection | DK potentiometer: Adaptation of LL position: TL and VL via resistance value |
Fuel pump supply pre-spray double ignition (max. 250 ms) full sefi |
| M1.1 ‑ M1.3 | Rotating ignition distribution | Cylinder detection sensor on ignition line 6 for Halbsefi | Air volume measurement |
Parallel or semi-sequential injection | DK switch: LL and VL contact mechanically via switch | Parallel injection |
| DME | VL ignition angle | LL regulation | programming | LL-CO setting during catalyst preparation | Self-diagnosis | Emergency run | Storage | Connector pins |
|---|---|---|---|---|---|---|---|---|
| M3.1 | Altitude map: dependent on speed and fuel level | Adaptation value without climate Adaptation value with climate |
Map programming |
Via software: MoDIC or service tester | Extended | Improved | 40 kByte | 88 |
| M1.1 ‑ M1.3 | Speed dependent | An adaptation value | Variant coding |
Mechanically | 32 kByte | 55 |
Technical revision
After around 500,000 units were produced, the BMW M50 underwent an extensive revision. The goals of further development were
- Reduction of fuel consumption and emissions
- Improvement of the elasticity in the lower and middle speed range
- Comfort optimization (acoustics)
- Optimization of idle quality and
- Compatibility with RON 91/95/98 fuels.
The technically modified engines are called BMW M50 "TU" (technically revised, English technical update ). They were equipped with the VANOS variable camshaft control and went into series production from September 1992.
activities
In order to improve fuel consumption, emissions, idling quality and acoustics, an important goal when redesigning the basic engine was to reduce friction in the piston group and in the valve train, as well as to adapt a control system for the intake camshaft. The technical innovations led to a reduction of the frictional torque - depending on the displacement and speed - by 10 to 18%. At low speeds (800 min −1 ) the reduction in frictional torque in the valve train is most pronounced. At 2000 min −1 there is a decrease in the frictional torque in the piston group and in the valve train. At 6000 min −1 the influence of the piston group on the overall friction predominates.
Technical revision of the basic engine
Since the dimensions of the crankcase, bearings and crankshaft stroke were to be retained, the friction could essentially be reduced by reducing the connecting rod ratio, the oscillating masses and the bearing piston and piston ring running surfaces. The standard connecting rod length of 135 mm had to be abandoned to reduce the load-bearing piston area. The 2.0-l engine received connecting rods with a length of 145 mm, the connecting rods of the 2.5-l engine were lengthened to 140 mm. Together with the increase in compression, the compression height of the pistons is reduced accordingly. The piston skirt length (as a function of the supporting piston area) is reduced by 11.6 mm for the 2.0 l engine and by 9.8 mm for the 2.5 l engine. With the reduction in compression heights, the piston masses were reduced by 100 and 50 g, respectively. Despite lengthening the connecting rods, the oscillating masses were reduced by 12 and 6%, respectively. Sufficient strength of the pistons could be achieved despite these changes by using the box, X and half-slipper design.
The piston cooling has also been improved. For this purpose, on the one hand, the throughput of the spray oil cooling with one spray nozzle per cylinder in the bearing bracket was increased by 100% and, on the other hand, the piston temperature could be kept within reasonable limits by optimizing the inner piston contour and extending the injection time of the piston.
The weight and shape-optimized connecting rods are now made of micro-alloyed carbon-manganese forged steel C40 mod BY. The six-cylinder connecting rods were thus adapted to the connecting rods of the four-cylinder engines.
The axial vibration damper, which replaces the radial vibration damper, is also new. With approximately the same moment of inertia , it has a lower weight and more favorable acoustic properties.
The piston rings have also been revised:
- Upper compression ring: Rectangular ring, 1.5 mm high - now spherical, with a sharp lower edge. As before, the running surface of the 2.0-l engine is chrome-plated, while the 2.5-l engine has a plasma coating because of the higher thermal load.
- Lower compression ring: nose minute ring, 1.5 mm high (previously 1.75 mm)
- Oil control ring: 2 mm high, three-part steel lamella ring or a 2 mm high, two-part oil slit ring with hose spring (previously 3 mm high)
Technical revision of the cylinder head
It was possible to reduce the valve train friction by reducing the valve spring forces and the oscillating valve train masses, which led to a reduction in the contact forces between the friction partners cam and bucket tappets. The diameter of the bucket tappet and HVA element has not been changed. The mass of the bucket tappets could be reduced by optimizing the wall thicknesses of the bucket tappet housing and changing the inner sheet metal parts, which are used to supply oil to the HVA element and its mounting.
The valve head diameter and valve material remained unchanged, but the valve stem diameter was reduced from 7 mm to 6 mm, which reduces the valve mass by an average of 20%. The upper spring plate, which is still made of steel, was structurally adapted to the individual valve spring, which reduced its weight by 21%.
By changing the cam lift and the optimized acceleration curve together with the mass reduction of the oscillating valve train parts, it was possible to lower the maximum valve spring force by 30%, which made it possible to replace the previous double valve springs with single valve springs. Thanks to an optimized material compared to the double valve spring, the dynamic safety of the single valve spring could even be increased while the thrust and stroke tension remained the same.
Further revisions, VANOS
Further modifications in the course of the revision were the use of hot-film air mass meters , modified crankshaft vibration dampers and a new idle actuator ZWD-5 (two-winding rotary actuator) on the 2.5-l engine. The use of knock control allowed a slight increase in the compression ratio.
The performance and exhaust gas values as well as the running behavior of a 4-stroke gasoline engine can be improved by adjusting the camshaft spread during operation. By Va riable No ckenwellen- S preizung ( VANOS ) can be realized variably at BMW M50TU the spreading of the intake camshaft, d. H. can be adjusted from late to early or vice versa depending on the load and operating conditions. After extensive engine tests, a maximum adjustment angle of 25 ° KW (crankshaft angle) was specified for both engine variants.
Technical revision of the engine control
The technical revision went hand in hand with an adaptation of the engine control. The digital engine electronics DME 3.3.1 with knock control was now used in the 2.5-l engines. All BMW E34 and E36 vehicles with M50B20TU engines received the SIEMENS MS 40.1 engine control.
Sports engines BMW S50 from M-GmbH
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The engines from M-GmbH, which were used in the BMW E36 (M3) and BMW Z3 M, occupy a special position . A basic distinction is to be made between the “normal” or European versions of the S50 and the USA version.
S50B30 and S50B32 (EU)
Based on the BMW M50, M-GmbH developed the successor engine for the BMW S14 installed in the BMW E30 M3 . The engine called the BMW S50 succeeded the BMW S14 in the BMW M3, but due to the fundamentally different dimensions (cylinder spacing, bore, stroke, external dimensions) and the different engine concept (six instead of four-cylinder) it cannot be considered its successor. The direct successor to the BMW S50 was the BMW S54 .
The objective during development was that the M3 E36 should have more power, but also be designed to be more comfortable than the E30 M3, which is why the decision was made in favor of a powerful 6-cylinder engine. M-GmbH modified the M50 in essentials and took over a few features of the S14 and S38 engines .
Changes compared to the M50 were for example:
- Displacement increase to 3 (S50B30) or 3.2 liters (S50B32)
- Single throttle valve injection
- Bucket tappets without hydraulic valve clearance compensation (HVA)
- Stepless high-pressure inlet VANOS on the S50B30 or double VANOS on the S50B32 (instead of low-pressure black / white inlet VANOS)
- other pistons, connecting rods, camshafts, engine control etc.
- Manifold
Overall, the S50B30 was state-of-the-art in 1992 and, with 70.23 kW per liter displacement, was one of the series naturally aspirated engines with the highest liter output worldwide. For the BMW E36 M3 GT, the engine output has been increased from 210 kW (286 hp) to 217 kW (295 hp).
Compared to the S50B30, the displacement of the S50B32 has been expanded and again significantly revised and with its output of 236 kW (321 hp) exceeded 73.55 kW (100 hp) per liter for the first time. Maximum torque, torque curve and oil supply at high lateral acceleration have also been improved. With the S50B32, the engine was largely exhausted, a slight increase to 252 kW (343 hp) was achieved by the basically identical BMW S54 that was installed in the BMW M3 E46 .
- Sports engines BMW S50
BMW S50B32 with manifold
BMW S50B32 engine from the intake side
S50B32 in a BMW M3 E36
S50B30 / US
An export of the M3 E36 to the USA was not originally planned. This was done using an engine specially built for the US market, which was less elaborately designed than the EU version. The engine essentially corresponded to an M50B25TU increased to 3 liters displacement with a central throttle valve (instead of individual throttle), low-pressure black / white inlet VANOS (instead of fully variable high-pressure VANOS), hydraulic valve lifters (instead of bucket lifters without HVA) and had an output of 243 PS. Alpina also adopted this configuration for the engines of the Alpina B3 (E36) . The successor to the S50B30 / US was the BMW S52B32 / US in 1996 .
Data
| engine | Displacement | Bore × stroke | Valves / cyl. | compression | Power at 1 / min | Torque at 1 / min | Maximum speed | introduction |
|---|---|---|---|---|---|---|---|---|
| M50B20 | 2.0 l (1990 cm 3 ) | 80.0 mm × 66.0 mm | 4th | 10.5: 1 | 110 kW (150 PS) at 6000 | 190 Nm at 4700 | 6500 min −1 | 05/1990 |
| M50B20TU | 2.0 l (1990 cm 3 ) | 80.0 mm × 66.0 mm | 4th | 11.0: 1 | 110 kW (150 PS) at 5900 | 190 Nm at 4200 | 6500 min −1 | 09/1992 |
| M50B25 | 2.5 l (2494 cm 3 ) | 84.0 mm × 75.0 mm | 4th | 10.0: 1 | 141 kW (192 hp) at 6000 | 245 Nm at 4700 | 6500 min −1 | 05/1990 |
| M50B25TU | 2.5 l (2494 cm 3 ) | 84.0 mm × 75.0 mm | 4th | 10.5: 1 | 141 kW (192 hp) at 5900 | 250 Nm at 4200 | 6500 min −1 | 09/1992 |
| S50B30 / US | 3.0 l (2990 cm 3 ) | 86.0 mm × 85.8 mm | 4th | 10.5: 1 | 179 kW (243 hp) at 6000 | 305 Nm at 4250 | 6500 min −1 | 1994 |
| S50B30 / EU | 3.0 l (2990 cm 3 ) | 86.0 mm × 85.8 mm | 4th | 10.8: 1 | 210 kW (286 hp) at 7000 | 320 Nm at 3600 | 7280 min −1 | 09/1992 |
| S50B30GT | 3.0 l (2990 cm 3 ) | 86.0 mm × 85.8 mm | 4th | 10.8: 1 | 217 kW (295 hp) at 7100 | 323 Nm at 3900 | 7280 min −1 | 12/1994 |
| S50B32 / EU | 3.2 l (3201 cm 3 ) | 86.4 mm x 91.0 mm | 4th | 11.3: 1 | 236 kW (321 hp) at 7400 | 350 Nm at 3250 | 7600 min −1 | 09/1995 |
Valve control data
| engine | Displacement | Engine control | Valve stroke I / O in mm | Opening angle ° CA I / O | VANOS | Spread inlet ° KW | Spread outlet ° KW |
|---|---|---|---|---|---|---|---|
| M50B20 | 2.0 l (1990 cm 3 ) | DME M3.1 | 9.7 / 8.8 | 240 ° / 228 ° | - | 96 ° | -104 ° |
| M50B20TU | 2.0 l (1990 cm 3 ) | MS40.1 | 9.0 / 9.0 | 228 ° / 228 ° | E 1 | 80 ° to 105 ° | -105 ° |
| M50B25 | 2.5 l (2494 cm 3 ) | DME M3.1 | 9.7 / 8.8 | 240 ° / 228 ° | - | 101 ° | -101 ° |
| M50B25TU | 2.5 l (2494 cm 3 ) | DME M3.3.1 | 9.0 / 9.0 | 228 ° / 228 ° | E 1 | 85 ° to 110 ° | -101 ° |
| S50B30 / US | 3.0 l (2990 cm 3 ) | DME M3.3.1 | 10.2 / 9.5 | 252 ° / 244 ° | E 1 | (?) | (?) |
| S50B30 / EU | 3.0 l (2990 cm 3 ) | DME M3.3 | 11.3 / 11.3 | 260 ° / 260 ° | E 2 | 80 ° to 122 ° | −108 ° |
| S50B30GT | 3.0 l (2990 cm 3 ) | DME M3.3 | 11.2 / 11.2 | 264 ° / 264 ° | E 2 | 80 ° to 122 ° | −108 ° |
| S50B32 / EU | 3.2 l (3201 cm 3 ) | MSS50 | 11.3 / 11.3 | 260 ° / 260 ° | I / O 3 | 70 ° to 130 ° | -76 ° to -114 ° |
use
- M50B20
- M50B20TU
- M50B25
- M50B25TU
- S50B30
- 1992–1996 in the BMW E36 M3
- S50B30 / US
- 1994–1995 in the BMW E36 M3 (USA only)
- S50B30GT
- 12 / 1994-06 / 1995 in the BMW E36 M3 GT
- S50B32
- 1996–1999 in the BMW E36 M3
- 1997–2000 in the BMW E36 / 7 and BMW E36 / 8 Z3 M Roadster / Coupé
literature
- Heinz Niggemeyer, Helmar Troll, Christoph Schausberger, Gerhard Schmidt, Wulf Sebbeße, Michael Wenzel: The new BMW six-cylinder four-valve engines . In: MTZ Motortechnische Zeitschrift . No. 3 , March 1990, ISSN 0024-8525 , p. 94-103 .
- Dieter Bergmann, Georg Krause, Heinz Niggemeyer, Helmar Troll: The further developed BMW six-cylinder engine with four-valve technology . In: MTZ Motortechnische Zeitschrift . No. 10 , October 1992, ISSN 0024-8525 , p. 444-453 .
Web links
- The BMW M50 inline 6-cylinder engine. Overview of the BMW M50 engine family. (No longer available online.) In: usautoparts.net. Archived from the original on April 20, 2008 ; accessed on May 23, 2016 (English).
Individual evidence
- ↑ M50 series production started . In: BMW AG (Ed.): Bayernmotor . BMW employee newspaper. No. 4 , April 2, 1990, ZDB -ID 558618-5 , p. 8 ( bmw-grouparchiv.de [accessed on August 10, 2016]).
- ↑ M50: With four valves to new technology banks . In: BMW AG (Ed.): Bayernmotor . BMW employee newspaper. No. 3 , March 1, 1990, ZDB -ID 558618-5 , p. 4 ( bmw-grouparchiv.de [accessed on August 10, 2016]).
- ↑ DIN 70 020, Part 7, Motor vehicle construction - engine weights . In: FAKRA motor vehicle standards committee in DIN German Institute for Standardization eV (Ed.): FAKRA manual - standards for motor vehicle construction . Engine and engine parts. 10th edition. tape 2 . Beuth Verlag GmbH, Berlin, Cologne 1987, ISBN 3-410-41007-4 (engine weight according to DIN 70 020 – A = weight of an engine without operating equipment, but including attachments (flywheel, oil filter, injection system, coolant pump, thermostat, fan, starter , Generator, ignition system)).
- ↑ With many improvements in the new model year . The BMW M50 six-cylinder: less consumption, more elasticity. In: BMW AG (Ed.): Bayernmotor . BMW employee newspaper. No. 9 , September 1, 1992, ZDB -ID 558618-5 , p. 4 ( bmw-grouparchiv.de [accessed on October 13, 2016]).
| Timeline of BMW gasoline engines for passenger cars since 1961 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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| Number of cylinders | Conception | 1960s | 1970s | 1980s | 1990s | 2000s | 2010s | |||||||||||||||||||||||||||||||||||||||||||||||||||||
| 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | ||
| 3 | 1.5 l | B38 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 4th | (1.5–2.0 l) | M10 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| M40 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| M42 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| M43 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| M44 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N40 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N42 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N45 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N46 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N43 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N13 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N20 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| B48 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| High performance motor | S14 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 6th | Small six-cylinder (2.0-3.0 l) | M20 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| M50 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| M52 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| M54 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Large six-cylinder (2.5-3.5 l) | M30 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N52 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N53 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N54 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N55 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| B58 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| High performance motor | M88 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| S38 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| S50 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| S52 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| S54 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| S55 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 8th | 3.0-4.4 l | M60 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| M62 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N62 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N63 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| High performance motor | S62 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| S63 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| S65 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 10 | High performance motor | S85 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 12 | 5.0-6.6 l | M70 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| M73 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N73 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| N74 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| High performance motor | S70 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Number of cylinders | Conception | 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 0 | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th |
| 1960s | 1970s | 1980s | 1990s | 2000s | 2010s | |||||||||||||||||||||||||||||||||||||||||||||||||||||||