BMW M52
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The BMW M52 is a straight-six engine - gasoline engine of the car manufacturer BMW and was launched in September 1994 as a successor to the M50 presented motor control. It was first used in the BMW E36 as the 320i / 323i / 328i.
The cylinder spacing and bore as well as the VANOS camshaft adjustment system for the intake camshaft and the cylinder- selective knock control as well as the crankshaft bearing caps and vibration dampers were adopted from the M50TU . In the 2.0 and 2.5 liter variants of the M52, the crankshafts were also adopted from the predecessor.
Innovative lightweight construction
The most serious change compared to the predecessor BMW M50 concerned the engine block : While this was made of gray cast iron in the M50 , it was now manufactured in a closed-deck version using low-pressure die casting , with the aluminum alloy for both the engine block and the cylinder head AlSi9Cu3 was chosen. The engine block was lightened by 22.7 kg (for comparison: the crankcase weight of the BMW M50 was 48 kg). The crankcase only has the opening for cylinders, oil and water channels. The housing height and the position of the fastening eyes for the attachment parts are identical to the gray cast iron predecessor.
According to DIN 70020-A, the engine weight of the BMW M52 engine was 158 kg (2.0 l and 2.5 l) or 163 kg (2.8 l), depending on the version. This was achieved through a series of lightweight construction measures : the connecting rods were lightened by 80 grams each, the spring plate and bucket tappets were also reduced, the chain tensioner was lightened by 60%, right through to the stainless steel elbow, which replaced the gray cast iron part that was almost twice as heavy. Overall, the 2.8-l M52 engine saved 31 kg compared to the 2.5-l M50.
Weight reduction using the example of the 2.0-l engine compared to the BMW M50
| Component | Weight reduction in kg | Weight reduction in% |
|---|---|---|
| Crankcase | 22.7 | 47 |
| Valve train | 0.7 | 23 |
| Bearing strips inlet and outlet | 0.5 | 14th |
| Connecting rods (6 ×) | 0.5 | 13 |
| Chain tensioner / tensioning rail | 0.3 | 59 |
| Exhaust manifold | 3.8 | 42 |
| Ignition coils (6 ×) | 0.7 | 26th |
| Cable harness / battery line | 1.4 | 16 |
The change of the crankcase material from pearlitic gray cast iron to an aluminum alloy brought a weight advantage, but the disadvantages of the aluminum alloy (lower strength , lower modulus of elasticity and thus lower rigidity as well as less favorable tribological properties) had to be countered by design measures. Thus, the rigidity of the was crankcase increases structurally by increasing the wall thickness and by ribs and the cylinder faces of the crankcase received a wear-reducing Nikasil - coating . This coating of Ni ckel, Ka RBID and Sil Izium is applied in an electrochemical process to the cylinder walls. A special nickel alloy forms the carrier material in which the silicon carbide particles are embedded. The result is a hard and wear-resistant surface. The disadvantage is the great sensitivity of nickel (and its alloys) to gases containing sulfur, i. H. the nickel sulfide formation at the grain boundaries leads to cold and red brittleness of the nickel. For the operation of nicasil-coated engines, the use of sulfur-free fuel and low-sulfur engine oil (which is common nowadays in Europe due to desulfurization ) is therefore recommended.
Among other things, as a result of the wear problems on the cylinder sliding surfaces due to the sulfur-containing fuel, there were three crankcase variants during the production period of the M52 :
- The crankcase with the nickel dispersion-coated aluminum alloy has the BMW part number 11 11 1 744 658 and has the casting number 1748450.0, whereby the part number 11 11 1 744 658 was initially replaced by 11 11 1 069 745 and then by 11 11 1 438 594
- The aluminum alloy crankcase with cylinder liners made of gray cast iron has the BMW part number 11 11 1 438 594 and has the casting number 1432219.9 (these crankcases were intended in particular for the Anglo-Saxon market as a reaction to the problems with M52 engines that occurred there between January 1995 and March 1998)
- The gray cast iron crankcase ( special motor ) has the BMW part number 11 11 1 433 067
BMW S52 sports engine
Basically based on the M52, but with a cast iron block, the S52B32 / US sports engine was developed as the successor to the BMW S50B30 / US . The BMW S52B32 / US had (in contrast to the European BMW sports engines) no individual throttle valve injection and no further optimizations and only an intake VANOS . It was used exclusively in the US versions of the BMW E36 M3 , the BMW E36 / 7 M Roadster and the BMW E36 / 8 M Coupe . It also served as the basis (block) for the Alpina B3.3 and B3.4 based on the BMW E46.
Technical revision
For the market launch of the BMW E46 (in February 1998) the M52 was technically revised (TÜ = technically revised). These engines had, among other things, double vanos (except in the E36 Compact from 2/1999 - 2000, where the single vanos was retained) and additional catalytic converters in the exhaust manifolds in order to meet the Euro 3 standard. From September 1998 the technically revised version was also installed in the BMW E39. The engines were replaced by the BMW M54 . From a construction point of view, the M52TÜ engine has more similarities to the successor model M54 than to the original engine of the M52 series.
Data
| engine | Displacement | Bore × stroke | Valves / cyl. | compression | Power at 1 / min | Torque at 1 / min | Maximum speed | Introductory year |
|---|---|---|---|---|---|---|---|---|
| M52B20 | 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 | 09/1994 |
| M52B20TU | 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 3500 | 6500 min −1 | 12/1997 |
| M52B25 | 2.5 l (2494 cm 3 ) | 84.0 mm × 75.0 mm | 4th | 10.5: 1 | 125 kW (170 hp) at 5500 | 245 Nm at 3950 | 6500 min −1 | 05/1995 |
| M52B25TU | 2.5 l (2494 cm 3 ) | 84.0 mm × 75.0 mm | 4th | 10.5: 1 | 125 kW (170 hp) at 5500 | 245 Nm at 3500 | 6500 min −1 | 03/1998 |
| M52B28 | 2.8 l (2793 cm 3 ) | 84.0 mm × 84.0 mm | 4th | 10.2: 1 | 142 kW (193 hp) at 5300 | 280 Nm at 3950 | 6500 min −1 | 01/1995 |
| M52B28 | 2.8 l (2793 cm 3 ) | 84.0 mm × 84.0 mm | 4th | 10.2: 1 | 141 kW (192 hp) at 5300 | 275 Nm at 3950 | 6500 min −1 | 03/1997 |
| M52B28TU | 2.8 l (2793 cm 3 ) | 84.0 mm × 84.0 mm | 4th | 10.2: 1 | 142 kW (193 hp) at 5500 | 280 Nm at 3500 | 6500 min −1 | 03/1998 |
| S52B32 / US | 3.2 l (3152 cm 3 ) | 86.4 mm x 89.6 mm | 4th | 10.5: 1 | 179 kW (243 hp) at 6000 | 320 Nm at 3800 | 6500 min −1 | 1996 |
M52 stands for the basic engine, B20 / B25 / B28 denotes the type of fuel (B = petrol) and the displacement (e.g. 25 = 2.5 liters / 28 = 2.8 liters) and "TU" denotes the technically revised ones Engines.
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 |
|---|---|---|---|---|---|---|---|
| M52B20 | 2.0 l (1990 cm 3 ) | MS41.0 | 9.0 / 9.0 | 228 ° / 228 ° | E 1 | 85 ° to 110 ° | -105 ° |
| M52B25 | 2.5 l (2494 cm 3 ) | MS41.0 | 9.0 / 9.0 | 228 ° / 228 ° | E 1 | 85 ° to 110 ° | -105 ° |
| M52B28 | 2.8 l (2793 cm 3 ) | MS41.0 | 9.0 / 9.0 | 228 ° / 228 ° | E 1 | 90 ° to 115 ° | -105 ° |
use
M52B20
M52B20TU
- 1998–2001 in the BMW E46 as 320i / 320Ci
- 1998–2001 in the BMW E39 as 520i
- 1998–2001 in the BMW Z3 as Z3 2.0i
M52B25
- 1994–1999 in the BMW E36 as 323i
- 1997–01 / 1999 in the BMW E36 as 323ti
- 1995–1998 in the BMW E39 as 523i
M52B25TU
- 02 / 1999-2000 in the BMW E36 as 323ti (with inlet vanos )
- 1998–2000 in the BMW E46 as 323i / 323Ci
- 1998–2000 in the BMW E39 as a 523i
- 1998–1999 in the BMW E36 / 7 as Z3 2.3 (US)
M52B28
- 1994–1999 in the BMW E36 as 328i
- 1995–1998 in the BMW E39 as 528i
- 1996–1998 in the BMW E38 as 728i / 728iL
- 1997–1999 in the BMW Z3 as Z3 2.8
- 04 / 1997-07 / 2000 in the Land Rover Defender ( South Africa only ) as Defender 90, 110 and 130
M52B28TU
- 1998–2000 in the BMW E46 as 328i / 328Ci
- 1998–2000 in the BMW E39 as a 528i
- 1998–2001 in the BMW E38 as 728i / 728iL
- 1998–2001 in the BMW E36 / 7 as the Z3 2.8i Roadster
- 1998–2000 in the BMW E36 / 8 as the Z3 2.8i Coupé
S52B32 / US
- 1996–1999 in the BMW E36 as M3 (US)
- 1998–2000 in the BMW E36 / 7 as M Roadster (US)
- 1998–2000 in the BMW E36 / 8 as M Coupe (US)
swell
- Alfred Krappel, Walter Riedl, Dieter Schmidt-Troje, Johann Schopp: The BMW six-cylinder engine with a new graduated displacement and innovative lightweight construction . In: MTZ Motortechnische Zeitschrift . No. 6 , June 1995, ISSN 0024-8525 , pp. 326-333 .
Individual evidence
- ↑ 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)).
- ↑ Nickel and nickel alloys . In: Werner Schatt, Elke Simmchen, Gustav Zouhar (Hrsg.): Construction materials of machine and plant construction . 5th edition. Wiley-VCH, Weinheim 1998, ISBN 978-3-527-62528-4 , Chapter 7: Materials for corrosive stress, p. 304 .
- ^ Nikasil answer from BMW. forum.bmw5.co.uk, January 4, 2008, accessed October 17, 2016 .
Web links
| 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 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||