BMW N52

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BMW N52 in the BMW Museum in Munich

BMW N52 in the BMW Museum in Munich
BMW N52
Production period: 2004-2015
Manufacturer: BMW.svg BMW
Working principle: Otto
Motor design: R6
Valve control: DOHC
Displacement: 2497-2996 cm 3
Mixture preparation: Manifold injection
Engine charging: no
Power: 130-200 kW
Torque: 230-315 Nm
Dimensions: 161 kg
Previous model: BMW M54
Successor: BMW N53

The BMW N52 was a straight-six engine - gasoline engine from BMW , the first time in 2004 in the BMW 6 Series was built. It followed the BMW M54 engine, which was developed from the BMW M50 engine introduced in the early 1990s or its successor, the BMW M52 engine. The N52 was completely redeveloped. Compared to the M54, the weight was reduced by 10 kg, the consumption was reduced by 12% and the output increased by 20 kW.

The N52 was used in the 3 Series (E90) , 5 Series (E60) and Z4 (E85 / E86) models, as well as in the 1 Series (E87, E81, E82, E88) , Z4 (E89) , X1 (E84) , X3 (E83) and X5 (E70) . Also in the 7 Series (E65 / E66).

From 2007 the N52 was replaced by the BMW N53 , which was first produced with the facelift of the BMW E60. Production of the BMW N52 was discontinued at the end of 2015.

construction

The development goals provided for in the specification for the engine with the project designation NG6 were a significant increase in performance, an increase in torque in the lower speed range, a significant expansion of the usable speed range, a significant reduction in fuel consumption (decoupled from the fuel quality) and a noticeable weight reduction despite the higher performance requirements and the additional technology effort to reduce consumption.

Measures to reduce consumption

In addition to the proven especially ables No camshafts, s control for the intake and exhaust camshaft (double VANOS in lightweight aluminum) for controlling the valve opening times a technical innovation was first integrated into an inline six cylinder: the fully variable valve gear VALVETRONIC the second generation, which speeds up to 7000 min −1 and continuously regulates the valve lift, the opening time and the control time of the valves. With Valvetronic, the intake volume of the air is not regulated via a throttle valve, as is usual, but via the variable valve lift, which can be adjusted between 0.25 mm and 9.8 mm. The valve lift is changed using a precise mechanism in combination with an eccentric shaft that is set by a control motor from VDO. In this way, the inlet valves take over the function of the throttle valve. A throttle valve is still present, but is only used in a supporting manner in very few operating states and mainly has the function of an emergency running system.

The flow losses can be reduced through the direct inlet control on the cylinder. In addition, the higher flow velocity leads to a better distribution of the gasoline-air mixture in the cylinder. The result is a significantly improved response behavior compared to conventional throttle valve engines and, at the same time, more efficient fuel utilization. This means that the consumption and emission values ​​are exceptionally low for this performance class.

The thermal management adapts the cooling capacity independently of the engine speed via the map thermostat and the electric coolant pump. The electric coolant pump can be controlled according to the actual cooling requirement regardless of the engine speed. While conventional coolant pumps consume up to 2 kW, the power consumption is reduced to 200 watts with needs-based control. Additional advantages of the electric coolant pump are the elimination of a second belt level and the ability to reach the engine operating temperature more quickly, which results in a consumption advantage of two percent.

The volume flow-controlled oil pump , the eccentricity of which can be adjusted via control pistons, only delivers the amount of oil actually required in every operating state. Conventional pumps would require up to 2 kW more power.

With the three-stage resonance suction system, a higher torque is achieved at low speeds and a higher output at high speeds.

Thanks to the oil-water heat exchanger, the engine reaches its operating temperature more quickly during the consumption-intensive warm-up phase. At very high oil temperatures, heat is transferred to the engine cooling system via the heat exchanger.

The basic engine has been reduced in overall friction and the engine control has been adapted to the significantly expanded scope of functions.

Furthermore, compared to the previous M54 engine , the N52 was now also fuel-regulated in full load operation via the lambda sensors. This lowered fuel consumption in full load operation and improved exhaust gas values ​​such as the content of carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NO x ) and, above all, benzene .

Consistent lightweight construction

Mg-Al composite cast crankcase of the BMW N52

With a total weight of 161 kg, the 3-liter engine was the lightest six-cylinder in this performance class. The low weight was achieved, among other things, with the help of a new type of magnesium-aluminum composite cast crankcase . Because magnesium is neither suitable as a running surface material nor as a material for a component carrying coolant, a composite construction with an AlSi17 insert and a magnesium encapsulation was developed. For the first time, BMW used a magnesium alloy in the large-scale production of a water-cooled crankcase. The housing is around 24% lighter than a comparable component made of aluminum or 57% than one made of gray cast iron. The engine's cylinder head cover is also made of magnesium.

A lightweight deep-drawn flange has resulted in a significant weight reduction on the manifold. The wall thickness of the exhaust manifold flange could be reduced to 2 mm, making it 800 g lighter. The thin-walled ceramic catalysts are smaller and lighter than before. They reach their operating temperature faster and make secondary air injection unnecessary.

The built lightweight camshafts were manufactured using the internal high pressure forming process. They are 25% lighter than conventional camshafts and the total weight saving was 1.2 kg.

Technical specifications

N52B30 in a BMW 530i ( E60 )
design type In -line six-cylinder
Launch September 2004 in the BMW 630Ci
Maximum Performance 190 kW / 258 hp at 6600 min -1
maximum torque 300 Nm at 2500-4000 min -1
Combustion process Naturally aspirated engine / Lambda = 1.0 / VALVETRONIC load control
Effective displacement 2996 cm 3
Compression ratio 10.7: 1
Bore × stroke 85 mm × 88 mm
Crankcase material Magnesium with aluminum insert; Alusil cylinder running surface
Cylinder spacing 91 mm
Connecting rod Crack technology , trapezoidal connecting rods
Camshafts two chain-driven camshafts (built camshaft using hydraulic forming technology), seven-way bearings and finely balanced
Camshaft adjustment hydraulically infinitely variable phase adjustment of the intake and exhaust camshafts (double VANOS )
Valve train Roller rocker arm, hydraulic valve clearance compensation, VALVETRONIC
Valves per cylinder 4th
Suction system three-stage resonance suction system
Engine weight according to BMW guidelines 161 kg
Engine control / mixture preparation
/ ignition		 Digital motor control with integrated VALVETRONIC control MSV70; sequential multipoint manifold injection, individual ignition coils, knock control
fuel RON 91–100 + (performance data refers to RON 98)
Certified emission level EU4 / ULEV II
Exhaust system Single pipe elbow with lightweight flange and 2 close-coupled three-way main catalytic converters
cooling Electric coolant pump; Map-controlled coolant temperature

Engine overview

Engine type Displacement Bore × stroke Valves / cyl. Power at 1 / min Torque at 1 / min Maximum speed year
N52B25 2.5 l (2497 cm 3 ) 82 mm x 78.8 mm 4th 130 kW (177 hp) at 5800 230 Nm at 3500-5000 7000 min -1 2005-2008
150 kW (204 hp) at 6400 250 Nm at 2750-3000 7000 min -1 2009-2011
160 kW (218 hp) at 6500 250 Nm at 2750-4250 7000 min -1 2005-2010
N52B30 3.0 l (2996 cm 3 ) 85 mm × 88 mm 4th 160 kW (218 hp) at 6100 270 Nm at 2400-4200 7000 min -1 2007
190 kW (258 hp) at 6600 300 Nm at 2500-4000 7000 min -1 2004-2007
190 kW (258 hp) at 6600 310 Nm at 2600-3000 7000 min -1 2009–2012
195 kW (265 hp) at 6650 315 Nm at 2750 7000 min -1 2005–9 / 2009
200 kW (272 hp) at 6650 315 Nm at 2750 7000 min -1 2006

N52 stands for the basic engine ("N" = new engine generation, "5" = 6-cylinder, "2" = Valvetronic), B25 / B30 denotes the type of fuel including the installation position ("B" = petrol and longitudinal engine) and the displacement ("25" = 2.5 liters / "30" = 3.0 liters)

use

N52B30 in a BMW 130i
N52B30 in a BMW Z4 3.0si

N52B25

N52B30

literature

  • Annette Lichy, Thilo Hoffmann, Peter Kinninger (editor), Klaus Borgmann (editor-in-chief): The new BMW straight-six petrol engine . Ed .: BMW AG Munich, Drive Development. Becker Artware, 2004 (company publication).

Web links

Commons : BMW N52  - Collection of Images
Timeline of BMW gasoline engines for passenger cars since 1961
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