Since around 1976, BMWs have used port injection. Turbocharged engines with direct injection, as well as the N53 for Europe starting around 2006–2007.
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The Seven Most Regular BMW N52 Engine Issues
One of the most popular and successful inline-6 engines made by BMW is the N52. The N52 was primarily used in the E90 325i, 328i, and 330i as well as the E60 525i and 528i models. It was also used in a number of other vehicles, such the 128i, X1, and Z4, to name a few. From 2004 until 2015, the N52 was manufactured before being superseded by the turbocharged N20 engine. The M54, which was utilized in a number of E36, E39, and E46 models, was replaced by this model.
BMW was able to refine several parts of the engine during the course of manufacture thanks to the lengthy production history. Even top 10 best engines awards were given to the engine in 2006 and 2007. The N52 still experiences a good number of typical dependability issues, though. We’re going to talk about the top 7 engine problems that the N52 has.
The N52 has proven to be more dependable than its larger sibling, the N54, thanks to the engine design. Drivers of the N52 won’t have to worry about these two typical N54 problems because the N52 lacks an HPFP or direct injection. You may read our tutorial on N54 engine issues to compare the two as well!
BMW N52
From 2004 to 2015, the BMW N52 was a naturally aspirated straight-six petrol engine. The N52 made its début on the E90 3 Series and E63 6 Series, taking the place of the BMW M54.
The N52 was the first water-cooled engine with an engine block made of a composite of magnesium and aluminum. Additionally, in 2006 and 2007, it was named one of Ward’s 10 Best Engines.
The BMW N53 was introduced in 2007, and this caused the N52 to start being phased out in European markets. However, because of the high quantities of sulfur in the gasoline, the N53 was ruled inappropriate in markets like those in the United States, Canada, Australia, and Malaysia. The BMW N20 turbocharged four-cylinder engine started to replace the N52 in 2011 and continued doing so until the N52’s manufacture ceased in 2015.
BMW N53
From 2006 to 2013, the BMW N53 was a naturally aspirated straight-six petrol engine. Following the makeover of the E60 5 Series in 2006, the N53 superseded the BMW N52.
Due to the high sulphur content of the fuel available in these areas, BMW never sold the N53 engine in vehicles for the North American, Australian, or Malaysian markets. Instead, these areas kept using the N52 engine, which was its predecessor.
Since the release of the BMW M30 in 1968 and until the N53, BMW has continuously developed straight-six engines with naturally aspirated combustion. Following the launch of the BMW N20 turbocharged four-cylinder engine in 2011, the N53 started to be phased out.
The N53 does not have a BMW M variant. Alongside the N53, the BMW N54 straight-6 turbocharged engine was built.
There are flaws in the E90 BMW N52 engine.
The 328i E90 BMW coupe noted before experienced several oil leaks, particularly from the valve cover gasket. According to BMW Tuning, this is a regular problem with the BMW N52 engine, especially in older, high-mileage models. Over time, the oil filter gasket may also deteriorate. Additionally, if oil begins to leak out, you can lose a serpentine belt and an engine.
Users of the PistonHeads forum claim that the BMW N52 engine does not have carbon build-up as one issue. That’s because it uses port injection rather than direct fuel injection, in contrast to the turbocharged N54 engine. According to Car and Driver, carbon deposits are a typical issue with the latter. Samarins notes that the N52 does not have the high-pressure fuel pump that is prone to failure in the N54.
The N52 engine incorporates BMW’s VANOS technology, which is essentially the German automaker’s VTEC, just as the N54 engine, according to eEuroParts. Additionally, the solenoids that power it eventually stop working, usually after 70,000 miles. Additionally, unlike the N54, BMW offered the N52 another valvetrain-related system dubbed “Valvetronic,” and forum users on BimmerFest claim that it, too, can experience issues.
The electric water pump and thermostat of the N52 are also known to malfunction as the years and miles add up. According to AutoGuide, it’s a typical problem with several BMW engines, including the N54. Additionally, users of the E90Post forum claim that the pump’s design makes it difficult to detect wear.
What was the first direct injection BMW engine?
The N54 (2006–2016) was the first turbo engine to use direct injection, and the N53 was the first normally aspirated engine to do so (2006 – 2013, not sold in the USA). All current BMW models have direct injection, and all of them are turbocharged.
The N52 was the final port-injected motor BMW offered between 2004 and 2015 because the N53 was the first direct injection naturally aspirated engine.
N54 direct injection in a BMW?
Both engines have direct injection, double-VANOS (variable valve timing), an open-deck engine block, and an electric water pump. The N54 was produced alongside the normally aspirated BMW N53 engine. The N54’s 2,979 cc (181.8 cu in) engine displacement, lack of valvetronic, and magnesium alloy engine block are all due to the fact that it is based on the earlier BMW M54 engine (variable valve lift).
The N54 differs significantly from BMW’s prior straight-six engines in that it uses turbocharging. To reduce turbo lag, the N54 utilizes two tiny low-pressure turbochargers. Although the term “TwinPower Turbo” has now come to refer to engines with a single twin-scroll turbocharger, BMW advertised the twin-turbo as such. An air-to-air intercooler and 8 psi (0.55 bar) boost pressure are employed. The N54 produces an extra 34 kW (45 bhp) and 108 Nm in comparison to the normally aspirated BMW N52, which it succeeded as BMW’s highest performance six-cylinder engine (80 lbft).
Piezo injectors are used in the direct injection system of the N54, which BMW refers to as “High Precision Injection.” Because piezo injectors are more expensive and don’t perform as well as solenoid-type injectors in achieving the “lean burn” effect, the N55 is its replacement.
BMW switched to direct injection when?
Diesel engines used to use direct injection more frequently, but over the past ten years, gasoline direct injection (GDI or DI) has swept the car industry. BMW did not deploy direct injection (DI) until the middle of the 2000s, despite the fact that it was employed in airplane engines in the 1930s. The first engine using direct injection and turbocharging was the BMW N54 engine, which debuted in the 2007 335i. Looking at the current BMW lineup, all of the gasoline engines that are offered in the US are currently direct-injected and turbocharged. BMW switched to direct injection for good cause, but there are some drawbacks as well.
BMW E90 has direct injection, right?
The injector used in turbocharged E90 engines is of the direct injection variety. The center of the cylinder head, between the camshafts, is where this type of injector is located. It sprays fuel straight into the cylinder.
which direct-injection BMW engines?
If you own a BMW, you are well aware of the incredible power and performance these vehicles are capable of under ideal circumstances. When maintained properly, BMWs outperform all other vehicles in terms of power and efficiency. Furthermore, BMWs’ ability to operate to their fullest potential is significantly increased when the right parts and systems are paired with them. Direct implantation Due to the advantages of its direct injection components, BMW engines, which include various 335i coupes and Z4 528i models, have been regarded as some of the best-performing cars in the world. BMW engines with direct injection have even more capability and depth, which benefits both drivers and auto aficionados. Here is some more information on the advantages of BMW engines with direct injection and what users can anticipate from them.
BMW switched to fuel injection when?
The first generation of the BMW 3 Series compact executive automobiles, which were built from June 1975 to 1983 and took the place of the BMW 02 Series, began production as the BMW E21. The series was only produced with a two-door sedan form (except for convertibles made by Baur). A “Touring” body with a sloping rear hatch was no longer available, in contrast to its predecessor.
The first models used 1.6 L, 1.8 L, and 2.0 L carburetted four-cylinder petrol engines. A carburetted inline 6-cylinder engine superseded both the 320 and 320i models in 1977, while a modified version of the four-cylinder injection went on sale in the United States. Fuel-injection was first debuted on the 320i in late 1975. The 323i, the first fuel-injected six-cylinder engine for the 3-series, debuted in 1978, while the 315, a detuned 1.6 L, debuted in 1981.
From 1978 through 1981, Baur created the cabriolet body style using all available engines.
The BMW M3 was not offered for the E21 generation, but numerous limited edition variants were built on the basis of the 323i, the vehicle with the largest engine.
Can a BMW N52 be supercharged?
The freshly created Gen.3 E-Charger G1 based supercharger system for the BMW N52 engine family is something that ESS Tuning is happy to provide. This supercharger system is made to provide the customer with a 100% bolt-on installation that is very quick and simple. We increase the power output by 80 to 100 horsepower with this supercharged kit!
The tiny, noise-free, and extremely effective self-lubricating E-Charger G1 supercharger unit, operating at 6-6.5PSI boost, is a component of the ESS Tuning G1 supercharger system. There is no worry of having to run additional oil lines to and from the engine with a totally sealed supercharger system. The G1 supercharger is also a lot quieter than earlier ones included in this kit.
The supercharger system consists of the ESS E-Flash OBD2 cable and unique ESS engine software that is fully tuned for the G1 supercharged engine. It delivers completely optimized fuel supply, recalibrated VANOS management, and the best ignition timing under all circumstances. Additionally removed are the highest speed governor and dyno limiter. The E-Flash provides a full diagnostic and code clearing capability and enables the end user to upload the supercharged ECU software from any PC running Windows XP or newer. Any ESS software updates in the future can be downloaded right to the vehicle and delivered via email. It will be possible to preserve and later quickly restore the original ECU software.
Up until you require power, the car performs as it normally would and provides outstanding acceleration. Power buildup is 100% seamless.
The N52/N52N G1 Gen.3 kits, like all ESS supercharger systems, are tested and tuned for more than 50,000 street and track miles on a variety of vehicles around the world, 60+ hours on a load dyno, full load top speed endurance testing on the German Autobahn, and final certification laps on the Nurburgring. All OBD-II functions are maintained by the system, which is supported by a thorough 2-year, unlimited mileage warranty program. This entire system comes with everything you need and is completely bolt on. Using standard hand tools, installation takes 4-6 hours; there are no permanent changes to the vehicle required.
With the N52/N52N B30 engine, both manual and automatic variants are compatible with the N52 G1 supercharger system, a non-intercooled system that operates at 6.0–6.5 PSI. Requires 93AKI/98RON or higher.
*The 3-stage DISA manifold from the 330/530, among other models, works wonderfully with this kit, and we have created software to seamlessly incorporate this feature on vehicles that weren’t built with this manifold at the factory. Run headers on the N52 engine at all costs; doing so causes a severe O2 feedback timing problem and improper AFR regulation. When coupled with boost, this could result in catastrophic failure! Any problems with a N52 fitted with aftermarket headers will not be supported by ESS Tuning.
Drivetrain loss is corrected by 15% above RWHP as measured by a dynograph (RWHP/0.85).
How can I tell what kind of engine my BMW N52 has?
From 2006 to 2015, the engines were put into a wide range of various BMW automobiles. They can be found in the Z and X series, as well as the 1, 3, and 5 Series. Being aware of the type of displacement you’re dealing with is one simple technique to identify which engine you don’t have. N51 was only offered as a 3-liter engine, hence any inline-six of this generation that is 2.5 liters will be N52.
Following that, the following are some of the key variations between the two engines:
- Cylinder Head- Both N52 and N51 run aluminum heads, however the one found on N51 is specific owing to the combustion chamber adjustments that were performed to fulfill the SULEV criteria. They cannot be switched out.
- Cylinder Head Cover: The cylinder head cover on the N51 is made of plastic and has integrated crankcase ventilation; the one on the N52 is made of magnesium.
- External crankcase vent valve with cyclone separator is a part of the N52’s crankcase ventilation system. The N51 contains an integrated vent valve, a labyrinth, and cyclone oil separation, as was already noted.
- On more powerful variants of the N52, the intake manifold is made of plastic and has a 3-stage DISA valve. The 3-stage DISA unit on N51 is utilized to account for various compressions.
- Piston/compression Ratio: For N52, this ratio is 10.7:1, but for N51, it is 10:1.
- The N51 utilizes a digital hot film meter, whereas the N52 features an analog version.
The problem is that despite all of these distinctions, it’s impossible to tell these engines apart by just opening the hood. Not like the M56 and M54 generations, for example. You could immediately distinguish the M56 SULEV from the M54 thanks to aesthetic differences.
But there is a solution. Examining the car emissions plate under the hood is the quickest way to figure out which engine you’re working with. The pertinent information can be found in the third row, on the left side of the plate. The N51 has a SULEV tag, but the N52 will be labeled as an LEV.