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 From 2004 until 2015, the N52 was manufactured before being superseded by the turbocharged N20 engine.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!
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Everything You Should Know About the BMW N52
For two years in a row, in 2006 and 2007, they received recognition as one of Warda’s ten best engines. With years of experience under their belts, BMW improved several aspects of engine manufacture, and we can claim with certainty that its N52 Engine is one of its most popular and illustrious Engines.
The E90 3 series and E63 6 series introduced the BMW N52, an inline-six petrol engine with naturally aspirated displacement. The X1, E90 325i, 128i, 328i, 330i, and E60 525i and 528i all use N52 engines.
Following the 2006 manufacturing halt of its straight-six ally, the BMW N54, it was produced from 2004 to 2015 and took its place. The N52s were the first aluminum-magnesium composite engine blocks that were water-cooled.
Despite being a superb engine, the BMW N52 was regrettably forced to be phased out in European markets after the introduction of the last straight-six engine, the N53, in 2007.
However, the majority of customers in the United States, Australia, Malaysia, and Canada continue to use its previous model, the N52, due to emission issues including excessive sulfur levels in the gasoline and were unfit for the engine work for the unsolved issue in N53s.
The N20 turbocharged four-cylinder eventually took the place of N52s until its final year of manufacture in 2015. For N52, there are two versions, however this Engine doesn’t have a M version.
BMW’s most dependable six-cylinder engine is the N52.
BMW’s smart nomenclatures will be recognizable to those of you who have seen the propensity of automakers to utilize perplexing name schemes. This naming technique was initially used on their first vehicle, the BMW 3/15 PS; the logic behind how the power and tax rate were shown is still prominent in today’s society. So when 2021 rolls around, the 318i, 530i, and Toyota Z4 30i will still be standing to represent history.
When you learn that the 18i from the 318i represents the power in kilowatts rather than the engine displacement, confusion sets in. Converting the 18 kw to hp only yields a value of 24 hp, which only serves to fuel the confusion. You see, a kw bracket corresponds to the value 18. You can rest easy knowing your brand-new 3 series doesn’t have 24 horsepower with a value of 45 corresponding to a kw bracket of 300–350 kw.
For those who are not familiar, the N52 was the first BMW straight-six engine to use a composite block made of magnesium and aluminum.
Does the N52 engine in my BMW exist?
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:
- Both the N52 and the N51 use aluminum cylinder heads, but the N51’s is unique due to changes made to the combustion chamber to comply with SULEV regulations. 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.
How old is the N52 engine in the BMW?
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.
How can I tell if the engine in my BMW is a N51 or a N52?
N51 vs. N52 in BMW Checking the emissions label on the underside of your car’s hood is the simplest way to determine what engine is in it. While the N52 will have “ULEV,” the N51 will say “SULEV.”
The 328i has N52, right?
The BMW N52 engine’s specifications for the E90 and E92 328i are as follows:
The 3.0L inline-6 N52 engine of the 328i is naturally aspirated. To assist keep weight off the front axle, it incorporates a block made of lightweight magnesium and aluminum. Additionally made of aluminum, the head has 24 DOHC valves. Electronic throttle control, double-VANOS, and valvetronic are features of the BMW N52 328i engines. Better performance and fuel efficiency are delivered thanks to all of this technology.
Is the direct injection in the BMW N52?
There is no direct injection in N52. N52 uses port injection specifically. Since around 1976, BMWs have used port injection. Starting in about 2006–2007, the N53 for Europe and direct injection for turbocharged engines will be available.
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).
Is there a turbo on the N52?
Various N52 Turbocharging They utilized a 71/63 turbo with a flow rate of 60 lb/min. Utilizing their own ECU tuning, they used M3 injectors. used an FMIC as well. They produced 350hp and 300tq at 6 psi.
What kind of motor powers a 2007 BMW 328i?
The 3.0-liter inline-six engine in the rear-wheel-drive 328i generates 200 pounds-feet of torque at 2,750 rpm and 230 horsepower at 6,500 rpm. Despite lacking the twin-turbo 335i’s distinctive 3.0-liter inline-low-end six’s power, the engine is smooth and flexible.
Which engine powers the 328i?
The 2.0 L TwinPower Turbo engine in the BMW 320i produces 200 pound-feet of torque at more than 1,250 RPM and 180 horsepower at 5,000 RPM. The Auto Start-Stop feature and Brake Energy Regeneration will activate based on driving conditions to reduce fuel consumption. A 2.0 L turbo engine with a maximum output of 240 horsepower and 258 lb-ft of torque powers the BMW 328i. With eight gear ratios, the STEPTRONIC automatic transmission system is compatible with these small but potent engine blocks. Both vehicles also come with a six-speed manual transmission system as an alternative.
You can further customize the ride in the BMW 320i by using the Driving Dynamics Control. SPORT Mode can be activated to prepare the drivetrain for quick movements at high speeds. The Dynamic Stability Control and Dynamic Traction Control maintain the balance of the 320i sedan on curving or slick roads by monitoring and calibrating a number of factors. On uneven roads or unpaved paths, the car’s chassis is kept stable by a five-link rear suspension system. The twin-tube shock absorbers, which are pressurized with gas, also provide a quiet and comfortable ride in this high-end BMW sedan.