The 2013 BMW 335i xDrive sells its driving experience with much more than simply surefooted handling. A turbocharged 3.0-liter six-cylinder engine with 300 horsepower and 300 lb-ft of torque is also included in the compact sedan. It is mated to an equally smooth eight-speed automatic transmission. With the recent arrival of eight and nine-speed variants, the autobox arms race may appear to have reached an absurd new level, but the extra cogs crammed into the BMW’s casing excellently balance performance and fuel efficiency. During my time with it, the 335i xDrive achieved 9.5 l/100 km in combined city and highway driving, which is not bad for such a speedy car.
There is never any question about the BMW 335i xDrive’s agility since, even in Comfort mode with the Drive Select option engaged, it accelerates confidently, quickly, and without any noticeable turbo lag. The car will amaze you with its willingness to spring forward at nearly any speed when you select Sport or Sport+ mode. The suspension system in the sedan strikes the ideal mix between luxury-level comfort and the enthusiast-friendly handling that has long been associated with the 3 Series. This allows the sedan’s great engine and transmission arrangement to be fully used. This is one of the best-driving, most capable cars in its class, or in any class, to use terms that have been uttered by a thousand automotive journalists over the past twenty years, but they still ring true.
In This Article...
N54 vs. N55 BMW Engine
Most of what we’re going to do is just give a brief summary and some further resources. The changes between the N54 and N55 engines have been covered in a couple of our articles. Both the 2011–2013 335is and the 2007–2010 335i vehicles contain the N54. The 2011–2015 BMW models use the N55 engine.
The presence of turbochargers is one of the most obvious changes. While the N55 receives a single twin-scroll turbo, the N54 has a real twin turbo arrangement. It is generally acknowledged that the N55’s performance decreased from that of the N54. Comparing the N55 to the N54, reliability did increase. Many of the N54’s early problems have been overcome as of 2020. Both the N54 and N55 are not thought to be dependable vehicles. The N55, however, tends to be more dependable.
With the N55 engine alone, there is one more obvious distinction. Pneumatic wastegates (PWGs) are a feature of the early N55 versions (2011–2013). This indicates that ALL N55 335i E-chassis vehicles are PWG. BMW switched to an electronic wastegate (EWG) system in the middle of 2013. The EWG variants have a little bigger turbo and an all-around superior wastegate design. The EWG N55s are therefore more appropriate for mods than the PWG N55. To learn more about EWG vs. PWG, go here. According to potential for performance:
- N54
- N55 EWG
- N55 PWG
The N54 is probably your best option if you’re buying a 335i primarily for tuning and modding. The N55 PWG models are often the least capable, followed by the N55 EWG models.
BMW 335i
The most potent model in the basic 3-Series series is the 335i. It is propelled by a 3.0-liter in-line six-cylinder engine that has been tuned and produces 295 pound-feet of torque between 1,200 and 5,000 rpm and 306 horsepower at 5,800 rpm. With this power, the vehicle’s top speed is once more capped at 155 mph and it can accelerate from 0 to 60 mph in just 5.4 seconds.
Are 2013 335is trustworthy?
With a 2.0 out of 5.0 reliability rating, the BMW 335i is ranked 28th out of 31 premium midsize automobiles. Its bad ownership costs result from the $1,030 average yearly repair expense.
Does every 335i have two turbos?
From 2007 through 2015, the BMW 335i was a viable option. The N54 and N55 were the 335i’s two main engines. The two engines each have a 3.0L inline-6 turbocharger. The N55 engine only has a single twin-scroll turbo, whereas the previous N54 engine uses two turbos. Despite having different turbos, the majority of BMW 335i vehicles produce the same 300 hp and 300 lb-ft of torque. In this post, we analyze the horsepower and torque of the 335i according to various periods and talk more about the cars’ potential horsepower.
Which model year 335i has N55?
The single turbo N55 engine replaced the twin turbo N54 in 335i models beginning with the 2011 model year. Piezo injectors were replaced with solenoid-style injectors in the N55. This was a significant improvement in terms of reliability over the N54’s problematic piezo injectors. The N55 utilizes the same gasoline pump as the N54, though. A more durable solution to the HPFP problems wasn’t discovered until around 2011 or 2012. Though it’s expected that by 2020 most would have failed and been replaced with the newest models, some early model N55s may still retain the defective pumps.
N54 is a 335i of what year?
From 2006 through 2016, BMW developed the N54, a twin-turbocharged straight-six petrol engine. Since the 1986 discontinuation of the BMW M106’s restricted manufacturing, it is BMW’s first turbocharged gasoline engine that is mass produced. The N54 was introduced in the 335i model of the E90/E91/E92/E93 3 Series lineup during the 2006 Geneva Motor Show.
The N54 started to disappear after the 2009 debut of its BMW N55 replacement. The E89 Z4 roadster, which was built until 2016, is the last vehicle to be powered by the N54.
Although the N54 does not exist in a BMW M configuration, it is used in the 1 Series M Coupe, 135iS, Z4 35iS, and 335iS vehicles.
Which 335i year is the most dependable?
A few strong model years are available if you want a more dependable BMW 335i. These models have fixed the errors and inconsistencies in the first design. Additionally, they have no difficulties with any of the modifications and other design advances.
The following is a list of the most dependable BMW 335i model years:
2010\s\s 2012\s\s 2015\s\s 2016
Four models may not seem like much for a car that has been manufactured since 2007, but you shouldn’t let that stop you from purchasing a BMW 335i, especially if you can do it in the current model year.
This is so because all of these model years have exceptionally low complaint rates and frequently enjoy high consumer favorability. In general, they perform better than many rival vehicles, which is fantastic news for BMW devotees.
You’re looking to buy a used car, then. We have already prepared a list of crucial inquiries to make while purchasing a secondhand car.
What automobiles have a N54?
The N54 engine eventually served many BMW models throughout its ten-year lifespan, beginning with the E9X series and ending with the 2016 BMW E89 Z4.
The complete list of BMW and Alpina models using the N54 engine is provided below:
- BMW E90/E91/E92/E93 335i, 2006–2010
- BMW E60/E61 535i, 2007–2010
- BMW E82/E88 135i, 2007–2010
- 2010-present Alpina B3
- BMW E71 X6 xDrive35i, 2008–2010
- 2008-2012 BMW F01 740i
- BMW E89 Z4 sDrive35i, 2009–2016
- BMW E92/E93 335is, 2010–2013
- Alpina B3 S, 2010–2013
- BMW E82 1-series M-Coupe, 2011–2012
- BMW E89 Z4 sDrive35is, 2011–2016
- Alpina B3 GT3 2012–2013
A N55 has how many turbos, exactly?
The BMW N54 is a real twin-Turbo, to begin with. Two different turbos, each driven by three of the engine’s six cylinders, are present. The N54 has two identically sized and arranged turbos. The single turbo engine in the BMW N55 TwinPower turbo has two independent exhaust runners that power the hot side of the turbo. One exhaust runner’s exhaust is discharged into the smaller, inner portion of the exhaust turbine, which allows it to spin up more quickly. Less turbo lag and improved low-end torque are the outcomes. The larger, outermost portion of the turbine is the primary target of the second exhaust runner. As a result, the compressor may operate with fewer moving components and at greater RPMs. As a result, top-end power is not compromised while spooling times are quicker than those of a smaller turbo. This system is known as Twinpower by BMW.
Why prefer the N54 to the N55 among tuners? Although BMW listed both of these engines as having 300 horsepower and 300 ft/lbs of torque in standard form, the N54’s tuning potential much outweighs that of the N55’s. Although both engines have the same 2,979 cc (181.8 cu in) displacement and 10.2:1 compression ratio, the turbo systems distinguish them. At higher RPMs, the N55’s single turbo has its limitations. BMW set both engines’ maximum boost levels for stock operation to be between 8 and 9 PSI. Both engines’ horsepower and torque are increased by increasing boost pressure, or “tune.” The drawback of the N55 is that as engine speeds rise above 4,500 RPMs, boost pressures fall from their peak of 16–18 PSI. Contrarily, the twin-turbo configuration on the N54 can reach up to 20 PSI (depending on auxiliary modifications) and does not degrade as quickly as the N55.
Are N55 engines reliable?
Despite widespread assumptions to the contrary, the BMW N55 engine is actually a quite reliable one. In no particular order, the valve cover and gasket, water pump, oil filter housing gasket, and VANOS solenoids are the four most frequent issues with the N55. The majority of the parts are inexpensive, and none of these are particularly serious problems. However, if you consistently service your car at the BMW dealership or independent repair shops, the repair costs might start to mount, and I believe this is where the myths about BMW reliability come into play.
Also, bear in mind that this is not a comprehensive list of potential issues with the N55; just because something is on the list does not indicate that it will always be a problem. The “average” N55 and what goes wrong with the “average” engine are the subjects of our investigation. Many N55s with 100,000 miles have not required any out-of-pocket spending on repairs, but others with many fewer miles may do so at a cost of thousands each year. It all comes down to how well you take care of your N55, as well as some random chance. In general, the BMW N55 engine is a dependable one that is simple to tune to produce excellent horsepower and torque.
What distinguishes the N54 and N55 engines?
The type of turbocharger utilized in each engine is the primary distinction between the N54 and N55.
A
While the N55 has a single turbo with a twin-scroll exhaust, its N54 engine uses two turbos. A twin-scroll turbocharger has two exhaust housings instead of one, making it a conventional turbocharger.
The distinction between this engine and other regular engines is that the turbo features a scroll to reduce exhaust reversion for each set of three cylinders that fire on the same cycle. The twin-scroll configuration enables the engine to reach its maximum torque at 100 fewer revolutions.
Road Sumo claims that the twin-turbo N54 outperforms the twin-scroll N55 because it can move more air while operating. In contrast to the N55, which has an electronic actuator, it is comprised of two turbochargers.
The connecting rods and crank used by the N54 are forged, while those used by the N55 are cast. As a result, the N55 engine is significantly lighter than the N54 engine.
And unlike the HPI injectors utilized in the N54, the N55 uses Bosch solenoid valves. The N55 injector is more dependable and less expensive despite the piezo-style HPI burning more efficiently.
How durable are N55 turbos?
It’s challenging to estimate this with precision. In general, more boost will shorten the stock N55 turbo’s lifespan. N55 turbos, for instance, have been known to run 50,000 miles or more when operated at 23 psi. However, even at 20 psi, the stock turbo may opt to go off significantly sooner. You must be willing to take some risk in order to drive the N55 turbo to its breaking point. However, a relatively safe limit for the stock turbo should be around around 20psi.
Once you exceed 21 psi, you start to leave the N55 turbo’s efficient operating range. In other words, you would be increasing the turbo’s workload significantly for rather small performance benefits. Feel free to use the stock turbo if an upgrade is on the horizon for you. Before deciding to let go, it will likely continue to produce more boost, possibly even up to 26–27 psi.