The 335i model, which was the first BMW to use the N54 engine, went on sale in 2007. The 2007 335i, which was the first model year for the 335i, generally had the most problems in the beginning. The two main areas of concern were the HPFP and fuel injectors. Most 2007 335i models—perhaps not all—had their HPFP and injectors updated with newer, less troublesome components.
Additionally – and this is not just a 2007 thing – oil coolers on these 335i vehicles are hit or miss. The sport package and oil cooler were standard on our 2007 335i, which had an April 2007 build date. Most sport package 335i vehicles with 18″ wheels have an oil cooler that is factory installed. Even with the sport package, the oil cooler was not included with the majority of XI vehicles. You may verify by peering into the front passenger side wheel well; there is a grate there that conceals the cooler. For those wishing to push the N54 hard, we strongly advise purchasing an oil cooler. It should be noted that the factory-installed oil cooler isn’t great and can be easily upgraded. Don’t discount a fantastic 2007 335i simply because the oil cooler is missing. Just prepare to install an oil cooler.
In This Article...
Which Automobiles Had the N54 Engine?
The 2007 335i was where the N54 engine made its debut. BMW advertised 302 horsepower and 295 lb-ft of torque at the factory, however independent testing has determined that the actual power is more like over 310. These assertions are supported by the fact that subsequent N54 models, including the BMW Z4 sDr35is and 335is, were factory-specified to have 335 horsepower and 369 lb.-ft. of torque.
However, there were numerous distinct body shapes and more than two N54 models to pick from. In fact, the BMW 1M used this engine in its more aggressive form, which it shared with the aforementioned 35is-designated automobiles. This car is frequently acclaimed as one of the best-driving BMWs of all time by publications like Car and Driver.
If you want to buy a N54-powered BMW in the US, you can purchase the following:
Each model was, of course, available with a variety of trims and options. The 535 was available in a touring/wagon variant, and xDrive (BMW’s all-wheel-drive system) was also offered in the 3 and 5 Series.
Notably, the early N54-powered 335i and 535i would typically cost less than $10,000, compared to the 1M mentioned, which will cost you close to $40,000 on the low end. There is a N54 vehicle for practically everyone, regardless of price range or desired body style.
Introduction
The “German 2JZ” has grown to be one of the preferred options for BMW owners over time, and we couldn’t ignore the cries for it to join JDM icons like Toyota’s 2JZ-GTE and Nissan’s RB26DETT.
Many people could find the similarity strange considering their age. The N54 is part of a frequent trend where older three-liter inline-six engines are renowned for their ability to produce power figures far beyond their factory ratings.
Fortunately, the newest kid on the block offers a contemporary replacement for these iconic 3-liter turbocharged inline-six beasts, which are becoming harder to locate and cost more and more.
We’re going to see if the N54 has what it takes to compete against perhaps two of the most tuner-friendly engines to come out of Japan because there are very few contemporary engines that anyone would consider to stand a chance against them.
The brand-new N54 engine was first introduced by BMW at the 2006 Geneva Auto Show, and it quickly entered production before being used in the wildly successful BMW E9X 335i later that year.
This engine was important because it allowed BMW to bring back turbochargers in their lineup of high-performance production cars.
Prior to it, BMW concentrated on maximizing power without using the conventional forced induction method, even in its most potent vehicles, such the E46 M3.
For BMW, turbocharging was by no means a novel concept. In their 1972 Turbo model, they were the first German manufacturer to include a turbocharger.
From there, their turbocharged platforms kept developing, and in 1983 they became the first manufacturer to win a Formula 1 race using turbocharged engines.
When the last M106 engines tragically left the dealerships, they abruptly stopped producing their turbocharged petrol platforms in 1986.
Thank goodness, as turbocharger technology has advanced dramatically in recent years, BMW was forced to reconsider the possibility of re-integrating turbochargers into their mass-produced engines, and before we knew it, the N54 was born.
Although the idea of a brand-new inline-six with twin turbochargers was intriguing, it wasn’t until tuning shops all over the world started modifying the N54 engine that its full potential quickly began to attract widespread notice.
It was well-liked by the general public as well; the N54 would soon win numerous “Engine of the Year” and “Ward’s 10 Best Engine” accolades over time.
With sales spanning a decade before being phased out in 2016, the straight-six would quickly become one of the most cherished BMW engines of all time, with the final engines going to the E89 Z4.
The N54 is often regarded as being the better model, especially with regard to tuning potential, even if BMW would replace the engine with its replacement, the N55.
The N54 appears to be the ideal engine on the surface. able to surpass the majority of its rivals on the canyon run while still comfortably attaining 30 mpg on the interstate.
However, things aren’t always that easy, as is frequently the case with high-performance engines.
In order to help you decide whether this well-liked but occasionally temperamental powerplant is the best option for your needs, we’ll examine what it actually offers.
Years of the BMW 335i you should avoid
The BMW 335i years to avoid are mostly in the start of the vehicle’s release, like many recently produced vehicles. Thus, the initial years of a new model usually invariably experience more issues than subsequent iterations. Like any car, the initial release cannot be fully evaluated for all the pressures of actual road driving and consumer needs.
The BMW 335i exactly fits that trend, with the majority of serious issues and customer complaints occurring right after the vehicle’s debut.
Here is a list of the BMW 335i years to steer clear of:
2007\s\s 2008\s\s 2009\s\s 2011\s\s 2013
Although there are some concerns about the 2010, 2012, and 2014 models, they aren’t as many or serious as the 5 model years we’ve described above. Nevertheless, those model years almost made our list.
The 2007 model is consistently the worst-performing of these years and receives the most consumer complaints. Although it has other issues as well, running a temperature and overheating are its main issues.
Up until the 2010 model year, both the 2008 and 2009 models fix the issues from the prior model year’s release. Even though it’s one of the BMW 335i model years to stay away from, the 2011 model is just marginally poorer than the 2010 and 2012 models.
Although there was a modest uptick in concerns with the 335i in 2013 and 2014, they were still less frequent and generally less serious than those with the models released in 2007, 2008, and 2009.
You want to find the best bargain on the car you want, not actually purchase it. If a comparable vehicle is offered locally for less money, the CoPilot app will let you know, so you can be sure you received the best bargain.
Since when does BMW no longer use N54 in the 335i?
Turbochargers are a fairly common feature in cars today. They are available on virtually every type of engine arrangement. The most effective approach to produce electricity may have been discovered a long time ago, and BMW was at the forefront of this progress. BMW introduced the 2002 Turbo, the country’s first production turbocharged vehicle, in 1973. It also essentially established what a “sports sedan” is in the modern sense.
With Brazilian Nelson Piquet at the wheel, BMW became the first turbocharged engine manufacturer to win the Formula 1 world championship in 1983, continuing its ascent to glory. For qualifying sessions that year, BMW was able to extract more than 1,000 horsepower from its 1.5-liter inline-four. When BMW released the N54 in 2006, it once more left its mark on the history of turbocharging. The N54, a twin-turbo 3.0-liter inline-six with 300 horsepower and over 300 lb-ft of torque, made its debut in the 2007 model year 335i. The torque is steady at 295 lb-ft from 1300 rpm to 5000 rpm while the 300 horsepower peaks at 5800 rpm.
This is made feasible in part by the VANOS system from BMW. Variable camshaft control, or VANOS, enables the camshafts to turn in response to engine speed.
The camshafts will move to open the valves later at low speeds in order to optimize idling and smooth out the engine. The N54 also employs direct injection, in which highly pressurized gasoline is delivered right to the combustion chamber of the cylinder. The N54’s intercooler is built to cool the turbocharged air by up to 80 degrees Celsius, which significantly contributes to the engine’s power. Now, the car’s two turbochargers are there to get rid of “turbo lag.” To shorten the time it takes for the turbo to work at low engine speeds, one turbo develops pressure while the other idles. A good tune will extract some good power gains out of the engine because the computer controls so much of it.
However, N54 owners are reporting power improvements of up to 707 horsepower at the wheels, without modifying the internals, with a few bolt-ons and a twin-scroll turbocharger. This is so because the N54’s internals were forged at the factory. Although the exact distinction between forged and cast components is debatable, it is generally agreed that the crankshaft and rods were forged while the pistons were cast. Nevertheless, that impressive power increase from 300 to more than 700 whp was achieved without modifying the internals. Until BMW produced what is thought to be a more cost-effective engine, the N55, the N54 was used in the 335i. In the 335i from 2006 to 2010, the 135i from 2008 to 2013, and the 740i from 2008 to 2012, the N54 was employed.
The Z4 sDrive35is featured a stronger N54 variant. Although it produces the same amount of power as the stock N54, if not more, depending on the year, the N55 is perceived by some as a step down from the N54. Given that it only has one turbo and cast internals, its tuning skills could be a weak point. The N54 might succeed the 2JZ. The N54 has the potential to go down in history like the Toyota engine and Nissan’s RB26DETT, especially among tuners. The fact that all three engines are inline sixes cannot be a coincidence.
A 2009 335i has a N54, right?
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.