The BMW M54 is a naturally aspirated straight-6 DOHC petrol engine produced from 2000 to 2006. It was released in the E53 X5 and is the replacement for the M52 engine. The S54 is the equivalent high performance engine, used in the E46 M3 , the Z3 M Coupé/Roadster and the E85/E86 Z4 M . The BMW M56 SULEV engine (sold in several states of the United States) is based on the M54.
26-580: The M54 was phased out following the introduction of the BMW N52 engine in 2004. From 2001 to 2003, the M54 was included on the Ward's 10 Best Engines list. Compared with the final versions of its M52 predecessor (called the 'M52TÜ'), the M54 has a non-return fuel system, a fully electronic throttle (without mechanical backup), Siemens MS 43 engine management , and a revised intake manifold . The displacement of
52-488: A stroke of 88 mm (3.46 in) and a compression ratio of 10.7:1. Variations in power output are often due to different intake manifolds and variations of engine management software. 160 kW (215 bhp) Applications: 170 kW (228 bhp) Applications: 180 kW (241 bhp) Applications: 190 kW (255 bhp) Applications: 195 kW (261 bhp) Applications: 200 kW (268 bhp) Applications: The N51 engine
78-564: A chassis affecting the layout of the intake/exhaust system. An upgraded version of the S54 engine was used in the E46 M3 CSL . This engine is designated S54B32HP and the changes include a revised intake made from carbon fiber , revised camshafts, a MAP sensor (instead of the MAF sensor used in the regular S54), a lightweight exhaust manifold with a straighter air path (which later became standard on
104-415: A revised intake made from carbon fiber , revised camshafts, a MAP sensor (instead of the MAF sensor used in the regular S54), a lightweight exhaust manifold with a straighter air path (which later became standard on the regular S54) and a straightened intake manifold. BMW N52 The BMW N52 is a naturally aspirated straight-6 petrol engine which was produced from 2004 to 2015. The N52 replaced
130-522: Is 72 mm (2.8 in) and the compression ratio is 10.8:1. The 2,494 cc (152.2 cu in) M54B25 produces 141 kW (189 hp) at 6,000 rpm and 245 N⋅m (181 lb⋅ft) at 3,500 rpm. Bore is 84 mm (3.3 in), stroke is 75 mm (3.0 in) and the compression ratio is 10.5:1. The 2,979 cc (181.8 cu in) M54B30 is the largest M54 variant and produces 170 kW (228 hp) at 5,900 rpm and 300 N⋅m (221 lb⋅ft) at 3,500 rpm. Bore
156-403: Is 84 mm (3.3 in), stroke is 75 mm (3.0 in) and the compression ratio is 10.5:1. The 2,979 cc (181.8 cu in) M54B30 is the largest M54 variant and produces 170 kW (228 hp) at 5,900 rpm and 300 N⋅m (221 lb⋅ft) at 3,500 rpm. Bore is 84 mm (3.3 in), stroke is 89.6 mm (3.5 in) and the compression ratio is 10.2:1. In
182-583: Is 84 mm (3.3 in), stroke is 89.6 mm (3.5 in) and the compression ratio is 10.2:1. In the United States and Canada, a "ZHP" version of the M54B30 used different camshafts and reprogrammed engine management to develop 175 kW (235 hp) at 5,900 rpm and 301 N⋅m (222 lb⋅ft) at 3,500 rpm and have a slightly higher redline of 6,800 rpm (although the Canadian cars still show
208-455: Is a SULEV version of the N52 that was sold in parts of the United States that had SULEV legislation. Differences to the N52 versions include a variable-length intake manifold ("DISA") with three stages instead of one, and a compression ratio lowered from 10.7:1 to 10.0:1. BMW M54 The BMW M54 is a naturally aspirated straight-6 DOHC petrol engine produced from 2000 to 2006. It
234-423: Is electronically controlled. The redline remains at 6,500 rpm. There was no "technical update" (TÜ) version of the M54 produced, therefore the engine specifications remained the same throughout its seven-year production run. The 2,171 cc (132.5 cu in) M54B22 produces 125 kW (168 hp) at 6,100 rpm and 210 N⋅m (155 lb⋅ft) at 3,500 rpm. Bore is 80 mm (3.1 in), stroke
260-438: Is exposed. Therefore, BMW used a magnesium alloy for the crankcase shell, with an aluminum 'inner block' to overcome the limitations of magnesium alloys. The cylinder liners are made of Alusil . The N52 debuted with solid cast intake and exhaust camshafts, but during production hollow "hydro-formed" camshafts were phased in to reduce weight. Some engines came from the factory equipped with one solid and one hollow camshaft as
286-507: Is no BMW M version of the N52. Compared with its M54 predecessor, the N52 features Valvetronic (variable valve lift), a lighter block due to the use of a magnesium alloy and an electric water pump (replacing the belt-driven water pump) and a variable output oil pump. The redline was increased from 6,500 rpm to 7,000 rpm, except for N52B25 (130 kW). Like the M54, the N52 uses electronic throttle control and variable valve timing ( double-VANOS ). Higher output versions of
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#1732788031257312-607: The BMW M54 and debuted on the E90 3 Series and E63 6 Series . The N52 was the first water-cooled engine to use magnesium/aluminium composite construction in the engine block. It was also listed as one of Ward's 10 Best Engines in 2006 and 2007. In European markets, the N52 began to be phased out in favor of its direct injected version, the BMW N53 in 2007. Markets such as the United States, Canada, Australia and Malaysia retained
338-457: The M52TÜ, the M54 uses an aluminium block and aluminium cylinder head with cast iron cylinder liners . Variable valve timing is fitted to both camshafts (called " double-VANOS "), a dual length intake manifold (called "DISA") is used and the thermostat is electronically controlled. The redline remains at 6,500 rpm. There was no "technical update" (TÜ) version of the M54 produced, therefore
364-590: The N52 as the N53 was deemed unsuitable due to the high sulphur content of local fuel. The N52 and N53 are the last naturally aspirated straight-six engines produced by BMW, ending a history of continuous production of this engine configuration since the BMW M30 in 1968. In 2011, the N52 began to be replaced by the BMW N20 turbocharged four-cylinder engine. N52 production ceased in 2015. Unlike its predecessors, there
390-408: The N52 use a three-stage variable length intake manifold (also called "DISA"). The N52 engine block is made from a combination of magnesium and aluminium. Magnesium is lighter than aluminium, however it has a greater risk of corrosion from water and may creep under load at high temperatures; this makes traditional magnesium alloys not suited for withstanding the high loads to which an engine block
416-679: The S50, the S54 features: There is no direct successor to the S54, since the following generation E90/E92/E93 M3 was powered by the V8 BMW S65 engine. In 2014, the S65 engine was replaced with a turbocharged inline-6 engine called the BMW S55 . Returning to the I6 configuration, it is considered by some to be the spiritual successor of the S54, though the two have no real engineering connection. This engine
442-434: The United States and Canada, a "ZHP" version of the M54B30 used different camshafts and reprogrammed engine management to develop 175 kW (235 hp) at 5,900 rpm and 301 N⋅m (222 lb⋅ft) at 3,500 rpm and have a slightly higher redline of 6,800 rpm (although the Canadian cars still show the limiter at 6,500 rpm on the tachometer). The M54B30 was on the Ward's 10 Best Engines list through 2001–2003. The S54
468-508: The engine specifications remained the same throughout its seven-year production run. The 2,171 cc (132.5 cu in) M54B22 produces 125 kW (168 hp) at 6,100 rpm and 210 N⋅m (155 lb⋅ft) at 3,500 rpm. Bore is 80 mm (3.1 in), stroke is 72 mm (2.8 in) and the compression ratio is 10.8:1. The 2,494 cc (152.2 cu in) M54B25 produces 141 kW (189 hp) at 6,000 rpm and 245 N⋅m (181 lb⋅ft) at 3,500 rpm. Bore
494-400: The largest variant increased from 2.8 L to 3.0 L (2,979 cc), due to an increase in stroke to 89.6 mm (3.53 in). As per the M52TÜ, the M54 uses an aluminium block and aluminium cylinder head with cast iron cylinder liners . Variable valve timing is fitted to both camshafts (called " double-VANOS "), a dual length intake manifold (called "DISA") is used and the thermostat
520-485: The limiter at 6,500 rpm on the tachometer). The M54B30 was on the Ward's 10 Best Engines list through 2001–2003. The S54 was marketed as the high performance equivalent to the M54, however it is actually more an evolution of the BMW S50 and shares few parts with the M54. As per the S50, the engine block is made of cast iron, unlike the aluminium engine block used by the M54. Redline is 8,000 rpm. Compared with
546-416: The solid shaft was being phased out. Engine performance is not affected by installation of mixed camshafts. The engine control unit (also called "DME") is a Siemens MSV70. 130 kW (174 bhp) Applications: 150 kW (201 bhp) Applications: 160 kW (215 bhp) Applications: The 3.0 L (183 cu in) models of the N52 have a bore of 85 mm (3.35 in),
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#1732788031257572-539: Was first used in the BMW M3 F80 and BMW M4 F82 then later in the BMW M2 Competition F87 . Variations in power and torque outputs are often due to country-specific emissions regulations, or space constraints of a chassis affecting the layout of the intake/exhaust system. An upgraded version of the S54 engine was used in the E46 M3 CSL . This engine is designated S54B32HP and the changes include
598-463: Was included on the Ward's 10 Best Engines list. Compared with the final versions of its M52 predecessor (called the 'M52TÜ'), the M54 has a non-return fuel system, a fully electronic throttle (without mechanical backup), Siemens MS 43 engine management , and a revised intake manifold . The displacement of the largest variant increased from 2.8 L to 3.0 L (2,979 cc), due to an increase in stroke to 89.6 mm (3.53 in). As per
624-425: Was marketed as the high performance equivalent to the M54, however it is actually more an evolution of the BMW S50 and shares few parts with the M54. As per the S50, the engine block is made of cast iron, unlike the aluminium engine block used by the M54. Redline is 8,000 rpm. Compared with the S50, the S54 features: There is no direct successor to the S54, since the following generation E90/E92/E93 M3
650-520: Was powered by the V8 BMW S65 engine. In 2014, the S65 engine was replaced with a turbocharged inline-6 engine called the BMW S55 . Returning to the I6 configuration, it is considered by some to be the spiritual successor of the S54, though the two have no real engineering connection. This engine was first used in the BMW M3 F80 and BMW M4 F82 then later in the BMW M2 Competition F87 . Variations in power and torque outputs are often due to country-specific emissions regulations, or space constraints of
676-725: Was released in the E53 X5 and is the replacement for the M52 engine. The S54 is the equivalent high performance engine, used in the E46 M3 , the Z3 M Coupé/Roadster and the E85/E86 Z4 M . The BMW M56 SULEV engine (sold in several states of the United States) is based on the M54. The M54 was phased out following the introduction of the BMW N52 engine in 2004. From 2001 to 2003, the M54
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