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17-638: In European markets, the N53 began to replace its port injected parent, the BMW N52 in 2007. Markets such as the United States, Canada, Australia and Malaysia retained 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

34-478: 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 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

51-436: 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. Valvetronic The Valvetronic system is a BMW variable valve lift system which, in combination with VANOS , allows infinite adjustment of

68-602: Is as common as the N54. BMW N52 The BMW N52 is a naturally aspirated straight-6 petrol engine which was produced from 2004 to 2015. The N52 replaced 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,

85-611: 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 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

102-536: 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 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

119-436: The BMW M30 in 1968. In 2011, the N52 began to be replaced by the BMW N20 turbocharged four-cylinder engine. N53 production ceased in 2013. There is no BMW M version of the N53. The BMW N54 turbocharged straight-6 engine was produced alongside the N53. Compared with its N52 predecessor which was port-injected, the N53 uses direct injection . The direct injection system uses piezoelectric fuel injectors which inject into

136-479: 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 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

153-540: The N52 have a bore of 85 mm (3.35 in), 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

170-494: The N53 produces 160 kW (215 bhp), the same figure as the 2.5 L (153 cu in) version of its N52 predecessor. However, peak torque increased from 250 to 270 N⋅m (184 to 199 lb⋅ft). Applications: A 190 kW (255 bhp) version of the N53 was used in the pre-facelift F10 528i. Applications: The most powerful version of the N53 produces 200 kW (268 bhp) of power and 320 N⋅m (236 lb⋅ft) of torque. Applications: The N53 uses

187-458: The camshaft, so that lesser of the camshaft profile is pressing on the intermediate arm. For more lift, the intermediate arm is moved closer to the camshaft, which increases the camshaft profile acting on the intermediate arm. First-generation Valvetronic systems can decrease the valve lift to a minimum of 0.3 mm, while second- and third-generation Valvetronic can decrease the lift to as little as 0.18 mm. On first-generation Valvetronic,

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204-437: The combustion chamber, using a stratified lean mixture operation. The compression ratio was increased to 12.0:1 for the N53. As per the N52, the N53 has double-VANOS (variable valve timing) and a magnesium alloy block. Unlike the N52, the N53 does not have Valvetronic (variable valve lift), due to space limitations in the cylinder head. The bore of 85 mm (3.35 in) and stroke of 88 mm (3.46 in) are

221-427: The factory equipped with one solid and one hollow camshaft as 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

238-433: The intake valve timing and lift. The system claims to improve fuel economy and emissions, and negates the need for a throttle body in regular use. First introduced by BMW on the 316ti compact in 2001, Valvetronic has since been added to many of BMW's engines. Unlike a traditional engine where the camshaft acts onto a rocker arm that actuates the valves , an engine with Valvetronic has an intermediate arm between

255-473: The rocker and the camshaft, which allows the valve lift to be varied depending on the position of an eccentric shaft adjacent to the intermediate arm. The eccentric shaft, whose position is controlled by the DME using an electric motor, rotates through a range of 225 degrees to push the intermediate arm towards, or away from, the camshaft. For lesser lift, the eccentric shaft moves the intermediate arm away from

272-509: The same High-Pressure Fuel Pump (HPFP) as the BMW N54 turbocharged straight-six engine, which had HPFP failures leading to Lemon Law "buy backs" and legal action in the United States. The N53 engine was not sold in the United States, therefore the N53 engine was not involved with these actions. Failures of the N53 HPFP have been reported, although it is not known whether failure in the N53

289-472: The same as the N52. Each cylinder has coil-on-plug ignition , as per the N52. The 2.5 L (153 cu in) version of the N53 produces 140 kW (188 bhp) and 235 N⋅m (173 lb⋅ft). It has a bore of 82 mm (3.23 in) and a stroke of 78.8 mm (3.10 in). Applications: A 150 kW (201 bhp) version of the N53 was used in the pre-facelift F10 523i. Applications: This 3.0 L (183 cu in) version of

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