Bmw n54 отличие от n55
Ever since the twin turbo N54 hit the markets in the 2007 BMW 335i, BMW has been building on the design of the turbocharged, direct injected inline 6 engine. In 2010, the 335i received the updated N55 engine followed by the B58 in 2016, however, the model was rebranded to the 340i. Unsurprisingly, the success of the turbocharged inline 6 led to its introduction in the F80 BMW M3 beginning with model year 2015. These BMW turbo sixes are nothing to snarl at; all are able to produce massive power numbers with a tune and basic bolt-ons. Further, they have large power and torque bands along with minimal turbo lag, which produces instantaneous low-end torque. How do the BMW N54, N55, B58, and S55 stack up against each other?
BMW N54
Since the initial release of the BMW N54, the engine has gained quite a positive reputation in the tuning community. Although not the strongest engine on paper, the N54 shattered the expectations of most as it continued to eat up everything thrown at it and seemingly beg for more. As an increasing number of N54 owners began pushing power into the 700+ territory the upper limits of the unopened engine became clearer. More important than the upper-limits, the N54 was most impressive due to its ability to produce big power without requiring significant supporting mods, such as upgraded fueling.
BMW N54 Specs
Stock Power: 300 HP
World Record HP: 978 WHP (~1150hp at the crank assuming 15% drivetrain loss)
Displacement: 2979cc (2.979L)
Turbocharger: Twin turbo
Compression: 10.2 to 1
Bore x Stroke: 84.0mm (3.31”) x 89.6mm (3.53”)
Internals: Forged crank and rods. Cast pistons
Block Design: Open-deck
Redline: 7000
Injectors: Piezo direct injection
BMW quoted the N54 at 300hp, however, independent testing suggested numbers at the crank closer to 330hp. Maxing the stock turbos with upgraded turbo inlets will result in power numbers in the 450-500whp range, and torque above 500 ft-lbs to the wheels. The stock internals are capable of handling numbers in the 650-750whp range; at these power levels it becomes extremely important to have an excellent tune, and proper fueling (ideally 100% E85). Open-deck blocks and cast pistons are not great at handling extreme boost pressures for long periods of time. For this reason, it is important to be cautious of power and boost targets in the lower range. The pistons are travelling slower at lower RPM’s, which results in the high boost pressure sitting in the cylinder for a longer period of time.
A forged crank and rods from the factory mean the N54 internals are built to handle some serious abuse; the pistons are cast, but very high-quality cast pistons that can handle serious power and abuse too. Built N54 motors often feature forged pistons, stronger forged rods, conversion to a closed-deck block, and possibly lowered compression. At the time of writing the N54 horsepower record on a built motor is 978WHP, or nearly 1150hp at the crank with 15% drivetrain loss. Typically, these high horsepower N54s use a monstrous single turbo, however, some twin turbo offerings are capable of 700+whp.
BMW N54 Reliability
There is not much to hide here; a quick search of the N54 will populate many results with concerns over reliability. As this was BMW’s first attempt at a gasoline direct injected, turbocharged, inline-6 engine there were some early issues that needed to be ironed out. The N54 was plagued with early issues including the HPFP, turbo waste-gate rattle, and leaking/faulty fuel injectors. Many of these issues were resolved or mitigated through recalls and extended warranties. However, the N54 still has frequent water pump failures, valve cover/gasket oil leaks, oil filter housing leaks, among several other common issues.
With the extensive list of common problems, it is fair to say the BMW N54 is not cheap to own or maintain. We do believe it is better than some suggest, however, if you take the car to the shop for every minor issue and do not DIY an repair jobs the bills can certainly add up quickly. Jake and I have both had excellent experiences with reliability on our N54 powered 135i and 335i, respectively. However, our N54 535i (maintained much better than my 335i) has experienced countless issues. Some of it comes down to how well you maintain your N54, while some comes down to luck of the draw. Nonetheless, you must pay to play and the N54 is no exception.
Overall Thoughts on the BMW N54
Reliability Rank: 4
Tuneability Rank: 1
Value Rank: 1
**Ranks are as compared between the four turbo, inline 6 engines**
As compared to the other BMW turbo inline 6 engines the N54 earns the worst score for reliability. Fortunately, BMW learned its lesson on the N54 and focused on improving the reliability of its future turbo engines. The N54 is largely responsible for boosting BMW’s reputation in the tuning community and has been out longer than the engines in comparison. Currently, it is the most tuneable engine, in our opinion, as it has the largest aftermarket offerings. Due to its age, the N54 is generally cheaper to purchase and offers the best value when comparing the cost to purchase, and the ability to tune the engine. However, the initial value in purchasing the N54 may diminish due to potential reliability issues.
BMW N55
The BMW N55 followed the N54 with its initial release in the 335i beginning in 2010. Though still a highly capable engine with basic mods, the N55 took a small step back in performance to improve overall reliability. Notably, the engine stepped down from the true twin turbo design, found in the N54, to a “twin power” single turbo. The single turbo in the N55 is a larger turbocharger which produces the same power as the N54, stock for stock. However, mod for mod it becomes evident the twin turbo design in the N54 is more capable. Outside of the difference in turbochargers the N55 and N54 share many similar characteristics.
BMW N55 Specs
Stock Power: 300 HP
World Record HP: Estimated 750WHP (we haven't seen any dyno's, please send us some if you have any!)
Displacement: 2979cc (2.979L)
Turbocharger: “TwinPower” Single Turbo
Compression: 10.2 to 1
Bore x Stroke: 84.0mm (3.31”) x 89.6mm (3.53”)
Internals: Cast internals
Block Design: Open-deck
Redline: 7000
Injectors: Bosch solenoid style direct injectors
As shown, the N55 shares the same stock power, displacement, compression, bore/stroke, and block design as the N54. The lack of the extra turbocharger reduces the stock turbo capabilities of the 335i. Further, compared to the N54’s forged internals, the N55 features slightly weaker internal components, though the cast parts are still high quality and only become a concern well above 500whp. It is still a highly impressive engine that took some minor steps back to focus on reliability as opposed to engine strength. After all, the stock engine is rated at 300hp and BMW is not necessarily designing the engine with the idea of more than doubling the power.
BMW N55 Reliability
We are not sure if BMW knew the N54 would be capable of handling as much power as it was eventually pushed to by the tuning community. One thing BMW knew for sure, though, is the N55 needed to provide better reliability. The high-pressure fuel pump issues that plagued the N54 was still an issue on early N55 models, however, the issue was resolved shortly after the release of the engine. Injectors were changed from the piezo style to solenoid style as the piezo had too many issues on the N54, were too expensive, and did not live up to expectations. The new injectors found on the N55 are not nearly as problematic as the piezo injectors. Lastly, issues with waste-gate rattle were mostly resolved on the N55.
Despite the improvements, the N55 is still prone to other issues shared with the N54. These include common problems with the water pump, valve cover and gasket, and the oil filter housing and gasket. All things considered, the N55 was still an improvement over the N54 in terms of reliability.
Overall Thoughts on the BMW N55
Reliability Rank: 3
Tuneability Rank: 3
Value Rank: 2
Though the N55 does not earn the highest remarks for reliability, it is not to suggest the N55 is a terribly unreliable car. It is more of a testament to just how good the two remaining engines are. BMW’s B58 and S55 engines are newer, so more issues may pop up down the road. Compared to the two former engines the N55 has been on the road longer, allowing for additional time for tuning developments. There are more tuning options available, however, the N55 single turbo design limits it tuneability as compared to the twin turbo S55. Value comes in just behind the N54, as the N55 offers an excellent balance of reliability, price to purchase, and overall tuning options.
BMW S55
Of course, the success of the N54 and N55 engines meant BMW’s legendary M division had to take a shot at building something even better. Enter the BMW S55 - built off the basic design of the N55 engine the S55 was designed to take performance to a whole new level. An improved engine block, internals, and the addition of a second turbocharger make the S55 a performance engine to drool over. Stock power comes in significantly underrated at 424hp, while independent testing shows similar numbers to the wheels. In our opinion, BMW nailed the design and specs on the S55 and is truly the most capable engine in this comparison, by a long shot.
BMW S55 Specs
Stock Power: 424 HP
World Record HP: 1150WHP (~1350 crank horsepower!!)
Displacement: 2979cc (2.979L)
Turbocharger: Twin turbo
Compression: 10.2 to 1
Bore x Stroke: 84.0mm (3.31”) x 89.6mm (3.53”)
Internals: Forged crank and rods. Pistons are not forged, however they're pretty strong
Block Design: Closed Deck
Redline: 7500
Injectors: Bosch solenoid style direct injectors
As the S55 was built on the design of the N55 (which was built on the design of the N54) the BMW S55 shares many similarities. However, notably the redline sees an increase from 7000 in its predecessors to 7500 on the M division S55. Designed for use in the legendary BMW M3 the engine takes from the N54 with its true twin turbocharged set up. Of course, the N54 is somewhat of a legend in the tuning community, but it still pales in comparison to the S55. Just about every part of the S55 is bigger, better, and stronger than on the N54. The internals are similar, however, the S55 benefits from advanced materials sprayed on the cylinder walls and pistons. Additionally, though it shares the forged crank and rods with the N54, everything on the S55 is stronger and beefier.
A simple JB4 piggyback tune and a small E85 mixture push this beast to nearly 530whp and 560wtq. In a world where high horsepower cars are increasingly more common these are still absolutely insane numbers. Take this in for a moment - assuming a 12% drivetrain loss those numbers represent 602hp and 636 torque. Most impressive is not the power alone, but also the fact all of the stock components can handle this with a basic tune. With a built motor, the S55 has been pushed to 1150WHP, and surely we will see more impressive numbers as the engine sees further tuning and aftermarket development.
BMW S55 Reliability
With the first S55 engines being released in the M3 in mid-2014 it is tough to say if there may be common issues that pop up down the road. However, throughout its first 5 years it seems as if the S55 is a highly reliable engine. One problem that may be found are issues with the stock crank hub. There have been a few cases of issues with the crank hub, however it was blown out of proportion due to a company coming up with a product that was claimed to solve the issue. In reality, it was worse than the factory part. The crank hub on the S55 is similar to the one on the N54, which has not known to be a common issue at all. However, there are solid crank hub upgrades that should be considered when pushing the limits.
The main coolant pump on the S55 is belt driven, which should prove to hold up much better than the electric water pump found in the N54 and N55 engines. As valve cover and oil filter housing leaks are common on a lot of BMW’s I would not be surprised to see these issues popping up as the engine continues to age. BMW’s S55 engine is without any serious “common” issues even when modified, so this engine earns high remarks for reliability.
Overall Thoughts on the S55 Engine
Reliability Rank: 2
Tuneability Rank: 2
Value Rank: 3
This engine shows massive potential not only on paper, but also in real world results. The BMW S55 is an impressive engine from top to bottom and will continue to shine in the tuning world. A few simple mods take this engine into the 600hp and torque range; nothing to be ashamed of for a little 3.0L inline-6. Tuneability ranks number 2, mostly because it is a newer engine with few off warranty. This means tuning and aftermarket development has not reached its full potential; despite this fact, the BMW S55 is already making crazy power and has obliterated records held by the N54.
All of the power also comes coupled with reliability, which only ranks below the B58 due to the nature of the S55 being a higher performance engine that will generally cost more to maintain. Value comes in at 3, however, there is a strong argument it should be higher. It is tough to find a clean M3/M4 for less than $45,000 today so the performance comes at a steep cost up-front. Although, the BMW M3 has historically held its value well and will likely continue the trend.
BMW B58
As the newest engine on the list, the BMW B58 had a huge reputation to live up to. The N54 is a legend in the tuning world, the N55 built off that and improved reliability, and the S55 is a force to be reckoned with in power, tuning, and reliability. Did BMW live up to that reputation? Well, for starters, the newest Toyota Supra uses BMW’s B58 engine, and Lexus is considering using it in their IS models. Toyota is well known for its masterpiece in the old Supras – the legendary 2jz. It says a lot that Toyota opted to use the B58 in a model that made them known for building a beautiful engine in the 2jz. Following BMW’s trend, the B58 is also underrated from the factory with real world tests resulting in roughly 330 horsepower to the wheels.
BMW B58 Specs
Stock Power: ~330hp
World Record HP: 655WHP
Displacement: 2998cc (2.998L)
Turbocharger: Single “Twin Power” Turbo
Compression: 11.0 to 1
Bore x Stroke: 82.0mm x 94.6mm (3.23in x 3.72in)
Internals: Forged crank and rods. Cast pistons.
Block Design: Closed Deck
Redline: 7000
The B58 is part of BMW’s newest objective in the B series engine family; reducing cost by using the same bore, stroke, block, rods, pistons, etc as the other B series engines. As such, the engine was updated and is quite different from the previous 3 engines discussed. Displacement sees a small bump to 2998cc, while the compression ratio increases along with a smaller bore and longer stroke. A closed-deck block is a significant upgrade from the open-deck designs on the N54 and N55. Additionally, it receives the forged crank and rods as with the N54. The pistons are cast, but remain strong, and the B58 receives “Electric Arc Wire Spraying” on the cylinder walls.
Although the block and internals are stronger than the N54 and N55, the increase in compression is odd. Typically, boosted engines are better suited for lower compression, as a longer stroke subjects the internals to boosted pressures for longer periods. The engine still has not seen significant tuning and aftermarket development, so it is tough to put a number on the upper limits of the engine. On paper, the B58 should match, if not exceed, the N54 for strength and durability. Although, the single turbo will likely limit its capabilities without upgraded turbo(s). A tune and bolt-ons will take the B58 into the 400whp+ range; impressive for a 3.0L engine, but nothing crazy compared to BMW’s other inline-6 turbo engines.
BMW B58 Reliability
Like the S55 engine, the B58 is a new engine with few models outside of their standard warranty but is showing early signs of being a highly reliable engine. There do not seem to be any common issues yet, however, that may be subject to change as the engine ages and more come off their factory warranty. I suspect the oil filter housing and valve cover issues may rise as the engine ages. Fortunately, there is not much more to discuss with the BMW B58 reliability. Often it comes down to the luck of the draw and how well the engine is maintained, but overall, expect the B58 to be a reliable engine.
Overall Thoughts on the BMW B58
Reliability Rank: 1
Tuneability Rank: 4
Value Rank: 4
To cut right to the chase, I love the direction the BMW B58 is going. Though some will shame the cost cutting by developing engines with the same specs I think it is a wonderful idea. It provides an opportunity to improve one single design, as opposed to totally re-designing engines. With that being said, I would not buy a BMW B58 at this moment.
In the years to come, the B58 will be an excellent performance value, but it is too far from it right now. An S55 powered M3 can be found for roughly $10,000 more than a B58 car. The B58 is a great engine, but the S55 is better. Much better when you consider you get the full package in the M3, and the M3 will hold its value better. For that reason, the B58 scores the worst value rating. Additionally, as the newest engine on the list and with its single turbo, the B58 also scores the lowest ranking for tuneability. Reliability scores the highest marks compared to the N54, N55, and S55.
Final Thoughts on the BMW N54, N55, S55, and B58
All the modern inline-6, turbocharged BMW engines are impressive, each in their own regard. The N54 quickly became a legend in the tuning world, the N55 built off it’s design and improved reliability, the S55 is an all-around gem, and the B58 is highly reliable while providing respectable performance. Of course, we are biased towards BMW’s here at BMWtuning.co, but we fell in love with these modern turbo BMW engines for a reason. Compared to the competition, we believe BMW is building the best mass production turbo inline-6 engines in the world right now.
Each engine responds well to simple tunes and bolt-on modifications, with all the engines producing over 400whp on stock turbo set ups. Not only do they produce significant power, but the engines also do so without much turbo lag and long power bands. Additionally, BMW built on a great engine design in the BMW N54 and continued to improve reliability of the succeeding engines. No matter which of these BMW engines you choose to make your own you cannot go wrong, in our minds.
График сравнения свежего мотора от BMW N55 с твинскрольной одной турбиной и старого N54 с твин турбо.
Как видно из графика, любая версия 54-го опережает в плане мощности (с колес) более нового 55-го, который кстати устанавливается на новую 3-ку БМВ F30.
Получается старая трешка, E91 335 с мотором N54 в плане двигателя лучше новой F30 335 ? Или это из за норм по выбросам, новый мотор еще сильнее задушили, и чипом с выхлопом N55 обгонит N54 ?
(P.S. на 1M устанавливают как раз IS модификацию двигателя N54).
Запчасти
BMW 1 series M Coupe 2011, 335 л. с. — наблюдение
Машины в продаже
Комментарии 34
gavariat u n55 va kalen val lamaetsia. i ochen ne nadiojni mator. eta pravda ili?
Две турбины — это две турбины, а не одна.
Насколько я знаю на n55 стоят обычные форсунки а на n54 стоят геморные пьезофорсунки которые могу привести к гидро удару если после длительной стоянки зальют камеру сгорания или прогоранию поршня если форсунка ливанет струей а не распылит
П.с могу и ошибаться
Н54 понятное дело интереснее, особенно по тюну. По поводу надежности как по мне ломучесть н54 сильно преувеличенный миф ввиду того что на этих машинах гоняют и не всегда нормально обслуживают, часто людям достаются ушатки. Что же касается моего опыта, проехал на нем более 70 тысячк км, был не тока в Москве, летом был в Краснодарском крае в пробках с температурой воздуха 40+, недавно ездил в Мурманск и по области на Новый год, скоро запилю отчет) так вот там температура опускалась до минус 40 по трассе, частые заводы в минус 30. Короче н54 офигенный движок, ни разу не подвел как и 335! )))
на е 92 на 54 пробежал 140000 за все время менял 1 раз форсунки и насосы все, не считая свечей.
Отличный мотор!
я рад что у меня n54
N54 отличный мотор. Здесь правильно написали — система подачи топлива у этого двигателя очень капризная, вызывающая ряд проблем у топливных насосов высокого давления, форсунок и тд. Для примера, порядка 80% автомобилей с пробегом до 35 000км меняют какой-либо элемент из топливной системы. Это вызвало ряд вопросов у владельцев и автокритиков. Не смотря на все это в 2007 года (если память не изменяет ) этот двигатель был признан Двигателем Года. Кстати, мотор этот был разработан инженерами Альпины…)) Но что такое Альпина и что такое БМВ…) Ладно, ушли от темы. Помимо своих серьезных динамических показателей, двигатель N54 выгодно отличается от N55 простотой дальнейшего тюнинга. Путем несложных манипуляций, мотор способен выдавать мощность до 450 лс.
Двигатель N55 не столько перспективный в плане тюнинга, но имеет свои плюсы — экологичность, расход, отсутствие проблем топливной системы…
"этот двигатель был признан Двигателем Года". Ога приходят журнализды смотрят характеристики — и на основе этого выставляют оценки. Ну и на основе тех денег которых им проплатили))))
А ты считаешь N54 плохим мотором? Имел с ним дело вообще?
Нет, не считаю. Дела не имел, так как та машина которая у меня — мой первый авто и в семье раньше вообще не было автомобиля. Но глобально сама процедура выбора "лучшего двигателя" — это скорее светское шоу, не более. P.S. Из бмв катался только но 520д — впечатления самые положительные и ничего против марки, рассматриваю как авто в будущем.
TurboDriver
N54 отличный мотор. Здесь правильно написали — система подачи топлива у этого двигателя очень капризная, вызывающая ряд проблем у топливных насосов высокого давления, форсунок и тд. Для примера, порядка 80% автомобилей с пробегом до 35 000км меняют какой-либо элемент из топливной системы. Это вызвало ряд вопросов у владельцев и автокритиков. Не смотря на все это в 2007 года (если память не изменяет ) этот двигатель был признан Двигателем Года. Кстати, мотор этот был разработан инженерами Альпины…)) Но что такое Альпина и что такое БМВ…) Ладно, ушли от темы. Помимо своих серьезных динамических показателей, двигатель N54 выгодно отличается от N55 простотой дальнейшего тюнинга. Путем несложных манипуляций, мотор способен выдавать мощность до 450 лс.
Двигатель N55 не столько перспективный в плане тюнинга, но имеет свои плюсы — экологичность, расход, отсутствие проблем топливной системы…
>>отсутствие проблем топливной системы
а чем так принципиально отличаются ТС н54 и н55?
и возможно ли победить эту капризность в н54?
n54 что в м1 что в is одинаковые, тольк опрошивки разные, в is дом охлаждение ОЖ идет от перформанс пака только еще…
n55 не надуть как n54) n55 сделали как более экологичный, n54 оставили более спортивный
у отца на 535 n55 в стоке отличный мотор, с новым роботом едет супер!
думаю n55 понадежней, так как след поколение должно было избавится от старых болячек, но для тюнинга n54 куда интересней)
Соглашусь, корчевать лучше 54-ый…
от 54-го отказались не из-за его характеристик, а из-за вопросов надежности. Особенно в странах с крупнозернистым бензином (типо нашей Родины): постоянные траблы с форсунками, ТНВД, Ваносом и т.д. и т.п.
55-ый специально надули до тех же заявленных характеристик, но убрали ошибки 54-го.
Хотя характеристики 54-го лучше, но 1-ая серия М-купе — последняя модель, на котором идет этот мотор…
насчет малой надежности N54 очень сомнительный комментарий (если есть ссылка на фоне заявленной более высокой надежности у N55 — с удовольствием бы почитал)
этот двиг не один год признавался лучшим в своей категории "до 3 л."
если только исходить из того, что вероятность поломки одной из двух турбин чисто математически выше, чем у одной в N55.
экология, отсутствие необходимости уменьшения турбоямы (две турбины тут эффективнее, чем одна) для большинство рядовых пользователей *35, просто заявить про "новый" двигатель — вот это больше похоже на правду
Статьи нет, что и неудивительно. Есть многолетний опыт общения со всей дилерской сетью.
Премию "двигатель года" дают за характеристики, а не за надежность.
А по поводу заявления про новый двигатель — так мне наоборот показалось, что это хотели скрыть.
Основными отличиями двигателя N55 от его предшественника N54 являются использование однотрубной системы турбонаддува, добавление системы Valvetronic, а также изменение впрыска топлива.
BMW N55 — это рядный шестицилиндровый бензиновый двигатель с турбонаддувом. Его производство началось в 2009 году. Он заменил собой двигатель BMW N54 и впервые появился на автомобиле F07 5 Series Gran Turismo.
Устройство BMW N55
Основными отличиями двигателя N55 от его предшественника N54 являются использование однотрубной системы турбонаддува, добавление системы Valvetronic, а также изменение впрыска топлива. N54 использовал твинтурбо, а в двигателе N55 установлена однотрубная система турбонаддува твинскролл.
Последние были более дорогими, поэтому в BMW решили, что их не стоит использовать за пределами Европы, так как потенциальные преимущества использования обеднённой смеси в двигателях не могли быть реализованы полностью.
Выпускной коллектор собственной разработки BMW под названием Cylinder-bank Comprehensive Manifold (CCM) применяется для уменьшения перепадов давления, снижения задержки педали газа и противодавления выхлопных газов. Система турбонаддува твинскролл использует 2 газоотводных трубы для вращения одной турбины компрессора — по 3 цилиндра на каждую трубу. Применяется блок управления двигателем Bosch MEVD 17.2, используется топливо с октановым числом от 91 до 98 (минимальное рекомендуемое — 95).
Как и в N54, степень сжатия составляет 10.2:1, диаметр цилиндра 84 мм (3,31 дюйма), ход поршня 89,6 мм (3,53 дюйма), а объём 2,979 см³.
Двигатель BMW S55
S55 — это спортивная версия двигателя N55. Впервые появилась в автомобилях F80 M3 и F82 M4, заменив восьмицилиндровый двигатель без турбонаддува BMW S65, который использовался в автомобилях M3 прошлого поколения.
В число отличий от двигателя N55 входят: блок цилиндров закрытого типа, легковесный коленчатый вал, укреплённые поршни, другой материал клапанов, система наддува твинтурбо, двойной топливный насос, активная выхлопная система и изменённые интеркулеры.
Before purchasing a turbocharged 135i, 335i or 535i it is important to consider the differences between the N54 and N55 powered BMW’s. The N54 began production in 2006 and first appeared in the 2007 BMW 335i; in 2008, the N54 was introduced along with the 135i and 535i. BMW’s N55 engine began production in 2009 and started replacing the N54 in 2010. However, most applications built in 2010 still carried the twin turbo N54. The N55 officially replaced the N54 in 2011 (with the exception of the 1M and Z4 35i). Although the engines have many similarities this post will highlight the key differences between the two.
N54 vs. N55: Single vs. Twin Turbochargers
Arguably, the most significant difference between the N54 and N55 is the turbochargers; the N54 bolsters true twin turbochargers while its N55 counterpart carries a single twin-scroll turbocharger. A twin-scroll turbocharger is a single turbo where the exhaust housing of the turbocharger is split into 2 “scrolls”. Each 3 cylinders on the same firing cycle feed an individual scroll of the turbocharger which reduces exhaust reversion. Reversion is the process of exhaust gases entering the combustion chamber as the gases interact with each other; this creates higher temperatures, less power, and higher emissions. So what does all of this mean? A twin scroll turbocharger increases efficiency thereby decreasing turbo spool time, increasing power, and allows the cylinders to run cooler. Despite the benefits of a twin-scroll turbo as compared to a single single-scroll turbo, a true twin turbo setup mirrors the benefits of a twin-scroll turbo. As with the twin-scroll, 3 cylinders feed each of the two turbos thereby reducing reversion.
Out of the factory, performance doesn't differ much
From the factory, both the N54 and N55 engines produce similar torque and power bands. The twin-scroll design allows the turbocharger to spool slightly faster on the N55, delivering peak torque 100 RPM’s sooner than the N54. Although, this does not lead to a significant difference – the N54 and N55 each produce minimal turbo lag and feel similar to a naturally aspirated V8. On stock applications both engines perform roughly the same despite the difference in turbochargers. However, when comparing the N54 and N55 mod-for-mod the benefits of a true twin turbo set up become evident.
The N54 is more tuner-friendly
BMW’s N54 twin-turbocharged engine really comes to life when modified; I do not intend to suggest the N55 is anything but impressive when modified. The N54’s twin turbo design simply moves more air and does so more efficiently. Mod for mod the N54 will outperform the N55. A large reason for the switch from the twin-turbo to twin-scroll turbo is cost and complexity. Two turbochargers with all of the associated hard-ware are more expensive and require additional space. Even though the N54 is more efficient when modified, each engine and its respective turbocharger set up will produce well into the range of 400+ wheel horsepower and torque.
N54 vs. N55 Reliability: Which Engine is More Reliable?
This is always a touchy subject when it comes to discussions about the N54 and N55. Simply put, the N55 is more reliable. BMW’s N54 was the first mass production turbocharged gasoline engine produced by BMW in decades. Looking at BMW’s current line-up in 2017, which is mostly turbocharged, I believe it is fair to say the N54 was in many ways an “experiment”. The N54 was notorious for its common and troubling issues early on. Fuel injectors, the HPFP (high pressure fuel pump), and waste-gate rattle plagued the N54 for the first several years of its production. These are among several other issues that have convinced some BMW owners to avoid the N54. However, BMW offered many recalls and extended warranties to help remedy the reliability issues. You can read about all of the most common N54 problems here.
Since the N55’s introduction many of the issues with the N54 have been resolved as BMW introduced new HPFP’s and fuel injectors. Waste-gate rattle is still a relatively widespread problem on the N54, but this typically does not affect the life or longevity of the turbos. Additionally, BMW offers an 8 year, 82,000-mile extended warranty for waste-gate rattle on the N54. I actually had my turbochargers replaced on my 2007 335i under the extended warranty (a story for another day). Long story short, I am impressed with BMW’s willingness to “make things right” and ensure the issues were resolved with the N54. While the N55 was produced to be more reliable than the N54, it still has it's problems. Read about the most common N55 problems.
At the end of the day, the N55 is the more reliable engine
BMW got things right from the start with the N55 – something that can’t be said for the N54. Putting aside the early issues the N54 and N55 are both relatively reliable engines. Some of the supporting hardware such as valve cover gaskets and water pumps are common issues on each, and will likely be for the distant future. After all, BMW isn’t targeting customers looking for the most reliable cars on the road. BMW builds “The Ultimate Driving Machine” which the two engines live up to and then some.
N54 vs. N55 Engine Internals
I won’t spend long on this subject as the engine internals can be another controversial topic, and for those looking to stay with stock turbos the internals on each engine are plenty strong. The N54 comes stock with a forged crankshaft and rods. The N55 features a cast iron crankshaft and rods. Both the N54 and N55 have cast irons pistons. Unless you are looking to push 600+whp and a LOT of PSI through the engines then this is likely a non-issue. Both engines are incredibly strong factory motors than can handle plenty of abuse on the stock blocks and internals.
So. Twin-Turbochargers or Single Turbo?
BMW’s N54 and N55 engines are similar in many aspects and stock-for-stock perform almost identically. The N55 twin-scroll turbo offers slightly faster turbo spool and delivers peak torque 100 RPM’s sooner than the N54; a characteristic that is not noticeable as each turbo set up spools quickly and delivers impressive torque through-out the low end and midrange. Thanks to the N54’s twin turbos and forged internals, it is the more capable engine mod-for-mod. However, the N55 has proven to be the more reliable engine. N54’s are notorious for their common problems, especially early on, but these issues are currently resolved. If you are looking for an all-around reliable car, chances are, neither the N54 nor N55 will be at the top of your list.
Read our guide on the 8 Most Common N54 Engine Problems to learn what to watch for, and how to minimize N54 reliability issues!
Our Pick: N54 (although I’m sure you assumed that before even clicking this post)
Двигатель BMW N54 – рядный шестицилиндровый турбированный поршневой двигатель с прямым впрыском и двумя небольшими турбокомпрессорами позволяющие расширить диапазон мощности по сравнению с предыдущими турбированными бензиновыми двигателями.
Блок двигателя в N54B30 аналогичен M54 и также изготовлен из алюминия
Система впрыска в двигателе BMW N54 Поршень и коленвал в BMW N54
Двигатель BMW N54B30
N54B30 O0 – 306-сильная базовая версия 3-литрового турбированного мотора с непосредственным впрыском.
Применялся двигатель на:
Кривая крутящего момента двигателей N54B30O0 и N52B30O0
Двигатель N54B30 T0 более мощная 320-сильная версия устанавливалась на:
Топовая версия 3,0-литрового мотора N54B30 Overboost мощностью в 340 л.с. была установлена под капот эксклюзивных спортивных автомобилей 1M Coupe и Z4 sDrive35is.
Характеристики двигателя BMW N54
| N54B30O0 | N54B30T0 | N54B30Overboost | |
| Объем, см³ | 2979 | 2979 | 2979 |
| Диаметр цилиндра/ход поршня, мм | 84,0/89,6 | 84,0/89,6 | 84,0/89,6 |
| Расстояние между цилиндрами, мм | 91,0 | 91,0 | 91,0 |
| Диаметр впускного клапана, мм | 31,4 | 31,4 | 31,4 |
| Диаметр выпускного клапана, мм | 28,0 | 28,0 | 28,0 |
| Порядок работы цилиндров | 1-5-3-6-2-4 | 1-5-3-6-2-4 | 1-5-3-6-2-4 |
| Мощность, л.с. (кВт)/об.мин | 306 (225)/5800 | 320 (235)/5800 | 340 (250)/5900 |
| Крутящий момент, Нм/об.мин | 400/1300 | 450/1500 | 450-500/1500 |
| Степень сжатия, :1 | 10,2 | 10,2 | 10,2 |
| Допустимые обороты двигателя, макс. об.мин | 7000 | 7000 | 7000 |
| Система управления | MSD80 | MSD87 | MSD80 |
| Вес двигателя, ∼ кг | 146 | 146 | 146 |
Двигатель BMW N54 был заменен на двигатель BMW N55.
Проблемы двигателя BMW N54
Некоторые неисправности и проблемные места мотора БМВ Н54:
- топливный насос высокого давления: за весь период производства силового агрегата насос изменялся 4 раза. При заправке некачественным топливом срок службы составит – около 50 000 км;
- клапан низкого давления топлива (кроме последнего варианта насоса 13517616170, который был установлен в 2010 году и показал себя намного лучше). Рекомендация – заправлять автомобиль качественным бензином и не допускать пустого бака, во избежании “подсосов” воздуха в систему;
- звон и дребезжание: причина – в штоке турбины. Возникает при холодном старте;
В зависимости от типа эксплуатации и качества топливно-мастильных материалов форсунки высокого давления и помпа прослужат ~ 100 000 км, свечи ~ 20 000 км, турбины ~ 100 000 км.
N54B30 O0 — 306-сильная базовая версия 3-литрового атмосферного мотора с непосредственным впрыском.
Спасибо Алексей, исправлено.
Добрый день!
не поможете советом? загорелся приобрести авто с n54b30, но терзают муки выбора между n54b30 и n62b48, что бы вы порекомендовали?
Так понимаю Вы хотите купить BMW E60. Сейчас нужно смотреть на состояние мотора. Если оба варианта в хорошем состоянии, отталкивайтесь от того, что Вы хотите получить от автомобиля и от Вашего бюджета на его содержание.
Менее мощный, но более экономичный в расходе и в обслуживании – тогда N54. Но здесь есть два момента:
– в случае выбора автомобиля возрастом до 8 лет, обратите внимание на модель с 6-цилиндровым двигателем BMW N55;
– разница в мощности и в динамике N54 vs N62 не такая уж и большая, но в I6 нету того звука, что выдает V8;
Посоветовать что-то конкретно, не видя того, что Вам предлагают вряд ли кто-то сможет, но повторюсь – главное техническое состояние.
Спасибо вам большое.
пока все это абстрактно, смотрю, интересуюсь.
хотя, в принципе, вы и ответили на мой вопрос, так как в первую очередь экономия в обслуживании. не вижу смысла брать что-то ради дешевого понта и не убивать не имея денег на нормальное облуживание.
и еще вопрос, у вас написано:
N54B30 O0 — 306-сильная базовая версия 3-литрового турбированного мотора с непосредственным впрыском.
Не был доступен на рынке Соединенных Штатов и Канады из-за высокого содержания серы в бензине в этих регионах.
а как же е60 535, которая была доступна только для американского рынка? у нее была другая модификация этого двигателя, под их бензин с серой?
100%. Пишут лиж бы писать, люди схавают. В Америке он как раз и распространен.
Читайте также: