The N53B25 engine is a six-cylinder inline direct injection engine developed by BMW. It combines modern technology and environmental standards. It was produced from 2007 to 2010 and installed on the BMW 523i (E60) model.
Characteristics of the N53B25 engine
| Characteristics | Value |
|---|---|
| Manufacturing | Munich Plant |
| Engine make | N53 |
| Years of production | 2007-2010 |
| Cylinder block material | Magnesium-aluminum |
| Power system | Injector |
| Engine type | Ready |
| Number of cylinders | 6 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 78.8 |
| Cylinder diameter, mm | 82 |
| Compression ratio | 12 |
| Engine displacement, cc | 2497 |
| Engine power, hp/rpm | 190/6100 190/6300 |
| Torque, Nm/rpm | 235/3500-5000 240/3500-5000 |
| Environmental standards | Euro 5 |
| Oil volume in the engine, l | 6.5 |
| Engine life, thousand kilometers: | Factory data: not specified In practice: ~250-300 |
Application of N53B25 engine
The N53B25 engine was installed on the model:
- BMW 523i (E60)
N53B25 engine features
- Direct fuel injection: provides more precise fuel delivery, which improves performance and reduces fuel consumption.
- High compression ratio (12): contributes to increased efficiency and power.
- Magnesium-aluminum cylinder block: reduces engine weight while maintaining engine strength.
- Euro 5 compliant: meets today’s environmental requirements.
Reliability and service life
Although the manufacturer did not specify the exact life of the engine, in practice, N53B25 is able to pass from 250 to 300 thousand kilometers, provided timely maintenance. However, it is important to take into account that the direct injection system is sensitive to fuel quality.
Engine design and repair
In-line six of the N53 generation (it also included N53B30) is developed on the basis of N52B25 and in 2007 was designed to replace the raw predecessor. The cylinder block remained the same with minimal changes, the pistons changed and the compression ratio increased to 12. The Double-VANOS cylinder head was reworked, direct fuel injection was added, and the Valvetronic valve lift height modification system disappeared. The engine management system has been changed, now instead of Siemens MSV70 Siemens MSD81 is used, otherwise the motor is the same.
This motor was used on BMW cars with the index 23i.
The successor to the N53B25 engine was released in 2011 and instead of the usual next generation of inline six, we received inline four cylinders with turbocharging – N20B20.
Problems and shortcomings of BMW N53B25 engines
There are no global problems with the engine, typical faults are the high-pressure fuel pump (HPF), which lives +/- 100 thousand km, short-lived plugs (go about 10 thousand km), not too reliable ignition coils (work about 50 thousand km) and high-pressure injectors (serve about 100 thousand km).
In addition, the engine likes high-quality oil and gasoline, requires constant monitoring of the cooling system and systematic cleaning of the radiator to prevent overheating. There is no problem with oil consumption, as on N52B25, so the total resource of N53 is somewhat higher than the previous generation.
Tuning the BMW N53B25 engine
Chip tuning
Similar to its predecessor N52, the new 53rd motor is poorly adapted to tuning. Practically the only way to raise the engine output is to buy a sports exhaust system and do chip tuning. These manipulations will increase the power by 10-15 hp and improve the sound during the movement.
For a significant increase in horses, you need to buy a BMW N53B30 272 hp engine and swap it to your car, or buy a BMW with N54/N55, with powerful turbocharged engines.
MOTOR RATING: 4+