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  1. #1
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    Post Forged or not...Yet another N54 internals thread

    Not sure how credible the source is but I like it...take a look at the crank, rods and pistons materials Click here to enlarge whoever runs that site had the get the info from somewhere...Sticky, maybe we can make this one a sticky post in this section, lots of very valuable data:

    http://www.alltuner.com/2009-bmw-335i-coupe-6at-specs/

    ===========

    GENERAL
    Year 2009
    Make BMW
    Model 335i
    Body Style Coupe
    Engine 3.0L six-cylinder twin-turbo
    Transmission 6-speed automatic
    Option Package Sport Package
    ENGINE
    Engine code N54B30
    Engine type Water-cooled, twin-turbocharged inline 6-cylinder
    Location in vehicle Front, longitudinally mounted
    Bore 84.0 mm (3.31 in.)
    Stroke 89.6 mm (3.53 in.)
    Displacement 2,979 cc (182 c.i.)
    Compression ratio 10.2 to 1
    Maximum horsepower 300 bhp @ 5,800 rpm
    Maximum Torque 300 lb-ft. @ 1,300 - 5,000 rpm
    Maximum engine RPM 7,000 rpm
    Engine block Cast aluminum (AL 226) open-deck with cast-in iron cylinder liners
    Deck height n/a
    Bore spacing 91 mm (3.58 in.)
    Crankshaft Forged steel
    Connecting rods Forged steel, cracked cap
    Pistons Forged aluminum
    Balance shafts n/a
    Cylinder head Single piece cast aluminum
    Intake valves 31.4 mm x 2 stainless steel
    Exhaust valves 28.0 mm x 2 stainless steel
    Valvetrain type and actuation DOHC 4-valves per cylinder with BMW Bi-Vanos infinitely variable intake and exhaust valve timing
    Variable valve timing change over point Variable
    Camshaft type and material Cast steel
    Camshaft drive Single chain with automatic tensioner
    Intake manifold Single stage plastic
    Throttle body diameter n/a
    MAF meter type and diameter Hot film
    Throttle type Electronic drive-by-wire
    Fuel injection ECU type Siemens HPI direct fuel injection
    Fuel injection manufacturer code Siemens MSD 81
    Fuel injector type High-pressure piezo electric direct
    Fuel injector maximum flow rate n/a
    Fuel tank capacity 16.1 US gallons
    Octane requirement 91 Octane pump gas
    Ignition Bosch direct electronic ignition
    Ignition coil Coil on plug, one per cylinder
    Distributor n/a
    Number of sparkplugs per cylinder 1
    Sparkplug type and mfg Bosch: ZGR6STE2
    Firing order 1-5-3-6-2-4
    Exhaust manifold Dual 3 into 1 cast-iron manifolds with integrated turbocharger housings
    Exhaust type and diameter Stainless steel dual exhaust with X-pipe and one final muffler per side
    Primary catalytic converter Two, mounted to turbocharger housings
    Secondary catalytic converter Two, mounted under floor, one per side
    Turbocharger manufacturer and model Twin Mitsubishi TD03-10TK3
    Turbocharger type Single scroll with integrated exhaust manifolds
    Maximum boost 8 psi
    Intercooler type Air to air
    Intercooler location Mounted in front bumper
    Lubrication system Pressurized
    Oil required BMW long life rating (LL-01) synthetic oil, see owner's manual for manufacturers and viscosities
    Oil capacity with filter change 6.9 US Quart
    Oil cooler Air to oil, mounted in right-front fender
    Cooling system Pressurized, liquid cooled
    Radiator type and location Single row aluminum cross-flow, mounted behind front bumper
    Coolant BMW brand coolant
    TRANSMISSION
    Automatic transmission manufacturer ZF
    Automatic transmission part code GA6HP19Z
    Automatic transmission type 6-speed automatic
    Automatic transmission case construction Cast aluminum
    Automatic transmission location Front, longitudinally mounted
    Automatic transmission drive wheels Rear
    1st Gear ratio 4.17
    2nd Gear ratio 2.34
    3rd Gear ratio 1.52
    4th Gear ratio 1.14
    5th Gear ratio 0.87
    6th Gear ratio 0.69
    7th Gear ratio
    8th Gear ratio
    Final drive axle ratio 3.46
    Reverse gear ratio 3.40
    Transmission fluid Shell M-1375.4
    Transmission cooler type and location Air to liquid, mounted behind radiator
    Shifter type Cable linkage console mounted, with optional steering wheel mounted Steptronic shifter paddles (Sport Package)
    Torque converter stall speed in D TBD
    Rear differential type Open
    Optional rear differential type n/a
    Traction and stability system DSC (Dynamic Stability Control)
    CHASSIS
    Chassis code E92
    Body style 2-door, 4-passenger coupe
    Chassis material and construction Unit body steel
    Overall length 181.1 in.
    Width 70.2 in.
    Height 54.9 in.
    Wheelbase 108.7 in.
    Front track 59.1 in.
    Rear track 60.2 in.
    Base curb weight, manual transmission
    Base curb weight, automatic transmission 3,582 lbs.
    Weight distribution, manual transmission
    Weight distribution, automatic transmission 51.4 / 48.6
    Front headroom 38.4 in.
    Front leg room 41.8 in.
    Front hiproom n/a
    Front shoulder room 55.3 in.
    Rear headroom 36.8 in.
    Rear leg room 33.7 in.
    Rear hiproom n/a
    Rear shoulder room 51.9 in.
    Cargo volume, rear seat up 11.1 cu-ft.
    SUSPENSION AND BRAKES
    Front suspension Independent, double-pivot spring strut axle with MacPherson struts, coil springs, and anti-roll bar
    Rear suspension Independent, 5-link with coil springs and anti-roll bar
    Front spring rate 145 lb/in.
    Rear spring rate 460 lb/in.
    Front shock type Pressurized gas strut
    Rear shock type Pressurized gas shock
    Front sway bar diameter MT/AT 26.5 mm hollow
    Rear sway bar diameter MT/AT 13.0 mm solid
    Front sway bar wall thickness 4.3 mm
    Rear sway bar wall thickness n/a
    Steering type Rack and pinion with power assist
    Steering ratio 16.0 to 1
    Steering wheel turns lock to lock 2.9
    Turning circle 36.1 ft.
    Steering wheel diameter 370 mm (14.6 in.)
    Power steering assist type Speed-sensitive, variable assist hydraulic
    Power steering fluid type ATF Dextron III or Pentosin CHF 11S
    Braking system 4-wheel disc with power assist
    Front brake rotor type and material Cast iron ventilated disc
    Rear brake rotor type and material Cast iron ventilated disc
    Front brake rotor size 348 x 30 mm (13.7 x 1.18 in.)
    Rear brake rotor size 336 x 26 mm (13.2 x 1.02 in.)
    Rear brake drum size n/a
    Front caliper type Single piston steel sliding calipers
    Rear caliper type Single piston steel sliding calipers
    Anti-Lock braking system type ABS
    Brake fluid type Low viscosity DOT 4 brake fluid
    WHEELS AND TIRES
    Wheel manufacturer code Style 189
    Wheel finish and material Painted cast aluminum
    Front wheel size 18 x 8.0 in.
    Rear wheel size 18 x 8.5 in.
    Bolt pattern 5 x 120
    Front wheel weight 24.8 lbs.
    Rear wheel weight 26.3 lbs.
    Front wheel offset 34 mm positive
    Rear wheel offset 37 mm positive
    Front wheel centerbore 72.5 mm
    Rear wheel centerbore 72.5 mm
    Lug thread pitch 12 x 1.5
    Wheel lug tightening torque 89 lb-ft.
    OEM tire model and manufacturer Bridgestone Potenza RE050A (Run Flat)
    Front tire size 225/40R18 88W
    Rear tire size 255/35R18 90W
    Spare tire size n/a
    OPTIONAL EQUIPMENT
    Optional wheel manufacturer code Style 230
    Optional wheel finish and material Painted cast aluminum
    Optional front wheel size 19 x 8.0 in.
    Optional rear wheel size 19 x 9.0 in.
    Optional front wheel weight 27.8 lbs.
    Optional rear wheel weight 29.2 lbs.
    Optional front wheel offset 37 mm positive
    Optional rear wheel offset 39 mm positive
    Optional Wheel lug tightening torque 89 lb-ft.
    Optional OEM Tire model and manufacturer Bridgestone Potenza RE050A (Run Flat)
    Optional front tire size 225/35R19 88Y
    Optional rear tire size 255/30R19 91Y
    Optional spare tire size n/a
    Click here to enlarge

  2. #2
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    1 out of 1 members liked this post. Yes Reputation No
    Started to read it, saw "hot film MAF", and aborted. N54 has no MAF. Click here to enlarge
    Last edited by Terry@BMS; 01-01-2012 at 09:45 PM.

  3. #3
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    Click here to enlarge Originally Posted by Terry@BMS Click here to enlarge
    Started to read it, saw "hot film MAF", and aborted. N55 has no MAF. Click here to enlarge
    I'm sure you meant N54 has no MAF...ya that's strange...
    Click here to enlarge

  4. #4
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    Those exhaust manifolds are mad of some sort of steel, not the cast iron they say...it doesnt rust like iron would...

  5. #5
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    bunk info

  6. #6
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    I guess
    Click here to enlarge

  7. #7
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    Boooooo!

  8. #8
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    Click here to enlarge Originally Posted by Matt@Camber-Toe Click here to enlarge
    Those exhaust manifolds are mad of some sort of steel, not the cast iron they say...it doesnt rust like iron would...
    Yeah, they're a double wall stamped stainless construction.

    As I'm sure you've seen, the turbo and manifold aren't actually one piece. The turbine housing is a cast material welded to a SS manifold, but I guess for all intents and purposes they can be considered one piece. I suppose that could cause some confusion, but the mention of a MAF sensor is what makes this document most questionable (for me).

  9. #9
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    Yeah, more guesses. Sure would be good to see something definitive from BMW.

  10. #10
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    Click here to enlargeClick here to enlargeClick here to enlarge

  11. #11
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    Well really the fact we're able to hold 500+ vs. 260-280 stock and not break anything internal definitely hints at it but whatever, just more speculation..if people were breaking more internals I'm sure we'd already know that they weren't fully forged
    Click here to enlarge

  12. #12
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    5 out of 5 members liked this post. Yes Reputation No
    Looking at pictures of the N54 in the past, I don't think we're going to break the block/crank anytime soon. By far the biggest concern on a modern engine is likely to be the tight (vs race engines) piston to wall clearances which must be run for emissions purposes (crevice volumes).

    If you introduce a lot of heat, the piston crown will expand, catch the unlubricated upper bore and crack a piece off. You may also pinch a piston ring depending on the ring pack, which leads to poor sealing, oil fouling and other problems. Not as dramatic as a piston crack, but still a hurt engine. This can happen on race prepped engines too, it's just a lot less likely as they have more loose piston to wall clearances vs a modern mass produced production engine.

  13. #13
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    1 out of 1 members liked this post. Yes Reputation No
    Click here to enlarge Originally Posted by BavarianBullet Click here to enlarge
    Looking at pictures of the N54 in the past, I don't think we're going to break the block/crank anytime soon. By far the biggest concern on a modern engine is likely to be the tight (vs race engines) piston to wall clearances which must be run for emissions purposes (crevice volumes).

    If you introduce a lot of heat, the piston crown will expand, catch the unlubricated upper bore and crack a piece off. You may also pinch a piston ring depending on the ring pack, which leads to poor sealing, oil fouling and other problems. Not as dramatic as a piston crack, but still a hurt engine. This can happen on race prepped engines too, it's just a lot less likely as they have more loose piston to wall clearances vs a modern mass produced production engine.

    This.

  14. #14
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    +1

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    1 out of 1 members liked this post. Yes Reputation No
    Click here to enlarge Originally Posted by dzenno Click here to enlarge
    Well really the fact we're able to hold 500+ vs. 260-280 stock and not break anything internal definitely hints at it but whatever, just more speculation..if people were breaking more internals I'm sure we'd already know that they weren't fully forged
    I wouldn't like to be the first one to find out actually...Click here to enlarge

    E92Fan over from the UK is in the process of breaking his car in with fully redone internals. First break-in period is over, engine has been totally disassembled and everything checked for wear and tear during the last month. Car should be up and running again soon, and time allowing a full report on everything should follow. It seems the car ran very well - he's running upgraded turbos similar to RB ones (Turbo Dynamics stage 2) on a PROcede with 16psi. Lightweight lower compression pistons, titanium conrods, baffled oil sump.

    Alpina_B3_Lux
    Current: Audi R8 V10 2013 S-Tronic, daytona grey, carbon side blades, MTM tune, Michelin PSS tires, Capristo x-pipe
    Gone: Audi R8 V10 2010 manual, ice silver, grey side blades, MTM tune, MTM air filters, Michelin PSS tires
    Gone: BMW 335i Individual (Íhlins, PFC brakes, RB turbos etc.)

    Gone: Alpina B3 E46 3,3

  16. #16
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    Can't wait to hear back from him...what compression is he running now? I seem to recall he went with Alpina pistons (9.4:1)?
    Click here to enlarge

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    Click here to enlarge Originally Posted by Alpina_B3_Lux Click here to enlarge
    I wouldn't like to be the first one to find out actually...Click here to enlarge
    Yes, better to know than to assume erroneously! To paraphrase Harry Callahan, "A man's go to know his engine's limits." Click here to enlarge

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    Click here to enlarge Originally Posted by dzenno Click here to enlarge
    Can't wait to hear back from him...what compression is he running now? I seem to recall he went with Alpina pistons (9.4:1)?
    I think that is correct, yes. I'll definitely let you know once I know more details.

    Alpina_B3_Lux
    Current: Audi R8 V10 2013 S-Tronic, daytona grey, carbon side blades, MTM tune, Michelin PSS tires, Capristo x-pipe
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    Gone: BMW 335i Individual (Íhlins, PFC brakes, RB turbos etc.)

    Gone: Alpina B3 E46 3,3

  19. #19
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    All forged, interesting.

  20. #20
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    1 out of 1 members liked this post. Yes Reputation No
    I'll take a look under the pan shortly of my engine on the stand to see if I can tell anything about the pistons.

  21. #21
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    I'd love to have that block in my garage to play around with Click here to enlarge
    Click here to enlarge

  22. #22
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    Click here to enlarge Originally Posted by dzenno Click here to enlarge
    I'd love to have that block in my garage to play around with Click here to enlarge
    I'd like the head to throw on a flowbench and do some evil stuff to it. Click here to enlarge

  23. #23
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    Click here to enlarge Originally Posted by Rob@RBTurbo Click here to enlarge
    I'll take a look under the pan shortly of my engine on the stand to see if I can tell anything about the pistons.
    Click here to enlarge Originally Posted by BavarianBullet Click here to enlarge
    I'd like the head to throw on a flowbench and do some evil stuff to it. Click here to enlarge
    lol Click here to enlarge Rob, why don't you lend some head to BavarianBullet Click here to enlarge
    Click here to enlarge

  24. #24
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    Flow numbers are out there. He'd probably rather have a junk head to X-section...

  25. #25
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    Click here to enlarge Originally Posted by Rob@RBTurbo Click here to enlarge
    Flow numbers are out there. He'd probably rather have a junk head to X-section...
    This is what I was thinking Click here to enlarge

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