BMW E90 引擎代號 N52B30 U1 vs UL AE vs AF
有人寫 UL 或 U1 , 應該UL才是對的
BMW N52B30 engine modifications and differences
================http://mywikimotors.com/n52b30/=======================
1. N52B30U1 (2004 – 2011) has the following specs: power – 218 HP at 6,100 rpm, 270 Nm of torque at 2,400-4,200 rpm. The power is decreased with the help of new intake manifold and ECU. It was used for BMW models with 25i and 28i index.
2. N52B30 (2007 – 2011) is analogue of engine produced for the US market. The specs are as follows: power – 231 HP at 6,500 rpm, 270 Nm of torque at 2,750 rpm. It was used for BMW models with 28i index.
3. N52B30O0 (2004 – 2011) is a basic engine with 3-Stage DISA intake manifold. Power – 258 HP at 6,600 rpm, 300 Nm of torque at 2,550-4,000 rpm. It was used for BMW models with 30i index.
4. N52B30O1 (2006 – 2009) has the following specs: power – 265 HP at 6,600 rpm, 315 Nm of torque at 2,750-4,250 rpm. It was used for BMW models with 30i index.
5. N52B30O1 (2006 – 2010) has the following specs: power – 272 HP at 6,650 rpm, 312 Nm of torque at 2,750 rpm. It was used for BMW models with 30i index as well as in X3 and X5 crossovers.
2. N52B30 (2007 – 2011) is analogue of engine produced for the US market. The specs are as follows: power – 231 HP at 6,500 rpm, 270 Nm of torque at 2,750 rpm. It was used for BMW models with 28i index.
3. N52B30O0 (2004 – 2011) is a basic engine with 3-Stage DISA intake manifold. Power – 258 HP at 6,600 rpm, 300 Nm of torque at 2,550-4,000 rpm. It was used for BMW models with 30i index.
4. N52B30O1 (2006 – 2009) has the following specs: power – 265 HP at 6,600 rpm, 315 Nm of torque at 2,750-4,250 rpm. It was used for BMW models with 30i index.
5. N52B30O1 (2006 – 2010) has the following specs: power – 272 HP at 6,650 rpm, 312 Nm of torque at 2,750 rpm. It was used for BMW models with 30i index as well as in X3 and X5 crossovers.
This is a very good question that perhaps only some BMW tech guru could answer.
Let me give you some background info before I tell you what I think.
The N52B30 engine uses Valvetronic II technology along with the 3 stage DISA intake manifold, electric coolant pump and new Engine Management System (MSV70). These improvements resulted in a 12% reduction in fuel consumption and a 10% increase in dynamics compared with the previous M54/M56 engine.
Both the US 330i and 325i engine variants are designated as N52B30. However, the engine codes found on the driver's side of the engine block, which by the way, are very difficult to see (look between the 2nd and 3rd intake resonating pipes), are labeled either "AF" or "AE." "AF" refers to the upper ouptut stage or "OL" (High Output). "AE" refers to the lower output stage "UL" (Low Output).
The engine management system or MSV70 is responsible for many tasks: ignition control, injection control, Valvetronic II control, double VANOS, Engine temperature control, electronic collant pump control, knock control, lambda control, activation of DISA, etc.
My theory is that without the DISA actuators (i.e., 3-stage differentiated intake manifold), engine management via MSV70 would have to be mapped differently to optimize the delivery of power throughout all RPM ranges, and perhaps to comply with fuel consumption and emissions objectives. The presence of resonating, overshoot and collector pipes all work in concert to maximize power output during upper engine speed ranges. However, without the actuator valves (as in the case of the 325i) to close off the pressure flow through collateral channels at lower engine speeds, engine efficiency and performance would probably be compromised at lower rpms. Too much pressure would be passed on to the next cylinder in the firing order--i.e., it might "flood" that cylinder. In order to compensate for this problem, fuel injection control, valve attenuation control (VANOS) or combination of any of the MSV70 tasks listed in the preceding paragraph are probably changed for the US 325i (vs the 330i). This could explain why the peak output of the US 325i is lower than that of the US 330i in spite of using the same engine.
Does this make sense?
Let me give you some background info before I tell you what I think.
The N52B30 engine uses Valvetronic II technology along with the 3 stage DISA intake manifold, electric coolant pump and new Engine Management System (MSV70). These improvements resulted in a 12% reduction in fuel consumption and a 10% increase in dynamics compared with the previous M54/M56 engine.
Both the US 330i and 325i engine variants are designated as N52B30. However, the engine codes found on the driver's side of the engine block, which by the way, are very difficult to see (look between the 2nd and 3rd intake resonating pipes), are labeled either "AF" or "AE." "AF" refers to the upper ouptut stage or "OL" (High Output). "AE" refers to the lower output stage "UL" (Low Output).
The engine management system or MSV70 is responsible for many tasks: ignition control, injection control, Valvetronic II control, double VANOS, Engine temperature control, electronic collant pump control, knock control, lambda control, activation of DISA, etc.
My theory is that without the DISA actuators (i.e., 3-stage differentiated intake manifold), engine management via MSV70 would have to be mapped differently to optimize the delivery of power throughout all RPM ranges, and perhaps to comply with fuel consumption and emissions objectives. The presence of resonating, overshoot and collector pipes all work in concert to maximize power output during upper engine speed ranges. However, without the actuator valves (as in the case of the 325i) to close off the pressure flow through collateral channels at lower engine speeds, engine efficiency and performance would probably be compromised at lower rpms. Too much pressure would be passed on to the next cylinder in the firing order--i.e., it might "flood" that cylinder. In order to compensate for this problem, fuel injection control, valve attenuation control (VANOS) or combination of any of the MSV70 tasks listed in the preceding paragraph are probably changed for the US 325i (vs the 330i). This could explain why the peak output of the US 325i is lower than that of the US 330i in spite of using the same engine.
Does this make sense?
因為真正在意 UL OR U1 的人很少, 所以我要放一張美女圖補償那些不在不在意又看完本文的人
這是當年2003的CBR600RR剛推出的時候,圖中的妹也長大了17歲。
每當我覺得開車的樂趣減少時,我就開始弄我的600RR,也許是這樣我才繼續留著325i
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