The 5 Most Common BMW N55 Engine Problems

The 5 Most Common BMW N55 Engine Problems – Failures & Performance Problems

The Most Common BMW N55 Engine Problems 135i, 235i, 335i, 435i, 535i.

For those in the market hoping to buy a BMW 135i, 335i, or 535i one significant perspective to consider is dependability. In this post, we plan to feature the most widely recognized issues with the N55 stage; kindly remember – this is definitely not a comprehensive rundown of each and every expected issue. All vehicles and motors will have issues sooner or later. A few issues are novel and just influence few vehicles, while in this post, we will address the most well-known motor issues that influence a bigger number of N55’s.

Common N55 Engine Problems

• Valve Cover Oil Leak
• Water Pump Failure
• Leaking Oil Filter Housing Gasket
• VANOS Solenoid Failure
• High-Pressure Fuel Pump Failure (HPFP) – Mostly older models

N55 Valve Cover/Valve Cover Gasket Oil Leak

Like the N54, a spilling valve cover, valve cover gasket, or PCV valve are among the most well-known issues with the BMW N55 motor. The elastic valve cover gasket is inclined to debasing over the long haul; commonly elastic with high temperatures, and consistent warming/cooling don’t blend well. At last, the elastic gasket starts to break separated, bringing about oil holes and the expected development of oil in your motor.

Because of the generally high working temperatures of the N55, the valve cover creates comparable issues. The valve cover is made of plastic and the high temperatures cause the valve cover to conceivably foster breaks as it were. This is a more uncommon issue than the valve cover gasket, and it will regularly last more like 100,000 miles (however this may shift essentially).

In any case, because of the inordinate work needed to get to the valve cover gasket, it is enthusiastically suggested you supplant the valve cover too. At whatever point you eliminate the valve cover you ought to consistently supplant the valve cover gasket.

N55 Water Pump Failure

Issues with water siphons don’t just influence the N55, however, are a broad issue among most BWM motors. Water siphons are liable for flowing coolant all through the N55’s cooling framework to cool motor temperatures. BMW utilizes electric siphons that are driven by a composite impeller, which don’t have an extremely long life expectancy. Note – the indoor regulator is additionally a typical weak spot.

Because of the over the top work to supplant a water siphon it is suggested you supplant the indoor regulator alongside the siphon.

To reference our encounters with the N54 (same water siphon) our 535i is on its third water siphon; the first siphon fizzled at 52k miles, and the second siphon at 84k miles. The water siphon in Jake’s 135i fizzled at 33k miles, while the siphon on my 335i went on until 95k miles. The life span of these BMW water siphons may fluctuate essentially, with disappointments usually referred to as ahead of schedule as 30-40k miles while others may last in excess of 120,000 miles. Overall, if your unique siphon and indoor regulator last until 100,000 miles they are possible soon in transit out.

N55 Leaking Oil Filter Housing Gasket

One more flimsy part of the N55 is the Oil Filter Housing Gasket (OFHG), which starts to debase and spill oil with age. An OFHG spill is certifiably not an extreme issue in the short run, be that as it may, not to excessively frightening anybody, the oil generally spills onto the belt tensioner and drive belt.

Oil dribbling onto belts is never something worth being thankful for. This may prompt the belt snapping or sneaking off the pulley, which can make harm other motor parts and, in the most pessimistic scenario, may even be manoeuvred into the driving rod seal (front primary seal). In the event that the belt makes it past the front primary seal and into the motor internals, you have an extreme issue nearby.

I don’t plan to panic anybody with this data, as it’s not unexpected for the belt to be manoeuvred into the N55 motor, yet it IS conceivable.

This would all be able to be stayed away from as a rule – obviously, there is the chance of belts slipping or destroying for an unrelated explanation – by essentially supplanting the oil channel lodging gasket.

Also, if the OFHG spills for an extensive stretch of time or breaks seriously there is potential for cross-defilement of the oil and coolant. The Oil Filter Housing Gasket is generally $15, so a modest fix for something may conceivably prompt critical issues as it were. As with most BMW fixes, it tends to be an extensive interaction to supplant the OFHG, which implies it might wind up generally costly on the off chance that you’re paying a technician. Be that as it may, supplanting the spilling gasket is significant as it might assist with forestalling issues as it were.

N55 VANOS Solenoid Failure

VANOS represents Variable Camshaft Timing, which is a valve timing framework utilized, related to Valvetronic, on the BMW N55 motor. To keep it short, BMW VANOS (or Double VANOS on the N55) changes the circumstance of the admission and fumes camshafts dependent on the motor speed and choke opening. The fundamental mark of this framework is to further develop sitting, smooth the force, and as the motor speed expands the twofold VANOS framework helps force, builds efficiency, and brings down outflows.

The VANOS Solenoids are continually working, so they commonly flop because of mileage and additionally advanced age. Notwithstanding, they may likewise get covered in oil and cause issues because of being excessively grimy or “gunked up”. It ought to likewise be noted – on early model N55 motors, somewhere in the range of 2010 and 2012, the VANOS bolts were reviewed. The bolts may possibly turn out to be free or break; when the bolt breaks it commonly drops into the motor oil container prompting extra fix time and expenses. As referenced, this was reviewed and should presently don’t be an issue.

N55 High Pressure Fuel Pump Failure (HPFP)

A high pressing factor fuel siphon is entrusted with the test of siphoning fuel from the fuel tank into the fuel injectors, where it is then showered straightforwardly into the chambers by means of the N55’s immediate infusion. We won’t invest an excessive amount of energy regarding this matter as it’s anything but an issue with 2010 and early-mid 2011 model N55s.

BMW’s N54 is infamous for the innumerable HPFP issues experienced all through its creation. It was not until late 2011 that a successful HPFP at long last tackled the issue. You got it, in spite of endless endeavours by BMW to fix the HPFP, in 2010 and 2011 when the N55 was first presented BMW actually didn’t have an authority fix. In this way, the N55 was presented with the equivalent flawed HPFP as the N54. In any case, not at all like the N54’s HPFP which was conceded a long term, 120,000-mile service contract, the N55 doesn’t have a maintenance agreement on the HPFP.

A greater part of the broken HPFP’s introduced in early model N55’s probably fizzled under guarantee and were supplanted with the most up to date plan that settled the issues. There are still be some more established N55’s out there running on the obsolete HPFP, so this is something that may turn out badly.

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