BMW N54 vs N55Pin

BMW N54 vs. N55 Comparison: Horsepower, Reliability, and Tune-ability

About Zach Mayock - DieselIQ

Meet Zach

Zach is a BMW enthusiast with a passion for performance. With over 10 years of experience modifying and performing DIY work on BMWs, he’s developed a deep understanding of virtually every BMW engine. He’s also the proud owner of a 600whp N54 with upgraded twin turbos and an E30 325i drift car and has a particular affinity for the S58 engine. Zach is highly knowledgeable about all things BMW, but his expertise in tuning and performance mods sets him apart. His experience as an enthusiast, combined with his technical knowledge, makes him an essential resource for anyone looking to improve the performance of their BMW.

Before purchasing a turbocharged 135i, 335i or 535i it is important to consider the differences between the N54 and N55-powered BMWs. 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 N54 vs. N55.

If you would rather consume this content via a video, check out our BMW N54 vs N55 video below:

N54 vs. N55: Single vs. Twin Turbochargers

Arguably, the most significant difference between the N54 vs. 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 vs. 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 vs. N55 mod-for-mod the benefits of a true twin turbo setup 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 the twin-scroll turbo is cost and complexity.

Two turbochargers with all of the associated hardware are more expensive and require additional space. Even though the N54 is more efficient when modified, each engine and its respective turbocharger setup 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 vs. 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 crankshaft and forged rods. However, late model N55s including the N55B30, N55B30O0, and N55B30T0 have forged crankshafts.

Both the N54 and N55 have cast aluminum 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 that 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, they perform almost identically. The N55 twin-scroll turbo offers a slightly faster turbo spool and delivers peak torque 100 RPM sooner than the N54; a characteristic that is not noticeable as each turbo set up spools quickly and delivers impressive torque throughout 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)

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  1. Excellent information. All your articles are worth a read.

    Only 1 small error that needs rectification. The N54 and N55 have cast alloy pistons, not cast iron…

  2. My thoughts on the n5’s reliability was always up there but a few months ago my friend bought a 535 GT (n55) with 60,000km. An hour after purchase and driving the car broke down.. It had to replace its turbochargers..

    1. Thank you for your comment and input, Youta. That is definitely an unfortunate scenario, but reliability can really be a hit or miss. I would say on average the N54/N55 are fairly reliable engines, however, it varies significantly from car to car. Personally, Jake and I have had excellent experiences with our N54’s. On the contrary, we’ve heard plenty of horror stories. For any new buyers it’s definitely not a bad idea to have the car inspected by your mechanic prior to purchasing. Then again, you may end up spending $1,000+ with your mechanic just to find the right N5X, or possibly not even find a good one at all.

    1. Adam, the N55 has cast iron pistons. The N54 is somewhat of a mystery here…most of the N54’s that have been opened up have forged aluminum pistons, rods, and crankshaft. However, some individuals have stated that their pistons were cast iron and not forged aluminum when they opened them up.

      1. There isn’t a modern car on the road with cast IRON pistons. they would be incredibly heavy, and pointlessly restrictive on rpm. Everything is a sort of cast, forged, hypereutetic, etc aluminum alloy.

        Yes, there are diesels from ages ago with iron pistons, but iron is way to heavy for any kind of modern automobile engine piston. Cars making 2000hp with a turbo at the strip still run an aluminum piston.

        Its just a misnomer from people used to repeating information but not holding these parts in their hands and understanding what they do.

    2. First off the N54, N55, and S55 use sinter forged rods. Second, some N55’s have a forged crank (M2, M135i, 740i, etc). There is no mystery, neither the N54 nor the N55 have forged pistons. My N55 E90 has 106,000 miles and has be very reliable.

  3. I have a N55 and all I can say is that it has cheap plastic pieces that are not reliable. In my case I have 32000 kms and the car already blown the charge pipe and the expansion tank coolant reservoir leaked.

    1. The stock charge pipe was designed to blow if higher than stock power levels are being sought.

  4. All i can say is that the n55 uses the same rods as the s55 confirmed by the part numbers and then the head and valvetrain are also similar, love both engines though, but mod for mod yes the n54 can yield more on the stock turbos

  5. Does anyone know if the pistons are the same between N54 and N55? I am looking for a piston for my N55 I am rebuilding and the N54 ones are easy to find. Some sellers say it is the same piston. I really just need a rod though. I know the rod bearings are the same for N54 and N55.

  6. I drive a 2016 Prius. I hear that it is very similar to the N 54/55 in power an torque for the first 5 millimeters of takeoff. Can anyone confirm this? Also I feel the Prius is a much better looking car, as confirmed by my 72 year old neighbor.

    1. Hi Dummy,

      Phwew that’s a tough one. Assuming the cars bumpers are lined up dead even and both drivers react at the same time we’ve got one heck of a race on our hands. Might even be the most exciting 5mm race we’ve ever seen. I think the N5x’s may have the power and torque advantage, but it’s too close to say for sure. Though the Prius’ superior traction may give it the edge. Those 5″ wide all-season tires hook so well from a dig.

      Looks are subjective so we will leave that in the eyes of the beholder. However, the Prius’ body work definitely looks like it was chiseled to perfection. The lines and curves give it a very aggressive look to the point it almost seems the N5x’s don’t stand a chance. Plus, being green is in style and you can’t argue going the cool guy route with the Prius. True toss up here.

      BMW Tuning

  7. I know this article was posted 2+ years ago, but I thought I should add that the N54 was also in the E92 & E93 335is for the North American market from 2011 thru 2013.

  8. Most modern OEM pistons are hypereutectic aluminum castings. Hypereutectic refers to the crystalline structure of the material at its specific time (temperature) at which the piston is cast. While forged pistons may be stronger, the denser molecular structure of a forging means it’s going to expand more when heated. This in turn requires looser piston to wall clearance in a cold engine and can produce “piston slap” noises when cold.
    If detonation (spark knock) is avoided, cast aluminum pistons will and do live long lives in turbocharged engines.

    On a side note, modern large displacement diesels often use a two piece piston with a cast aluminum skirt and a forged steel crown. Yes, heavy forged steel. Common in 8-16 liter Cat, Cummins, Detroit Diesel, etc diesels found in semis and heavy equipment, I believe in 2020 the Ford 6.7 Powerstroke switched to a two piece cast aluminum skirt/forged steel crown piston.

    Hope this piston trivia is helpful.

  9. With all this new information about the crank and rods being forged for the n55 and pistons not being cast iron can you please edit this site to relay correct information rather than having people scroll all the way down to the comments to find out the correct info

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