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SAE TECHNICAL
PAPER SERIES 2006-01-0069

BMW’s Magnesium-Aluminium Composite

Crankcase, State-of-the-Art Light Metal
Casting and Manufacturing
Michael Hoeschl, Wolfram Wagener and Johann Wolf
BMW Group

Reprinted From: Magnesium Technologies, 2006

(SP-2036)

2006 SAE World Congress

Detroit, Michigan
April 3-6, 2006

400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760 Web: www.sae.org
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2006-01-0069

BMW’s Magnesium-Aluminium Composite Crankcase,

State-of-the-Art Light Metal Casting and Manufacturing
Michael Hoeschl, Wolfram Wagener and Johann Wolf
BMW Group

Copyright © 2006 SAE International

ABSTRACT

This paper presents new aspects of the casting and

manufacturing of BMWs inline six-cylinder engine. This
new spark-ignition engine is the realization of the BMW
concept of efficient dynamics at high technological level.
For the first time in the history of modern engine design,
a water-cooled crankcase is manufactured by magne-
sium casting for mass production. This extraordinary
combination of magnesium and aluminium is a milestone
in engine construction and took place at the light-metal
foundry at BMW’s Landshut plant. This paper gives a
close summary about process development, the con-
structive structure, and the manufacturing and testing
processes.

INTRODUCTION

Dynamic performance, the ultimate driving experience, Figure 1: Definition of efficient dynamics
is one of the essential elements of all cars made by
BMW. The brand stands for high level of agility. To It quickly became clear that new concepts were needed.
achieve this objective not only by the one-sided optimi- On the other hand it was obvious that there was
sation of one single parameter a balanced coordination sufficient potential to reduce the weight of the main
of all properties is necessary. The mass of the engine is engine component, the crankcase.
particularly important for this, since it not only deter-
mines the car’s gross weight significantly, but also has a
considerable effect on the axle load distribution [1].

The specification to reduce the engine weight, however,

is contrary to the techniques to achieve increased power
and reduced fuel consumption which, when considered
on its own, would result in a considerable weight in-
crease. The approach in this regard is called efficient
dynamics at BMW – firstly, the weight reduction of the
crankcase, secondly, the reduction of fuel consumption
and, hence, emissions on the other hand and, ultimately,
the increased power (Figure 1).

The revolutionary approach to achieve this challenge by

means of consistent lightweight engine components
was no longer adequate for the new six-cylinder in-line
spark ignition engine [1] [2]. It was necessary to focus
on a new direction and new way of thinking. Figure 2: Weight development of crankcases
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The history of this component shows that one techno- Since magnesium alloys cannot be used as material for
logical leap had already taken place: from iron casting to cylinder liners, appropriately designed cylinder liners
aluminium. This resulted in a significant reduction in were developed from aluminium and integrated in a
weight (Figure 2), especially in the case of larger magnesium housing (Figure 3). The essential selection
engines with specific power > 55 kW per litre. Following parameters in this case are the resistance to wear and
several generations of aluminium crankcases, a further tear coupled with low friction and good thermal
weight reduction hardly seemed feasible. properties. These combined properties are realised by
using the hyper-eutectic aluminium alloy AlSi17Cu4Mg
In order to develop new potentials for new engines, the (A390), which has tradition and long since been used at
following boundary conditions had to be fulfilled: BMW.

- high power density with the potential Due to the low corrosion stability of magnesium, it is not
for further development possible to add commercial available liquid engine
- compliance with existing package coolants in contact with magnesium. It is therefore
boundary conditions necessary to separate the addition of the media for the
- favourable thermal properties liquid coolant from the magnesium surface. A further
- high potential for acoustic properties restriction with regard to design is the low creep
resistance of magnesium, especially at temperatures
Taking these boundary conditions into consideration, it above 120°C, which cannot be avoided in high perfor-
appears useful to investigate magnesium in a more mance engines. This creep can result in an unwanted
detailed manner. It is around 30% less dense than deformation of functional areas and to the loosening of
aluminium with comparable strengths: however, the special high strength bolts made of aluminium. In order
Young’s modulus is around this percentage lower than to avoid these effects, it is necessary to generate
that of aluminium. In the case of a corresponding supporting structures in zones with high loads and to
construction, there are the following options to ensure accommodate e.g. the cylinder head bearings in this
further reduction in weight. structure.

CONSTRUCTIVE STRUCTURE The described conflicts can be solved at the crankcase

by means of an intelligent mix of magnesium and
For the realisation, further specific material properties, aluminium. In order to achieve higher rigidity, a bedplate
which have a considerable influence on the design of a construction offers the largest potential and, thus, the
magnesium crankcase, must also be taken into con- lower Young’s modulus can be compensated. The
sideration alongside the afore mentioned properties of bedplate component is also a composite design with
density and Young’s modulus: sintered steel inlays for the crankshaft bearings in a
magnesium housing (Figure 4).
- anti-vibration properties
- creep resistance at elev. temperature
- corrosion stability

Material substitution in a crankcase designed for

aluminium would result in about a third less general
rigidity due to the lower Young’s modulus [2]. This must
be complied with by means of an appropriate construc-
tive arrangement of the components.

aluminium

bedplate sintered
steel inlays

Figure 4: Section crankcase with bedplate

magnesium The ‘core’ of the crankcase is the so-called ‘Insert’,

which is (as mentioned before) a hyper-eutectic alumi-
nium low-pressure die casting part (Figure 5). The insert
Figure 3: Composite Mg/Al cylinder crankcase integrates the cylinder liners, the liquid coolant supply,
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the crankshaft bearings and the cylinder head bearings. two process steps. In the first step the insert is
In order to enable this composite technology, an ‘open- manufactured in a low-pressure casting process from a
deck’ design (this means an open water jacket) is hyper-eutectic aluminium alloy, type AISi17Cu4Mg. The
necessary as a further essential construction feature. material is cast via a feeding tube with low pressure into
a heated, permanent mould. After filling, the mould is
water cooled in order to guarantee a guided solidification
of this most sensitive aluminium alloy. After complete
solidification had taken place, the mould is opened and
the insert is removed. Due to the high silicon content,
the alloy used is considerably more difficult to cast than
the usual die casting alloys, since the optimal process
parameters are in a smaller range and the processing
takes place at elevated temperatures. In addition to the
actual component quality like density and solidification
porosities, the distribution of the silicon particles close
to the surface of the cylinder liner are decisive, because
the silicon distribution can only be represented by a
precise temperature control of the whole process and a
very efficient cooling system. Therefore the casting
process was planned and optimised right from the
beginning by casting computer simulation using the
Figure 5: Insert, made of AlSi17Cu4Mg FDM-software tools from MagmaSoft.

The insert bears significant percentage of the rigidity After the casting process, every insert component is
and the strength of the composite crankcase, whilst the labelled by means of a two dimensional, machine
magnesium housing causes the maximum weight readable code, called ‘data matrix code’ (DMC), figure 6.
reduction. All relevant process parameters, like casting machine,
mould, shift, operator and metal batch, are stored in an
Great attention has been paid to the design of the ALS control system with reference to the part. Following
interlock between the aluminium insert and the cooling, all inserts are automatically X-ray controlled
magnesium housing. During the cooling after the die before they are machined and prepared for the following
casting process the magnesium jacket shrinks around die casting process.
the aluminium insert, which is permanently anchored
within the magnesium jacket by ribs and undercuts. This
design philosophy ensures the transmission of all forces
under maximum operating loads [3].

For the manufacturing of the crankcase housing the

magnesium alloy AJ62 is chosen because of its good
creep stability at elevated temperatures and advanced
performance during high pressure die-casting opera-
tions, compare [4]. This magnesium housing integrates
additionally the gearbox cover as well as the mountings
for both the alternator and the vacuum pump. This
results in a very rigid and acoustically excellent
connection combined with a simultaneously low overall
weight. The lower section of the crankcase is connected
to a bedplate, which is a magnesium steel composite Figure 6: Coding of components by DMC [3]
component manufactured in another die casting
process. Steel sinter inserts are used for picking up the
main bearing forces surrounded by a magnesium
housing and structure [4] [5]. In order to ensure that the engine coolant cannot come
into contact with the magnesium housing, the insert’s
water jacket is tested with regard to leakage. Then, the
silicon distribution of the cylinder liners are analysed by
MANUFACTURING PROCESS a fully automated, eddy-current-testing equipment.
More detailed information about this unique, very spe-
CASTING OF THE INSERT cial eddy-current-testing please compare [6]. The
results are sent to the ALS control system along with
As described above the casting process for the the results of the leakage test and the X-ray test.
composite magnesium aluminium crankcase requires
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SURFACE TREATMENT Due to the high metal temperature and the high impact
velocity of the particles on the surface of the insert, a
After machining, the surface of the insert is auto- porous, rough layer (Figure 7) with a very large specific
matically spray-treated in a cool atmosphere with hard surface is produced. During the magnesium die casting
and ductile corundum, to clean and to homogenise the process, the heat of the magnesium melt and the very
surface. For reasons of corrosion and roughness, a high pressure of the HPDC machine transfers the pre-
considerably more economical spraying method with vious AlSi12-coating into a ‘ductile’ reaction zone. This
steel granules accelerated by spinner gates could not be reaction zone is acting as a metallurgical connection
realised. Due to its low density and its high abrasiveness between aluminium and magnesium by resisting thermal
the corundum grains cannot be accelerated by spinner stresses during engine life (Figure 8).
gates, instead injector jet nozzles are used. Previous
experiments have shown that a minimum roughness
about Rz = 70 µm (acc. DIN EN ISO 1302) is necessary. MAGNESIUM MELTING PLANT

Melting of magnesium ingots is carried out by means of

a ‘central melting house’-concept comprising five inde-
pendent melting furnaces with a melting capacity of 3.5
tons each. This concept enables a constant and optimal
quality of liquid magnesium and an efficient melt
analysis (Figure 9). To prevent any reaction of liquid
magnesium with oxygen a cover gas based on nitrogen
added with SO2 is used.

Figure 7: Aluminium coating of the insert

The next process step is a thermal arc-wire spray

process, called LDS. Two AISi12 wires are parallel
supplied to a spray pistol via a bundle of hoses similar to
the inert gas welding. The wires conduct high electrical
voltage of via rolls and a nozzle, until after a certain
interval an arc between both wires develops and the wire
Figure 9: Central melting facility at BMW Landshut plant
material becomes liquid. By means of compressed air,
the AlSi12 liquid particles are accelerated and sprayed
on the insert’s surface.

Figure 10: Magnesium ingot pallet

The magnesium ingots are delivered ‘just-in-time’ by a

Figure 8: Reaction zone between Mg and Al network of worldwide suppliers. Based on the special
ingot dimensions (length 800 mm) and an unique ingot
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pallet geometry (Figure 10), an automatic depalletising matrix code (DMC), including all necessary data of the
of the ingots and ingate systems is realised. The die-casting process (Figure 13).
transportation of the liquid magnesium alloy takes place
in special developed transport furnaces (called MTB)
with a capacity of 600 kg. Handled by a fork lifter the
transport furnaces are docked to the melting furnace on
the one hand and to the casting furnace on the other
hand (Figure 11) [3].

Figure 13: Robots remove crankcases from the hpdc

The labelling is followed by a rough deburring in two

fully-automatic individual stages. In the first stage the
Figure 11: Transportation of liquid magnesium
vacuum channels and overflows are removed. In the
second stage the ingate system is separated by the use
of a wedge cutting process. Then, the crankcase is
cooled down in a ventilation section before the fine
MAGNESIUM DIE-CASTING
deburring and machining is carried out. Finally a
dynamic, fully automated X-ray inspection takes place to
The coated insert is heated up to a temperature > 400°C
ensure a minimal degree of porosity. By random
in a very precise and reproducible operation to guaran-
inspection the crankcases are visually inspected about
tee, firstly, the correct quality of the connection zone
surface quality.
between magnesium and aluminium and, secondly,
minimisation of the dimensional deviations caused by
the thermal expansion.
MACHINING OF CRANKCASES

At BMW, the machining of the magnesium-aluminium

crankcase is carried out at two different locations: In a
first stage a rough pre-machining of the crankcase is
done next to the casting process at the foundry at BMW
Landshut and in a second stage the final machining is
operated at the BMW’s engine plant in Steyr, Austria. In
fact the machining of the composite crankcase is quite
similar to the machining of the conventional aluminium
Figure 12: Die casting machines at BMW Landshut plant crankcase. But because of safety reason there are some
small, but very significant differences to be observed.
Then, the insert is gripped by a robot and placed in
position in the tempered die of the high pressure die- The experts at BMW choose a special coolant lubricant
casting (hpdc) machine. The die consists of two moulds, (called ‘KSS’) for the composite crankcase machining
which weight together almost 60 tons. Using the six which is based on a water solution and which includes
biggest hpdc-machines of the world at BMW’s light also a special ‘additive’ to reduce the reaction between
metal foundry in Landshut (Figure 12) the two-piece magnesium and water generating hydrogen. Another
mould for the crankcase is closed by a clamping force of advantage of water based KSS is, in contradiction to a
4.000 tons. With a single shot, 30 kg of liquid coolant based on oil, that during high speed machining
magnesium (700°C) are injected in less than one tenth the vaporised coolant is not flammable. On the other
of a second into the die. The filling process is carried out hand due to the high water content (more then 90%) of
with ‘real time control’ and in three phases. KSS, chemical reactions between magnesium and water
always take place (even by make use of a special
After the die opens and a robot has removed the ‘additive’ to minimise this reaction). To prevent the
crankcase, the still hot component is labelled with a data machining centres (called BAZ) of too high and
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dangerous concentration of hydrogen, some construc- traces (Figure 14). All inside coverings of the BAZ made
tive optimisations and process techniques are neces- of plastic or sheet metal are shaped to generate flat,
sarily added to the process chain. even and smooth surface without any undercuts or areas
where chips can accumulate and originate hazardous
conditions (Figure 15).

Figure 16: Briquette made of Mg-Al-chips

Using a disproportional amount of coolant lubricant

(KSS) the chips of all different operations are collected
on a central, temperature observed transportation chain
Figure 14: Encapsulated machining centre (BAZ) to be rapidly moved to a decentralised station to be
filtered, dried and compressed by the use of a hydraulic
press. These chip-briquettes made of an equilibrium of
magnesium and aluminium chips are stored in ‘big bags’
and recycled by an external supplier (Figure 16).

TESTING OF THE CRANKCASE

The manufacturing at the very highest technological

level of this revolutionary, new composite crankcase in
mass production is directly linked to the need of
adequate and mostly innovative testing methodologies
[6].

SILICON DISTRIBUTION

As mentioned before, the cylinder liners of the

Figure 15: BAZ design to prevent chip accumulation composite crankcase are made of the hyper-eutectic
alloy AlSi17Cu4Mg (A390). During the solidification of
the aluminium alloy two different types of silicon
The machining operations of the composite crankcase, particles segregate: The primary crystalline silicon
e.g. drilling, milling and grinding, produce chips of particles and the secondary, 2-dimensional silicon discs
different composition, size and shape. At each process (Figure 17). Dependent on treatment and casting
step there are different amounts of chips too. Therefore conditions, one can distinguish the primary, crystalline
the CNC-controlled machining centres (BAZ) have to be particles by shape, size, amount and distribution. To
optimised with regard to design by using for each main assure a significant wear protection of the surface of the
machining operation a completely separated housing cylinder liners during the total engine life, defined
and encapsulation, which have high performance air properties, e.g. a homogeneous distribution of silicon
ventilation and extraction systems combined with sensi- particles must be maintained. Commonly used testing
ble sensor systems for instant detecting of hydrogen methods for cylinder liners are microscopic analysis of
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small specimen or the fax-film method, where an inverse angle and of the depth in the liner. By this data, an
topography copy of the liner surface is produced [7]. extensive image-analysing software system creates a
Both methods have the disadvantage that only a very graphic image, which displays the local electrical
limited area of some square millimetres can be analysed. conductivity and consequently the local silicon distribu-
Also the preparation of the specimens is a long time tion (Figure 18).
consuming process.
piston movement

Figure 18: Eddy-current analysis of a cylinder liner

(blue colour represents homogenous Si-distribution;
light blue and green represents a lower Si-density)

Figure 17: Primary and secondary silicon particles The testing equipment works fully automatically and
(microscopic analysis) includes a computer aided CA image analysing and
determining system, which delivers detailed information
Contrary to the other properties even small parameter about size, shape and percentage low density silicon
changes during the casting process can influence the areas. It allows the determination of a “quality number”
silicon distribution strongly. Therefore, it was necessary for each individual cylinder liner.
to develop and commission a completely new fast
working testing method with a high grade of reproduci-
bility which must be fully integrated in the manufacturing
process and control system. BONDING BETWEEN MAGNESIUM AND ALUMINIUM

The fundamental idea for determining the grade of In order to carry out standard non-destructive tests on
homogeneous distribution of the silicon particles is the connection layer, the standard tests usually carried
based on the physical effect, that areas with high silicon out to ensure quality in the casting area, e.g. X-ray
content have low electrical conductivity and vice versa, analysis, ultrasonic analysis and computed tomography
hence the value of the local electrical conductivity can CT are not suitable for the composite crankcase. The
be determined by the eddy-current method for high reason is that the internal cracks and detachments of the
resolution analyses. This non-destructive testing connection layer due to the increased thermal expansion
method can be used for all electro-conductive materials of the magnesium and the associated shrinkage on the
by the use of a high-frequency magnetic field, which is insert, have to be present on the insert. For the assess-
created by a micro-coil inside a sensor. Based on this ment of the bonding quality of the magnesium-
magnetic field and the level of electrical conductivity of aluminium interface in the ready machined crankcase, a
the specimen an eddy-current field generates a new non destructive testing method was developed,
measurable signal in another detection micro-coil. The which is called ultrasonic-stimulated lock-in thermo-
higher the level of conductivity the higher is the graphy.
magnetic field of the eddy-current signal. These signals
are amplified and filtered, and can be related to a local
electrical conductivity of the electro-conductive mate-
rial, which corresponds to the local density of the silicon
particles.

The principle of the eddy-current analysis, which

incorporates a number of integrated, and highly complex
and sophisticated small rotation sensors, makes non-
destructive testing of machined cylinder liners possible.
The feed direction of the sensors is parallel to the
cylinder axis, hence the whole surface of a liner can be
scanned with a very small line spacing. By means of a
high-performance computer all signals from the micro- Figure 19: Schematic illustration of the US-lock-in-
coils determine the corresponding values of the polar thermography [6]
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external material suppliers and the BMW light metal

foundry in Landshut.

Figure 20: Result of a US-lock-in-thermography

Figure 21: the new BMW 6-cyclinder engine
The crankcase is stimulated with a sinusoidal ultrasonic
US burst (Figure 19). The waves spread chaotically at
The use of correct material data determined by means
random in the component. At each imperfection in the
of intensive testing in the computer simulation enabled
interface zone, the US waves cause a small relative
a virtual concept selection and an optimisation of the
movement of the surfaces (insert and magnesium
construction at a very early stage. The results of the
jacket). The resulting friction heat penetrates through
the component to the surface and is recorded by an computer simulations have been verified in comprehen-
ultra-precise thermography camera. Due to the cyclical sive tests. This has also made it possible to realise a
stimulation, an equally cyclical temperature variation lightweight concept for a crankcase without any func-
arises on the surface of the component. To filter the tional disadvantages in the engine operation. The selec-
interference, the evaluation of the signals take only ted solution takes into consideration all aspects of mass
place after taking the phase shift (temporal shift production manufacturing both during the casting pro-
between stimulation and temperature signal) and the cess, the mechanical processing and the assembly.
temperature amplitude into account.

The evaluation of the thermography data is represented

in (Figure 20). The results of the tests are described by
the value of the amplitude. The light areas depict the
delaminated areas of the connection [6].

The quality of the connection can be quickly and reliably

tested using this method. It was only via the use of the
US-lock-in-thermography that a development of this
casting process with regard to connection quality was
possible. Figure 22: The BMW 6-Series Coupé (2004)

The presented magnesium-aluminium composite crank-

case is being used for the first time in the new BMW six-
SUMMARY AND OUTLOOK cylinder spark-ignition engine (Figure 21) with a maxi-
mum power of 195 kW (265 hp) and a torque of 300 Nm.
With the proof of the concept’s quality, both by means of
simulation and by means of testing, BMW has succeed
in making use of the material magnesium for the
crankcases of modern engines with high specific per-
formance. The set objective of a considerable reduction
in the crankcase’s weight has thus been achieved.

The breakthrough was made with the design of the

composite crankcase based on an AlSi17 insert in an
AJ62 magnesium housing. The basis of this successful
development was an intensive, interdisciplinary coop-
eration along the process chain between specialists and
experts from a variety of BMW’s development units,
Figure 23: The new BMW 3-Series Estate
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This high performance engine celebrated its debut in the [7] H. Brosinsky, ‘Stereoscan-Aufnahmen und Fax-
BMW 6-Series (Figure 22) in 2004, followed by the new Film-Bilder von Oberflächen gußeisener Motoren-
3 Series (Figure 23) and the 5 Series and the 7 Series in zylinder‘ Technische Zeitung für praktische
2005. Recently this engine has become available to the Metallbearbeitung, 64.Jahrgang (1970)
customers in the 130i, the high performance version of
the 1 Series, and will be accelerating the new Z4
roadster and Z4 Coupé (Figure 24) in 2006 as well. In CONTACT
the foreseeable future, engines with the composite [email protected]
crankcase will be an option for all BMW vehicles. [email protected]
[email protected]

BMW Group
Leichtmetall Gießerei Landshut
Ohmstr. 1, 84030 Landshut
Germany

Figure 24: BMW Concept Z4 Coupé and Z4 roadster

REFERENCES
[1] C. Landerl, R. Jooß, A. Fischersworring-Bunk, J.
Wolf, A. Fent, S. Jagodzinski, ‘Aluminium and
magnesium compound construction-an innovative
approach to lightweight technology in crankcases’,
th
12 Aachen Colloquium (2003)

[2] C. Landerl, M. Klueting: ‘The new BMW six-

cylinder in-line spark-ignition engine’, part 1:
concept and constructive structure, Motortech-
nische Zeitschrift 65 (2004)

[3] J. Wolf, W. Wagener, ‘The BMW magnesium-

aluminium crankcase – a challenge for state-of-
the-art light metal casting’, IMA’s 62nd Annual
World Magnesium Conference, Berlin (2005)

[4] E. Baril, P. Labelle, A. Fischersworring-Bunk,

‘AJ(Mg-Al-Sr) Alloy System Used for New Engine
Block’, SAE2004-01-0659 (2004)

[5] E. Baril, P. Labelle, M.O. Pekguleryuz, ‘Elevated

Temperature Mg-Al-Sr: Creep Resistance, Mech-
anical Properties and Microstructure’ JOM (2003)

[6] A. Fent, W. Wagener, F. Dörnenburg, A. Fischer-

worring-Bunk, ‘Innovative Testing Methodology
for Quality Assurance of the new 6-Cylinder-
Mg/Al-Composite Crankcase’, 13.Magnesium-
Abnehmer-seminar, EFM, Aalen (2005)