Inside the ultra-light crankcase reside extremely light and robust connecting rods. The trapezoidal design of the N52’s con-rods saves a few grams per part, but those few grams are precious at higher engine speeds. Like all BMW connecting rods, those in the N52 are “cracked” into two pieces at the bottom rather than machined. The resulting uneven mating surfaces of the two halves makes for a stronger assembly when bolted together, again allowing for greater stability under the strenuous conditions the engine is expected to withstand.
Lightweight components find their way into the cylinder head as well. Aside from the composite construction of the engine block, the most significant reduction in weight comes from the use of hollow camshafts. Typically camshafts are cast or forged to their rough shape, then machined to their final form. For the N52 engine, BMW takes advantage of hydroforming technology to shave more than a pound out of each camshaft, a 25% reduction.
The starting point for these new cams is a steel tube, over which the individual cam lobes are installed. The parts are placed together in a forming die that accurately orients the lobes and the bearing surfaces before the tube is filled with a high-pressure burst of water. At over 58,000 psi, the pressure from the water expands the tube, forcing it together with the lobes to create the complete camshaft.
Inside the N52 Engine
Everythign is lightweight. Even your camshafts are hollow to preserve weight. That is why nothing much can be done to give you the oooomph without compromising the reliability and endurance of the engine. Its like asking a Lotus car to tow a Boeing 747. Wilman has hit the point very right by saying improve handling and stopping. I wuldnt recommend NOS though unless you wanna see your pistons shooting throught your bonnet.
Hope this helps.
