A new generation has been presented for the release of the restyled version of the BMW X3 Facelift of 2014 diesel engines, which in the coming years may become an integral part of the European BMW car park. The B47 engine, like its predecessor, the N47, has four cylinders and 2.0 liters of displacement. Numerous improvements have been made to reduce fuel consumption and improve engine sound. In an interview, Christian Bock, head of the new engine development project, revealed information about many technical features new 4-cylinder diesel unit, which is offered in versions with 150 and 190 hp.

The importance of an economical yet powerful diesel engine for the European market cannot be overemphasized. For example, the 520d engine has not only dominated the BMW 5 Series for a long time, but is also very popular in the 3 Series and models. off-road X1 and X3. With the launch in 2014 of the restyled version of the BMW X3 F25 LCI, the previously used N47 engine will retire and be replaced by the new BMW B47.

Like its predecessor, the B47 has four in-line cylinders, common rail injection, 1995 cc displacement and one variable geometry turbocharger.

While the N47 in the x18d and x20d variants had 143 and 184 hp, the new B47 offers 150 and 190 hp. The maximum torque in the case of the 150-horsepower version remains at 360 Newton meters at 1500-2250 rpm (previously: 1750-2500 rpm). In the more powerful series, this figure increased from 380 to 400 Nm at 1750-2250 rpm (previously: 380 Nm at 1750-2750 rpm).

The increase in engine power and torque significantly improved the ride BMW characteristics X3. Thus, the X3 xDrive20d is able to reach the 100 km / h mark in 8.1 seconds, which is four tenths of a second faster than before. In addition, the optimization also affected the indicators in the intermediate sprint.

The new B47 complies with the Euro 6 emission standard and is characterized by reduced fuel consumption in the Euro cycle. Depending on the type of transmission and production series, the reduction in fuel consumption is 0.1-0.4 liters. Whether the four-cylinder diesel will always show a moderate appetite in practice remains to be seen, though. In the case of the X3 sDrive18d, the low rolling resistance tires ensured the car consumes 4.7 liters per 100 km on a standard cycle and is the most fuel efficient SUV in its class.

One thing is certain: the B47 engine will gradually replace the N47 and will provide high productivity and reduced fuel consumption not only of the restyled version of the X3, but also of many other Bavarian cars. However, from the point of view of BMW, its main advantage is different. Compared to the N47, the new B47 uses many more standardized parts, which allows them to be purchased in large quantities, significantly reducing purchase prices.

(Cars BMW 125i BMW 220i, BMW 228i, BMW 320i, BMW 328i, BMW 420i, BMW 428i, BMW 520i, BMW 528i, BMW X1 2.0, BMW X1 2.8, BMW X3 2.0, BMW X3 2.8, BMW X4 2.0, BMW X4 2.8, BMW z4 1.8, BMW z4 2.0 release after 2011)

The N20 engine is a turbocharged, four-cylinder BMW engine with direct injection of petrol into the cylinder, which is installed on various BMW models with the 1.8i, 2.0i and 2.8i indexes at the end of the name after 2011.

Before we move on to talking about tuning the BMW N20 engine, I suggest that you familiarize yourself with its design and modifications.

The BMW N20 engine was first introduced in 2011 in conjunction with the BMW X1 2.8 xDrive. Later this engine appeared on the following models: BMW 125i; BMW 220i, BMW 228i; BMW 320i, BMW 328i; BMW 520i, BMW 528i; BMW X1 2.0 xDrive, BMW X1 2.8i xDrive; BMW X3 2.0 xDrive, BMW X3 2.8 xDrive; BMW X4 2.0 xDrive, BMW X4 2.8 xDrive; BMW Z4 1.8i, BMW Z4 2.0i and BMW Z4 2.8i.

During the release of various models of BMW N20 engines, the following engine control units (ECUs) were used: MEVD 172.2, MEVD 1724, MEVD 1729, MEVD 172p.

Initially, an engine with a capacity of 245 hp was presented. at 5000 - 6500 rpm, and the torque of which reached 350 nm. at 1250-4800 rpm.

BMW N20 engine modifications.

BMW models	power hp / kW	at rpm	Cr. moment nm.	At rpm	compression ratio
					high / low
BMW 220i, BMW 320i, BMW 520i, BMW X1-2.0, BMW X3-2.0, BMW X4-2.0, BMW z4-2.0
BMW 125i M Performance,
BMW 228i, BMW 328i, BMW 528i, BMW X1-2.8, BMW X3-2.8, BMW X4-2.8, BMW z4-2.8

Power and torque diagrams of various BMW N20 engines.

Consider the design features of this motor.

All-aluminum cylinder block with wear-resistant cylinder bore coating. This coating is formed as a result of gas-dynamic spraying of molten steel wire, as a result of which there is an electric arc metallization (EDM) of aluminum with iron. This technology allows, on the one hand, to provide the advantages of all-aluminum cylinder blocks (alusil), which provide a minimum clearance between the piston and the cylinders, and on the other hand, provides high strength of the cylinder wall.

A forged crankshaft with a diameter of 50 mm connecting rod and main journals, turned out to be light enough for an engine with such power (13 kg versus 21 kg on a BMW N52 engine).

New Bosch MEVD 172x engine management system, based on Infineon TriCore processors, which provides greater operating speed compared to its predecessors. The area for storing the program is now located in the processor itself and there is no loss in the transfer of information between the various elements of the control unit.

Lubrication system with variable capacity with an electromagnetic regulator, which will ensure the required oil pressure in all conditions.

Combining all modern gas distribution and mixture formation systems into a single control system: position control system camshafts DOUBLE VANOS; infinitely variable intake valve lift system VALVETRONIC; system of direct injection of gasoline into the cylinder and turbocharging with a turbine TwinScroll.

All these systems are united under a common name. TVDI(Turbo-Valvetronic-Direct-Injection) and provide the broadest possibilities for adjusting the valve timing and the formation of local combustion zones of the mixture in the cylinder with the required degree of enrichment.

VALVETRONIC... Consists of a system of stepless valve stroke adjustment and a variable valve timing mechanism VANOS. This allows flexible control of the stroke and phases of the intake valves, as well as the adjustment of the phases of the exhaust valves.

The mechanism is based on an eccentric shaft with an electric worm drive and a complex system of pushing levers. This is already the 3rd generation of this system, which, despite the complexity of the structure as a whole, has already proven its reliability.

Also, adjusting the travel of the intake valves provides a throttling function and allows you to control the engine power instead of throttle, which provides a high speed of reaction to the position of the gas pedal.

Just like on the BMW N55 engine, the VALVETRONIC electric drive is located inside the cylinder head and no longer protrudes as a foreign tide on the valve cover.

Turbocharging- The BMW N20 engine uses a turbocharging with one turbine made using technology TwinScroll, which allows you to isolate the exhaust gases in cylinder groups 1-4 and 2-3.

This significantly increases the efficiency of the turbine and makes it possible to simultaneously use not only the pressure and temperature of the exhaust gases, but also the energy of the pulse boost wave to drive the turbine. Thus, due to the special design of the exhaust manifold and the turbocharger, a minimum engine response time at low speeds is achieved.

The turbocharger performance is controlled by opening the bypass flap and redirecting the exhaust gases bypassing the turbine. This damper is controlled by a vacuum actuator and a piezoelectric valve.

As with previous engines, the turbocharger and exhaust manifold form a single piece, which ensures minimum distances between the exhaust valve and the turbine, as well as an overall compact design.

In general, thanks to all these the latest technology and the systems turned out to be a rather interesting motor, which with a weight of 113 kg. (against 178 kg for the BMW N52) provides significantly better performance in terms of torque and economy.

Technical characteristics of the BMW N20 engine:

engine's type	Inline 4 cylinder petrol
Working volume (cm cube)
Bore / Stroke	84mm / 90.1mm
Cylinder distance
Crankshaft main bearing diameter
Diameter connecting rod bearings crankshaft
The order of the cylinders
Engine power (hp / kW at rpm)	245/180 at 5000-6500	218/160 at 5000-6000	184/135 at 5000-6250	156/115 at 5000-6250
Maximum torque (Nm @ rpm)	350 at 1250-4800	310 at 1250-4800	270 at 1250-4500	240 at 1250 - 4400
Maximum admissible speed (rpm)
Liter capacity (kW / l)
Compression
Number of valves per cylinder
Intake valve diameter (mm)
Outlet valve diameter (mm)
Max. Intake / Exhaust Valve Stroke (mm)
VANOS adjustment range Intake side
VANOS adjustment range, exhaust side
Intake Camshaft Position
Exhaust camshaft positions
Intake camshaft opening phase
Exhaust camshaft opening phase
Engine weight (kg)
Engine management system	MEVD 1722, MEVD 1724, MEVD 1729, MEVD 172p.
Environmental Compliance EU / US

BMW N20 engine tuning.

As it is easy to understand from the previous description, there are, in fact, only two BMW N20 engines: one with a compression ratio of 10: 1, and the other with a compression ratio of 11: 1. Otherwise, the richness of the lineup is provided by various settings of the engine control unit.

Structurally, the difference between these motors is only in the form of pistons. For engines with a compression ratio of 11: 1, pistons with a smaller cavity volume in the piston crown are used.

Thus, any motor with a compression ratio of 10: 1 can be boosted in a regular way to a power level of 245 hp. This applies to the BMW z4-1.8i, BMW 125i, BMW-X1 20i and BMW-X3 20i models, as well as some 20i models with a low compression engine (supplied to countries with poor gasoline, option S858).

For other models with the N20B20-U0 motor, in order to achieve the parameters identical to the factory ones, it is necessary to change the piston. However, practice has shown that motors with a compression ratio of 11 generally work fine on a standard firmware of 245 hp.

Considering the above, we can confidently conclude that the most effective way the boost of the BMW N20 engine is.

Of course, there is reason to believe that in unfavorable conditions (hot weather, high load and violations of the thermal regime of the engine), the knock control system will reduce the engine power by some amount, but it will still be more than the standard 184 hp.

Let's look at what a compression ratio is and why its high values ​​are dangerous.

Compression ratio is the geometric index of the engine, which is determined by the ratio of the total cylinder volume to the total combustion chamber. The higher the compression ratio, the higher the pressure in the cylinder before ignition of the fuel mixture, and, accordingly, the higher the temperature and pressure of the working fluid at the beginning of the stroke. As well as higher engine power and better efficiency.

However, you can increase the compression ratio up to a certain limit, overcoming which you can destroy the engine.

What is dangerous about a higher compression ratio? The answer, in general, is obvious - detonation. When the compression pressure exceeds a certain value, local zones of combustion of the fuel mixture at supersonic speed arise - explosions inside the cylinder, which lead to the appearance of shock waves that destroy the engine.

Usually for modern motor running on gasoline 91-98, the compression ratio is in the range of 10.2-11.3. For turbocharged engines, the compression ratio is reduced to 8.5-9.5. This is due to the fact that the absolute pressure in the cylinder before ignition is critical for the occurrence of detonation, and not the nominal value of the compression ratio. For obvious reasons, turbocharged engines have a higher cylinder pressure than atmospheric engines with the same compression ratio.

However, BMW engines with direct injection of fuel into the cylinder and Valvetronic are an exception to this rule. For example, the BMW S55 engine, having a sufficiently high boost ratio (liter power of 143 hp), has a compression ratio of 10.2: 1.

This is primarily due to the peculiarities of the working process of motors. TVDI: due to the formation of local zones with a normal or slightly enriched mixture inside the cylinder and the evaporation of the injected fuel, ideal conditions for the combustion of the fuel mixture are created. Thus, reliable operation of such turbocharged engines with a compression ratio of 10-11 became possible without detonation.

The design of the BMW N20 engine is, in general, identical to the S55 engine from the BMW M3 F80 and taking into account the liter power of 122 hp. and technology TVDI, 11: 1 compression doesn't look too high.

It should be understood that after increasing the power to 245 hp. there will be some restrictions when using such a motor:

1. It is necessary to use only AI 98 gasoline. The use of 91 gasoline for this engine is categorically contraindicated, and 95 is undesirable.
2. The requirements for the cooling system are increasing - a meticulous control over its serviceability is necessary: ​​regular flushing of the radiator and checking the thermal mode of the engine.
3. The requirements for the lubrication system are increasing: unambiguously apply a short oil change interval and monitor the condition of engine parts for the formation of deposits on them, which can worsen the heat dissipation from the cylinder head parts.

Otherwise, your BMW with the 2.0i end of the model name can easily get 245 hp under the hood.

If you want to get more than 245 hp, it is better to replace the piston.

When tuning a BMW N20 engine with a low compression ratio, without much risk for reliability, you get 290 hp and 420 Nm of torque.

Tuning and warranty

Perhaps the most exciting question: is it possible to increase the power and keep the warranty?

Apparently, only specialists from BMW-AG itself can give an unambiguous answer to this question. We can only provide for a number of measures so that it would be impossible to detect traces of chip tuning by means of standard diagnostics (preservation of the original firmware identification numbers and programming records)

Unfortunately, at the moment there is no way to work through the OBD2 connector. The engine control unit must be dismantled, then, by activating the boot mode, you can download or upload the program.

You can fill in either a standard program or a modified one.

In the case when it is necessary to debug the program or, for one reason or another, it is necessary to change it regularly, it is possible to install a special board inside the ECU that can enable boot mode without dismantling the ECU from the intake manifold. which will greatly simplify the work of chiptuning.

Tuning program for cars with BMW N20 engine.

BMW 125i - F20 / F21

Motor BMW N20b20-M0. Stage 1 - engine tuning up to 245 hp.

Motor model
Installed on cars	BMW 125i - F20 / F21
The tuning program includes	Chip tuning
Program cost
Engine characteristics	Standard motor	Engine after tuning
Power	218 hp / 160 kw	245 hp / 180 kW
At rpm	5000-6000 rpm	5000-6500 rpm
Torque
At rpm	at 1250-4800 rpm	1250-4800 rpm
Fuel used	Gasoline 91-98 ROZ	Gasoline 91-98 ROZ

BMW N20b20-M0 engine. Stage 2 - engine tuning up to 290 hp.

Motor model
Installed on cars	BMW 125i - F20 / F21
The tuning program includes	Chip tuning
Program cost
Engine characteristics	Standard motor	Engine after tuning
Power	218 hp / 160 kw	290 hp / 213 kW
At rpm	5000-6000 rpm	5800 rpm
Torque
At rpm	at 1250-4800 rpm	2500-3000 rpm
Fuel used	Gasoline 91-98 ROZ	Gasoline 95-102 ROZ

Cars BMW 228i-F20 / F21, BMW 328i-F30 / F31 / F34, BMW 428i-F32 / F33 / F36, BMW 528i-F10 / F11, BMW X1 28i-E84, BMW X3 28i-F25, BMW X4 28i-F26 and BMW z4 28i-E89.

BMW N20B20-O0 engine Stage 1 - engine tuning up to 290 hp.

Motor model
Installed on cars	BMW 228i-F20 / F21, BMW 328i-F30 / F31 / F34, BMW 428i-F32 / F33 / F36, BMW 528i-F10 / F11, BMW X1 28i-E84, BMW X3 28i-F25, BMW X4 28i-F26 and BMW z4 28i-E89.
The tuning program includes	Chip tuning
Program cost
Engine characteristics	Standard motor	Engine after tuning
Power	245 hp / 180 kW	290 hp / 213 kW
At rpm	5000-6500 rpm	5800 rpm
Torque
At rpm	1250-4800 rpm	2500-3000 rpm
Fuel used	Gasoline 91-98 ROZ	Gasoline 95-102 ROZ

BMW 220i-F20 / F21, BMW 320i-F30 / F31 / F34, BMW 420i-F32 / F33 / F36, BMW 520i-F10 / F11 and BMW X4 20i-F26.

BMW N20b20-U0 engine with high compression ratio. Stage 1 - engine tuning up to 258 hp.

Motor model
Installed on cars	BMW 220i-F20 / F21, BMW 320i-F30 / F31 / F34, BMW 420i-F32 / F33 / F36, BMW 520i-F10 / F11 and BMW X4 20i-F26
The tuning program includes	Chip tuning
Program cost
Engine characteristics	Standard motor	Engine after tuning
Power	184 hp / 135 kw	258 hp / 190 kW
At rpm	5000–6250 rpm	5200-6400 rpm
Torque
At rpm	at 1250-4500 rpm	1350-4700 rpm
Fuel used	Gasoline 91-98 ROZ	Gasoline 95-102 ROZ

Cars BMW X1 20i-E84, BMW X3 20i-F25 BMW z4 20i-E89 and models with option S858.

BMW N20b20-U0 engine with low compression ratio. Stage 1 - engine tuning up to 245 hp.

Motor model
Installed on cars	BMW X1 20i-E84, BMW X3 20i-F25, BMW z4 20i-E89 and models with option S858
The tuning program includes	Chip tuning
Program cost
Engine characteristics	Standard motor	Engine after tuning
Power	184 hp / 135 kw	245 hp / 180 kW
At rpm	5000–6250 rpm	5000-6500 rpm
Torque
At rpm	at 1250-4500 rpm	1250-4800 rpm
Fuel used	Gasoline 91-98 ROZ	Gasoline 91-98 ROZ

BMW N20b20-U0 engine with low compression ratio. Stage 2 - engine tuning up to 290 hp.

Motor model
Installed on cars	BMW X1 20i-E84, BMW X3 20i-F25 and BMW z4 20i-E89, as well as models with option S858
The tuning program includes	Chip tuning
Program cost
Engine characteristics	Standard motor	Engine after tuning
Power	184 hp / 135 kw	290 hp / 213 kW
At rpm	5000–6250 rpm	5800 rpm
Torque
At rpm	at 1250-4500 rpm	2500-3000 rpm
Fuel used	Gasoline 91-98 ROZ	Gasoline 95-102 ROZ

BMW z4 1.8i-E89

Motor BMW N20b20-U0. Stage 1 - engine tuning up to 245 hp.

Motor model
Installed on cars
The tuning program includes	Chip tuning
Program cost
Engine characteristics	Standard motor	Engine after tuning
Power	156 hp / 115 kw	245 hp / 180 kW
At rpm	5000–6250 rpm	5000-6500 rpm
Torque
At rpm	at 1250-4400 rpm	1250-4800 rpm
Fuel used	Gasoline 91-98 ROZ	Gasoline 91-98 ROZ

BMW N20b20-U0 engine Stage 2 - engine tuning up to 290 hp.

Motor model
Installed on cars
The tuning program includes	Chip tuning
Program cost
Engine characteristics	Standard motor	Engine after tuning
Power	156 hp / 115 kw	290 hp / 213 kW
At rpm	5000–6250 rpm	5800 rpm
Torque
At rpm	at 1250-4400 rpm	2500-3000 rpm
Fuel used	Gasoline 91-98 ROZ	Gasoline 95-102 ROZ

List of all BMW engines... Variants of 1-, 2-, 3-, 4-, 6-, 8-, 10-, 12- and 16-cylinder power units, their technical characteristics, photos, years of production, models on which they were applied. Most of the power units for the entire production period have proven their reliability and were nominated as "" in the "International Engine of the Year" competition.

BMW petrol engines

• M240 / M241 (1954-1962) 0.2-0.3 l.

• M102 (1957-1959) 0.6 l.
• M107 / M107S (1959-1965) 0.7 l.
• W20 (from 2014) 0.6 l.

New generation of engines installed on MINI and BMW cars:

• B38 (from 2011) 1.2-1.5 HP (DOHC)

BMW inline 4 cylinder petrol engines

Inline four-cylinder engine or straight four-cylinder engine is an engine internal combustion which is mounted in the straight or along the plane of the crankcase.

The cylinder block can be oriented in a vertical or inclined plane with all the pistons of the crankshaft.

The inline four-cylinder engine is designated I4 or L4. Below is the range of BMW engines:

• DA - motor for Dixi (1929-1932) 0.7 liters.
• M68 (1932-1936) 0.7-0.8 l.
• M10 (1960-1987) 1.5-2.0 l. (SOHC)
• S14 (1986-1991) 2.0-2.5 liters. (DOHC)
• M40 (1987-1995) 1.6-1.8 liters. (SOHC)
• M42 (1989-1996) 1.8 l. (DOHC)
• M43 (1991-2002) 1.6 / 1.8 / 1.9 HP (SOHC)
• M44 (1996-2001) 1.9 l. (DOHC)
• N40 (from 2001 to 2004) 1.6 liters.
• N42 (2001-2004) 1.8-2.0 liters. (DOHC, VANOS, Valvetronic) - won the international award ""
• N43 (2007-2011) 1.6-2.0 liters. (DOHC, direct injection)
• N45 (2004-2011) 1.6-2.0 liters. (DOHC, VANOS)
• N46 (2004-2007) 1.8-2.0 liters. (DOHC, VANOS, Valvetronic)
• N13 (2011) 1.6 l. (turbocharged, DOHC, VANOS, VALVETRONIC, direct injection)
• N20 (2011) 2.0 l. (turbocharged, DOHC, VANOS, VALVETRONIC, direct injection) - won the European Engine of the Year award
• N26 (2012) 2.0 l. (turbocharged, DOHC, VANOS, VALVETRONIC, direct injection)
• B48 (2013)
• P45 (2.0 L)

BMW inline 6 cylinder petrol engines

Best known for their inline six-cylinder engines. The six-cylinder in-line engine is an internal combustion engine.

All six cylinders are arranged in a row in the following order: 1-5-3-6-2-4. The pistons rotate with one common crankshaft... It is designated as R6 - from the German "Reihe" - a row, or I6 (Straight-6) and L6 (In-Line-Six).

The cylinders can be in a vertical position or at a fixed angle relative to the vertical.

With a vertical tilt of the cylinders, the engine is usually called the Slant-6.

V-shaped engine - all six cylinders are arranged in two rows of three cylinders in a row, thus forming a V-shaped arrangement. The pistons rotate on one common crankshaft. Designated as V6 (from the English "Vee-Six"). The V-engine is the second most popular after the in-line four-cylinder engine. The camber angles of the cylinders are 90, 60 or 120 degrees. There are also options 15 °, 45 °, 54 °, 65 ° or 75 °.

At the moment, the BMW company produces 6-cylinder in-line engines

Below are the modifications to BMW engines:

• M78 (1933) 1.2-1.9 liters.
• M328 (1936) 2.0-2.1 l.
• M335 (1939) 3.5 l.
• M337 (1952) 2.0-2.1 l.
• M30 (1968) 2.5-3.5 HP
• M20 (1977) 2.0-2.7 liters. (SOHC. Early versions of the M20 are sometimes referred to as the "M60", although the M60 has since been used for the V8 engine first delivered in 1992)
• M88 / M90 (1978) 3.5 liters. for M1 / ​​M5 / M6
• S38 (1986 - 1996) up to 3.8 liters. (DOHC)
• M102 (1980) 3.2 l. (turbo)
• M106 (1982) 3.4 L (turbo)
• M50 (1989) 2.0-3.0 l. (DOHC 24V with VANOS on M50TU)
• M52 (1994) 2.0-2.8 L (DOHC 24V with VANOS / Double-VANOS on M52TU) - two International Engine of the Year awards
• S50 (1995) 3.0 l. (for BMW M3)
• S52 (1996) 3.2 l. (for BMW M3)
• M54 (2000) 2.2-3.0 l. (aluminum DOHC 24V with Double-VANOS)
• M56 (2002) 2.5 l.
• S54 (2002) 3.2 l. (DOHC) - Six Engine of the Year Awards
• N51 (motor for USA cars)
• N52 (2005) 2.5-3.0 liters. (magnesium / aluminum DOHC 24V with Double-VANOS and Valvetronic) - two "Engine of the Year" awards
• N54 (2006) 3.0 l. (DOHC 24V turbocharged aluminum) - Five International Engine of the Year Awards
• N53 (2007) 2.5-3.0 liters. (magnesium / aluminum / DOHC 24V with Double-VANOS and High Precision Injection (Gasoline Direct Injection))
• N55 (2009) 3.0 l. ( TwinPower Turbo, Valvetronic and high-precision injection system)
• S55 (2013) 3.0L (TwinPower Turbo, VALVETRONIC and Double-VANOS)

V-shaped 8-cylinder gasoline engines BMW

The 8-cylinder V-engine is an internal combustion engine.

All eight cylinders are arranged in two rows of four in a row, thus forming a V-arrangement.

The pistons rotate on one common crankshaft. Designated as V8 - (from the English "Vee-Eight").

Below are the 8-cylinder BMW powertrains:

• BMW OHV V8 (1954 - 1965) 2.6-3.2 liters.
• M60 (1992) 3.0-4.0 L
• M62 - S62 (1994 - 2005) 3.5-4.4 liters.
• N62 (2001) 3.6-4.6 liters. (with fuel injection SFI, Double-VANOS and Valvetronic) - three International Engine of the Year awards
• N62 / S (2004-2006) 4.8 liters. for X5 4.8is
• P60B40 (2005) 4.0 L
• S65 (2007) 4.0 l. for the E90 / 92/93 M3 - two International Engine of the Year awards
• N63 (2008) 4.4 liters. turbocharged
• S63 (2009) 4.4 l. turbocharged (TwinPower Turbo)
• P65 (4.0 L)

V-shaped 10 cylinder gasoline engine BMW

The V10 engine is an internal combustion engine with 10 cylinders arranged in two rows of five cylinders. Essentially, the V10 is the result of crossing two in-line 5-cylinder engines.

• S85 (2005) 5.0 l. for the E60 M5 and E63 M6 - four International Engine of the Year awards

V-shaped 12 cylinder power units of BMW

The V12 engine is a V-engine with 12 cylinders mounted in two rows of six cylinders on a single crankshaft. Typically, but not always, at an angle of 60 ° to each other. In V12 engines, two rows of six cylinders are spaced at an angle of 60 °, 120 ° or 180 °.

• M70 (1986) 5.0 L
• M72 (4-valve prototype M70)
• S70 - S70 / 2 - S70 / 3 (since 1992) 5.6 - 6.1 liters.
• M73 (1993) 5.4 L - won the International Engine of the Year award
• N73 (2003) 6.0 l.
• N74 (2009) 6.0 l. turbocharged (TwinPower Turbo, Valvetronic, Double VANOS and high-precision injection system)

BMW was the first German manufacturer who released the V12 engine in 1986, forcing Mercedes-Benz to follow suit in 1991. Only 7 and 8 Series cars used V12 engines. While BMW sells much fewer cars with a 7 series V12 engine than the V8 version, the V12 retains its popularity in the USA, China and Russia, and also maintains the prestige of this luxury car brand.

BMW 16-cylinder V-shaped petrol engines

The V16 engine is a 16-cylinder V-engine. This engine are rare in automotive use.

• BMW V16 Goldfish (1987) 6.7 L (Gold fish)
• Rolls-Royce 100EX (2004) 9.0 L (V16 prototype engine)

Diesel engines BMW

• B37 (from 2011) 1.5 l.

BMW inline 4 cylinder diesel engines

• M41 (1994-2000) 1.7 l.
• M47 (1998-2006) 2.0 l.
• N47 (2006-2014) 2.0 l.
• B47 (2014) 2.0 l.

BMW inline 6 cylinder diesel engines

• M21 (1983-1993) 2.4 l.
• M51 (1991-1998) 2.5 l.
• M57 (1998) 2.5-3.0 l.
• N57 (2008) 2.5-3.0 l.

V-shaped 8 cylinder diesel engines BMW

• M67 (1998-2009) from 3.9 to 4.4 liters - two International Engine of the Year awards

BMW engine number decoding

Decryption and ICE designation BMW by engine model:

• family of engines, mainly denoted by the letter:
  • M - engine developed before 2001;
  • N - engine developed after 2001. Beginning in the early 2000s, BMW revised its naming strategy to make it easier to understand and provide more detailed information on the engine updates. New to the N Series engines is a new design, material of manufacture of parts and technology used in the motor itself;
  • B - modular engine. Since 2013, BMW has been introducing a new family of modular engines. The first cars to receive the new "B" series engines were the hybrid sport car and the lineup compact Mini. Both of these cars were powered by a B38 3-cylinder turbocharged - direct injection - Valvetronic engine. The B Series modular engine family includes gasoline and diesel powertrains that share common components and architecture (60% of the parts are identical, for example, a 3-cylinder engine has components from a 4-cylinder B Series engine). The volume of the engine increases in steps of 500 cubic centimeters - 1.5l - I3, 2.0l - I4, 2.5l - I6, 3.0l - I6, etc.;
  • S - BMW Motorsport engine;
  • P - BMW Motorsport racing engine;
  • W - engine from a "third-party" developer;
• number of cylinders, indicated by a number:
  • 1 - in-line 4-cylinder;
  • 2 - in-line 4-cylinder;
  • 3 - in-line 3-cylinder;
  • 4 - in-line 4-cylinder;
  • 5 - in-line 6-cylinder;
  • 6 - V-shaped 8-cylinder;
  • 7 - V-shaped 12-cylinder;
  • 8 - V-shaped 10-cylinder;
• a change in the basic concept of the engine, where:
  • 0 - base engine;
  • 1-9 - changes to the original design, such as the combustion process;
• fuel type:
  • B - gasoline;
  • D - diesel;
  • E - electric;
  • G - natural gas;
  • H is hydrogen (hydrogen);
• engine displacement in 1/10 liters (indicated by two numbers), for example:
  • 15 - 1.5 liters;
  • 20 - 2.0 liters;
  • 35 - 3.5 liters;
  • 44 - 4.4 liters;
• letter designation
  • power class:
    • S - "super";
    • T - top version;
    • O - "top exit";
    • M - "medium exit";
    • U - "lower output";
    • K - "lowest output";
    • O - new development;
    • TU - this designation is indicated only in M-Series engines and indicates a significant upgrade, for example - from one to double VANOS;
  • or a type test requirement (changes that require new type tests):
    • A - standard;
    • B-Z - as required, for example, ROZ 87;
• technical version for designation in BMW motors, except for M series engines and replaces the previous TU suffix:
  • from 0 to 9;

BMW also has a different numbering system for internal production and use. This is the code printed on the side of the cylinder block used on assembly plant BMW also during other service when it comes to the actual identity of the engine. In most cases, this code is applied to the flat section of the block on the driver's side.

For example "30 6T 2 04N", where:

• 30 - engine volume 3.0 liters;
• 6 - six-cylinder engine;
• T - engine type, in this case power unit with a turbine;
• 2 - index of differentiation;
• 04 - revision number, in this case 4th;
• N - new engine;

The marking is also found on older models, for example - 408S1, where:

• 40 - engine volume 4.0 liters;
• 8 - number of cylinders;

BMW N47 engine

N47D20 engine characteristics

Production	Steyr plant
Engine brand	N47
Years of release	2007-2017
Cylinder block material	aluminum
engine's type	diesel
Configuration	inline
Number of cylinders	4
Valves per cylinder	4
Piston stroke, mm	90
Cylinder diameter, mm	84
Compression ratio	16.5
Engine displacement, cubic cm	1995
Engine power, hp / rpm	116/4000 143/4000 163/4000 177/4000 184/4000 204/4400 218/4400
Torque, Nm / rpm	260/1750-2500 300/1750-2500 380/1750-2750 350/1750-3000 380/1750-2750 400/2000-2250 450/1500-2500
Environmental standards	Euro 5 Euro 6
Turbocharger	Garrett GTB1749VK MHI TF035HL BorgWarner KP35 + K16 IHI RHV4-T39
Engine weight, kg	149 (N47D20)
Fuel consumption, l / 100 km (for 320d E90) - town - track - mixed.	6.0 4.1 4.8
Oil consumption, gr. / 1000 km	up to 700
Engine oil	0W-30 0W-40 5W-30 5W-40
How much oil is in the engine, l	5.2
Oil change is carried out, km	7000-8000
Engine operating temperature, deg.	90
Engine resource, thousand km - according to the plant - on practice	— 250+
Tuning, h.p. - potential - without loss of resource	250+ n.d.
The engine was installed	BMW 116d / 118d / 120d / 123d / 125d E87 / F20 BMW 225d F22 BMW 316d / 318d / 320d / 325d E90 / F30 BMW 418d / 420d / 425d F32 BMW 518d / 520d / 525d E60 / F10 BMW X1 E84 BMW X3 E83 / F25 BMW X5 F15 BMW 520d GT F07 Mini cooper SD

BMW N47 engine reliability, problems and repair

On BMW car 1-series in the back of E87, in 2007, the BMW N47 diesel engine appeared, which replaced the M47. Unlike its predecessor, the N47 uses a new lightweight, closed aluminum cylinder block with cast iron sleeves, two balance shafts and a cylinder diameter of 84 mm. Inside the block is a forged crankshaft with a piston stroke of 90 mm and forged connecting rods. The compression height of the pistons is 47 mm, and the compression ratio is 16.5. Together this gave a working volume of 2 liters.
On top of the block is an aluminum 16-valve head with two camshafts. The diameter of the intake valves is 27.2 mm, the exhaust valves are 24.6 mm, and the valve stem is 5 mm thick.
BMW N47 engines received injection system Common rail and turbocharged with intercooler. The turbine used on the first versions (116 HP and 143 HP) is a Garrett GTB1749VK with variable geometry.
The timing drive here is chain and the chain is located at the back of the motor. The timing chain resource on the N47 is designed for the entire life of the motor, but in reality there is no durability, the problems with the chain are written below. It also uses an exhaust gas recirculation valve, a dual-mass flywheel and a Bosch DDE7.0 / DDE 7.1 control unit.

In parallel with this engine, a version with a working volume of 1.6 liters was produced - N47D16, as well as a 6-cylinder diesel engine N57.

Since 2014, the N47 has been smoothly replaced by the more modern B47 diesel engine.

BMW N47 engine modifications

1. N47D20K0 (2007 - 2012) - the weakest version of the N47 with a Garrett GTB1749VK turbo. Power 116 HP at 4000 rpm, torque 260 Nm at 1750-2500 rpm. This engine is installed on the BMW 116d E87 and 316d E90.
2.N47D20U0 (2007 - 2013) - 143 hp version. at 4000 rpm, torque 300 Nm at 1750-2500 rpm. It uses a DDE7.0 ECU, a Garrett GTB1749VK turbocharger, and a boost pressure of 1.5 bar. As well as more weak motor, solenoid injectors are used on the N47D20U0. This was power point on BMW 118d E87, 318d E90, X1 E84 and X3 E83.
3.N47D20O0 (2007 - 2013) - 177 hp modification. at 4000 rpm, torque 340 Nm at 1750-3000 rpm. The control unit on the DDE7.1 engine, and the MHI TF035HL turbine, which blows 1.55 bar, also uses piezoelectric injectors with more high pressure in the ramp. You can meet this engine on the BMW 120d E87, 320d E90, 520d E60 and X1 E84 and X3 E83.
4. N47D20T0 / N47TOP (2007 - 2013) - the most powerful N47 engine. it Twin Turbo a version with two turbochargers BorgWarner KP35 and K16, a boost pressure of 2 bar, there is also a new exhaust, piezo injectors with even higher rail pressure, and the ECU used is DDE 7.1. The output of the N47 TOP is 204 hp. at 4400 rpm, torque 400 Nm at 2000-2250 rpm. These engines were used in the BMW 123d E87 and X1 E84.
5.N47D20K1 / N47TU (2011 - 2015) - the motor that replaced the N47D20K0. The turbine IHI RHV4-T39 and ECU DDE7.1 are installed here. Compared to its predecessor, this engine is more economical, fuel consumption is reduced by 3%. Power 116 HP at 4000 rpm, torque 260 Nm at 2500 rpm. You can find this engine under the hood of the BMW 116d F20, 316d F30 and X1 E84.
6.N47D20U1 / N47TU (2011 - 2015) - a motor that replaced the N47D20U0. There is an IHI RHV4-T39 turbocharger and an ECU DDE7.1. Power is 143 hp. at 4000 rpm, torque 320 Nm at 1750-2500 rpm. Despite nearly identical specs to the regular N47, the N47TU has slightly more power at mid-range. This internal combustion engine complies with Euro 5 environmental standards, and for versions 218d and 418d - Euro 6. Installed on BMW 118d F20, 218d F22, 318d F30, 418d F36, 518d F10, X1 E84 and X3 F25 cars.
7. N47D20O1 / N47TU (2010 - 2017) - this engine replaces N47D20O0. It uses MHI TF035HL turbine and DDE7.1 ECU. Power 184 HP at 4000 rpm, torque 380 Nm at 1750-2750 rpm. It was installed on BMW 120d F20, 220d F22, 320d F30 / E90, 328d F30, 420d F32, 520d F10, X1 E84 and X3 F25. For BMW cars 320d EfficientDynamics and X1 EfficientDynamics versions were produced with the same turbocharger and programmatically strangled to 163 hp. at 4000 rpm and with a torque of 380 Nm at 1750-2750 rpm.
8.N47D20T1 / N47TU TOP / N47S1 (2012 - 2016) - the top version of the N47TU TwinTurbo replacing the N47D20T0. This engine was equipped with BorgWarner K16 and KP35 turbines, modified intake and exhaust, and the control unit here is DDE 7.31. Power 218 HP at 4400 rpm, torque 450 Nm at 1750-2500 rpm. It stood on BMW 125d F20, 225d F22, 325d F30, 425d F32, 525d F10, X1 E84 and X5 F15.
9.N47C20U1 (2011 - 2014) - version of N47D20U1 for Mini Cooper SD.

BMW N47 engine problems and malfunctions

1. Noise from the rear of the motor. The most famous N47 disease caused by an extended timing chain, its service life in practice is about 100 thousand km. Often the problem occurs much earlier. There is only one solution - replacement and it is not worth delaying with it, otherwise a breakage may occur. An additional trouble with replacing the chain on the N47 diesel is the need to remove the engine, since the chain is located at the back. In motors until 2009, the chain is changed along with the crankshaft.
2. More extraneous sounds can cause a crankshaft damper, it serves about 100 thousand km, sometimes more, then requires replacement.
3. Swirl flaps. By analogy with the M47, here swirl flaps are installed in the intake manifold, but unlike the same M47, they cannot get into the engine. However, from the operation of the USR system, the dampers can be completely covered with carbon deposits. To prevent this from happening, it is better to muffle the EGR valve, and clean the dampers together with the manifold, or, even better, remove them and install plugs. In order for the motor to work extremely adequately, after this operation, you need to flash the control unit for work without all this good.

In addition, overheating of this engine can lead to the formation of cracks in the block between the cylinders, which you can try to weld, but there is a high probability that this will not help and you will have to look for a block of cylinders without cracks. The service life of the turbines is about 200 thousand km, but it can be even more.
The resource of the BMW N47 engine depends on maintenance, and if illnesses are cured in time, then it can exceed 250-300 thousand km and more.
To reduce the likelihood of engine problems, it is advisable to change more often engine oil, use only the original one recommended by the manufacturer, also pour normal fuel, service on time and do not drive to full height.

BMW N47 engine tuning

Chip tuning

To increase the power of your motor, it is enough to go to a tuning office and fill in a new firmware. Re-flashing N47 to 116d and 118d in the E87 and E90 bodies gives a power increase of 35-50 hp. Versions with the index 20d in the bodies of E87, E90, E60, E84 and E83, you can swing up to 210-220 hp. The N47 TOP engine allows you to remove 240-250 hp using chip tuning.
N47TU engines with a power of 116 hp. and 143 hp. make it possible to get 185-200 hp on a standard turbine.
N47TU 184 hp versions are stitched in 215, and with a downpipe of 230 hp.
The top-end N47S1 gives the chance to get 240+ hp with the firmware, and with the downpipe 280 hp.

Foreword.

BMW is not easy car brand... This is an ideology. This is a lifestyle. For those who follow this ideology, there are only two types of cars - BMW and all the others. Once in a Bavarian car, you have two paths - either you will return to the Bavarians again and again, or you will avoid them. Either like it or not. There is no one indifferent to BMW.

In our country, the attitude to these cars is special, historically, this car is associated with strength. Any model. In any configuration. It will be a BMW, with its unique character and indescribable charisma.

But times go by, BMW has ceased to be clean male car, new models and modifications appear, the brand acquires the features of "mass character" without losing its individuality.

BMW N20 2.0 turbo engine 184 hp

For a product to become widespread (and this is the goal of any manufacturer), it must meet several criteria, one of which is accessibility to a wide audience. How to make a product available without losing manufacturability?

Minimize production costs. And so it happened that marketers rule the show, and engineers must fit into the tough demands of the market.

Dedicated to Bavarian engine builders ...

The modern market demands from car manufacturers that their products are environmentally friendly, economical and technological.

The multi-liter atmospheric gluttonous V8s give way to turbo engines - they are lighter, and their appetite is more modest. This made it possible to build on the basis of one engine several modifications differing in power and torque, it is enough just to replace the turbocharger, fuel injectors and, possibly, an intercooler. But the technology of pressurization does not stand still - modern turbines with variable geometry allowed engineers to create one engine, which would have several degrees of boost, differing only in the control program.

So more recently, in-line atmospheric sixes of the BMW N52 were in use, which, with a working volume of 2.5 liters, produced from 177 to 230 Horse power... But they were replaced by the N20 turbo four, with a volume of two liters, and they already develop from 184 to 245 hp. De facto, this is the same engine that is choked by software for the 184 strength version, because it is much cheaper to artificially reduce power than to develop and produce another engine.

For the manufacturer, this is a saving, but for us, by purchasing a car from a dealer, for example, a BMW 520i, to do chip tuning, get 245 real Bavarian horses, and thus become the owner of a BMW 528i.

Take advantage of the offer from tuning studio Winde and return the strangled horses of your 2.0 turbo 184 hp engine. This engine can be found under the hood of the 320i and 520i models in the latest F30 and F10 bodies.

The situation is similar for 320i - 328i cars (the same engine is used there), and for 116i - 118i - these cars also have the same engine, which produces 136 or 170 hp depending on the version.

Use the full potential of your car, contact the specialists of tuning studio Winde, and we will show you what your BMW can be!

Speaking about the engines of modern Bavarians, it is impossible to remain silent about their diesels - these are truly masterpieces of engineering.

And every year more and more buyers vote with a ruble for cars that consume heavy fuel - they are economical, environmentally friendly, have excellent traction from the very bottom - everything that is needed for comfortable control and enjoyment of driving.

The most popular in the domestic market are four- and six-cylinder engines with a capacity of 184 and 245 horsepower with the designation N47 and N57, respectively.

Engine BMW 2.0 turbodiesel 184 hp

However, thanks to modern designs and applied technological solutions, these engines can give you much more!

How about 215 horsepower from the four and 285 from the six? And the increase in torque is even more impressive.

But we should not forget that the latest generations of BMWs are equipped with the most modern electronics, and some models are equipped with so-called protected control units - in this case, you can increase the thrust-to-weight ratio of the car by installing a special device - a power increase unit.

As a rule, it controls the operation of the fuel supply and pressurization systems, does not require any modifications to the car, and is easy to install and dismantle. When choosing a block, one should be guided not only by the manufacturer's promises, but also by real data from those who have already dealt with such devices.

Unfortunately, most of the power increase units on the market look very pale when measured on a power bench.

A simple advice on how to distinguish professionals from nimble dealers - ask if the seller has a power stand where he is ready to confirm to you his declared increase in engine power and torque.

Indeed, the average car owner is not able to distinguish on the road whether the power has increased by 10 or 20%. And most importantly, is the engine in a safe operating area.

These questions can only be answered by real measurements at a power test bench with the removal of all important engine parameters.

Inline diesel engine 3.0 l N57

Beware of cheap and frankly low-quality devices, of which a huge number have appeared recently - from them you may not only not get a tangible increase, but also cause damage fuel system your car!

When making a choice in favor of this or that option, remember: your car is the pinnacle of the evolution of engineering thought! Motors from Bavaria have always been famous for their technical characteristics, therefore, only professionals of the highest category are able to make them even better, so you should not risk and entrust the work of software tuning to amateurs, and even more so use second-class power increase units.

BMW is a special car, and you need an appropriate approach to it.

An example of a high-quality additional unit for increasing the power of turbocharged gasoline and diesel engines is the EPC unit, Holland.

This box the highest quality works on 3 and 4 channels, passed tests at our stand in the Winde tuning studio, showing itself to be a product worthy of the BMW brand.