BMW N47

BMW N47
Overview
Manufacturer	BMW
Production	March 2007 - September 2014
Layout
Configuration	Straight-4
Displacement	1.6 L; 97.5 cu in (1,598 cc) 2.0 L; 121.7 cu in (1,995 cc)
Compression ratio	16.1:1-16.5:1
Combustion
Turbocharger	Wastegate sequential twin-turbo (some versions)
Fuel system	Common rail direct injection
Fuel type	Diesel fuel (DIN EN 590)
Cooling system	Water-cooled
Output
Power output	70–152 kW (95–207 PS; 94–204 bhp)
Torque output	235–450 N⋅m (173–332 lb⋅ft)
Emissions
Emissions control systems	EGR DPF
Chronology
Predecessor	BMW M47
Successor	BMW B47

BMW N47 is a four-cylinder common rail diesel engine that has many improvements over its predecessor, the M47. In 2014 it was replaced with the B47.

First use

The N47 engine debuted in March 2007 in the facelifted 1 Series BMW E87 and E81 and was available in the 1 Series BMW E82 and E88, which were introduced later in the same year.

Usage in other models

The engine also became available in the 5 Series BMW E60 and E61 from September 2007, several months after the 5 series was face lifted, during which time the older M47 remained available.

In the 2008 model year 3 Series E90/E91/E92/E93 when the entire 3 series range gained the company's Efficient Dynamics technology. Not long after it became available in the X3 and has since then become available in the X1.

The N47 comes as a 1.6 L; 97.5 cu in (1,598 cc) (D16) and 2.0 L; 121.7 cu in (1,995 cc) (D20) unit, the latter identical in capacity to the BMW M47TU/TU2 series.

85kW version

The 85 kW (116 PS; 114 bhp) tune is for the entry level E81 and E87 116d, as well as the entry level 3 Series E90 316d. It was also used in the 3 Series F30 316d.

105kW version

The 105 kW (143 PS; 141 bhp) model was used in the

• E81, E82, E87 and E88 118d
• E90 and E91 318d
• F20 118d
• F30 and F31 318d
• 2009-2015 BMW E84 sDrive18d and xDrive18d
• 2010–present MINI Countryman Cooper SD (R60)
• 2010–present MINI Cooper SD (R56)
• 2010–present MINI Cabrio Cooper SD (R57)
• 2010–2015 MINI Coupe Cooper SD (R58)
• 2012–2015 MINI Roadster Cooper SD (R59)
• 2013–present MINI Paceman Cooper SD (R61)
• 2014–2015 F22 218d
• X3 xDrive18d.

120kW version

A new 120 kW (163 PS; 161 bhp) 360 N⋅m (266 lb⋅ft) derivative was introduced in September 2009 for the 2010 model year. This version featured exceptionally low CO₂ emissions of only 109 g/km (6.2 oz/mi) and fuel consumption of 68.9 mpg

This version was used in the E90 BMW 320d Efficient Dynamics

130kW version

The "standard" x20d model has extra power, producing 130 kW (177 PS; 174 bhp) but 7 lb⋅ft (9 N⋅m) of torque less at 350 N⋅m (258 lb⋅ft). This is found in the

• E81/E82/E87/E88 120d
• E90/E91/E92/E93 320d
• 5 Series E60 and E61 520d
• E84 X1 X1 sDrive20d, X1 xDrive20d and E83 X3 xDrive20d.
• 2014–2015 F22 220d

In Europe, this particular version is one of the most popular engines in the entire range; the best selling 3 series is the 320d, while the 520d is the UK's best selling 5 series.

The updated version of this engine introduced in March 2010 produces 135 kW (184 PS; 181 hp) at 4000 rpm and 380 N⋅m (280 lb⋅ft) at 1750-2750 rpm.

Twin turbo version

In October 2007, BMW introduced a twin sequential turbo model. With 150 kW (204 PS; 201 bhp), it is the first production diesel on sale to achieve a specific output of over 100 bhp (75 kW; 101 PS) per liter. It uses the same turbo technology first shown in the E60 535d.

The 150 kW (204 PS; 201 bhp) model was used in the

• E87 123d
• E84 X1 xDrive 23d
• 2014–2015 F22 225d

Variants

Engine	Displacement	Compression Ratio	Power	Torque	Years
N47D16	1.6 L (1,598 cc)	16.5:1	70 kW (94 hp; 95 PS) at 4,000 rpm	235 N⋅m (173 lb⋅ft) at 1500 - 2750 rpm	2013
			85 kW (114 hp; 116 PS) at 4,000 rpm	260 N⋅m (192 lb⋅ft) at 1500 - 2750 rpm	2012
N47D20	2.0 L (1,995 cc)	16.5:1	85 kW (114 hp; 116 PS) at 4,000 rpm	260 N⋅m (192 lb⋅ft) at 1750 rpm	09/2009
			105 kW (141 hp; 143 PS) at 4,000 rpm	300 N⋅m (221 lb⋅ft) at 3000 rpm	03/2007
			120 kW (161 hp; 163 PS) at 4,000 rpm	340 N⋅m (251 lb⋅ft) at 2000 rpm	09/2009
			130 kW (174 hp; 177 PS) at 4,000 rpm	350 N⋅m (258 lb⋅ft) at 3000 rpm	03/2007
			135 kW (181 hp; 184 PS) at 4,000 rpm	380 N⋅m (280 lb⋅ft) at 2750 rpm	03/2010
		16.1:1	150 kW (201 hp; 204 PS) at 4,400 rpm	400 N⋅m (295 lb⋅ft) at 2000 rpm	03/2010
		16.5:1	160 kW (215 hp; 218 PS) at 4,400 rpm	450 N⋅m (332 lb⋅ft) at 2500 rpm	2011

Timing chain problems

The N47 engine family is prone to excessive timing chain wear and premature failure. Rattling noise from the rear of the engine is indicative of the condition. Timing chain failure may call for engine replacement or a costly repair. The most seriously affected units which require the most extensive repairs were produced from 01.03.2007 to 05.01.2009. However there have been frequent reports of timing chain failure in 1, 3 and 5 series BMW engines manufactured from as early as 2004 until at least 2011 in both the petrol and diesel versions (and hence not just necessarily in the N47 engine). At times the failure has resulted in a dangerous cut out of the engine while the vehicle was being driven - sometimes at relatively high speed. A "Quality Enhancement" was issued by BMW for some, but not all vehicles, but has since been discontinued.

Other issues

The return spring on the turbo's wastegate was not originally lubricated or covered, this frequently resulted in early failure causing the waste-gate to remain partially or fully open. With the subsequent loss in compression, fuel consumption increased by 30–50%. The problem was described by BMW engineers as a "known fault" and was immediately repaired (BMW mobile engineers even carried boxes of an improved spring), however BMW refused to compensate customers for the excessive fuel consumption and denied this fault was their liability.

As the cars equipped with this engine are coming of age, some hoses in the engine bay can start to break down. This is not to be ignored, even though this does not illuminate the CEL, it just sets a code in the ECU. If the vacuum hose supplying the EGR cooler bypass valve gets a hole rubbed in it, or breaks down from old age and oil spray, the EGR cooler won't get bypassed during the engine warmup period. This causes excessive buildup in the cooler matrix, and when the engine warms up these solid chunks of buildup can detach from the EGR cooler and get sucked into the plastic intake tube, melting holes in the intake tube, causing a massive boost leak and in very rare cases an engine fire.

External links

• The UnixNerd's BMW N47 engine page with photos, history and common problems.