BMW N47 engine

Engine characteristics N47D20

Production	Steyr Plant
Engine brand	N47
Release years	2007-2017
Block material	aluminum
engine's type	diesel
Configuration	in-line
Number of cylinders	4
Valves per cylinder	4
Piston stroke, mm	90
Cylinder diameter, mm	84
Compression ratio	16.5
Engine volume, cc	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 regulations	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) - city - track - mixed.	6.0 4.1 4.8
Oil consumption, g/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
Operating temperature of the engine, hail.	90
Engine resource, thousand km - according to the plant - on practice	- 250+
Tuning, HP - potential - no loss of resource	250+ n.a.
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

Reliability, problems and repair of the BMW N47 engine

On a BMW 1-series car in the E87 body, 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 liners, two balancer shafts and an 84mm bore. 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 thickness of the valve stem is 5 mm.
The BMW N47 engines received a common rail injection system and a turbocharger with an 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 behind the motor. The resource of the timing chain on the N47 is designed for the entire life of the motor, but in reality there is no durability, problems with the chain are described 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 displacement of 1.6 liters was produced - N47D16, as well as a 6-cylinder diesel engine N57.

Since 2014, the N47 engine 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 turbine. Power 116 hp at 4000 rpm, torque 260 Nm at 1750-2500 rpm. This motor is 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 on a weaker motor, solenoid nozzles are used on the N47D20U0. This power plant was installed on the 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 engine is DDE7.1, and the turbine is MHI TF035HL, which blows 1.55 bar, piezoelectric injectors with a higher rail pressure are also used. 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's a Twin Turbo version with two BorgWarner KP35 and K16 turbochargers, 2 bar boost, 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. Such engines were on the BMW 123d E87 and X1 E84.
5. N47D20K1 / N47TU (2011 - 2015) - the motor that replaced the N47D20K0. It has an IHI RHV4-T39 turbine and an ECU DDE7.1. 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) - the motor that replaced the N47D20U0. An IHI RHV4-T39 turbocharger and ECU DDE7.1 are installed here. Power is 143 hp. at 4000 rpm, torque 320 Nm at 1750-2500 rpm. Despite almost the same performance as the regular N47, the N47TU has slightly more mid-range power. 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.
7. N47D20O1 / N47TU (2010 - 2017) - this engine replaced the N47D20O0. It uses an MHI TF035HL turbine and an ECU DDE7.1. Power 184 hp at 4000 rpm, torque 380 Nm at 1750-2750 rpm. It was installed on the BMW 120d F20, 220d F22, 320d F30 / E90, 328d F30, 420d F32, 520d F10, X1 E84 and X3 F25. For cars BMW 320d EfficientDynamics and X1 EfficientDynamics, a version was 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 that replaced the N47D20T0. This motor was equipped with BorgWarner K16 and KP35 turbines, a 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. He stood on the BMW 125d F20, 225d F22, 325d F30, 425d F32, 525d F10, X1 E84 and X5 F15.
9. N47C20U1 (2011 - 2014) - N47D20U1 version for Mini Cooper SD.

Problems and disadvantages of BMW N47 engines

1. Noise from the back of the motor. The most famous disease is N47, which is caused by a stretched 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 pulling with this is not worth it, otherwise a break may occur. An additional nuisance with replacing the chain on the N47 diesel is the need to remove the engine, because the chain is located at the back. In engines until 2009, the chain is changed along with the crankshaft.
2. Extraneous sounds can also be caused by the crankshaft damper, it serves about 100 thousand km, sometimes more, then it needs to be replaced.
3. Swirl flaps. By analogy with the M47, swirl flaps are installed here 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 soot. To prevent this from happening, it is better to turn off the EGR valve, and clean the dampers together with the manifold or, even better, remove them and put on the 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 stuff.

In addition, overheating of this motor 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 cylinder block without cracks. The resource of turbines is about 200 thousand km, but it can be more.
The resource of the BMW N47 engine depends on maintenance, and if diseases are cured in time, it can exceed 250-300 thousand km or more.
To reduce the likelihood of problems with the engine, it is advisable to change engine oil more often, use only the original recommended by the manufacturer, also pour normal fuel, service it on time and not drive at full speed.

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. Flashing N47 to 116d and 118d in 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, can be pumped up to 210-220 hp. The N47 TOP engine allows you to remove 240-250 hp with the help of chip tuning.
N47TU engines with 116 hp and 143 hp make it possible to obtain 185-200 hp on a standard turbine.
Versions N47TU 184 hp stitched in 215, and with a downpipe in 230 hp.
The top N47S1 gives a chance to get 240+ hp with firmware, and 280 hp with downpipe.

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

BMW petrol engines

• M240/M241 (1954-1962) 0.2-0.3 l.

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

A new generation of engines installed on MINI and BMW cars:

• B38 (since 2011) 1.2-1.5 liters. (DOHC)

Inline 4-cylinder BMW petrol engines

An in-line four-cylinder engine or straight four-cylinder engine is an internal combustion engine that is mounted in a straight line or along the plane of the crankcase.

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

An in-line four-cylinder engine is designated I4 or L4. Below is the BMW engine range:

• DA - engine for Dixi (1929-1932) 0.7 l.
• M68 (1932-1936) 0.7-0.8 l.
• M10 (1960-1987) 1.5-2.0 liters. (SOHC)
• S14 (1986-1991) 2.0-2.5 liters. (DOHC)
• M40 (1987-1995) 1.6-1.8 liters. (SOHC)
• M42 (1989-1996) 1.8L (DOHC)
• M43 (1991-2002) 1.6 / 1.8 / 1.9 liters. (SOHC)
• M44 (1996-2001) 1.9L (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) 2.0L (turbocharged, DOHC, VANOS, VALVETRONIC, direct injection) - won the international award "Engine of the Year in Europe"
• N26 (2012) 2.0L (turbocharged, DOHC, VANOS, VALVETRONIC, direct injection)
• B48 (2013)
• P45 (2.0 l.)

BMW in-line 6-cylinder petrol engines

They are 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 are rotated by 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 inclination of the cylinders, the engine is usually called 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-twin engine is the second most popular after the inline four-cylinder engine. Camber angles are 90, 60 or 120 degrees. There are also options 15°, 45°, 54°, 65° or 75°.

At the moment, BMW produces 6-cylinder engines with an in-line arrangement of cylinders.

Below are the modifications of BMW engines:

• M78 (1933) 1.2-1.9 L.
• 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 L.
• M20 (1977) 2.0-2.7 L. (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) 3.5L for M1/M5/M6
• S38 (1986 - 1996) up to 3.8 liters. (DOHC)
• M102 (1980) 3.2 L. (turbo)
• M106 (1982) 3.4L (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) 3.0L (for BMW M3)
• S52 (1996) 3.2L (for BMW M3)
• M54 (2000) 2.2-3.0 L. (aluminum DOHC 24V with Double-VANOS)
• M56 (2002) 2.5 L.
• S54 (2002) 3.2L (DOHC) - six Engine of the Year awards
• N51 (motor for US 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) 3.0L (aluminum DOHC 24V turbocharged) - 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) 3.0L (TwinPower Turbo, Valvetronic and High Precision Injection)
• S55 (2013) 3.0L (TwinPower Turbo, VALVETRONIC and Double-VANOS)

V-shaped 8-cylinder BMW gasoline engines

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

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

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

Below are BMW 8-cylinder 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 awards "Engine of the Year"
• N62 / S (2004-2006) 4.8 liters. for X5 4.8is
• P60B40 (2005) 4.0L
• S65 (2007) 4.0L for E90/92/93 M3 two International Engine of the Year awards
• N63 (2008) 4.4 l. turbocharged
• S63 (2009) 4.4L turbocharged (TwinPower Turbo)
• P65 (4.0 l.)

V-shaped 10-cylinder petrol 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 inline 5-cylinder engines.

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

V-shaped 12-cylinder BMW power units

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

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

BMW was the first German manufacturer to release a V12 engine in 1986, forcing Mercedes-Benz to follow suit in 1991. Only 7 and 8 series cars used V12 engines. While BMW sells far fewer 7-Series V12-powered vehicles than V8 versions, the V12 remains popular in the US, China and Russia, and maintains the prestige of this luxury car brand.

V-shaped 16-cylinder BMW petrol engines

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

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

BMW diesel engines

• B37 (since 2011) 1.5 l.

BMW in-line 4-cylinder diesel engines

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

Inline 6 cylinder BMW diesel engines

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

V-shaped 8 cylinder BMW diesel engines

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

BMW engine number decoding

Explanation and designation of the BMW ICE according to the engine model:

• engine family, mainly denoted by the letter:
  • M - engine developed until 2001;
  • N - engine developed after 2001. Starting in the early 2000s, BMW revised its naming strategy to make it easier to understand and get more information about engine upgrades. An innovation for the N Series engines was a new design, material for the manufacture of parts and technology used in the motor itself;
  • B - modular engine. Since 2013, BMW has begun to introduce a new family of modular engines. The first vehicles to receive the new "B" series engines were a hybrid sports car and a range of compact Minis. Both of these cars were equipped with a 3-cylinder turbocharged B38 engine - direct injection - Valvetronic. The modular B Series 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 and 6-cylinder B series engine). Engine displacement increases in 500 cc increments - 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;
• change in the basic concept of the engine, where:
  • 0 - base engine;
  • 1-9 - changes in the original design, such as the combustion process;
• fuel type:
  • B - gasoline;
  • D - diesel;
  • E - electric;
  • G is natural gas;
  • H - hydrogen (hydrogen);
• engine displacement in 1/10 liters (indicated by two digits), 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 - "upper exit";
    • M - "medium output";
    • 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 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 engines, except for M series engines and replaces the previous TU suffix:
  • from 0 to 9;

BMW also has a different numbering system for domestic production and use. This is the code stamped on the side of the cylinder block used at the BMW assembly plant and during other service when it comes to the actual engine identity. 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 size 3.0 liters;
• 6 - six-cylinder engine;
• T is the type of engine, in this case a power unit with a turbine;
• 2 - index of differentiation;
• 04 - revision number, in this case the 4th;
• N - new engine;

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

• 40 - engine size 4.0 liters;
• 8 - the number of cylinders;

By the release of the restyled version of the BMW X3 Facelift in 2014, a new generation of diesel engines was introduced, which in subsequent years may become an integral part of the European BMW car fleet. The B47 engine, like its N47 predecessor, has four cylinders and a 2.0 liter displacement. Numerous improvements were aimed at reducing fuel consumption and improving the sound of the engine. In an interview, Christian Bock, head of the new engine development project, revealed many of the technical features of the new 4-cylinder diesel unit, which is offered in 150 and 190 hp versions.

The importance of an economical yet powerful diesel engine to the European market cannot be overestimated. 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 X1 and X3 off-road models. With the release in 2014 of the restyled version of the BMW X3 F25 LCI, the previously used N47 engine will retire and will be replaced by the new BMW B47.

Like its predecessor, the B47 has four cylinders in line, common rail injection, 1,995 cubic centimeters of displacement and a single variable geometry turbocharger.

While the N47 in the x18d and x20d versions 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 has 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 driving characteristics of the BMW X3. Thus, the X3 xDrive20d is able to reach the mark of 100 km / h 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 meets the Euro 6 environmental standard and is characterized by reduced fuel consumption in the Euro cycle. Depending on the type of transmission and series of production, the reduction in fuel consumption is 0.1-0.4 liters. However, whether a four-cylinder diesel engine will always show moderate appetite in practice remains to be seen. In the case of the X3 sDrive18d, the low rolling resistance tires ensured the car's standard consumption of 4.7 liters per 100 km and the status of the most economical SUV in its class.

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

In the ranking of the best motors, it is no coincidence that M series: although they are complex for their time, they are powerful and reliable units. And here ruler N, which replaced them, as if created for queues in the service. So, for example, all N-series motors do not have an oil dipstick. The sensor often lies, while the oil consumption is on average 1 liter per thousand km. Result - oil starvation. Other typical problems - timing chain stretch already by 80 thousand km, the resource of valve stem seals is only 30 thousand km. Many components and parts are capricious even before the wear of the CPG. There is no need to talk about the high cost of original spare parts for BMW engines and the cost of engine overhaul.

And at the same time, it was the N-series motors that were repeatedly recognized as the best in prestigious competitions in various categories. Marvelous.

N45

This motor was produced from 2004 to 2011 and was installed on the BMW 116i, BMW 316i (E90), BMW 320si.

He is known for his gluttony with a relatively modest return, especially in the 1.6-liter version. Intermittent operation and trouble with the timing chain, too, unfortunately, have become its characteristic features. And the problem chain stretching and jumping on several links could not be solved before the termination of serial production of the N45. In addition, owners of the 320si series with this engine encountered cracks in the cylinder block - due to insufficiently dense wall between them.

N47

A common engine has been produced since 2007 and installed on BMW 118d, 120d, 123d, BMW 318d, 320d, BMW 520d, BMW X1 18d, 20d, 23d, BMW X3 1.8d, 2.0d. Volume - from 1.6 to 2.0 liters, power - up to 218 "horses".

At first, diesel N47s behaved very well: acceptable fuel consumption and excellent traction. But after several years of operation, signs of chronic diseases began to appear with characteristic noise - sprains and even timing chain break, wear of shaft sprockets. As a result, the engine goes into emergency mode, at best. At the same time, the chain on the first N47 went only 50-60 thousand km! And to replace it, it was necessary to remove the motor. The problem with the chain was solved only in the spring of 2011.

Another typical N47 sore that does not manifest itself in any way is cracking of the cylinder block from the inside. The icing on the cake is the wear and tear of piezoelectric injectors, which have a limited resource, but are stunning. Yes, still intake manifold flaps in the event of a breakdown, they fell directly under the valves and cylinders, the consequences - until the replacement of the internal combustion engine.

N46

Gasoline engines with a volume of 1.8 and 2.0 liters replaced the similar N42 in 2004 and were installed on many models of 1-series and 3-series, 5-series, as well as X3 crossovers.

The full list of victims is as follows: BMW 120i, BMW 318i, 320i, BMW X3 2.0i.

It seems that nothing foreshadowed - 4 cylinders, a modest 156 hp, naturally aspirated. But the desire to increase efficiency while maintaining power did not lead to good. The designers screwed into the N46 all the achievements of the automotive industry at that time. Here you have a throttleless intake, a phase control system, and extreme operating temperatures. The result is predictable: coking of oil in the grooves of the piston rings and wear of the valve stem seals. The result is excessive gluttony and engine oil starvation. At the same time, the plastic guides and washers in the timing drive are destroyed, they simply crumble into the crankcase. Let's add a quick failure of the hydraulics - we will get a major overhaul after 3-4 years of operation. Best case scenario.

The owners tried to prevent trouble in advance by filling AI-98 and changing the oil as often as possible. But it helped only at some stage.

N63 4.4 Biturbo

These "hot" engines have been installed since 2008 on many models: BMW 750i / Li, BMW X5 / X6 50i, BMW X6 ActiveHybrid, BMW 550i, BMW 650i.

The main trouble with the N63 4.4 Biturbo is the problem with cooling the collapse of the V-shaped block. As a result - a zone of thermal stress between the two turbochargers, sintered oil, increased wear of the camshaft cams and a change in valve timing. Hence the drop in compression in the cylinders.

By 2012, the designers presented a modified N63B44TU with a capacity of 450 hp. But it is even more complex structurally, which inspires certain suspicions.

Do not miss the review of the most popular BMW models:

• E60 - watch
• E83 - watch
• X5 - watch
• E90 - watch.

Probably, the debate about which motors are better will never subside. All motorists are conditionally divided into several "camps", the largest of which are fans of German, Japanese and American brands. In this article, we will consider the most successful, in our opinion, BMW engines and talk about their reliability.

Among BMW owners, you can easily find those who own a car with a real mileage of more than 500,000 kilometers, you can even meet those whose speedometer will have a mark of 1,000,000 kilometers. And this is not a myth, such engines really exist.

We placed the M57 engine in the category of the best diesel units. This six-cylinder diesel engine has established itself as a very reliable and at the same time quite dynamic power unit. His merits can be safely attributed to the change in the perception of diesel engines as "motors for pensioners", "tractor engines for taxis", etc. A striking example is the BMW 330d in the back of the e46, whose dynamics were impressive without exaggeration.

M57 engines were produced from 1998 to 2008 in several modifications with a capacity from 201 to 286 horsepower and were installed on most models of those years. In addition, Range Rover Vogue was also equipped with these engines. It is worth noting that the predecessor of the M57 diesel engine, the M51 engine, which stood on the assembly line from 1991 to 2000, did not differ in the same reliability, although it easily “nurtured” up to 500,000 kilometers without overhaul.

We gave the next place on the list to the M60 V-shaped eight-cylinder engine. It is worth noting right away that V8s in the global automotive industry have established themselves as powerful, but not very reliable engines that hardly “hold out” without major repairs to a mileage of 500,000 kilometers. However, in the case of the M60, BMW designers managed to make a breakthrough. Timing with a double-row chain, careful study of the design and special nickel-silicon (“Nikasil”) coating of the cylinders provided the motor with a long service life. There are documented cases when, with runs close to 500,000 kilometers, when disassembling and debugging it, there was no need even to replace the piston rings. Of course, time takes its toll, and today it is quite difficult to find a “live” motor of those years, but it is still real. During the operation of these engines, BMW decided to abandon the Nikasil coating, which turned out to be sensitive to sulfur impurities in the fuel, in favor of the improved Alusil coating. M60 engines were produced from 1992 to 1998 and installed in the BMW 5 and 7 Series.

For most motorists, the phrase "inline six" is associated with BMW. And one of the representatives of such engines, distinguished by reliability, is the M30, the first modification of which was released back in 1968 and later stood on the assembly line until 1994.

The power of the M30 engine ranged from 150 to 220 horsepower with a displacement of 2.5 to 3.0 liters. The reliability of this motor is due to the simplicity of the design: timing chain drive, cast iron cylinder block, aluminum cylinder head with two valves per cylinder. The margin of safety inherent in the M30 engine allowed Bavarian engineers to make its turbocharged version of the M102B34, the power of which was 252 horsepower. To do this, the engine required a minimum amount of modifications.

M30 engines were equipped with BMW 5 and 7 Series of several generations. With proper maintenance, these motors can easily travel up to 500,000 kilometers without major repairs.

The successor to the M30 was the most "legendary six" - the M50. The working volume of this engine ranged from 2.0 to 2.5 liters, and the power was from 150 to 192 horsepower. Like its predecessor, the cylinder block of this power unit was cast iron, and 4 valves per cylinder were used in the design of the aluminum cylinder head. In addition, later versions of the M50 engine began to be equipped with the Vanos valve timing system. Like the rest of the engines from this article, with timely maintenance, the M50 can easily “nourish” up to half a million kilometers without major repairs. The new generation of this motor, which received the M52 index, despite a more complex design, retained its reputation as a reliable unit, but, as time has shown, it loses to its predecessor in terms of resource and the number of breakdowns.

As for modern turbocharged BMW engines, it is perhaps too early to single out favorites among them ...