| Manufacturer | BMW |
|---|---|
| Production | 1999–2007 |
| Predecessor | BMW M41 |
| Successor | BMW N47 |
| Class | Straight-4 Diesel |
| Engine | 2.0 L (1951 cc/119 in³) 2.0 L (1995 cc/121 in³) |
The BMW M47 is a diesel straight-4 engine produced from 1998 through 2007, using at the beginning of its life high-pressure injection system over the Common Rail (CR)
| Engine | Displacement | Power | Torque | Redline | Year |
|---|---|---|---|---|---|
| M47D20 | 2.0 L (1951 cc/119 in³) | 100 kW (134 hp) @ 4000 | 280 N·m (207 ft·lbf) @ 1750 | 4750 | 1998 |
| 85 kW (114 hp) @ 4000 | 265 N·m (195 ft·lbf) @ 1750 | 2001 | |||
| M47TUD20 | 2.0 L (1995 cc/121 in³) | 85 kW (114 hp) @ 4000 | 280 N·m (207 ft·lbf) @ 1750 | 2003 | |
| 110 kW (148 hp) @ 4000 | 330 N·m (243 ft·lbf) @ 2000-2500 | 4600 | 2001 | ||
| M47TU2D20 | 90 kW (121 hp) @ 4000 | 280 N·m (207 ft·lbf) @ 2000 | 2004 | ||
| 90 kW (121 hp) @ 4000 | 280 N·m (207 ft·lbf) @ 1750-2000 | 2005 | |||
| 120 kW (161 hp) @ 4000 | 340 N·m (251 ft·lbf) @ 2000-2750 | 2004 |
Applications:
Contents |
The original M47 engine was the 1951 cc M47D20. Bowing in 1998, it produced 100 kW (134 hp) and 280 N·m (207 ft·lbf) in its original 320d/520d guise and 85 kW (114 hp) and 265 N·m (195 ft·lbf) in the 318d.
Applications:
BMW 320d models built from approximately September 2001 onwards were fitted with the M47TU (standing for "technical update"). The exact production week is not known but expect it to be after Production Week 33 of 2001 (e.g. one cannot rely on a UK 51 plate registered BMW 320d to have the M47TU).
This updated engine was expanded slightly to 1995 cc, it finally introduced COMMON-RAIL technology similar to an M57 engine ramping up the torque and improved consumption and more boost lower down the rev range, however it added 50 kg in extra weight and emissions were raised slightly. In the UK, the new engine lifted the 320d into the next highest insurance bracket and next highest band for Vehicle Excise Duty (commonly known as Road Tax).
The M47TU was also fitted with twin balancer shafts to counteract the secondary balances inherent in a diesel four-cylinder engine. The M47TU was regarded as so good that BMW made it available in the 320Cd Coupé.
Although an extremely well accomplished piece of engineering,[says who?] the M47TUD20 was not without flaws. A number of common failure points have been highlighted in the engines produced prior to the introduction of the M47TU2D20, chief among which is 'swirl flap' mechanism employed within the inlet manifold. These consist of a number of butterfly valves within each individual inlet tract. These flaps are secured to an actuating rod via two small screws. It has become clear that over time these screws can come loose via vibration etc. When this happens they can end up being drawn into the respective cylinder, causing significant damage to piston, cylinder head and valves. If unlucky further damage can be caused to the turbo if the screw then makes its way through the exhaust valve into the manifold and subsequently into the turbo. These failures have occurred in such quantity that a number of specialist BMW magazines have featured articles on the problem including information on how to remove the swirl flaps [1]. For those who wish to perform some preventive maintenance on the M47TUD20 engine, there are companies who supply and/or fit blanking plugs to allow the removal of these swirl flaps altogether. Subsequent revisions of this engine involved the replacement of the mechanical method of securing these flaps by a one-piece moulded plastic flap that so far appears to have eliminated the problem.
Applications:
The engine was updated again in 2004 as the M47TU2D20. Still at 1995 cc, it produced more power across the range.
Applications: