The BMW B47 2.0-liter 4-cylinder diesel engine series has been assembled since 2014 and is installed on cars with front-wheel drive as B47C20, rear-wheel drive as B47D20 and on Mini as B47C20A. These motors exist in two different generations and their updated versions are called B47TU1.
In 2014, the N47 series diesel engines were replaced by new B47 engines from the modular family. Of the features of their design, we note an aluminum cylinder block with a closed jacket, an aluminum 16-valve cylinder head equipped with hydraulic lifters and a timing chain drive. The injection is carried out by the CR Bosch system and it differs depending on the version of the motor: the younger modifications have electromagnetic injectors, the older one uses piezo injectors. Also, the younger versions of the engine have a Garrett GTD1752VRK turbocharger, the older one already has two turbines.
In 2017, the diesel engines of this family were modernized, to distinguish them they are called B47TU1. Now all units have BorgWarner R2S twin turbocharging, and not just older versions, all engines have been equipped with electromagnetic injectors, and not just younger modifications, and the injection pressure has been raised from 2000 – 2500 bar to 2500 – 2700 bar depending on the version. Also, the updated engines received a sophisticated exhaust purification system with AdBlue injection.
Front-wheel drive engine modifications:
- B47C20U0 (150 hp / 330 Nm) installed on BMW 2-Series F45 in 2014 – 2018, 2-Series F46 in 2015 – 2018, X1 F48 since 2015;
- B47C20U1 (150 hp / 350 Nm) installed on BMW 1-Series F40 since 2019, 2-Series F44 since 2020, 2-Series F45 in 2018 – 2021, 2-Series F46 since 2018, X2 F39 since 2018;
- B47C20O0 (190 hp / 400 Nm) installed on BMW 2-Series F45 in 2014 – 2018, 2-Series F46 in 2015 – 2018, X1 F48 since 2015;
- B47C20O1 (190 hp / 400 Nm) installed on BMW 1-Series F40 since 2019, 2-Series F44 since 2020, 2-Series F45 in 2018 – 2021, 2-Series F46 since 2018, X2 F39 since 2018;
- B47C20T0 (231 hp / 450 Nm) installed on BMW X1 F48 since 2015, X2 F39 since 2018.
Rear-wheel drive engine modifications:
- B47D20K0 (116 hp / 270 Nm) installed on BMW 3-Series F30 in 2015 – 2018;
- B47D20U0 (150 hp / 320 Nm) installed on BMW 1-Series F20 in 2015 – 2019, 2-Series F22 in 2015 – 2020, 3-Series F30 in 2015 – 2018, 3-Series F34 in 2015 – 2020, 4-Series F32 in 2015 – 2017, 5-Series F10* in 2014 – 2017, X3 F25* in 2014 – 2017 (*on 5-Series and X3 models, the engine develops 150 hp and 360 Nm);
- B47D20U1 (150 hp / 350 Nm) installed on BMW 3-Series G20 since 2019, 5-Series G30 since 2018, X3 G01 since 2017;
- B47D20O0 (190 hp / 400 Nm) installed on BMW 1-Series F20 in 2015 – 2019, 2-Series F22 in 2014 – 2020, 3-Series F30 in 2015 – 2018, 3-Series F34 in 2015 – 2020, 4-Series F32 in 2015 – 2020, 5-Series F10 in 2014 – 2017, X3 F25 in 2014 – 2017, X4 F26 in 2014 – 2018;
- B47D20O1 (190 hp / 400 Nm) installed on BMW 3-Series G20 since 2019, 4-Series G22 since 2020, 5-Series G30 since 2017, 6-Series G32 since 2018, X3 G01 since 2017, X4 G02 since 2018;
- B47D20T0 (224 hp / 450 Nm) installed on BMW 1-Series F20 in 2015 – 2019, 2-Series F22 in 2015 – 2019, 3-Series F30 in 2015 – 2018, 4-Series F32 in 2016 – 2017, X5 F15* in 2015 – 2018 (*on the X5 model, this engine develops 231 hp and 500 Nm);
- B47D20T1 (231 hp / 500 Nm) installed on BMW 5-Series G30 in 2017 – 2019, X3 G01 in 2018 – 2019, X4 G02 in 2018 – 2019, X5 G05* since 2019 (*on the X5 model, this engine develops 231 hp and 450 Nm).
Specifications
| Production years | since 2014 |
| Displacement, cc | 1995 |
| Fuel system | Common Rail |
| Power output, hp | 116 – 231 |
| Torque output, Nm | 270 – 500 |
| Cylinder block | aluminum R4 |
| Block head | aluminum 16v |
| Cylinder bore, mm | 84 |
| Piston stroke, mm | 90 |
| Compression ratio | 16.5 |
| Hydraulic lifters | yes |
| Timing drive | chain |
| Fuel type | diesel |
| Euro standards | EURO 5/6 |
| Engine lifespan, km | ~350 000 |
Disadvantages of the B47C20/B47D20 engine
- Most of the problems with this engine are related to the EGR system, which is called AGR here. In the early years, the valve could clog at 30,000 km and even a recall campaign was carried out. When it is jammed in the open position, the intake manifold bursts due to overheating.
- In second place in terms of frequency of calls to the service station is pollution of the intake manifold and channels in the block head, which leads to loss of traction and unstable engine operation. In the most advanced cases, the intake swirl flaps can jam and break off.
- In general, timing chains on B-series engines serve well and much longer than on the N-series, but with excessively active operation, they can stretch up to 200,000 km. There is already a budgetary procedure for replacing these chains without removing the power unit.
- Like all modern diesel engines, these engines require quality fuel, maintenance and consumables, or you will have many problems with the Common Rail system. Also, a lot of trouble can throw you an exhaust cleaning system and a particulate filter.
