| BMW N20 engine | |
| Production: | 2011-2017 |
| Configuration: | Inline-4 |
| Head: | Aluminium |
| Block: | Aluminium |
| Displacement: | 1592cc 1997cc |
| Bore: | 84mm |
| Stroke: | 71.8mm 90.1mm |
| Valvetrain: | DOHC, with VVT & VVL |
| Turbocharger: | Single twin-scroll |
| Predecessor: | BMW N52, BMW N53 |
| Successor: | BMW B48 |
| Manufacturer: | BMW |
| Fueltype: | Gasoline |
The BMW N20 is a 1.6and turbocharged four-cylinder DOHC petrol engine with variable valve lift and variable valve timing which replaced the N53 (or BMW N52 in some markets) and was produced from 2011 to 2017 by BMW. Although the N20 is a four-cylinder engine, it is considered a replacement for the naturally aspirated six-cylinder N52/N53 because it powers equivalent models, producing similar horsepower to the N52/N53 with greater low-rpm torque and better efficiency.[1]
The N20 features a twin-scroll turbocharger, double-VANOS (variable valve timing), Valvetronic (variable valve lift), direct injection, automatic stop-start[2] and an electric water pump. The N20 was sold alongside the smaller displacement BMW N13 turbocharged four-cylinder engine. The N20 was placed in Wards Top 10 Engines in 2012.[3]
In 2014, the N20 began to be replaced by its successor, the BMW B48.
It has been well documented in online forums, that thousands of early production N20 engines were manufactured with faulty internal plastic timing chain guides. Evidence indicates that defective polycarbonate compositions were utilized in the manufacturing process for the timing chain guide, and as a result over a very short period of time the rigid plastic guides would break down and deteriorate in the engine with little or no warning. Upon failure of these internal plastic components, the timing chain slackens (becomes loose) and "skips time" by jumping teeth on upper cam shaft sprocket, a phenomenon that causes catastrophic damage to the engine by changing the piston-to-valve synchronization and causing these parts to contact each other.
In 2017, a class action lawsuit[4] was filed by several owners against BMW seeking redress for the faulty units. Plaintiffs in the BMW engine defect class action seek to represent a nationwide Class of consumers affected by timing chain guide and secondary chain failure and wear as well as several subclasses for states such as New Jersey, Illinois, Florida, Utah, New York, Colorado, Texas, Alabama, Oklahoma, Massachusetts, California, Wisconsin, Oregon and North Carolina. In 2018 BMW attempted to dismiss the class action lawsuit.[5] In 2019 U.S. District Judge William H. Walls partially granted and partially denied BMW's motion to dismiss claims that it sold vehicles with a known engine defect. Walls also ruled that the automaker cannot escape the suit entirely.
| Engine | Displacement | Power | Torque | Redline | Year |
|---|---|---|---|---|---|
| N20B16 | 1592cc | 1250NaN0 at 5,000 rpm | 2500NaN0 at 1,500-4,700 rpm | 7,000 | 2013–2016 |
| N20B20 | 1997cc | 1150NaN0 at 5,000 rpm | 2400NaN0 at 1,250-4,500 rpm | 7,000 | 2013–2017 |
| 1350NaN0 at 5,000 rpm | 2700NaN0 at 1,250-4,500 rpm | 7,000 | 2011–2017 | ||
| 1600NaN0 at 5,500 rpm | 3100NaN0 at 1,350-4,800 rpm | 7,000 | 2012–2017 | ||
| 1800NaN0 at 5,000 rpm | 3500NaN0 at 1,250-4,800 rpm | 7,000 | 2011–2017 |
Applications:
125 kW version
Applications:[7]
115 kW version
135 kW version
160 kW version
180 kW version
2016–2018 F15 X5 xDrive40e