BMW N20 Engine

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BMW N20 Engine For Sale

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BMW N20 Engine Specs

Specification Details
Fuel Type Petrol
Displacement 1997 cc
Valvetrain DOHC
No. of valves 16
Power Output in KW 180 KW
Torque Output 350 Nm
Bore x Stroke 84 mm x 90.1 mm
Compression Ratio 10.0:1

BMW N20 Engine FAQ

N20B20 turbo four-cylinder engine production began in 2011 and was intended to replace the six-cylinder N53B25 and the N53B30 inline engines. The aluminum cylinder block has two balancing shafts and steel-encased cylinders in the engine. Forged crankshafts with four offset counterbalances are also included. There are connecting rods that measure 144.35 mm in length. Additionally, the N20B20 comes with FM pistons that have the piston ring shifted negatively. Additionally, N20B20 and N55 engines share a cylinder head that has a variable timing system called Valvetronic III in conjunction with the Double-VANOS system. TVDI, or Turbocharged Valvetronic Direct Injection, is also included in the N20B20 engine. The Mitsubishi TD04LR6-04HR.15TK31-60T Twin-Scroll Turbo System for the N20 engine has a boosting pressure of 17 psi (1.15 bar). The N20's intake manifold looks a lot like the N55's. The Bosch MEVD17.2.4.system is used by the N20 engine.
Exact volume 1.997 l
Cylinder block Aluminum
Food Injector
Number of cylinders 4
Number of valves 4 per cylinder, 16 total
piston stroke 90.1 mm.
Compression ratio 10.2-11
Power Maximum - 245 hp at 5000 rpm.
Torque Maximum - 350 Nm at 1250-4800 rpm.
Fuel Gasoline AI-95-98
Gasoline consumption Up to 8 l/100 km in the garden
Up to 5.7 l/100 km on the highway
Required oil viscosity 5W-30, 5W-40
Engine oil volume 5 l.
Possible grease consumption Up to 700 g/1000 km.
Oil change via 10,000 km, better - after 5-7.5 thousand km.
Resource 250+ thousand km.
tuning potential + 300 hp

Vehicles with BMW N20 engines

Given the success and popularity of the engine, it was actively used and installed on various BMW models:
  1. 2-Series (2014-November)
  2. 3-Series (2012-November)
  3. 4-Series (2013-2017)
  4. 5-Series (2011-2017)
  5. X1 (2011-2015)
  6. X4 (2014-present)
  7. X5 (2013-present)
  8. Z4 (2013-2017).
The BMW N20B20 unit and its modifications are turbocharged internal combustion engines with 4 cylinders and 16 valves. They were on the conveyor in 2011 - then BMW positioned them as a replacement for the outdated 6-cylinder engines N53B25 and N53B30. The design features of the unit are close to standard: an aluminum cylinder block, 2 balancer shafts, steel coating on the cylinders, a forged crankshaft with 4 counterweights. The cylinder head is very similar to the one used in the N55. It uses the Valvetronic system (more on it below) and Doble-Vanos (on both camshafts), TVDI direct fuel injection. The high power is partly provided by Mitsubishi's powerful twin-scroll compressor blowing at 1.2 bar.


The N20B20 engine, like all successful engines of other concerns, received various modifications:
  1. N20B20 is the very first unit of the family, created in 2011. He received a compression ratio of 10, a turbocharger with a force of 1.15 bar, a power of 245 hp. at 5000 rpm. Its torque of 350 Nm is reached at 1250-4800 rpm. Basically, the motor was installed on BMW cars with the 28i index.
  2. N20B20O0 - was intended for cars with an index of 25i. Its power is reduced to 238 hp. (at 5000 rpm), the torque is the same - 350 Nm at 1250-4800 rpm.
  3. N20B20M0 - produced since 2012. The compression ratio is 10, the power is 218 hp. at 5000 rpm; torque - 310 Nm at 1350-4800 rpm. Mostly put on BMW with a prefix in the title 25i.
  4. N20B20U0 - a motor with a high compression ratio (up to 11), a boost pressure of 0.55 bar, a small exhaust. Its power reached only 184 hp. (at 5000 rpm), and the torque is 270 Nm. Installed on BMW with index 20i. The same modification with a compression of 10 and a power of 156 hp. was put on the BMW 18i.
All of these engines are still in production today.


The N20 engines use the Valvetronic system, with the help of which the Bavarian developers have reduced fuel consumption by 10%. Unlike conventional engines, the classic throttle valve is not used here to supply air to the cylinders. The air supply to the chambers is carried out using a variable intake duration. Instead of a throttle valve, a special intake valve with variable height is used. A similar mechanism turned out to be effective - it was called Valvetronic. The N20B20 also uses a turbocharged twin-scroll system. Here the turbine is equipped with two volutes of different diameters. This allows you to consistently keep high torque at both high and low speeds. The engine becomes more responsive and comfortable to drive. Next is the Doble-Vanos system, which involves changing the valve timing. The prefix Double indicates that the system affects two camshafts - on the intake and exhaust valves. The system also reduces fuel consumption and, consequently, the amount of harmful substances emitted into the atmosphere. At the same time, the engine idle becomes smoother, but most importantly, there is a noticeable increase in power at any speed, which is explained by the high accuracy of the system. That is, with an increase in speed, the valves open earlier than at idle, and when high speed is reached, with a delay. However, there were drawbacks to such a system as well. The main one is dependability. Even though the technique is quite straightforward, o-rings eventually tan, play, and wear out. Although Doble-Vanos increases engine output and decreases fuel consumption, engines without it are more dependable since this node is not present.

BMW N20 Engine Problems

And although the N20 series of internal combustion engines is rightfully regarded as successful, they share several drawbacks with the N13 engines. The most typical:
  • Floating Idle: On vehicles with the N20B20 engine and its modifications, it happens rather often. standard and simple to resolve. A filthy idle valve is the most frequent reason. Naturally, the valves operate improperly as a result.
  • Fuel injector wear is the source of engine vibration. One of the frequent issues with BMW engines is this. The air-fuel mixture is wrongly injected when the injectors reach the end of their useful lives; this results in a violation of the motor's dynamic characteristics because the air-to-fuel ratio (lean) is introduced into the cylinders.
  • Broken air mass meter: This causes the ignition system to be delayed, which causes the fuel-air mixture to be too rich. Since there is less air in the combination and more fuel, this naturally results in a higher gasoline consumption.
  • Electronics failure under long-term high loads. It is not advised to use the engine to the fullest extent possible. Engine performance suffers when lubricants and gasoline brands with various octane values are often changed. As a result, you must only use 98th grade gasoline and the BMW-recommended oil.
On the Internet, several professional assessments of a badly designed oil supply system may be found. When a mileage of 100,000 km is achieved, this issue arises in roughly 100% of engines manufactured before 2013. There is a turn of the liners at some point during this time. At the operational stage, it is difficult to detect an issue with the oil supply; the "sickness" is only discovered after it has jammed. After 2013 (the ultimate restyling), this issue is resolved. The N20B20 engine will survive a long time with prompt and routine maintenance, and the majority of its issues are brought on by inappropriate use or natural wear and tear. Replace the timing, VANOS, injectors, and caps every 100,000 kilometers, according to experts. The engine will "refresh" as a result, and it will run for another 100,000 miles without any major issues. If you're fortunate, you'll be able to "run" 160–170 thousand kilometers on factory components before experiencing significant problems. Even if the engine is unlikely to withstand 200 thousand kilometers without maintenance, this is still a fantastic outcome for a contemporary internal combustion engine.


Applying the traditional Stage 1 tuning chip is the simplest approach to boost power from 245 to 280 hp. The power may be raised to 300 hp if you flash it in Stage 2 and change the intercooler, exhaust, and cold intake. It's important to note that tuning and modifications to the BMW N20B20 are not suggested since they will cause the engine to wear out sooner. Tuning and then reducing this amount is an unrealistic exercise given that the ICE data resource exceeds 250 horsepower. The BMW N20 is not one of BMW's great engines, which maintain their performance even after being tweaked.

Does it merit purchase?

The majority of mechanics agree that purchasing a BMW N20B20 before 2013 is a bad choice. There is a good chance that these motors will have an oil supply issue. If the vehicle has traveled more than 100,000 km, the motor has likely already undergone jamming and major overhaul. Since the oil supply issue is likely fixed on such internal combustion engines, it is preferable to use remanufactured BMW N20 engines till 2013, but their cost should also be reasonable. After 2013, it is advised to buy vehicles based on the BMW N20B20. True, their resource may also be made available in four to five years, so there is a chance you might end up using a motor that is just now becoming "ill." How the prior owner utilized it will determine everything.


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