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BMW N43
BMW N43
BMW N43
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BMW N43 engine
Overview
Production2007-2011
Layout
ConfigurationInline-4
Displacement1.6 L (1,599 cc)
2.0 L (1,995 cc)
Cylinder bore82 mm (3.23 in)
84 mm (3.31 in)
Piston stroke75.7 mm (2.98 in)
90 mm (3.54 in)
Cylinder block materialAluminium
Cylinder head materialAluminium
ValvetrainDOHC, with VVT
Combustion
Fuel typePetrol
Chronology
PredecessorBMW N46/N45
SuccessorBMW N13

The BMW N43 is a naturally aspirated four-cylinder petrol engine which was sold from 2006 to 2013. It replaced both the BMW N46 and BMW N45 engines.[1] However the N43 was not sold in countries with high sulfur fuel,[2] therefore the N45/N46 engines remained in production alongside the N43.

Compared with its N46 predecessor, the N43 features direct injection.[3]

In 2011, as part of BMW's shift to turbocharging, the N43 was replaced by the BMW N13 turbocharged four-cylinder engine. The N43 suffered various problems in service - breakage of the cam chain plastic guides leading to oil starvation as the debris blocked the oil strainer, and problems with the injectors, coil packs and the NOx sensor.

Versions

[edit]
Version Displacement Power Torque Year
N43B16 1,599 cc (97.6 cu in) 90 kW (121 bhp)
at 6,000 rpm		 160 N⋅m (118 lb⋅ft)
at 4,250 rpm		 2008-2011
N43B20 1,995 cc (121.7 cu in) 185 N⋅m (136 lb⋅ft)
at 3,000 rpm		 2007-2011
105 kW (141 bhp)
at 6,000 rpm		 190 N⋅m (140 lb⋅ft)
at 4,500 rpm
125 kW (168 bhp)
at 6,700 rpm		 210 N⋅m (155 lb⋅ft)
at 4,250 rpm

N43B16

[edit]

The N43B16 has a displacement of 1,599 cc (97.6 cu in) and produces 90 kW (121 bhp) and 160 N⋅m (118 lb⋅ft).[3] It is the successor to the BMW N45 engine and, as per the N45, does not have Valvetronic.[4]

Applications:

  • 2007-2009 E87 116i
  • 2008 E90 316i

N43B20

[edit]

The N43B20 has a displacement of 1,995 cc (121.7 cu in) and produces up to 125 kW (168 bhp) and 210 N⋅m (155 lb⋅ft).[3][4]

In 2009, the 1,995 cc (121.7 cu in) N43B20 replaced the 1,599 cc (97.6 cu in) N43B16 in the 116i and 316i. Power remained at 90 kW (121 bhp), however torque was increased.

Applications: 90 kW (121 bhp) version

105 kW (141 bhp) version

125 kW (168 bhp) version

See also

[edit]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

BMW N43

View on Grokipedia
from Grokipedia
The N43 is a family of naturally aspirated straight-four petrol engines produced by from 2007 to 2011, notable for introducing direct fuel injection to the company's four-cylinder lineup. It succeeded the N42 and N46 engines, incorporating advanced technologies such as variable valve lift, double variable valve timing, and piezo-electric direct injectors to achieve improved efficiency and performance without turbocharging. The engine family was manufactured at BMW's Hams Hall plant in the and was not offered in the North American market. Key features of the N43 include an all-aluminum construction with a ladder-type for rigidity, a chain-driven DOHC valvetrain with 16 valves, and an electronic throttle system, all managed by the MSD 81.2 . It also incorporates (EGR), a sensor, and three oxygen sensors for emissions control, contributing to compliance with Euro 5 standards. The design emphasized a of around 7,000 rpm in higher-output variants, with oil capacity of 4.25 liters using BMW Longlife-04 specification. While praised for its smooth power delivery and fuel economy, the N43 has been noted for potential reliability concerns, including injector failures and timing guide wear, particularly in higher-mileage examples. The N43 was offered in two displacements: the 1.6-liter N43B16, with a bore of 82.0 mm and stroke of 75.7 mm, producing 122 hp (90 kW) at 6,000 rpm and 160 Nm of torque at 4,250 rpm; and the 2.0-liter N43B20, with a bore of 84.0 mm and stroke of 90.0 mm, available in variants outputting 122 hp (N43B20K0) at 6,000 rpm, 143 hp (N43B20U0) at 6,000 rpm, or 170 hp (N43B20O0) at 6,700 rpm, with torque ranging from 185 to 210 Nm. Both shared a compression ratio of approximately 12:1 and direct injection for enhanced combustion efficiency. Applications included the BMW 1 Series (E87/E88 models such as 116i, 118i, and 120i), 3 Series (E90/E91 such as 318i and 320i), and select 5 Series (E60 520i), where it powered rear-wheel-drive configurations with either manual or automatic transmissions. The N43 was eventually superseded by the turbocharged N13 engine family starting in 2011, as BMW shifted toward forced induction for better efficiency and emissions.

Introduction

Overview

The BMW N43 is a naturally aspirated inline-four featuring direct fuel injection, developed by as part of its N-series engine family. It was produced from 2007 to 2013 at the BMW Plant Hams Hall in Coleshill, , succeeding the supercharged N45 and the port-injected N46 engines while marking BMW's first mass-produced four-cylinder engine with direct injection technology. This engine represented a shift toward improved and emissions compliance without , incorporating Double for enhanced performance across the rev range. The engine was not offered in the North American market. Available in displacements ranging from 1.6 liters to 2.0 liters, the N43 variants include the N43B16 with a bore of 82 mm and of 75.7 mm, and the N43B20 with a bore of 84 mm and of 90 mm, both maintaining a of 12.0:1. Power outputs span from 90 kW to 125 kW, with ranging from 160 Nm to 210 Nm, providing a balance of responsiveness and economy suitable for compact and midsize models. The engine employs an aluminum block and , augmented by magnesium components such as the valve cover, to reduce overall weight and improve thermal management. In 2011, the N43 was succeeded by the turbocharged N13 engine, aligning with BMW's broader transition to forced-induction designs for future efficiency gains and performance standards.

Development history

The development of the BMW N43 engine began in the mid-2000s as part of the company's EfficientDynamics initiative, aimed at enhancing fuel efficiency and reducing emissions in naturally aspirated powertrains without relying on forced induction. This effort was driven by the need to comply with impending Euro 5 emissions regulations, achieve fuel consumption reductions of approximately 10-15% compared to predecessor engines, and integrate direct injection technology into four-cylinder petrol engines for improved combustion efficiency and control. Conceptual work commenced in 2005, with production approval granted in 2006, leading to the engine's market debut in 2007 for the 1 Series lineup and its expansion to the 3 Series in 2008. collaborated with Bosch on the high-pressure direct injection system, which enabled precise fuel delivery. Early testing emphasized durability under the stresses of direct injection operations, including pressures reaching up to 200 bar, to ensure long-term performance in real-world conditions. The N43's production run was relatively brief, spanning from 2007 to 2013, as BMW transitioned to the turbocharged N13 engine to address stricter Euro 6 emissions standards introduced in and growing market demands for higher output from smaller-displacement units. Additionally, the engine's direct injection components proved sensitive to high-sulfur fuels, leading to its exclusion from certain markets where fuel quality did not meet low-sulfur requirements, thereby limiting its global adoption.

Design features

Engine architecture

The BMW N43 is a naturally aspirated inline-four featuring a double overhead (DOHC) layout with four valves per , totaling 16 valves, to facilitate efficient gas flow and high-revving performance. This configuration builds on BMW's established inline-four philosophy, emphasizing compactness and balance for transverse or longitudinal mounting in compact and midsize vehicles. The core structure prioritizes lightweight construction to reduce overall vehicle mass while maintaining structural integrity under operational stresses. The employs an all-aluminum design with a ladder-type structure for rigidity, providing a favorable strength-to-weight , with integrated cast-iron liners to enhance resistance and stability during cycles. The aluminum , redesigned to accommodate direct injection, is paired with a separate cast-iron . Supporting this is a forged with a lightweight profile and counterweights for optimized rotational dynamics, journaled in five main bearings to ensure smooth operation and longevity. The , supplied by Mahle, feature low-friction coatings on the skirts and rings to minimize energy losses, along with internal oil-cooling channels that direct oil flow to the underside of the crowns, mitigating the elevated temperatures associated with injection . cooling is further augmented by oil spray jets mounted in the , which provide targeted and heat dissipation under load. The cooling system is water-based, utilizing an electric water pump for demand-controlled circulation and a map-controlled that adjusts flow based on engine parameters to accelerate warm-up and maintain optimal operating temperatures. Lubrication follows a conventional arrangement, with oil stored in the lower pan and drawn by a variable-volume oil pump regulated by the to balance pressure needs and fuel efficiency across operating conditions. This architecture integrates seamlessly with BMW's double system, where the DOHC setup and lightweight components enable precise adjustments without compromising structural rigidity.

Valvetrain and timing

The BMW N43 engine employs a double () system on both the intake and exhaust s, enabling continuous adjustment of camshaft phasing to optimize torque delivery across the engine's operating range. This system hydraulically actuates the s using oil pressure controlled by solenoid valves, with an adjustment range of up to 60 degrees of rotation (equivalent to 30 degrees of camshaft rotation). By dynamically advancing or retarding the cam timing based on engine load and speed, double improves , enhances low-end torque, and contributes to smoother power delivery without compromising high-RPM performance. The uses hydraulic bucket tappets for automatic lash adjustment, maintaining precise valve clearances and minimizing wear across varying conditions. Airflow is controlled by an electronic body (ETB), which replaces a traditional mechanical and allows the MSD 81.2 (ECU) to precisely regulate intake air based on driver input and engine parameters. The double and ETB systems integrate seamlessly with the ECU, which monitors parameters such as position, engine speed, load, and to make real-time adjustments. This synergy enables stratified charge operation in low-load scenarios, enhancing combustion efficiency and providing benefits including improved fuel economy over port-injected predecessors, reduced CO2 emissions through better air-fuel mixture control, and a broader usable powerband for responsive driving dynamics. The precise management also helps lower () formation, contributing to compliance with stringent emission standards.

Fuel and ignition systems

The BMW N43 engine employs BMW's High Precision Injection (HPI) system, a second-generation technology featuring piezo-electric injectors centrally mounted in the for precise fuel delivery. These injectors operate across a pressure range of 5 to 200 bar, enabling spray-guided combustion where fuel is atomized directly into the chamber to optimize mixture formation. The high-pressure fuel pump, mechanically actuated by a dedicated lobe, supplies pressurized fuel to the , achieving up to 200 bar to support both stratified and homogeneous injection modes. At low engine loads, the system utilizes stratified charge mode for operation with an air-fuel ratio exceeding 1, promoting by creating a rich ignition kernel surrounded by lean mixture. Under higher loads, it transitions to homogeneous mode with stoichiometric combustion ( 1) for maximum power output. The MSD 81.2 (ECU) manages injection timing and enables up to three injections per cycle. Knock detection is provided by piezoelectric sensors mounted on the cylinder block, enabling adaptive ignition adjustments. The features a coil-on-plug configuration with individual high-energy coils per , paired with long-life spark plugs (NGK ZKBR7A-HTU) for reliable sparking under varying loads. The N43 requires unleaded with a RON rating of 95-98 and is particularly sensitive to content exceeding 50 ppm, which can lead to injector deposits and reduced performance. Emissions management includes a close-coupled three-way positioned near the for rapid light-off, supplemented by an sensor to monitor and ensure compliance with (OBD) standards. This setup, combined with stratified operation, reduces CO2 and emissions while maintaining efficiency.

Specifications and variants

N43B16

The BMW N43B16 is the 1.6-liter variant of the N43 engine family, featuring a displacement of 1,599 cc achieved through a bore of 82.0 mm and a stroke of 75.7 mm. This configuration allows for a compact suitable for entry-level compact vehicles, with the engine producing 90 kW (122 PS) at 6,000 rpm and 160 Nm of at 4,250 rpm. The stands at 11.7:1, supporting efficient combustion in its naturally aspirated setup. Equipped with direct fuel injection and double , the N43B16 delivers responsive performance while maintaining reasonable efficiency. It reaches a of 7,300 rpm, enabling a rev-happy character, and in models like the 116i, achieves 0-100 km/h acceleration in approximately 10.9 seconds. Fuel economy is rated at around 6.0 L/100 km combined under the EU cycle, balancing everyday usability with modest power output. Compared to the larger N43B20, the N43B16 employs a shorter stroke, promoting higher engine speeds and better suitability for lighter, efficiency-oriented applications in vehicles such as the 116i and 316i. Produced from 2007 to 2011 primarily for European markets, this variant contributes to agile handling in its host chassis.

N43B20

The N43B20 is the 2.0-liter variant of the N43 engine series, distinguished by its displacement of 1,995 cc, resulting from a bore of 84.0 mm and a stroke of 90.0 mm. This configuration provides greater power potential than the smaller N43B16, enabling broader application in performance-oriented models. Produced from 2007 to 2011 at BMW's Hams Hall plant, the engine features a of 12.0:1, supporting efficient combustion in its naturally aspirated design. The N43B20 is available in three primary power tunes, differentiated primarily by ECU mapping and intake system variations. The lowest output N43B20K0 delivers 90 kW (122 PS) at 6,000 rpm and 185 Nm of at 3,000 rpm. The standard output N43B20U0 delivers 105 kW (143 PS) at 6,000 rpm and 190 Nm of at 4,250 rpm, while the higher tune N43B20O0, introduced in for sportier applications, produces 125 kW (170 PS) at 6,700 rpm and 210 Nm at 4,250 rpm. These variants achieve redlines of 7,000 rpm and 7,200 rpm, respectively, contributing to 0-100 km/h times of approximately 8.7-9.9 seconds in equipped vehicles, such as the E90 318i and 320i. Combined fuel economy ranges from 6.0-7.0 L/100 km, varying by tune and transmission. The N43B20 emphasizes lightweight aluminum construction for improved . Like other N43 engines, it incorporates direct injection and dual for enhanced efficiency and responsiveness, though this section focuses on its specific displacement and output characteristics. It powered models including the 118i, 120i, 318i, and 320i across the 1 Series and 3 Series lineups.

Applications

1 Series models

The BMW N43 engine was fitted to the E87 five-door and E81 three-door variants of the 1 Series from 2007 to 2011. The N43B20 powered the 118i model at 105 kW output during this period, while the 120i used the same engine at 125 kW starting in 2007 and running through 2011. The entry-level 116i model employed the N43B16 variant, producing 90 kW, from 2007 to 2011. In the E88 convertible body style, the N43B20 was installed in the 118i and 120i models over similar years, though the performance-oriented E82 1M Coupe did not receive this engine. All N43-equipped 1 Series models utilized with options for a six-speed manual or , achieving top speeds between 210 and 225 km/h depending on the variant and configuration. These models were targeted mainly at the European and Asian markets and were not available in . The E8x generation's total production exceeded 1.5 million vehicles.

3 Series models

The N43 engine was fitted to the E90 sedan and E91 Touring variants of the 3 Series from 2008 to 2011, primarily in entry-level petrol models to meet European emissions standards while providing efficient performance. The 316i models utilized the N43B16 variant, delivering 90 kW (122 PS) and 160 N⋅m of , enabling a 0-100 km/h time of approximately 11.0 seconds and a top speed of 210 km/h (electronically limited). The 318i and 320i employed the N43B20, with the former tuned to 105 kW (143 PS) and 190 N⋅m for a 0-100 km/h sprint of 9.1 seconds and a limited top speed of 210 km/h, while the latter offered 125 kW (170 PS) and 210 N⋅m, achieving 8.2 seconds to 100 km/h and up to 228 km/h. In the E92 coupé and E93 convertible body styles, the N43B20 powered equivalent 318i and 320i models from 2008 to 2011, maintaining the same power outputs as their sedan and Touring counterparts but with tuning optimized for the sportier two-door platforms. These applications emphasized balanced handling dynamics suited to the 3 Series' larger wheelbase compared to smaller models, with the engine's direct injection and system contributing to responsive low-end for everyday driving. figures aligned closely with the E90/E91, though the convertibles exhibited slightly softer due to added weight, typically around 8.9 seconds for the 320i to 100 km/h. The N43's deployment in the 3 Series was predominantly for European markets, with limited exports to regions like and where petrol demand favored compact, efficient engines; production emphasized compliance with Euro 5 norms through stratified charge operation at part loads. Optional sport suspension packages were available for higher-output 320i versions, featuring stiffer dampers to enhance cornering stability without compromising ride quality.

5 Series models

The N43B20 was used in the BMW 5 Series E60 sedan and E61 Touring as the 520i model from 2007 to 2010. It produced 125 kW (170 PS) at 6,700 rpm and 210 N⋅m at 4,250 rpm, paired with rear-wheel drive and six-speed manual or automatic transmissions. This application was mainly for European markets to offer an efficient entry-level petrol option compliant with Euro 5 standards, with 0-100 km/h in approximately 8.9 seconds and a top speed of 225 km/h.

Reliability and issues

Common problems

The BMW N43 engine, while generally reliable for a direct-injection four-cylinder, is prone to several recurring issues reported in service data and owner experiences, particularly in higher-mileage units. injector clogging is another common concern in the N43, primarily due to deposits from lower-quality fuel or infrequent , leading to uneven fuel delivery, misfires, and reduced engine performance under load. These high-pressure , integral to the 's direct injection system, can accumulate carbon buildup that disrupts spray patterns, necessitating periodic high-pressure cleaning to mitigate. Symptoms often include erratic idling and a , with misfires becoming more pronounced during cold starts. NOx sensor degradation affects Euro 5-compliant N43 variants, typically failing after approximately 80,000 km due to exposure to exhaust contaminants and heat cycling, which triggers a persistent and potential limp mode. This sensor, essential for monitoring emissions, can cause the to limit adaptations, resulting in suboptimal fuel trims and increased emissions. Replacement is often required to restore compliance and performance. Early production models of the N43 (2007-2008) are particularly susceptible to timing chain tensioner wear, where the plastic components stretch or degrade prematurely, risking chain slack and potential guide breakage that could lead to catastrophic engine damage if debris enters the oil system. This issue arises from material fatigue under high operational stresses, often presenting as rattling noises on startup or irregular timing signals. Updated tensioners in later builds addressed some of these vulnerabilities. Oil sludge accumulation from extended service intervals can contribute to lubrication failures, bearing wear, and exacerbate timing chain issues. Ignition coil pack and related failures are heat-sensitive in the N43, commonly occurring after 50,000-70,000 km, causing cylinder-specific misfires, rough running, and diagnostic codes for spark delivery issues. These pencil-style coils degrade due to thermal cycling and electrical arcing, particularly in units, leading to inconsistent ignition and potential long-term damage to catalytic converters if unaddressed. Carbon buildup on intake valves, inherent to direct injection engines like the N43, can lead to rough idling, power loss, and misfires, typically requiring such as walnut blasting around 100,000 km. High-mileage N43 engines may exhibit elevated oil consumption, reaching up to 0.5 L per 1,000 km, attributed to wear that allows oil to bypass into the , visible as blue exhaust smoke during acceleration. This wear accelerates in engines with irregular oil changes or under heavy use, contributing to reduced efficiency and potential sludge accumulation. Overall, the N43 demonstrates solid reliability with proper maintenance, but the N43B20 variant experiences these issues more frequently than the N43B16 due to its higher output and increased thermal loads, as noted in comparative service analyses.

Maintenance considerations

The BMW N43 engine benefits from adherence to Condition Based Service (CBS) intervals, with oil changes recommended every 15,000 to 30,000 km depending on driving conditions and oil life monitoring, using fully synthetic oil meeting the BMW Longlife-04 (LL-04) specification to ensure proper lubrication and engine protection. Following an oil service or any Valvetronic-related work, an adaptation procedure is required to recalibrate the system for accurate valve lift control, preventing rough idling or power loss. Direct injectors in the N43 should undergo every 60,000 km to remove deposits and maintain delivery efficiency, with the use of additives advised in regions with high-sulfur content to mitigate risks. Timing chain inspection at 100,000 km is essential, including measurement of chain stretch; the must be replaced if elongation exceeds 2 mm to safeguard against potential guide failure or timing misalignment. The sensor, critical for emissions control, requires replacement every 100,000 km or immediately upon detection of fault codes such as 30EA or 30E9, with typical costs ranging from €200 to €300 for quality aftermarket units including labor. Models produced from 2009 onward can receive ECU software flashes to enhance timing and control, reducing misfire tendencies and improving overall drivability. Specialized diagnostic tools like BMW INPA or ISTA software are necessary for performing resets, adaptations, and fault code diagnostics, as standard OBD-II scanners lack the required BMW-specific protocols. Proper maintenance practices, including regular servicing and minimizing short trips to reduce carbon accumulation on intake valves, enable the N43 to reliably exceed 250,000 km of operation.

References

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