BMW’s modular Diesel: More information on TÜ1 for B47 and B37

Of a little more than three years, introduced a four-cylinder Diesel BMW B47 from the modular family is on the verge of its first major Update. With the first Technical Revision of the Motor to the B47TÜ1 and will be in this train across the Board to the Biturbo-Diesel: While so far, only the Top model in the 25d models with two turbochargers equipped, the double charging is now the norm and is also used in the weaker variants 18d and 20d. Similar measures also occur for the three-cylinder-Diesel-B37, the to B37TÜ1.

However, while the twin turbochargers has served primarily to increase performance, the focus is now on fuel consumption and emissions. In clear text: best sellers such as the BMW 118d and 320d neither more power, more torque obtained by the conversion. The 18d variant remains at 110 kW / 150 HP and 350 Newton meters, the 20d will offer in the future 140 kW / 190 HP and 400 Newton meters of maximum torque. The three-cylinder Diesel B37TÜ1 will be offered in BMW and MINI in two versions with 70 kW / 95 HP and 220 Newton meters, and with 85 kW / 116 HP and 270 Newton meters.

Subjectively, to feel the engines still strong and sovereign, because the dynamic response to accelerator pedal commands could be improved by Biturbo charging noticeably. In the new engines, two different turbochargers used for this purpose: In the lower load range, an exhaust gas turbocharger operates with variable turbine geometry, which can build up with small quantities of exhaust gas a lot of pressure. In the upper load range, a larger turbocharger without variable turbine geometry is used, which is used to Achieve peak performance.

The development focus of B47TÜ1 and B37TÜ1 was not obvious on the topic of performance, the profound Changes to the show, but elsewhere its effect: The EU consumption according to the NEDC, and thus also the CO2 emissions are reduced with the changeover from four to five percent. The bulk of this saving goes to the account of the improved thermodynamics, for which the two-stage turbocharging is a key Foundation. Higher injection pressures as well as Detail-improvements in the shapes and surfaces of cylinder liners and pistons, belt drive and Oil supply, also contribute their part to the lower fuel consumption.

Also, of course, an adaptation to the new exhaust-Emission regulations in the framework of the engine – Facelifts. The motors are thus prepared for the new test cycle WLTP and RDE-called measurement of the pollutant emissions while driving (Real Driving Emissions). At the same time meet the requirements of the emission standard EU6c. In the case of the BMW X1 xDrive20d with an automatic transmission, the fuel consumption according to NEDC of 4.9 to 4.7 liters, the CO2 emissions are reduced from 129 to 123 grams per kilometre. The introduction of the new regulations to cover the area of AdBlue injection in the Diesel engines converted, we have already a couple of weeks ago reported. Of course, a Diesel particulate filter continues to be used.

More than just a side-effect of the Technical Revision is a further improvement of the acoustic properties of the engines. The modified Design of cylinders and pistons, the adjusted balance shafts and the optimised combustion ensure a significant reduction in engine noise and the in the last few years already dramatically reduced Diesel-Nailing still bind more efficiently. Depending on load requirements and driving conditions, the developers were able to reduce the noise partially by several decibels.

The conversion of the existing Biturbo diesel (25d) to the rest of the Changes to the Technical Revision 1 to a later date, the new flagship four-cylinder could then get quite a performance increase and more than the maximum of 231 HP.

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