About this model
The BMW E90 (3 Series, fifth generation, 2005-2012) is the best-selling premium used car in its class in BiH. The 320d engine is by far the most popular because it combines decent fuel economy (around 6 l/100 km on the open road), rear-wheel drive and the character BMW owners look for. We see them every day on Banja Luka streets, usually with 250,000-400,000 km on the clock, and the owners are mostly younger professionals or driving enthusiasts who know what they bought. The catch is that the E90 320d comes in two completely different engine versions: M47N2 until the end of 2007, and N47D20 from 2007 to the end of production. The differences in faults are not cosmetic - the two engines have completely different weak spots, which buyers on used-car listings often miss.
Engines and variants
In BiH this model is most often found with the following engines.
M47N2 (320d, 163 hp) - the older 2.0 diesel from the E46 era, refined for the E90 and built between 2005 and 2007. The earliest examples come without a DPF, later ones already had it as standard. The main risk are the swirl flaps - the rotating vanes in the intake manifold that can drop into a cylinder and cause catastrophic engine damage, so a preventive delete is mandatory on every example of this engine. Mechanically it is simpler than the N47, has no timing chain issues, and buyers choose it when they want an old-school, more robust diesel.
N47D20 first generation (320d, 177 hp) - a brand-new engine introduced in 2007 with the timing chain placed at the rear of the engine, towards the gearbox. It delivers lower fuel consumption and more power than the M47, but it brings new flaws too. The timing chain is critical - on most 2007-2010 examples it either needs replacing or has already been done. Buyers of this engine have to budget for a serious preventive job if the service history is not clean.
N47D20 second generation - LCI (320d, 184 hp) - the facelift version built 2010-2012 with a reinforced timing chain and revised EGR system. The most reliable of all the E90 320d engines - the chain holds up significantly longer than on the earlier N47. EGR and DPF still need attention in city driving, but serious catastrophic faults are far less common. If you want a used example with as few potential worries as possible, look at this period.
320d Efficient Dynamics (163 hp) - low-consumption version of the N47 engine with longer gearing, built 2009-2012. Mechanically the same story as the standard N47, plus frequent issues with the start-stop system and the AGM battery, which in BiH conditions does not last as long as it should. We recommend owners of these examples pay particular attention to battery condition.
Reliability and reputation on the BiH market
The BMW E90 320d is a car that rewards an owner who maintains it and punishes one who cuts corners. With regular oil changes every 10-15,000 km and timely work on the chain, EGR and DPF, the engine easily passes 400,000 km. Without that, serious faults pile up fast and one job pulls in another. Spare parts in BiH are available both as OEM and quality aftermarket (Febi, Lemforder, Bosch), prices are reasonable for the premium segment, and anyone who knows how to buy on time can keep the car in shape without big costs. Compared to the competition (Audi A4 B7/B8 2.0 TDI, Mercedes C220 CDI W204), the E90 is more dynamic to drive, but the Audi is more forgiving of irregular maintenance and the Mercedes has simpler service procedures. The typical buyer in BiH is a driver who consciously chooses the BMW character and accepts that in the first year they will have to invest in sorting things out. Anyone looking for a worry-free car should be looking at a Toyota or a Mazda, not a BMW. In the shop we most often see owners who only after their first major repair realise how decisive the previous owner's service history really is on this model.
Common faults we see
From practice, here is what most often comes in for repair on this model.
1. Timing chain on the N47 engine
Symptom: Rattling from the rear of the engine (towards the clutch), especially on a cold start and at idle. In a worse stage, fault codes for camshaft/crankshaft correlation, loss of power, the engine refuses to start.
The most notorious flaw of the N47 engine (2007-2011). BMW placed the timing chain at the rear of the engine, towards the gearbox, which made lubrication and cooling harder, and the chain itself is thinner than it should be. Failure typically occurs between 120,000 and 200,000 km depending on service history and oil intervals, and earlier if intervals were skipped. Models built after March 2011 (LCI, N47TUD20 second generation) have a reinforced chain and significantly fewer problems.
Advice: If you hear rattling from the gearbox side, do not wait. Chain replacement is done with the gearbox separated from the engine (the gearbox has to come out) and is not cheap, but it is far cheaper than valves and pistons after the chain snaps. On any used E90 with an N47, always check engine noise both cold and hot.
2. Swirl flaps (intake manifold rotating vanes) - M47
Symptom: Loss of power, check engine light, occasional jerking. In the worst case the flaps break off and drop into a cylinder, which is catastrophic engine damage.
Affects the M47 engines (E90 up to the end of 2007) and the earlier E46 generation. The plastic and metal flaps in the intake manifold give way over time, the screws on the shaft come loose and the flaps fall in. It typically shows up around 150,000-200,000 km, earlier if oil changes were skipped. The N47 does not have this problem because it uses a different intake design.
Advice: The safest fix is a delete - the intake manifold comes off and aluminium plugs go in instead of the flaps. The engine loses no real-world performance, and the risk of catastrophic damage is gone. We do this in a single day.
3. EGR cooler - coolant leak and recall
Symptom: White smoke from the exhaust, smell of antifreeze, loss of coolant with no visible puddle, raised engine temperature. In extreme cases, even a fire risk in the engine bay.
BMW issued a global recall in 2018-2019 due to EGR coolers cracking on N47 engines. Coolant leaks through the cooler into the exhaust system, and contact with soot on the DPF can cause ignition. A large number of E90 320d cars in BiH have already been through the recall, but not all - and owners often do not even know the service action existed.
Advice: Check your VIN with any authorised BMW dealer. If the car is under recall and has not yet been done, BMW replaces the cooler free of charge even after years. We often spot the symptoms and refer the customer to an authorised dealer for the free replacement.
4. DPF filter - clogging in city driving
Symptom: DPF light, then limp mode, increased consumption, smoke from the exhaust under acceleration, failed regenerations.
The E90 320d has a DPF from 2005 onwards (early non-DPF examples are rare). In city driving, with short trips and low rpm, regeneration often does not complete, soot builds up and the filter clogs. On an engine with worn swirl flaps or an EGR feeding back too much soot, the situation is even worse.
Advice: Before replacing the DPF (a serious job) try a machine clean - if the filter is structurally healthy, it comes back into service. Fix the cause of the excess smoke (EGR, swirl flaps, injectors), without that a new DPF will not last long.
5. EGR valve and intake manifold - soot build-up
Symptom: Loss of power off the line, uneven idle, thick black soot on the intake when opened, increased fuel consumption.
A combination of a high share of recirculated gases through the EGR and oil from the crankcase breather leads to thick deposits inside the intake manifold. Over time, the choking shows up under acceleration. It typically starts appearing from 150,000 km, earlier in city driving.
Advice: Mechanical removal of the intake manifold and hand cleaning, or, if the manifold is intact, cleaning with an endoscope tool. Chemical sprays into the intake are a temporary fix. When we are already off with the manifold, we recommend cleaning the EGR valve and cooler at the same time.
6. Dual-mass flywheel and clutch
Symptom: Knocking on start-up and shut-down, vibrations at idle, jerking when pulling away, rattling through the clutch pedal.
BMW diesels are known for high torque at low rpm, which loads the dual-mass flywheel. Service life is in the 180,000-250,000 km range depending on driving style and service history, but aggressive city driving, chip tuning or a faulty injector shorten it significantly. It is usually replaced together with the clutch.
Advice: We do not recommend cheap Chinese dual-mass units - they last around 50,000 km. An OEM LuK or Sachs kit (DMF + clutch + bearing) is an investment that pays off. If the customer mostly drives the motorway calmly, the original DMF holds up even longer.
7. Vacuum pump and vacuum system
Symptom: Weak brake servo (hard pedal), oil leak from the rear of the cylinder head, brake warning light, occasional loss of power.
The tandem pump (vacuum + high-pressure) on N47 and M47 engines has a known issue with the seal cracking - oil leaks towards the clutch and vacuum drops. Low vacuum hurts both the brake servo and the EGR valve.
Advice: A small oil leak from the back of the engine often gets blamed on the rear main seal, when in fact it is the vacuum pump. Pin down the exact location of the leak before you drop the flywheel. Replacing the pump is far cheaper than pulling the gearbox.
8. Sensors - turbo, MAF, NOx, crankshaft position
Symptom: Stored fault (P0299, P2563), limp mode, loss of power above 3000 rpm, uneven acceleration, drop in turbo boost.
The E90 has plenty of sensors that give up over time - MAF (mass air flow), turbo boost pressure sensor, NOx sensor (on cars with the SCR system, later models), crankshaft position sensor. Fault P0299 (underboost) is particularly common and points to a misbehaving VNT mechanism on the turbo.
Advice: Before replacing the turbo, always run diagnostics with live data. The problem is often a stuck VNT mechanism (fixed by removal and cleaning) or a faulty sensor, not the turbo itself. Cost depends on the specific condition - get in touch for an estimate.
BMW E90 320d fault P0299 underboost
P0299 means the turbo is not building the boost the ECU expects. The most common causes on the E90 320d are not the turbo itself, but: a stuck VNT mechanism (vanes coated in soot, stuck at one angle), a cracked vacuum line controlling the VNT, a faulty boost pressure sensor, or a leak on the pipework between the intercooler and the intake manifold. First we do a visual check of the pipes and read live sensor data, only then do we consider pulling the turbo. Replacing the turbo without diagnosing the root cause means the new turbo will share the fate of the old one within a few months.
Service and maintenance
Change the oil at no more than 10,000 km - the BMW longlife interval of 25-30,000 km is, in BiH conditions, a risk for the chain, turbo and dual-mass. Specification LL-04 (for example Castrol Edge 5W-30 LL04 or Liqui Moly Top Tec 4200), 6.5 litres per change. BMW lists the fuel filter at 60,000 km, but on cheaper diesel (often the case here) we recommend an interval in the 30-40,000 km range, depending on where the driver usually fills up. Check the EGR and swirl flaps preventively every 100,000 km. For the DPF in city driving - once a year take the car out on the open road and drive for 30 minutes at 2500-3000 rpm to force a regeneration. Differential oil is listed by BMW as "lifetime" - we change it in the 80-100,000 km range depending on driving style, because in practice "lifetime" means BMW does not expect the car to reach 300,000 km, and most E90s in BiH cross that easily.
Which oil for BMW E90 320d
Strictly oil with the BMW LL-04 specification in 5W-30 viscosity. LL-04 is not the same as a generic 5W-30 off the shelf - it is a low-SAPS oil (reduced ash, sulphur, phosphorus) tailored to the DPF, the timing chains and the seal materials on N47/M47 engines. In the shop we most often use Castrol Edge 5W-30 LL04, Liqui Moly Top Tec 4200 5W-30 or Shell Helix Ultra Professional AF-L. The fill is 6.5 litres per change. Oils that are not LL-04 (such as a standard 5W-30 A3/B4) can work in the short term, but they shorten the life of the chain and the DPF, so the few marks saved are not worth it.
Owner tips
- Before you put a deposit on an E90 320d, pull the full history by VIN on carVertical, especially for examples imported straight from Germany. The international registers usually surface real odometer readings by date, recorded accidents, the number of past owners and theft or total-loss flags, and they can also help you sense whether the N47 timing chain has already been replaced or the car is still on the factory one. We treat it as a basic layer of protection against a hidden timing-chain past, before the car ever reaches our pre-purchase inspection. When you pay for the report, use the code GAGA for 20% off.
- Every winter check the state of your battery - the E90 320d has a demanding electrical system and a weak battery causes problems with start-stop, the automatic gearbox and comfort electronics.
- Use only oil with the BMW LL-04 specification (5W-30) - it is not the same as generic 5W-30, and all service intervals and seal materials are tuned to LL-04.
- Once a month, especially if you drive in town, take the car out on the open road and drive for at least 20-30 minutes at 2500-3000 rpm - the DPF and EGR will pay you back through a longer life.
- When buying a used import from Germany, ask for the service book and confirmation that the EGR cooler recall has been done, or check the VIN with an authorised BMW dealer before purchase.
- If you hear any unusual rattling from the engine, do not wait. Timing chain and swirl flaps are the kind of fault that can turn from a small intervention into catastrophic engine damage in a few days.
Frequently asked questions
Is the E90 320d better with the M47 or the N47 engine?
The M47 (up to the end of 2007) is mechanically simpler and has no timing chain issues, but it has swirl flaps that have to be removed preventively. The N47 (from 2008) has more power and lower consumption, but up to 2010 it has the well-known timing chain issue. If you want the most reliable combination, aim for the LCI version from 2010 onwards with the second-generation N47D20.
How much does timing chain replacement cost on the BMW E90 320d?
The price depends on the actual condition - get in touch for an estimate. This is a more expensive repair because the gearbox has to come out, and the chain kit includes guides, tensioners and, as a rule, the dual-mass and clutch (since everything is already off, it makes sense to refresh it all at once). Better to do it preventively at the first hint of rattling than to wait for the chain to skip and take the valves with it.
Is it worth fitting LPG to a BMW E90 320d?
No - the 320d is a diesel and LPG is not fitted to diesels the same way as to petrol engines. Dual-fuel systems for diesels do exist, but we do not recommend them on engines with a DPF and sensitive injectors like the E90 320d has. If you need LPG, look at the petrol versions of the E90 (320i, 325i).
How long does a BMW E90 320d realistically last?
With regular maintenance, oil changes and timely work on the chain, EGR and DPF, the engine easily passes 400,000 km. The E90 bodywork is well protected and does not rust the way some of its competitors do. The main hurdle is whether the previous owner invested in maintenance or simply drove the car into the ground.
What is the most important thing to check when buying a used E90 320d?
First, the timing chain noise on a cold start (rattling from the rear of the engine). Second, the oil service history (every 10,000 km, not 25,000). Third, stored faults for EGR, DPF and turbo. Fourth, a VIN check for the EGR cooler recall. Fifth, a test drive of at least 30 minutes to see how the turbo behaves under load.
Does the E90 320d with the automatic gearbox (ZF 6HP) have problems?
The ZF 6HP automatic is a solid gearbox, but at 200,000 km the oil absolutely has to be changed (BMW lists it as "lifetime", which in practice is not true). If the oil has never been changed, plan a change immediately after purchase. The mechatronic unit (control unit) is the other typical fault - the symptoms are jolts when shifting gears.
If you notice any of these symptoms, drop by the workshop - it is better to check early than to fix expensively.