The name of most of the company's engines consists of two parts – the main part of three characters and a suffix:
The suffix can consist of a different number of characters, but there are usually at least three of them:
The catalog contains engines for the following BMW models: 1-Series | 2-Series | 3-Series | 4-Series | 5-Series | 6-Series | 7-Series | 8-Series | E3 | E9 | M3 | M5 | M6 | X1 | X3 | X4 | X5 | X6 | Z1 | Z3 | Z4 | Z8.
The BMW S14 four-cylinder was built in Germany from 1986 to 1991 only for the first-generation M3 (E30) coupe and convertible. There were four versions with 2.0, 2.3 and 2.5 liters: S14B20, S14B23, S14B23 Evo II and S14B25; the 2.0-liter S14B20 for tax-sensitive markets produces 192 hp.
The 4.4-liter twin-turbo V8 BMW S68 has been produced since 2022 for top versions of regular models such as the 760i and the X5, X6 and X7 M60i, and for the M5 and XM. A version called S68B44B is installed on the Range Rover, Range Rover Sport and Defender; depending on the model, the engine produces 489-635 hp and 650-800 Nm.
The 5.6-liter V12 BMW S70 (S70B56) was built in Germany from 1992 to 1996 only for the most advanced version of the E31 8-Series coupe, the 850CSi. It produces 380 hp and 550 Nm; the 6.0-liter S70/2 derived from it was used in the McLaren F1.
The 1.6-liter BMW N40 (N40B16) was built in Britain from 2001 to 2005 for the 316i, 316Ci and 316ti of the E46 3-Series in some European countries. It was intended for markets with tax benefits for small engines: it is essentially an N42 without Valvetronic, producing 116 hp and 150 Nm.
The 3.0-liter inline-six BMW N51 (N51B30) was produced from 2007 to 2013 for American versions of the 128i (E82) and 328i (E90). It is essentially the N52KP adapted to the strict SULEV emission standards and produces 230-234 hp and 270 Nm.
The 2.5-liter BMW M30B25 is the smallest member of the M30 inline-six family. It appeared in 1968 in the E3 2500 sedan and was produced in carburetor and fuel-injected versions until 1987.
The 2.8-liter BMW M30B28 was introduced together with the M30B25 in 1968. It powered the E3 2800 sedan and the E9 2800 CS coupe, later the 5-, 6- and 7-Series, and was produced until 1987.
The 3.3-liter BMW M30B33 is a rare carburetor version of the M30 that was installed only in 1973-1975 in the long-wheelbase E3 3.3 L sedan.
Especially for the BMW M5 E34 released in 1988, a new sports engine called the S38B36 was designed. The basis for this engine was the aspirated M88/3 (S38B35), with a colleague in the series, M30B34, S38 has less in common.
The BMW S38B38 engine appeared in 1992 and was developed on the basis of the S38B36: a crankshaft with a piston stroke of 90 mm and with 12 counterweights was used, connecting rods were 142.5 mm long, the cylinder diameter was increased to 94.6 mm, new lightweight pistons with a compression height of 30.7 mm, the compression ratio increased to 10.5, and the working volume reached 3.8 liters.
The basic 3-liter version of the M3 sedan, coupe and convertible sports engine produced for the European market (S50B30 EU) since 1992. In 1994, this 300 hp engine was installed in a limited edition M3 GTR E36 coupe, and a year later the M3 GT E36 racing model was equipped with a 295 hp version of this unit, with a torque of 324 Nm.
The most powerful variant of the S50 was introduced as a replacement for the 3-liter S50EU. This motor was installed on the updated M3 E36 (except for the models for North America and Canada, which were equipped with the S52 engine).
The BMW S52B32 engine was intended only for North America, as an alternative to the 3.2-liter S50B32. The S52B32US motor was produced from 1995 to 2000, and 37,790 units were produced. The replacement for this motor was the S54B32.
The BMW S54B32 engine is a more productive and high-revving version of the engine, in contrast to the S52, which was installed on the BMW M3 in the back of the E46, including the Z3M and Z4M roadsters / coupes.
The modernization of the M62 engine led to the creation in 1998 of the improved S62 8-cylinder gasoline engine. The cylinder bore has been increased to 94 mm and the piston stroke is 89 mm. This allowed the total engine displacement to be increased to 4941 cc. The S62 inherited an aluminum engine block and aluminum cylinder heads.
The BMW S63B44 engine is the development of a subsidiary of the BMW carmaker – BMW Motorsport GmbH. It is a variant of the N63 series and was first used in the production of the BMW X6M. The main emphasis of this engine series is placed on economical fuel consumption and high technical characteristics of the unit as a whole.
The BMW S65B40 engine is a V8 naturally aspirated engine with two overhead camshafts (DOHC), 32 valves, which replaced the S54 six-cylinder engine and has been in production since 2007. The BMW S65 is only available on the BMW M3 and has the same bore / stroke as the 10-cylinder S85, but unlike the S85, the VANOS system is driven by oil pressure. The replacement for this power unit was the 6-cylinder – S55.
BMW S85 Engine – V-type 10-cylinder piston engine with two overhead camshafts (DOHC), which replaced the S62 engine, was produced from 2005 to 2010 and was used in BMW E60 M5, E61 M5 and E63/64 M6. The S85B50 engine is high-revving, with a red mark on the 8250 rpm rev counter. It reaches over 100 hp (70 kW) per liter, and has a very high compression ratio of 12.0:1. Its technology is based on the BMW Williams F1 engine.
The 1.5-liter BMW B38 3-cylinder engine series has been assembled since 2013 and is installed on cars with front-wheel drive like B38A15, rear-wheel drive like B38B15 and hybrids like B38K15. Also, these units are installed on the Mini: 1.2-liter B38A12A and 1.5-liter B38A15A.
The BMW M40B16 engine – a low-volume in-line 4-cylinder engine of the BMW M40 series, was released in 1988 and was developed on the basis of the M40B18, in which a crankshaft with a smaller stroke and other pistons were installed, the connecting rods remained the same.
M40B18 is the first inline 4-cylinder engine of the M40 family, the older brother of the M40B16, developed in 1987 as a replacement for the outdated M10 series. The engine is based on a cast-iron cylinder block covered with an 8-valve head with one camshaft and hydraulic lifters (valve adjustment is not required on the M40).
The M42B18 engine is an inline 4-cylinder engine developed from the M40B18. It differs from its predecessor mainly in the new, more efficient aluminum 16-valve cylinder head with two camshafts and an optimized combustion chamber.
M43B16 engine – a 1.6-liter BMW engine of the M43 family (it also included M43B18 and M43B19), which replaced the M40B16, was developed on the basis of the 1.8-liter M43B18, which introduced a crankshaft with a reduced piston stroke to 72 mm (was 81 mm ).
The M43B18 engine is an in-line 4-cylinder engine of the M43 family (it also included the M43B16 and M43B19), which was released in 1992 as a replacement for the M40B18. The M43 cylinder block was transferred from the M40 practically unchanged, the crankshaft now has 4 counterweights (there were 8 on the M40) and lost a little in weight, the stroke remained unchanged.
The BMW M43B19 engine, better known as the M43TU, is the largest of the lineup and has a displacement of 1.9 liters (1895 cc). A distinctive feature of these power units is the use of the proprietary fuel injection system BMW BMS 46. There are two modifications with different power levels.
The BMW M44B19 engine is a 4-cylinder engine that replaced the M42B18 engine and was produced from 1996 to 2001. This power unit has taken a leading position in the BMW four-cylinder engine program and compared to the M42, many design changes have been made on the M44 both in the engine itself, in the control system and in the outlet system.
BMW N42B18 engines are in-line 4-cylinder engines with DOHC gas distribution system. The predecessor of this unit model was the M43 series engines. The main feature of the N42B18 is the two overhead camshafts and the innovative VANOS system. This technology made it possible to reduce fuel consumption and reduce outlet gas pollution. And Valvetronic technology contributes to increased power by optimizing the cylinder filling with the mixture.
The 4-cylinder N42B20 engine replaced the obsolete M43B18, M43B19 and M44B19 in 2001. Instead of a heavy cast-iron cylinder block, a light aluminum one with cast iron liners was used in the new engine.
The N43B16 engine is a modification of the N43 with a capacity of 1599 cc, produced since 2007. The small 1.6-liter 4-cylinder BMW N43B16 engine replaced its predecessor N42B18 with some delay and was developed on the basis of the older N43B20. The engine was installed on BMW cars with an index of 16i. A feature of the motor is the use of the well-proven Valvetronic valve lift system. The engine has a direct fuel injection system.
The BMW N43B20 engine is a 4-cylinder inline gasoline unit produced by BMW from 2007 to 2011. There are three versions of the N43 engine, which have gained popularity and recognition among motorists around the world.
The small 1.6-liter BMW N45B16 engine was developed in 2004 based on the predecessor N42B18. The new engine has a different crankshaft with a shorter piston stroke (it was 81, now 72 mm), different connecting rods and a modified piston. In addition, the Valvetronic valve lift system is not used on the N45B16.
In 2006, the N45 engine received a new modification – N45B20S with a displacement of 1997 cc. The N45B20S replaced the N42B20 and was produced in a limited edition in 2006 specifically for the BMW 320si E90. In addition to improving technical characteristics, the main technological improvement of the engine was undoubtedly the use of the innovative Valvetronic system, which significantly increases the efficiency of the entire engine as a whole.
The younger modification of the N46 series, under the name N46B18, was developed in 2004 on the basis of the N46B20 and was produced only for the BMW E46 316. Considering the fact that the E46 was discontinued in 2005, this power unit was not widely used either.
BMW N46 gasoline engines were produced from 2004 to 2015 and were installed on almost all compact and medium-sized models of the group of that time. The 2.0-liter N46B20 engine was created on the basis of the N42B20 and at first glance does not differ from its predecessor, but it is not.
The 1.6-liter BMW N13 turbo petrol engine was produced by the company from 2011 to 2016 and was installed only on two models of the concern: 1-Series in the back of the F20 and 3-Series in the back of the F30. This motor was developed jointly with the PSA concern and is known there under the EP6CDT index.
The N20B16 petrol 4-cylinder turbo engine has been produced since 2013. This engine is installed on BMW 3- and 5-series cars with the 20i index for the Turkish, Greek and Vietnamese markets.
The 4-cylinder N20B20 turbo engine began to be installed on BMW cars in 2011. The engine replaced the N53B25 and N53B30 units. The block of the new motor is made of aluminum alloy and contains two balance shafts. Steel-coated engine cylinders, forged crankshaft with four offset counterweights, 144.35mm long cranks.
A series of 2.0-liter BMW B48 gasoline engines has been produced by the company since 2014 and is installed on almost the entire modern model range of the German automaker. Two versions of the motor differ: B48A20 – for cars with front-wheel drives and B48B20 – with rear ones.
The first car with an M20 engine was the BMW E12 520/6, which was fitted with a 2-liter M20B20 modification. The cylinder diameter is 80 mm, the piston stroke is 66 mm. The M20B20 engine was first equipped with a Bosch L-Jetronic injector in 1982 on a BMW 520i. In 1987 it was updated using a Bosch Motronic catalytic converter system.
The M20B25 – 2.5 liter engine without catalytic converter. It was originally released with a carburetor, and over time it was equipped with a fuel injection system – Bosch. The engine management system was used by Bosch Motronic 1.1/1.3. In 1987, the B25 was upgraded after which the capacity was increased.
The M30B30 engine is the 3.0-liter (2986 cc) version of the M30 engine. The fuel injected version of the 2,986 cc (182.2 cu in) M30 debuted in 1971 in the E9 3.0 CSi and initially used the Bosch D-Jetronic mechanical fuel injection system. In 1976, the fuel injection system was upgraded to Bosch L-Jetronic electronic fuel injection. The M30B30 produces up to 147 kW (200 PS; 197 bhp) and 272 Nm (200 lb⋅ft), depending on the model year and whether a catalytic converter is fitted. The compression ratio is 9.2:1. With catalytic converter, compression ratio is 9:1.
The M30B35LE is a lower efficiency, SOHC, two-valve version of the M88/1 engine, also known as the M90. It uses the same block as the M88 and the same bore and stroke, but the cylinder head is borrowed from the BMW M30 engine family. Over the years, both Bosch Motronic and Bosch L-Jetronic engine management systems have been used in this engine. Usually identified by a white L on the block behind the oil filter housing and coolant passages on the side of the block.
The M30B34 engines sold in Europe and most other markets had a compression ratio of 10.0:1 and produced 160 kW (218 hp). In North America and Japan, the M30B34 had an 8.0:1 compression ratio and produced 136 kW (185 hp). All markets used the Bosch Motronic digital fuel injection system. The bore is 92 mm (3.62 in) and the stroke is 86 mm (3.39 in).
The M50B20 engine, the smallest inline 6-cylinder engine of the BMW M50 series (the family also included M50B24, M50B25, S50B30, S50B32) was released in 1990 as a replacement for the obsolete M20B20.
In 1990, the inline 6-cylinder M20B25 engine from BMW was replaced by a new, much more powerful and advanced M50B25. The unit belongs to the new M50 family, the same line includes M50B20, M50B24, S50B30, S50B32. The main difference between M50 and M20 engines is the cylinder head.
The M52B20 engine appeared in 1994 and replaced the popular M50B20. This is the first representative of the new M52 family of inline 6-cylinder engines (which also includes M52B24, M52B25, M52B28, S52B32). The cylinder block of the new engine is now lightweight aluminum with nickel-plated cylinders, new pistons and connecting rods.
The BMW M52B25 engine from the M52 family (it also included the M52B20, M52B24, M52B28, S52B32) was introduced in 1995 and was positioned as a replacement for the 2.5-liter M50 representative. The geometry of the bottom remained the same, but the cast-iron block was replaced with a lightweight aluminum cylinder with a Nikasil coating, pistons and connecting rods changed.
The M52B28 engine appeared in 1995 and is the senior representative of the M52 family (which also includes the M52B20, M52B24, M52B25, S52B32). The engine block on European versions is nickel-plated aluminum, for North America the block is cast iron.
M54B22 is the junior engine of the M54 series (which also includes M54B25, M54B30 and S54B32), is an evolution of the M52TUB20, in which the crankshaft was replaced with a new, cast iron crankshaft with a stroke of 72 mm (it used to be 66 mm), lightweight pistons were installed, 145 mm modified forged connecting rods, the cylinder block was old, aluminum with cast iron liners, from M52TU.
The M54B25 is a very popular 2.5 liter engine in the M54 series (which includes the M54B22, M54B30 and S54B32) and entered the BMW production line in 2000 and replaced the M52TUB25.
BMW M54B30 engine was created in 2000 on the basis of the M52TUB28 and was first installed on the restyled versions of the BMW E46 and BMW E39. In addition to the M54B30, the range of new motors includes the M54B22, M54B25 and S54B32.
The N52B25 is a 2.5-liter engine from the new N52 series (which includes the N52B30), with six cylinders in line. The N52B25 was introduced in 2005 as a replacement for the popular M54B25 and unlike past evolutions of the M-family, this is now a completely new engine. The N52 is based on an even lighter magnesium-aluminum cylinder block, with a new lightweight connecting rod and piston group and a redesigned crankshaft.
The N52B30 is the first engine in the new N52 range (which includes the N52B25) with six cylinders in line. Unlike its predecessor (M54B30), the N52B30 is a completely new engine, with a new lightweight magnesium-aluminum cylinder block, a different crankshaft and a lightweight connecting rod and piston group.
The N53B25 inline 6-cylinder engine represents the N53 family (also includes the N53B30), developed on the basis of the N52B25 and in 2007 was intended to replace the raw predecessor. The cylinder block remained the same with minimal changes, the pistons changed and the compression ratio increased to 12.
The 3-liter N53B30 engine represents the N53 family (which included the N53B25), appeared in 2007 and replaced the N52B30 of the same size. The new engine is a modified N52, in which the piston, cylinder head has changed, a direct fuel injection system has appeared, the ambiguous Valvetronic valve lift system has disappeared, and the engine management system has changed to Siemens MSD81.
The 3.0-liter BMW N54B30 turbo petrol engine was produced by the concern from 2006 to 2016 and was installed on a number of popular models: 1-Series, 3-Series, 5-Series, 7-Series, X6 crossover. This unit was actively used by Alpina to create their heavy-duty motors.
The 3.0-liter BMW N55B30 turbo engine was produced by the German concern from 2009 to 2018 and was installed on almost all major models of the company, including X-series crossovers. Alpina created several of its especially powerful power units based on this engine.
A series of 6-cylinder BMW B58B30 engines with a volume of 3.0 liters has been assembled in Munich since 2015 and put on charged modifications of rear- and all-wheel drive models of the German concern. There are two generations of such engines and the line of S58 sports units created on their basis.
The basis for the creation of a small V8 M60B30 was the M60B40, in the cylinder block of which a short-stroke cast crankshaft was installed (stroke 67.6 mm versus 80 mm for the M60B40), and the cylinder diameter was reduced to 84 mm (was 89 mm). Changed, respectively, pistons and connecting rods.
The M60B40 engine block is 90° camber aluminum with nickel-plated liners and forged crankshaft. Since the end of 1994, the block has been replaced with a more reliable one made of alusil, the piston, respectively, has also changed.
The new model of the junior V8 BMW M62B35 entered the assembly line in 1996 and replaced the M60B30. The basis for the creation of this engine was the M62B44 engine, in the block of which a short-stroke crankshaft was installed, and the cylinder diameter was reduced to 84 mm.
In 1996, the M60 engines were replaced by a new modified M62 series, and the M60B40 engine was replaced by the updated M62B44. The basis for the creation of a 4.4-liter power unit was the predecessor M60B40, the cylinder block of which has changed for an increased cylinder diameter, the sleeves here are nikasil, since 1998 nikasil has been replaced by alusil.
The BMW M62 engine was released to replace the M60 and was produced from 2001 to 2003. Introduced in 1999, the BMW X5 E53 quickly gained a reputation as a dynamic sports SUV and the power of the standard 4.4-liter M62B44 seemed insufficient. Therefore, it was decided to modernize it and the M62B46 engine appeared.
The BMW M62B48 engine (or Alpina F5) was developed by Alpina based on the M62B46. Technically, this engine is similar to the M62TUB44. The F5 engine was introduced in the E39 B10 in late 2002. The main modification from the F4/1 engine is a longer stroke from 85 mm to 89 mm (3,5 inch), increasing engine capacity to 4837cc. Changes from the F4/1 engine include crankshaft, intake camshaft and oilpan. Exhaust camshafts are sourced from the BMW X5 4.6iS.
The basis for the development of the N62B36 was the older brother N62B44, in the cylinder block of which a crankshaft with a stroke of 81.2 mm (was 82.7 mm) was installed, the cylinder diameter was reduced to 84 mm (was 92 mm) and the connecting rods were replaced.
Together with the large-capacity N62B48 engine, the younger brother N62B40 also came out. The basis for the creation of this motor was the N62B48, in the cylinder block of which a crankshaft with a piston stroke reduced to 84.1 mm was installed, the cylinder diameter was reduced from 93 mm to 87 mm.
The BMW N62B44 engine has two versions. Displacement, power, bore and stroke are the same for both versions: 4.4 liters (4398 cc), 92 mm bore and 82.7 mm stroke. Developed power of one version is 320 hp at 6100 rpm, and torque is 440 Nm at 3700 rpm. The second version develops 333 hp at 6100 rpm, its torque is 450 Nm at 3600 rpm.
BMW N62B48 engine has two versions. Engine displacement, power, bore and stroke are the same for both versions: the displacement is 4.8 liters (4799 cc), the bore is 93 mm, and the piston stroke is 88.3 mm. The power output of one version is 265 kW (360 hp) at 6200 rpm and torque of 500 Nm at 3500 rpm. The second version TU develops power of 367 hp (270 kW) at 6300 rpm and torque of 490 Nm at 3400 rpm.
