BMW M10

BMW M10/M12

Manufacturer	BMW
Production	1961–87
Successor	BMW M40
Configuration	SOHC Straight-4

The BMW M10/M12 was a straight-4 piston engine produced from 1961 to 1987. Displacement ranged from 1499 cc to 1990 cc.

The engine was designed by noted engineer and race driver Baron Alex von Falkenhausen. He was asked to design a small-displacement (1.3 L) engine, but felt that this would be insufficient for the company's future needs. Therefore, he designed a block that could be expanded to 2.0 L and delivered it at 1.5 L.

The design was very successful, with over 3.5 million produced, and it served the company for over 25 years.

The Soviet UZAM 412 engine powering the Moskvitch 412 after 1967 has similar design in several aspects, especially the cylinder head.

As the BMW M12, the engine is also one of the most successful engines in racing.^{[citation needed]} Starting with the European Touring Car Championship, it was also used in Formula Two and in the Deutsche Rennsport Meisterschaft, where it was turbocharged by Paul Rosche according to FIA Group 5 rules.

The M12 went on to Formula One, winning the 1983 championship for Nelson Piquet and Brabham — something which very few 20-year-old road car engine designs accomplish. The same applies for the rise in power: twentyfold from 75 hp (56 kW) to about 1,500 hp (1,100 kW).

The BMW S14 engine for the first BMW M3 was based upon the M10 block. In the M3, the M10 block design is still winning races today.

The BMW M40 series of engines replaced the M10 in the late 1980s.

Formula One history

Brabham had tested a BMW turbocharged engine in the summer of 1981, and for the 1982 Formula One season the new BT50 was designed around it. Brabham thus became the third team after Renault and Ferrari to employ a turbo engine.

Initially the turbo engine's electronics had reliability and driveability issues. The BMW and Brabham relationship came close to ending, with BMW insisting that Brabham stop using the Cosworth powered BT49Ds, while Ecclestone maintained that the BMW powered cars were not reliable enough. Together with Bosch, the BMW engineers solved the problem. The partnership took its first win at the 1982 Canadian Grand Prix. In 1983 Nelson Piquet became the first driver to win the world championship in a turbo-engined car.

Murray's radical long and low BT55 was fitted with a revised BMW engine tilted over to allow clean airflow to the rear wing. The design was not successful, scoring only two points in the 1986 Formula One season; the engine did not perform well in this orientation and the gearbox from Weissman was unreliable.

From 1986 onwards BMW wound down their Formula One involvement. In 1987 Brabham continued to use the 'tilted' units, as the upright versions had been sold to other teams under the Megatron name — they were used by Arrows and Ligier with moderate success. BMW, whose programme was based around turbocharged versions of their road engines, withdrew from Formula One after the 1987 season. The Megatron badged units were used until the end of 1988.

M115

The 1.5 L (1499 cc/91 in³) M115 produced 75 hp or 80 hp (56 kW or 60 kW) (depending on carburetor) and 118 lb·ft of torque (160 N·m).

Applications:

• 1962-1964 BMW 1500
• 1975-1977 BMW 1500

M118

The 1.8 L (1773 cc/108 in³) M118 produced 90 hp to 130 hp (67 kW to 97 kW) and 143 to 150 lb·ft (194 to 203 N·m).

Applications:

• 1963-1974 BMW 1800
• 1974 E12 518

M116

The 1.6 L (1573 cc/95 in³) M116 produced 75 hp to 105 hp (56 kW to 78 kW). Bore was 84 mm and stroke was 71 mm.

Applications:

• 1964-1966 BMW 1600
• 1966-1975 BMW 1600-2/1602

M05

The 2.0 L (1990 cc/121 in³) M05 produced 100 hp to 120 hp (75 to 90 kW) and 157 lb·ft to 167 lb·ft (213 to 226 N·m). Bore was 89 mm and stroke was 80 mm.

Applications:

• 1965-1969 BMW 2000C
• 1966-1972 BMW 2000
• 1968-1972 BMW 2002

M15

The 2.0 L (1990 cc/121 in³) M15 produced 130 hp (96 kW) and 131 lb·ft (177 N·m). It was the famed tii engine.

Applications:

• 1972-1974 BMW 2002tii

M17

The 2.0 L (1990 cc/121 in³) M17 produced 115 hp (86 kW) and 162 lb·ft (220 N·m).

Applications:

• 1972 E12 520

M31

The 2.0 L (1990 cc/121 in³) M31 was turbocharged and produced 170 hp (125 kW) and 177 lb·ft (240 N·m).

Applications:

• 1974 E20 2002 turbo

M41

The 1.6 L (1573 cc/95 in³) M41 produced 90 hp (67 kW) and 123 lb·ft (167 N·m).

Applications:

• 1975 E21 316

M64

The 2.0 L (1990 cc/121 in³) M64 produced 125 hp (93 kW) and 172 lb·ft (233 N·m).

Applications:

• 1975 E21 320i
• 1975 E12 520i

M43/1

The 2.0 L (1990 cc/121 in³) M43/1 produced 109 hp (81 kW) and 157 lb·ft (213 N·m).

Applications:

• 1975 E21 320

M10

The 1.8 L (1766 cc/107 in³) M10 produced 98 hp (73 kW) and 142 lb·ft (193 N·m).

Applications:

• 1975 E21 318
• 1976 E12 518

M98

The 1.6 L (1573 cc/95 in³) M98 produced 75 hp (56 kW) and 110 lb·ft (149 N·m).

Applications:

• 1981 E21 316

M10B18

• L-Jetronic Fuel Injection
• Displacement 107.8 CI 1,766 cc
• 101 hp (75 kW) @5,800 rpm
• 103 lb·ft (140 Nm) @4,500 rpm
• Compression: 9.0:1
• Stroke 2.79 in (71 mm)
• Bore 3.50 in (89 mm)
• Firing order 1, 3, 4, 2

Applications:

• 1980 E12 518
• 1980 E21 316
• 1980 E28 518
• 1981 E12/8 518i (South Africa Only)
• 1980 E21 318i
• 1983 E30 318i
• 1980 E28 518i
• 1983 E30 316
• 1983 E28 518
• 1987/1988 E30 316i

Models

Engine	Displacement	Power	Torque	Redline	Year
M10B18	1.8 L (1766 cc/107 in3)	77 kW (103 hp) @ 5,800 rpm	145 N·m (106 lb·ft) @ 4,500 rpm		1980
M10B18	1.8 L (1766 cc/107 in3)	75 kW (100 hp) @ 5,800 rpm	140 N·m (103 lb·ft) @ 4,500 rpm		1985
M10B18V	1.8 L (1766 cc/107 in3)	66 kW (88 hp) @ 5,500 rpm	140 N·m (103 lb·ft) @ 4,000 rpm		1981

M10B18 had a 89 mm bore and 71 mm stroke. Also, in E30 as 318i, very unusual for that time, it could stretch the 2nd gear all the way to 100 km/h.