| BMW M10 engine | |
| Production: | 1962 - 1988 |
| Configuration: | Inline-4 |
| Block: | Cast iron |
| Head: | Aluminium |
| Bore: | 82mm 84mm 89mm |
| Stroke: | 71mm 80mm |
| Valvetrain: | SOHC |
| Fueltype: | Petrol |
| Fuelsystem: | Solex carburetor Stromberg carburettor Kugelfischer mechanical FIBosch L JetTronic fuel injection |
| Predecessor: | None |
| Successor: | BMW M40 |
The BMW M10 is a SOHC inline-4 petrol engine which was produced by BMW from 1962-1988. It was the company's first four-cylinder engine since the BMW 309 ended production in 1936 and was introduced in the New Class sedans.
The M10 was used in many BMW models, with over 3.5 million being produced during its 26 year production run.[1]
The turbocharged BMW M12 engine— used in the Formula One racing— was based on the M10 engine block and produced up to 1400sigfig=3NaNsigfig=3 in qualifying trim.
Following the introduction of the BMW M40 engine in 1987, the M10 began to be phased out.
Baron Alex von Falkenhausen — an engineer and racing driver — designed the M10 in the late 1950s. He was asked by BMW to design an engine with a displacement of 1.30NaN0, but felt that this would be insufficient for the company's future needs. He convinced management that the minimum capacity should be 1.50NaN0, and offered an engine that could be expanded to a maximum of 20NaN0.
The M10 has a cast iron block and an aluminum alloy head with hemispherical combustion chambers and two valves per cylinder.[2] It features a forged crankshaft, counterbalance weights, five main bearings and a chain-driven camshaft.[3]
The initial version of the M10 had a bore of 821NaN1 and a stroke of 711NaN1, resulting in a displacement of 14991NaN1. The peak power rating was .[4] [5]
The engine was initially known as the "M115" (the last two digits representing the 1.5 - litre capacity). Over the years, variants of the engine were given various codes (most of them starting with "M1" and the remaining digits relating to the capacity). In 1975, the engine became known as then "M10", then in 1980 it was given the standardised BMW engine code of M10B18 (where "M10" represents the series, B represents petrol (Benzin in German) and the "18" represented its then 1.8 - litre capacity).
The M115 and all related engines have become retroactively known as the "M10" family.
| Version | Displacement | Power | Torque | Year | |
|---|---|---|---|---|---|
| M115 | 14991NaN1 | at 5800 rpm | 1180NaN0 at 3700 rpm | 1974–1977 | |
| at 5700 rpm | 1180NaN0 at 3000 rpm | 1962-1964 | |||
| M116 | 15731NaN1 | at 5800 rpm | 1300NaN0 at 3500 rpm | 1964–1975 | |
| at 6000 rpm | 1410NaN0 at 4500 rpm | 1967–1968 | |||
| M41 | at 6000 rpm | 1670NaN0 at 4000 rpm | 1975-1980 | ||
| M98 | at 5800 rpm | 1100NaN0 at 3200 rpm | 1981-1983 | ||
| M10B18 | 17661NaN1 | at 5800 rpm | 1350NaN0 at 3500 rpm | 1980-1983 | |
| at 5800 rpm | 1450NaN0 at 4500 rpm 1350NaN0 | 1980–1988 S/CH[6] | |||
| M118 | 17731NaN1 | at 5,250 rpm | 1440NaN0 at 3000 rpm | 1963–1974 | |
| at 5800 rpm | 1480NaN0 at 4000 rpm | 1964–1976 | |||
| at 6100 rpm | 1570NaN0 at 5100 rpm | 1964-1965 | |||
| M05 | 19901NaN1 | at 5500 rpm | 1570NaN0 at 3000 rpm | 1968–1976 | |
| at 5600 rpm | 1670NaN0 at 3500 rpm | 1965–1971 | |||
| M17 | at 5800 rpm | 1650NaN0 at 3700 rpm | 1972-1977 | ||
| M15 | at 5800 rpm | 1770NaN0 at 4500 rpm | 1970–1974 | ||
| M43 | at 5800 rpm | 1600NaN0 at 3700 rpm | 1975-1983 | ||
| M64 | at 5700 rpm | 1750NaN0 at 4350 rpm | 1975-1979 | ||
| M10B20 | at 5700 rpm | 1520NaN0 at 4350 rpm | 1977-1979 | ||
| M31 | at 5800 rpm | 2450NaN0 at 4000 rpm | 1973-1975 |
The M115 version has a displacement of 14991NaN1 and produces NaN0NaN0. It has a bore of 821NaN1 and a stroke of 711NaN1. Lower power models have a compression ratio of 8.0:1, while higher power models have a compressions ratio of 8.8:1. Fuel is supplied via a Solex 38 PDSI carburettor.
The M116 version has a displacement of 15731NaN1 and produces NaN0NaN0. It has a bore of 841NaN1 and a stroke of 711NaN1. The standard specification has a compression ratio of 8.6:1 and uses a Solex 38 PDSI carburettor. The 1600 ti version has a compression ratio of 9.5:1 and uses twin Solex 40 PHH carburettors.
Applications:
The M41 version produces, has an 8.3:1 compression ratio and fuel is supplied by a Solex 32 DIDTA carburettor.
Applications:
The M98 version produces 550NaN0, has a compression ratio of 9.5:1 and uses a Pierburg 1B2 carburettor.
Applications:[9]
The M10B18 version produces, depending on specification. The bore is 891NaN1 and the stroke is 711NaN1.
Applications:
The M118 version has a displacement of 17731NaN1 and produces,[10] depending on specification. The bore is 841NaN1 and the stroke is 801NaN1.
Applications:[11]
The M05 version has a displacement of 19901NaN1 and produces, depending on specification. It has a bore of 891NaN1 and a stroke of 801NaN1.
Applications:
The M15 version used the Kugelfischer mechanical fuel injection and produced . It was also known as the tii engine.
Applications:
The M17 version produces . It has compression ratio of 9.0:1 and uses either a Stromberg 175 CDET or a Solex 4A1 carburettor.
Applications:
The M43/1 version has a compression ratio of 8.1:1 and produces 810NaN0.
Applications:
The M64 version produces 920NaN0. It has a compression ratio of 9.3:1 and uses Bosch K-Jetronic mechanical fuel injection.
Applications:
The M31 version uses a KKK BLD turbocharger operating @ 7psi and produces 1250NaN0. It has a compression ratio of 6.9:1 and uses Schafer PL 04 mechanical fuel injection.
Applications: