M10
The BMW M10 is a 4-cylinder engine, fitted to the E30 from its 1982 launch until 1987.
Contents
History
The M10 engine as seen under the bonnet of an E30 is the culmination of a design that goes all the way back to 1961. Its conception began when engineering and racing hero Baron Alex von Falkenhausen was asked to design a small-displacement 1.3 litre engine for BMW's new line-up. Von Falkenhausen had the foresight to realise that not only was the specification too small, but also that increasingly larger capacities would be needed in the near future. To that end, he put forward a design that started at 1.5 litres, but which could easily be expanded to 2.0 litres to meet the company's future needs.
Over the next decades, this engine went through a large number of permutations, proving its capabilities with twin-carburettors, fuel injection and even turbos. Factory-produced 2-litre turbos powered the BMW 2002ti to 170hp, while racing versions reached over 1000hp. In all, over 3.5 million units were produced, powering various BMW models for over 25 years.
At the end of 1982 with the release of the E30, a 1.8 litre carburreted version was fitted to the base model 316 and a fuel-injected version powered the 318i. A smaller 1.6litre carburreted engine from the E21 was exported to Greece and Yugoslavia as the rare 316s. These models comprised the 4-cylinder range of E30 engines alongside the M20-powered 320i and 323i. To compliment BMW's range, the 1.8 engine would be fitted to the 5-series E28.
The M10 continued through the E30's September 1987 facelift. The 316 continued on, while the fuel-injected M10 was rebadged as the 316i, freeing up the 318i name for the new M40 engine. But after just one year the 316 was dropped and the 316i received a smaller M40 engine, removing the M10 engine from the E30 range in September 1988.
However, this was not the end of the E30's relationship with the M10. In September 1986, the S14 engine was fitted to the first M3. Based upon the M10 block, this engine would be pushed to 2.5l during its lifetime, with the final 1991 models achieving 235hp.
M10 engines are still highly sought after for classic racers and performance enthusiasts, as their simple solid construction makes them ideal for performance upgrades compared to later engines.
Versions
| Engine | Displacement | Power | Torque | Redline | Year |
|---|---|---|---|---|---|
| M10B18 | 1.6 L (1766 cc/97 in³) | 89 hp (66 kW) @ 5500 | 101 ft·lbf (137 N·m) @ 4000 | 6200 | 1982-1987 |
| M10B18 | 1.8 L (1776 cc/109 in³) | 105 hp (77 kW) @ 5800 | 107 ft·lbf (145 N·m) @ 4500 | 6200 | 1987 |
While identical in engine construction, the two versions differ in their fuelling and engine management setups. While the more powerful version featured Jetronic fuel injection to increase output and fuel economy, the lower-powered unit uses a simple carburettor and mechanical distributor; this would be upgraded to an electronically-controlled carburettor in 1984 which is a common problem.
All M10 engines use a timing chain.
Components
The engine in all E30s is a three-part design, featuring a cast-iron Block with a Sump at the bottom and an aluminium Head at the top.
Sump
Servicing
Main article: Basic M10 Servicing
Every engine needs its fluids and filters changed regularly. The M10 engine will also needs its timing chain replaced after a certain mileage, but more important is the condition of the chain sprocket. If yours is getting rattly, learn more about changing the timing chain.
Common Problems
Common Upgrades
Carburettor Upgrade
The Pierburg 2BE carburettor found in 316 models is not considered a particularly good carburettor. Converting to a Weber carburettor will yield more power and more tuning options. Learn more about Weber carburettors.
