Easter Special: History of BMW motorsport, inc the factory 959BHP M30...

[genphreak]

I was astonunded, it reads like a history of the 6-cylinder L6:

The Early Days at a glance.

http://bmw-motorsport.com/ms/images/de/fascination/history/early_days/1221_bc.jpg
The stylised propeller in the BMW logo reflects the early World Records established with aircraft engines. Following numerous championship titles won on motorcycles by drivers such as Ernst Jakob Henne, BMW also prevails in automobile racing. In 1940, the BMW 328 secures a superior victory in Italy’s legendary Mille Miglia.

The post-war years in Germany initially saw touring car racing take a back seat while motorbike racer and record-breaker Schorsch Meier gains the status of an idol on BMW Boxer bikes. Yet, even in these difficult years, BMW cars successfully compete in motor racing events. From 1960, BMW once again contests races with special touring cars, with Hans Stuck Senior winning the 1960 German Hill Climb Championship title behind the wheel of the BMW 700, thus hinting that the era of success has only just begun. Learn more about the beginnings of BMW in international motor racing – in the first chapter of the BMW Tradition.


BMW 328.

http://bmw-motorsport.com/ms/images/de/fascination/history/early_days/122123_bc.jpg
Designation: BMW 328 Construction period: 1936 to 1939 Performance: 80bhp at 4,500rpm
Top speed: 150 km/h
Capacity: 1971cc Engine design: 6-cylinder in-line
Sales price: RM7,400 Number of units produced: 464

When Ernst Jakob Henne wins the 1936 Eifel Race, on the BMW 328 Roadster’s debut appearance, it can’t be foreseen that the new BMW sports car is soon to dominate the two-litre class in both Germany and international motor racing. In the years that follow, Helmut Polensky is one of many drivers to celebrate major successes behind the wheel of the BMW 328. Amongst others, he wins the 1939 German Sports Car Championship title.

Actually, there are very few races in the late 1930s where the top positions aren’t secured by a BMW 328. Prior to the launch of the coupe, BMW has successfully established itself as a renowned automobile manufacturer, however, the previous top model, the BMW 319/1, wasn’t competitive enough to stand its ground in the battle with its competitors.

Behind the scenes, BMW developed a new model, a car with an appearance that still makes the hearts of many sports car enthusiasts beat that little bit faster. Thanks to a new aluminium cylinder head and an innovative valve gear, the plan to design a 1.9-litre engine delivering 80 bhp is successfully put into action. Special racing versions of this car, equipped with a 135 BHP six-cylinder in-line engine, reach top speeds of about 220 km/h.

A series of Racing successes.

http://bmw-motorsport.com/ms/images/de/fascination/history/bmw_touring/moments/122243_bc.jpg
Following remarkable successes in the 1960s, BMW continues its touring car success story in the following decade, the 1970s. From 1973 to 1979, the BMW 3.0 CSL secures another six European Touring Car Championship titles for the manufacturer, and Harald Ertl clinches the 1978 German Motor Racing Championship, with a BMW 320 entered by the Schnitzer Team.
In the mid 1980s, the commanding BMW 635 CSi Coupe is the car to beat in the European Touring Car Championship. Following race wins in 1985, Roberto Ravaglia secures the 1986 European Championship title. In 1987, BMW enters the slim but meaty successor to the 6 Series coupe – the BMW M3: a true driving machine with a 355bhp 2.5-litre 4-cylinder engine. It turns out to be almost invincible, whether contesting the Asian Pacific Championship, the European Hill Climb Championship or rallies. Furthermore, Roberto Ravaglia clinches the World Touring Car Championship with the M3.

For a new, closer to production, touring car series – called Class 2 or 2-litre class, and subsequently, Super Touring Cars – BMW designs a new superior touring car: the BMW 320i. From 1993 to 1998, this car secures 29 international championships for BMW, three of them in Germany.

Thus far, BMW has amassed a total of 24 European Championship titles, with Andy Priaulx being the driver to secure the last of these – at the wheel of a BMW 320i, in 2004. In 2005, the Briton also prevails in the second World Touring Car Championship.

A one-make series next to F1.

http://bmw-motorsport.com/ms/images/de/fascination/history/bmw_touring/moments/122246_bc.jpg
Launched in the late 1970s, the E26 (BMW M1) is the first non-production car based BMW to make a motor racing assault – and proves to be a sports car sensation. The 1.14 metre vehicle is equipped with a 277 bhp mid-engine. Tuning measures such as forged pistons, racing camshafts, bigger valves with twin valve springs and two turbochargers boost the horsepower output 959 bhp. Furthermore, widened fenders, lowered suspension and a massive rear wing make for impressive top speeds.

The Procar Series, a one-make series for M1 drivers, is run in 1979/1980 and, right from the start, turns out to be extremely popular with the crowds. The races, usually held as part of the support programme at European Formula One Grands Prix, are contested by independent drivers – and those five Formula One drivers that set the fastest lap times in the practice sessions for the respective Grand Prix. In the 100-kilometre races, aces such as Nelson Piquet, Emerson Fittipaldi and Carlos Reutemann battle it out with young, ambitious racers such as Marc Surer, Manfred Winkelhock, Bruno Giacomelli and Eddie Cheever – with all the drivers being provided with identical cars. The first championship is won by the legendary Niki Lauda.

The second and final Procar season, in 1980, turns out to be just as thrilling as the first. At the end of the day, Nelson Piquet wins, with Alan Jones and Hans-Joachim Stuck finishing second and third respectively.

EDIT: More on the M88 Big 6 engine:
400 of the M1's where road cars, 53 race cars.

M88 Production M1 engine, 277hp, 330Nm @ 5000rpm kugelfischer 9:1
M88/1 Procar Group 4, 3453cc, 351kW up to 490bhp, 390Nm @ 9000RPM* kugelfischer (in the M1 this did 310km/h)
M88/2 Procar Group 5, 3200cc, twin KKK turbos- up to 950bhp @ 9000RPM at 1.6bar turbo pressure, kugelfischer
M88/3 Production engine, 3453cc 286hp 340Nm at 4500rpm (made for E28 M5 and M635csi) Motronic controlled 10.5:1)

* Unconfirmed- Sources online say this but I suspect it is more like 7500rpm

The M88/2 is a twin turbocharged engine. Most of the development for the M88/2 was done by Schnitzer who turbocharged the M49/3 engine in 1976. The turbocharged M49/3 was called M49/4 and yielded 750bhp at 1,3 bar or 950bhp at 1,6bar. M49/3 and M49/4 where used for the E9 racing CSL's during '75-'76 (ETC group 5 season and American IMSA series.

Developed from the M49 the 24-valve racing engines used in E9s from the mid 1970s, the M88 was quite different: M49 uses a gear train to drive the two camshafts whereas the M88's camshafts are driven by a chain directly.

BTW, S38 is the catalyst version of the M88/3 running 9.8:1 compression and developing 260hp 330Nm @ 4500rpm. The later S38B35,B36 & B38 variants were fitted to subsequent M cars such as the e34. The B38 variant was 3453cc, 10:1 and had a 3mm greater stroke and did 7200rpm in factory form (as fitted to the e34 M5)

Great info over at the bmwe34m5 website;
These links have been updated as the bmwe34m5.com website remains offline after a domain hog stole the domain. I've found historical info on the waybackmachine (http://thewaybackmachine.org):

All about M-engine development (http://bmwe34m5.com/articles/MEngine_EuroCar_200202.pdf) (beware, its a phat pdf- looking for a place to host it at present as bimmernut limits pdf hosting to 20k)
All about e34 M-cars (http://www.bimmernut.com/forum/5-series-bmw/20836-easter-special-history-bmw-motorsport-inc-factory-959bhp-m30.html) (link to one of the replies below)
All about M-engine history (http://www.bimmernut.com/forum/5-series-bmw/20836-easter-special-history-bmw-motorsport-inc-factory-959bhp-m30-post343101.html#post343101)
(http://bmwe34m5.com/faqs/?theme=1&level=4&question_id_select=408&chapitre_id_select=43&document_id_select=1)

[genphreak]

Ludwig Apfelbeck.

http://bmw-motorsport.com/ms/images/de/fascination/history/young_talent/heroes/122531_bc.jpg
In the late 1950s, Ludwig Apfelbeck from Knittelfeld, Austria, works for BMW on the valve arrangement in the cylinder head of its 4-stroke engines. His idea, diverging from all the other 4-valve designs, is to allot the opposing valves the same function, thus achieving an even better cylinder fill and better thermal conditions in the valve area at the same time. He designs the so-called ‘Apfelbeck Head’ with vertically arranged inlet ducts.

Since 1957, Apfelbeck has been working on improving the performance of BMW engines. For his new task however, he uses an idea he had already patented back in 1935. The first test-rig version (designed as a 5500cc 1-cylinder engine) proves that the valve control has to be changed for a high power output. In this area, the propositions of young engineer Paul Rosche mean a breakthrough.

In early 1965, the “Apfelbeck Engine” delivers 129bhp per litre on the test rig. For BMW this means being on the cusp of competitiveness regarding single-seater racing. Furthermore, in the future, Apfelbeck’s design will be used to establish numerous speed records.

Baron Alexander von Falkenhausen.

http://bmw-motorsport.com/ms/images/de/fascination/history/young_talent/heroes/122532_bc.jpg
When it comes to the involvement of BMW in Formula 2, Alexander von Falkenhausen represents one of the true moving spirits. Although BMW engines are used by many motor racing competitors in the 1950s, it is von Falkenhausen who leads the company back to a motor racing works involvement.

Von Falkenhausen, born on 22nd May 1907, is racing touring cars having previously made a name for himself as motorbike racer. In 1934, he joins BMW as suspension engineer but also continues his motor racing career. In the late 1940s, he founds his own motorsport company, AFM (Alexander von Falkenhausen, Munich), which celebrates successes in both Formula 2 and sports car racing.

In 1954, von Falkenhausen re-joins BMW as head of the manufacturer’s motor racing department and immediately sets in motion the course for the future. When he is appointed head of the entire BMW engine design programme he pushes the development and realises the company’s great potential. He has significant impact on the engines of the Bavarian manufacturer until 1975 when, at the age of 68, he goes into retirement.

Not to be confused with a man by the same name who was a General in the German military during WWI, retiring during WWII and then actively opposing the Nazi (http://en.wikipedia.org/wiki/Nazism) regime. Involved in a planned coup d'etat on Hitler's regime culminating in a failed plot on July 20, 1944, (http://en.wikipedia.org/wiki/July_20_Plot) after which General von Falkenhausen spent the rest of the war transferred from one concentration camp to another until freed by the Allies in 1945. He died on July 31, 1966 after being accused of war-crimes but was let off when it was found he was one of those with considerable military influence that was using it to actively to save many jews.

* All excerpts courtesy of www.bmw-motorsport.com (http://www.bmw-motorsport.com) and www.wikipedia.org (http://www.wikipedia.org)

[genphreak]

Excerpt directly from the bmwe34m5 site;

From 1971, a successor of the BMW 2002 starts to dominate the European touring car circuits: the BMW 3.0 CSL.


http://bmw-motorsport.com/ms/images/de/fascination/history/bmw_touring/cars/122225_bc.jpg


Until then, BMW via Schnitzer and Alpina raced the CSL's with the M38 and M52 engines. All these SOHC engines where based on the M06 engine from 1968. The M06 is the first version of the legendary engine family, which we all now know as the M30 big six.

Things really hotted up in 1973 when BMW needed a more powerful engine for the competition CSL's to beat Porsche 935s and Ford's V6 Capris.

The name, CSL (coupe sport light-weight), was true to its name; the doors and bonnets are made of aluminium, the five-speed gearbox has a magnesium housing. The car tips the scales at merely 1092 kilograms, and the BMW 3.0 CSL becomes a pioneer of engineering innovations per se: Its bonnet covers the power of the first BMW 6-cylinder engine featuring 4-valve technology. In 1974, the anti-lock braking system has its debut in the BMW 3.0 CSL.

On the circuit, the BMW 3.0 CSL shows its muscle. Between 1973 and 1979, it won the European Touring Car Championship six times, and in the 24 Hours of Spa-Francorchamps it was victorious four times in a row through 1976. Towards the end of its career the most successful touring car of its times impresses where Schnitzer tweaked the M49 engine into what became known as the bi-turbo M88/2 engine which yielded power of up to 800 bhp and went on to power some of the M1 Procars.

Linking the M30 with the M06 may seem confusing, but it is not. In the early 1980's, BMW switched to a new system of coding their engines. Before then, an engine was designated by a three character long code and if applicable followed by a version (for example M90 or M49/1). The new engine coding used a six character long code and if applicable followed by one or more characters for engine specifics. The new engine code allowed BMW to specify its source (regular BMW or BMW Motorsport), the engine family and the displacement. Examples of the new engine codex are M30B35 and S62B50. The M06 engine from 1968 is coded according to the old coding system, while the M30B35 from 1985 is coded according to the new system. Some common engines with an 'old' ID code also received 'new' engine code. For instance the M06 is also know as the M30B25V with the V meaning "Vergasser" or Carburetor.

So there it is, M-history back to 1968.

Question is, as shown by Whit's recent historical eBay (http://www.bimmer.info/forum/showthread.php?t=20729)find (1939 pre M30 big 6) how similar is the M30, M49 and M06 to this and what came in between- throughout the war years?

Was that even the first L6 BMW made or had they developed what might have been the worlds most advanced pre-war 6 cylinder gasoline engine even earlier than that?

[Blitzkrieg Bob]

a magazine called THE ROBB REPORT.

It listed a bunch of stupid millionaire crap, like islands, jets..Etc....But every once in while an M1 would show up. Me and a co worker ( Porsche 928 guy) used to check them out. most looked like rock star puke party mobiles (trashed interior or redone stuff).

We only seen one "mint" M1..A henna red car going for 250K.

Looked like it just rolled out of the factory.

Neither of us made a offer...we just went home and changed our shorts

[genphreak]

a magazine called THE ROBB REPORT... Me and a co worker (Porsche 928 guy) used to check them out. most looked like rock star puke party mobiles (trashed interior or redone stuff). We only seen one "mint" M1..A henna red car going for 250K. Looked like it just rolled out of the factory. Neither of us made a offer...we just went home and changed our shortsYes, I think I know what you mean Bob. Well looked after they exude uniqueness and rarity to such an extent their style and technology is rendered timeless. But a badly cared for one starts to look like a kit-car as they don't have the intense Mean Time Between Failiure engineering that is incorporated into production car design and components (the one thing that makes Toyotas reliable despite their appalling design and apparent quality).


http://www.bmwworld.com/images/cars/vintage/m1_engine.jpg

Now as we can all see this M88 is an example of real quality; not just excellence in statistics.


Kugelfischer fuel injection was used with individual throttle valves and the distinctive six inlet pipes. The M88 produced 277 bhp in the version built from 1978 to 1981 for the BMW M1. For the Procar M1's (http://www.bmwworld.com/racing/f1/procar.htm), the M88 was tuned to 470 to 490 bhp. The resulting M88/1 engine had new camshafts, bigger valves, reshaped ports, forged pistons, use of throttle slides (instead of butterfly valves), and improved exhaust.


For Group 5 racing, the engine was pushed to between 850 and 900 bhp by the addition of two exhaust-gas turbochargers. This was the M88/2 powerplant.


From 1985 to 1987 the M88 was used in the 5 Series (http://www.bmwworld.com/models/5_series.htm) M5 Sedan and from 1983 to 1989 in the 6 Series (http://www.bmwworld.com/models/6_series.htm) M635CSi Coupe. The engine was designated M88/3 and produced 286 bhp

The BMW M1 was codenamed E26, and was constructed as a homologation roadcar to compete with the Ford (http://www.everything2.com/index.pl?node=Ford) Capri (http://www.everything2.com/index.pl?node=Capri) (yes, you read that right) and Porsche (http://www.everything2.com/index.pl?node=Porsche) 935 Group 4 cars of the Mid-late 1970s. Though the 633CSi competed in races from 1976, BMW posited that a front-engined, rear-wheel-drive car was not competitive against the competition Porsches of the time. To that end, BMW went on to make a mid-engined, rear-wheel-drive car capable of supporting a powerplant output of up to 950hp without substantial chassis modification. Though they produced an emblem of the day, most would argue that they failed.


BMW needed to produce 400 road versions of the M1 in 24 months to meet the homologation criteria of Group 4. In the spring of 1977, BMW unveiled the M1 concept at the Geneva (http://www.everything2.com/index.pl?node=Geneva) Motorshow. BMW announced plans to build only 800 examples of the road car, and contracted with Lamborghini (http://www.everything2.com/index.pl?node=Lamborghini) and Michelotti (http://www.everything2.com/index.pl?node=Michelotti) for the construction of the chassis and interior. BMW was to supply only the inline 6-cylinder power plant for the car. Lamborghini realized financial troubles in the middle of the project, and BMW shipped the finished bodies back to Germany, with no cars complete. Baur (http://www.everything2.com/index.pl?node=Baur) was slated to complete the construction of the cars, but engineering of the car was still incomplete. A group of former Lamborghini engineers that had founded a group named Italengineering (http://www.everything2.com/index.pl?node=Italengineering) offered to complete the car's design. Less than 10 miles away from the Lamborghini shop, the engineering for the M1 was finished.


The delays were too substantial though, and the M1 was unable to compete in the Group 4 series. Buyer interest dropped off so substantially that only 453 M1s were ever made. The M1 met with only moderate success in Group 5, where it produced 1000hp. A heavily turbocharged (1.4 bar (http://www.everything2.com/index.pl?node=bar) boost) version of the M1's inline 6 drove the heavily modified Group 4 chassis (of which 54 were built). Schnitzer (http://www.everything2.com/index.pl?node=Schnitzer) developed the car heavily but was easily defeated by the lighter, equally powerful Porsche 935s of 1981.
BMW developed its own racing series for the M1, known as the Procar (http://www.everything2.com/index.pl?node=Procar) series. Many Formula 1 (http://www.everything2.com/index.pl?node=Formula%201) greats (Niki Lauda (http://www.everything2.com/index.pl?node=Niki%20Lauda), Nelson Piquet (http://www.everything2.com/index.pl?node=Nelson%20Piquet), etc...) competed in the Procar series, which was responsible for substantially increased M1 sales for a brief period. In the M1's heyday, BMW sold more than 20 M1s in a day.


The only other notable appearance of the M1 was at the 1979 running of the 24 hours of Le Mans (http://www.everything2.com/index.pl?node=24h%20du%20mans). The M1 continued in BMW's tradition of racing as an Art Car (http://www.everything2.com/index.pl?node=Art%20Cars), a car bearing a design created by a contemporary artist, commissioned exclusively for a race car. In this case, Andy Warhol (http://www.everything2.com/index.pl?node=Andy%20Warhol) provided his usual brand of solid colors and large brush strokes for the M1, which completed the 24 hour race, but did not win.


The M1 was never officially imported into the United States but serves as an interesting footnote to BMWs proud heritage. Street cars are often turned into racing cars, but it's less common for a car designed for racing to be tamed for the street.



While BMW enjoyed quite a bit of success with its 3.OCSi racing car in the mid-'70s, it realised something faster was needed to triumph in the hotly contested World Championship for Manufacturers. BMWs M88 twincam, inline six had already been developed into a potent powerplant; they were reliably posting more than 700 hp on the dyno. To be eligible for competition in the Manufacturers series, BMW needed to produce 400 units in a production car.



Giorgio Giugiaro's Ital Design firm was commissioned to take the 1972 BMW Turbo show car from a dream into a shape capable of meeting the myriad requirements of street duty. Initially, a partnership with Lamborghini was formed to help with development work and to tune the suspension. Unfortunately for Lamborghini, with their financial troubles at the time, the project returned to Germany.



BMW selected Stuttgart coachbuilder Baur, who had the expertise to bring the M I from prototype to the sales floor, so Baur built the bodies and installed the BMW manufactured drivetrain. BMW also decided the 3453cc engine should be produced with 277 hp, enabling the M1 to get from 0 to 60 in 5.4 seconds on its way to a 161 mph top speed.


http://www.bmwmregistry.com/faq/M1-images/M1engine.jpg




The fourvalves percylinder engine breathed through Kugelfischer fuel injection, used a 9.5 to 1 compression ratio, and proved to be quite tractable. ZF provided the fivespeed transaxle.



By the time the M1 started production late in 1978, the rules were clarified to state that a car would be eligible for the Manufacturers series after at least 400 examples were not just produced, but sold to the public. At 100,000 deutsche marks (approximately $55,000), it would be 1981 before enough were sold so that the Ml could be launched into competition. By then, the M1 was outdated.



However, a stroke of marketing genius on the part of BMW Motorsport chief Jochen Neerpasch allowed the M I to race on the Continent. He conceived a plan to bring credibility to the M1 program through a one-marque series that would be run as a support race on the same day as Grand Prix races. FISA accepted the idea, and in 1979 BMW coaxed many Forrnula One drivers into these modified M1s for the so-called Procar Series.



Approximately 40 to 50 identical M1s were prepared for the series. These models received a deep front spoiler, aerodynamic body sills, a rear spoiler and wide fender flares. Power output of the modified engines was said to be between 470 hp and 500 hp. Rounds were conducted at such familiar tracks as Monaco, Monza, Silverstone and Hockenheim, in addition to former Grand Prix hotbeds of competition such as Zolder, Zeltweg and Zandvoort. Niki Lauda took the Procar crown in 1979 and in 1980 Nelson Piquet picked up the championship.



Although a total of 456 (or 457) M1s were built between 1978 and 1981, the fame and publicity went to the Procars, and these were featured in the press and on posters. A number of original cars have been modified with the Procar flares and spoilers, the Martini & Rossi tri-color paint scheme, more comfortable interiors, and engine/chassis modifications. The Procar was, and is, a racing icon.



http://www.mesaperformance.com/gifs/M1history.gif

The car above was produced as a street car, serial #85, and modified in Germany. Mike Covello wrote about it in a recent Autoweek article, for which we are indebted for many of these notes. Another example, reported on by Jay Jones in a 1992 article in European Car, was modified in San Diego. It was solid white with a larger, more authentic looking rear spoiler.

Here are some good pro-car (racing M1) links to check out the various teams... the paint jobs are amazing!

The Red Lobster M1 (http://www.johnstarkeycars.com/pages/articles/articles_09.html)

The classic M1 (http://216.123.180.83/m1_gallery/04-Shaun%20de%20Jager/index.html), fully restored to former glory

Christie's M1 (http://www.ultimatecarpage.com/gallery.php?num=1411)

The Wagner M1 (http://m1-procar-wagner.de/)

The Rolex vintage festival (http://www.worldcarfans.com/photos.cfm/photoid/3030919.001/country/gen/audi/the-rolex-vintage-festival-presented-by-bmw) and an M1 Streetcar gallery (http://www.geocities.com/MotorCity/Downs/7686/bmw_m1.html), M1 Procar gallery (http://www.geocities.com/MotorCity/Downs/7686/m1_procar.html)

Procar Championship at Brands Hatch, UK- 1980 (http://www.racingsportscars.com/photo/Brands_Hatch-1980-07-13-photo.html) + more here (http://rupert8766.fotopic.net/c277250.html)

F1 acknowledging its heritage, just a little (http://www.formula1.com/news/1930.html)

OM, I never thought I'd like a big wing on a car. "It Looks like it could fly" and it probably does... but this is one wing that has form and function, (http://www.supercars.net/Pics?viewCarPic=y&source=carGal&carID=194&pgID=1&pID=14225) and suits the car down to the ground.

The unofficial M1 website (http://www.bmwm1.com/index.htm), forums still going... go here if you want an M1 ('advice' on their value is here (http://www.sportscarmarket.com/profiles/2000/January/German/index.html))

The best BMW (http://www.supercars.net/Pics?viewCarPic=y&source=carGal&carID=194&pgID=1&pID=14226) interior ever, but I'd hate to clean the seats. And why o why is there wood-grain in the central switch panel??? OMG I bet Giorgio Giugiaro never saw them add that...

The M1 register (http://www.bmwmregistry.com/model_faq.php?id=20) (of course)

and a very cool M1 Procar slideshow (http://216.123.180.83/m1_gallery/02-Richard%20Marks/index.html). (Wait for it to load, the BASF car is one of the best!)

And last and deservedly least, the Lego M1 (http://www.el-caracho.de/html/models/m1.htm)


http://www.ultimatecarpage.com/images/large/1651-5.jpg

Image credit: Wouter Melissen / BMW Group

[genphreak]

Here's how Ital Design (http://www.italdesign.it) see them.. (these old high-res pics are from their website)

http://www.italdesign.it/dinamic/gallery/sendfile.php?fn=01big_96.jpg

http://www.italdesign.it/dinamic/gallery/sendfile.php?fn=02big_96.jpg

Here's what they turned into the S38 (ie an M88/3) in an M635csi
http://www.frankfaheymotorsports.com/nss-folder/pictures/Engine1.JPG

[genphreak]

Question is, as shown by Whit's recent historical eBay (http://www.bimmer.info/forum/showthread.php?t=20729)find (1939 pre M30 big 6) how similar is the M30, M49 and M06 to this and what came in between- throughout the war years?

Was that even the first L6 BMW made or had they developed what might have been the worlds most advanced pre-war 6 cylinder gasoline engine even earlier than that?OK, I think I've found a list of every engine BMW has ever made (http://www.bimmer.ru/FAQ/MotorN.htm), and its not a German site, it is Russian!

That one we saw is eBay is a 1939 M335 3.485l Sechszylinder mit 90 PS fЭr 335.

I wonder who bought it! There were a few engines in this list that would be interesting to them, but it was one of the first. They made several others near that capacity in 1935; I can only guess they were also 6 cylinder but cannot say yet.

** AND***
Here are some really interesting numbers. Others may know this, but I didn't- 745is were all 3.2l not 3.430l... anyway it makes sense when looking at their heritage (M49s/M88s). I guess that means they could share the same crank as an M88/1/2 and S38B35/36/38, though some of these would have it far more finely balanced... (to acheive 7500rpm at 1.6 BAR for example)

Anyway, here are the highlights of what I found.

M06 M30B25V 6-Zylinder, 2,5 + 2,8 Liter, 150/145/170 PS fЭr E3, E9 und E12 1968

M30 B25LE 2.494ccm, 150 PS, 9,6:1, L-Jetronic, Saugrohr einteilig 1981-87
M30 B28LE 2.788ccm, 177 PS, 9:1, L-Jetronic, Duplexkette 1977-81
M30 B28LE 2.788ccm, 184 PS, 9,3:1, L-Jetr., Simplexkette, Saugrohr eint. 1979-87
M30 B30 2.986ccm, 188 PS, 9:1, Bosch DME, Simplex, Normalbenzin 1986-90
M30 B32 3.210ccm, 197 PS, 9,3:1, L-Jetronic, Duplex 1976-89
M30 3.205ccm, 197 PS, 9,3:1, Bosch DME (erster Einsatz) 1979-82
M30 3.205ccm, 197 PS, 10:1, Bosch DME, Saugrohr einteilig 1982-86
M30 3.205ccm, 252 PS, 7:1, Turbo, LLK, KKK-K27, ab 9/81: 7,5:1 1980-82
M30 B35LE 3.453ccm, 218 PS, 9,3:1, L-Jetronic, ab 8/80 Simplex+DME 1978-82
M30 3.430ccm, 252 PS, 8:1, DME, Klopfreg., erh. Grundladedruck 1983-86
M30 B35 3.430ccm, 218 PS (Kat:184), Simplexkette, 9:1, DME ML 3 1985-87
M30 B35 Kat 3.430ccm, 211 PS, 9:1, Bosch DME, Simplex, Normalbenzin 1988-92

M49 3,15 Ltr.-Vierventiler, Trockensumpf, 415 PS, Kugelfischer-Inj. bis 11/74
M49/1 3,3 Ltr.-Viervent., Trockensumpf, 430 PS, Kugelfi-Inj., CSL 1974
M49/2 3,5 Ltr.-Viervent., Trockensumpf, 440 PS, Kugelfi-Inj., CSL 1974
M49/3 3,5 Ltr.-Trockensumpf, 465 PS, Schnitzer-Entw., senkrecht 1976
M49/4 3,2 Ltr.-Biturbo, Trockens., 950 PS, Schnitzer-Entw., CSL 1977
M49/5 6-Zylinder, 3,5 Ltr. Versuchsmotor fЭr E26/1 1977

M68 782ccm-Vierzylinder mit 20/22 PS fЭr 3/20 und 309 1932
M68 2.494ccm, 150 PS, 9:1, 2-Reg.Vergaser Solex INAT, Superb. 1968
M68 2.788ccm-6-Zyl., 170 PS, 9:1, Solex INAT, E23: 4A1 1968
M68 2.985ccm, 180 PS (E23:184), 9:1, Solex INAT, E23: 4A1 1971
M68 M30B25/28V 2 Reg.Verg. 32/40INAT (145+165 PS), 8/76:4A1(150/170) 1973
M68 2.985ccm, 200 PS, 9,5:1, Bosch D-Jetronic 1971
M68 2.985ccm-6-Zylinder, 185 PS, 9:1, Doppelreg-Verg. 4A1 fЭr 630 CS 1976
M68 3.003ccm, 200 PS, 9,5:1, Bosch D-Jetronic, 3.0 CSL 1972
M68 3.153ccm, 206 PS, 9,5:1, Bosch D-Jetronic 1973
M68 3.295ccm, 190 PS, 2Reg.Vegaser Solex INAT 1974

M86 M30B28ME Gr. 6-Zyl., 2.788ccm, 175/184 PS mit L-Jetronic fЭr 528i (Entw. ab 5/76) ab 3/77
M86 M30B28LE Gr. 6-Zylinder, 2,8 Ltr. mit LE-Jetronic (Entw. ab 3/80) ab 4/81
M86 M30B28ME Gr. 6-Zyl., 2,8 Ltr. mit Motronic (Entw. ab 3/80) (gestoppt) ab 8/81

M87 Vorentwicklung Elsbett-Diesel (Entw. ab 6/76) (gestoppt) bis 11/77

M88 S32B35 3.453ccm-4-Vent., Trockensumpf, 277 PS, Kufi, senkr., (Entw. ab 4/76) ab 11/78
M88/1 3.453ccm-Vierventiler-Sauger, Gr.4, Procar, 470-490 PS, Kufi ab 4/76
M88/2 3.453ccm-Vierventiler, Biturbo, 850-950 PS, Gr. 5 (79-81) ab 4/76
M88/3 S31B35ME 3.453ccm, Naъsumpf, Motronic, Einzelklap., M5+M6 1983 ab 5/79

M102 582ccm-Boxermotor fЭr BMW 600 mit 19,5 PS 1957
M102T M30B32LAE Gr. 6-Zyl., 3.210ccm mit LE-Jetronic und Turbo (E23) ab 12/77
M102 M30B32MAE Gr. 6-Zyl., 3,2 Ltr. mit Motronic und Turbo (gestoppt) ab 9/79

Built by Alpina
Alpina 3,5-Ltr., 290PS, DME-Bosch-Alpina, Gr. A-'TeilecoupИ' 1983
Alpina 3,5-Ltr., 365PS, DME-Bosch-Alpina, 635 'Evo', Gr. A-TeilecoupИ 1985

B220 Z 6-Zylinder-Bootsmotor, 3.205 ccm, 190 PS, Solex 4A1 10/82
B220/3.3 6-Zylinder-Reihe, 3.205 ccm, 1.928 StЭck 1978-83
B220/3.3 Jet 6-Zyl.-Bootsmotor, 3.205 ccm, 190 PS, Jet-Antrieb, 4A1, 50 StЭck 1981-83
B220/3.3 US 6-Zylinder-Reihe, 3.205 ccm, 528 StЭck 1979-85
B220/3.3 US 6-Zylinder-Reihe, 3.205 ccm, 73 StЭck 1979-79
B220/3.3W US 6-Zylinder-Reihe, 3.205 ccm, 255 StЭck 1979-83
B230 6-Zylinder Reihe, 3,4 ltr. elektronische ZЭndung ab 10/83

B635 185 StЭck 1986-87

M330 2,6 Liter-Sechszylinderentwicklung 1935
M331 3,0 Liter-Sechszylinderentwicklung 1935
M335 3.485ccm-Sechszylinder mit 90 PS fЭr 335 1939
M406 3,2 Liter-Industriemotor, 1.002 StЭck 1958-64
M407 3,2 Liter-Industriemotor, 16 StЭck 1959-60
M502/3,2 Achtzylinder, 3.168ccm, 120 PS 1955
M503/1 Achtzylinder, 3.168ccm, 140 PS im 503 1956
M533 Achtzylinder mit 2,6 Litern
M534 Achtzylinder mit 3,2 Litern
M534 Achtzylinder mit 3,2 Litern
M535a/b Achtzylinder mit 3,5 Litern 1956

Built by BMW motorsport, not Alpina, Schnitzer and/or BMW AG
S30 B35 6-Zylinder, 3,5 Liter mit L-Jetronic ab 7/77
S31 B35 6-Zylinder, 3,5 Liter, Vierventiler ab 4/76
S31 B35ME 6-Zylinder, Vierventiler 3,5 Liter, Motronic 5/79
S38 B35 6-Zyl., 3,5 Ltr., Vierventiler fЭr M 635 CSi+M5 E28, 260PS, Motronic 1981
S38 B36 3.535ccm-Vierventiler, Naъsumpf, M5 (E34), 315 PS, Motronic 1987
S38 B38 3.795ccm-Vierventiler fЭr M5, 340 PS, RUV 1992

[rorschach]

Great info over at the bmwe34m5 website (http://bmwe34m5.com/faqs/?theme=1&level=2&document_id_select=3);

All about M-engine development (http://bmwe34m5.com/articles/MEngine_EuroCar_200202.pdf) (beware, its a phat pdf)
All about e34 M-cars (http://bmwe34m5.com/faqs/?theme=1&level=4&question_id_select=297&chapitre_id_select=35&document_id_select=3)
All about M-engine history
(http://bmwe34m5.com/faqs/?theme=1&level=4&question_id_select=408&chapitre_id_select=43&document_id_select=1)

Superb info !
But the above links don't work anymore.
Can someone please have the pdf from above and repost it etc?

Thank you.

[genphreak]

Superb info !
But the above links don't work anymore.
Can someone please have the pdf from above and repost it etc?

Thank you.

Hmm I never thought Easter would come around twice :)

I'm away from my NAS atm, will need to search for them and re-post. Will be happy to do so and update the thread tho. Thanks for asking!

[rorschach]

Thanks a million.
Can't wait.

If i may a little something from me.
The descendants of pure racing & pedigree from BMW Motorsport. :)



7622

[vitis]

Hmm I never thought Easter would come around twice :)

I'm away from my NAS atm, will need to search for them and re-post. Will be happy to do so and update the thread tho. Thanks for asking!


Are those pdfs reuploded somewhere? I'm doing bachelors thesis about BMW V8s, so it's very interesting material for me :)

Thanks

Sorry for reviving old topic.

[genphreak]

I've been looking a while, amd going back to backup now to see if I have duplicates someplace.

What will you do with it when you're done? Will you release it under the Creative Commons and publish someplace so we can all read it? Exactly the sort of thing we need going on (good on you!).

[vitis]

Thank you :)

My school is publishing all works on internet (don't know under which license), but I'm from Czech Republic, so the primary language will be Czech. It's a pity for you :( One way to read it is Google translator, but we all know his qualities... If there will be interest i can translate parts (or maybe whole) of my final work.

I'm now collecting information to start writing. I realized that is difficult to find information about BMW OHV engines. Found some chart (can post it, its in english :) ) but dont know if it's true. I get to this site because engine M535 in engine list in post #7. This list is the only source is the trace that the engine even existed. I wrote to authors on bimmer.ru but no answer from Wednesday.

[genphreak]

I'm pasting archived content from the original links to bmwe34m5.com (as they have since disappeared offline):


The History Behind the M5


In the last two decades, BMW's Motorsport division has build a reputation amongst car enthusiast by building sports cars on basis of the road going models. Many people have heard about the ///M1, ///M3, and the ///M5. But these cars would not have existed if BMW did not participate in motorsport. In the early 1970's, the Motorsport division was founded with the objective to support Motorsport activities. Many can still remember the BMW CSL's based on the CS coupe racing. But it was not until 1978 until the first Motorsport product was available for the general public. In October 1998, the ///M1 was first shown to the public on the Paris auto show. The ///M1 used the M88 engine which was so successful with the CSL group two race cars.

Since BMW did not have the capacity to build a specialised car as the ///M1 in series quantities, Jochen Neerpash, then head of the Motorsport division choose Lamborghini as a partner in the ///M1 project. Lamborghini was far from being healthy, but financial funding supplied by the Italian government gave BMW the confidence to go ahead with Lamborghini. But after building seven prototypes and before starting the production, Lamborghini was almost bankrupt. BMW then transferred the assembly of the ///M1 to Baur in Stuttgart. As a result, the logistics from the production process was for from ideal. The bodies where assembled in Italy by "Ital Design" and sent to Baur in Germany. Baur then fitted the engine, gearbox and the rest of the car. In the end, Motorsport tested every car before delivering it to its customers. The ///M1's powerplant was the 3453cc big six with the 24 valve cylinder head, very much the same as the racing specification CSL coupes. The ///M1's engine used a Kugelfisher mechanical injection to yield 277 DIN hp at 6500RPM and 239lb/ft of torque from 5000RPM. Sales of the ///M1 did not start until February 1979 and after 450 ///M1's where d build production ceased in until July 1981.

While the ///M1 is very well known, it is a little known fact that BMW Motorsport division build a number of special cars for important customers and management personnel. These cars where mostly based on the E12 five series which entered the market in 1972. But these cars where not available for the general public. Things changed in 1979 when the E12 ///M535I was offered. The E12 ///M535I was designed and manufactured entirely by Motorsport and used the same 3453cc engine of the M49 family as the E24 635CSI. This engine yields 218 DIN hp at 5200RPM and 228lb.ft torque from 4000RPM and compared by late 1970 and early 1980 standards the ///M535I was very fast. After only 1410 E12 ///M535I's where made, production ceased in may 1981. Today, the E12 ///M535I is regarded as the first sporting saloon built by the motorsport division.






7701


E12 ///M535i


It is interesting to note that the E12 ///M535I is not the fastest member of the E12 series. In 1978 Alpina introduced a turbocharged engine on basis of the 3.0 litre big six and fitted this engine in the E12 chassis. Power was 300 DIN bhp at 6000RPM and even more important, the torque was massive with about 450nm available from only 3000RPM. Only 149 of the B7 turbo and 60 of the B7S turbo have been build by Alpina on the E12 chassis. The B7S turbo used the 3.5 litre engine from the ///M535I and as such, power was slightly higher at 330 DIN hp at 5800RPM and 500nm torque from 3000RPM. Today, both E12 ///M535I and the E12 Alpina B7(S) turbo are highly sought after.

When the E28 chassis superceded the E12, the 3.5 litre engine was slightly changed. Its capacity was reduced from 3453cc to 3430cc, but power and torque remained almost the same. Unlike the E12 ///M535I, the E28 ///M535I has nothing to do with the motorsport division. The only difference between the regular E28 535i and the E28 ///M535I was the spoiler package and the steering wheel. To many enthusiasts that was a bit disappointing, but BMW evened up when in February 1985 the E28 ///M5 was first shown on the Amsterdam auto show. With its large 286 DIN bhp1 engine, the E28 ///M5 was capable of accelerating from 0 to 100km/h4 in just 6.5sec and reaching a top speed of 245km/h. The car world was shocked. For the first time, a large car manufacturer dared to put a large high performance engine in a medium sized four door saloon which was capable of outperforming most sports cars. Already in 1984, a few months before its introduction, a small numbers of E28 ///M5 have been made for a few important customers.



7702


E28 ///M5



The E28 ///M5 used basically the same engine as the ///M1 with 3453cc capacity but instead of the Kugelfisher mechanical injection, Motorsport fitted a Bosch Motronic fuel injection system. Thanks to this modification, power rose to 286 DIN bhp1 at 6500RPM and 250 lb.ft (340nm) torque available from 4500RPM. This very same engine is also used for the ///M635CSI which was introduced slightly before the E28 ///M5 in 1984. The E28 ///M5 was hand build in Munich at the Preussenstrasse and during a four three year period only 2145 cars where build. In 1987, which was the last production year of the E28 chassis, a de-tuned catalyst version with 260DIN bhp1 at 6500RPM and 243lb/ft of torque from 4500RPM was available for North America, but these cars where much more luxurious then the European version. Eventually 1235 US specification E28 ///M5's where sold. In Europe, this engine was also available with catalyc converter. But then most ///M5 buyers did not like the loss idea of 26bhp power loss, so they did not want them. As a result, the E28 ///M5 with catalyst is quite rare in Europe.

In September 1998, the new E34 ///M5 was available in Germany. Since the E34 chassis was larger and more refined than the E28 chassis, the E34 ///M5 is more tractable and docile than its predecessor. The engine capacity increased to 3535cc and this catalyst engine now delivered 315bhp at 6900RPM and 360Nm (266lb.ft) of torque from 4750RPM. Although the E34 ///M5 was 170kg heavier than the E28 ///M5, acceleration and top speed figures improved to 0 to 100kmph4 in just 6.2sec and a regulated top speed of 250km/h.







7700

E34 ///M5 3.6 litre


Like the E28 ///M5, the E34 ///M5 was also hand build. It took 6 weeks to build each ///M5 and as a result, base price was just under DM100000 in September 1988. The rest of the Europe did not receive the E34 ///M5 before 1989 and the rest of the world had to wait until 1990. ///M5s for the US and Canadian market where technically the same as in Europe so the performance was up to the same level, but since the ///M5's for the US and Canada where standard more luxurious and therefore heavier, performance was a bit lower than the standard European versions.

In 1991, this second generation of the ///M5 got competition from the Mercedes Benz 500E and less important the Opel Lotus Omega with its twin turbo charged 3.6 litre engine. Despite the fact that the 500E was not as fast as an E34 ///M5 3.6 litre in sheer performance2, the 500E with its 5.0 litre V8 and automatic gearbox was the better autobahn performer. But on twisty of the autobahns or on the track, the E34 ///M5 was the better performing car6,7. In 1992, BMW enlarged the engine of the E34 ///M5 to 3795cc. Not in the first place to yield more power, but to improve fuel consumption and tractability. The new 3.8 litre engine yielded 347 DIN hp3 at 6900RPM an 409nm3 (295 lb.ft) from 4750RPM. Acceleration for 0 to 100km/h4 improved to 5.9sec and if not the top speed was electronically limited, the E34 ///M5 could reach more than 270km/h (170mp/h). Other improvements for the 1992 European ///M5 was a new adaptive suspension with gas filled Boge shock absorbers. Sensors located at different parts of the car measures the body roll and when necessary the shock absorbers became stiffer to improve handling. As an option, the so called Nurburgring option was available which allowed the driver to play with the stiffness of the suspension. From 1992, BMW also offered the ///M5 also as touring. With only 891 ///M5 tourings build, this is quite a rare car.

The 3.8litre ///M5 was never sold in the US and Canada. For these markets BMW continued to make the 3.6litre variant until 1993.

From July 1994, as the 1995 model year some further improvements where made to the E34 ///M5. The brakes where increased in size and for the first time ever a production car used floating brake discs. Now, the gearbox had six gears, the Nurburgring package was standard and the wheels and tyre size increased to 17". In 1995, BMW made 200 E34 ///M540i for the US market and 32 E34 ///M540i for the Canadian market. The ///M540i used the 4.0 litre V8 of the 540i of the large 6 cylinder Motorsport engine. The Canadian E34 ///M540i is a very special car because with exception from the engine, this car was technically identical to the 1995 E34 ///M5. After slightly more than 12000 E34 ///M5s where produced in almost an eight year period, production ceased in July 1995. The last E34 ///M5s have cost a staggering DM140000 in Germany, an increase of 40% over its production period.







7699


Canadian model E34 ///M540i
Also Know As: the 540i ///M-Sport (US/Europe), ///M540i LE (Australia).
These models were essentially 540Is built with ///M5-only options at the factory, such as EDC, 6 speed manual transmission. They were available with ///M5 trim, paint and upholstery options, and were built to sell during the period after the last production of E34 ///M5 in 1995 and the introduction of the E39 ///M5 in 1998. They sold like hot-cakes and in most markets were gone in the first year. Buyers that could not get one had to wait until the introduction of the e39 ///M5 (or opt for the current E39 540I instead).


Despite the fact that the E34 ///M5 was the fastest BMW of its time, Alpina and other tuners made their own variants. It is not fair to describe Alpina or Hartge as just a tuners. Both are now regarded as independent car manufacturers. The most famous modified E34 is the Alpina B10 biturbo. With its 360 DIN hp twin turbo charged 3.4 litre M30B35 engine, it was capable of accelerating from 0-100km/h in just 5.6sec and reaching a top speed of more than 290km/h5. Even the current E39 ///M5 cannot keep pace with a well a Bi-Turbo in good condition.







7698


Alpina B10 Bi-Turbo



The E34 Alpina B10 Bi-Turbo was made from 1989 until 1993 and in this period only 507 cars where made and where available only in Europe.

In 1998. BMW Motorsport announced the E39 ///M5. For the first time, BMW Motorsport used a V8. The 4.4 litre V8 of the 540i was bored and stroked to 4941cc. With the eight butterfly manifolds, this engine delivered 400 DIN hp at 6600RPM and 500nm of torque from 3800RPM. Performance was devastating. 0 to 100km/h is finished in just 5.3sec and if not the top speed was regulated to 250km/h, the E39 ///M5 could run more than 290km/h.







7697


BMW E39 ///M5



Unlike the previous versions, the E39 ///M5 is not hand built and is instead made on the regular E39 production site in Dingolfing. Thanks to this, BMW could offer the E39 ///M5 for the same price is the last hand build E34 ///M5s three years earlier.

During the now 16 year period that the ///M5 type exists, there have been three generations of the //M5 being made. But despite that it is difficult to compare the three versions. All three versions have in common that they are the sporting saloon to beat. But the E39 ///M5 does not fulfil the original mystique of owning and driving an ///M car. It is a much more comfortable and more refined than its predecessors, but for many ///M enthusiasts who have driven the older cars, it has become to refined.

The same could be said about the E34 ///M5 in 1988. The E34 chassis is much more refined than the E28 chassis and therefore is much more comfortable and docile but despite that its engine is not just as powerful as the E39 ///M5, the engine of the E34 ///M5 almost has a soul. A lot off people prefer the grunt of the V8, but the audible pleasure the large six cylinder of the E34 ///M5 and E28 ///M5 gives when revving up is still unmatched. Was the E28 ///M5 also called "Original Sin", the E34 ///M5 was more refined but based on the same philosophy. The E39 ///M5 is a different car, a master piece of its own, but far more refined than its predecessors to fulfil the expectations of the modern customers. But the newer ///M models like the E39 ///M5 and E46 ///M3 have created an increasing demand and interest in the older models.

For the interested enthusiast for whom the E39 ///M5 is out of reach, the interesting question is; "Which one should I buy?" This question depends on the purpose the car will be used for. If it is for everyday use, the E34 ///M5 is hard to beat. It is spacious, refined, safe and fast. It fulfils the driver involvement, but not as much as the E28 ///M5. Today, prices of the E34 ///M5 have fallen well into reach and especially in Europe, good examples can be found between DM15000 and DM35000. The E28 ///M5 is raw, less spacious and shows what Motorsport originally meant with driver involvement. There are not to many of them around anymore so prices are rising. A few years ago an E28 ///M5 could be bought in Germany for less than DM7000. But today, a well maintained low mileage example can bring up to DM22000. For the rest of the world, prices are higher. In the US for instance a good low mileage 1991 E34 ///M5 can still bring US$25000, while the average 1991 model cars brings between US$15000 to US$20000. Compared to the prices in Europe that is considerably high.

But despite the fact that the purchase prices are relatively low, the cost of ownership is high. If you think you can drive an ///M5 for the same cost as a VW Golf GTI, then forget about it. First of all, the insurance costs and fuel costs are high. Second, tyres cost quite a lot too and third the ///M5 needs regular maintenance and immediate attention when something breaks. But when maintained properly, the ///M5 is a very reliable car and capable of very high mileages. This is very remarkable for an engine which was originally developed for racing purposes.

References:


In the US, the SAE measuring method is used. With DIN the power figures are slightly larger than with SAE.

"Der Sinn des Strebens", Hochleistungs Limousinen vergleich. Auto Motor und Sport 3/1991 (page 42-47)

Most magazines show 340 bhp and 400nm, but these are SAE figures. According to DIN this is 347 hp and 409nm. 4: This equals 62mp/h

Alpina Automobile meisterwerke catalog, 1993 edition.

"Group test of the Mercedes E500 vs. BMW ///M5 and the Jaguar XJR", Top Gear magazine February 1995.

"Magnum Force" comparison between the E34 ///M5, Mercedes Benz 500E and Audi S4, Car and Driver April 1992

"Original Sin", classic choice by BMW Car Magazine, January 2000

General references:


BMW M series and performance specials by Jonathan Cohen: ISBN 0-7603-0171-9

A collectors guide, BMW M-series by Chris Rees: ISBN 1-899870-18-0



Not enough?
Search the web for more M5 history info, such as 25 Years of BMW M5 (http://www.carforums.net/showthread.php?99456-25-Years-of-BMW-M5)

[genphreak]

The History of the S38 engine


This article goes a bit deeper into the engine of our beloved E34 ///M5. Like you may have heard or read before, this engine is the result of an almost 20 year evolution of engine development at BMW ///M GmbH. But let's go a bit further into detail about its history. The intention of the article is not to explain the technical differences, but to give an overview of the evolution and to describe the legacy of the S38 engine.

It all started in 1973 when BMW needed a more powerful engine for the competition CSL's to compete with the Ford Capri's. Until then, BMW via Schnitzer and Alpina raced the CSL's with the M38 and M52 engines. These SOHC engines where based on the M06 engine from 1968. The M06 is the first version of the legendary engine family, which we all now know as the M30 big six.

Linking the M30 with the M06 may seem confusing, but it is not. In the early 1980's, BMW switched to a new system of coding their engines. Before then, an engine was designated by a three character long code and if applicable followed by a version (for example M90 or M49/1). The new engine coding used a six character long code and if applicable followed by one or more characters for engine specifics. The new engine code allowed BMW to specify its source (regular BMW or BMW Motorsport), the engine family and the displacement. Examples of the new engine codex are M30B35 and S62B50. The M06 engine from 1968 is coded according to the old coding system, while the M30B35 from 1985 is coded according to the new system. Some common engines with an 'old' ID code also received 'new' engine code. For instance the M06 is also know as the M30B25V with the V meaning "Vergasser" or Carburettor.

The M52 racing engine family created a base for the new 24-valve race engine coded M49. This new engine was developed by a new division lead by Jochen Neerpasch. Today we know that division as BMW Motorsport. Jochen Neerpasch managed to create a team with amongst others Paul Rosche, also known as "nocken Paul". The cylinder head of the M49 engine is almost similar to the M12/2 formula II engine. This means that the camshafts are driven by directly by gear train. This valve-train was driven by a single timing chain via an intermediate shaft. Theoretically this allowed the head to rev over 9000RPM. But since the crankshaft is larger than the four-cylinder Formula II engine, 9000RPM was the limit for the group 5 engine. The M49 equipped E9 CSL won it's first race in the European ETC series on the Salzburgrung in March 1974. A remarkable success, especially because it was also it's racing debut. The oil crisis of 1973 and the commercial lack of interest for high performance cars (the E20 2002 turbo being a good example) slowed down the development of the E9 CSLs. Four E9 CSLs with M49 engines entered the American IMSA series in 1975. Also in 1976, BMW participated in the American IMSA series. During these two years, BMW won 7 races.

In Europe, there was hardly any real competition and when plans for a group 5 class for the 1975 season did not materialize, the European E9 CSL's with M49 engines where sold of. Alpina bought at least one and about two years ago one of these cars showed up for sale in the Netherlands for about US$25000.

For the 1976 season, the oil crises was a few years back and BMW decided to enter the newly created group 5 series. By request of the factory, Josef Schnitzer further developed the M49 engine so it could be used for vertical installation in the CSL's engine bay. Vertical installation allowed the use of larger exhaust headers, a more optimized inlet system and the installation of a more efficient cooling system. This engine was named M49/3 and yielded 465hp @ 8500RPM. But compared top the Porsche 935 turbo, the E9 CSL with the atmospheric M49/3 engine did not have a chance to compete. That is why in a later stage, twin turbo chargers where added. This was the fifth evolution of the M49 engine and was called M49/4. The M49/4 had a 300cc smaller displacement. With a bore of 94.0mm, the M49/3 only had 6.0 mm gap between the cylinders. For the non-turbo charged engines, this was enough, but turbo-charged engines produce much more heat, which has to be removed efficiently. Reducing the bore is one of the ways to achieve this. Even today, reducing the bore is a common practice to create a larger gap between the cylinder walls to create larger cooling channels within turbo charged engines. The four-valve M49/4 engine allowed a relatively low turbo pressure. Usually, a boost of 1.3bar (18PSI) was used to yield a neat 750hp @ 9000RPM. This high power output came with a relatively high reliability of the engine. Although the CSL gearbox was not designed for such a power, it held up rather well during the races. The practical experiences with the M49/4 engine provided a basis for the development of the later E26 ///M1.

All in all, the M49 engine and the E9 CSL where very successful in the Group 2 European Touring Car (ETC) series. From 1973-1976, BMW won the championship in these series. Although the last CSLs where made in 1974 and the last E9 coupe's left the factory in December 1975, BMW Motorsport continued to support it in 1976, but could continue that in 1977 because it was an obsolete model. This was a logic consequence of the introduction of the E24 6 series and using the CSL longer would not benefit the sales of the new coupe. Private teams continued to use the E9 CSL until 1978 and even managed to win the European Touring car Championship (ETC in 1977 and 1978. The following table shows an overview of the M49 engines which where used in racing.




Model

E9 CSL
E9 CSL
E9 CSL

E9 CSL (Group 5)
E9 CSL (Group 5)


Development
BMW Motorsport
BMW Motorsport
BMW Motorsport
Schnitzer
Schnitzer


Old engine code
M49
M49/1
M49/2

M49/3
M49/4


New engine Code
N/A
N/A
N/A

N/A
N/A


Engine Capacity (cc)
3153
3340
3498

3498
3200


Stroke (mm)
84
84.0
84.0

84.0




Bore (mm)
89.3
92.5
94.0

94.0




Max Power (DIN hp)

415 @ 9000RPM
430 @ 8750RPM
440 @ 8500RPM
465 @ 8500RPM

Up to 950 @ 9000RPM (at 1.6 bar / 18PSI)



Max torque (nm.)



40.5mkg




Max torque (lb./ft)








Compression ratio



11.0:1



Fuel management
Kugelfisher mech.
Kugelfisher mech.
Kugelfisher mech.
Kugelfisher mech.
Kugelfisher mech.


Engine type
Normal Aspirated
Normal Aspirated
Normal Aspirated
Normal Aspirated
2 KKK turbo chargers


Lubrication
Dry sump
Dry sump
Dry sump
Dry sump
Dry sump


Year(s)
1973
1974
1974
1976
1977



Table 1, M49 engine family


For the group 5 series, Jochen Neerpasch wanted a mid engined racing car. The development of the E26 ///M1 started in 1976. The idea was to develop a racecar first and a road car second. Since BMW did not have the capacity or the expertise to build a tube framed car, BMW Motorsport contacted Lamborghini to help with the development and the production of the chassis. But Lamborghini came into financial troubles and was not able to fulfill its commitments to BMW. This delayed the production of the E26 ///M1 with more than a year and by the time the production of the ///M1 started, the rules for the group 5 touring car championship where changed and ruled out mid engined sports cars. At that time, Jochen Neerpasch had his new racecar, but could not use it. Max Mosley of the FIA came up with a brilliant idea. A new race class was established specially for the ///M1. This new race class, the Group 4 Pro Car series was scheduled to take place before a Formula 1 race with a few formula 1 drivers and privateers.

The engine for the ///M1 was an evolution of the M49 engine of which the development stopped in 1977. However the new M88 had significant changes to allow it to be used as a production engine for road cars. The same changes were made when building the E26 ///M1 for sale as a road car, a requirement for the group 4 regulations. The Group 4 rules required that 400 units of that same car would be made within one year. The direct drive of the camshafts by a gear train was abandoned for a direct chain drive to reduce the interior noise. Like the M49, the M88 engine also used a Kugelfisher mechanical fuel injection system. The cylinder head of the M88 consisted of two pieces. The lower piece contained the intake and exhaust ports, the valves and the spark plugs. The upper piece contains the buckets, shims, camshafts and bearings
Compared to the M49/3, the M88 had a slightly smaller displacement (3453cc). This was achieved by reducing the bore slightly to 93.4mm. However the stroke of the engine remained the same (84,0mm). To test if the M88 engine would be reliable for a production engine, BMW placed the existing SOHC drive train on the M88 cylinder block. This engine, called M90 used a regular Bosch L-Jetronic (predecessor of the Motronic) fuel injection system and yielded 218hp.

The road going ///M1 used the M88 engine. The M88 yields 277hp @ 6500RPM and 330nm @ 5500RPM. This was more then enough to propel the 1418kg sports car in a little more than 20sec to the 200km/h mark.

Since the E26 ///M1 was designed for racing first, the M88 engine was heavily modified. For road use, the M88 is tuned to offer a good compromise between tractability, engine longevity and performance. Engine longevity is not that important for racing and for group 4 and 5 Procar races a lot more than 277hp was required. New camshafts, larger valves, reshaped ports, throttle slides instead of butterflies, forged pistons and a completely different exhaust system helped to increase the power to almost 500bhp. For Group 5 purposes, two turbo chargers where added. This version is known as the M88/2. Depending on the boost pressure, the power output was between 850bhp and 950bhp.



Car's

Development engine for the E26

E26 ///M1
Group 4 Procar series

Group 5 Procar series
E28 ///M5 & E24 ///M635CSI


Old engine code
M49/5

M88
M88/1
M88/2
M88/3


New engine Code
N/A
S32B35
N/A

N/A
S31B35ME


Engine Capacity (cc)

3453
3453
3200
3453


Stroke (mm)

84,0
84,0

84,0


Bore (mm)

93,4
93,4

93,4


Max Power (DIN hp)

277 @ 6500RPM
490 @ 9000RPM
Up to 950 @ 8500RPM (1,6 atu)
286 @ 6500RPM


Max torque (nm.)

330 @ 5000RPM


340 @ 4500RPM


Max torque (lb./ft)

239 @ 5000RPM


250 @ 4500RPM


Compression ratio

9,0:1


10,5:1


Fuel management

Kugelfisher mech.
Kugelfisher mech.
Kugelfisher mech.
Bosch Motronic


Engine type

Normal Aspirated
Normal Aspirated
2 KKK turbo chargers
Normal Aspirated


Lubrication
Dry sump
Dry sump
Dry sump
Dry sump
Wet sump


Year(s)
1977
1978
1978
1979
1984-1989



Table 2, M88 engine family

With the cease of the group 4 and group 5 races, BMW stopped to use the M88 engine for racing purposes and concentrated on developing race cars on basis of the E21 and later the E30 3 series. But in 1983, the M88 was used one more time to power the new top model of BMW, the E24 ///M635CSI. The regular 635CSI lacked the power to compete with Porsche's 928S and the Mercedes 500SEC. For the E24 ///M635CSI, the M88 was redesigned. The bore and stroke of the M88/3 engine remained the same as the M88. Also six individual butterfly valves where used for the M88/3. However, Bosch's Motronic, the first digital controlled fuel-management system that was used in production cars, replaced the M88's Kugelfisher fuel injection system. This allowed the compression ratio to rise to 10.5:1. Thanks to these changes, the power output rose to 286hp at 6500RPM. The torque rose slightly also to 340nm at 4500RPM. This was 500RPM lower than for the original M88 engine and this helped to improve the M88/3 abilities for daily use.

At the end of 1984, the M88/3 engine was also fitted in the E28 5 series. Unlike the ///M635CSI, the E28 version was not named ///M535I as this type was already given to another E28 with the M30B35 engine. Instead, the name ///M5 was chosen. Already from September 1984 till February 1985, a small number of E28 ///M5's where hand build by BMW Motorsport for a happy few. It was not before February 1985 before the E28 ///M5 was introduced to the public. In the mid eighties, unleaded fuel and the use of catalytic converters became more and more common in Western Europe, especially in the environment oriented Swiss and Austrian market's. The M88/3 engine did not have a catalyst. BMW did not want to be accused of being insensitive to the environment and decided against the introduction of the E28 ///M5 at the important Geneva car show. Instead, BMW released the E28 ///M5 at the Amsterdam car-show, reducing the potential risk of bad environmental publicity in the wider international press.

Despite that BMW already switched to a new engine codex in 1983, the new 24-valve engine kept the family code M88. It was not before 1986 when the S38 designation was used for the catalyst version of the M88/3. The S38 stands for, 'S' means that the engine is originated by BMW Motorsport, the '3' means that it is derived from the M30 engine family and last but not least, the '8' is chosen to make a reference to the legendary M88.

During the mid eighties, the ///M635CSI and the E28 ///M5 where only available in Western Europe. In the United States, there was a small but significant demand for these 'European only' cars. This gap in the United States market was served by 'gray market' importing companies. Realising this, BMW North America introduced Motorsport versions of the E24 and E28 in 1987, but their specifications where changed to meet the demands of the American market. To meet US exhaust emission regulations of that time, the catalyst equipped S38B35 replaced the M88/3. The S38B35 kept the M88/3s bore, stroke and cylinder head, but to install a catalytic converter, the compression ratio decreased from 10.5:1 to 9.8:1. The equally tuned exhaust headers of the M88/3 where replaced by log headers. Al these changes decreased the engine performance. The S38B35 delivered 260hp and a torque of 330nm (243lb/ft) at 4500RPM. The US E28 ///M5 and E24 ///M6 also had more options fitted, many of which in Europe could only be bought by special order. As a result, the US cars where noticeable heavier than the European cars and this had an impact to the cars performance. The European E28 ///M5 can do the 0-100km/h (0-62mp/h) sprint in just 6.5sec, while the US version needs 0.3sec more.

For the US and Japanese markets, The ///M635CSI was renamed to ///M6, while in Europe the ///M635CSI designation remained. The distinction between the ///M6 and ///M635CSI is the engine. The ///M6 always contains the S38B35 engine, while the ///M635CSI can have both. Despite the catalyst, the majority of the E28 ///M5s and E24 ///M635CSI in Europe where equipped with the M88/3 engine, thus no catalyst.

The production of the last E28s ceased at the end of 1987 after which the E34 succeed it. It was without any doubt that soon after the introduction of the E34, also a Motorsport version became available. The E34 ///M5 was available for the German market in September 1988. The engine which powered the E34 ///M5 is a further evolution of the S38B35 engine which powered the catalyst versions of both the E28 ///M5 and E24 ///M635CSI. The E24 ///M635CSI remained in production until its demise in spring 1989. During that time, the M88/3 and S38B35 engine where by BMW Motorsport alongside the S38B36. This was of benefit for the last E24 ///M635CSIs because in their last production months, both the M88/3 and S38B35 engines received the duplex timing chain of the S38B36.




Car's

E24 ///M635CSI,
E28 ///M5
E24 ///M6,
E28 ///M5
E34 ///M5 3.6
E34 ///M5 3.8



Old engine code

M88/3
N/A
N/A
N/A



New engine Code
S31B35ME
S38B35
S38B36
S38B38



Engine Capacity (cc)
3453
3453
3535
3795



Stroke (mm)
84
84
86
90



Bore (mm)
93.4

93.4

93.4

94.6



Max Power (DIN hp)
286 @ 6500RPM
260 @ 6500RPM
315 @ 6900RPM
347 @ 6900RPM



Max torque (nm.)
340 @ 4500RPM
330 @ 4500RPM
360 @ 4750RPM
409 @ 4750RPM



Max torque (lb./ft)
250 @ 4500RPM
243 @ 4500RPM
266 @ 4750RPM
295 @ 4750RPM



Compression ratio
10.5:1
9.8:1
10.0:1
10.5:1



Fuel Management
Bosch Motronic
Bosch Motronic
Bosch Motronic 1.2
Bosch Motronic 3.3


Engine type
Normal Aspirated
Normal Aspirated
Normal Aspirated
Normal Aspirated



Lubrication
Wet sump
Wet sump
Wet sump
Wet sump


Catalytic Converter
No
Yes
Yes
Yes



Year(s)
1984-1989
1986-1989
1988-1993
1992-1995




S38 engine family

To create the S38B36, the S38B35 was stroked from 84.0mm to 86.0mm, the same as the M30B35 engine. The stroke remained 93.4mm. This all increased the displacement to 3535cc. Actually, this is 3.5 liter's and not 3.6 as the type designation indicates. However to make a distinction with the S38B35, the S38B36 engine was marked as a 3.6 liter engine. Not only the stroke was changed. Also the Compression ration increased from 9.8:1 to 10.0:1. The S38B36 delivered 315hp @ 6900RPM and 360nm (269lb/ft) at 4750RPM.

The intake received an electronically controlled RAM induction system to boost up the torque. A changeover valve varies the effective length of the induction system depending on load and engine speed. The changeover valve operates when the engine speed is below 4120RPM and full throttle or the engine speed is above 6720RPM and full throttle. The engine management remained the Bosch Motronic system, but instead of measuring the airflow with a valve, the S38B36 received an airflow measurement system based on a hot-wire sensor. In contrary to a conventional sensor with an air-valve and potentiometer, hot-wire sensors measures the mass of the air and since it is only a very thin wire, the air can flow to the intake-plenum without restriction- reducing flow resonance and noise.

To fulfill the exhaust emission regulations, a ceramic catalytic converter has been added to the exhaust system. To control the emissions at cold-engine start up an air injection feature for the exhaust has been added. This system injects air into the exhaust system to convert carbon monoxide into carbon dioxide and hydrogen into water. For Tropical regions, for instance the Middle East and south East Asia got a slightly different version of the S38B36. For these markets the compression ratio reduced to 9.2:1.

In 1991, the E34 ///M5 got competition by the Mercedes Benz 500E and of lesser importance, the Opel Lotus Omega and the BMW-Alpina B10 Bi-Turbo. Neither the Opel nor the Mercedes could match the ///M5 in character and driving abilities, but they where more powerful. The Opel Lotus Omega has a twin turbocharged 3.6 litre 24-valve engine and was (a cheaper) competitor for Alpina's B10 Biturbo. The 500E however was directly positioned as a competitor to the ///M5. Compared to the E34 ///M5, the 500Es strength was its torque (the a 5.0 liter 32-valve V8 produced 480Nm). The 500E was approximately 100kg heavier than the E34 ///M5, and was a polished autobahn performer. In all other areas the E34 ///M5 chassis performed better however. Ever keen to compete against Mercedes, BMW Motorsport redesigned the S38 to gain back the "fastest 4 door saloon" title.

The bore and stroke where increased one more time. As a result the displacement grew to 3795cc. Another significant change is the compression ratio that was increased to 10.5:1. The intake and exhaust ports increased in size also and each spark plug got it's own HV coil which eliminated the distributor rotor and the high voltage wiring. A smaller and lighter Emitec metallic type replaced the ceramic catalytic converter. The main advantage of the Emitec metallic converter is that it increases the flow of the exhaust gasses. The Bosch Motronic 1.2 fuel management system was changed for the Motronic 3.3 system of the same manufacturer that also includes the resonance flap control. This feature is the same as on the S38B36, but with an extra switch-point at 2480RPM.

The S38B38 was the last evolution within the S38 engine family and delivered 347hp @ 6900RPM and 409nm torque at 4750RPM. All these changes stretched the S38 to its limit. The web spacing between two cylinders with 5.4mm is extremely narrow. This is 0.6mm less that the M49/3 racing engine. The S38B38 engine remained in production until the summer of 1995 when the last E34 ///M5s left the production facility in Garching.

For the Swiss and Austrian market, the S38B38s where fitted with Ceramic catalytic converter and the smaller exhaust manifolds (80mm vs. 90mm) of the S38B36 engine. As a result, the Austrian and Swiss version did not deliver 347hp, but 327hp.


Post S38 period
S50B30, S50B32, S50B30 US and S52B32

In 1992, BMW introduced the E36 ///M3 coupe with the S50B30 engine. The S50B30 is based on the smaller M50 engine family, but had a completely new 24-valve head. All in the ///M tradition, this engine also has 6 individual butterfly valves. Completely new was the VANOS system to vary the intake camshaft and thus the timing of the intake valves. This means more torque at lower revs. The S50B30 engine measured 2990cc and delivered 286bhp @ 7000RPM and 320nm @ 3700RPM. The US did not get this expensive engine as it did not comply with emissions regulations. Essentially the S50B30 US is just a bored and stroked M50B25 with VANOS, meaning they skipped the 6 throttle bodies and the expensive head construction resulting in an overall power loss of 46hp.

In 1995, the S50B30 was bored and stroked one more time to 3201cc. Other significant changes are that the DME was now a system developed by BMW and Siemens. Also the exhaust camshaft timing is controlled by VANOS. Power rose to 321hp at a staggeringly high 7600RPM. The US again got a detuned version without the S50B32's expensive cylinder head and intake system. Compared to the S50B30 US, the S52B32 delivered the same power, but more torque at lower revs. For the E46 ///M3 of 2000, this engine was completely redesigned and thus called S54B32. Like the S38B38, this engine is also stretched to its limit.

S62B50
When the E39 succeeded the E34 in 1996, it took almost three years before it was succeeded by the E39 ///M5. Originally, BMW did not plan a Motorsport version of the E39 as it felt that the E39 540I and the E36 ///M3 4 door would fulfill the demands of the E34 ///M5 owners. However the ///M5 customers did not buy that, probably since neither the E36 ///M3 or the E39 540I are really exclusive cars. In 1997 BMW realised that and started to develop the third generation of the E39 ///M5. The first prototype was shown to journalists on the IAA car-show of 1997, but it was not before December 1998 that the first E39 ///M5s where delivered to customers. Instead of an inline six, BMW used the M62 V8 engine as the basis for the S62B50 power plant with 400bhp. The E39 ///M5 turned out as a very successful car, especially in the USA. Already in the summer of 2001, BMW had manufactured more E39 ///M5's than E34 ///M5's in a seven-year period!

Unlike the E28 and E34 ///M5, the E39 ///M5 was not hand build in Garching anymore, but manufactured on the E39 production line in Dingolfing. Thanks to this, the German MSRP of DM140000 for the E39 ///M5 in 1998 was almost the same as the customer cost for the last E34 ///M5 in 1995.


Developments related the S38
M90
The M90 was the first road going BMW engine with 3.5 litre displacement. Originally this engine was used to test if the M88 engine was reliable with the narrow web spacing of 6.6mm. This means that this engine has exactly the same bore and stroke as the M88 and is directly related. However instead of a DOHC cylinder head with 24 valves, BMW used the SOHC cylinder head with 12 valves. The use of an electronically controlled fuel management system (Bosch LE-Jetronic) allowed a slightly higher compression of 9.3:1. Strictly, the M90 engine is not an M production engine although the E12 ///M535I in which it is used is a real M car. Until 1981, the M90 engine was used for the early 635CSI and the very rare and delectable E12 ///M535I from 1980.

In 1981 and 1982, Alpina used the last batch of the M90 engine to power the last versions of the B7 turbo versions of the E12 sedan and E24 coupe. For the B7S turbo, the M90 has been modified extensively to allow the use of a turbocharger. The B7S delivered 330hp @ 5800RPM and 500nm @3000RPM. During 1981 and 1982, Alpina only made 60 E12 sedans and 30 E24 coupe's in the B7S version.

M30B35
To improve the reliability for road use, BMW redesigned the M90 engine in 1981. This engine, called M30B35 was slightly different. Compared to the M90, the M30B35 has a larger stroke (86,0mm), but a smaller bore (92,5mm). The use of a digital controlled fuel management system (DME) allowed to increase the compression ratio from 9,1:1 to 10,0:1. Although the engine capacity decreased slightly (3430cc vs. 3453cc), power and torque remained almost the same. The M30B35 remained in production for almost 13 years and in the late 1980's, catalyst versions where developed and offered for sale also. The M30B35 has been used in the E23 735I, the E24/1 635CSI, the E28 535I, the E28 M535I, the E32 735I and the E34 535I.


This engine was also used a lot by tuners and the tuners with a manufacturer status such as Hartge and Alpina. Alpina examples are the E28 B7 turbo, the E24/1 B7 turbo, the E28 B9, the E30 B6(S), the E28 B10 3.5, and the E34 B10 3.5 and last but not least the E34 B10 Biturbo. In 1993, the last 50 M30B35 engines where delivered to Alpina for the last 50 B10 Bi-Turbos.



Model

E26 ///M1

E12 ///M535I and E24 635CSI (<1981)
See Note #1


Old engine code

M88

M90
N/A


New engine Code

S32B35

S30B35LE
M30B35 (without CAT)


Engine Capacity (cc)

3453

3453
3430


Stroke (mm)

84.0

84.0
86.0


Bore (mm)

93.4

93.4
92.5


Max Power (DIN hp)

277 @ 6500RPM

218 @ 5200RPM
218 @ 5200RPM


Max torque (nm.)
330 @ 5000RPM





Max torque (lb./ft)
239 @ 5000RPM

228 @ 4000RPM
229 @ 4000RPM


Compression ratio

9.0:1

9.3:1
10.0:1


Fuel management

Kugelfisher mech.

Bosch L-Jetronic
Bosch Motronic


Engine type

Normal Aspirated

Normal Aspirated
Normal Aspirated


Lubrication

Dry sump

Wet sump
Wet sump


Year(s)
1978

1977-1982
1982-1993



Table 4, M88 engine derivatives

S14B20, S14B23 and S14B25
This engine family was developed in the early 1980's for use within the E30 series where it had to power the new BMW touring car racer, the E30 ///M3. The engine block was based on the cast iron M10 engine family. The cylinder centres of the M10 (at 100mm) are the same as on the M88 so this allowed BMW Motorsport to simply cut of two cylinders of the existing M88 cylinder head. The bore (93.4mm), stroke (84.0mm) and compression ratio (10.5:1) for the S14B23 where chosen exactly the same as the M88/3. This created a displacement of 2302cc. Enough to deliver 200hp @ 6750RPM and 176lb/ft of torque at 4750RPM. With catalyst this engine delivered 195hp and 169lb/ft @ 4750RPM. In Italy, there was the 320iS, a deviation of the E30 ///M3 to avoid the huge Italian taxes for road cars above two liters. The 320iS simply used the 325iS-body style, but powered by an S14B20 engine. The S14B20 has the same bore as the S14B23, but a smaller stroke (72.6mm) resulting in a displacement of 1990cc. A compression ratio of 10.8:1 still allowed 192hp at a stunning 6900RPM.

In September 986, the first E30 ///M3's where sold to their first customers and within the first year, more than 5000 units where sold to meet the FISA Group A rules. 2396 where build in 1986 and 6396 in 1987 and thus easily satisfying the rule makers. It did not take long before the first evolution versions arrived.

For the evolution II models of 1988, BMW Motorsport fitted other pistons to increase the compression ratio to 11.0:0. The displacement and the cylinder head construction are exactly the same as the regular 2.3 liter. But now 220hp and 181lb/ft where available. In a later stage, this engine with a catalyst became available for the E30 ///M3 Cecotto and Ravaglia editions.

The last version of the S14 engine is the S14B25. An increased bore (now 95.5mm) and stroke (87.0mm) increased the displacement to 2483cc. The compression ratio remained 10.5:1. At 7000RPM this is enough for 238 hp and 177lb/ft @ 4750RPM. This engine is used for the last 600 ///M30 evolution III, the most delectable of all ///M3s.
The primary purpose for the S14 engine was to power the E30 ///M3 touring car racer which raced in different European touring car series of which the most important was the DTM (German Touring car championship). For these many engine versions where made (S14/1 till S14/7).

When the production of the E30 ///M3 ceased in March 1990, more than 17000 of these cars have been made and found their way to very happy owners. In terms of nimbleness, driving satisfaction and performance this may be the ultimate ///M car ever made. Apart from these, more than 3000 320iS cars found their way to Italian customers.


Tuner Efforts

Although the engines from the S38 and M88 have a high state of tune when they left the factory, for some this was not enough. Especially in the USA, there was a demand for even higher power output. A few enthusiastic companies served this niche in the market and offered tuning kit's that could be acquired separately or together as a complete package. In Europe, BMW's where mostly tuned as a complete package. Good examples are companies like Alpina and Hartge. Hartge actually did tune the S38 engine family, but Alpina never touched a BMW-Motorsport engine. Although many companies actually tuned the S38, it is undoable to describe all efforts in this field.


Dinan-BMW

Steve Dinan grounded this California based company, almost 20 years ago. Unlike many European counterparts, Dinan offers their performance program as kits that can be bought seperately or as a complete package. In 1986, Dinan developed a turbocharged version of the S38B35 engine. For the E34 ///M5's S38B36, Dinan developed several tuning programs known as Stages. Dinan's program starts with a modified DME, other cam sprockets to retard the timing for more torque in the low en mid range and a stroker kit to increase the S38B36 to 3,9 liters (3880cc). Added to that, you can buy the companies modified camshafts. In the strongest program, Dinan claims 402bhp (SAE). Even today, almost 9 years after the last E34 ///M5 was officially imported into the US, Dinan still offers these programs to the E34 M5 owners.


Hartge

In Europe, the S38 and M88 were less prone by tuner efforts. A Company that did was Hartge. Hartge fitted hotter cams to the M88/3 and reprogrammed the DME. erent cams and another DME program. With 330hp @ 7000RPM and 260lb/ft @ 3500RPM, this is a serious improvement. This engine was fitted in amongst others the Hartge H5SP-24, their version of the E28 M5. Hartge also used this engine for the H36, an E30 ///M3 equiped with the Hartge's modified M88/3. Only six of these beasts where ever build.

Notes:



The M30B35 was used in many ranges and cars. The most important are the E28 535I & ///M535I, the 635CSI after 1982, the E23 735I, the E32 735I and last but not least the E34 535I.
All power figures in the article are DIN. According to SAE the power is slightly smaller.
The torque in lb./ft can be calculated by multiplying the nm. Figure with 0.73529


References:

Acknowledgements:




BMW Mobile tradition by person of Mr. Jakobson for providing technical information about the M49, M88 & S38 engine families.



Comments

From: Michael Skee
Date: 2006-01-29
===

I read through much of your engine history description this afternoon and found much of it to be very helpful. I did, however, find an error. You say that the M30B35 came immediately after the M90 from the E12 M535 and E12-based E24 635csi. The M30B35 did not come around until 1986 production with the late model E24s and the introduction of the E32 and E34. E28s never came with the M30B35; rather, the 533 (82-84) came with the M30B32 (181 bhp if I remember correctly) and the 85-88 535i/M535i came with the M30B34 (182 bhp I think). Similarly, I believe the E23 used the B32 and B34 (733 and 735 respectively) and the 745i used the M106 turbo motor.

[genphreak]

Link to the waybackmachine archive version of this great pdf;

European Car (2002) - M Engines: the Magic under the hood (English):
http://web.archive.org/web/20080902230242/http://bmwe34m5.com/articles/MEngine_EuroCar_200202.pdf

Tried attaching it on bimmernut but it broke all the rules for attachments (argghgh!)

(This is a history of M Engine lineage dating back to the M1, including the S38 series. For reprints or information on the source magazine, please contact:
http://www.europeancarweb.com (http://www.europeancarweb.com/contactus.shtml))

[rorschach]

You made my Hollidays a lot better with these posts.
Thank you!

[genphreak]

Thanks for saying so!

It's always good to share the good stuff! :)