BMW M88

from Wikipedia, the free encyclopedia

The BMW M88 is an engine series from the German motor vehicle manufacturer BMW .

This is a DOHC - series - six-cylinder - petrol engine in four-valve technology with manifold injection . The two overhead camshafts are driven by a duplex chain . The mixture is supplied separately for each cylinder via its own intake manifold and throttle valve (individual throttle system).

history

The roadworthy version of the M1 was intended to be used as a homologation vehicle for racing. For this purpose, the standard drive had to offer a variety of options for increasing performance, as the regulations of the targeted groups 4 and 5 according to the FIA regulations did not allow any profound changes to the engine for racing use. The large-volume and prestigious V8 or V10 engine with a 144 ° cylinder angle, which was originally also included in the considerations, was not implemented, however, as this engine with the designation M81, which was created from preliminary studies for a Formula 1 engine, was completely new should have been constructed. On the other hand one came at BMW finally convinced the from the CSL - touring cars already known M49 -Sechszylindermotoren against the competition to survive.

BMW racing engine M49 from the BMW E9 CSL with Kugelfischer injection and flat slide system.

The development of the unit began from 4/76, the first variant M88 was then installed in the BMW M1 between 1978 and 1981 . The already mentioned, vertical four-valve racing engine M49 / 3 with 465 hp (1976) served as the basis, which was an expansion stage developed by Schnitzer of the 430 hp factory four-valve engine M49 / 2 presented in 1974 and still installed at an angle. The experimental engine for the M1, later renamed M88, was originally called the M49 / 5.

The M88 / 1 version used in Group 4 produced between 345 and 361 kW as required, the engines of this type used in the vehicles for the Procar series also complied with Group 4 regulations, but had a uniform 345 kW / 470 hp.

In contrast to Group 4, the regulations for the vehicles used in Group 5 ("special production vehicles") allowed relatively diverse changes to the engine, transmission and chassis: the M88 / 2 variant for use in Group 5 vehicles achieved a displacement of 3.2 l by means of two turbochargers, outputs of up to 625 kW.

The M88 / 3 version with 210 kW was used in the BMW M 635 CSi (M6) and BMW M5 (E28) models . The engine is based on the M30B35 series engine . The cylinder head, the intake and exhaust sides, on the other hand, are based on the original M88 engine.

The originally cateless M88 / 3 engine had to be equipped with a catalytic converter in 1986 for export to North America . Among other things, the compression was reduced to 9.8: 1, whereby the engine output dropped to 191 kW. This version got the engine designation S38B35 .

The predecessors

Hubert Hahne in an F2 - Lola with a 1967 Apfelbeck 1.6 l four-valve BMW M10 , 1968

BMW was working on four-valve racing engines as early as the 1960s. The engineer Ludwig Apfelbeck , who joined BMW in 1957, developed a two-liter engine in 1967 for BMW's entry into formula racing with the radial-diametrical four-valve technology that he preferred and refined for high liter performance , and for which he had already applied for a patent in 1935. The combustion chamber has a hemispherical shape, the valves do not hang in parallel, as in modern four-valve engines, but radially in the cylinder head, and the valves with the same function (inlet and outlet valve) are not arranged next to one another, but rather crosswise opposite one another ( diametrically ). The valves hanging at an angle to each other were either operated directly via conically ground cams or indirectly via a system of roller-type cam followers and intermediate levers. The valve opening cross-sections that can be achieved in this way can be up to 45% higher than those of today's four-valve combustion chambers with a roof shape. As a two-liter engine, the Apfelbeck four-valve engine achieved 315 hp, with a 1.6-liter displacement 225 hp.

The theoretical advantages of this cylinder head design, namely very good gas exchange due to the largest possible valve openings and thermal insensitivity due to the exhaust valves not lying next to each other, could only be achieved with great effort in multi-cylinder in-line engines due to the extremely complex valve train. The large volume of the hemispherical combustion chamber also made it necessary to raise the piston crown to achieve compression; this increases the weight of the piston , and the valve pockets milled into the piston crown make the combustion chamber appear very jagged overall. The imaginary gas exchange advantage was also reversed at low engine speeds, since the large valves then caused the gas velocities to be too low when flowing into the cylinder and the fresh gas filling was insufficient.

BMW M12 / 7 with single ignition and Kugelfischer injection , 1982

Since the contemporary Cosworth four-valve engine with the simpler, roof-shaped combustion chamber with parallel hanging valves and the flat piston crown showed that it can be done better in practice, a similar design was now pursued under the direction of Paul Rosche , but in 1968 initially as M12 with diametrical (crosswise) opposite intake and exhaust valves, due to the Formula 2 regulations with 1.6 liter displacement. To further increase performance, this engine was later equipped with three spark plugs per cylinder, and the Lucas injection of the Formula 2 Apfelbeck M10 was replaced by a Kugelfischer injection . Its successor, the M12 / 2 used for the first time in the 1970s Formula 2 season, then had the valve scheme that is common today with valves hanging next to each other and performing the same function.

The very successful four-cylinder four-valve engine with the designation M12 / 6 for Formula 2 with later up to 330 hp (according to the regulation change), now two liters of displacement (according to the regulations), was the basis for both the large four-valve six-cylinder racing engines of the Type M49, as well as for the charged 1.5-liter four-cylinder for Formula 1. The two-liter four-valve engines used in the BMW 2002 racing touring and rally cars were, however, from Schnitzer Motorsport , as the intake and exhaust tract of the factory four-valve engine was open the 'wrong' side (exhaust left instead of right, intake manifold right instead of left).

The offshoot: S14 four-cylinder (1986–1992)

Since the 635 CSi, which has been used in touring car racing since the early 1980s, no longer offered any potential for competitive further developments, a four-cylinder, four-valve engine was developed for a planned sports model of the compact and light 3-series E30 . This engine was based on the M10 cylinder block, which had already been tried and tested in motorsport. As a " Formula 1 " turbo engine, it could withstand more than 1000 hp and with which Nelson Piquet became the first Formula 1 world champion of the turbo era in 1983. As a test, a cylinder head of the M88 / 3 that had been shortened by two combustion chambers was placed on this cylinder block. The later series cylinder heads were also based on the concept, especially since many results and experiences were available from the tests on the previous M49 and M88 racing engines.

As a series engine, the S14 in the M3 E30 had displacements of 2.3 (S14B23) and 2.5 (S14B25) liters with outputs from 143 kW / 195 PS to 175 kW / 238 PS, for the export market Italy there was no luxury tax there Vehicles with a displacement of more than 2 liters have an S14B20 that has been reduced to this displacement and still has 141 kW / 192 PS.

In the first stage of development, the S14 developed around 220 kW / 300 PS in racing, while the 2.5 l, which was used from 1990, even achieved up to 264 kW / 360 PS.

The successor: S38 six-cylinder in the M5 E34 (1988–1995)

Since the exhaust-gas-cleaned variant of the M88 / 3, the S38B35, did not meet the requirements for the E34 sedan, which is larger and heavier than the M5 of the E28 series, in terms of power and torque as well as the potential for stricter emissions regulations in the future , a In the first stage, the displacement increased from the original 3.4 l to just over 3.5 l. The engine, now called S38B36 , also got a higher compression ratio of 10: 1, a manifold similar to the earlier M88 / 3, a variable intake manifold and larger throttle valves (now 46 mm in diameter), different camshafts and a Motronic M1.2 of the latest generation at the time with air mass meter . This improved the power output to 232 kW / 315 PS and the torque increased to 360 Nm.

In 1991, however, this was no longer sufficient either, as the Mercedes 500E with a 240 kW / 326 hp V8 engine now created competition, and for the S38B38 the displacement was increased again to 3.8 l, as was the compression to 10, 5: 1. The engine control was taken over by a Bosch Motronic 3.3. By switching to static ignition distribution , larger valves (inlet to 38.5 mm, outlet to 32.5 mm) and throttle valves (now 50 mm diameter) as well as lighter crankshafts and pistons, the power increased to 250 kW / 340 PS and the torque 400 Nm, an additional switching point of the Schaltsaugrohrs at 2480 min -1 caused a significantly better torque at low speeds. On the exhaust side, a new, larger manifold and a double-flow catalytic converter system with a total of 6 metal monoliths were installed for lower exhaust gas back pressure; secondary air injection ensured low exhaust gas emissions after a cold start .

Note : In 1990 the regulation DIN 70020 for determining the engine power was replaced by the regulation ECE R85. This results in slightly different performance data for vehicles that were approved for series production after 1990: the S38B38 (1991) achieves an output of 255 kW / 347 PS according to DIN 70020, the S38B36 (1988) according to ECE R85 230 kW / 312 PS .

The M5 E34 with the S38B38 was only available in the EU, in North America the M5 was only sold with the S38B36 engine with a slightly modified catalytic converter system, which reduced the output to 229 kW / 310 PS. For Switzerland, the S38B38 was equipped with a 3.6 exhaust system and a "CH trunk" in order to comply with the Swiss noise protection requirements, this version had 327 hp.

Constructive features

Brief description
Kugelfischer injection with injection pump PL06 and single throttle system on an M88 from the BMW M1
  • Inlet valve Ø 37 mm, valve angle 18 ° to the cylinder axis, outlet valve Ø 32 mm, valve angle 20 °
  • Central, due to the inlet valves, which are larger than the exhaust valves, slightly eccentric spark plug position, spark plug Bosch X4CS or X5DC, plug thread M12 × 1.5
  • Fan-shaped exhaust manifold , pipes with the same length and cross-section up to the point of convergence

M88: rear mid-engine for the hand-made small series of the BMW M1

In order to achieve an optimal position of the center of gravity during racing , the engine, the heaviest individual part (M88: 238 kg) of the vehicle, is located in a central position, in the middle of the vehicle in front of the rear axle. The dry sump lubrication ensures that the center of gravity is as low as possible , since the engine oil is not in the oil pan below the engine, but in a separate oil tank. The oil pan, which is very flat, is only used to collect the oil, which is then pumped to the oil tank by a suction pump. The two-disc dry clutch that is used also contributes to the low overall height of the engine, which, compared to the single-disc clutch, only requires a smaller diameter to transmit the same torque. All of this ensures that the vehicle's center of gravity is only 460 mm above the road surface. In contrast to all other in-line engines in BMW road vehicles, the engine is not inclined, but installed vertically.

The cylinder head made of aluminum - cast is bisected horizontally. The lower part of the cylinder head contains the combustion chambers , the inlet and outlet channels, the valve guides and the holes for the cylinder head bolts. The control housing or the upper part of the cylinder head includes the camshafts including bearings, the valve springs and bucket tappets . This dichotomy simplifies both production, in particular the production of the cast parts by avoiding complex molds, and maintenance. The valve clearance is adjusted by exchanging the bucket tappets, which is complex, but reliable even at very high speeds. The cross-flow cooling of the cylinder head with a separate inlet for each cylinder results in an even temperature distribution over the entire length of the engine, with the normally usual cooling water inlet at the front of the engine, the last cylinder would be significantly hotter than the first.

BMW M88 engine from the BMW M1 with Kugelfischer injection and individual throttle system

In contrast to the BMW 2002 tii and 2002 turbo engines, which also use the Kugelfischer injection , the injection pump is not attached to the front of the engine, but to the output side (clutch side) and is driven by the inlet camshaft via a toothed belt . The purely mechanical Kugelfischer PL06 works with a relatively high system pressure, it includes a cold start enrichment and an overrun cut-off . The injection valves are not actuated electrically, but open by the pressure that is sent to the valve by the mechanical injection pump at the desired injection point; the opening pressure is approx. 35 to 38 bar. This high pressure results in very good atomization of the injected fuel. The injection works sequentially, i.e. H. each cylinder receives its fuel when its inlet valves open.

The intake manifold injection has a single throttle system , as was first used by Alpina in the early 1970s in the Alpina A4 engine (based on BMW 2002 tii ), also with Kugelfischer injection.

The ignition from Magneti Marelli is an electronic, contactless ignition, the ignition - TDC is determined by a Hall sensor on the crankshaft and a distributor on the exhaust camshaft.

The intake and exhaust systems are particularly noticeable from the outside. A single throttle system is used on the intake side, i.e. a separate intake pipe for each cylinder (of course the same length for all cylinders) with a throttle valve with a diameter of 46 mm and which is located very close to the inlet port of the cylinder head. This ensures, on the one hand, an exact even distribution of the mixture and, on the other hand, very good response behavior (reaction to accelerator pedal movements). In racing engines, the throttle valves, which still represent a flow resistance even when fully open, are replaced by flat slide valves that can completely clear the pipe cross-section. A manifold is installed on the exhaust side, the pipes of which are exactly the same length up to the point of convergence and ensure that the exhaust gas flows out of the cylinders optimally.

M88 / 3: front engine for series production

In contrast to the M88, the M88 / 3 is built into the BMW M635 CSi and BMW M5 as well as the BMW M745i (South African variant) in the traditional location, namely at the front - which is of course mainly due to the fact that these were already in series production as front-engined vehicles with rear-wheel drive .

In order to save costs on the one hand and to simplify maintenance on the other hand, many tried and tested series parts were used in the design. The long-stroke crankshaft corresponds to the 3.5 l M 30 built up to 1982 , the engine block with oil supply and water pump as well as the crankshaft , the flywheel and the belt drive including the ancillary units were taken over from the 3.4 l six-cylinder engine built after 1982. The torsional vibration damper on the front crankshaft stub, however, had to be retuned for the higher speeds of the M88 / 3.

In contrast to the M88, the valve clearance is now adjusted by means of compensating plates ("shims") on the bucket tappet. This means that the camshafts no longer have to be removed for adjustment work. Otherwise, the cylinder head of the M88 / 3 does not differ from its predecessor in terms of structural features.

Injection and ignition are controlled by a Bosch Motronic. In addition to considerable cost savings due to the elimination of the expensive and high-precision precision mechanics of the Kugelfischer injection, this also means more extensive options for the efficient coordination of ignition timing and injection quantity to the respective operating state of the engine. For detecting the load condition a is storage flaps air flow meter used; The Kugelfischer injection obtained its information about the load state from the throttle valve position, but since there was no information about the air flow actually sucked in, in practice this should be understood more as a target load state (possible deviations in the intake air mass, e .g . due to clogged air filter, cannot be detected in this way).

The fuel pressure upstream of the injection valves is 3 bar; The pressure difference to the intake manifold vacuum is actually 3 bar for all engine operating states, so the amount of fuel injected is directly proportional to the activation time of the injection valves. The injection valves are controlled electrically by the Motronic control unit.

For the S38B35 with catalytic exhaust gas cleaning , the compression has been reduced to 9.8: 1, so the engine requires unleaded fuel with an octane rating of 95 RON. In addition, the internal exhaust gas recirculation has been increased by shortening the camshaft opening times , which reduces raw HC emissions (emissions before the catalytic converter). The engine is now equipped with an idle control valve controlled by Motronic , with a lambda probe located in a connection piece of the otherwise dual-flow exhaust system , the fuel-air mixture is kept exactly at lambda = 1 .

variants

nomenclature

From 1963, new rules for naming vehicle and engine projects were introduced at BMW; Vehicle projects received an Exx and engine projects an Mxx , with each letter followed by a number starting with 01. This has not yet been applied to the first four-cylinder engines of the New Class , as the original M113 engine was developed in the late 1950s, this was then further developed into the M115 , which debuted in the BMW 1500 in 1961; Only the two-liter engine of the BMW 2000, which had been further developed, was then given the name M05 in 1965 . The numbering did not follow any system, but was purely chronological.

Since this system had reached numbers just under 100 at the end of the 1970s, a new, organizing system was introduced retrospectively from 1980, according to which the four-cylinder to the M10 family, the small six-cylinder (2.0 to 2.7 liters, cylinder center distance 91 mm) to the M20 - and the large six-cylinder (2.5 to 3.8 liters, cylinder center distance 100 mm) to the M30 family. The motorsport and racing engines were preceded by the letter S, the first number of the following number is based on the basic family; the S14 is based on the M10 and the S38 on the M30 . This system is still used at BMW today.

The M88 engine of the BMW M1 presented in 1978 still follows the old numbering scheme, although the later M88 / 3 presented in 1984 only for nostalgic reasons - for the public the direct sequence of the M635 CSi engine from the M1 - still this one Number retained and internally already called S38 .

M88

BMW M88 engine, partly made of plexiglass for exhibition purposes

Use:

  • From 11/78 in the BMW M1
  • Displacement: 3453 cm 3 (according to the tax formula : 3400 cm 3 )
  • Bore: 93.4 mm
  • Stroke: 84 mm
  • Compression: 9.0: 1
  • Piston speed at nominal speed: 17.4 m / s
  • Camshaft opening time 267 ° CA (both camshafts are identical)
  • Power: 204 kW (277 hp) at 6500 min -1
  • Torque: 330 Nm at 5000 min -1
  • Other: mechanical Kugelfischer PL06 high-pressure injection pump with injection nozzles DLO 20D (opening pressure 35 to 38 bar), SAE 701 A ignition from Magneti Marelli with electronic adjustment of the ignition point, dry sump lubrication, manifold, hydraulically operated two-disc dry clutch, engine in longitudinal direction in front of the Rear axle installed vertically

M88 / 1

Use:

  • Group 4, Procar
  • Displacement: 3498 cm 3
  • Bore: 94 mm
  • Stroke: 84 mm
  • Compression 11.5: 1
  • Piston speed at nominal speed: 25.2 m / s
  • Power: 345-361 kW (470-490 hp) at 9000 min -1
  • Procar performance of motors: uniform 345 kW (470 hp) at 9000 min -1
  • Torque: 390 Nm at 7000 min -1
  • Deviations from the M88: Displacement increased up to the limit of 3.5 liters, throttle valves replaced by flat slide valves, enlarged valves and duct cross-sections, sharper camshafts with longer valve timing, forged pistons, transmission oil cooling for manual and rear axle transmissions

M88 / 2

Use:

  • 1979-1981 Group 5
  • Displacement: 3191 cm 3
  • Bore: 92 mm
  • Stroke: 80 mm
  • Compression approx. 6.7: 1
  • Performance: depending on the charge pressure of up to 625 kW (850 hp) at 9000 min -1
  • Deviations from the M88 / 1: reduced displacement, exhaust gas turbocharging, boost pressure 1.2 to 1.4 bar. The engine and especially the charging correspond largely to the M49 / 4 engine developed by Schnitzer, which was driven in Group 5 in Ronnie Peterson's 3.0 CSL racing touring car as early as 1976 .

M88 / 3

BMW M88 / 3 engine

Use:

  • from 4/84 in the model BMW M635 CSi (E24) , from 1985 in the BMW M5 (E28)
  • Displacement: 3453 cm 3
  • Bore: 93.4 mm
  • Stroke: 84 mm
  • Compression 10.5: 1
  • Piston speed at nominal speed: 18.2 m / s
  • Camshaft opening time 264 degrees crank angle (both camshafts are identical), camshafts driven by a single-row roller chain
  • Power: 210 kW (286 hp) at 6500 min -1
  • Torque: 340 Nm at 4500 min -1
  • Other: electronic intake manifold injection and ignition ( Bosch Motronic M1.1) with air flow meter, wet sump lubrication, manifold, single-disc dry clutch , engine installed inclined by 30 ° to the right
  • BMW M745i E23 , country variant South Africa : since the exhaust gas turbo-charged engine of the 745i could not be installed in South Africa due to left-hand traffic (the steering gear of the right-hand drive took up the space of the turbo charger ), the M88 / 3 in the top model of the 7-series was used for this country , optionally combined with an automatic transmission.

S38B35

Use:

  • from 1986 in the model BMW M 635 CSi Kat. (Europe) / M6 (USA, Japan)
  • Displacement: 3453 cm 3
  • Camshaft opening time 248 ° CA (both camshafts are identical), camshafts driven by a double-row roller chain
  • Power: 191 kW (260 hp) at 6500 min -1
  • Torque: 330 Nm at 4500 min -1
  • Compression 9.8: 1
  • Deviations from the M88 / 3: Motronic with idle control, 6-in-2 cast manifold, double-flow ceramic catalytic converter with a lambda probe , regulated tank ventilation with activated carbon filter. Externally, the S38B35 can be recognized by the differently designed cylinder head cover : the label is BMW M Power (M88 / 3: M Power only ), and the oil filler cap is not on the inlet camshaft, but on the timing chain case.

Variant overview

Engine type Displacement drilling Hub compression Power at 1 / min Torque at 1 / min use
M88 3453 cm 3 93.4 mm 84 mm 9.0: 1 204 kW (277 hp) at 6500 330 Nm at 5000 BMW M1
M88 / 1 3498 cm 3 94 mm 84 mm 11.5: 1 345 kW (470 hp) at 9000 390 Nm at 7000 Procar series
M88 / 2 3191 cm 3 92 mm 80 mm 6.7: 1 625 kW (850 hp) at 9000 sufficient Group 5
M88 / 3 3453 cm 3 93.4 mm 84 mm 10.5: 1 210 kW (286 hp) at 6500 340 Nm at 4500 BMW M5 (E28) , BMW M635 CSi (E24) , BMW M745i (E23) (South African variant of the 745i (E23)).
S38B35 3453 cm 3 93.4 mm 84 mm 9.8: 1 191 kW (260 hp) at 6500 340 Nm at 4500 BMW E24 , BMW 635 CSi , BMW E12 , BMW M535i , BMW 735i

Individual evidence

  1. ↑ 30 years of M1
  2. ↑ The internal M codes
  3. ↑ ATZ 04/1969: Problems of modern racing engines
  4. ↑ BMW Formula Racing Cars: New Entry in the Sixties
  5. ↑ BMW-Motorsport.com - Ludwig Apfelbeck ( Memento from November 20, 2008 in the Internet Archive )
  6. ↑ Apfelbeck fully radial cylinder head and inclined camshaft ( Memento from January 18, 2008 in the Internet Archive )
  7. ↑ M10 overview. BMW 02 Club, accessed November 25, 2012 .
  8. ↑ BMW Formula 2 four-valve four-cylinder engine according to Apfelbeck
  9. ↑ Combustion chamber and piston shape in the four-valve engine ( Memento from November 12, 2013 in the Internet Archive )
  10. ↑ Guntram Jordan: People: Paul Rosche - Der Meistermacher . In: Oldtimer Market . No. 1 , January 2006, ISSN  0939-9704 , p. 18-21 .
  11. ↑ Classic Cars: Father of the S14 - The M10 (engl.)
  12. ↑ The sports legend: The BMW M3
  13. ↑ Regulation No. 85 of the United Nations Economic Commission for Europe (UN / ECE) - Uniform conditions for the approval of internal combustion engines or electric drive systems for the drive of motor vehicles of classes M and N with regard to the measurement of the net power and the maximum 30-minute- Performance of electrical drive systems  ( page no longer available , search in web archives )@1@ 2Template: Toter Link / www.bmvbs.de
  14. ↑ Page no longer available , search in web archives: Kugelfischer Injection FAQ@1@ 2Template: Toter Link / www.2002tii.org
  15. ↑ Thomas G. Müller (Ed.): Edition-Weiss-Blau - The great Alpina Chronicle . Self-published.
  16. ^ Karlheinz Lange: History of the engine - engine of history (BMW dimensions 1 + 2) . 1st edition. tape 2 . BMW Mobile Tradition, 1999, ISBN 3-932169-04-2 , p. 178 f .
  17. ^ Karlheinz Lange: History of the engine - engine of history (BMW dimensions 1 + 2) . 1st edition. tape 2 . BMW Mobile Tradition, 1999, ISBN 3-932169-04-2 , p. 413 .
  18. ↑ Details BMW 745i South African version

literature

  • Ludwig Apfelbeck : Ways to high-performance four-stroke engines: A manual for fans and tuners of four-stroke engines . Motorbuch Verlag, Stuttgart 2002, ISBN 3-87943-578-2 .
  • Ludwig Apfelbeck , Hermann Weichsler: Valve controls for high-performance engines . 1st edition. Motorbuch Verlag, Stuttgart 1991, ISBN 3-613-01272-3 .
  • Karl H. Hufstadt: BMW Portraits. Paul Rosche: A brilliant engine designer. Stories about history . Egmont VGS, Cologne 2003, ISBN 3-8025-1520-X .
  • Helmut Hütten: Fast engines - dissected and coiffed . 10th edition. Motorbuch Verlag, Stuttgart 1994, ISBN 3-87943-974-5 .
  • Stefan Knittel: BMW Profile, Volume 8: Touring and Sports Cars . 1st edition. Egmont VGS, Cologne 2007, ISBN 3-8025-1622-2 .
  • Karlheinz Lange: History of the engine - engine of history (BMW dimensions 1 + 2) . 1st edition. BMW Mobile Tradition, 1999, ISBN 3-932169-04-2 .
  • Karl Ludvigsen: BMW Racing Cars: Type 328 to Le Mans V12 . Iconografix, 2007, ISBN 1-58388-201-4 (English).
  • Horst Mönnich: BMW - A German story . Piper, 2004, ISBN 3-492-04618-5 .
  • Jochen Neerpasch, Jürgen Lewandowski: BMW M1: The Story . Delius Klasing, Bielefeld 2008, ISBN 3-7688-2512-4 .
  • Werner Oswald, Eberhard Kittler: All BMW automobiles since 1928 . 1st edition. Motorbuch Verlag, Stuttgart 2000, ISBN 3-613-02053-X .
  • James Taylor: Original BMW M-Series . MBI Motorbooks International, St. Paul, Minn. 2001, ISBN 0-7603-0898-5 (American English).

Web links

Commons : BMW M88  - Collection of pictures, videos and audio files
Timeline of BMW gasoline engines for passenger cars since 1961
Number of cylinders Conception 1960s 1970s 1980s 1990s 2000s 2010s
0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th
3 1.5 l B38
4th (1.5–2.0 l) M10
M40
M42
M43
M44
N40
N42
N45
N46
N43
N13
N20
B48
High performance motor S14
6th Small six-cylinder (2.0-3.0 l) M20
M50
M52
M54
Large six-cylinder (2.5-3.5 l) M30
N52
N53
N54
N55
B58
High performance motor M88
S38
S50
S52
S54
S55
8th 3.0-4.4 l M60
M62
N62
N63
High performance motor S62
S63
S65
10 High performance motor S85
12 5.0-6.6 l M70
M73
N73
N74
High performance motor S70
Number of cylinders Conception 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th 9 0 1 2 3 4th 5 6th 7th 8th
1960s 1970s 1980s 1990s 2000s 2010s