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  • BMW's new X3M/X4M S58B30T0 motor does not share bore x stroke or compression ratio with B58/B48/B38 engine family, new design - Specifications, pictures, dyno

      • BMW's new X3M/X4M S58B30T0 motor does not share bore x stroke or compression ratio with B58/B48/B38 engine family, new design - Specifications, pictures, dyno

        Published on 02-13-2019 05:23 PM
        16 Comments Comments
        The entire point of BMW's B-Series engine range is that it is modular. That means from the 1.5 liter B38 inline-3 up to the 3.0 liter B58 inline-6 all the engines share the same bore and stroke meaning they can share the same pistons and rods.


        Not so with the new S58 powering the F97 X3M and F98 X4M (and upcoming G80 M3). That means the block is different, the bore x stroke ratio, as well as the engine internals:

        Engine Displacement Bore Stroke Application
        S58 2993cc 84mm 90mm X3 M/X4 M/G80 M3
        B58 2998cc 82mm 94.6mm 2er/3er/4er
        S55 2979cc 84mm 89.6mm F80 M3/F82 M4
        N55 2979cc 84mm 89.6mm 2er/3er/4er
        S63 V8 4395cc 89mm 88.3mm M5/M6/X5 M/X6 M
        N63 V8 4395cc 89mm 88.3mm 5er/6er
        You will notice the N54, N55, and S55 all share the same bore x stroke. They are not the exact same thing as the S55 has a closed deck block but those engines are all the same basic engine family and architecture.

        Why is BMW increasing the bore and reducing the stroke in the S58? Well, it may be because they intend to rev it out a bit as the press release states a forged crank and redline of 7200 rpm.

        Piston speed at 7200 rpm with 90mm stroke: 4251.96 FPM
        Piston speed at 7200 rpm with 94.6mm stroke: 4469.29 FPM

        It is still an undersquare design but they did reduce stroke by almost a full 5mm. BMW is reducing stress at higher RPM a bit.

        To make up for the lost displacement from reducing the stroke, they increased the bore by 2mm. Is this a good thing? Traditionally in BMW M language it means thin cylinder walls. It is too early to know for sure but based on the photos of the block it certainly looks like BMW left enough material for it to take some punishment.

        BMW also lowers the compression ratio for the S58 to 9.3:1 from the 11.0:1 in the B58. That is quite the drop meaning expect big boost up top. Response down low will not be quite as good but this is supposed to be an M motor that revs for power, right?

        BMW's dynograph for the Competition version is interesting showing peak power at 6000 rpm which holds to redline but teh the torque curve also drops at 6000 rpm:


        What other changes?

        - 350 bar fuel pressure
        - Revised intake
        - New oil pan
        - New oil cooler
        - Revised intercooler
        - 3D printed cylinder head

        BMW touches on the new head:

        Quote Originally Posted by BMW
        the cylinder head has a core manufactured using 3D printing. This additive manufacturing process enables geometric forms to be created that are beyond the capability of conventional metal casting techniques. 3D printing technology has cut the weight of the new engine’s cylinder head core and allows its coolant ducts to be routed in a way that optimizes temperature management.
        What does this mean for the G80 M3? Well, let's not just assume the S58B30T0 goes right in. BMW with the S63 twin turbo V8 modified the motor into the S63TU for the F10 M5 increasing the boost and redline.

        BMW could do the same here although it is unlikely due to the X3M/X4M and G80 M3 sharing all wheel drive and the same transmission. The wild card is the G80 M3 pure.

        The 8-speed automatic limits BMW to 7200 rpm despite peak power said to come at a 7300 rpm redline. The 'Pure' edition of the M3 will have a manual transmission so it is entirely possible we will see a higher revving S58 variant in it. That would be a nice nod to classic M fans but do not get your hopes up.

        Regardless, the S58 is not just a B58 with bigger turbos and more boost that revs a bit higher. BMW actually made some significant changes.




















































        This article was originally published in forum thread: BMW's new X3M/X4M S58B30T0 motor does not share bore x stroke or compression ratio with B58/B48/B38 engine family, new design - Specifications, pictures, dyno started by Sticky View original post
        Comments 16 Comments
        1. quattr0's Avatar
          quattr0 - 02-13-2019, 06:10 PM
          The question is this or proven twin-turborcharged V-8 GLC63? They are both with same starting price at $70k+.
        1. Sticky's Avatar
          Sticky - 02-13-2019, 06:22 PM
          Click here to enlarge Originally Posted by quattr0 Click here to enlarge
          The question is this or proven twin-turborcharged V-8 GLC63? They are both with same starting price at $70k+.
          If your goal is power, the GLC63. The X3M is not even on the market and a turbo upgraded GLC63 can smoke a Ferrari 812 Superfast: https://www.benzboost.com/content.ph...-812-Superfast
        1. Tony@VargasTurboTech's Avatar
          Tony@VargasTurboTech - 02-13-2019, 06:49 PM
          Very interesting, and cool. Thanks for posting
        1. Sticky's Avatar
          Sticky - 02-13-2019, 07:21 PM
          Click here to enlarge Originally Posted by Tony@VargasTurboTech Click here to enlarge
          Very interesting, and cool. Thanks for posting
          It's what I do.
        1. Eleventeen's Avatar
          Eleventeen - 02-13-2019, 09:06 PM
          Three points of interest for me:

          1) BMW actually built an ///M specific engine (which I thought they said they weren’t doing anymore).
          2) Looks like they went with the integrated exhaust manifold like the B58.
          3) Check out the 4 bolt crank snout. No more spun hubs!
          4) I think the timing system is at the rear of the motor now, so we’ll see how that holds together.
        1. Sticky's Avatar
          Sticky - 02-13-2019, 09:11 PM
          Click here to enlarge Originally Posted by Eleventeen Click here to enlarge
          3) Check out the 4 bolt crank snout. No more spun hubs!
          4) I think the timing system is at the rear of the motor now, so we’ll see how that holds together.
          Would you post the pics clarifying these points please?
        1. Eleventeen's Avatar
          Eleventeen - 02-13-2019, 09:41 PM
          Click here to enlarge Originally Posted by Sticky Click here to enlarge
          Would you post the pics clarifying these points please?
          Image 1: Valve cover suggests rear timing configuration
          Image 2: 4-bolt snout

          Attachment 58397
          Attachment 58396
        1. Sticky's Avatar
          Sticky - 02-13-2019, 09:45 PM
          Click here to enlarge Originally Posted by Eleventeen Click here to enlarge
          Image 2: Valve cover suggests rear timing configuration
          Anyone want to give it a crack at confirming?
        1. Eleventeen's Avatar
          Eleventeen - 02-13-2019, 09:54 PM
          Click here to enlarge Originally Posted by Sticky Click here to enlarge
          Anyone want to give it a crack at confirming?
          Not sure why the attachments didn't work the first 3 times, but I think I have this internet thing figured out now. Click here to enlarge Checkout my previous post again.
        1. Sticky's Avatar
          Sticky - 02-13-2019, 10:00 PM
          Click here to enlarge Originally Posted by Eleventeen Click here to enlarge
          Not sure why the attachments didn't work the first 3 times, but I think I have this internet thing figured out now. Click here to enlarge Checkout my previous post again.
          They show, it works.

          Let's blow this part of the pic up a bit:

          Click here to enlarge
        1. Eleventeen's Avatar
          Eleventeen - 02-13-2019, 10:29 PM
          Actually, now that you've cropped in on that photo, it doesn't look like it has the exhaust manifold integrated into the head. It looks like the runners are just super short. You can see the rear turbo with 3 individual inlets at the right of of the photo.
        1. Sticky's Avatar
          Sticky - 02-13-2019, 10:37 PM
          Click here to enlarge Originally Posted by Eleventeen Click here to enlarge
          Actually, now that you've cropped in on that photo, it doesn't look like it has the exhaust manifold integrated into the head. It looks like the runners are just super short. You can see the rear turbo with 3 individual inlets at the right of of the photo.
          That's what I see too.
        1. NewbBimmerGuy's Avatar
          NewbBimmerGuy - 11-15-2019, 08:14 PM
          I'm really curious for the WHY behind a separate engine for the M cars rather than just extending the TU1 B58 mobile architecture to the next power level. The tiny extra bore and less stroke make sense (why the intake valves didn't get larger the the larger bore I don't understand although based upon past discussions that the B58 has the absolute max intake size that will fit in the bore, I guess the larger bore with same size valves just means less valve shrouding), reduced compression pistons, better head, twin turbos -ALL make sense to me.

          But why the need for an entirely different block?
          It seems like BMW engineers are learning the fastest and changing the most with these engines in the heat management side of things. -N55 electric water pump, TU0 back to engine-driven pump with electric "bonus pump"-no split cooling, TU1 switches to split cooling design with cylinder walls with extra heat and head kept cool-supposedly to help with reducing soot emissions -the early Supra TU1 heads include the integrated hedifold which would help heatup the engine quickly and reduce emissions during the first 2-3 minutes after engine starter, and then for the S58 they scrap the whole cooling system all over again and start over from scratch again??!? -Still trying to understand full details of what changed in the cooling system for S58; I remember them saying with the TU1 update that the 350 bar fuel system helped dramatically with soot and maybe they found that between the ultra high pressure fuel injectors and the particulate filters that they could meet the new emissions standard without the complicate split cooling setup and that would allow much better cooling everywhere to help support higher boost levels, so scrap that whole split cooling experiment thing...
        1. NewbBimmerGuy's Avatar
          NewbBimmerGuy - 11-15-2019, 08:18 PM
          Maybe the basis of the S58 moves down the line for B58 TU2 and the simpler cooling system just becomes the standard but with the smaller bore and longer stroke for the B58?
        1. NewbBimmerGuy's Avatar
          NewbBimmerGuy - 11-15-2019, 08:24 PM
          The most interesting thing here is that with the mobile architecture BMW has to create artificial differentiation between the different performance / price points of the engine and it becomes possible for people to hack around the electronic sides of those limitations. It would've been really exciting had the S58 just been a tweaked B58 with the reduced compression pistons, better head, dual HPFPs and supporting cam, more duration on the came, crank with less stroke and bore honed out bigger before the arc spray applied. -It would've been SO possible to bring alot of the S58 performance magic to the B58 (head swap, new pistons, new turbos).


          But I have to still think they had a more specific engineering limitation reason to go with a different block or it defeats the cost saving nature of the whole modular architecture in the first place...


          Adam
        1. Sticky's Avatar
          Sticky - 12-14-2019, 05:25 PM
          Click here to enlarge Originally Posted by NewbBimmerGuy Click here to enlarge
          I'm really curious for the WHY behind a separate engine for the M cars rather than just extending the TU1 B58 mobile architecture to the next power level. The tiny extra bore and less stroke make sense (why the intake valves didn't get larger the the larger bore I don't understand although based upon past discussions that the B58 has the absolute max intake size that will fit in the bore, I guess the larger bore with same size valves just means less valve shrouding), reduced compression pistons, better head, twin turbos -ALL make sense to me.
          It's a good question especially considering BMW said they would no longer be doing that.

          I don't have the answer. The S58 is a B58 base though but it's odd as they keep going longer stroke and smaller bore in order to try to place the engine as far back as possible to offset the weight gain up front from the associated turbo hardware.

          Maybe they know the S58 will spend more time at higher rpm's and this is a friendlier bore x stroke ratio?