G20 M340i, 2019 till the present. G21 M340i, 2019 till the present. Present-day G01 X3 M40i. from 2019 onwards G02 X4 M40i
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Is the B58 engine present in the BMW 540i?
BMW will release a new iteration of its six-cylinder B58 engine in a matter of months. A number of new BMW vehicles, including the incoming BMW 740i and the upcoming BMW 540i, will include the B58 TU2 (B58B30M2). The B58 engine that powers the modern 540i produces 335 horsepower. The updated engine is expected to produce 370 horsepower, making it the B58 engine’s most potent non-M Performance variation.
Future M Performance models of the new B58 TU2 might produce closer to 400 horsepower, given that the 382 horsepower of existing M Performance models. The new B58 engine should also have some other mechanical improvements that could make it smoother, more efficient, more responsive, and have better thermal management in addition to the added power. According to rumors, the updated engine will include a fully redesigned intake manifold and a bigger turbo.
According to our sources, the G60 generation will be split almost evenly between hybrid and electric vehicle (EV) models, with the latter utilising known powertrains and electric motors like to those we’ll likely see on the iX and i4. Power output ranges from around 300 HP to about 370 HP, over 400 HP, and even over 500 HP for the most potent options. We may see an electric 5 Series with 100+ kWh batteries under the floor since the battery packs will also be shared with the iX and i4.
We should see 2-liter and 3-liter straight six engines coupled with variable numbers of electric motors on the hybrid front. According to our sources, they may share some components with the future 7 Series up to a point. We should see some really spectacular power outputs, especially from the 3-liter hybrid models. One of them will swap out the M550i’s V8 for a new M Performance variant, giving it a total output of over 500 HP.
Production of the G60 BMW 5 Series car is expected to begin in July 2023. It won’t be available until 2024, but the G61 5 Series Touring range will be heavily electric, exactly like the sedan. A few plug-in hybrid vehicles with a combination of four- and six-cylinder engines and one or two electric motors are what we anticipate. Of course, the drivetrain options for the electric sedan would be replicated in the all-electric i5 Touring.
Which BMW B58 engine is the best?
The BMW B58 engine is an absolute joy to use when it comes to the fun stuff—performance automobiles and other things—largely because of its power. It produces 382 hp and 369 lb-ft of torque when equipped with the M Performance specification, which applies to all of the aforementioned M40i versions. in writing. It feels like it has 100 more horses than that in the back. With its powerful pulling ability, even large SUVs can move quickly.
However, it’s not simply the power itself, but also how it’s delivered. There is essentially little turbo lag, and torque is present throughout the rev range. The B58 erupts when the go pedal is pressed in any gear and at any rpm, with a power surge that seems to never end. Any automobile with a B58 engine makes driving a real treat because of the power at your right foot. As soon as you drive any other six-cylinder engine in its class from any other manufacturer, you’ll understand how unique the power delivery of the B58 is.
What kind of turbo is in the B58?
Inline-6 turbocharged 3.0L BMW B58 engines were initially used in BMW cars in 2016. From the factory, it produces a decent 322–382 horsepower and 332–369 lb–ft. With a few simple adjustments, the engine may, nonetheless, produce 500+ horsepower. The B58 engine from BMW also offers a fantastic combination between dependability and fuel efficiency. Toyota chose to install the B58 3.0 turbo in their storied Supra for a reason.
Is there a B58 in the 440i?
A 3.0L Twin Turbo charged 6-cylinder engine is also found in the BMW 440i. The 435’s N55 engine produces 300 horsepower and 300 lb-ft of torque. The 440’s B58 engine produces 320 horsepower and 330 lb-ft of torque.
The B58 is there on the M2?
BMW really produced a brand-new vehicle with an engine that was otherwise being phased out when it unveiled the M2 Competition. The old S55 engine from the BMW M4, which is no longer functional, is actually the one in the M2 Comp. It’s strange that the BMW M140i, a vehicle that is older than the M2 Competition, has a brand-new engine, the BMW B58, which also powers modern vehicles like the M340i and X3 M40i. The previous S55 engine has greater power, but the B58 is really more efficient and more convenient to use than its specs would imply. What happens then when you pit the two against one another?
We actually get to see the BMW M2 Competition versus the BMW M140i in this brand-new film from Joe Achilles, and both vehicles are equipped with manual gearboxes to maintain the highest level of fairness. Even more intriguing about this comparison is the fact that Achilles not only has an M140i but also an M2 Competition. He is familiar with the autos. But which one accelerates more quickly both while rolling and when in gear?
Let’s check the specs first. Let’s start with the BMW M2 Competition since it has more power. Its 3.0 liter, twin-turbocharged inline-six S55 engine generates 410 PS (405 horsepower) and 550 Nm of torque. The B58 engine in the M140i produces 500 lb-ft (369 lb-ft) of torque and 340 PS (335 horsepower) from its 3.0 liter single-turbocharged inline-six. The B58 is a well-known overachiever and somewhat underpowered on paper, so it will be interesting to see how they compare in practice.
The two cars put on quite the show in a number of different drag races. Of course, the M2 Competition is generally quicker. It isn’t always faster though, as the M140i with a B58 engine snatches a few victories. Considering the M140i’s lower price and lower power, those seemingly small victories actually add up to quite a bit. The M2 Competition’s traction was also a major factor in its success, since its bigger, stickier tires are supported by a limited-slip differential. Therefore, the little B58 engine can effectively compete with the M Division’s S55, which is more potent and more expensive.
A 2017 440i has a B58, right?
The new B58 engine is first used in the 2016 340i (we will have a thorough instrumented test review soon, so stay tuned! ), and then the 2016 740i. The 2017 440i will have the same B58 I6 engine as the 340i, which generates 320 horsepower and 332 lb-ft of torque.
Convertible/Coupe/Gran Coupe, RWD/xDrive, and more trim and version combinations are available for the 2017 440i.
Are there B58s in Supras?
Toyota’s flagship sports-car-grand-tourer nameplate, the “MkV” Supra, is in its fifth generation and is currently in its second model year. It is still made in Austria by Magna Steyr in collaboration with BMW. While the BMW Z4 roadster’s brother employs a similar basic drivetrain, Toyota launched the Supra last year with a B58 six that had been modified to produce 335 horsepower. This year, the 2021 Supra’s B58 produces 382 horsepower and 368 lb-ft of torque, matching the output of the BMW Z4 M40i. An highly tuned ZF 8-speed torque-converter automatic transmits power to the rear wheels.
The hardware of the in question B58 has been altered, not merely the tuning. Instead of “six into two,” a new exhaust manifold has six ports, and new pistons reduce the compression ratio from 11:1 to 10.2:1. Of course, software adjusts for hardware updates, and the 2021 Toyota Supra 3.0 accelerates to 60 mph in 3.9 seconds as opposed to the plainly far too long 4.1 seconds it took last year.
Toyota also improved the handling by modifying the damper tuning and bump stops, as well as by installing aluminum braces that connect the strut towers to the radiator/core support. Finally, to let the most ardent fans know you have the hottest version of the car, white “Supra” badges were added to the red Brembo brake calipers up front.
My test car was painted a gorgeous $425 shade of Nitro Yellow, which I thought was considerably more entertaining than the Renaissance Red loaner from the previous year and was completely worth the money. The only other choice was a driver aid package, which offered some usefulness on the highway but wasn’t required, and cost $1,195. The MSRP was $57,210.
Was the 2JZ developed by BMW?
Toyota Motor Corporation developed and built the 2JZ-GTE, a six-cylinder, inline-layout, dual overhead camshaft, air-intercooled, twin turbocharged, cast-iron block, aluminum cylinder heads engine that was made in Japan from 1991 to 2002.
The engine’s development and evolution was mostly a reaction to Nissan’s then-successful RB26DETT engine, which had seen great success in the FIAGroup A and Group N touring car championships.
There were two transmissions for the engine that were suitable for all road car applications:
Toyota 6-speed manual V160 and V161
In 1991, the 2JZ-GTE initially propelled the Toyota Aristo V (JZS147), then in the Toyota Supra RZ it became Toyota’s king of performance. The previous 2JZ-GE served as its mechanical foundation, but it varied in that engine used sequential twin turbochargers and an air-to-air side-mounted intercooler. The 2JZ-GTE of the Supra features recessed piston tops, which results in a lower compression ratio, oil spray nozzles to help cool the pistons, and a new head (redesigned inlet/exhaust ports, cams, and valves). The 2JZ-GE of the Supra has the same engine block, crankshaft, and connecting rods. The original engine was phased out as a result of Toyota’s addition of VVT-i variable valve timing technology to the engine commencing in September 1997. As a result, the maximum torque and horsepower for engines selling in all markets were increased. Aristo, Altezza, and Mark II, later 2JZ-GE VVT-i equipped cars, share a separate part number for weaker connecting rods.
Its commercially claimed output was increased from 230 PS (169 kW; 227 hp) to the current industry maximum of 280 PS (206 kW; 276 hp) at 5600 rpm by the addition of twin turbochargers, jointly developed by Toyota and Hitachi. When the VVT-i was introduced in the production year 1997, the torque was later reported as 46 kgm (333 lbft; 451 Nm), up from the initial 44.3 kgm (320 lbft; 434 Nm) at 4000 rpm. Japan’s now-defunct Gentlemen’s Agreement solely between Japanese automakers selling to the Japanese domestic market enforced the mutually agreed, industry-wide output ceiling. According to Toyota, the engine’s output in the North American and European markets was boosted to 320 horsepower (239 kW; 324 PS) at 5600 revolutions per minute.
With the help of updated stainless steel turbochargers (ceramic for Japanese models), improved camshafts, and larger injectors (550 cc/min for export, 440 cc/min for Japanese models), the export version of the 2JZ-GTE was able to produce more power. The exhaust-side propeller shaft of the CT20 turbine built to Japanese specifications and the CT12B turbine built to export specifications can be swapped out. Additionally, the more robust turbine housings, stainless steel turbine and impeller fins, and export-only CT12B turbine were added. There are various Japanese CT20 turbine variations that can be distinguished by their B, R, and A part number suffixes.
Is B58 superior to S55?
It demonstrates that, when tuned, it actually does match (and, in fact, most of the time surpass) the level of performance from the S55. It doesn’t imply that it sounds identically, is in an equally capable chassis, or is connected to a DCT.
If I were only comparing peak power, I’d get your reasoning, but I’m not. For almost the whole rev range, the tuned B58 produces the same amount of power or more.
The same amount of power that can be demonstrated on a dyno doesn’t always translate into the same speed in practice. Even with more power, a tuned B58 is still noticeably slower in a straight line than the S55. The real-world speed that would be expected from the B58 engine’s power output isn’t being achieved.
When tuned power levels are comparable, the N55 outperforms the B58. Stock S55s are significantly faster than tuned B58s with the same power.
Before the 1/8th mile on the drag strip, the Mx40i gains all of its advantage over the Mx35i, even stock. The gap between the 1/8 and 1/4 continues to exist and has even closed in a few instances. The top end of the grunt does seem a touch off.
Does the DCT actually outperform the auto in terms of performance? It doesn’t seem to be true, but it’s difficult to prove.