It’s difficult to talk about dependability and engine issues with a recently developed engine. The BMW B58 has just been around for six years, which is not nearly enough time to determine its long-term dependability. But up to this point, the B58 engine has proven to be dependable. Some people assert that the B58 is trustworthy by “BMW standards,” but we think it is reliable by any measure.
Again, the newest Supra models from Toyota are powered by the B58 3.0L turbo engine. They often meet the greatest levels of reliability. Toyota purportedly made some minor tweaks and underwent reliability and longevity testing on the B58. Uncertainty surrounds whether or not the modifications were applied to the B58 found in BMWs.
In any case, the B58 is developing into a fantastic engine. Rewinding briefly to the N54, there were many issues with the engine that became clear within the first 2 to 6 years of use. That is absent from the B58. The N54 still provides amazing internal reliability despite reliability problems. At factory power levels, the entire cylinder head, rods, rod bearings, pistons, rings, etc. are almost indestructible. The timing chain from BMW is likewise very good.
These engines frequently surpass 250,000 miles in usage. They just cost more to transport because of other issues including fuel injectors, coolant leaks, water pump failures, carbon buildup, and oil leaks. The B58 ought to have a similar lifespan without nearly as many ancillary system problems.
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The Four Most Regular B58 Engine Issues
Again, we’ll probably tweak some more later. In light of the B58’s age, this post is a little early. There are still a few things, though, that we are aware of. For starters, compared to the N54 and N55’s first four years of service, the B58 seems to be more dependable. Unlike with the N54, there are not countless instances of waste-gate rattle, HPFP failures, or fuel injector failures. a strong start Two, the majority of issues aren’t yet “common” issues. Another strong beginning. However, we predict that the issues listed below will be or already are commonplace:
- Consumption/Loss of Coolant
- Gasket for a valve cover
- Oil Filter Is “Decomposing”
- Solenoids from VANOS
These B58 common issues will be thoroughly examined, and we’ll talk about why they made the list. It’s crucial to keep in mind that this is not a complete list of potential B58 problems.
The Five Most Regular BMW B58 Engine Issues
The BMW B58 engine is a relatively new design. That implies that we are unaware of its entire amount of lifespan, toughness, or consistency.
The straight-six turbocharged BMW B58 engine is found in these vehicles. It is a member of the new modular family, each of which has a cylinder displacement of 500cc.
Even though some problems may arise, the B58 did a great job of raising the bar for performance. For four out of the last five model years, it has been recognized as one of Ward’s Ten Best Engines since 2016.
The BMW B58 gives a 20% increase in boost pressure over the N55. With only an 18-pound weight gain, it has a closed-deck block design, an improved 11:1 compression ratio, and a 19cc increase in displacement.
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.
Which BMW engines are the most dependable?
BMW is known for producing high-end vehicles. You could be wondering if they are trustworthy, and the answer is that they are absolutely trustworthy. Even though they have quite high price tags, they are still worth the money. They have superb and potent engines that will allow you to use them at their maximum speed.
- 1. BMW B58 Motor
- 2. BMW M20 Motor
- 3. BMW M50 Motor
- 4. BMW S62 Motor
- 5. BMW N52 Motor
- 6. BMW M54 Motor
Where are the BMW B58 engines made?
Austria’s STEYR – At this lovely town dating back to the 10th century, BMW has a creative way of reminding staff working in its engine plant that precision is a way of life and that the gasoline and diesel engines manufactured here are meticulously benchmarked by rivals.
What power does the B58 engine have?
Summary of B58 Engine Limits The internals and stock B58 block are quite durable right out of the box. Without any internal improvements, it typically produces 600–700 whp. Around 550-600wtq, the pistons, rods, and bearings are some of the initial constraints.
Which BMW is the least dependable?
- The BMW 3 Series from 2012 is dreadfully unreliable.
- Buy no 3 Series between 2007 and 2011.
- If at all possible, we advise purchasing a certified pre-owned BMW.
How durable are B58 engines?
The subject of how long an engine will last is never easy. There is no correct response, although the B58 should generally last as long as you’re willing to keep up with repairs and routine maintenance. The internals and design are strong enough to travel more than 200,000 miles.
Who manufactured the B58 engine?
Since 2015, the BMW B58 engine has been a part of the company’s modular engine family and has been utilized in a large portion of BMW’s varied lineup. These new BMW engines were developed to replace the N55 type, which was previously available in seven variations and produced 321 to 382 horsepower. The S58 engine, the more powerful variant of the engines with a maximum output of 503hp, should not be confused with the B58 engine.
It has a single twin scroll turbocharger and a straight-six 3.0L engine with a cylinder bore and piston stroke of 82mm and 94.6mm, respectively. The block has an aluminum closed-deck construction and a 4-valve-per-cylinder DOHC valvetrain. Its RPM range’s redline is 7,000. It weighs 306 pounds, which is a little more than the previous N55 model’s 290 pounds.
What automobiles feature the B58 engine?
In 2015, the BMWB58 turbocharged straight-six engine went into production. The N55 was replaced by the B58, which debuted with the F30 340i.
Following the B38 and B48 engines, the B58 is a member of BMW’s new modular engine family, which includes engines with 500 cc (30.5 cu in) of displacement per cylinder.
The B58 engine, which is found in the 340i and 440i, was designated one of the world’s ten best engines in 2016, in 2018, in 2022 (M240i), in X3 and X4 M40i, in Z4 M40i, in 2019 (X5), and in 2020 (M240i).
The high performance variant of the B58 engine is the S58, which debuted in early 2019.
B58 or N55: Which is more dependable?
With the exception of the quiet exhaust tone, the B58 is regarded as the superior performing engine.
If you’re thinking about buying a used radiator, make sure it has rock guards installed because they are quite expensive to replace and refill and are highly delicate. Guards weren’t initially standard on BMW vehicles until December 2017.
With the exception of the radiator problem, the B58 has shown itself to be largely reliable, with very few instances of crank sensor and VANOS actuator problems being documented on this site. Anecdotally, N55 is more trustworthy.
What BMW engine has the most power?
The most potent engine installed by BMW M GmbH is found in the BMW M5 CS. The 4.4-liter V8 with M TwinPower Turbo technology produces a peak torque of 750Nm between 1,800 and 5,950 rpm and 635 horsepower at 6,000 rpm.
Is B58 superior to N54?
By employing the same bore, stroke, block, rods, pistons, etc. as the other B series engines, BMW has recently focused on lowering the cost of the B series engine family, which includes the B58. The engine was modified as a result, and it differs significantly from the first three engines mentioned. Despite a minor increase in displacement to 2998cc, a smaller bore and longer stroke result in a higher compression ratio. Compared to the open-deck designs of the N54 and N55, a closed-deck block is a substantial improvement. It also gets the same forged crank and rods as the N54. The B58’s cylinder walls are “Electric Arc Wire Spraying” and the pistons are cast but remain sturdy.
The increase in compression is strange, even though the block and internals are stronger than the N54 and N55. As a longer stroke exposed the internals to boosted pressures for longer periods of time, boosted engines are typically better suited for lower compression. It is difficult to estimate the engine’s upper limits because it hasn’t undergone much aftermarket development or tuning. On paper, the B58 should be as strong and durable as, if not better than, the N54. However, without a newer turbo, the single turbo will probably limit its potential. The B58 will reach 400whp+ with a tune and bolt-ons; outstanding for a 3.0L engine, but not outlandish when compared to BMW’s other inline-6 turbo engines.
Is the S55 superior to the B58?
The relative benefits of the B58 engine (found in the BMW M140i, M240i, 3/440i, and more) vs the S55 engine (found in the F8X M3/M4, as well as the new M2 competitor), are frequently discussed.
While dyno graphs of both are frequently seen, direct comparisons are less common. With the help of findings from my own M4 Competition as well as dyno data from other B58s tested on our dyno, I believed we could make some insightful comparisons.
I exported the run files of these B58’s as the foundation for these comparisons:
The first is an M240i that is completely stock, both with and without our box:
Another M240i with VRSF Decat is the second example, this time with and without our box installed.
Following that, we run a stock run from our M4 Competition Pack and tune the S55 with our new 3 channel tuning module:
To enable them to be re-plotted on the same graph, we exported the data from each run as.csv files. Putting the stock M4 Comp and stock B58 first
It’s important to note that the M4 Comp tested has somewhat more power quoted than the standard M4 (450PS vs. 431PS) and significantly more than the M2 competitor, which has 410PS. It still outperforms the B58 by a wide margin after 3000RPM.
Next, we contrast the factory M240i with the identical S55 engine and our Bluespark Pro Petrol tuning box:
As you can see, up until 5500RPM, the B58 engine now produces more power than the stock S55. Following this, the S55 pulls away and accelerates to a higher redline, but the tuned B58 has unquestionably begun to close the distance.
Next, we may combine the decat with the B58 and compare the outcomes once more:
As you can see, the B58 is finally starting to make progress. Up to 5800 RPM, it produces a huge amount more power than the S55, and at 2500 RPM, it produces over 100 HP more. The only speed range where the S55 currently outperforms the B58 is between 6000 and 6600RPM, and even then, only by a maximum of 17hp. This is more than made up for by the gains down low.
This bundle is a performance bargain due to the gains. The B58 has roughly the same area under the curve as the S55 with just the Bluespark tuning box. For less than PS 500, you can purchase a kit that, when combined with the decat, will outdrag a stock M3/M4 in a straight line.
The inevitable follow-up question in any tuned vs. stock discussion is, “What if the S55 was tuned?” Thankfully, we have already accomplished this, and with the S55’s new multi-channel tuning mechanism (see it out here), the difference will unavoidably be considerably wider:
This in no way diminishes the value of the B58, but it does occur to me that any clients who have switched from a tuned Mx40i to the new M2 Competition could be quite tempted to seek our way for a warranty-friendly tuning solution.