The BMW M10B18 (184VC) is a 1,766 cc inline-four petrol engine, part of the long-running M10 engine family introduced in 1962. It features an overhead camshaft (SOHC) design with a belt-driven valvetrain, carbureted fuel delivery (Solex 32-34 PDSI or Pierburg 2E3), and a compression ratio of 9.5:1. Producing 84–90 bhp (62–66 kW) at 5,800 rpm and 141–143 Nm of torque at 4,200 rpm, it was engineered for improved refinement and torque over the smaller M10B16, while maintaining mechanical simplicity and durability.
Fitted to the E21 3 Series (318 model) from 1979 to 1983 and later to the E30 3 Series (318i) from 1982 to 1987, the M10B18 (184VC) served as BMW’s mid-range petrol engine during a period of increasing emissions regulation. It was designed for smooth operation and responsive performance, with a cast-iron block and aluminum head. The engine met early European emissions standards (pre-Euro 1) and was tuned for balanced city and highway driving.
While mechanically robust, the M10B18 (184VC) is susceptible to age-related wear in the timing belt, valve guides, and carburetor linkages. No major factory service bulletins were issued specifically for the B18 variant, but general M10-series maintenance guidance (BMW Service Information 11 03 01) emphasizes strict timing belt replacement every 60,000 km to prevent valve damage. Later M10 engines (e.g., M40B18) incorporated fuel injection, but the B18 remains a sought-after unit for period-correct restorations.
The M10B18 (184VC) predates formal Euro emissions standards, complying with German TÜV and EU type-approval regulations applicable to vehicles produced between 1979 and 1987 (EU Directive 70/220/EEC, amended).
The BMW M10B18 (184VC) is a 1,766 cc SOHC inline-four petrol engine produced from 1979 to 1987, primarily for the E21 and E30 3 Series. It features a carbureted fuel system and belt-driven camshaft, delivering increased torque over the B16 with proven mechanical durability. Designed before modern emissions regulations, it represents the final evolution of BMW’s carbureted M10 family.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,766 cc | |
| Fuel type | Petrol (Unleaded RON 95) | |
| Configuration | Inline-4, SOHC, 8-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 84.0 mm × 80.0 mm | |
| Power output | 84–90 bhp (62–66 kW) @ 5,800 rpm | |
| Torque | 141–143 Nm @ 4,200 rpm | |
| Fuel system | Solex 32-34 PDSI or Pierburg 2E3 carburetor | |
| Emissions standard | Pre-regulatory (EU Directive 70/220/EEC) | |
| Compression ratio | 9.5:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | None | |
| Timing system | Single-row timing belt | |
| Oil type | SAE 10W-40 mineral or semi-synthetic | |
| Dry weight | 132 kg |
The M10B18 (184VC) is a durable, low-tech engine ideal for classic car enthusiasts and restorers. It requires regular timing belt replacement (every 60,000 km or 5 years) to prevent valve damage, as it is an interference engine. Carburetor maintenance—cleaning jets, adjusting float levels, and synchronizing throttle linkages—is essential for smooth operation. Use of unleaded fuel requires inspection of valve seat condition; engines converted from leaded fuel may need hardened seats. The SOHC design and modest compression allow operation on modern RON 95 petrol. Oil changes every 10,000 km with SAE 10W-40 ensure longevity of the hydraulic lifters and camshaft.
Oil Specs: No BMW Longlife specification existed; mineral or semi-synthetic 10W-40 meeting API SF/CD standards is recommended (BMW Service Manual E30).
Emissions: Pre-dates Euro standards; compliant with EU Directive 70/220/EEC as implemented in Germany (TÜV D-79-018).
Power Ratings: Measured under DIN 70020 standards. Output varies slightly based on carburetor type and ignition timing (BMW Group Service Manual E30).
BMW Technical Information System (TIS): Docs M10-001, M10-003, M10-004, SIB 11 03 01
BMW ETK Parts Catalogue (1979–1987)
German TÜV Type Approval Database (D-79-018)
ISO 1585: Road vehicles — Engine test code — Net power
The BMW M10B18 (184VC) was used in the E21 and E30 3 Series platforms with longitudinal mounting and rear-wheel drive. It was paired with a 5-speed manual transmission (Getrag 242) or optional 3-speed automatic (ZF 3HP22). No platform-specific tuning or emissions variants were produced. The M10B18 (184VC) was succeeded by the fuel-injected M40B18 in the E30 generation. All data is documented in OEM service manuals and parts catalogues.
Locate the engine code stamped vertically on the front-facing side of the cylinder block, just below the exhaust manifold (BMW TIS M10-005). The full engine code begins with "M10B18" followed by a serial number. The VIN prefix (E21 or E30) confirms chassis compatibility. Visual cues include a chrome valve cover with "BMW" script, a single Solex or Pierburg carburetor, and a distributor mounted at the rear of the engine. Critical differentiation from M10B16: The B18 has a 1,766 cc displacement (84.0 mm bore) versus 1,573 cc (80.0 mm bore) for the B16. Cylinder head casting numbers (e.g., 1111121 vs. 1111120) and intake manifold design also differ.
The M10B18 (184VC)'s primary reliability risk is timing belt failure due to age or neglect, which can result in bent valves due to its interference design. While the engine block and crankshaft are highly durable, carburetor wear, valve guide leakage, and distributor cap corrosion are common in high-mileage or poorly maintained examples. UK DVLA MOT failure data from 2020–2023 indicates that 38% of E30 318i models fail due to emissions or idle instability, often linked to carburetor issues. Adherence to maintenance schedules and use of quality replacement parts are critical for long-term operation.
Analysis derived from BMW technical bulletins (1979–1987), ETK parts documentation, and UK DVLA MOT failure statistics (2020–2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about BMW M10B18-184VC.
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DVLA: Engine Changes & MoT
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