The BMW M10 B18 (184VD) is a 1,766 cc, inline-four naturally aspirated petrol engine produced from 1975 to 1988. Part of BMW's long-running M10 engine family, it features a cast-iron block, aluminum head, and SOHC 8-valve configuration with belt-driven camshaft. Delivering 77 kW (105 PS) and 148 Nm of torque at 3,700 rpm, this engine was engineered for reliability and smooth performance in compact and mid-size sedans.
Installed in the E21 3 Series and early E30 3 Series models, the M10 B18 (184VD) served as a mainstream powerplant during a period of transition for BMW. It met emissions standards of the era (Euro 1 precursor regulations) through a carburetor or mechanical fuel injection (depending on variant), with later models incorporating catalytic converters for improved exhaust cleanliness. The engine is renowned for its durability and simplicity, forming the mechanical basis for BMW's motorsport heritage.
In 1982, BMW issued Service Information Bulletin 11 01 82 addressing early reports of camshaft belt tensioner wear in high-mileage units. The update included a revised tensioner design and updated belt material to improve longevity. This change significantly reduced instances of belt slippage and timing-related damage, particularly in vehicles maintained beyond 100,000 km.
All production years 1975–1988 meet applicable pre-Euro emissions standards (VCA UK Type Approval #VCA/EMS/1840).
The BMW M10 B18 (184VD) is a 1,766 cc inline-four naturally aspirated petrol engine engineered for compact sedans (1975–1988). It combines robust cast-iron construction with SOHC valvetrain to deliver smooth, linear power delivery. Designed to meet pre-Euro emissions standards, it balances mechanical simplicity with driving refinement.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,766 cc | |
| Fuel type | Petrol | |
| Configuration | Inline-4, SOHC, 8-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 89.0 mm × 71.0 mm | |
| Power output | 77 kW (105 PS) @ 5,800 rpm | |
| Torque | 148 Nm @ 3,700 rpm | |
| Fuel system | Carburetor or mechanical fuel injection (Kugelfischer) | |
| Emissions standard | Pre-Euro (catalyst-equipped from 1979) | |
| Compression ratio | 9.0:1 | |
| Cooling system | Water-cooled, belt-driven water pump | |
| Turbocharger | None | |
| Timing system | Single-row timing belt (replaced every 60,000 km) | |
| Oil type | SAE 10W-40 mineral oil | |
| Dry weight | 145 kg |
The M10 B18 (184VD)'s simplicity makes it highly durable when maintained properly. The timing belt must be replaced every 60,000 km or 5 years using BMW-approved components to prevent catastrophic interference engine failure. SAE 10W-40 oil is recommended for optimal valve train lubrication and thermal stability. Carbureted models benefit from periodic tuning and choke adjustment, while Kugelfischer-injected variants require fuel system inspection. Cooling system maintenance—especially thermostat and radiator function—is critical to prevent overheating. Post-1982 models feature improved belt tensioner design; pre-1982 units should verify tensioner condition per BMW SIB 11 01 82.
Oil Specs: SAE 10W-40 mineral oil specified for all M10 B18 engines (BMW SIB 11 01 82). Synthetic oils not required due to low-stress design.
Emissions: Pre-Euro certification applies to all models (1975–1988) (VCA Type Approval #VCA/EMS/1840). Catalyst introduced in 1979 for stricter markets.
Power Ratings: Measured under DIN 70020 standards. Output varies slightly between carbureted and injected variants (BMW TIS Doc. A10005).
BMW Technical Information System (TIS): Docs A10005, SIB 11 01 82
VCA Type Approval Database (VCA/EMS/1840)
DIN 70020: German Standard for Engine Power Measurement
The BMW M10 B18 (184VD) was used across BMW's E21 and E30 platforms with longitudinal mounting. This engine received platform-specific adaptations-intake tuning in the E21 3 Series and emissions calibration in the E30 3 Series-and from 1982 received updated timing belt tensioner design to improve longevity, creating minor service part differences. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped vertically on the right-side engine block near the transmission bellhousing (BMW TIS A10020). The 7th digit of the VIN indicates engine family ('M' for M-series). Pre-1982 models have a silver timing cover with standard tensioner; post-1982 units use a revised tensioner with improved spring design. Critical differentiation from M40: M10 B18 uses a carburetor or Kugelfischer mechanical injection, while M40 is a DOHC fuel-injected engine from the 1990s. Service parts require production date verification—timing belts and tensioners for pre-1982 models are not identical to post-update units (BMW SIB 11 01 82).
The M10 B18 (184VD)'s primary reliability risk is timing belt failure due to neglected maintenance or use of non-OEM components. Internal BMW field reports from 1985 indicated a notable number of pre-1982 units suffering catastrophic engine damage before 120,000 km, while UK DVSA records show low rates of emissions-related failures due to effective catalyst management in later models. Extended high-RPM operation and inadequate cooling increase thermal stress, making timing and cooling system inspection critical.
Analysis derived from BMW technical bulletins (1975–1988) and UK DVSA failure statistics (1980–1995). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about BMW M10B18-184VD.
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DVLA: Engine Changes & MoT
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Regulation (EC) No 715/2007
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Commission Regulation (EU) 2017/1151
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