What BMWs Have the B58 - Every Model, Every Generation

The BMW B58 engine is found in a wide range of BMW models, from the entry-level M Performance cars all the way up to full-size luxury sedans and SUVs. If you're trying to nail down exactly what BMWs have the B58, here's the short answer - virtually every BMW with a turbocharged inline-six built from 2015 onward is running one. That means the 340i, 440i, 540i, 740i, M140i, M240i, M340i, M440i, X3 M40i, X4 M40i, X5 xDrive40i, X7 xDrive40i, Z4 M40i, 840i, and more. If it's a six-cylinder BMW and it wasn't built before 2015, odds are heavily in favor of the B58.

This engine replaced BMW's N55 - a solid motor in its own right, but one that was getting long in the tooth by the mid-2010s. The B58 wasn't just an incremental update. BMW went back to the drawing board on core architecture, switching to a closed-deck block, integrating an air-to-liquid intercooler into the intake manifold, and pushing compression ratios to 11.0:1. The result is an engine that performs brilliantly stock and absolutely thrives under modification. If you own a B58 car or you're shopping for one, you've landed in the right place.

A Brief History of the B58

BMW's modular engine family - the B-series - launched in the early 2010s with a clear mission: build a scalable architecture that could underpin BMW's lineup for the next decade and beyond. The four-cylinder B48 and the six-cylinder B58 share 40% parts commonality by design, which keeps production costs down and serviceability consistent across platforms. BMW launched the B58 in 2015, debuting in the F30 340i, and it immediately set a new benchmark for what a production turbocharged six could do.

Compared to the N55 it replaced, the B58 is a fundamentally different animal. The N55 used an open-deck block - a lighter construction but one that limits how far you can push cylinder pressures before things get dicey. The B58 uses a closed-deck aluminum block with bedplate reinforcement, which dramatically improves rigidity and makes the bottom end far more tolerant of boosted abuse. BMW also moved the intercooler from an external air-to-air unit to a compact air-to-liquid unit integrated directly into the intake manifold. That change reduces intake tract length, improves response, and delivers more consistent charge temps regardless of ambient conditions.

The B58 has gone through three major revisions since launch. The original B58B30M0 ran from 2015 through roughly 2018–2019. The Technical Update - known as the B58TU - introduced 75% higher fuel rail pressure, a gasoline particulate filter, and improved cooling characteristics. Then in 2022 BMW rolled out the B58TU2, which added port fuel injection alongside the existing direct injection system - dual injection, essentially - to reduce carbon buildup on intake valves, one of the known long-term issues with direct injection engines. Each generation has gotten meaningfully better, and the tuning community has kept pace with all of them.

B58 Specs - What Makes It Special

On paper, the B58 is a 3.0-liter (2,998 cc) DOHC inline-six with a single twin-scroll turbocharger, Valvetronic variable valve lift, Double VANOS variable cam timing on both intake and exhaust, and four valves per cylinder. Bore and stroke are 82mm × 94.6mm - a slightly undersquare configuration that favors low-end torque and midrange pull over top-end screaming. Redline is set at 7,000 RPM, and it pulls hard all the way there. The 11.0:1 compression ratio is unusually high for a turbocharged engine, and it's part of why the B58 responds so well to simple bolt-ons - there's more thermal efficiency baked in from the factory than you'd expect.

The closed-deck block deserves more attention than it typically gets in enthusiast circles. Open-deck blocks have large voids around the cylinder bores to aid coolant flow, but they're inherently less rigid. Under high cylinder pressures - exactly what happens when you're running elevated boost and timing - open-deck blocks can experience bore distortion, which leads to ring sealing issues and, eventually, engine wear. The closed-deck design in the B58 means the structure around each cylinder is essentially continuous, which is why B58 owners routinely run 500+ wheel horsepower on stock internal components without catastrophic failures. It's not luck. It's engineering margin.

The integrated air-to-liquid intercooler is another key differentiator. On the N55, the intercooler sat in the front bumper, and charged air had to travel through a length of piping before it reached the intake manifold. The B58 routes charge air into the intercooler that's actually part of the intake manifold assembly. The coolant circuit for this intercooler is separate from the main engine cooling system and uses its own low-temperature radiator. Response is sharper, heat soak recovery is faster, and the whole system is more compact.

Every BMW with a B58 - The Complete List

Below is a comprehensive breakdown of every BMW model fitted with the B58 engine, organized by generation. The B58 spans everything from compact sporty hatches to the flagship 7 Series, which makes it one of the most versatile engine families BMW has ever produced.

Gen 1 - B58B30M0 (2015–2019)

The original B58B30M0 launched in the F30 340i in late 2015 and proved immediately that BMW had something special. In the 340i and 440i configuration, it made 322 hp and 332 lb-ft - meaningfully stronger than the N55 it replaced. BMW bumped output to 335 hp in the more performance-focused M Performance variants - the F20 M140i and F22 M240i. Those cars used the same long block but ran different DME calibrations and some revised supporting hardware.

In M40i trim - first applied to the G01 X3 M40i and G02 X4 M40i - BMW pushed the Gen 1 B58 to 355 hp. This was the first time we saw the B58 in an M Performance SUV application. The hardware changes between the 322 hp and 355 hp versions are relatively minor, which is one reason why Gen 1 B58 cars in standard tune respond so dramatically to a flash tune - the engine is already physically capable of making significantly more power, it's just factory-detuned.

The G11 740i also launched with the Gen 1 B58 in 322 hp tune, which tells you something about BMW's confidence in the engine. Putting an engine in your flagship luxury sedan that you also use in a 3 Series is only acceptable if that engine is genuinely refined. And it is.

Gen 2 - B58B30M1 and B58B30O1 (2018+)

The Technical Update arrived with the G-chassis era and brought two distinct variants - the standard-output M1 and the high-output O1. The M1 carried over the 335 hp output level from the top-tier Gen 1 applications but added 75% higher fuel pressure, improved particulate filtration, and enhanced cooling. You'll find the B58B30M1 in the G05 X5 xDrive40i, G07 X7 xDrive40i, G06 X6 xDrive40i, G14/G15 840i, G32 640i GT, and the G11 740i from 2020 onward, as well as the Z4 M40i in European specification.

The high-output O1 variant is where things get genuinely interesting. At 382 hp and 369 lb-ft of torque, the B58B30O1 represents a substantial jump over the M1 tune. This is the engine in the G20 M340i, the G22 M440i, the G42 M240i, the US-spec G29 Z4 M40i, and the G01 X3 M40i and G02 X4 M40i from 2020 onward. The M340i in particular became something of a cult car in the BMW community - 382 hp, xDrive all-wheel drive, and a chassis that traces its lineage directly to the E30, E36, E46, E90, and F30.

The difference between the M1 and O1 isn't just calibration. BMW revised the intake camshaft profile on the O1 for better high-RPM breathing, and the injection system runs at higher operating pressure. From a tuning standpoint, both variants respond excellently to modification, but the O1 cars start from a higher baseline.

Gen 3 - B58B30M2 (2022+)

The third-generation B58TU2 debuted in 2022 and introduced the most significant technical change since the original launch - dual injection. Port fuel injection nozzles were added alongside the existing direct injection system, mirroring what BMW's S58 M engine had been doing. The practical benefit is carbon deposit reduction on intake valves - a known long-term maintenance issue on direct injection engines including earlier B58s.

You'll find the B58B30M2 in the G07 X7 xDrive40i, the G70 740i (the current 7 Series), the G05 X5 40i from the 2024 model year, the G60 540i, and the new G45 X3 M50. The G45 X3 M50 is interesting because it's the first time the B58 has been badged M50 rather than M40i - BMW shifted naming conventions with the G-chassis refresh. Power output on the G45 X3 M50 is 375 hp for EU-spec cars and 393 hp for non-EU markets, making it the most powerful factory B58 application outside of the high-output O1 cars.

Beyond BMW - Supra, Morgan, Grenadier

The B58 doesn't stay within BMW's family tree. The Toyota GR Supra launched in 2019 with a B58B30M1 under the hood, producing 335 hp. For the 2021 model year, Toyota upgraded to the B58B30O1 and later revisions pushed output to 382 hp - matching the BMW M340i's specification. The final edition Toyota Supra A90 in 2025 pushed the B58 to an impressive 441 hp - the highest factory output of any B58 variant. The Morgan Plus Six uses a B58 in standard tune, and the Ineos Grenadier also runs the B58 in its petrol powertrain, tuned for durability and low-end torque at 286 hp.

The S58 Connection

You can't talk about the B58 without acknowledging its high-performance derivative - the S58. The S58 is the engine in the G80 M3 and G82 M4, as well as the G87 M2 from 2023 onward. It shares the B58's basic architecture - same bore spacing, same block family, same general layout - but BMW's M division went much further with the internals. The S58 runs twin turbochargers instead of a single unit, larger injectors, a more aggressive camshaft profile, and forged crank and connecting rods from the factory. In standard M3/M4 Competition guise, the S58 makes 503 hp. The CSL variant pushed output to 543 hp.

The S58's existence is actually good news for B58 owners - a lot of the internal upgrade components developed for high-horsepower S58 builds have B58 crossover applications, and the tuning community's deep knowledge of the S58's limits informs what's achievable with the B58.

B58 Tuning - Why This Engine Is a Monster

Here's the thing about the B58 that makes it special from a tuning perspective - BMW built in enormous mechanical headroom. The closed-deck block, the forged steel crankshaft, and the connecting rod design mean the bottom end can absorb cylinder pressures far beyond what the factory calibration ever asks of it. Stock internals regularly support 500+ wheel horsepower in well-sorted builds. That's not common. Most production engines that make 300-350 hp at the crank are working near their mechanical limits - the B58 is not.

Stage 1 tuning - ECU flash only, no hardware changes required - typically yields 400–420 wheel horsepower on a healthy B58. That's a 20-30% power increase from a software file. Push further with full bolt-ons - catless or high-flow catted downpipe, upgraded charge pipes, cold air intake, upgraded intercooler - and a Stage 2 tune, and 450–480 whp is realistic and repeatable. Add E50 ethanol blending via a flex fuel kit and that figure climbs past 500 whp on stock internals.

For those chasing serious power, the turbo upgrade route opens up the 600–800+ whp bracket. Drop-in upgraded turbochargers that use the stock mounting points are available and well-developed for the B58 platform. An ECU tune calibrated for the larger turbo, proper fueling upgrades, and supporting modifications like an upgraded oil cooler round out a serious build.

One important note on the JB4 piggyback module - it's a legitimate option, not just a fallback for locked DME situations. The JB4 intercepts and modifies boost and fueling signals at the sensor level rather than rewriting ECU code, which means it bypasses the DME lock entirely. MHD and Bootmod3 remain the industry standard for full flash tuning on the B58 platform once unlocked.

Best B58 Mods to Start With

If you just picked up a B58 car and you're figuring out where to put your first modification budget, start with the tune, then address the air and exhaust side, then think about the intercooler, and save the turbo upgrade for when you've got a proper build plan in place. The B58 doesn't need you to throw money at it randomly - it's methodical, and the returns are excellent at every stage if you build intelligently.

The downpipe upgrade is one of the highest-return modifications on the B58. The factory downpipe is heavily catalyzed and creates meaningful backpressure that limits what the turbo can do. Combine it with a cat-back exhaust and you've transformed the exhaust note from reserved to genuinely aggressive without going overboard. Read our BMW exhaust upgrade guide for the full breakdown.

On the intake side, the cold air intake debate is real - the factory airbox on the B58 is surprisingly well-engineered, and cheap intakes can introduce heat soak issues. Quality intakes from reputable manufacturers that properly seal to a cold air source do make a measurable difference. Charge pipe upgrades are often overlooked, but the stock plastic charge pipes have a history of failure under elevated boost, and aluminum replacements are inexpensive insurance.

For the full picture on how to budget a B58 build, check out our best BMWs for tuning on a budget breakdown. The B58 is one of those rare engines where the factory version is genuinely impressive and the tuned version is genuinely fast. Whether you're in an F30 340i, a G20 M340i, or a GR Supra that happens to share its heart with a BMW - the B58 is the benchmark for turbocharged inline-six performance in 2026 and beyond.