BMW B58 Engine – 3.0L Turbo Inline-6

BMW’s B58 engine is a 3.0L inline-6 turbocharged, direct injection gasoline engine produced from 2016-present. As with the N55, the B58 engine uses a single twin-scroll turbocharger. Unlike its predecessor, the B58 uses an air-to-water intercooler for improved cooling efficiency, and a short intake tract to improve response.

The B58 has been used in a wide variety of BMWs since its release in 2016 including cars as small as the F20 M140i, all the way to some of BMW’s largest vehicles like the G07 X7. The B58 is known not only for its stellar reliability but also for its extensive modifiability. So far, the B58 has won four Ward’s 10 Best Engine awards. With a closed-deck design, forged crank, and more power potential than its predecessor and most other non-M BMW engines, the B58 gets nearly perfect marks from us in terms of reliability and performance.

This page is the ultimate resource for everything BMW B58. We provide a general overview and technical information on the engine in addition to problems, performance modifications, FAQs, and various other resources. Whether you own a B58 or are looking to purchase one, we have the most comprehensive B58 information on the internet.

B58 Engine Overview

The B58 is a 3.0L turbocharged inline-6 engine. The B58 horsepower ranges from 320-382hp straight from the factory. 340i and 440i models received the 320hp variant with 332 lb/ft of torque. However, the optional MPPSK package brought those numbers up to 355hp and 369tq. In 2018, the B58 received a technical update known as the B58TU1. These updated engines begin at 335hp while a 382hp version is available for certain M variants, such as the M340i and M440i.

The B58 is one of the most capable and sturdy turbo engines that BMW has ever made. Its crankshaft is made of forged steel. BMW’s B58 engine also uses drop-forged cracked connecting rods. It uses a single BMW Twin-Scroll turbo which improves reliability without sacrificing performance. Ultimately, the BMW B58 has ushered in a new era of reliable turbocharged power; a massive evolution from the problem-prone BMW turbo engines of the past like the N54 and N55.

Modular Design & TwinPower Turbo

The B58 is part of BMW’s B-series modular engine design. In an effort to reduce engine production costs and increase the number of engine options available to customers, BMW uses a “modular” engine design. This essentially means that they produce a number of similar engines that use common parts and technologies to improve production efficiency and reduce costs. The B37, B47, B38, B57, B46, and B48 are all part of the B-series modular engine family. All of these engines share the same bore and stroke, block, pistons, rods, etc.

Not to be confused with a twin-turbo design, the B58 also uses BMW’s “TwinPower Turbo” technology. This is essentially a marketing term that means the B58 uses:

  • Valvetronic
  • Direct injection
  • Turbocharging

Internals & Major Engine Components

Part of what makes the BMW B58 such a strong and capable engine is the strength of its internals and major engine components like the block, head, and crankcase. Both the cylinder head and block are made of aluminum. The crankshaft is forged steel, the connecting rods are drop-forged and cracked, and the pistons are forged alloy. The B58 is a deep-skirted closed deck design which is one of the major factors contributing to its power and tuning capabilities. Overall, the engine and all the major components were built extremely well allowing for significant power levels beyond the factory output.

BMW B58 vs. N55 Changes

Compared to its predecessor, the N55 engine, the B58 received a number of changes alongside the change away from the modular N-series engine to the new B-series. Overall the N55 and B58 share a lot of the same technologies but few of the same parts, here are a few of the more major changes:

  • Increased displacement to 2998cc from 2979cc
  • Higher compressions: 11.0 to 1 compared to 10.2 to 1 in the N55
  • Open deck was upgraded to closed deck
  • Forged crank and rods
  • Water-to-air intercooler vs. previous air-to-air used on N54 and N55
  • Heat exchanger that is integrated directly into the intake manifold

B58 vs. B58TU1 vs. B58TU2 Updates and Changes

Since the BMW B58’s introduction for the 2016 model year, the 3.0L inline-6 has received two notable ‘technical updates’ that have improved the engine’s initial design. BMW is known for dramatically changing crucial elements of their engine designs throughout their build cycle, and the B58 is no exception to the rule. With the first B58TU1 technical update in 2018, BMW introduced an array of new engine technology designed to improve emissions, improve power output, and maximize efficiency. It also split the B58 into new ML (Middle Output) and OL (Upper Level) variants, producing 340 horsepower and 374-388 horsepower respectively.

The B58’s second technical update arrived in 2022, with the B58B30M2 (B58TU2) replacing the outgoing B58B30M1 (B58TU1). Like the first revision, BMW changed some extremely fundamental aspects of the engine with the B58TU2 including the cylinder head, combustion chambers, Vanos system, and ignition system among other important components.

B58TU1 Changes

  • Split B58 into two designations including the 340 horsepower ML (Middle Output) designation and 374-388 horsepower OL (Upper Level) designation.
  • Exhaust manifold and turbocharger integrated into the cylinder head on B58 ML variants
  • 75% increase in fuel flow to 5,075 psi (350 bar) from 2,900 psi on early B58 variants
  • Redesigned crankcase elements including a single-piece timing chain, revised forged crankshaft, and revised oil sump wall thickness
  • A revised split-cooling system that separates cooling circuits for the cylinder head and engine block

B58TU2 Changes

  • Redesigned intake ports and combustion chambers to increase overall efficiency
  • New electronically actuated Vanos system, eliminating oil and solenoids
  • Cylinder head with integrated exhaust manifold
  • Dual fuel injection system on the intake side of the engine to reduce carbon buildup

General BMW B58 Information & Resources

B58 Engine Specs

Displacement2,998cc (3.0L)
AspirationTurbocharged, twin-scroll
Fuel SystemDirect Injection
Engine BlockAluminum, closed deck
Cylinder HeadAluminum
ValvetrainDOHC, Valvetronic, Dual VANOS
Bore x Stroke82mm x 94.6mm
Compression Ratio11.0 : 1
Horsepower322-382 HP
Torque (lb-ft)332-369 TQ
Redline7,000 RPM

At this point, the BMW B58 has been used in a wide array of BMW vehicles ranging from the compact 1-Series all the way up to the X7. Here are the BMWs that currently utilize the BMW B58 engine:

B58B30M0: 240 kW (322 HP) version

  • 2015–2019 F30/F31/F34 340i
  • 2016–2019 F32/F33/F36 440i
  • 2016–2019 G11/G12 740i/Li

B58B30M0: 250 kW (335 HP) version

  • 2016–2019 F20/F21 M140i
  • 2016–2021 F22/F23 M240i
  • 2017–2019 G30/G31 540i
  • 2017–2019 G32 640i

B58B30M0: 265 kW (355 HP) version

This version was used for the 3/4-Series with the “M Performance Power and Exhaust Kit”.

  • 2016–2019 F30/F31/F34 340i
  • 2016–2019 F32/F33/F36 440i
  • 2017–2019 G01 X3 M40i
  • 2018–2019 G02 X4 M40i

B58B30M1: 250 kW (335 HP)

  • 2018–present G05 X5 xDrive40i/sDrive40i
  • 2018–present G07 X7 xDrive40i
  • 2018–present G29 Z4 M40i
  • 2020–present G30/G31 540i
  • 2020–present G32 640i
  • 2020–present G06 X6 xDrive40i
  • 2020–present G11/G12 740i
  • 2019–present G14/G15/G16 840i
  • 2019–present Morgan Plus Six
  • 2022–present Ineos Grenadier

B58B30C: 250 kW (335 HP)

  • 2020 J29/DB Toyota Supra

B58B30O1: 285 kW (382 HP)

  • 2018–present G29 Z4 M40i
  • 2019–present G20 M340i
  • 2019–present G21 M340i
  • 2020–present G01 X3 M40i
  • 2019–present G02 X4 M40i
  • 2020–present G22 M440i
  • 2021–present Toyota Supra
  • 2021–present G42 M240i
  • 2021–present Boldmen CR4

B58B30M2: 280 kW (375 HP)

  • 2022–present G07 X7 xDrive40i
  • 2023–present G70 740i
  • 2023–present G05 X5 xDrive50e

We have compiled some of the most commonly cited BMW B58 engine problems. While the B58 has a very solid reputation for reliability at this point, there are still some problem areas with the 3.0L turbocharged inline-6. B58 coolant loss, valve cover gasket leaks, PCV valve failures, and solenoid failures are all common issues with the B58 and are good to know about if you drive a B58-powered BMW.

Take a look at the dropdown menu below to learn more about these problems or check out the more in-depth problem and maintenance guides featured below.

There are some go-to areas to inspect when checking for B58 coolant leaks. One of the most common leak locations is the water pump. BMW B58 water pumps are known to be troublesome and have even been reported to stop functioning as early as the 5,000-mile mark. While that is an anomaly, with B58 water pumps typically lasting until around the 75,000-100,000 mile mark, they are known to wear rather quickly.

As B58 water pumps reach high mileage, they tend to release coolant from the weep hole on the bottom of the water pump assembly. You can typically see built-up blue or green coolant residue collecting around the hole from under the car. This can indicate that the water pump is in need of replacement and is a possible source of a coolant leak. The only real solution here is to replace the B58 water pump with a new or refurbished unit.

While coolant loss is most commonly attributed to a leaking or malfunctioning B58 water pump, there are other areas where coolant could be leaking. Broken coolant caps can allow coolant to leak from the system due to a lack of air tightness. B58 coolant loss can also be caused by damage (sometimes hard to detect) to the radiator as well.

While B58 valve cover gasket leaks aren’t as common as they were on the BMW N54 and N55 engines, they are still common enough to make this list. One of the main reasons for B58 valve cover problems is the weak rubber material from which they are made. When subjected to continuous heat cycles, the rubber gaskets tend to wear rather quickly. These leaks tend to make themselves known around the 70,000-100,000 mile mark.

With that being said, the B58 is a bit easier on the valve cover gasket due to its heat encapsulation system which keeps the gasket and other surrounding components warm for a longer period of time, alleviating some of the heat-cycle-related wear and tear.

B58 Valve Cover Gasket Leak Symptoms

  • Burning oil smell
  • Smoke from valve cover area
  • Oil on spark plugs
  • Low engine oil light

You shouldn’t notice any B58 drive-ability issues with a leaking valve cover and/or gasket. You may notice burning oil smells in the cabin. Smoke from the valve cover area is common if the leak is bad enough. Minor leaks may not produce enough smoke to notice. Excessive oil on the spark plugs is typically a dead giveaway that the VC or VCG is leaking.

In general terms, the positive crankcase ventilation valve is responsible for equalizing the gas pressure within the B58’s crankcase. It does this by rerouting excess trapped gas to the intake manifold and back into the engine. While that is its primary job, it does play a crucial role in other engine functions. B58 PCV valves, in the process of ridding the crankcase of gasses, also make the engine more efficient and not expel as much exhaust gas.

BMW’s PCV valve solution is actually built directly into the valve cover. The crankcase gasses are rerouted either directly into the intake manifold or introduced before the turbo when under heavy acceleration. The gas’ end location is dictated by a diaphragm in the system. Sometimes this diaphragm can rupture or crack, resulting in crankcase gasses being rerouted to the wrong area. This can result in oil-rich gasses being pumped into the intake manifold.

BMW B58 PCV Valve Failure Symptoms

  • Smoke coming from the exhaust
  • Timing issues
  • Engine running either lean or rich
  • New or worsening oil consumption
  • Poor engine performance

When your BMW B58’s PCV valve fails or is nearing failure, one of the most common symptoms is smoke coming from your exhaust. There are countless videos of B58 BMW owners with this exact symptom resulting from a damaged PCV. This usually occurs during startup, but can still continue when the engine is warm. Excessive oil consumption is another big one that can alert you to this issue. However, it can be hard to catch with this symptom alone, as the B58 also has other oil consumption issues.

VANOS solenoid failure remains an ongoing concern for the B58 and ranks among its most prevalent engine issues. Luckily, VANOS problems with current BMW turbo engines generally involve only the VANOS solenoids. These solenoids are relatively low-cost and straightforward to replace.

However, there is a small complication to VANOS solenoid replacements on the B58 engine. Due to the fact that the timing chain was moved to the rear of the engine on the B58, it is harder to access the rear-mounted VANOS solenoids. Because of that, there are rumors that you need to raise the rear of the engine to access the VANOS solenoids. Fortunately, that is not the case. There are specialty tools that will allow you to do the job, but it is harder than replacing front-mounted solenoids. B58 VANOS solenoid issues typically begin to arise around the 80,000-100,000 mile mark.

Symptoms of B58 VANOS Solenoid Failure

  • Power loss/limp mode
  • Engine hesitation and bogging, especially at lower RPMs
  • Rough idle
  • VANOS fault codes
  • Poor fuel efficiency

Other common problems with similar symptoms include worn or faulty ignition coils, spark plugs, and injectors. However, fault codes will help point you in the right direction. VANOS solenoids may be considered a normal wear and tear item. Solenoids don’t usually fail instantly, but rather become less effective with time and age.

B58 Problems & Maintenance Guides

We have the most comprehensive resources for B58 performance upgrades. This section includes some of the most popular, cost-effective, and value-focused modifications for the BMW B58 engine. Due to the fact that the BMW B58 is so receptive to modifications, there’s truly no limit to what can be done to the 3.0L BMW inline-6. From tuning information to performance parts suggestions, we have you covered as far as BMW B58 modifications are concerned.

Click on each modification to get a brief rundown of the mod, the benefits, and our best product recommendation. Additionally, we have full in-depth guides for each of these modifications that you will find within the sections. Furthermore, a list of general performance and modification-related content can be found below, covering power limits, boost levels, and various other B58-specific topics.

While there is generally quite a bit of discussion surrounding the true performance advantages of an upgraded intake, the BMW B58 is an engine that can unquestionably benefit from one. For turbocharged engines, such as the B58, upgraded “cold-air” intakes have tremendous performance benefits. They provide good horsepower and torque gains and are also an essential supporting modification for those looking to further mod their B58s with things like a tuner.

While most naturally aspirated engines tend to only see marginal gains from performance intakes, you can expect to see upwards of 10-15 additional horsepower from an upgraded B58 intake alone or around 15-20 additional horsepower with an accompanying tune.

B58 Intake Upgrade Benefits

  • Approx. 5-10whp and torque when stock
  • Dyno proven gains over 16whp and 27wtq when tuned (real dyno data w/JB4)
  • Faster turbo spool
  • Increased air flow and less restriction
  • Quicker throttle response
  • Sweet “intoxicating” engine sound

Best B58 Intake

B58 Intake Guide

When it comes to bang-for-buck modifications for the BMW B58, a quality tune is unquestionably the best way to go. Due to the BMW B58’s insane internal strength and ability to handle a massive amount of power out of the box, a simple plug-and-play tune can provide gains of up to 50-75 horsepower without any additional modifications. Combined with other B58 modifications like a high-flow/catless downpipe, an upgraded intake, and fueling upgrades, a tune can turn your B58 into a 550+ whp animal rather easily.

There are generally a couple of routes that you can go as far as B58 tuning is concerned. One potential path is a flash tune. A B58 flash tune (like MHD provides) essentially rewrites the factory DME programming. This allows the tune to gain complete control of engine tuning parameters like boost, fueling, timing, and load.

The other popular option is a B58 piggyback tune. Unlike a flash tune which augments the factory DME parameters, a piggyback tune simply changes the boost parameters of the engine and allows the factory DME to sort out the rest. While some people argue that B58 piggyback tuning is inferior, options like the JB4 come with more functionality and for a relatively low price.

For more information about B58 tuning, we definitely have you covered. Check out the articles below to learn about B58 MHD Tuning and B58 JB4 tuning options:

The downpipe is a part of the exhuast system and sits directly behind the turbocharger. The goal of the downpipe is to pass air from the turbo to the exhaust system’s cat-back portion, which then sends the air out into the atmosphere. As such, it is one of the most important parts of the B58’s exhaust system as a whole. Unfortunately, it is also the most restrictive part due to the catalytic converter built into it. This restriction is the main reason people upgrade their B58 downpipe. The more free-flowing the exhaust system, the more power you’ll be making.

You ultimately have two choices for upgrading your B58’s downpipe. You can opt for a high-flow downpipe that swaps the OEM cat for a high-flow version allowing for greater airflow, or you can opt for a catless downpipe that removes a catalytic converter altogether. There are pros and cons to each option.

High-flow B58 downpipes are more expensive and do not perform as well as B58 catless downpipes. However, they will allow you to pass vehicle inspections in most cases. Catless B58 downpipes provide the most performance for the lowest price but will cause you to fail emissions testing. You can generally expect around a 20-30 whp gain from catless B58 downpipes and a 10-15 whp gain from a high-flow B58 downpipe.

Best B58 Downpipe

B58 Downpipe Upgrade Complete Guide

Chargepipe failure was a bit of a bigger issue on previous engines like the N55 and N54. The factory plastic chargepipe was prone to cracking and leaking boost at high boost levels. However, on the B58 the chargepipe has been proven to be reliable and not need upgrading until you are running high boost, usually on an upgraded turbo.

The factory chargepipe can handle about 26psi of boost before we would strongly recommend upgrading it. However, there still are some reasons to upgrade the B58 chargepipe. If you want to run meth injection you will need a chargepipe with a meth bung since the factory one does not have one. Or if you want to toss a blow off valve to make cool BOV noises.

Best B58 Chargepipe

B58 Chargepipe Upgrade Guide

The factory cooling system on the B58 is very good and efficient. While an intercooler is usually a great upgrade for turbocharged engines it really isn’t necessary (or practical) on the B58. The intercooler is integrated directly into the intake manifold on the B58 so upgrading the intercooler requires upgrading the whole manifold itself. There are a few options on the market for this, but they start at about $2,500 and go up to nearly $5,000. Unless you are really pushing the engine’s limits it probably isn’t worth the cost.

However, heat exchanger upgrades are available that will help improve cooling. The heat exchanger sits in front of the radiator and cools the water that is used in the B58’s air-to-water intercooler design. The factory heat exchanger uses a 1-row core that can be upgraded to a thicker 2-row core that will significantly improve volume and cooling capacity. Check out our complete guide below for more details on cooling upgrades and some more specific recommendations.

B58 Chargepipe Upgrade Guide

Factory fueling on the B58 is fairly capable and can outlast the power levels of the factory turbo. However, if you opt for a turbo upgrade you will need to look into alternative fueling upgrades for the B58. Here are the fueling limits:

  • Pump gas: 450-500whp
  • E30: 400-425whp
  • B58TU pump gas – 525-600whp
  • B58TU E30 – 450-525whp

Fueling upgrades include the high-pressure fuel pump (HPFP), chargepipe injection, port injection, and meth injection. There’s a lot that goes into choosing the proper setup based on your mods and power goals so we suggest giving our in-depth fueling upgrade guide a read:

If you want to send it past 500whp you are going to need to look into turbocharger upgrades. In addition to just upgrading to the turbo there are a number of supporting mods that you will need to look into to hit certain power levels.

There are a lot of considerations when choosing turbo upgrades so we suggest reading our complete guide below that gives you a bunch of different options for various different power levels.

500-600whp Mods

  • Downpipe
  • Intake
  • Custom tuning
  • Chargepipe injection or E85

600-750whp Mods

  • Full bolt-on (downpipe, intake, chargepipe, heat exchanger, etc.)
  • Port injection
  • Custom tuning
  • Wheels/tires/axles/etc (depending on power)
  • Possible internal upgrades

750whp+ Mods

  • Everything above
  • Built motor
  • Upgraded axles

Additional B58 Performance Guides

Is MPPSK Worth It

BMW MPPSK Package: Performance Benefits & Is it Worth the Cost?

What is the BMW MPPSK Package? The BMW MPPSK package stands for the “M-Performance Power and Sound Kit”. The kit is BMW-designed and manufactured and includes a more aggressive engine tune and a performance exhaust system to increase the performance, horsepower, and sound. The kit is only available for 40i models, featuring the B58 engine….
B58 Stock Turbo Max Boost

BMW B58 Stock Turbo Max Boost

While the phrase that something is “an art, not science” is used frequently, it does not hold true with turbo boost and tuning. Turbochargers, engine internals, and ancillarily engine support systems can only hold so much boost before they give in. We’re here to answer some frequently asked questions on B58 boost levels: How much…
B58 500hp Guide

How to Build a 500HP 40i B58 BMW for Less Than $1,500

The B58 is the successor to the N54 and N55 engines, both of which were highly tune-able and able to make lots of horsepower with only a handful of supporting mods. The N54 takes the cake in regards to horsepower capabilities, but it had many engine problems as a result. The N55 platform was made…
B58 Horsepower Limits

How Much Power Can The BMW B58 Handle?

BMW’s B58 3.0L single turbo inline-6 quickly followed the footsteps of its older brother – the legendary BMW N54. The N55 took a small step down to focus on reliability over strength. BMW turned things up again with the B58. It’s a strong engine internally, and a major reliability improvement over the N54. However, no…

We have an extensive FAQ article that covers performance upgrades, power levels, general maintenance, problems and reliability, and more for the B58. We’ve included a few performance and reliability-related questions below but recommend reading our full FAQ guide for more extensive questions and details about the B58.

  1. How much power can the B58 handle?

    The B58 is capable of handling upwards of 700whp on the stock block and internals. The safe limit is within the 600whp-700whp range. Anything above that and we recommend considering various internal and more advanced upgrades.

  2. How much power and boost can the stock B58 turbo handle?

    The factory twin-scroll turbo on the B58 can handle just about 500whp at the very upper limit. It can handle about 21psi of boost reliably, and up to 23psi if you really want to push it. Note that at 500whp and 21+psi of boost the turbocharger will be under significant stress and become significantly less reliable.

  3. How reliable is the B58?

    The B58 has proven to be highly reliable so far. The improvements made to the B58 fixed a lot of the common problems and issues that plagued both the N54 and N55 engines. We anticipate the block and major engine components should be able to last 200,000 miles – but getting there will likely require a decent bit of maintenance in terms of fuel pumps, gaskets and seals, hoses, and so on.

In-Depth FAQ Guide



Updated on
If you want to search for a specific topic use the following keys: Windows: Ctrl + F Mac: Command + F We’ll break this B58 FAQ guide into the following…
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8020 Media B58 Videos

Other Helpful B58 Videos

Outside Resources

We have dozens of guides on the B58 – check out all of our B58 content below or use the tabs to find our articles on specific modifications, and so on. However, there is also a ton of good content elsewhere around the B58. Check out a few of our favorites here:

All BMW B58 Engine Content

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