BMW engines are among the most popular for swaps: an M50 or S54 into an E30, an N55 or B58 into an older 3 Series, an M57 diesel into a Defender or Land Cruiser. The results can be excellent, but every swap involves more than bolting an engine in.
This guide explains the popular swaps, the work involved, the conversion kits we sell and the legal steps in the main European markets.
What every swap needs
Engine mounts and a sump that clears the subframe; a gearbox that bolts to the engine and fits the tunnel; an engine harness and ECU that run the engine on its own or integrated with the car; cooling with enough capacity; an exhaust that fits; and fuel delivery at the right pressure.
Modern BMW engines also need an immobiliser solution, which usually means the matching DME, CAS or FEM module, or a standalone ECU.
Is it legal?
In Germany an engine swap must be approved by TÜV or another testing organisation, and the registration documents updated. The UK requires notification to the DVLA and, for major changes, may affect the vehicle's identity. Most EU countries require an inspection and a change to the registration.
Emissions rules are the main obstacle: the new engine must normally meet the emissions standard of the car or the engine, whichever is stricter. Speak to your local testing station before buying.
Popular swaps by chassis
BMW E30 3 Series
- Four-cylinder E30s use different engine mounts, sumps and wiring from the sixes, so moving from a 316i or 318i to a 325i engine involves more than a straight swap.
- The M20 uses a timing belt; budget for a new belt, tensioner and water pump whatever the history says.
- M50 and M52 swaps are well documented and need an E36 engine harness and ECU, an oil pan to clear the E30 crossmember and a cooling solution.
- Original-engine E30 M3s are worth far more with their matching S14; collectors keep the engine number with the car's papers.
BMW E36 3 Series
- E36 six-cylinder engines move freely between M50, M52 and S52 with the right harness and ECU, but the M52 Nikasil question matters on early cars.
- The Compact uses the E30-style rear suspension but the E36 engine bay, so engine options follow the saloon.
- Four-cylinder cars use different engine mounts and wiring; a six-cylinder swap needs a full conversion.
- Cooling system plastics are the E36's weak spot whatever engine you fit.
BMW E46 3 Series
- The M54B30 from a 330i is a common upgrade for 320i and 325i owners; it needs the matching ECU and in some cases the 330i gearbox.
- Four-cylinder petrol E46s changed engine families in 2001 (M43 to N42) and 2004 (N42 to N46), so check the build date.
- The 330d and 320d use the M57 and M47 diesels; swirl flaps should be removed or blanked on any used unit.
- S54 swaps into non-M E46s are popular but need the M3 wiring, cooling and driveline.
BMW E90, E91, E92 and E93 3 Series
- Pre-LCI (to 2008 or 2010 depending on body) and LCI cars use different engines and electronics in some models.
- The 335i moved from the N54 twin-turbo to the N55 single-turbo with the LCI.
- N47 diesels in 318d and 320d are the most commonly replaced engines; check the chain on any used unit.
- N53 engines were not sold in the US; US cars use the N52 or N51.
BMW E90, E91, E92 and E93 3 Series engine guide
BMW F30, F31 and F34 3 Series
- The 2015 LCI switched most engines from the N-series to the B-series (N20 to B48, N55 to B58, N47 to B47).
- Diesel 320d engines changed from N47 to B47 with the LCI; they are not interchangeable without wiring and ECU changes.
- The 340i uses the B58; the earlier 335i uses the N55.
- xDrive cars use a different sump and oil pump pickup on many engines.
BMW F30, F31 and F34 3 Series engine guide
BMW G20 and G21 3 Series
- The M340i uses the B58; the M340d uses the B57 with mild-hybrid assistance.
- Mild-hybrid diesels from 2020 use a 48-volt starter-generator; check compatibility.
- Engine software must be coded to the car by a BMW dealer or specialist.
BMW G20 and G21 3 Series engine guide
BMW F32, F33 and F36 4 Series
- The 435i uses the N55; the 440i uses the B58.
- Diesel 420d and 430d engines changed with the LCI.
- xDrive cars use a different sump on many engines.
BMW F32, F33 and F36 4 Series engine guide
BMW G22, G23 and G26 4 Series
- The M440i uses the B58 with mild-hybrid assistance.
- Engine software must be coded to the car.
BMW G22, G23 and G26 4 Series engine guide
BMW E12 and E28 5 Series
- The E28 M5 uses the M88/3 (S38 in the US); matching numbers add significant value.
- M30 engines move easily between E12, E28 and E24 with the right mounts.
- The M20 uses a timing belt; change it on any used unit.
BMW E12 and E28 5 Series engine guide
BMW E34 5 Series
- The 540i and 530i V8s use the M60 with Nikasil bores; a compression test is essential.
- The M5 uses the S38B36 or S38B38; matching numbers matter.
- M50 sixes replaced M20s from 1990.
BMW E39 5 Series
- The 530d M57 is one of the most popular diesel engines ever made.
- The 540i M62 needs its timing guides checked.
- The M5 uses the S62.
BMW E60 and E61 5 Series
- The 2007 LCI changed many engines (M54 to N52 or N53, M47 to N47).
- The M5 uses the S85 V10.
- The 535d uses the twin-turbo M57.
BMW E60 and E61 5 Series engine guide
BMW F10, F11 and F07 5 Series
- The 520d moved from the N47 to the B47 in 2014.
- The 550i uses the N63.
- The M5 uses the S63.
BMW F10, F11 and F07 5 Series engine guide
BMW G30 and G31 5 Series
- The M550i uses the N63TU3.
- The 540i uses the B58.
- Engine software must be coded to the car.
BMW G30 and G31 5 Series engine guide
BMW E32 and E38 7 Series
- V12 engines use two separate engine management systems.
- M60 V8s have Nikasil bores.
- The 740d uses the M67 V8 diesel.
BMW E32 and E38 7 Series engine guide
BMW E65 and E66 7 Series
- The 760i uses the N73 V12.
- N62 engines need valve stem seals checked.
BMW E65 and E66 7 Series engine guide
BMW F01 and F02 7 Series
- The 740i moved from the N54 to the N55.
- The 760i uses the N74.
BMW F01 and F02 7 Series engine guide
BMW G11 and G12 7 Series
- The M760i uses the N74.
- The 740i uses the B58.
BMW G11 and G12 7 Series engine guide
BMW E53 X5
- The 4.6is uses an Alpina-built M62.
- The 3.0d uses the M57.
BMW E70 X5 and E71 X6
- The xDrive50i uses the N63.
- The 30d and 40d use the N57 after 2010.
BMW E70 X5 and E71 X6 engine guide
BMW F15 X5 and F16 X6
- The M50d uses the tri-turbo N57S.
- The 50i uses the N63TU.
BMW F15 X5 and F16 X6 engine guide
BMW G05 X5, G06 X6 and G07 X7
- The M50i uses the N63TU3.
- The M50d uses the quad-turbo B57S.
BMW G05 X5, G06 X6 and G07 X7 engine guide
BMW E83 X3
- The 2.0d moved from the M47 to the N47.
BMW F25 X3 and F26 X4
- The 20d moved from the N47 to the B47.
BMW F25 X3 and F26 X4 engine guide
BMW G01 X3 and G02 X4
- The M40i uses the B58.
BMW G01 X3 and G02 X4 engine guide
BMW E84 X1
- N47 diesels need the chain checked.
BMW F48 X1 and F39 X2
- Front-drive engines (A or C suffix) differ from rear-drive versions.
BMW F48 X1 and F39 X2 engine guide
BMW E81, E82, E87 and E88 1 Series
- The 135i uses the N54, later the N55.
- The 1M uses the N54B30T0.
BMW E81, E82, E87 and E88 1 Series engine guide
BMW F20 and F21 1 Series
- The M135i uses the N55; the M140i uses the B58.
BMW F20 and F21 1 Series engine guide
BMW F40 1 Series and F45/F46 2 Series
- Front-drive engines carry an A (petrol) or C (diesel) in the code; rear-drive versions carry B or D. Order the letter your car uses.
- xDrive versions of these cars use a rear drive unit but keep the transverse engine.
- Many parts are shared with MINI F54, F55, F56 and F60 models, which helps with availability.
- Mild-hybrid versions from 2020 need matching starter-generator and battery equipment.
BMW F40 1 Series and F45/F46 2 Series engine guide
BMW F22 and F23 2 Series and F87 M2
- The M2 moved from the N55 to the S55 in the Competition.
BMW F22 and F23 2 Series and F87 M2 engine guide
BMW Z3 and Z4
- Z4 M models use the S54.
- The G29 Z4 shares its platform with the Toyota Supra.
BMW E24 and E63/E64 6 Series
- The M635CSi uses the M88/3.
- The M6 uses the S85.
BMW E24 and E63/E64 6 Series engine guide
BMW F06, F12 and F13 6 Series
- The 650i uses the N63.
BMW F06, F12 and F13 6 Series engine guide
BMW 8 Series (E31 and G15)
- The 850CSi uses the S70B56.
BMW 8 Series (E31 and G15) engine guide
Classic BMW 02, E3, E9 and E21
- Matching numbers matter on collectible cars.
Classic BMW 02, E3, E9 and E21 engine guide
BMW M3 through the generations
- Matching numbers matter to collectors.
BMW M3 through the generations engine guide
BMW M5 through the generations
- Matching numbers matter to collectors.
BMW M5 through the generations engine guide
BMW X5 M and X6 M
- Check the S63 version before ordering.
BMW X5 M and X6 M engine guide
MINI R56 generation
- Timing chains are the main concern.
MINI R56 generation engine guide
MINI F56 generation
- Front-drive engines differ from BMW rear-drive versions.
MINI F56 generation engine guide
Swap potential by engine family
M10
The M10 responds to a sharper camshaft, a 2.0 litre conversion on 1.8 cars and twin Weber or Dellorto carburettors. Historic racers often fit a 2002 tii head and injection. Keep the original block if the car's identity matters.
M20
The classic upgrade is the M20 'stroker': a 2.7 eta block and crank with a 885 head from a 325i, giving more torque without losing the rev range. Chip tuning on Motronic cars and a free-flowing exhaust add modest gains.
M30
M30 owners often fit a 3.5 litre unit in place of a 2.8 or 3.0, or build a turbocharged M30 using the strong bottom end. Head work and cam upgrades suit naturally aspirated builds.
M40
There is little to gain from tuning an M40. Owners who want more power usually move to an M42 or M44, or swap to a six-cylinder.
M42 and M44
Popular upgrades are a re-mapped ECU, a 2.0 litre stroker kit and individual throttle bodies. Many owners use an M44 to replace a tired M42 in an E30 318is.
M43
The M43 is an economy engine. Tuning gains are small; buyers wanting performance usually choose an M44 or a six-cylinder swap.
M50
Popular moves are an M50 manifold on M52 or S52 engines, a remap and a 2.8 litre stroker using an M52B28 crank. For E30 owners, an M50 swap is one of the most documented upgrades.
M52
The M52B28 is the base for many E36 builds: an S52 or M50 intake manifold, a remap and a better exhaust wake it up. Strokers to 3.0 litres use M54B30 parts.
M54
An M54B30 is a common upgrade for E46 325i and Z4 2.5 owners. Remaps add a little; most power gains come from an S54 or a forced-induction kit.
S14
Builds take the S14 to 2.5 litres and beyond with motorsport camshafts and pistons. For originality, most collectors keep it standard.
M88 and S38
Builders fit S38B38 cranks into 3.6 litre engines, and many E30 or E34 projects use an S38 with motorsport camshafts. Keep receipts; buyers expect them.
S50 and S52
S52 owners often fit a Schrick camshaft and an S50 manifold. Many E30 builds use an S52 for its torque and simplicity.
S54
CSL airboxes, intake camshafts, headers and a remap add power. Most owners value reliability over peak power and focus on bearings and VANOS.
N42 and N46
Tuning potential is limited. Most owners looking for more power choose a six-cylinder swap.
N43
Gains are small. The N43 is for economy and originality.
N13
Remaps raise output modestly. The engine is mainly bought as a direct replacement.
N20 and N26
Remaps unlock significant gains. A healthy N20 with updated guides is a good tuning base.
N52
Gains come from intake and exhaust work and a remap. Owners wanting more usually move to an N54 or N55 swap.
N53
Modest gains; the N53 is chosen for originality and economy.
N54
The N54 responds strongly to remaps and bigger turbos. Well-built examples exceed 500 hp with upgraded fuelling.
N55
Remaps add a lot; upgraded turbos and fuel pumps take it further.
S55
Remaps and bolt-ons reach well over 500 hp; check the crank hub first.
S58
The S58 makes 600 hp and more with tuning; most owners keep it standard.
B38
Remaps add modest gains.
B48 and B46
Remaps add 40 to 60 hp easily.
B58
Remaps add 80 to 100 hp; it is the base for many swaps.
M60
Tuning gains are small. Most owners who want more torque fit an M62B44 in place of an M60B40, using the M62 wiring and management.
M62
Supercharger kits exist for the M62 and the 4.6is is a popular upgrade for X5 owners. Most buyers fit a standard engine to restore a car rather than to tune it.
N62
Gains from remaps and exhaust work are modest. Most N62 buyers want a reliable replacement for an X5, 5 Series, 7 Series or Range Rover.
N63
Remaps add 100 hp or more on TU engines. Heat management is the limit, so upgraded cooling is part of any serious build.
S62
Exhausts, headers and remaps add modest gains. Most owners keep the S62 close to standard.
S63
Remaps add 100 hp or more. Gearbox and cooling limits must be considered.
S65
Headers, exhausts and remaps add modest power. Supercharger kits exist but most owners keep the S65 standard.
S68
Few tuning options exist yet.
S85
Exhausts and remaps add modest gains. Most owners keep the S85 standard.
M70 and M73
Few tuning options exist. Owners keep the V12 standard.
N73 and N74
Remaps add power to the N74; most owners keep the engine standard.
M21 and M41
Few tuning options exist.
M51
Few tuning options exist.
M47
Remaps add around 30 hp.
M57
Remaps add around 50 hp. The M57 is one of the best diesel conversion engines.
M67
Remaps add around 50 hp.
N47
Remaps add around 30 hp; check the chain first.
N57
Remaps add around 50 hp. The N57 is popular for conversions.
B37
Remaps add around 20 hp.
B47
Remaps add around 30 hp.
B57
Remaps add around 50 hp. The B57 is popular for Defender conversions.
MINI Prince
Remaps add around 30 hp on the turbo versions.
M31, M337 and S70
Collectors keep them standard.
Conversion kits we supply
- Conversion Kits
- M57 Defender Conversion Kits
- M57 Discovery Conversion Kits
- M57 Range Rover Classic Kits
- N57 Defender Conversion Kits
- B57 Defender Conversion Kits
- M47 Defender Conversion Kits
- M57 Patrol Conversion Kits
- M57 Hilux Conversion Kits
- M57 Land Cruiser Conversion Kits
- Mitsubishi 4m41 Defender Kits
- Mitsubishi 4m41 Pajero Kits
- Mitsubishi 4m40 Pajero Kits
- Mitsubishi 4d56 L200 Kits
- Mitsubishi 4g63 Conversion Kits
- Mitsubishi 6g72 Pajero Kits
- Mitsubishi 4m41 Delica Kits
- Om606 Defender Conversion Kits
- Om606 Gwagen Conversion Kits
- Om617 Gwagen Conversion Kits
- 1hd Land Cruiser Conversion Kits
- 2jz Bmw Conversion Kits
- 2jz Supra Conversion Kits
- B58 Bmw Conversion Kits
- S54 Bmw Conversion Kits
- N55 Bmw Conversion Kits
- M54 E30 Conversion Kits
- S58 Bmw Conversion Kits
- Ls Bmw Conversion Kits
- Ls Defender Conversion Kits
- Cummins 4bt Conversion Kits
- Cummins 6bt Conversion Kits
- Td5 Series Conversion Kits
- Tdi Series Conversion Kits
- Vw Tdi Vanagon Conversion Kits
- K20 Civic Conversion Kits
- Rb26 Skyline Conversion Kits
- Barra Falcon Conversion Kits
- Coyote Mustang Conversion Kits
- Zf 8hp M57 Conversion Kits
- R380 M57 Conversion Kits
- Bmw Gearbox Conversion Kits
- Mitsubishi Gearbox Conversion Kits
- Conversion Drivetrain Kits
Fitting steps for any swap
- Compare the engines side by side. Put the replacement next to the old engine and compare sensors, brackets, connectors, the sump, the starter and the flywheel or flexplate. Note anything that must be transferred.
- Transfer the parts that differ. Move the parts that are specific to your car, such as the engine harness on some models, the sump on xDrive cars or the air conditioning compressor bracket. Use new seals and gaskets for everything you move.
- Replace the rear main seal and drive parts. With the engine out, the rear crankshaft seal is easy to reach. Fit a new one, inspect the flywheel and clutch on manual cars or the converter seal on automatics.
- Renew the cooling system. Most engine failures start with cooling. Fit a new water pump, thermostat and hoses, check the radiator and fan, and use the correct coolant.
- Fit new engine mounts. Old mounts transfer vibration and can let the engine move enough to damage hoses. They are cheap and easy to replace with the engine out.
- Inspect or replace the timing chain parts. Look at the guides and tensioner. On high-mileage engines, replacing them now costs far less than doing it later.
- Replace the rear timing chain if in doubt. On engines with the chain at the gearbox end, chain work needs the engine out. If the history is unknown, replace the chain, guides and tensioner before fitting.
- Fit a new timing belt kit. Fit a new belt, tensioner and water pump and set the timing with the correct tools before the first start.
- Prepare the turbo. Fit new oil feed and return seals, clean the intercooler and pipes of any oil or debris from the old engine, and prime the turbo with oil before starting.
- Code the injectors and bleed the fuel. Enter the injector correction codes into the ECU, check the glow plugs and bleed the fuel system so the engine does not crank dry.
- Check the particulate filter. If the old engine failed with oil or coolant entering the exhaust, the DPF may be contaminated. Check its back-pressure before relying on it.
- Clean the intake. If the old engine failed internally, debris can be in the intake or intercooler. Clean them so nothing reaches the new engine.
- Fill with the right oil and prime it. Fill with new oil of the correct specification and a new filter. Crank with the fuel and ignition disabled until oil pressure builds.
- Coding and adaptations. On modern BMWs, the engine ECU must be matched to the car's immobiliser (CAS, FEM or BDC). Reset adaptations, register the battery and clear faults with diagnostic software.
- Reset VANOS adaptations. Clear the VANOS adaptations so the ECU learns the camshaft positions of the new engine.
- Teach the Valvetronic limit stops. Run the Valvetronic learning routine so the ECU knows the eccentric shaft limits.
- First start and leak check. Start the engine, let it idle and watch oil pressure, temperature and fault codes. Check for leaks and bleed the cooling system.
- First 1,000 km. Drive gently for the first few hundred kilometres, vary the engine speed and avoid full load. Change the oil and filter after about 1,000 km to remove any assembly debris.
Questions buyers ask
What is in the M57 Defender complete conversion with engine kit?
The M57 Defender complete conversion with engine kit includes: Inspected M57D30 long engine, compression recorded; Defender 90 engine mounts and brackets; Adapter plate, clutch and flywheel; Wiring patch loom and ECU bridge; Intercooler pipes, radiator hoses and downpipe; Fitting notes and torque sheet.
It is made for the Defender 90, Defender 110 and Defender 130 (1983–2016), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380, LT77 and ZF 8HP70.
This kit costs about 7.370 € to 9.840 €, depending on the exact listing. It includes an inspected M57D30 engine, so you get everything from one place.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
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What is in the M57 Defender complete conversion kit?
The M57 Defender complete conversion kit includes: Defender 90 engine mounts for a M57D30; Bellhousing adapter, clutch and flywheel; Custom engine loom and sensor patch; Cooling hoses, intercooler pipes and downpipe; Power-steering and fuel-line kit; Step-by-step fitting guide.
It is made for the Defender 90, Defender 110 and Defender 130 (1983–2016), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380, LT77 and ZF 8HP70.
This kit costs about 2.620 € to 3.630 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
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What is in the M57 Defender adapter plate kit?
The M57 Defender adapter plate kit includes: M57D30 to gearbox adapter plate, machined; Dowels, bolts and alignment sleeve; Pilot bearing; Clutch alignment tool; Fitment drawing.
It is made for the Defender 90, Defender 110 and Defender 130 (1983–2016), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380, LT77 and ZF 8HP70.
This kit costs about 660 € to 1.080 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
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What is in the M57 Defender engine mount kit?
The M57 Defender engine mount kit includes: Left and right Defender 90 chassis mounts; M57D30 side brackets; Polyurethane bushes; Hardware kit.
It is made for the Defender 90, Defender 110 and Defender 130 (1983–2016), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380, LT77 and ZF 8HP70.
This kit costs about 360 € to 570 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
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What is in the M57 Defender wiring and ecu kit?
The M57 Defender wiring and ecu kit includes: M57D30 patch loom for the Defender 90; ECU bridge connector; Immobiliser bypass or coded ECU; Sensor pinout sheet; Fuse and relay map.
It is made for the Defender 90, Defender 110 and Defender 130 (1983–2016), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380, LT77 and ZF 8HP70.
This kit costs about 500 € to 820 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
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What is in the M57 Defender cooling and exhaust kit?
The M57 Defender cooling and exhaust kit includes: Radiator hoses made for this swap; Intercooler pipe set; Downpipe and flex section; Expansion tank adapter; Temperature sender adapter.
It is made for the Defender 90, Defender 110 and Defender 130 (1983–2016), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380, LT77 and ZF 8HP70.
This kit costs about 450 € to 740 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
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Can I put an M57D30 engine in my Defender 90?
Yes. We sell conversion kits that fit the M57D30 into the Defender 90. The kit replaces the 200Tdi, 300Tdi and Td5, and works with the R380, LT77 and ZF 8HP70.
You can buy the full package with an engine, or only the parts you need: complete conversion with engine, complete conversion, adapter plate, engine mount, wiring and ecu and cooling and exhaust.
A swap like this needs a skilled workshop. Mounts, the adapter, the wiring and the engine computer, the cooling and the exhaust all have to work together. Check your local road rules for engine swaps before you start.
Tell us your Defender 90's year and current set-up, and we suggest the right parts. You can reach the Hamburg desk by email at autowerkeengines@gmail.com, or by phone and WhatsApp on +49 15510 030835, Monday to Friday, 9:00 to 16:00 CET.
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Can I put an M57D30 engine in my Defender 110?
Yes. We sell conversion kits that fit the M57D30 into the Defender 110. The kit replaces the 200Tdi, 300Tdi and Td5, and works with the R380, LT77 and ZF 8HP70.
You can buy the full package with an engine, or only the parts you need: complete conversion with engine, complete conversion, adapter plate, engine mount, wiring and ecu and cooling and exhaust.
A swap like this needs a skilled workshop. Mounts, the adapter, the wiring and the engine computer, the cooling and the exhaust all have to work together. Check your local road rules for engine swaps before you start.
Tell us your Defender 110's year and current set-up, and we suggest the right parts. You can reach the Hamburg desk by email at autowerkeengines@gmail.com, or by phone and WhatsApp on +49 15510 030835, Monday to Friday, 9:00 to 16:00 CET.
See all M57 Defender Conversion Kits · Conversion guide
Can I put an M57D30 engine in my Defender 130?
Yes. We sell conversion kits that fit the M57D30 into the Defender 130. The kit replaces the 200Tdi, 300Tdi and Td5, and works with the R380, LT77 and ZF 8HP70.
You can buy the full package with an engine, or only the parts you need: complete conversion with engine, complete conversion, adapter plate, engine mount, wiring and ecu and cooling and exhaust.
A swap like this needs a skilled workshop. Mounts, the adapter, the wiring and the engine computer, the cooling and the exhaust all have to work together. Check your local road rules for engine swaps before you start.
Tell us your Defender 130's year and current set-up, and we suggest the right parts. You can reach the Hamburg desk by email at autowerkeengines@gmail.com, or by phone and WhatsApp on +49 15510 030835, Monday to Friday, 9:00 to 16:00 CET.
See all M57 Defender Conversion Kits · Conversion guide
How hard is an M57 Defender swap?
A M57D30 swap into the Defender 90, Defender 110 and Defender 130 is a big job, but a good workshop can do it with a complete kit. Most of the time goes into the mounts, the adapter and the wiring.
The usual steps are: remove the old engine, fit the new mounts and the adapter plate, set the engine in, connect the wiring and the engine computer, then fit the cooling and the exhaust. A test drive and a final check follow.
Our kits come with parts that are made to work together, which saves time and guesswork. What we list: BMW M57 3.0 diesel conversion kits for Land Rover Defender 90, 110 and 130, from 200Tdi, 300Tdi and Td5.
Before you start, check your local rules for registration and road tests after an engine change. We supply invoices and documents that help with this.
See all M57 Defender Conversion Kits · Conversion guide
What is in the M57 Discovery complete conversion with engine kit?
The M57 Discovery complete conversion with engine kit includes: Inspected M57D30 long engine, compression recorded; Discovery 1 engine mounts and brackets; Adapter plate, clutch and flywheel; Wiring patch loom and ECU bridge; Intercooler pipes, radiator hoses and downpipe; Fitting notes and torque sheet.
It is made for the Discovery 1 and Discovery 2 (1989–2004), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380 and ZF 4HP22.
This kit costs about 7.370 € to 9.840 €, depending on the exact listing. It includes an inspected M57D30 engine, so you get everything from one place.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Discovery Conversion Kits · Conversion guide
What is in the M57 Discovery complete conversion kit?
The M57 Discovery complete conversion kit includes: Discovery 1 engine mounts for a M57D30; Bellhousing adapter, clutch and flywheel; Custom engine loom and sensor patch; Cooling hoses, intercooler pipes and downpipe; Power-steering and fuel-line kit; Step-by-step fitting guide.
It is made for the Discovery 1 and Discovery 2 (1989–2004), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380 and ZF 4HP22.
This kit costs about 2.620 € to 3.630 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Discovery Conversion Kits · Conversion guide
What is in the M57 Discovery adapter plate kit?
The M57 Discovery adapter plate kit includes: M57D30 to gearbox adapter plate, machined; Dowels, bolts and alignment sleeve; Pilot bearing; Clutch alignment tool; Fitment drawing.
It is made for the Discovery 1 and Discovery 2 (1989–2004), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380 and ZF 4HP22.
This kit costs about 660 € to 1.080 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Discovery Conversion Kits · Conversion guide
What is in the M57 Discovery engine mount kit?
The M57 Discovery engine mount kit includes: Left and right Discovery 1 chassis mounts; M57D30 side brackets; Polyurethane bushes; Hardware kit.
It is made for the Discovery 1 and Discovery 2 (1989–2004), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380 and ZF 4HP22.
This kit costs about 360 € to 570 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Discovery Conversion Kits · Conversion guide
What is in the M57 Discovery wiring and ecu kit?
The M57 Discovery wiring and ecu kit includes: M57D30 patch loom for the Discovery 1; ECU bridge connector; Immobiliser bypass or coded ECU; Sensor pinout sheet; Fuse and relay map.
It is made for the Discovery 1 and Discovery 2 (1989–2004), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380 and ZF 4HP22.
This kit costs about 500 € to 820 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Discovery Conversion Kits · Conversion guide
What is in the M57 Discovery cooling and exhaust kit?
The M57 Discovery cooling and exhaust kit includes: Radiator hoses made for this swap; Intercooler pipe set; Downpipe and flex section; Expansion tank adapter; Temperature sender adapter.
It is made for the Discovery 1 and Discovery 2 (1989–2004), and replaces the 200Tdi, 300Tdi and Td5. Gearbox set-ups we support are the R380 and ZF 4HP22.
This kit costs about 450 € to 740 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Discovery Conversion Kits · Conversion guide
Can I put an M57D30 engine in my Discovery 1?
Yes. We sell conversion kits that fit the M57D30 into the Discovery 1. The kit replaces the 200Tdi, 300Tdi and Td5, and works with the R380 and ZF 4HP22.
You can buy the full package with an engine, or only the parts you need: complete conversion with engine, complete conversion, adapter plate, engine mount, wiring and ecu and cooling and exhaust.
A swap like this needs a skilled workshop. Mounts, the adapter, the wiring and the engine computer, the cooling and the exhaust all have to work together. Check your local road rules for engine swaps before you start.
Tell us your Discovery 1's year and current set-up, and we suggest the right parts. You can reach the Hamburg desk by email at autowerkeengines@gmail.com, or by phone and WhatsApp on +49 15510 030835, Monday to Friday, 9:00 to 16:00 CET.
See all M57 Discovery Conversion Kits · Conversion guide
Can I put an M57D30 engine in my Discovery 2?
Yes. We sell conversion kits that fit the M57D30 into the Discovery 2. The kit replaces the 200Tdi, 300Tdi and Td5, and works with the R380 and ZF 4HP22.
You can buy the full package with an engine, or only the parts you need: complete conversion with engine, complete conversion, adapter plate, engine mount, wiring and ecu and cooling and exhaust.
A swap like this needs a skilled workshop. Mounts, the adapter, the wiring and the engine computer, the cooling and the exhaust all have to work together. Check your local road rules for engine swaps before you start.
Tell us your Discovery 2's year and current set-up, and we suggest the right parts. You can reach the Hamburg desk by email at autowerkeengines@gmail.com, or by phone and WhatsApp on +49 15510 030835, Monday to Friday, 9:00 to 16:00 CET.
See all M57 Discovery Conversion Kits · Conversion guide
How hard is an M57 Discovery swap?
A M57D30 swap into the Discovery 1 and Discovery 2 is a big job, but a good workshop can do it with a complete kit. Most of the time goes into the mounts, the adapter and the wiring.
The usual steps are: remove the old engine, fit the new mounts and the adapter plate, set the engine in, connect the wiring and the engine computer, then fit the cooling and the exhaust. A test drive and a final check follow.
Our kits come with parts that are made to work together, which saves time and guesswork. What we list: M57 swap kits for Discovery 1 and Discovery 2, keeping the Land Rover gearbox or moving to an R380.
Before you start, check your local rules for registration and road tests after an engine change. We supply invoices and documents that help with this.
See all M57 Discovery Conversion Kits · Conversion guide
What is in the M57 Range Rover Classic complete conversion with engine kit?
The M57 Range Rover Classic complete conversion with engine kit includes: Inspected M57D30 long engine, compression recorded; Range Rover Classic engine mounts and brackets; Adapter plate, clutch and flywheel; Wiring patch loom and ECU bridge; Intercooler pipes, radiator hoses and downpipe; Fitting notes and torque sheet.
It is made for the Range Rover Classic (1983–1995), and replaces the 200Tdi, 300Tdi and 3.5 V8. Gearbox set-ups we support are the ZF 4HP22 and LT77.
This kit costs about 7.370 € to 9.840 €, depending on the exact listing. It includes an inspected M57D30 engine, so you get everything from one place.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Range Rover Classic Kits · Conversion guide
What is in the M57 Range Rover Classic complete conversion kit?
The M57 Range Rover Classic complete conversion kit includes: Range Rover Classic engine mounts for a M57D30; Bellhousing adapter, clutch and flywheel; Custom engine loom and sensor patch; Cooling hoses, intercooler pipes and downpipe; Power-steering and fuel-line kit; Step-by-step fitting guide.
It is made for the Range Rover Classic (1983–1995), and replaces the 200Tdi, 300Tdi and 3.5 V8. Gearbox set-ups we support are the ZF 4HP22 and LT77.
This kit costs about 2.620 € to 3.630 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Range Rover Classic Kits · Conversion guide
What is in the M57 Range Rover Classic adapter plate kit?
The M57 Range Rover Classic adapter plate kit includes: M57D30 to gearbox adapter plate, machined; Dowels, bolts and alignment sleeve; Pilot bearing; Clutch alignment tool; Fitment drawing.
It is made for the Range Rover Classic (1983–1995), and replaces the 200Tdi, 300Tdi and 3.5 V8. Gearbox set-ups we support are the ZF 4HP22 and LT77.
This kit costs about 660 € to 1.080 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Range Rover Classic Kits · Conversion guide
What is in the M57 Range Rover Classic engine mount kit?
The M57 Range Rover Classic engine mount kit includes: Left and right Range Rover Classic chassis mounts; M57D30 side brackets; Polyurethane bushes; Hardware kit.
It is made for the Range Rover Classic (1983–1995), and replaces the 200Tdi, 300Tdi and 3.5 V8. Gearbox set-ups we support are the ZF 4HP22 and LT77.
This kit costs about 360 € to 570 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Range Rover Classic Kits · Conversion guide
What is in the M57 Range Rover Classic wiring and ecu kit?
The M57 Range Rover Classic wiring and ecu kit includes: M57D30 patch loom for the Range Rover Classic; ECU bridge connector; Immobiliser bypass or coded ECU; Sensor pinout sheet; Fuse and relay map.
It is made for the Range Rover Classic (1983–1995), and replaces the 200Tdi, 300Tdi and 3.5 V8. Gearbox set-ups we support are the ZF 4HP22 and LT77.
This kit costs about 500 € to 820 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Range Rover Classic Kits · Conversion guide
What is in the M57 Range Rover Classic cooling and exhaust kit?
The M57 Range Rover Classic cooling and exhaust kit includes: Radiator hoses made for this swap; Intercooler pipe set; Downpipe and flex section; Expansion tank adapter; Temperature sender adapter.
It is made for the Range Rover Classic (1983–1995), and replaces the 200Tdi, 300Tdi and 3.5 V8. Gearbox set-ups we support are the ZF 4HP22 and LT77.
This kit costs about 450 € to 740 €, depending on the exact listing. The engine is not included, so you can use your own M57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all M57 Range Rover Classic Kits · Conversion guide
Can I put an M57D30 engine in my Range Rover Classic?
Yes. We sell conversion kits that fit the M57D30 into the Range Rover Classic. The kit replaces the 200Tdi, 300Tdi and 3.5 V8, and works with the ZF 4HP22 and LT77.
You can buy the full package with an engine, or only the parts you need: complete conversion with engine, complete conversion, adapter plate, engine mount, wiring and ecu and cooling and exhaust.
A swap like this needs a skilled workshop. Mounts, the adapter, the wiring and the engine computer, the cooling and the exhaust all have to work together. Check your local road rules for engine swaps before you start.
Tell us your Range Rover Classic's year and current set-up, and we suggest the right parts. You can reach the Hamburg desk by email at autowerkeengines@gmail.com, or by phone and WhatsApp on +49 15510 030835, Monday to Friday, 9:00 to 16:00 CET.
See all M57 Range Rover Classic Kits · Conversion guide
How hard is an M57 Range Rover Classic swap?
A M57D30 swap into the Range Rover Classic is a big job, but a good workshop can do it with a complete kit. Most of the time goes into the mounts, the adapter and the wiring.
The usual steps are: remove the old engine, fit the new mounts and the adapter plate, set the engine in, connect the wiring and the engine computer, then fit the cooling and the exhaust. A test drive and a final check follow.
Our kits come with parts that are made to work together, which saves time and guesswork. What we list: M57 diesel conversions for the Range Rover Classic, replacing the Rover V8 or Tdi.
Before you start, check your local rules for registration and road tests after an engine change. We supply invoices and documents that help with this.
See all M57 Range Rover Classic Kits · Conversion guide
What is in the N57 Defender complete conversion with engine kit?
The N57 Defender complete conversion with engine kit includes: Inspected N57D30 long engine, compression recorded; Defender 90 engine mounts and brackets; Adapter plate, clutch and flywheel; Wiring patch loom and ECU bridge; Intercooler pipes, radiator hoses and downpipe; Fitting notes and torque sheet.
It is made for the Defender 90, Defender 110 and Defender 130 (2007–2016), and replaces the Td5, 300Tdi and 2.2 TDCi. Gearbox set-ups we support are the ZF 8HP70 and R380.
This kit costs about 7.370 € to 9.840 €, depending on the exact listing. It includes an inspected N57D30 engine, so you get everything from one place.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all N57 Defender Conversion Kits · Conversion guide
What is in the N57 Defender complete conversion kit?
The N57 Defender complete conversion kit includes: Defender 90 engine mounts for a N57D30; Bellhousing adapter, clutch and flywheel; Custom engine loom and sensor patch; Cooling hoses, intercooler pipes and downpipe; Power-steering and fuel-line kit; Step-by-step fitting guide.
It is made for the Defender 90, Defender 110 and Defender 130 (2007–2016), and replaces the Td5, 300Tdi and 2.2 TDCi. Gearbox set-ups we support are the ZF 8HP70 and R380.
This kit costs about 2.620 € to 3.630 €, depending on the exact listing. The engine is not included, so you can use your own N57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all N57 Defender Conversion Kits · Conversion guide
What is in the N57 Defender adapter plate kit?
The N57 Defender adapter plate kit includes: N57D30 to gearbox adapter plate, machined; Dowels, bolts and alignment sleeve; Pilot bearing; Clutch alignment tool; Fitment drawing.
It is made for the Defender 90, Defender 110 and Defender 130 (2007–2016), and replaces the Td5, 300Tdi and 2.2 TDCi. Gearbox set-ups we support are the ZF 8HP70 and R380.
This kit costs about 660 € to 1.080 €, depending on the exact listing. The engine is not included, so you can use your own N57D30 or buy one from our yard.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. If you are not sure which kit you need, tell us your vehicle, its year and its current engine and gearbox. We help for free.
See all N57 Defender Conversion Kits · Conversion guide
Delivery, warranty and payment
Every engine we sell is drained, sealed at each opening, strapped to a heat-treated pallet and shrink-wrapped before it leaves Hamburg. You receive photographs of the packed engine and a tracking number.
Delivery is door to door and included in the price. Most European addresses receive the engine within five to ten working days; Germany and its neighbours are usually faster.
A 12-month warranty covers eligible internal failure when the engine is fitted by a qualified workshop with new fluids and filters. You can pay by card, bank transfer or crypto and receive the invoice by email straight away.
We deliver BMW engines from Hamburg to customers across Europe and beyond. Typical door-to-door times and customs status:
| Country | Typical delivery | Customs and VAT |
|---|---|---|
| Germany | 2–4 working days | No customs; German VAT on the invoice |
| Netherlands | 3–5 working days | EU delivery, no customs |
| Belgium | 3–5 working days | EU delivery, no customs |
| Austria | 3–5 working days | EU delivery, no customs |
| Denmark | 3–5 working days | EU delivery, no customs |
| Poland | 3–6 working days | EU delivery, no customs |
| Czech Republic | 3–6 working days | EU delivery, no customs |
| France | 4–7 working days | EU delivery, no customs |
| Italy | 5–8 working days | EU delivery, no customs |
| Spain | 5–8 working days | EU delivery, no customs |
| Portugal | 6–9 working days | EU delivery, no customs |
| Sweden | 5–8 working days | EU delivery, no customs |
| Norway | 6–10 working days | Export; import VAT and duty in Norway |
| Switzerland | 5–8 working days | Export; import VAT and duty in Switzerland |
| United Kingdom | 5–10 working days | Export; UK import VAT and duty on arrival |
| Ireland | 6–10 working days | EU delivery, no customs |
| United States | Quoted per order | Export; US import duties apply |
| United Arab Emirates | Quoted per order | Export; UAE import duties apply |
Times are typical for pallet delivery after dispatch and can vary with holidays and remote addresses. Business buyers in the EU with a valid VAT number can order without German VAT.
More answers from the Hamburg desk
These are further questions buyers ask us when choosing a replacement engine, answered by the people who check, pack and ship the engines.
How much is a replacement S58B30T engine for a BMW G82 M4 CSL?
A used S58B30T for the BMW G82 M4 CSL costs from about 12.000 € to 18.100 € in our yard. The price depends on the year, the mileage and the parts that come with the engine.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. Inside the EU there is no import duty. Outside the EU, the receiver pays local duty and VAT.
A replacement engine is often much cheaper than rebuilding a damaged one, and much faster. The S58B30T you buy is photographed and checked in Hamburg before it is listed.
Eligible engines come with a 12 months warranty from the delivery date. It covers internal mechanical failure under normal use and correct fitting by a qualified mechanic or workshop. Not sure? Send us your VIN and your gearbox code. We match the engine family, the year window and the parts on the engine before anything is reserved, and the check is free.
How much is a replacement N43B20 engine for a BMW E81 120i?
A used N43B20 for the BMW E81 120i costs from about 1.050 € to 1.850 € in our yard. The price depends on the year, the mileage and the parts that come with the engine.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. Inside the EU there is no import duty. Outside the EU, the receiver pays local duty and VAT.
A replacement engine is often much cheaper than rebuilding a damaged one, and much faster. The N43B20 you buy is photographed and checked in Hamburg before it is listed.
Eligible engines come with a 12 months warranty from the delivery date. It covers internal mechanical failure under normal use and correct fitting by a qualified mechanic or workshop. Not sure? Send us your VIN and your gearbox code. We match the engine family, the year window and the parts on the engine before anything is reserved, and the check is free.
Will the B57D30B engine fit my BMW G05 X5 xDrive40d?
Yes, if your BMW G05 X5 xDrive40d was built with the B57D30B. BMW used this 3.0 liter (2,993 cc) diesel engine with 250 kW (340 HP) in the G05 X5 xDrive40d from about 2016 to 2024.
In our records the B57D30B is the engine for the G05 X5 xDrive40d, which makes the match simple. Still, check the code on your old engine or send us your VIN.
Your car has all-wheel drive or is an X model, so the sump, the oil pickup and some brackets can differ from the rear-drive cars. Tell us the full model so we send the right set-up.
Not sure? Send us your VIN and your gearbox code. We match the engine family, the year window and the parts on the engine before anything is reserved, and the check is free.
How much is a replacement N52B25 engine for a BMW E91 325i?
A used N52B25 for the BMW E91 325i costs from about 1.400 € to 2.350 € in our yard. The price depends on the year, the mileage and the parts that come with the engine.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. Inside the EU there is no import duty. Outside the EU, the receiver pays local duty and VAT.
A replacement engine is often much cheaper than rebuilding a damaged one, and much faster. The N52B25 you buy is photographed and checked in Hamburg before it is listed.
Eligible engines come with a 12 months warranty from the delivery date. It covers internal mechanical failure under normal use and correct fitting by a qualified mechanic or workshop. Not sure? Send us your VIN and your gearbox code. We match the engine family, the year window and the parts on the engine before anything is reserved, and the check is free.
Will the M57D30TU engine fit my BMW E46 330d?
Yes, if your BMW E46 330d was built with the M57D30TU. BMW used this 3.0 liter (2,993 cc) diesel engine with 160 kW (218 HP) in the E46 330d from about 2003 to 2010.
In our records the M57D30TU is the engine for the E46 330d, which makes the match simple. Still, check the code on your old engine or send us your VIN.
Also tell us if your E46 has a manual or an automatic gearbox. The flywheel or the flex plate and some sensors depend on it.
Not sure? Send us your VIN and your gearbox code. We match the engine family, the year window and the parts on the engine before anything is reserved, and the check is free.
Will the N52B30 engine fit my BMW E87 130i?
Yes, if your BMW E87 130i was built with the N52B30. BMW used this 3.0 liter (2,996 cc) petrol engine with 190 kW (258 HP) in the E87 130i from about 2005 to 2011.
In our records the N52B30 is the engine for the E87 130i, which makes the match simple. Still, check the code on your old engine or send us your VIN.
Also tell us if your E87 has a manual or an automatic gearbox. The flywheel or the flex plate and some sensors depend on it.
Not sure? Send us your VIN and your gearbox code. We match the engine family, the year window and the parts on the engine before anything is reserved, and the check is free.
How much is a replacement S65B40 engine for a BMW E92 M3?
A used S65B40 for the BMW E92 M3 costs from about 8.050 € to 12.200 € in our yard. The price depends on the year, the mileage and the parts that come with the engine.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. Inside the EU there is no import duty. Outside the EU, the receiver pays local duty and VAT.
A replacement engine is often much cheaper than rebuilding a damaged one, and much faster. The S65B40 you buy is photographed and checked in Hamburg before it is listed.
Eligible engines come with a 12 months warranty from the delivery date. It covers internal mechanical failure under normal use and correct fitting by a qualified mechanic or workshop. Not sure? Send us your VIN and your gearbox code. We match the engine family, the year window and the parts on the engine before anything is reserved, and the check is free.
Will the B37C15 engine fit my BMW F40 116d?
Yes, if your BMW F40 116d was built with the B37C15. BMW used this 1.5 liter (1,496 cc) diesel engine with 85 kW (116 HP) in the F40 116d from about 2015 to 2022.
In our records the B37C15 is the engine for the F40 116d, which makes the match simple. Still, check the code on your old engine or send us your VIN.
Also tell us if your F40 has a manual or an automatic gearbox. The flywheel or the flex plate and some sensors depend on it.
Not sure? Send us your VIN and your gearbox code. We match the engine family, the year window and the parts on the engine before anything is reserved, and the check is free.
How much is a replacement N53B30 engine for a BMW E90 330i?
A used N53B30 for the BMW E90 330i costs from about 1.900 € to 3.100 € in our yard. The price depends on the year, the mileage and the parts that come with the engine.
Shipping is a flat 249 € per order. It is added once at checkout and printed on the invoice, so there is no extra fee later. Inside the EU there is no import duty. Outside the EU, the receiver pays local duty and VAT.
A replacement engine is often much cheaper than rebuilding a damaged one, and much faster. The N53B30 you buy is photographed and checked in Hamburg before it is listed.
Eligible engines come with a 12 months warranty from the delivery date. It covers internal mechanical failure under normal use and correct fitting by a qualified mechanic or workshop. Not sure? Send us your VIN and your gearbox code. We match the engine family, the year window and the parts on the engine before anything is reserved, and the check is free.
Glossary
- VANOS — BMW's variable camshaft timing system. It adjusts the intake camshaft (single VANOS) or both camshafts (double VANOS) to improve torque and emissions.
- Valvetronic — BMW's variable valve lift system. It controls engine load with the intake valves instead of a throttle plate, improving economy.
- Direct injection — Fuel is injected directly into the cylinder instead of the intake port. It improves efficiency but can cause carbon build-up on the intake valves.
- Wastegate — A valve that lets exhaust gas bypass the turbine to control boost pressure. Worn wastegates rattle and can cause boost faults.
- DPF — Diesel particulate filter. It traps soot and burns it off during regeneration, which needs longer journeys.
- EGR — Exhaust gas recirculation. It feeds some exhaust back into the intake to reduce NOx emissions but builds up soot.
- Swirl flaps — Flaps in the intake manifold that create swirl at low revs. On some BMW diesels they can break and enter the engine.
- Common rail — A diesel injection system with a high-pressure fuel rail feeding all injectors. It allows precise, multiple injections per cycle.
- Long block — An engine with the block, head and internals but without most ancillaries such as manifolds, turbo, alternator or starter.
- Dressed engine — An engine with most ancillaries fitted, ready to install with fewer parts transferred.
- Compression test — A measurement of the pressure each cylinder builds when cranked. Even readings show healthy rings and valves.
- Leak-down test — A test that pressurises each cylinder and measures how much air escapes, showing where any leak is.
- LCI — Life Cycle Impulse, BMW's name for a mid-life update. Engines often change at the LCI.
- xDrive — BMW's all-wheel-drive system. xDrive cars often use a different sump and oil pickup.
- DME — Digital Motor Electronics, BMW's name for the engine control unit.
- CAS, FEM and BDC — The immobiliser and body modules that must be matched to the engine control unit on modern BMWs.
- Rod bearings — The bearings between the connecting rods and the crankshaft. On several M engines they wear and are replaced preventively.
- ITB — Individual throttle bodies, one per cylinder, used on most naturally aspirated M engines for sharp response.
- Timing chain tensioner — A hydraulic or spring device that keeps the timing chain tight. Worn tensioners cause cold-start rattle.
- Rear-mounted timing chain — A timing chain at the gearbox end of the engine. Replacing it normally requires removing the engine.
- Timing belt — A rubber belt that drives the camshaft. It must be replaced on time to avoid valve damage.
- TU — Technical Update, BMW's suffix for a revised version of an engine.
Browse every engine in stock or ask the Hamburg desk — send your VIN and we will confirm the right engine the same day.
