BMW M40. The production of the power unit started in mid-1987 at the BMW Steyr plant and continued until April 25, 1994. A total of 838,290 engines were produced.
This SOHC belt driven motor with an aluminum head and gray cast iron block was a replacement for the M10 motor. All mounting holes for the engine carrier frame are located on the rigid sections of the block.
It is worth noting that the M10 power unit, in turn, has been installed on a variety of vehicles for more than 25 years and has contributed to the formation of a positive image of the company's cars.
Important changes in the M40 engine compared to the M10 engine
- higher performance;
- more favorable torque curve;
- improved mechanics;
- convenient maintenance and service;
- compact design;
- high profitability;
The M40 engine differs from its predecessor primarily in increased torque, in the range of low and medium speeds.
It also has more power and has been designed with a focus on ease of care and maintenance.
With greater rigidity, it was possible to achieve 10% less weight than the M10 motor. The cylinders are cast into the block, and the cylinder spacing is 91 mm.
Modifications
The BMW M40 engine was produced in two versions: a volume of 1.6 and 1.8 liters. The direct successor was the BMW M43 engine, however in 1989 BMW released the M42 engine.
BMW M40B16 engine
The 1.6-liter engine was first installed in tandem with Bosch Motronic 1.3 on (, and) and has been produced since 1988.
BMW M40B18 engine
The M40B18 was based on the 1.6 liter M10, but the connecting rods were borrowed from the 2.7 liter M20.
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BMW produced M40 engines of 1.8 and 1.6 liters. This power plant was installed on the models of the third series and replaced the BMW M10 engine. The engine change coincided with the E30 body update. The M40 engine was released in 1987 and was produced until 1995, but since 1993 the e36 body has already been produced with the new M43 unit.
Technical characteristics of the BMW M40 engine
- This is a cast-iron 4-cylinder engine with an aluminum block head with one camshaft, belt drive and 8 valves. According to experts, the M40 has become less reliable compared to the M10 (for example, when the belt breaks, the valves bend, the pistons break through and cracks form), but at the same time it has become elastic and quieter. Another problem should be called oil starvation of parts that rub - this leads to their wear and overheating.
BMW M40 V16 engine
The BMW M40 B16 engine is a 1.6 liter version. The power of the installation is 102 hp. at 5800 rpm, while the maximum safe rate for the motor is 6200 rpm. The maximum engine torque - 141Nm is reached at 4250 rpm. This motor uses a Bosch M 1.3 injection power system. The cylinder diameter is 84mm, with a piston stroke of 72mm and a compression ratio of 9. This engine model was installed on the BMW E30 316i from 1988 to 1995 and on the BMW E36 316i from 1990 to 1994.
1987 was marked by the appearance of the BMW M40 B018 engine, it was installed on the 318i model in the back of the e30, and since 1988, the 316i e30 was equipped with a smaller engine. Starting in 1990, the BMW M40 engine was also installed on the e36 model, it was equipped with the 316i and 318i models. And the BMW 5 series, which was equipped with the M40 engine, appeared in 1988 and was equipped with this unit until 1994.
BMW M40 B18 engine
The BMW M40 B18 engine is a 1.8 liter version of the power plant with a power of 115 hp, the revolutions of which are 5500 per minute, while the maximum safe rate for the engine is 6200 rpm. The maximum engine torque of 165 Nm is reached at 4250 rpm. This motor uses a Bosch M 1.3 injection power system. The engine is equipped with 84mm cylinders, with a piston stroke of 81mm and a compression ratio of 8.8. 1988 to 1994).
These cars still catch the eye with their forms, and in 1991, when the new BMW three-ruble note appeared in the back of the E36, it made a revolution in the camp of the brand's fans. The new three-piece marks the definitive abandonment of Paul Braque's "shark" classic style for a new modern design from Klaus Lute. It no longer had a reverse-sloped grille and a sharp nose. The famous "nostrils" blurred into a full-fledged radiator grille, separate round headlights were under a common polycarbonate cap. And the silhouette of the car became even faster.
By the way, coupe cars differ from four-door sedans in almost all body panels - the exterior was redrawn from scratch, there is even a different slope of the roof pillars. The new German design became a classic during the E36, since it was produced for a long time, until 2000.
Why did you love and dislike
Structurally, the E36 series also differed radically from its predecessors. Large wheelbase, rear multi-link and much more space under the hood. And a much stiffer body and better handling. Of course, they also introduced airbags and active safety systems - ABS and even a stabilization system. you will meet the word “limousine” in a different description of the model, do not think that this is praised by the size of the cabin, by modern standards it does not even pull on a “C grade”, it is cramped even in front. At the back, there is a torture chamber in general - the passengers' knees with a guarantee rest against the hard plastic back panels of the front seats. And "limousine" is just a designation of a body type "sedan" in German. For them, even the little Prinz, which has become a model for our Cossacks, is also a “limousine”. However, they loved this car not at all for space. Until the E46 generation, the third series was not a practical car in any sense, and the body volume of the station wagon is less than that of the Octavia A5 hatchback. Style, image, handling and power of the top options - these are the components of success. Never had any problems with this. And let the most common variants of the car - with four-cylinder engines with a capacity of about 100 liters. s., whose dynamics are worse than those of Solaris with 1.4, anyway, such a car was perceived as very sporty and sharply fashionable. The range of bodies expanded gradually: in 1991 the car came out only as a four-door sedan, in 1992 a two-door coupe was added to it. In 1993, the real dream of any kid appeared in the range of bodies - a four-seater convertible. A year later, they released a stylish "Copmact" - a three-door hatchback on a cheaper platform, and, finally, in 1995 they produced station wagon cars.1 / 5
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Structurally, three-door hatchbacks stand out: despite belonging to the E36 series, elements characteristic of the previous E30 series are used in the design of the rear suspension and interior. The rear suspension is on diagonal levers, and the interior is simpler. In the same way, gradually, the bodies were replaced with the new E46. The sedan was replaced in 1998, and the rest of the body only in 1999-2000. It cannot be said that the car was unsuccessful, but the next “three-ruble note” first of all became more comfortable and stronger - there were strong complaints about the passive safety of the E36. Years later, it was still the favorite "kid car" for the growing "racers". But now it’s already difficult to find a live copy - body corrosion is doing its dirty work, and the rule “unbeaten BMWs do not exist” is truer than ever for the E36. Even with simple motors, her handling is combat, especially in winter. Finding a car in a coupe is doubly difficult - here even a somewhat dead copy with a dead engine is worth its weight in gold. And what else to look for when buying such a machine - below, in detail.
Body and interior
Initially, the body was considered very rigid and sporty. But the new EuroNCAP rules quickly showed that the strength is not enough to get good passive safety. And against the background of more modern models, the torsional rigidity of the body does not even seem to be at least sufficient. Over the years, the strength of the bodies drops dramatically due to corrosion, because the paint quality of the BMW 3 Series in those years left much to be desired - in this respect it was much better done. Absolutely everything rots in three-ruble notes: doors, fenders, sills, interior and trunk floors, windshield frames ... But the most unpleasant thing is that the “glasses” of the front suspension and the welding points of the spars and engine shield, spars and rear subframe rot. When buying, you need a real complete revision of the body, just like with the old Zhiguli.1 / 3
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Sometimes you can close your eyes to the dilapidated anthers of the engine compartment, but other cars can no longer be restored, even if you have your own body area, it’s easier to find something livelier. And sometimes cars, outwardly not bad, can have a lot of problems inside, the same side member glasses and the side members themselves. Many cars are painted on the outside, but no one took care of restoring the bodies. When buying early copies before 1995, you can safely count on restoration with a complete analysis, welding and repainting. Cars produced in 1997-2000 in live condition are much more common, the quality of painting has clearly changed, but you should not count on perfect condition in any case. The salon was once considered very good, but over the years, the budget of materials has been felt: the plastic is cracking and falling apart, the front panel and door cards especially suffer. But the seats are well done to the last. A good salon is a rarity these days.
Cars without air conditioning were especially unlucky, they often don’t have a cabin filter, all plastic and fabric will be constantly covered in dust. In general, you have to look. It makes no sense to talk about possible breakdowns; over the years, almost everything can fail here. The wiring crumbles, power windows, dashboards, buttons break ... For a good owner, all this changes to a new or good used one, but usually the condition is depressing, if you want to “clean up”, you will have to spend a lot of money and time. The condition of the steering column may also turn out to be bad, the shaft itself may frankly play. Particular attention should be paid to the condition of the flooring, and on machines with a sunroof, you should also carefully check the upholstery of the roof pillars for moisture. And do not expect any special “bells and whistles” from the interior - most of the configurations are very simple, on more well-groomed specimens, the options are often assembled “from pine forest” as part of bringing to an ideal state. The special trouble of the salon is the stove. Usually it simply does not heat up, and there can be two reasons. Either the radiator is clogged, or the valve is out of order. But often the radiator is leaking or has long been replaced by a “collective farm” one from an Opel or even a Zhiguli one.
So do not be surprised by the huge difference in price and condition between "traveling" and "collection" cars. The “project machine” is easy to identify - usually, with a generally good condition, the equipment is very different from the factory one, up to the “” motor. However, there is also enough outright crime, because the peak of sales fell on the “difficult” years: then the “customs clearance” was often “left”, and there are enough legalized stolen cars. Do not be too surprised by mismatched motor models, volumes and power. Pay more attention to the condition of the body VIN and engine number.
Brakes, steering and suspension
The state of all systems in most cases is from frankly bad to average. Kid's car, you know ... It's good if the brake discs are not sharpened to a razor. In the best case, the brake pipes have been replaced and the ABS restored, and the brakes themselves are “native” or factory from more powerful versions. At worst, the anti-lock braking system has not been working for a long time, there is an ESP emulator, the brakes are either worn out or "clogged" to the maximum - with non-native brake mechanisms and a vacuum from some Tuareg. Steering aged "please". The slats were rather weak initially, they often required repairs, they flowed regularly. However, the reason is mainly in the style of operation. On a solid part of the machines, the equipment has also not been factory-made for a long time, the rail from the E46 is noticeably more reliable and almost not prone to leaks, although it knocks no worse. And it gets up “one to one”, only the steering tips need to be installed from E46, again.
The suspension of the E36 is rather weak, but even the original parts are inexpensive. Usually the suspension is maintained in excellent condition even on very dead cars. Like the salon, this is a good indicator of attitude towards technology. If it frankly “thumps”, then this “three-ruble note” was not taken care of, and if the owner at least knows what is out of order and makes plans for repairs, then, most likely, it “cuts” a little. The front L-shaped lever suffers from the front, instead of it you can put a stronger one from the E30, then the ball joints can be put from it, also more reliable. The rear arm support is a consumable with a replacement interval of about 20-30 thousand kilometers maximum. Ball goes depending on the type of rubber, but usually not much longer. The lever itself does not withstand our roads - the pits act destructively on it. The resource of shock absorbers is also not happy - 40-50 thousand maximum - the lack of anthers affects. Many owners do not bother, go to the dead. At the rear, the reliability of the suspension does not cause any particular complaints - the ball joints of the transverse levers have a resource of 60-100 thousand kilometers in the city and two times less with frequent country trips. The trailing arm mounts are even a little more reliable. The numbers are not outstanding, but against the background of the hassle with the front suspension, the rear looks very strong.
Transmission
Cardan shafts, drives and a gearbox do not cause any particular complaints, because they are designed for very powerful engines, and the “average three” is 316i or 318i. There are still enough components for minor repairs on sale, and the price does not go off scale. "Mechanics" on low-power machines also does not cause problems, but on the 323i, 328i, and even more so on the M3, it is already at risk. If the owners like to “burn out”, then there are enough malfunctions, and you need to take care of the check. Yes, and the runs of the cars are such that often the box has already been replaced, and more than once. With automatics, things are a little more complicated. On the third series, there are mainly boxes manufactured by GM, four-stage 4L30E. They put such automatic transmissions on all engines, from 1.6 to 2.8 from the very beginning of the model's release. The box is very reliable and has been used on many cars - Honda, Opel, BMW, Isizu ... Weak points are the oil pump itself and plastic washer washers. Due to the design features, the box does not like high revs and absolutely cannot stand overheating, so you need to carefully monitor the condition of the radiators.
Since 1993, the five-speed ZF 5HP18 has also been found. The car with it is noticeably faster, and the box is more reliable: it can withstand races, and even an oil change at the wrong time. But everything breaks. In repair, the box is not very cheap, but it is also repaired without problems, like the four-stage ones. With runs up to 300 thousand, there is still a chance to get a box that has not been repaired, but with an already dying torque converter. But more often there are options “repaired” by craftsmen to death. "Automatic" M3s are equipped with only such an automatic transmission, and it can withstand both 286- and 321-horsepower engines well. Extremely rare guests at the E36 are Jatco JR501E (A5S300J) "automatic machines", which are found mainly on cars for the Japanese market. If you see it, don’t be afraid, it’s a pretty decent box, you just have to go to Japanese services with repairs. It is difficult to say something about the reliability of such an old automatic transmission, many have already experienced a couple of overhauls. But in general, such units nursed their 250-300 thousand, but requiring regular oil changes and frequent repairs of gas turbine linings. It is difficult to find a contract unit, but with a minimum "collective farming" it is possible to make a unit for BMW out of a Nissan contractor, since there are a lot of Japanese boxes and they are extremely cheap. And a car with such a box drives a little worse than with a ZF.
Motors
A lot of engine series for BMW of those years were in store. Due to age, the general condition of most motors is extremely poor, especially with the control electronics and cooling systems. The engine compartment braid frankly frays, sensors at this age require replacement, viscous couplings fail, there are usually a lot of “collective farms”. And the “iron” itself has a huge mileage and is pretty worn out. Even if there were major repairs, it is not a fact that they were done well and recently. You need to soberly understand that the price of cars has long been lower than the price of a good capital. Rescues the presence of contract units. Motors of the M40 series with a volume of 1.6 and 1.8 liters came to the E36 from the E30. This is a simple eight-valve unit, the main problems of which are the short resource of the timing belt, not the most successful lubrication scheme in the cylinder head and the cooling system. The belt needs to be changed every 40-60 thousand kilometers, if it breaks, the valves will definitely bend. Poor lubrication of the camshafts and rockers leads to a lot of wear on the timing mechanism and the appearance of noise. The rest of the motor problems are related to its age. Depreciation of sensors, weak plastic inlet and cooling system and other little things. The resource is somewhere around 200-250 thousand kilometers, and it has long since ended. They put such motors until 1994. You should not avoid them, but cars with them usually already ask for a landfill.
Under the hood of the BMW 3 Series Sedan (E36) "1994–98
M43 series engines replaced earlier belt motors by 1994, but they can be found starting from the 1993 model year. The working volume is 1.6, 1.8 or even 1.9 liters, the latter option is distinguished by its own control system, and not by Bosch's “motors”. The timing drive here is already chain, and the block is unified with the motors of the M42 / M44 series. For this reason, often the engine has already been “improved” - it is covered with a cylinder head from the M42 and turned into a 140-horsepower one. The block is still cast iron, the piston group is strong, and the problems are mainly with the intake and control system. The motor as a whole is more reliable than the older M40s, and, with the exception of low power, has no particular drawbacks. The 318Is has a 140 horsepower 1.8 engine with a 16-valve cylinder head of the M42 / M44 series. In addition to a more complex and expensive timing and a shorter chain resource, it differs little from the M43. Unless the other crankcase and oil supply system are more vulnerable. Earlier M42s were distinguished by an abundance of "childish problems", on later M44s they are practically absent. On machines with such engines already
The BMW M40 series engines have replaced the outdated M10 engine. The motor has been modified and modified in some parts. The designers decided to lighten the power unit for the sake of increasing dynamics.
Characteristics and features of motors
The M40 engine received a cast-iron block and an 8-valve head. A big plus for the engine was the presence of hydraulic lifters, which made it possible not to adjust the valves. The diameter of the intake valves is 42 mm, exhaust 36 mm. Characteristics of BMW M40 camshafts: phase 244/244 rise 10.6/10.6 mm.
Along with the accumulated positive qualities, the motor received a belt that needs to be changed every 40 thousand kilometers. Of course, there is a high probability, in the event of a break, that the valves will bend.
The M40 engine was produced in two versions - 1.8 and 1.6 liters with markings M40V18 and M40V16.
Consider the main technical characteristics of the M40 series motors:
A smaller version of the BMW M40 engine.
Modifications of the M40V16 motor, which were produced in the history of its production:
Maintenance of the BMW M40 engine.
- M40B16 (1988 - 1991 onwards) - basic variation of the engine without a catalyst, power 102 hp at 5500 rpm, torque 143 Nm at 4250 rpm.
- M40B16 (1991 - 1994) - catalytic version, 100 hp at 5500 rpm, torque 141 Nm at 4250 rpm.
Service
Maintenance of M40 motors is no different from standard power units of this class. Maintenance of engines is carried out at intervals of 15,000 km. Recommended maintenance should be carried out every 10,000 km. So, consider a detailed technical service card:
Typical malfunctions
In principle, all motors are similar in design and characteristics. So, let's consider what common problems can be found on the M40:
BMW M40 block head repair.
- Acceleration crashes. The reason for this negative effect is the nozzles that need to be cleaned.
- Oil leak. Occurs as a result of the breakdown of one of the gaskets.
- Knock. Worn camshafts or hydraulic lifters.
- floating turns. The DMRV sensor has failed or the throttle valve is clogged.
- Overheat. A common cause of failure in BMW. In this case, it is worth diagnosing the cooling system - thermostat, water pump or radiator.
- Does not start. The problem may be hiding in the fuel pump or spark plugs. It is worth checking the rest of the fuel system.
Conclusion
The M40 engine is a fairly reliable and high-quality engine. All of them have a high rating and respect of motorists, experts. Maintenance of the power unit can be carried out independently. As for repairs, it is recommended to contact a service station.
When BMW unveiled the new E36 series trio in September 1990, the public was as shocked as it was at the time of design chief Chris Bangle's controversial projects. Everyone is already accustomed to the angular forms of the E30 and the humble lines of the E34. Initially, buyers were cautious, but soon the model began to be in great demand in the European and US markets.
Customers preferred primarily sedan and coupe. The Europeans also liked the 3-door version of the Compact, which was de facto a separate model. For the platform and most of the technical solutions were borrowed from its predecessor, the BMW 3 E30.
Reputation
All over the world, the BMW 3 e36 is associated with young and adventurous drivers who like to drive very fast, which leads to numerous accidents. From the point of view of a used car buyer, this is quite important. Moreover, in fact, a significant number of copies were restored after an accident. BMW E36 has a rather complex design. Therefore, its restoration is a difficult and expensive art.
It is very easy to run into a carelessly "restored" coupe that will rust, leak and plague with loose doors. The only way to significantly increase the chance of buying an unbeaten copy is to limit yourself to searching for the Touring station wagon. But only every tenth E36 was produced in this body variant. Most of the proposals are sedan and a little less - coupe. That being said, a well-groomed coupe can cost twice as much as a sedan, especially when it comes to the 318is.
The LED indicator shows how much time is left until service. Red LED - the time has come to visit the service.
Enemy at the door
Compared to the Audi 80 B4, the e36 series trio corrodes more, but not as much as the 1993 Mercedes C-class. Rust bubbles on fenders, sills, front and rear body parts are common. The floor under the driver is also rotting, where salt water accumulates under the carpet in winter. Rust also attacks the battery mount (located in the trunk). Over time, the door seals are deformed. This is especially painful for the coupe, which has frameless side windows. Fortunately, all parts, even the smallest ones, can still be purchased in the original. True, a set of factory door seals for a sedan will cost at least 25,000 rubles.
Corrosion is the main enemy of E36.
What is it that thumps so much?
The suspension of the E36, of course, is not designed to overcome bumps. On domestic roads, it gives up quite quickly, especially since most owners use the cheapest substitutes for repairs. Fortunately, even high-quality analogues cost less than the original. So the Lemforder front lower arm is available for 5,000 rubles, and BMW - for 9,500 rubles.
Problem number one is backlash in the rear trailing arm bushings. It can quickly increase, and then the wheel will behave as if it is not fixed. The cost of the original lever is about 5,400 rubles, the analogue is 2,000 rubles.
Before buying, be sure to check (preferably on a lift) the condition of the rear axle pillows and the flexible connecting shaft (from 9,000 rubles). Replacing is a very troublesome procedure. In the Compact version, the rear differential cushion (from 700 rubles) is almost always broken.
A manual gearbox sometimes causes shifting problems, but the gearbox itself rarely breaks down. However, there will be no difficulties with finding “beu” parts, and if necessary, you can buy a box or a bridge for 10,000 rubles.
The plastic backs of the front seats reduce the real legroom for rear passengers.
Engines
As for the engines, the best reviews are collected by all 6-cylinder gasoline units with a volume of 2.5 liters and above, installed in the 323i, 325i and 328i. Fantastic gas response, long life and beautiful sound - that's why they are loved. Of the "inline sixes" should be avoided only the one that went to the 320i. The motor consumes a lot of fuel and pulls poorly.
The main disadvantage of the "six-pot" ones is the high probability of overheating as a result of damage to the radiator, cracking of the expansion tank and a malfunction of the water pump. In the latter case, the owners themselves are to blame, arguing as follows: if the timing chain is almost eternal, then the pump is too. Of course, this is a delusion. The cost of a new pump is from 2,400 rubles, a radiator - from 5,000 rubles, and an expansion tank - from 1,300 rubles. Fortunately, the viscous cooling fan clutch is easy to repair, and diagnosing its malfunction takes seconds.
4-cylinder units have been upgraded several times. Early versions with timing belt (M40/1.6-1.8L series) are not recommended due to low belt life. You should look for copies with an M43 equipped with a timing chain drive. The best among the 4-cylinder E36 units is undoubtedly the 140 hp 16-valve engine, marked with the M44 index. He went to 318is after 1996. Earlier versions of the 318is with the M42 are plagued by short-lived camshaft oil seals.
Three diesel engines were also present in the line of power units. It is noteworthy that the weakest of them turned out to be the most reliable, although it cannot deliver driving pleasure. The 2.5L TD and TDS have constant head and high pressure fuel pump problems.
The trunk volume of 435 liters seems smaller. It's all in the wrong shape.
Millions of Versions
It is difficult to find two identical BMW E36s, as customers were offered dozens of colors and hundreds of options that could be combined in any way. In addition, many owners have tried to remake their car themselves, adding, for example, the M-package. In addition, individual modifications have a significant number of minor differences. It's not just about electricians. For example, the 328i has a different body structure than the 316i or diesel cars. Depending on the modification and year of manufacture of the BMW e36, various types of incandescent lamps were installed in the headlights.
On the inside of the trunk lid is a compartment with tools.
Conclusion
In Russia, where cars serve for 20-25 years, the BMW E36 is not yet a retro classic, so it can be purchased for some 40-50 thousand rubles. Alas, such proposals most often come from young drivers who bought the E36 to relieve their souls, which often ended in an accident or the “death” of a car, the maintenance of which they could not afford. Therefore, it is better to overpay for a perfect copy than to replace the floor of the car after a short time.
Even premium cars in the mid-90s had manual windows.
Model History
September 1990 - presentation.
1991 - the beginning of production of a sedan.
1992 - release of the coupe version and the special version of the M3.
1993 - a convertible was added to the lineup.
1994 - Compact version and 4-door M3.
1995 - station wagon.
1996 - small restyling. You can distinguish it only by the direction indicators: they were orange, they became white.
1998 - presentation of the successor and change of generations of the sedan.
1999 - the end of the production of station wagon, convertible and coupe.
2000 - the end of the assembly of the Compact model.
Exterior and interior
The body rusts faster than an Audi of the same age, but slower than a Mercedes. There is as much space inside as in modern compact cars. Very good interior trim.
Suspension
Neither the front nor the rear suspension impresses with reliability. Even using the best parts (for example, Lemforder), you should not count on many years of operation without backlash and knocks.
Engines
The strongest point of this model. Only the 2.5-litre diesel lags far behind in terms of reliability. It is a pity that all engines are too voracious.
Expenses
Good availability of spare parts is a definite plus of the model. However, you should beware of cheap workshops that are more likely to ruin something than fix it. This is a pretty advanced car.
Typical problems and malfunctions
Corrosion - fortunately, rarely on the power elements of the body.
Engine overheating due to a cracked expansion tank, failure of the radiator fan clutch, and an unwillingness to periodically change the water pump.
Knocking from the transmission due to the spider on the shaft.
Deterioration of the gear selection mechanism.
The howl of the rear axle.
Electrical faults.
What to look for?
Sedan of the initial period of production;
Coupe with 4-cylinder engine. 318is - perfectly balanced and very fast;
Station wagon in 325i and 328i versions.
What to avoid?
Budget coupes, especially with HBO;
Versions with a 2.5-liter diesel engine, especially with an "automatic";
Archaic engines of 1.6 and 1.8 liters - no joy from driving.
Specifications BMW 3 E36 (1991-2000)
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Diesel versions
